Solenoid Injector Control Using a 48 V Hybrid Power Network
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
In hybrid automotive vehicles with internal combustion propulsion engines and electric motors, the existing DC voltage booster systems are expensive, space-consuming, and generate excessive heat, as they require voltage to be boosted from 12 V to 65 V to actuate solenoid fuel injectors effectively.
Innovation Solution
A method that utilizes a second DC voltage network, typically 48 V, to power solenoid fuel injectors by adapting control parameters based on engine speed, temperature, and injection pressure, eliminating the need for a DC voltage booster by connecting the higher voltage network to the injectors and adjusting control parameters in real-time.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a DC voltage booster is used to raise voltage from 12 V to 65 V for solenoid fuel injectors, then the injectors can be actuated effectively, but the system becomes expensive, space-consuming, and generates excessive heat
Solution Approach 1:
The patent merges the electrical networks by connecting the second electrical network (48 V) directly to the solenoid fuel injectors, eliminating the need for a separate DC voltage booster. This combines the functions of the 48 V network to serve both the electric motor and the fuel injectors, reducing system complexity and component count while maintaining effective injector actuation
Solution Approach 2:
The second electrical network (48 V) is designed to serve multiple functions: powering the electric motor and simultaneously powering the solenoid fuel injectors. This multi-functionality eliminates the need for dedicated voltage boosting equipment and reduces overall system complexity
2Power
If a DC voltage booster is used to raise voltage from 12 V to 65 V, then sufficient power is delivered to injectors, but large components are required taking up space in the engine control computer housing
Solution Approach 1:
The patent merges the electrical networks by connecting the second electrical network (48 V) directly to the solenoid fuel injectors, eliminating the need for a separate DC voltage booster. This combines the functions of the 48 V network to serve both the electric motor and the fuel injectors, reducing system complexity and component count while maintaining effective injector actuation
Solution Approach 2:
The patent extracts the voltage boosting function from the engine control computer housing by eliminating the DC voltage booster entirely. The 48 V network directly powers the injectors, removing the need for large voltage boosting components and thereby freeing up space in the engine control computer housing
3Power
If a DC voltage booster is used to raise voltage from 12 V to 65 V, then injectors can be actuated, but a large amount of thermal power is generated during operation
Solution Approach 1:
The patent converts the potentially harmful effect of voltage boosting (heat generation) into a beneficial approach by eliminating the voltage boosting step entirely. By directly connecting the 48 V network to the injectors, the system avoids the energy losses and heat generation associated with voltage conversion, while still providing sufficient power for effective injector actuation
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 optimizes solenoid fuel injector control using available DC voltage, reducing the need for expensive voltage boosters, minimizing heat generation, and allowing for efficient operation across varying engine conditions, thereby enhancing fuel injection efficiency and reducing component costs.
Implementation Method 1
solenoid fuel injectors... powered at a voltage arising from the DC voltage powering the automotive vehicle
Data Source
AI summary
A method for controlling the electrical power supply of injectors for a hybrid automotive vehicle, including an internal combustion engine and an electric motor. A first electrical network, having a first DC voltage, supplies power to a motor control of the engine. A second electrical network having a second DC voltage, higher than the first DC voltage, supplies power to the electric motor. The method includes connecting the second DC voltage to the injectors; reading the value of the second DC voltage; adapting control parameters of the injectors based on the value of engine speed, engine temperature and injection pressure upstream of the injectors; and controlling the injectors using the second DC voltage. Wherein there is no change in the control parameters when the value is higher than a threshold value; and changing at least one of the control parameters when the value is lower than the threshold value.