FUEL SYSTEM

Abstract

Low-cost fuel injection systems for internal combustion engines, including vapor fuel engines are provided.

Claims

1-21 (canceled)

22. A fuel system, comprising: an intake port; a first runner in fluid communication with the intake port; a second runner in fluid communication with the intake port; a cylinder defining a combustion chamber, the first runner allowing the combustion chamber to be placed in fluid communication with the intake port, the second runner allowing the combustion chamber to be placed in fluid communication with the intake port, the first runner positioned downstream from the intake port and upstream from the combustion cylinder, the second runner positioned downstream from the intake port and upstream from the combustion cylinder, whereby fluid in the intake port must choose one of the first and the second runner to travel from the intake port to the combustion chamber; and a high flow fuel injector in fluid communication with the intake port upstream of the first runner and upstream of the second runner, whereby a high flow of fuel from the high flow fuel injector can reach the combustion chamber through one of: the first runner alone, the second runner alone, and a combination of the first runner and the second runner.

23. The fuel system of claim 22, further comprising: a first low flow fuel injector in selective fluid communication with the combustion chamber.

24. The fuel system of claim 23, wherein the first low flow fuel injector is in fluid communication with the first runner downstream of the intake port and upstream of the combustion chamber.

25. The fuel system of claim 23, further comprising: a second low flow fuel injector in selective fluid communication with the combustion chamber.

26. The fuel system of claim 25, wherein the first low flow fuel injector is in fluid communication with the first runner downstream of the intake port and upstream of the combustion chamber, and the second low flow fuel injector is in fluid communication with the second runner downstream of the intake port and upstream of the combustion chamber.

27. The fuel system of claim 25, further comprising: a single controller configured to respond to a fuel demand by activating the high flow fuel injector, the first low flow fuel injector and the second low flow fuel injector, each for a substantially equal period of time.

28. The fuel system of claim 27, wherein the single controller selectively provides a first voltage to the high flow fuel injector and the single controller selectively provides a second voltage to the first low flow fuel injector and to the second low flow fuel injector, the first voltage higher than the second voltage.

29. The fuel system of claim 25, further comprising: a single controller configured to respond to a fuel demand exceeding a threshold value by activating the high flow fuel injector, the first low flow fuel injector and the second low flow fuel injector, each for a substantially equal period of time, the single controller further configured to respond to a fuel demand being less than the threshold by activating the first low flow fuel injector and the second low flow fuel injector without activating the high flow fuel injector.

30. The fuel system of claim 29, wherein the single controller comprises an engine control unit.

31. The fuel system of claim 25, further comprising: a fuel rail arranged to supply fuel to all of the high flow fuel injector, the first low flow fuel injector, and the second low flow fuel injector.

32. (canceled)

33. A fuel system, comprising: a cylinder defining a combustion chamber; an intake port upstream of the combustion chamber, the intake port selectively supplying air to the combustion chamber; a first runner extending downstream from the intake port to the combustion chamber and a first intake valve that controls fluid communication of the intake port to the combustion chamber through the first runner; a second runner extending downstream from the intake port to the combustion chamber and a second intake valve that controls fluid communication of the intake port to the combustion chamber through the second runner; and a high flow fuel injector in fluid communication with the intake port upstream of a fork defined by the first runner and the second runner, whereby a high flow of fuel from the high flow fuel injector reaches the combustion chamber through the first runner alone while the first intake valve is open and the second intake valve is closed, the second runner alone when the second intake valve is open and the first intake valve is closed, and a combination of the first runner and the second runner when both the first intake valve and the second intake valve are open.

34. The fuel system of claim 33, further comprising: a low flow fuel injector in fluid communication with the intake port upstream of the fork defined by the first runner and the second runner, wherein a low flow of fuel from the low flow fuel injector reaches the combustion chamber through the first runner alone while the first intake valve is open and the second intake valve is closed, the second runner alone when the second intake valve is open and the first intake valve is closed, and a combination of the first runner and the second runner when both the first intake valve and the second intake valve are open.

35. The fuel system of claim 34, wherein: the high flow fuel injector supplies the high flow of fuel at a rate of 20 kilograms per hour or more: and the low flow fuel injector supplies the low flow of fuel at a rate of 19 kilograms per hour or less.

36. The fuel system of claim 34, wherein: wherein the high flow of fuel from the high flow fuel injector and the low flow of fuel from the low flow fuel injector are controlled to selectively supply the high flow of fuel and the low flow of fuel to the combustion chamber based on an on-time fuel command.

37. The fuel system of claim 33, further comprising: a first low flow fuel injector and a second low flow fuel injector, each of the first low flow fuel injector and the second low flow fuel injector in fluid communication with the intake port upstream of the fork defined by the first runner and the second runner, wherein a low flow of fuel from the first and second low flow fuel injectors reaches the combustion chamber through the first runner alone while the first intake valve is open and the second intake valve is closed, the second runner alone when the second intake valve is open and the first intake valve is closed, and a combination of the first runner and the second runner when both the first intake valve and the second intake valve are open

38. The fuel system of claim 37, wherein: wherein the high flow of fuel from the high flow fuel injector and the low flow of fuel from the first and second low flow fuel injectors are controlled to selectively supply the high flow of fuel and the low flow of fuel to the combustion chamber based on an on-time fuel command.

39. The fuel system of claim 37, further comprising: a single controller configured to respond to a fuel demand exceeding a threshold value by activating the high flow fuel injector, the first low flow fuel injector and the second low flow fuel injector, each for a substantially equal period of time, the single controller further configured to respond to a fuel demand being less than the threshold value by activating the first low flow fuel injector and the second low flow fuel injector without activating the high flow fuel injector.

40. The fuel system of claim 39, wherein the single controller comprises an engine control unit.

41. The fuel system of claim 33, further comprising: a source of fuel; and a fuel rail in fluid communication with the source of fuel, the fuel rail storing a quantity of fuel at a fuel rail pressure.

42. The fuel system of claim 41, further comprising: a pressure regulator in fluid communication with the source of the fuel and the fuel rail, the source of the fuel maintaining a fuel source pressure greater than the fuel rail pressure.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The above-mentioned and other features and advantages of this disclosure, and the manner of attaining them, will become more apparent and will be better understood by reference to the following description of exemplary embodiments taken in conjunction with the accompanying drawings, wherein:

[0037] FIG. 1 is a schematic representation of portions of an engine including an engine cylinder arranged to receive fuel from a direct fuel injector (hereinafter DI) and a port fuel injector (hereinafter PFI), with both the DI and the PFI receiving fuel at the same pressure from a common fuel rail;

[0038] FIG. 2 is a schematic representation of portions of an engine including an engine cylinder arranged to receive fuel from a DI and a pair of PFIs, with both the DI and the PFIs receiving fuel at the same pressure from a common fuel rail;

[0039] FIG. 3 is a schematic representation of an engine cylinder arranged to receive fuel from three PFIs, including two low flow PFIs and one high flow PFI, with all three PFIs in fluid communication with a common fuel rail supplying fuel at the same pressure to all three PFIs;

[0040] FIG. 4 is a flow chart depicting a primary control of the arrangement shown in FIG. 3;

[0041] FIG. 5 is a flow chart depicting a secondary control of the arrangement shown in FIG. 3; and

[0042] FIG. 6 is a schematic representation of an alternative engine cylinder arranged to receive fuel from three PFIs, including two low flow PFIs and one high flow PFI, with all three PFIs in fluid communication with a common fuel rail supplying fuel at the same pressure to all three PFIs.

[0043] Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate exemplary embodiments of the invention and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION

[0044] For the purposes of promoting an understanding of the principles of the present disclosure, reference is now made to the embodiments illustrated in the drawings, which are described below. The embodiments disclosed herein are not intended to be exhaustive or limit the present disclosure to the precise form disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. Therefore, no limitation of the scope of the present disclosure is thereby intended. Corresponding reference characters indicate corresponding parts throughout the several views.

[0045] In some instances throughout this disclosure and in the claims, numeric terminology, such as first, second, third, and fourth, is used in reference to various components or features. Such use is not intended to denote an ordering of the components or features. Rather, numeric terminology is used to assist the reader in identifying the component or features being referenced and should not be narrowly interpreted as providing a specific order of components or features. The term couple is understood to include either direct or indirect coupling.

[0046] Referring to FIG. 1, cylinder 10 represents a cylinder of a multi-cylinder internal combustion engine 11 (hereinafter IC engine). All of the cylinders of the multi-cylinder IC engine can be arranged as shown in FIG. 1. Cylinder 10 houses piston 12 and guides reciprocation of piston 12 in conventional fashion. Piston 12 is rotatably coupled to a piston rod which cooperates with an engine crankshaft to transmit reciprocation of piston 12 into rotation of the engine crankshaft in conventional fashion.

[0047] FIG. 1 shows intake valve 14 positioned and operable to selectively allow fluid communication between intake port 16 and combustion chamber 18 of cylinder 10. More particularly, intake valve 14 is controlled by a controller 19 such as an engine control unit (hereinafter ECU). Intake port 16 provides air together with any fuel provided by PFI 20 (described in more detail below) to combustion chamber 18. Fuel can also be provided to combustion chamber 18 via DI 22. After fuel and air combusts in combustion chamber 18, exhaust gasses are vented from combustion chamber 18 through exhaust valve 24. Like intake valve 14, exhaust valve 24 is controlled by the ECU.

[0048] PFI 20 is positioned to supply fuel to intake port 16 upstream of intake valve 14. DI is positioned to supply fuel directly to combustion chamber 18. Fuel rail 26 supplies fuel to both PFI 20 and DI 22 at the same pressure. To allow fuel rail 26 to supply fuel to both PFI 20 and DI 22, PFI 20 DI 22 are both arranged to intersect fuel rail 26.

[0049] Fuel rail 26 functions as an accumulator to store fuel to be supplied to PFI 20 and DI 22 at the desired working pressure. Specifically, fuel rail 26 is fluidly connected to fuel storage tank 28 (e.g., a vehicle fuel storage tank). Fuel in fuel storage tank 28 is held at a pressure higher than the desired pressure of fuel rail 26. Pressure regulator 30 is positioned in the fluid path between fuel storage tank 28 and fuel rail 26 to maintain the desired pressure in fuel rail 26. In an exemplary embodiment, pressure regulator 30 is a mechanical pressure regulator.

[0050] In an alternative embodiment, fuel in fuel storage tank 28 can be communicated to fuel rail 26 when the ECU opens a valve (utilized in lieu of pressure regulator 30) positioned in the fluid path between fuel storage tank 28 and fuel rail 26. Temperature and pressure sensors positioned and arranged to read the pressure and temperature of fuel rail 26 supply temperature and pressure readings to the ECU, which, in this alternative embodiment can be used to facilitate the ECU maintaining proper working pressure in fuel rail 26 through actuation of the value.

[0051] In an exemplification of the present disclosure, fuel rail 26 is maintained at a pressure of 8 bar, while fuel storage tank 28 is maintained at a pressure of over 200 bar. The fuel implemented in this exemplification of the present disclosure can be compressed natural gas (hereinafter CNG).

[0052] FIG. 2 illustrates cylinder 10a featuring a pair of intake ports 16a, with a corresponding pair of intake valves (not shown), a pair of PFIs 20a, and a single DI 22a. While cylinder 10 implements a single PFI 20 and a single DI 22, cylinder 10a implements a pair of PFIs 20a, and a single DI 22a. Either a single exhaust port or dual exhaust ports can be implemented with a cylinder 10, 10a of the present disclosure.

[0053] PFI 20, 20a and DI 22, 22a are independently controlled by the ECU (timed to the engine crank angle); therefore, the systems of FIGS. 1 and 2 can implement any combination of direct and port fuel injection strategies, such as direct only (through DI 22, 22a), port fuel injection only (through PFI 20 or one or both of PFIs 20a), or a combination of direct and port fuel injection (through PFI 20 and DI 22, or one or both of PFIs 20a and DI 22a). Generally, the fraction of fuel supplied through direct injection decreases as engine speed increases.

[0054] FIG. 3 illustrates an alternative fuel system (e.g., a fuel rail system 300) of the present disclosure. In the system of FIG. 3, cylinder 110 represents a cylinder of a multi-cylinder IC engine, for example a 6 cylinder engine. All of the cylinders of the multi-cylinder IC engine can be arranged as shown in FIG. 3. Cylinder 110 houses a piston as illustrated with respect to cylinder 10 in FIG. 1. As with the arrangement of FIG. 1, the piston is rotatably coupled to a piston rod which cooperates with an engine crankshaft to transmit reciprocation of piston 12 into rotation of the engine crankshaft in conventional fashion.

[0055] Intake port 116 is in fluid communication with combustion chamber 118 via a pair of runners 119a, 119b. Runners 119a, 119b are each in fluid communication with intake port 116 to receive intake air therefrom. Runners 119a 119b define a fork in the fluid flow path of intake port 116. That is, fluid (air, fuel) flowing through intake port 116 must flow through one of runners 119a, 119b to reach combustion chamber 118 to which the downstream ends of runners 119a, 119b are fluidly connected. At the downstream end of runner 119a, a port connects runner 119a to combustion chamber 118. As illustrated with respect to the embodiment of FIG. 1, an intake valve controls fluid communication between runner 119a and combustion chamber 118. Similarly, at the downstream end of runner 119b, a port connects runner 119b to combustion chamber 118. As illustrated with respect to the embodiment of FIG. 1, an intake valve controls fluid communication between runner 119b and combustion chamber 118.

[0056] Fuel rail 126 functions as an accumulator to receive fuel from a fuel tank (as with fuel rail 26 and fuel storage tank 28 of the embodiment of FIG. 1) and supply fuel at constant pressure to a plurality of fuel injectors 121a, 121b, 123. Pressure in fuel rail 126 can be maintained as described above with respect to fuel rail 26, e.g., with a pressure regulator. Low flow fuel injectors 121a, 121b are capable of providing flow of fuel at a rate of 5-19 kg/hr, while high flow fuel injector 123 is capable of providing flow of fuel at a rate of 20-80 kg/hr. Both low flow fuel injectors 121 and high flow fuel injector 123 are port fuel injectors. For instance, an example implementation can include first and second port fuel injectors (e.g., 121, 123). Specifically, both low flow fuel injectors 121 and high flow fuel injector 123 provide fuel to combustion chamber 118 with the flow of air from intake port 116, as opposed to a direct injector which provides the flow of fuel directly to the combustion chamber.

[0057] High flow fuel injector 123 is positioned to deliver fuel in intake port 116 upstream of the fork defined by runners 119a, 119b. Therefore, the fuel delivered by high flow fuel injector 123 can traverse either runner 119a, 119b to reach combustion chamber 118. Runners 119a, 119b terminate in an intake valve similar to valve 14 shown in FIG. 1. If the intake valve associated with runner 119a is opened by the ECU, then the fuel injected by high flow fuel injector 123 will traverse runner 119a. If the intake valve associated with runner 119b is opened by the ECU, then the fuel injected by high flow fuel injector 123 will traverse runner 119b.

[0058] Each low flow fuel injector 121 is positioned to deliver fuel flow downstream of the fork defined by runners 119a, 119b. Specifically, low flow fuel injector 121a provides fuel flow in runner 119a, while low flow fuel injector 121b provides fuel flow in runner 119b. In this embodiment of the present disclosure, a combination of high flow and low flow fuel injectors are utilized for each cylinder of a multi-cylinder engine.

[0059] FIG. 6 illustrates an alternative (e.g., fuel rail system 600) to the embodiment shown in FIG. 3, with low flow fuel injectors 121a, 121b positioned to inject fuel in intake port 16 upstream of the fork defined by runners 119a, 119b. Therefore, the fuel delivered by low flow fuel injectors 121a, 121b can (like the fuel delivered by high flow fuel injector 123) traverse either runner 119a, 119b to reach combustion chamber 118. Like the flow from high flow fuel injector 123, if the intake valve associated with runner 119a is opened by the ECU, then the fuel injected by low flow fuel injector 121a and/or 121b will traverse runner 119a. If the intake valve associated with runner 119b is opened by the ECU, then the fuel injected by low flow fuel injector 121a and/or 121b will traverse runner 119b. This arrangement may be beneficial in certain engine packaging arrangements.

[0060] Throughout this document, reference to low flow fuel injectors 121 generally is to be understood as a reference to each of the low flow fuel injectors 121a, 121b of FIG. 3 and the low flow fuel injectors 121a, 121b, unless specified otherwise. Similarly, any description of low flow fuel injectors 121a, 121b of FIG. 3 other than the location thereof extends to low flow fuel injectors 121a, 121b of FIG. 6.

[0061] High flow fuel injector 123 is much larger than low flow fuel injectors 121 and requires more power to operate. High flow fuel injector 123 can be run at, e.g., 48 or 60 volts, while low flow fuel injectors 121 operate at 12 volts. Therefore, low flow fuel injectors 121 can be simply run off vehicle power, with the ECU providing a control signal to actuate. High flow fuel injector 123 requires a power supply higher than standard vehicle voltage. Because of the power requirements, the ECU can only operate one high flow fuel injector per cylinder. Using two low flow fuel injectors 121 together with a high flow fuel injector 123 at each cylinder 110 provides fuel to each cylinder 110 at a rate commensurate with what would be achieved with two high flow fuel injectors 123 at each cylinder 110. While two high flow fuel injectors at each cylinder would require a second ECU to control, the arrangement of the present disclosure can be controlled with a single ECU. Additionally, combining a low flow fuel injector 121 with a high flow fuel injector 123 improves the turndown ratio of the fuel system such that idle fuel flow rates can be controlled accurately.

[0062] Referring to FIG. 4, the embodiment of FIG. 3 is operated, in one exemplification thereof, with all of the fuel injectors 121a, 121b, 123 operating at the same time. Specifically, if fuel is commanded in step 250, then all fuel injectors 121a, 121b, 123 operate to provide fuel with an equal ontime command provided to all fuel injectors 121a, 121b, 123. If fuel is not commanded in step 250, then none of fuel injectors 121a, 121b, 123 provide fuel.

[0063] Referring to FIG. 5, the embodiment of FIG. 3 is operated, in another exemplification thereof, with all fuel injectors 121a, 121b, 123 operating at the same time in certain circumstances and only certain of the fuel injectors 121a, 121b, 123 operating in other circumstances. Specifically, if fuel is commanded in step 250a, then the method of FIG. 5 asks in step 252 is the flow rate request low. If the flow rate request is not low, then the method of FIG. 5 provides equal ontime command to all fuel injectors 121a, 121b, 123 such that all fuel injectors 121a, 121b, 123 operate to provide fuel. If, in step 252, it is determined that the flow rate request is low, then only low flow fuel injectors 121a, 121b receive an ontime command. If step 254 is reached, then low flow fuel injectors 121a, 121b provide fuel to combustion chamber 118, but high flow fuel injector 123 does not provide fuel to combustion chamber 118.

[0064] While FIG. 3 shows low flow fuel injectors 121a, 121b and high flow fuel injector 123 all connected to a common fuel rail, i.e., fuel rail 126, the low flow fuel injectors 121a, 121b could be positioned on and fed fuel from a first fuel rail, while the high flow fuel injector is positioned on and fed fuel from a second fuel rail. In alternative embodiments of the present disclosure, only a single low flow fuel injector 121 is utilized in lieu of the pair of low flow fuel injectors 121a, 121b.

[0065] The embodiment of FIGS. 3-5 may utilize CNG or propane as the fuel, with the fuel supplied as a vapor for combustion.

[0066] While this invention has been described as having exemplary designs, the present invention can be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.