Split Direct Injection of High Heat of Vaporization Fuel for Combustion Control
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Solution Overview
Problem
Current transportation technologies, including internal combustion engines, face challenges in reducing energy consumption and pollutant emissions, with advanced combustion modes like Thermally Stratified Compression Ignition (TSCI) requiring complex engine modifications and offering limited control over combustion processes.
Innovation Solution
A method for controlling compression ignition combustion phasing in internal combustion engines using a high heat of vaporization fuel charge, injected as a spray during the intake stroke, with a split injection strategy and varying injection timing to control the start and rate of combustion, allowing for cycle-to-cycle control without modifying existing engine architecture.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If separate water injection is used to achieve Thermally Stratified Compression Ignition (TSCI), then cycle-to-cycle control over combustion is improved, but device complexity increases due to requiring modifications to engine architecture
Solution Approach 1:
The patent combines water injection and fuel injection into a single injector system. The injector is configured to receive both water and fuel through separate channels and inject them simultaneously or in sequence into the combustion chamber, eliminating the need for separate water injection hardware and reducing engine architecture complexity while maintaining TSCI capabilities
Solution Approach 2:
The single injector is designed to perform multiple functions: it can inject water, inject fuel, or inject both together. This multi-functional injector replaces what would traditionally require separate dedicated water injection and fuel injection systems, simplifying the overall engine architecture while preserving the ability to achieve thermally stratified compression ignition
2Object-generated harmful factors
If advanced combustion modes are used to reduce emissions, then pollutant emissions decrease, but control over combustion process deteriorates due to narrow operating range
Solution Approach 1:
The system dynamically adjusts the timing and amount of water and fuel injection independently. The water injection timing can be varied to control the rate of combustion, while fuel injection timing controls the start of combustion. This dynamic control capability allows the engine to maintain advanced combustion modes across a broad operating range with excellent cycle-to-cycle control
Solution Approach 2:
The patent utilizes parameter changes in injection timing to achieve independent control over combustion characteristics. By varying the water injection timing parameter, the rate of combustion is controlled; by varying the fuel injection timing parameter, the start of combustion is controlled. This parameter-based control enables broad operating range while maintaining low emissions
3Reliability
If high heat of vaporization fuel is injected during intake stroke, then start of combustion is controlled, but energy absorption from incoming air increases decreasing air temperature
Solution Approach 1:
The patent exploits the phase transition of water from liquid to vapor during evaporation. When water is injected into the combustion chamber, it evaporates absorbing heat from the incoming air, which lowers the air temperature. This controlled cooling effect helps manage combustion timing and prevents premature ignition while maintaining reliable start of combustion control
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 achieves high engine efficiencies with near-zero pollutant emissions, including soot and NOx, and allows for the use of domestically produced biofuels, providing a cost-effective and environmentally friendly solution for modern diesel or gasoline engines.
Implementation Method 1
As the directly injected liquid evaporates, it absorbs heat in the phase change to the gaseous state
Implementation Method 2
providing a high heat of vaporization fuel charge, the fuel charge having a latent heat of vaporization of between about 600 to about 1800 kJ/kg
Implementation Method 3
a certain fraction of the injected liquid evaporates off of the cylinder walls and other component parts
Implementation Method 4
when the evaporation occurs on the combustion chamber walls, heat is absorbed from the walls
Data Source
AI summary
The disclosure relates to a method for controlling compression ignition combustion phasing in an internal combustion engine, the method comprising providing a high heat of vaporization fuel charge, the high heat of vaporization fuel charge having a latent heat of vaporization; and directly injecting a spray of the fuel charge into a cylinder of an internal combustion engine during the intake stroke, the internal combustion engine having a gas exchange stage and a combustion stage, the injecting from a single injector and occurring at least immediately after Top Dead Center during the gas exchange stage.