A COMMON RAIL DIRECT INJECTION (CRDI) DIESEL ENGINE OPERABLE ON MULTIPLE NON FOSSIL FUELS

Abstract

A vehicle (100) with a common rail direct injection (CRDI) diesel engine (102) operable on multiple non-fossil fuels includes a solenoid injector (104) to inject hydrogen into the combustion chamber of the CRDI engine (100) through the intake manifold and an electronic processing unit (EPU) (106) actuates the solenoid injector (104) such that 20% hydrogen in the total fuel energy share (HES) injected into the combustion chamber. The vehicle (100) includes a pilot fuel injector (108) to inject diesel and low viscous alcohol additives (LVAA) into the combustion chamber and a data acquisition unit (110) to monitor and collect data on one or more CRDI engine (102) parameters. The vehicle (100) includes a dynamometer (112) to manage engine load based on the collected one or more parameters, provides accurate measurements of CRDI engine (102)’s performance. The CRDI engine (102) operates using hydrogen, diesel, and LVAA to enhance brake thermal efficiency (BTE), reduce brake specific energy consumption (BSEC), and reduce harmful exhaust emissions.

Specification

Description:TECHNICAL FIELD
[0001] The present disclosure relates generally to the field of IC engines. In particular, the present disclosure relates to a simple, compact, and efficient common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels.

BACKGROUND
[0002] Internal combustion engines (ICEs) are mechanical devices that convert the chemical energy of fuel into mechanical energy through combustion. These engines are widely used in various applications, including automotive, industrial, and power generation. ICEs operate on different types of fuels, such as gasoline, diesel, natural gas, and hydrogen. The combustion process in ICEs involves the ignition of a fuel-air mixture within a confined space, resulting in the expansion of gases that drive the engine's pistons or turbines. The efficiency and emissions of ICEs depend on factors such as fuel type, combustion chamber design, and engine operating conditions.
[0003] In the field of ICEs, researchers aim to improve engine performance, reduce emissions, and enhance fuel efficiency. One approach involves using alternative fuels, such as hydrogen, in combination with traditional fuels like diesel. Hydrogen, with its high flame speed and clean combustion properties, has the potential to reduce harmful emissions and improve engine efficiency. Dual-fuel systems, where hydrogen is used alongside diesel, are being explored to achieve these goals. Additionally, the use of low viscous alcohol additives (LVAA) like ethanol and butanol as pilot fuels can further enhance combustion and reduce emissions. These additives increase the oxygen content in the fuel, leading to more complete combustion and lower emissions of pollutants such as carbon monoxide (CO), unburned hydrocarbons (UHC), and particulate matter (PM).
[0004] Achieving optimal performance and emissions in dual-fuel ICEs requires precise control of fuel injection timing, mixture formation, and combustion processes. Electronic control units (ECUs) play a crucial role in managing these parameters, ensuring efficient and stable engine operation. The integration of hydrogen into ICEs presents challenges such as backfire prevention, proper mixing of hydrogen with air, and maintaining engine durability. Researchers are developing advanced injection systems, safety devices like flame traps, and control strategies to address these challenges and harness the benefits of hydrogen as a fuel.
[0005] It is known from prior art that various methods have been employed to produce and store hydrogen for use in ICEs. Techniques such as gasification, electrolysis, and steam reformation have been explored to generate hydrogen. Storage solutions include metal hydrides, cryogenic absorption, and high-pressure tanks. In dual-fuel engines, hydrogen injection systems have been used to introduce hydrogen into the intake manifold, replacing traditional carburetors to ensure proper mixing and combustion. However, these systems face limitations such as backfire risks, improper fuel-air mixing, and challenges in controlling combustion stability. Additionally, the use of hydrogen in ICEs can lead to increased nitrogen oxide (NOx) emissions due to higher combustion temperatures.
[0006] There is, therefore, a well-established need in the art to overcome the shortcomings of conventional IC engines by providing a common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels.

OBJECTIVES OF THE PRESENT DISCLOSURE
[0007] A general objective of the present disclosure is to overcome the problems associated with existing conventional IC engines, by providing a simple, compact, efficient, and cost-effective common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels.
[0008] An objective of the present disclosure is to provide a CRDI diesel engine that utilizes hydrogen and low viscous alcohol additives (LVAA) such as ethanol and butanol as pilot fuels.
[0009] Another objective of the present disclosure is to prevent overheating and ensuring that the photovoltaic module operates within an optimal temperature range.
[0010] Yet another objectives of the present disclosure is to implement safety mechanisms in the hydrogen supply line to prevent backfire and ensure safe operation of the CRDI diesel engine.

SUMMARY
[0011] Aspects of the present disclosure pertain to the field of IC engines. In particular, the present disclosure relates to a simple, compact, and efficient common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels.
[0012] According to an aspect, the proposed common rail direct injection (CRDI) diesel engine of a vehicle is operable on multiple non-fossil fuel. The vehicle includes a CRDI engine and a solenoid injector in fluidic communication with the CRDI engine. The solenoid injector is configured on an intake manifold of the CRDI engine to inject hydrogen into the combustion chamber of the CRDI engine through the intake manifold. The vehicle includes an electronic processing unit (EPU) in communication with the solenoid injector. The EPU is configured to actuate the solenoid injector such that a predefined quantity of hydrogen per second is injected into the intake manifold. The EPU ensures homogeneous mixing of hydrogen and air during the suction stroke within the CRDI engine. The predefined quantity is 20% of the total fuel energy share (HES) injected into the combustion chamber at any given point of time.
[0013] Further, the vehicle includes a pilot fuel injector in communication with the EPU. The pilot fuel injector is configured to inject diesel and low viscous alcohol additives (LVAA) into the combustion chamber at a predetermined crankshaft angle before top dead center (bTDC) and a data acquisition unit in communication with the EPU. The data acquisition unit is configured to monitor and collect data on one or more CRDI engine parameters.
[0014] Furthermore, the vehicle includes a dynamometer in communication with the EPU. The dynamometer is configured to manage engine load based on the collected one or more parameters, provides accurate measurements of CRDI engine's performance. The CRDI engine is configured to operate using hydrogen, diesel, and LVAA to enhance brake thermal efficiency (BTE), reduce brake specific energy consumption (BSEC), and reduce harmful exhaust emissions including smoke, unburned hydrocarbons (UHC), carbon monoxide (CO), and carbon dioxide (CO2) upon combustion of the multi-fuels in the CRDI engine.
[0015] In an embodiment, the vehicle may include a hydrogen fuel tank configured to store pressured hydrogen gas therewithin.
[0016] In an embodiment, the vehicle may include a flame arrestor and a flame trap configured on the hydrogen fuel tank to prevent backfire and ensure safe operation.
[0017] In an embodiment, the vehicle may include a multistage pressure regulator operatively coupled to the hydrogen fuel tank. The multistage pressure regulator may be configured to regulate flow of pressurized hydrogen into the solenoid injector.
[0018] In an embodiment, the vehicle may include a pressure valve configured between the hydrogen fuel tank and the multistage pressure regulator to measure the pressure of the pressurized hydrogen existing the hydrogen fuel tank.
[0019] In an embodiment, the vehicle may include a flow control valve configured between the multistage pressure regulator and the solenoid injector to control the flow rate of hydrogen flowing into the solenoid injector.
[0020] In an embodiment, the solenoid injector may uses a timed manifold injection approach.
[0021] In an embodiment, the EPU may include a microcontroller configured for analyze the combustion process within the CRDI engine to evaluate real-time combustion characteristics and the CRDI engine's performance.
[0022] In an embodiment, the one or more parameters of the CRDI engine may include, but are not limited to, cylinder pressure and crankshaft position.
[0023] In an embodiment, the dynamometer may be an eddy current dynamometer.
[0024] Various objects, features, aspects, and advantages of the subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.

BRIEF DESCRIPTION OF DRAWINGS
[0025] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. The diagrams are for illustration only, which thus is not a limitation of the present disclosure.
[0026] FIG. 1, illustrates a diagram showing a vehicle with a common rail direct injection (CRDI) diesel engine that is operable on multiple non-fossil fuels, in accordance with embodiments of the present disclosure.

DETAILED DESCRIPTION
[0027] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[0028] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[0029] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as "one or more features" or "one or more elements" or "at least one feature" or "at least one element." Furthermore, the use of the terms "one or more" or "at least one" feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, "there needs to be one or more…" or "one or more elements is required.
[0030] Reference is made herein to some "embodiments." It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[0031] Use of the phrases and/or terms including, but not limited to, "a first embodiment," "a further embodiment," "an alternate embodiment," "one embodiment," "an embodiment," "multiple embodiments," "some embodiments," "other embodiments," "further embodiment", "furthermore embodiment", "additional embodiment" or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[0032] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure. The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by "comprises... a" does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[0033] Embodiments explained herein relate to a simple, compact, and efficient common rail direct injection (CRDI) diesel engine operable on multiple non-fossil fuels, specifically hydrogen and low viscous alcohol additives (LVAA) such as ethanol and butanol to enhance the engine's performance, reduce harmful emissions, and improve fuel efficiency by optimizing the dual-fuel combustion process.
[0034] According to an aspect, the present embodiments utilizing hydrogen as a dual fuel in a Common Rail Direct Injection (CRDI) diesel engine, combined with low viscous alcohol additives (LVAA) such as ethanol and butanol. Unlike prior art that primarily focuses on low quantities of hydrogen fuel, this invention explores the effects of higher concentrations of hydrogen up to 20% Hydrogen Energy Share, HES on emissions, combustion, and performance.
[0035] Referring to FIG.1, the disclosed vehicle 100 includes a CRDI engine 102, a solenoid injector 104, an electronic processing unit (EPU) 106, a pilot fuel injector 108, a data acquisition unit 110, a dynamometer 112 to enhance brake thermal efficiency (BTE), reduce brake specific energy consumption (BSEC), and reduce harmful exhaust emissions including smoke, unburned hydrocarbons (UHC), carbon monoxide (CO), and carbon dioxide (CO2) upon combustion of the multi-fuels in the CRDI engine.
[0036] In an embodiment, the hydrogen fuel tank 114 can be configured to store pressurized hydrogen gas. To ensure safe operation, the hydrogen fuel tank 114 can be equipped with safety mechanisms, including a flame arrestor 114A and a flame trap 114B. The flame arrestor 114A can prevent backfire by stopping the flame from propagating back into the hydrogen supply line, while the flame trap 114B can extinguish any flames that may occur. These safety mechanisms can be crucial for preventing accidents and ensuring the safe handling of hydrogen gas. Additionally, the solenoid injector 104 operatively coupled to the hydrogen fuel tank 114 and can be configured on the intake manifold of the CRDI diesel engine 102 to inject hydrogen into the intake manifold. The injection of hydrogen can be controlled by an electronic processing unit (EPU) of the vehicle 100, ensuring a predefined quantity of hydrogen can be injected into the intake manifold during the suction stroke. The EPU can be programmed to inject hydrogen at a rate that constitutes 20% of the total fuel energy share (HES) injected into the combustion chamber at any given point in time. This precise control of hydrogen injection ensures homogeneous mixing of hydrogen and air, leading to efficient combustion.
[0037] In an embodiment, the pilot fuel injector 108 can be configured to inject diesel and LVAA into the combustion chamber at a predetermined crankshaft angle before top dead center (bTDC). The EPU can control the timing and quantity of pilot fuel injection 108 such that optimal ignition and combustion of the hydrogen-air mixture can happen within the combustion chamber of the CRDI engine 102. Additionally, the use of LVAA as pilot fuels can enhance the combustion process by increasing the oxygen content in the fuel, leading to more complete combustion and reduced emissions.
[0038] In an embodiment, the CRDI diesel engine 102 can be equipped with a data acquisition unit 110 in communication with the EPU. The data acquisition unit 110 can be configured to monitor and collect data on various engine parameters, including cylinder pressure and crankshaft position. This real-time data can be used by the EPU to analyze the combustion process and evaluate the engine's performance. The collected data is also used to manage engine load and optimize fuel injection parameters, ensuring efficient and stable engine operation.
[0039] In an embodiment, the dynamometer 110 can be an eddy current dynamometer 110, which can be integrated into the CRDI diesel engine 102 to manage engine load and provide accurate measurements of engine performance. The dynamometer 110 can be in communication with the EPU and adjusts the engine 102 load based on the collected data, allowing precise control of engine 102 performance and ensures that the engine 102 operates within optimal parameters.
[0040] In an embodiment, the vehicle 100 can include a multistage pressure regulator 116 that can be operatively coupled to the hydrogen fuel tank 114 configured to regulate flow of pressurized hydrogen into the solenoid injector 104 and additionally, the vehicle 100 can include a pressure valve 118 can be configured between the hydrogen fuel tank 114 and the multistage pressure regulator 116 to measure the pressure of the pressurized hydrogen existing the hydrogen fuel tank 114. Further, the vehicle 100 can include a flow control valve 120 that can also be configured between the multistage pressure regulator 118 and the solenoid injector 104 to control the flow rate of hydrogen into the solenoid injector 104. These components can ensure that the hydrogen can be delivered at the correct pressure and flow rate for optimal combustion.
[0041] In an embodiment, the EPU of the vehicle 100 can include a microcontroller configured to analyze the combustion process within the CRDI diesel engine 102. The microcontroller can evaluate real-time combustion characteristics, such as heat release rate and cylinder pressure, to optimize the fuel injection parameters. By continuously monitoring and adjusting the combustion process, the EPU can ensure that the engine operates efficiently and with minimal emissions.
[0042] In an embodiment, the dual-fuel operation of the CRDI engine 102 using hydrogen and LVAA results in significant improvements in engine performance and emissions. The optimized hydrogen injection process enhances brake thermal efficiency (BTE) and reduces brake specific energy consumption (BSEC). The use of hydrogen and LVAA as fuels also leads to a reduction in harmful exhaust emissions, including smoke, unburned hydrocarbons (UHC), carbon monoxide (CO), and carbon dioxide (CO2). The experimental results demonstrate that the CRDI diesel engine operating in dual-fuel mode achieves better performance and lower emissions compared to a conventional diesel engine.
[0043] In an embodiment, the use of hydrogen and LVAA as fuels in the CRDI diesel engine offers both economic and environmental benefits. The dual-fuel operation reduces the reliance on fossil fuels, leading to cost savings and a lower carbon footprint. The reduction in harmful emissions contributes to improved air quality and a healthier environment. The invention provides a feasible solution for promoting the use of cleaner, more sustainable energy sources in internal combustion engines.
[0044] Thus, the present invention provides a comprehensive approach to optimizing the use of hydrogen and LVAA in a CRDI diesel engine by mitigating the challenges of fuel injection, combustion control, and emissions reduction, the invention enhances engine performance, improves fuel efficiency, and reduces environmental impact.
[0045] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0046] The present disclosure provides a simple, compact, efficient, and cost-effective common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels.
[0047] The present disclosure enhances the brake thermal efficiency (BTE) of the CRDI engine by optimizing the hydrogen injection process and ensuring homogeneous mixing of hydrogen and air during the suction stroke.
[0048] The present disclosure reduces the brake specific energy consumption (BSEC) of the CRDI diesel engine by utilizing hydrogen as a secondary fuel in combination with diesel and LVAA.
[0049] The present disclosure minimizes harmful exhaust emissions, including smoke, unburned hydrocarbons (UHC), carbon monoxide (CO), and carbon dioxide (CO2), by optimizing the combustion process in the multi-fuel mode.
, Claims:1. A common rail direct injection (CRDI) diesel engine of a vehicle operable on multiple non-fossil fuels, the vehicle (100) comprising:
a CRDI engine (102);
a solenoid injector (104) in fluidic communication with the CRDI engine (102), configured on an intake manifold of the CRDI engine (100) to inject hydrogen into the combustion chamber of the CRDI engine (100) through the intake manifold;
an electronic processing unit (EPU) (106) in communication with the solenoid injector (104), configured to actuate the solenoid injector (104) such that a predefined quantity of hydrogen per second is injected into the intake manifold, ensuring homogeneous mixing of hydrogen and air during the suction stroke within the CRDI engine (102), wherein the predefined quantity is 20% of the total fuel energy share (HES) injected into the combustion chamber at any given point of time;
a pilot fuel injector (108) in communication with the EPU, configured to inject diesel and low viscous alcohol additives (LVAA) into the combustion chamber at a predetermined crankshaft angle before top dead center (bTDC),
a data acquisition unit (110) in communication with the EPU, configured to monitor and collect data on one or more CRDI engine (102) parameters; and
a dynamometer (112) in communication with the EPU, configured to manage engine load based on the collected one or more parameters, provides accurate measurements of CRDI engine (102)'s performance,
wherein the CRDI engine (102) is configured to operate using hydrogen, diesel, and LVAA to enhance brake thermal efficiency (BTE), reduce brake specific energy consumption (BSEC), and reduce harmful exhaust emissions including smoke, unburned hydrocarbons (UHC), carbon monoxide (CO), and carbon dioxide (CO2) upon combustion of the multi-fuels in the CRDI engine (102).

2. The vehicle (100) as claimed in claim 1, wherein vehicle (100) comprises a hydrogen fuel tank (114) configured to store pressured hydrogen gas therewithin.

3. The vehicle (100) as claimed in claim 1, wherein vehicle (100) comprises a flame arrestor (114A) and a flame trap (114B) configured on the hydrogen fuel tank (114) to prevent backfire and ensure safe operation.

4. The vehicle (100) as claimed in claim 3, wherein the vehicle (100) comprises a multistage pressure regulator (116) operatively coupled to the hydrogen fuel tank (114), configured to regulate flow of pressurized hydrogen into the solenoid injector (104).

5. The vehicle (100) as claimed in claim 4, wherein the vehicle (100) comprises a pressure valve (118) configured between the hydrogen fuel tank (114) and the multistage pressure regulator (116) to measure the pressure of the pressurized hydrogen existing the hydrogen fuel tank (114).

6. The vehicle (100) as claimed in claim 5, wherein the vehicle (100) comprises a flow control valve (120) configured between the multistage pressure regulator (118) and the solenoid injector (104) to control the flow rate of hydrogen flowing into the solenoid injector (104).

7. The vehicle (100) as claimed in claim 6, wherein the solenoid injector (104) uses a timed manifold injection approach.

8. The vehicle (100) as claimed in claim 1, wherein the EPU comprises a microcontroller configured for analyze the combustion process within the CRDI engine (102) to evaluate real-time combustion characteristics and the CRDI engine (102)'s performance.
9. The vehicle (100) as claimed in claim 1, wherein the one or more parameters of the CRDI engine (102) includes, but are not limited to, cylinder pressure and crankshaft position.

10. The vehicle (100) as claimed in claim 1, wherein the dynamometer (112) is an eddy current dynamometer.

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