CA2841653C - Port fuel injection apparatus - Google Patents
Port fuel injection apparatus Download PDFInfo
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- CA2841653C CA2841653C CA2841653A CA2841653A CA2841653C CA 2841653 C CA2841653 C CA 2841653C CA 2841653 A CA2841653 A CA 2841653A CA 2841653 A CA2841653 A CA 2841653A CA 2841653 C CA2841653 C CA 2841653C
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- port
- fuel
- intake
- gaseous fuel
- injection
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0278—Port fuel injectors for single or multipoint injection into the air intake system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0281—Adapters, sockets or the like to mount injection valves onto engines; Fuel guiding passages between injectors and the air intake system or the combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
In adapting an internal combustion engine to be fuelled with a gaseous fuel it is preferable that both changes to the engine and cross-talk of gaseous fuel between respective intake ports are reduced when adding a port fuel injection system. A port injection apparatus is provided for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to the intake port. The port injection apparatus comprises a bore in the intake manifold. An injection tube mounted in the bore extends across the distribution chamber toward the intake port. The injection tube comprises an inlet disposed near the bore and an outlet associated with the intake port. A valve is fluidly connected to receive gaseous fuel from a gaseous fuel supply and to introduce gaseous fuel into the inlet of the injection tube.
Description
PORT FUEL INJECTION APPARATUS
Field of the Invention [0001] The present application relates to a port fuel injection apparatus, and more particularly to a port fuel injection apparatus for an integrated intake manifold of an internal combustion engine.
Background of the Invention 100021 Internal combustion engines that fuel with a liquid fuel, such as gasoline, are being adapted to also fuel with a gaseous fuel, such as natural gas. In those preexisting internal combustion engines that comprise an integrated intake manifold, it is preferable to reduce or limit the number changes required to the engine when adding a port fuel injection system.
[0003] A previous technique for introducing gaseous fuel in an air intake of an engine comprised a central fuel induction and fuel-air mixing device, such as a carburetor, installed in the air intake. This technique provided good overall fuel-air mixing in the air intake but could not control the fuel-air ratios between individual intake ports and combustion chambers of the engine. Generally, the mixing device is somewhat upstream of the combustion chambers resulting in a substantial transport delay between where the fuel is introduced and the respective combustion chambers. An increased transport delay reduces the transient response of the engine resulting in delays between a command from a driver of the corresponding response in a vehicle.
[0004] In another technique spacer plates (also known as adaptor or mixer plates) were employed to provide entry points for gaseous fuel into respective intake ports of the integrated intake manifold. Gaseous fuel was communicated from fuel injectors through delivery tubes to these entry points. The spacer plate was inserted along a plane that cut
Field of the Invention [0001] The present application relates to a port fuel injection apparatus, and more particularly to a port fuel injection apparatus for an integrated intake manifold of an internal combustion engine.
Background of the Invention 100021 Internal combustion engines that fuel with a liquid fuel, such as gasoline, are being adapted to also fuel with a gaseous fuel, such as natural gas. In those preexisting internal combustion engines that comprise an integrated intake manifold, it is preferable to reduce or limit the number changes required to the engine when adding a port fuel injection system.
[0003] A previous technique for introducing gaseous fuel in an air intake of an engine comprised a central fuel induction and fuel-air mixing device, such as a carburetor, installed in the air intake. This technique provided good overall fuel-air mixing in the air intake but could not control the fuel-air ratios between individual intake ports and combustion chambers of the engine. Generally, the mixing device is somewhat upstream of the combustion chambers resulting in a substantial transport delay between where the fuel is introduced and the respective combustion chambers. An increased transport delay reduces the transient response of the engine resulting in delays between a command from a driver of the corresponding response in a vehicle.
[0004] In another technique spacer plates (also known as adaptor or mixer plates) were employed to provide entry points for gaseous fuel into respective intake ports of the integrated intake manifold. Gaseous fuel was communicated from fuel injectors through delivery tubes to these entry points. The spacer plate was inserted along a plane that cut
- 2 -across the intake ports. A series of bores in the spacer plate allowed fuel passage between respective delivery tubes and respective intake ports. Examples of port fuel injection systems employing spacer plates are disclosed in United States Patent No.
5,713,336, issued on February 3, 1998 to King et al., and in United States Patent No.
6,550,459, issued April 22, 2003 to Richard D. Gibson. In the Gibson reference, gas distributors in the form of injection tubes extend from the bores in the adaptor plate across a cross-section of the intake port.
[0005] In some engine applications there is limited space in the engine compartment and components can be tightly packed around the integrated intake manifold. In these applications the addition of a spacer plate results in extensive changes to the location of components around the internal combustion engine due to the change in geometry of the integrated intake manifold.
[0006] The state of the art is lacking in techniques for adding a port fuel injection system to an integrated intake manifold of an internal combustion engine that improves over-all mixing and control over the fuel-air ratio in combustion chambers, and that reduces transport delay and the changes required to components in and around the engine.
Summary of the Invention [0007] An improved port injection apparatus is provided for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to the intake port. The port injection apparatus comprises a bore in the intake manifold. An injection tube mounted in the bore extends across the distribution chamber toward the intake port.
The injection tube comprises an inlet disposed near the bore and an outlet associated with the intake port. A valve is fluidly connected to receive gaseous fuel from a gaseous fuel supply and to introduce gaseous fuel into the inlet of the injection tube. In a preferred embodiment, the valve is a fuel injector. In another preferred embodiment the injection
5,713,336, issued on February 3, 1998 to King et al., and in United States Patent No.
6,550,459, issued April 22, 2003 to Richard D. Gibson. In the Gibson reference, gas distributors in the form of injection tubes extend from the bores in the adaptor plate across a cross-section of the intake port.
[0005] In some engine applications there is limited space in the engine compartment and components can be tightly packed around the integrated intake manifold. In these applications the addition of a spacer plate results in extensive changes to the location of components around the internal combustion engine due to the change in geometry of the integrated intake manifold.
[0006] The state of the art is lacking in techniques for adding a port fuel injection system to an integrated intake manifold of an internal combustion engine that improves over-all mixing and control over the fuel-air ratio in combustion chambers, and that reduces transport delay and the changes required to components in and around the engine.
Summary of the Invention [0007] An improved port injection apparatus is provided for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to the intake port. The port injection apparatus comprises a bore in the intake manifold. An injection tube mounted in the bore extends across the distribution chamber toward the intake port.
The injection tube comprises an inlet disposed near the bore and an outlet associated with the intake port. A valve is fluidly connected to receive gaseous fuel from a gaseous fuel supply and to introduce gaseous fuel into the inlet of the injection tube. In a preferred embodiment, the valve is a fuel injector. In another preferred embodiment the injection
-3 -tube can extend into the intake port such that the outlet is disposed in the intake port.
There can be a delivery tube, which can be a flexible delivery tube, fluidly connecting the valve with the injection tube. The gaseous fuel can be at least one of biogas, butane, dimethyl ether, ethane, hydrogen, landfill gas, methane, natural gas, propane and mixtures thereof 100081 In a preferred embodiment, the injection tube is an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet. In the first position the inlet is in fluid communication with the outlet and the second outlet is closed. In the second position the inlet is in fluid communication with the second outlet and the outlet is closed. The outlet is disposed at a location spaced apart from the second outlet. An actuator can be coupled to the adjustable tube and actuatable to adjust the adjustable tube between the first and second positions. The actuator can be at least one of a motor, an electric motor, a stepper motor, a linear motor, a solenoid, a rotary solenoid, a vacuum operated actuator, a pneumatic motor and a hydraulic motor.
[0009] In another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber. There is a second bore in the intake manifold and a second injection tube is mounted in the second bore and extends across the distribution chamber toward the second intake port. The second injection tube comprises an inlet disposed near the second bore and an outlet associated with the second intake port. The inlet of the second injection tube is fluidly connected with the valve.
[0010] In yet another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber.
The injection tube comprises a second outlet associated with the second intake port. During induction events associated with the combustion chamber, gaseous fuel is drawn through the valve and the outlet. During induction events associated with the second combustion chamber, gaseous fuel is drawn through the valve and the second outlet.
There can be a delivery tube, which can be a flexible delivery tube, fluidly connecting the valve with the injection tube. The gaseous fuel can be at least one of biogas, butane, dimethyl ether, ethane, hydrogen, landfill gas, methane, natural gas, propane and mixtures thereof 100081 In a preferred embodiment, the injection tube is an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet. In the first position the inlet is in fluid communication with the outlet and the second outlet is closed. In the second position the inlet is in fluid communication with the second outlet and the outlet is closed. The outlet is disposed at a location spaced apart from the second outlet. An actuator can be coupled to the adjustable tube and actuatable to adjust the adjustable tube between the first and second positions. The actuator can be at least one of a motor, an electric motor, a stepper motor, a linear motor, a solenoid, a rotary solenoid, a vacuum operated actuator, a pneumatic motor and a hydraulic motor.
[0009] In another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber. There is a second bore in the intake manifold and a second injection tube is mounted in the second bore and extends across the distribution chamber toward the second intake port. The second injection tube comprises an inlet disposed near the second bore and an outlet associated with the second intake port. The inlet of the second injection tube is fluidly connected with the valve.
[0010] In yet another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber.
The injection tube comprises a second outlet associated with the second intake port. During induction events associated with the combustion chamber, gaseous fuel is drawn through the valve and the outlet. During induction events associated with the second combustion chamber, gaseous fuel is drawn through the valve and the second outlet.
-4-100111 In still another preferred embodiment, the fuel injector is one of a plurality of fuel injectors, the injection tube is one of a plurality of injection tubes, the bore is one of a plurality of bores in the intake manifold, and the intake port is one of a plurality of intake ports. Each injection tube is associated with respective intake ports, respective fuel injectors and respective bores. A fuel manifold comprises an integrated fuel rail in fluid communication with the supply of gaseous fuel. First receptacles receive respective nozzles of and sealingly support the plurality of fuel injectors. Second receptacles receive respective inlets of and sealingly support the plurality of injection tubes.
Each fuel injector comprises an injection valve and is in fluid communication with the integrated fuel rail upstream of the injection valve and in fluid communication with respective inlets of the plurality of injection tubes downstream of the injection valve. The fuel manifold is arranged near the plurality of bores of the intake manifold, and preferably is supported by and secured with the intake manifold. In a preferred embodiment, each injection tube can be an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet. In the first position the inlet is in fluid communication with the outlet and the second outlet closed. In the second position the inlet is in fluid communication with the second outlet and the outlet closed.
The outlet is disposed at a location spaced apart from the second outlet. There can be an actuator coupled to each adjustable tube and actuatable to adjust the plurality of adjustable tubes between the first and second positions.
[0012] An improved method is provided for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to the intake port.
The method comprises communicating gaseous fuel from a supply of gaseous fuel to a valve;
and communicating gaseous fuel from the valve into and across the distribution chamber to an entry point in the intake manifold where the gaseous fuel mixes with air.
The entry point is in one of the distribution chamber and the intake port. The entry point is
Each fuel injector comprises an injection valve and is in fluid communication with the integrated fuel rail upstream of the injection valve and in fluid communication with respective inlets of the plurality of injection tubes downstream of the injection valve. The fuel manifold is arranged near the plurality of bores of the intake manifold, and preferably is supported by and secured with the intake manifold. In a preferred embodiment, each injection tube can be an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet. In the first position the inlet is in fluid communication with the outlet and the second outlet closed. In the second position the inlet is in fluid communication with the second outlet and the outlet closed.
The outlet is disposed at a location spaced apart from the second outlet. There can be an actuator coupled to each adjustable tube and actuatable to adjust the plurality of adjustable tubes between the first and second positions.
[0012] An improved method is provided for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to the intake port.
The method comprises communicating gaseous fuel from a supply of gaseous fuel to a valve;
and communicating gaseous fuel from the valve into and across the distribution chamber to an entry point in the intake manifold where the gaseous fuel mixes with air.
The entry point is in one of the distribution chamber and the intake port. The entry point is
- 5 -associated with the intake port and the gaseous fuel is drawn into a combustion chamber associated with the intake port during an induction event associated with the combustion chamber. In a preferred embodiment the location of the entry point in the intake manifold can be adjusted.
[0013] In another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber. The method further comprises communicating gaseous fuel from the valve into and across the distribution chamber to a second entry point in the intake manifold where the gaseous fuel mixes with air. The second entry point is in one of the distribution chamber and the second intake port. The second entry point is associated with the second intake port such that gaseous fuel is drawn into the second combustion chamber associated with the second intake port during an induction event associated with the second combustion chamber.
[0014] In yet another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber.
The method further comprises communicating gaseous fuel from a supply of gaseous fuel to a second valve; and communicating gaseous fuel from the second valve into and across the distribution chamber to a second entry point in the intake manifold where the gaseous fuel mixes with air. The second entry point is in one of the distribution chamber and the second intake port. The second entry point is associated with the second intake port and the gaseous fuel is drawn into the second combustion chamber associated with the second intake port during an induction event associated with the second combustion chamber.
Brief Description of the Drawings [0015] FIG. 1 is a schematic view of an internal combustion engine comprising an intake manifold adapted for a port injection apparatus according to a first embodiment.
Injection tubes extend across a distribution chamber of the intake manifold to deliver injected fuel into respective intake ports.
[0013] In another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber. The method further comprises communicating gaseous fuel from the valve into and across the distribution chamber to a second entry point in the intake manifold where the gaseous fuel mixes with air. The second entry point is in one of the distribution chamber and the second intake port. The second entry point is associated with the second intake port such that gaseous fuel is drawn into the second combustion chamber associated with the second intake port during an induction event associated with the second combustion chamber.
[0014] In yet another preferred embodiment, the internal combustion engine comprises a second intake port associated with a second combustion chamber.
The method further comprises communicating gaseous fuel from a supply of gaseous fuel to a second valve; and communicating gaseous fuel from the second valve into and across the distribution chamber to a second entry point in the intake manifold where the gaseous fuel mixes with air. The second entry point is in one of the distribution chamber and the second intake port. The second entry point is associated with the second intake port and the gaseous fuel is drawn into the second combustion chamber associated with the second intake port during an induction event associated with the second combustion chamber.
Brief Description of the Drawings [0015] FIG. 1 is a schematic view of an internal combustion engine comprising an intake manifold adapted for a port injection apparatus according to a first embodiment.
Injection tubes extend across a distribution chamber of the intake manifold to deliver injected fuel into respective intake ports.
- 6 -[0016] FIG. 2 is a partial cross-sectional view taken along line 2-2' of FIG. 1. The injection tube extends from an entry point in the intake manifold across the distribution chamber and protrudes into the intake port.
[0017] FIG. 3 is a schematic view of an internal combustion engine comprising an intake manifold adapted for a port injection apparatus according to a second embodiment.
An injection tube comprises a plurality of outlets, each outlet associated with respective intake ports.
[0018] FIG. 4 is a perspective view of a port injection apparatus according to a third embodiment comprising a fuel manifold having an integrated fuel rail, first receptacles for fuel injectors, and second receptacles for injection tubes that deliver injected fuel into intake ports.
[0019] FIG. 5 is a partial cross-sectional view of the fuel manifold of FIG. 4 and an intake manifold taken along a centerline of an intake port of the intake manifold.
[0020] FIG. 6 is perspective view of a port injection apparatus according to a fourth embodiment comprising the fuel manifold of FIG. 4 and adjustable injection tubes that can selectively deliver injected fuel to multiple locations along longitudinal axes of intake ports. The adjustable injection tubes are illustrated in a first position.
[0021] FIG. 7 is perspective view of the port injection apparatus of FIG. 6 illustrating the adjustable injection tubes in a second position.
Detailed Description of Preferred Embodiment(s) [0022] In a preferred apparatus gaseous fuel is introduced directly into an intake runner where it mixes with air as it is inducted into a combustion chamber of an internal combustion engine associated with the intake runner. Compared to previously known
[0017] FIG. 3 is a schematic view of an internal combustion engine comprising an intake manifold adapted for a port injection apparatus according to a second embodiment.
An injection tube comprises a plurality of outlets, each outlet associated with respective intake ports.
[0018] FIG. 4 is a perspective view of a port injection apparatus according to a third embodiment comprising a fuel manifold having an integrated fuel rail, first receptacles for fuel injectors, and second receptacles for injection tubes that deliver injected fuel into intake ports.
[0019] FIG. 5 is a partial cross-sectional view of the fuel manifold of FIG. 4 and an intake manifold taken along a centerline of an intake port of the intake manifold.
[0020] FIG. 6 is perspective view of a port injection apparatus according to a fourth embodiment comprising the fuel manifold of FIG. 4 and adjustable injection tubes that can selectively deliver injected fuel to multiple locations along longitudinal axes of intake ports. The adjustable injection tubes are illustrated in a first position.
[0021] FIG. 7 is perspective view of the port injection apparatus of FIG. 6 illustrating the adjustable injection tubes in a second position.
Detailed Description of Preferred Embodiment(s) [0022] In a preferred apparatus gaseous fuel is introduced directly into an intake runner where it mixes with air as it is inducted into a combustion chamber of an internal combustion engine associated with the intake runner. Compared to previously known
- 7 -arrangements, this can introduce the gaseous fuel closer to the engine intake valve and the unintended induction of gaseous fuel into combustion chambers not associated with the intake runner where the gaseous fuel was introduced is reduced, and preferably eliminated. A result is increased fuelling accuracy and combustion efficiency.
An apparatus of a preferred embodiment is described with reference to FIGS. 1 and 2.
Internal combustion engine 10 comprises an engine block and cylinder head 20 and intake manifold 30. Engine block and cylinder head 20 defines combustion chambers 40 that receive a charge of air and gaseous fuel (a gaseous fuel-air mixture) from respective intake ports 50 (also known as intake runners) and expel exhaust gases through respective exhaust ports 60 after combustion. Gaseous fuels are any fuels that are in a gas state at standard temperature and pressure, which in the context of this application is defined as degrees Celsius ( C) and 1 atmosphere (atm). Intake manifold 30 comprises a distribution chamber 70, also referred to as a plenum, extending orthogonally to a plurality of respective longitudinal axes 80 of intake ports 50. Distribution chamber 70 15 directs air from air intake 90 to intake ports 50. In a preferred embodiment the air-fuel ratio of engine 10 is near stoichiometric, and in such embodiments the flow of air from air intake 90 is regulated by throttle 100. For engines with an exhaust gas recirculation (EGR) system, EGR valve 110 regulates the flow of exhaust gases that are recirculated into intake manifold 30. Although throttle 90 and EGR valve 110 are illustrated in the 20 embodiment of FIGS. 1 and 2, they are not required in other embodiments that do not operate at or near stoichiometry or that do not employ EGR. In still further embodiments a turbocharger apparatus (not shown) can be employed to boost the pressure of air delivered to distribution chamber 70.
[0023] Port fuel injection apparatus 115 comprises fuel injector assembly 120, delivery tubes 160 and injection tubes 170. Fuel injector assembly 120 comprises clustered fuel injectors 130, also called an injector pack, and gaseous fuel rail 140. Each fuel injector 130 is a flow control device in fluid communication with gaseous fuel rail 140 and is independently actuatable to inject fuel into a respective delivery tube 160.
An apparatus of a preferred embodiment is described with reference to FIGS. 1 and 2.
Internal combustion engine 10 comprises an engine block and cylinder head 20 and intake manifold 30. Engine block and cylinder head 20 defines combustion chambers 40 that receive a charge of air and gaseous fuel (a gaseous fuel-air mixture) from respective intake ports 50 (also known as intake runners) and expel exhaust gases through respective exhaust ports 60 after combustion. Gaseous fuels are any fuels that are in a gas state at standard temperature and pressure, which in the context of this application is defined as degrees Celsius ( C) and 1 atmosphere (atm). Intake manifold 30 comprises a distribution chamber 70, also referred to as a plenum, extending orthogonally to a plurality of respective longitudinal axes 80 of intake ports 50. Distribution chamber 70 15 directs air from air intake 90 to intake ports 50. In a preferred embodiment the air-fuel ratio of engine 10 is near stoichiometric, and in such embodiments the flow of air from air intake 90 is regulated by throttle 100. For engines with an exhaust gas recirculation (EGR) system, EGR valve 110 regulates the flow of exhaust gases that are recirculated into intake manifold 30. Although throttle 90 and EGR valve 110 are illustrated in the 20 embodiment of FIGS. 1 and 2, they are not required in other embodiments that do not operate at or near stoichiometry or that do not employ EGR. In still further embodiments a turbocharger apparatus (not shown) can be employed to boost the pressure of air delivered to distribution chamber 70.
[0023] Port fuel injection apparatus 115 comprises fuel injector assembly 120, delivery tubes 160 and injection tubes 170. Fuel injector assembly 120 comprises clustered fuel injectors 130, also called an injector pack, and gaseous fuel rail 140. Each fuel injector 130 is a flow control device in fluid communication with gaseous fuel rail 140 and is independently actuatable to inject fuel into a respective delivery tube 160.
- 8 -Fuel injector assembly 120 can be attached to engine 10 at a convenient location that does not require extensive changes to the engine or arrangement of components around the engine. Gaseous fuel supply 150 delivers gaseous fuel to gaseous fuel rail 140 within a predetermined pressure range. As would be known by those familiar with the technology, in preferred embodiments gaseous fuel supply 150 comprises a vessel for storing the gaseous fuel and a pressure regulating apparatus for regulating the pressure of the gaseous fuel delivered to gaseous fuel rail 140. Delivery tubes 160 deliver gaseous fuel injected by fuel injectors 130 to respective injection tubes 170. In other embodiments more than one fuel injector can supply gaseous fuel to one delivery tube. For example, when two fuel injectors supply gaseous fuel to one delivery tube, the delivery tube can comprise a y-shaped (or fork-shaped) end having two necks where each fuel injector introduces gaseous fuel into one of these necks. In a preferred embodiment delivery tubes 160 are flexible tubes to facilitate their installation and connection between fuel injectors 130 and injection tubes 170. Flexible tubes also allow maintenance personnel to move the tubes as required for access to components and the engine area. Each injection tube 170 extends through respective bores 180 of intake manifold 30, across distribution chamber 70 towards respective intake ports 50. In a preferred embodiment, each injection tube 170 extends into a respective intake port 50. There is a gas tight seal between each delivery tube 160 and respective inlets 190 and there is also a gas tight seal between intake manifold 30 and each injection tube 170 and/or each inlet 190. In this embodiment, injection tube 170 is supported by intake manifold 30 from where it is mounted next to inlet 190. In a preferred embodiment injection tubes 170 are rigid tubes that maintain their elongate shape. Delivery tubes 160 are connected with inlets 190 of injection tubes 170 such that gaseous fuel received at the inlets is communicated through the hollow interior of the injection tubes to outlets 200 in intake ports 50 where the gaseous fuel mixes with air. Each outlet 200 defines the entry point of gaseous fuel in intake manifold 30, and more particularly in distribution chamber 70 or a respective intake port 50, for respective combustion chambers 40. Injection tubes 170 allow gaseous fuel to be delivered directly to respective intake ports 50 in applications when direct installation of
- 9 -individual fuel injectors in respective intake runners is inconvenient, or requires extensive changes to the base engine, or is otherwise not possible. Cross-talk of gaseous fuel between intake ports 50 is reduced, and preferably eliminated, when injection tubes 170 are employed, especially when compared to the central fuel induction and fuel-air mixing device described previously. In this application cross-talk refers to the unwanted delivery of gaseous fuel intended for one intake port into another intake port. The air-to-fuel ratio accuracy within combustion chambers 40 is improved when cross-talk is reduced, improving combustion efficiency and reducing emissions of engine 10.
100241 The length that each injection tube 170 penetrates into intake manifold 30 determines the entry point for gaseous fuel in the intake manifold and where gaseous fuel begins mixing with air. The interior diameter of each delivery tube 160 and respective injection tubes 170 influences how much fuel enters intake manifold 30 during respective induction events of combustion chambers 40. An induction event occurs when a charge is drawn into a combustion chamber through an intake valve associated with an intake port due to the motion of a piston away from a cylinder head. Port fuel injection apparatus 115 can be easily adapted to a variety of engine platforms that exhibit different fuel and air mixing behavior due to the geometry of both the intake manifold and engine that affects the flow of fluid through the intake manifold into combustion chambers. The position of each outlet 200, whether in distribution chamber 70 or intake port 50, can be adjusted independently for each injection tube 170 of engine 10. In some embodiments it is beneficial to position outlets 200 within distribution chamber 70 to achieve beneficial fuel and air mixing behavior. In these embodiments each outlet 200 is preferably positioned such that gaseous fuel leaves a respective injection tube 170 in the direction of a respective intake port 50, and when the induction event for the corresponding combustion chamber 40 occurs gaseous fuel is drawn into the intended intake port such that cross talk is reduced. In still other embodiments instead of fuel injector assembly 120 there can be a single flow control device, such as adjustable valve, that supplies gaseous fuel to each delivery tube 160. In these embodiments the adjustable valve can be
100241 The length that each injection tube 170 penetrates into intake manifold 30 determines the entry point for gaseous fuel in the intake manifold and where gaseous fuel begins mixing with air. The interior diameter of each delivery tube 160 and respective injection tubes 170 influences how much fuel enters intake manifold 30 during respective induction events of combustion chambers 40. An induction event occurs when a charge is drawn into a combustion chamber through an intake valve associated with an intake port due to the motion of a piston away from a cylinder head. Port fuel injection apparatus 115 can be easily adapted to a variety of engine platforms that exhibit different fuel and air mixing behavior due to the geometry of both the intake manifold and engine that affects the flow of fluid through the intake manifold into combustion chambers. The position of each outlet 200, whether in distribution chamber 70 or intake port 50, can be adjusted independently for each injection tube 170 of engine 10. In some embodiments it is beneficial to position outlets 200 within distribution chamber 70 to achieve beneficial fuel and air mixing behavior. In these embodiments each outlet 200 is preferably positioned such that gaseous fuel leaves a respective injection tube 170 in the direction of a respective intake port 50, and when the induction event for the corresponding combustion chamber 40 occurs gaseous fuel is drawn into the intended intake port such that cross talk is reduced. In still other embodiments instead of fuel injector assembly 120 there can be a single flow control device, such as adjustable valve, that supplies gaseous fuel to each delivery tube 160. In these embodiments the adjustable valve can be
- 10 -commanded to opens positions of variable flow rates while the engine is operating such that during induction events for each combustion chamber 40 gaseous fuel is drawn through the adjustable valve into respective delivery tubes 160 and respective injection tubes 170.
[0025] Referring to FIG. 3, port injection apparatus 116 is illustrated according to a second embodiment where like parts between this and all other embodiments to the first embodiment have like reference numerals and may not be described in detail if at all.
Flow control device 131 is an adjustable valve fluidly connected with gaseous fuel supply 150 and delivery tube 160. Injection tube 174 comprising a plurality of outlets 200. Each outlet 200 is associated with respective combustion chambers 40. In these embodiments injection tube 174 is adapted such that gaseous fuel leaves each outlet 200 preferably towards or into respective intake ports 50.
[0026] In some applications it is preferred that the volume of the space defining the fuel delivery passage between fuel injectors 130 downstream of respective injection valves and outlet 200 of injection tubes 170 is reduced. This volume is the effective sac volume. The sac volume is normally defined as the volume between an injection valve of a fuel injector and a fuel exit point in the fuel injector nozzle. With reference to FIG. 1, the effective sac volume of the first embodiment is the sum of the SAC volume of fuel injector 130, the interior volume of delivery tubes 160, and the interior volume of injection tubes 170. Large sac volumes reduce the accuracy of fuel injection, which can comprise reducing the accuracy in the quantity of fuel delivered and the accuracy in the timing at which that fuel is delivered. In the embodiment of FIGS. 1 and 2, gaseous fuel introduced by fuel injectors 130 is inducted along delivery tubes 160 due to the pressure differential between the fuel injectors and the intake ports 50. When a predetermined quantity of fuel is injected by fuel injector 130, that quantity may not be delivered to its intended destination in intake port 50 within a predetermined time window when the sac volume is too large. Similarly, the intended timing at which the fuel reaches outlet 200 in
[0025] Referring to FIG. 3, port injection apparatus 116 is illustrated according to a second embodiment where like parts between this and all other embodiments to the first embodiment have like reference numerals and may not be described in detail if at all.
Flow control device 131 is an adjustable valve fluidly connected with gaseous fuel supply 150 and delivery tube 160. Injection tube 174 comprising a plurality of outlets 200. Each outlet 200 is associated with respective combustion chambers 40. In these embodiments injection tube 174 is adapted such that gaseous fuel leaves each outlet 200 preferably towards or into respective intake ports 50.
[0026] In some applications it is preferred that the volume of the space defining the fuel delivery passage between fuel injectors 130 downstream of respective injection valves and outlet 200 of injection tubes 170 is reduced. This volume is the effective sac volume. The sac volume is normally defined as the volume between an injection valve of a fuel injector and a fuel exit point in the fuel injector nozzle. With reference to FIG. 1, the effective sac volume of the first embodiment is the sum of the SAC volume of fuel injector 130, the interior volume of delivery tubes 160, and the interior volume of injection tubes 170. Large sac volumes reduce the accuracy of fuel injection, which can comprise reducing the accuracy in the quantity of fuel delivered and the accuracy in the timing at which that fuel is delivered. In the embodiment of FIGS. 1 and 2, gaseous fuel introduced by fuel injectors 130 is inducted along delivery tubes 160 due to the pressure differential between the fuel injectors and the intake ports 50. When a predetermined quantity of fuel is injected by fuel injector 130, that quantity may not be delivered to its intended destination in intake port 50 within a predetermined time window when the sac volume is too large. Similarly, the intended timing at which the fuel reaches outlet 200 in
- 11 -intake port 50 can be adversely affected when the sac volume is too large.
Fuelling accuracy is improved when the sac volume is reduced since the gaseous fuel that is introduced by the fuel injector has increased likelihood of arriving at its intended destination within a predetermined window of time. Another preferred embodiment is now discussed that reduces the sac volume compared to the first embodiment of FIG. 1.
[0027] Referring to FIGS. 4 and 5, port injection apparatus 117 is illustrated according to a third embodiment. This embodiment is similar to the first embodiment and only differences are discussed. Fuel manifold 300 comprises an integrated fuel rail 310 in fluid communication with gaseous fuel supply 150 (shown in FIG.1) through fuel inlet nozzle 320. In a preferred embodiment, integrated fuel rail 310 is formed by drilling collinear bores from opposite ends 330 and 340 of fuel manifold 300. In alternative embodiments integrated fuel rail 310 can be formed by drilling into one end (330 or 340), by extruding fuel manifold 300, or by conventional casting techniques such as investment mold casting. The bore defining integrated fuel rail 310 is plugged at ends 330 and 340, as required, to prevent gaseous fuel from escaping. First receptacles 350 receive and support nozzles 135 of fuel injectors 130. Cross bores 360 extend from surface through integrated fuel rail 310 into first receptacles 350, allowing a passage for gaseous fuel from the integrated fuel rail to fuel injector 130. In other embodiments first receptacles 350 can intersect integrated fuel rail 310 such that cross bores 360 are not required. Plug 365 plugs cross bore 360 at surface 370 preventing gaseous fuel escaping from integrated fuel rail 310. Annular space 400 is defined by annular seals 380 and 390, the outer surface of fuel injector 130 and the interior surface of first receptacle 350. Space 400 is in fluid communication with integrated fuel rail 310 through bore 360 and with the fuel injection valve in fuel injector 130 through fuel inlet 410. Second receptacles 420 receive and support injection tubes 170 and extend from surface 430 of fuel manifold 300 to the interior surfaces of first receptacles 350. There is a gas tight seal between each injection tube 170 and respective second receptacles 420. Annular space 440 is defined by seal 390, the outer surface of fuel injector 130 and the interior surface of first
Fuelling accuracy is improved when the sac volume is reduced since the gaseous fuel that is introduced by the fuel injector has increased likelihood of arriving at its intended destination within a predetermined window of time. Another preferred embodiment is now discussed that reduces the sac volume compared to the first embodiment of FIG. 1.
[0027] Referring to FIGS. 4 and 5, port injection apparatus 117 is illustrated according to a third embodiment. This embodiment is similar to the first embodiment and only differences are discussed. Fuel manifold 300 comprises an integrated fuel rail 310 in fluid communication with gaseous fuel supply 150 (shown in FIG.1) through fuel inlet nozzle 320. In a preferred embodiment, integrated fuel rail 310 is formed by drilling collinear bores from opposite ends 330 and 340 of fuel manifold 300. In alternative embodiments integrated fuel rail 310 can be formed by drilling into one end (330 or 340), by extruding fuel manifold 300, or by conventional casting techniques such as investment mold casting. The bore defining integrated fuel rail 310 is plugged at ends 330 and 340, as required, to prevent gaseous fuel from escaping. First receptacles 350 receive and support nozzles 135 of fuel injectors 130. Cross bores 360 extend from surface through integrated fuel rail 310 into first receptacles 350, allowing a passage for gaseous fuel from the integrated fuel rail to fuel injector 130. In other embodiments first receptacles 350 can intersect integrated fuel rail 310 such that cross bores 360 are not required. Plug 365 plugs cross bore 360 at surface 370 preventing gaseous fuel escaping from integrated fuel rail 310. Annular space 400 is defined by annular seals 380 and 390, the outer surface of fuel injector 130 and the interior surface of first receptacle 350. Space 400 is in fluid communication with integrated fuel rail 310 through bore 360 and with the fuel injection valve in fuel injector 130 through fuel inlet 410. Second receptacles 420 receive and support injection tubes 170 and extend from surface 430 of fuel manifold 300 to the interior surfaces of first receptacles 350. There is a gas tight seal between each injection tube 170 and respective second receptacles 420. Annular space 440 is defined by seal 390, the outer surface of fuel injector 130 and the interior surface of first
- 12 -receptacle 350. Fuel outlet 450 of fuel injector 130 is in fluid communication with a downstream side of the fuel injection valve of fuel injector 130. In a preferred embodiment fuel manifold 300 is connected with intake manifold 30 such that injection tubes 170 extend through bores 180 (shown in FIG. 1) and across distribution chamber 70 into intake ports 50.
100281 Fuel manifold 300 has the advantage of reducing the effective sac volume compared to the first embodiment of FIGS.1 and 2. The effective sac volume for the second embodiment of FIG. 4 is the sum of the sac volume of fuel injector 130, the volume of space 440, and the volume inside injection tube 170. The relatively large volume of delivery tubes 160 shown in FIG. 1 has been eliminated by employing fuel manifold 300. Fuel manifold 300 is compact and collocated with intake manifold 30, and does not require the routing of multiple delivery tubes 160 to fuel injectors 130.
100291 Referring now to FIGS. 6 and 7, port injection apparatus 118 is illustrated according to a fourth embodiment. This embodiment is similar to the third embodiment and only differences are discussed. It can be advantageous to vary the entry point of gaseous fuel in intake port 50 or distribution chamber 70 along longitudinal axis 80 (shown in FIG. 1). With reference to FIGS. 6 and 7, adjustable tube assemblies comprise inner tubes 172 and outer tubes 173. Outer tubes 173 are moveable between a first position, seen in FIG. 6, and a second position seen in FIG. 7. In other embodiments adjustable tube assemblies 171 can be adjusted between two or more positions.
In the first position, bores 510 in outer tubes 173 align with bores 520 in inner tubes 172 such that gaseous fuel can flow from the hollow interior of inner tube 172 through bores 510 and 520 into intake port 50 or distribution chamber 70. In a preferred embodiment, actuator 500 is a rotary actuator coupled to outer tubes 173 through rotatable member 505 and couplings 530 that can be actuated, for example by a controller (not shown), to rotate member 505 about longitudinal axis 515 to adjust outer tube 173 to the second position.
In alternative embodiments actuator 500 can be other types of actuators. Non-limiting
100281 Fuel manifold 300 has the advantage of reducing the effective sac volume compared to the first embodiment of FIGS.1 and 2. The effective sac volume for the second embodiment of FIG. 4 is the sum of the sac volume of fuel injector 130, the volume of space 440, and the volume inside injection tube 170. The relatively large volume of delivery tubes 160 shown in FIG. 1 has been eliminated by employing fuel manifold 300. Fuel manifold 300 is compact and collocated with intake manifold 30, and does not require the routing of multiple delivery tubes 160 to fuel injectors 130.
100291 Referring now to FIGS. 6 and 7, port injection apparatus 118 is illustrated according to a fourth embodiment. This embodiment is similar to the third embodiment and only differences are discussed. It can be advantageous to vary the entry point of gaseous fuel in intake port 50 or distribution chamber 70 along longitudinal axis 80 (shown in FIG. 1). With reference to FIGS. 6 and 7, adjustable tube assemblies comprise inner tubes 172 and outer tubes 173. Outer tubes 173 are moveable between a first position, seen in FIG. 6, and a second position seen in FIG. 7. In other embodiments adjustable tube assemblies 171 can be adjusted between two or more positions.
In the first position, bores 510 in outer tubes 173 align with bores 520 in inner tubes 172 such that gaseous fuel can flow from the hollow interior of inner tube 172 through bores 510 and 520 into intake port 50 or distribution chamber 70. In a preferred embodiment, actuator 500 is a rotary actuator coupled to outer tubes 173 through rotatable member 505 and couplings 530 that can be actuated, for example by a controller (not shown), to rotate member 505 about longitudinal axis 515 to adjust outer tube 173 to the second position.
In alternative embodiments actuator 500 can be other types of actuators. Non-limiting
- 13 -examples of such actuators include linear actuators, electric motors, solenoids, hydraulic motors, and pneumatic motors. In the second position, seen in FIG. 7, bores 520 are sealed and covered by outer tubes 173 such that gaseous fuel preferably cannot exit the hollow interior of inner tube 172 through this bore. Outer tubes 173 are moved along the outer surfaces of respective inner tubes 172 such that bores 540 are uncovered allowing gaseous fuel to exit the hollow interior of inner tubes 172 through these bores into intake port 50. When fuel is introduced through bores 520 in the first position the fuel is introduced further upstream compared to when the fuel is introduced through bores 540 in the second position. Gaseous fuel introduced in the first position has more time to mix with air in intake port 50, compared to gaseous fuel introduced in the second position, such that a more homogenous fuel-air mixture is inducted into combustion chamber 40.
Gaseous fuel introduced in the second position has less time to mix with air before it is inducted into combustion chambers 40, compared to gaseous fuel introduced in the first position, and can be employed to form a more stratified charge around the ignition source (not shown) in the combustion chambers. That is, a more heterogeneous fuel-air mixture forms around the ignition source and a globally lean homogenous mixture forms throughout combustion chamber 40.
[0030] While particular elements, embodiments and applications of the present invention have been shown and described, it will be understood, that the invention is not limited thereto since modifications can be made by those skilled in the art without departing from the scope of the present disclosure, particularly in light of the foregoing teachings.
Gaseous fuel introduced in the second position has less time to mix with air before it is inducted into combustion chambers 40, compared to gaseous fuel introduced in the first position, and can be employed to form a more stratified charge around the ignition source (not shown) in the combustion chambers. That is, a more heterogeneous fuel-air mixture forms around the ignition source and a globally lean homogenous mixture forms throughout combustion chamber 40.
[0030] While particular elements, embodiments and applications of the present invention have been shown and described, it will be understood, that the invention is not limited thereto since modifications can be made by those skilled in the art without departing from the scope of the present disclosure, particularly in light of the foregoing teachings.
Claims (20)
1. A port injection apparatus for introducing a gaseous fuel into an intake port of an internal combustion engine that comprises an intake manifold having a distribution chamber that fluidly connects an air intake to said intake port, said port injection apparatus comprising:
a bore in said intake manifold;
an injection tube mounted in said bore and extending across said distribution chamber toward said intake port, said injection tube comprising an inlet disposed near said bore and an outlet associated with said intake port; and a valve fluidly connected to receive said gaseous fuel from a gaseous fuel supply and to introduce said gaseous fuel into said inlet of said injection tube.
a bore in said intake manifold;
an injection tube mounted in said bore and extending across said distribution chamber toward said intake port, said injection tube comprising an inlet disposed near said bore and an outlet associated with said intake port; and a valve fluidly connected to receive said gaseous fuel from a gaseous fuel supply and to introduce said gaseous fuel into said inlet of said injection tube.
2. The port injection apparatus of claim 1, wherein said injection tube extends into said intake port and said outlet is disposed in said intake port.
3. The port injection apparatus of claim 1, further comprising a delivery tube fluidly connecting said valve with said injection tube.
4. The port injection apparatus of claim 3, wherein said delivery tube is flexible.
5. The port injection apparatus of claim 1, wherein said injection tube is an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet, in said first position said inlet is in fluid communication with said outlet and said second outlet is closed, in said second position said inlet is in fluid communication with said second outlet and said outlet is closed, said outlet being disposed at a location spaced apart from said second outlet.
6. The port injection apparatus of claim 5, further comprising an actuator coupled to said adjustable tube and actuatable to adjust said adjustable tube between said first and second positions.
7. The port injection apparatus of claim 6, wherein said actuator is at least one of a motor, an electric motor, a stepper motor, a linear motor, a solenoid, a rotary solenoid, a vacuum operated actuator, a pneumatic motor and a hydraulic motor.
8. The port injection apparatus of claim 1, wherein said gaseous fuel is at least one of biogas, butane, dimethyl ether, ethane, hydrogen, landfill gas, methane, natural gas, propane and mixtures thereof
9. The port injection apparatus of claim 1, wherein said internal combustion engine comprises a second intake port associated with a second combustion chamber, the port injection apparatus further comprising:
a second bore in said intake manifold; and a second injection tube mounted in said second bore and extending across said distribution chamber toward said second intake port, said second injection tube comprising an inlet disposed near said second bore and an outlet associated with said second intake port, wherein said inlet of said second injection tube is fluidly connected with said valve.
a second bore in said intake manifold; and a second injection tube mounted in said second bore and extending across said distribution chamber toward said second intake port, said second injection tube comprising an inlet disposed near said second bore and an outlet associated with said second intake port, wherein said inlet of said second injection tube is fluidly connected with said valve.
10. The port injection apparatus of claim 1, wherein said internal combustion engine comprises a second intake port associated with a second combustion chamber, said injection tube comprises a second outlet associated with said second intake port, gaseous fuel is drawn through said valve and said outlet during induction events associated with said combustion chamber, and gaseous fuel is drawn through said valve and said second outlet during induction events associated with said second combustion chamber.
11. The port injection apparatus of claim 1, wherein said valve is a fuel injector.
12. The port injection apparatus of claim 11, wherein said fuel injector is one of a plurality of fuel injectors, said injection tube is one of a plurality of injection tubes, said bore is one of a plurality of bores in said intake manifold, and said intake port is one of a plurality of intake ports; each injection tube associated with respective intake ports, respective fuel injectors and respective bores.
13. The port injection apparatus of claim 12, further comprising:
a fuel manifold comprising:
an integrated fuel rail in fluid communication with said supply of gaseous fuel;
first receptacles receiving respective nozzles of and sealingly supporting said plurality of fuel injectors; and second receptacles receiving respective inlets of and sealingly supporting said plurality of injection tubes;
wherein each fuel injector comprises an injection valve;
wherein each fuel injector is in fluid communication with said integrated fuel rail upstream of respective injection valves and in fluid communication with respective inlets of said plurality of injection tubes downstream of respective injection valves;
wherein said fuel manifold is arranged near said plurality of bores of said intake manifold.
a fuel manifold comprising:
an integrated fuel rail in fluid communication with said supply of gaseous fuel;
first receptacles receiving respective nozzles of and sealingly supporting said plurality of fuel injectors; and second receptacles receiving respective inlets of and sealingly supporting said plurality of injection tubes;
wherein each fuel injector comprises an injection valve;
wherein each fuel injector is in fluid communication with said integrated fuel rail upstream of respective injection valves and in fluid communication with respective inlets of said plurality of injection tubes downstream of respective injection valves;
wherein said fuel manifold is arranged near said plurality of bores of said intake manifold.
14. The port injection apparatus of claim 13, wherein said fuel manifold is supported by and secured with said intake manifold.
15. The port injection apparatus of claim 13, wherein each injection tube is an adjustable tube extendable between at least a first position and a second position and further comprising a second outlet, in said first position said inlet is in fluid communication with said outlet and said second outlet closed, in said second position said inlet is in fluid communication with said second outlet and said outlet closed, said outlet disposed at a location spaced apart from said second outlet.
16. The port injection apparatus of claim 15, further comprising an actuator coupled to each adjustable tube and actuatable to adjust said plurality of injection tubes between said first and second positions.
17. A method for introducing gaseous fuel into an intake port of an internal combustion engine comprising an intake manifold having a distribution chamber that fluidly connects an air intake to said intake port, the method comprising:
communicating gaseous fuel from a supply of gaseous fuel to a valve; and communicating gaseous fuel from said valve into and across said distribution chamber to an entry point in said intake manifold where said gaseous fuel mixes with air, said entry point in one of said distribution chamber and said intake port;
wherein said entry point is associated with said intake port and said gaseous fuel is drawn into a combustion chamber associated with said intake port during an induction event associated with said combustion chamber.
communicating gaseous fuel from a supply of gaseous fuel to a valve; and communicating gaseous fuel from said valve into and across said distribution chamber to an entry point in said intake manifold where said gaseous fuel mixes with air, said entry point in one of said distribution chamber and said intake port;
wherein said entry point is associated with said intake port and said gaseous fuel is drawn into a combustion chamber associated with said intake port during an induction event associated with said combustion chamber.
18. The method of claim 17, said internal combustion engine comprising a second intake port associated with a second combustion chamber, said method further comprising:
communicating gaseous fuel from said valve into and across said distribution chamber to a second entry point in said intake manifold where said gaseous fuel mixes with air, said second entry point in one of said distribution chamber and said second intake port;
wherein said second entry point is associated with said second intake port and said gaseous fuel is drawn into said second combustion chamber associated with said second intake port during an induction event associated with said second combustion chamber.
communicating gaseous fuel from said valve into and across said distribution chamber to a second entry point in said intake manifold where said gaseous fuel mixes with air, said second entry point in one of said distribution chamber and said second intake port;
wherein said second entry point is associated with said second intake port and said gaseous fuel is drawn into said second combustion chamber associated with said second intake port during an induction event associated with said second combustion chamber.
19. The method of claim 17, said internal combustion engine comprising a second intake port associated with a second combustion chamber, said method further comprising:
communicating gaseous fuel from a supply of gaseous fuel to a second valve;
and communicating gaseous fuel from said second valve into and across said distribution chamber to a second entry point in said intake manifold where said gaseous fuel mixes with air, said second entry point in one of said distribution chamber and said second intake port;
wherein said second entry point is associated with said second intake port and said gaseous fuel is drawn into said second combustion chamber associated with said second intake port during an induction event associated with said second combustion chamber.
communicating gaseous fuel from a supply of gaseous fuel to a second valve;
and communicating gaseous fuel from said second valve into and across said distribution chamber to a second entry point in said intake manifold where said gaseous fuel mixes with air, said second entry point in one of said distribution chamber and said second intake port;
wherein said second entry point is associated with said second intake port and said gaseous fuel is drawn into said second combustion chamber associated with said second intake port during an induction event associated with said second combustion chamber.
20. The method of claim 17, further comprising adjusting the location of said entry point in said intake manifold.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2841653A CA2841653C (en) | 2014-02-03 | 2014-02-03 | Port fuel injection apparatus |
| PCT/CA2015/050067 WO2015113158A1 (en) | 2014-02-03 | 2015-01-29 | Port fuel injection apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2841653A CA2841653C (en) | 2014-02-03 | 2014-02-03 | Port fuel injection apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2841653A1 CA2841653A1 (en) | 2014-04-15 |
| CA2841653C true CA2841653C (en) | 2015-06-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2841653A Expired - Fee Related CA2841653C (en) | 2014-02-03 | 2014-02-03 | Port fuel injection apparatus |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2841653C (en) |
| WO (1) | WO2015113158A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020023639A1 (en) | 2018-07-24 | 2020-01-30 | Cummins Inc. | Two point fuel system for gas power generation |
| CH718805A1 (en) | 2021-07-12 | 2023-01-13 | Liebherr Machines Bulle Sa | Internal combustion engine with intake manifold injection, in particular hydrogen internal combustion engine with intake manifold injection. |
| GB2623804A (en) * | 2022-10-27 | 2024-05-01 | Jcb Res | An engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6371092B1 (en) * | 2001-01-10 | 2002-04-16 | Econtrols, Inc. | Fuel system with dual fuel injectors for internal combustion engines |
| US6550459B2 (en) * | 2001-01-23 | 2003-04-22 | General Motors Corporation | Gaseous fuel system for bi-fuel engines |
| US6913004B2 (en) * | 2002-03-22 | 2005-07-05 | Chrysalis Technologies Incorporated | Fuel system for an internal combustion engine and method for controlling same |
-
2014
- 2014-02-03 CA CA2841653A patent/CA2841653C/en not_active Expired - Fee Related
-
2015
- 2015-01-29 WO PCT/CA2015/050067 patent/WO2015113158A1/en active Application Filing
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| Publication number | Publication date |
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| CA2841653A1 (en) | 2014-04-15 |
| WO2015113158A1 (en) | 2015-08-06 |
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