Description: TECHNICAL FIELD
[0001] The present disclosure pertains to a fuel supply unit designed for application in the internal combustion engine of a vehicle. Specifically, the disclosure encompasses systems and methods crafted to control and regulate the timing of fuel injection within internal combustion engines.
BACKGROUND OF THE INVENTION
[0002] The background section provides contextual information that aids in comprehending the innovation presented herein. It acknowledges that any information furnished in this section is either part of the prior art or relevant to the currently claimed invention.
[0003] Internal combustion engines, prevalent in automotive vehicles, industrial machinery, and power generation, depend on precise control of fuel injection timing to optimize combustion efficiency and reduce emissions. Conventional fuel injection systems often rely on mechanical components with fixed timing settings.
[0004] Typically, traditional fuel injection systems incorporate markings or timing marks on the flywheel, serving as reference points for setting or adjusting injection timing. Injection timing, crucial for engine performance and efficiency, refers to the timing of fuel injection in the cylinder concerning the piston's position.
[0005] Timing Reference Marks on the flywheel are typically used for ignition timing adjustment involving following key steps:
i. Flywheel Basics: The flywheel is a rotating disc mass attached to the crankshaft of the engine. It helps store rotational energy and smooth out fluctuations in engine speed.
ii. Timing Reference Marks: Manufacturers often include marks on the flywheel to indicate the position of the crankshaft in its rotation. The flywheel, affixed to the engine's crankshaft, rotates during engine operation. Timing marks, engraved or painted on the flywheel's edge or nearby housing, denote specific positions of the crankshaft. These marks are usually set at specific angles relative to the top dead center (TDC) position of the piston.
iii. Top Dead Center (TDC): TDC is the position where a piston is at its highest point in the cylinder. Ignition timing is often referenced to TDC because it represents the starting point for the power stroke.
iv. Injection Timing Adjustment: To adjust ignition timing, the engine must be at a specific position in its rotation, often specified in degrees before or after TDC.The timing reference marks on the flywheel are used in conjunction with a timing indicator or pointer attached to the engine block, alternatively called as Crank Case.
v. Adjustment Process: The engine is usually equipped with a timing pointer near the flywheel housing. By rotating the flywheel, the technician aligns the timing reference marks with the timing pointer. The exact position of the marks corresponds to the desired ignition timing.
vi. Timing Light: A timing light is often used during the adjustment process of spark ignition internal combustion engines. The timing light is connected to the engine's ignition system. In most cases, it connects to the spark plug wire of the cylinder that is used as a reference for timing adjustments. This diagnostic tool flashes light each time the spark plug fires, allowing the technician to observe the position of the timing marks while the engine is running.
vii. Static Timing: Static timing is the process of setting the ignition timing when the engine is not running. It is a preliminary adjustment made to ensure that the engine is close to the desired timing before it is started. Static Timing provides an initial baseline setting for ignition timing.
viii. Dynamic Timing: Dynamic timing is the process of adjusting the ignition timing while the engine is running. It allows for more precise adjustments based on real-time engine conditions. Dynamic timing allows for further adjustments based on real-time engine feedback.
[0006] It is crucial to emphasize that the use of timing marks on the flywheel primarily pertains to injection timing, governing the timing of fuel injection into the cylinders.
[0007] The specific procedure for adjusting injection timing using flywheel markings can vary based on the engine's design and manufacturer, necessitating reference to the engine's service manual for precise instructions and specifications.
[0008] Additionally, in a specific embodiment, the installation of a cabin over an agricultural vehicle, such as tractor, may impede access to the flywheel, posing challenges in adjusting injection timing using flywheel markings.
[0009] Furthermore, with the evolution of environmental concerns and regulatory requirements, there has arisen a heightened demand for advanced fuel injection timing control methods to enhance engine performance, reduce emissions, and improve fuel efficiency. Consequently, there persists a need for innovative solutions that can augment the precision and flexibility of fuel injection timing. While prior art in this field has predominantly introduced electronically controlled fuel injection timing, such systems have encountered various challenges.
[0010] In evaluating the choice between mechanical and electronic control assemblies for regulating fuel injection timing, several considerations come to the forefront:
• Simplicity and Reliability: Mechanical systems, inherently simpler with fewer components, offer increased reliability, especially in harsh operating conditions. This is particularly advantageous in heavy machinery or remote locations where electronic components may be more prone to damage.
• Cost-Effectiveness: Mechanical systems prove more cost-effective to implement and maintain compared to their electronic counterparts. This aspect gains significance in industries where stringent cost control is a pivotal factor.
• Immediate Response: Mechanical adjustments provide immediate changes in fuel injection timing without the delays associated with electronic signal processing or potential software glitches.
• Less Vulnerability to Interference: Electronic systems can be susceptible to electromagnetic interference (EMI) or radio frequency interference (RFI), potentially disrupting communication and control. In contrast, mechanical systems generally exhibit immunity to such interference.
• No Power Source Required: Mechanical adjustments operate independently of an external power source, proving beneficial in situations where power is limited or unreliable.
[0011] In summary, the decision between mechanical and electronic control assemblies hinges on specific application needs, budget constraints, and performance requirements. While mechanical systems offer simplicity, reliability, and cost-effective solutions; electronically controlled assemblies provide precision, adaptability, and integration possibilities crucial for modern engines adhering to strict efficiency and emissions standards. The decision-making process should carefully weigh these trade-offs against the unique needs of the engine or machine in question.
[0012] The present invention takes a focused approach by providing a mechanically controlled assembly and method for regulating fuel injection timing in internal combustion engines. This innovation promises improved control, responsiveness, and adaptability. Leveraging modern technologies and engineering principles, the invention offers a more efficient and environmentally friendly approach to internal combustion engine operation.
[0013] This background information serves to set the stage for the reader, elucidating the relevance and necessity of the invention in the context of existing technology and industry challenges. It highlights the problem the invention addresses and lays the groundwork for understanding its significance. Therefore, there is a need for a mechanically controlled assembly and method for regulating fuel injection timing in internal combustion engines.
[0014] Additionally, there is a need for a mechanically controlled assembly and method featuring an efficient configuration for regulating fuel injection timing inside internal combustion engines. Furthermore, the proposed layout of the mechanically controlled assembly and method aims to increase the overall efficiency of vehicles, providing better performance and reliability.
OBJECTS OF THE INVENTION
[0015] A general or primary object of the present invention is to provide a mechanically operated assembly that control the timing of fuel injection into the engine cylinder for efficient combustion.
[0016] It is another object of the present invention is to provide the assembly that helps in achieving better performance of the engine.
[0017] It is yet another object of the present invention is to provide the assembly for vehicle which is simple in construction and cost effective.
[0018] It is further object of the present invention is to provide the assembly having the capability, to maintain optimal performance and emissions control within the decided optimum range.
[0019] It is yet another object of the present invention is to provide the assembly that can improve engine efficiency and performance by injecting the fuel at a right time and by achieving the required power output and optimizing the fuel consumption within the defined range.
[0020] It is yet further object of the present invention is to provide the assembly for reducing harmful emissions by ensuring complete combustion of the fuel-air mixture after injecting fuel at a right time.
[0021] These and other objects of the present invention will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings.
SUMMARY
[0022] In accordance with an embodiment, the present invention provides an assembly for regulating fuel injection timing of an internal combustion engine, said assembly comprising a fuel-injection unit, wherein the fuel-injection unit adapted to engage and drive a fuel- injection pump; a crankshaft drive unit, wherein the crankshaft drive unit converts the linear motion of a piston into the rotary motion of a crankshaft; a timing gear arrangement, wherein the timing gear arrangement adapted for establishing the connection between the fuel injection unit and the crankshaft drive unit; and a synchronization module comprising a timing gear-cover encompassing the timing gear arrangement with an embossed knob on a top surface and pulley mounted on the crankshaft, wherein the synchronization module configured to ensure precise establishment of timing relationship between the fuel injection unit, and the crank shaft drive unit; characterized in that the timing relationship between the fuel-injection unit and the crankshaft drive unit is established by aligning one of the multiple angular marks engraved on the circumference of the pulley with a mark inscribed on the knob for regulating the fuel injection timing of an internal combustion engine.
[0023] In accordance with an aspect, the fuel-injection unit includes a fuel tank, a fuel-injection pump and a fuel filter.
[0024] In accordance with an aspect, the timing gear arrangement comprising a fuel pump gear for operating the fuel-injection pump, a top intermediate gear, and a crank gear mounted on the crankshaft.
[0025] In accordance with an aspect, the fuel pump gear meshed with the top intermediate gear at a defined position.
[0026] In accordance with an aspect, the top intermediate gear further meshed with the crank gear at a defined position.
[0027] In accordance with an aspect, said synchronization module is adaptable to a range of internal combustion engines.
[0028] In accordance with an aspect, the setting of the pulley at a defined angle for establishing a timing relationship between the fuel injection unit and the crank shaft drive unit, is based on the calibrated data used to optimize engine performance, fuel efficiency, and emissions in real-time.
[0029] In accordance with an embodiment, the present invention provides a method for regulating the fuel injection timing for an internal combustion engine, wherein said method comprising the steps of implementing a fuel-injection unit, wherein the fuel-injection unit adapted to engage and drive a fuel-injection pump; providing a crankshaft drive unit, wherein the crankshaft drive unit converts the linear motion of a piston into the rotary motion of a crankshaft; providing a timing gear arrangement, wherein the timing gear arrangement adapted for establishing the connection between the fuel injection unit and the crankshaft drive unit; and implementing a synchronization module, wherein said synchronization module comprising a timing gear-cover encompassing the timing gear arrangement with an embossed knob on a top surface and a pulley mounted on the crankshaft, wherein the synchronization module configured to ensure precise establishment of timing relationship between the fuel injection unit, and the crank shaft drive unit; characterized in that the timing relationship between the fuel-injection unit and the crankshaft drive unit is established by aligning one of the multiple angular marks engraved on the circumference of the pulley with a mark inscribed on the knob for regulating the fuel injection timing of an internal combustion engine.
[0030] In accordance with an embodiment, the present disclosure provides the method, wherein said method employs the fuel-injection unit including a fuel tank, a fuel injection pump and a fuel filter for regulating the fuel injection timing in an internal combustion engine.
[0031] In accordance with an embodiment, the present disclosure provides the method employing the setting of the pulley at a defined angle for establishing a timing relationship between the fuel injection unit and the crank shaft drive unit is based on the calibrated data used to optimize engine performance, fuel efficiency, and emissions in real-time.
[0032] Various objects, features, aspects and advantages of the inventive 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 THE DRAWINGS
[0033] 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.
[0034] FIG.1 illustrates an enlarged view of the assembly used for controlling the fuel injection timing in internal combustion engine in accordance with the present disclosure.
[0035] FIG.2A illustrates the timing gear arrangement used for controlling the fuel injection timing in internal combustion engine in accordance with the present disclosure.
[0036] FIG.2B illustrates an enlarged view of the timing gear arrangement in accordance with the present disclosure.
[0037] FIG.3 illustrates an enlarged view of the timing gear cover encompassing the timing gear arrangement in accordance with the present disclosure.
DETAILED DESCRIPTION
[0038] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such details as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0039] If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0040] Exemplary embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments are shown. This disclosure may however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those of ordinary skill in the art. Moreover, all statements herein reciting embodiments of the disclosure, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure).
[0041] Various terms as used herein. To the extent a term used in a claim is not defined below, it should be given the broadest definition persons in the pertinent art have given that term as reflected in printed publications and issued patents at the time of filing.
[0042] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0043] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
[0044] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and/or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all groups used in the appended claims.
[0045] Aspects of the present disclosure relates to an efficient and economical assembly for regulating the fuel injection timing into the engine cylinder with high precision for efficient combustion. The assembly mainly includes the timing gear arrangement for coordinating the movement and timing of critical engine components, leading to efficient and optimal engine performance, reduced emissions, and enhanced longevity.
[0046] FIG.1 illustrates an enlarged view of the assembly used for controlling the fuel injection timing in internal combustion engine in accordance with the present disclosure.
[0047] The assembly 200 comprises a fuel-injection unit 202 (not shown) adapted to engage and drive a fuel-injection pump 204. The fuel injection pump 204 in general pressurizes the fuel and meters the precise amount of fuel required for injection into the combustion chambers. It generates the necessary pressure to ensure efficient fuel atomization during injection.
[0048] In most of the cases, the fuel is supplied from a fuel tank 226 to the fuel injection pump 204 through a fuel supply line 232. The fuel supply line 232 is in a form of conduit that carries fuel from the fuel tank 226 (not shown) to the injection pump 204, ensuring a continuous supply of fuel. A fuel filter 228 (not shown) is also installed in the fuel supply line 232 to remove contaminants, impurities, and debris from the fuel before it reaches the injection pump 204. This helps in maintaining the integrity and performance of the fuel injection system.
[0049] From the fuel injection pump 204, the fuel is supplied to the multiple fuel injectors 234 positioned near the inlet valves or intake valves 236 through high-pressure fuel lines 238. These lines are designed to handle the high-pressure fuel generated by the fuel injection pump 204 and ensure precise fuel delivery to the fuel injectors 234. Fuel injectors 234 are critical components that spray the pressurized fuel into either the intake manifold 240 (not shown) or directly into the combustion chamber 242 (not shown) near the inlet valves. In the present invention they are mechanically controlled and precisely adjust the injection of fuel to achieve optimal air-fuel mixture ratios for combustion.
[0050] In some internal combustion engines such as spark ignition engines, the fuel is injected into the intake manifold 240 (not shown), from where it mixes with the incoming air. The air-fuel mixture is then drawn into the combustion chambers 242 (not shown) through the intake valves 236.The Inlet valves, also known as intake valves 236, control the flow of the air-fuel mixture into the combustion chambers. They open and close at specific times during the engine's cycle to allow the intake of the air-fuel mixture and to prevent backflow.
[0051] The combustion chamber 242 (not shown) is the space within the engine cylinder where the air-fuel mixture is ignited and combustion occurs. In case of compression ignition engine, the fuel is only injected by the fuel injector 234 that further combines with air for efficient combustion.
[0052] As mentioned earlier, in the present invention the fuel injection timing is
mechanically controlled via a synchronization module 214 comprising a timing gear-cover 216 with an embossed knob 218 on a top surface of the timing gear cover 216 as shown in FIG.3 encompassing the timing gear arrangement 212 shown in FIG.2 and a pulley 220 mounted on the crankshaft, wherein the synchronization module configured to ensure precise establishment of timing relationship between the fuel injection unit 202 (not shown), and the crank shaft drive unit 204.
[0053] This timing gear cover 216 includes multiple no. of ribs that increases its strength to a great extent.
[0054] Here, the embossed knob 218 is rotated to fix a particular degree on the pulley 220 based on the trials carried out. The pulley 220 then operates the rotation of the crank gear 212-C mounted on the crankshaft 210. The crank gear 212-C is a part of the timing gear arrangement 212. The crank gear 212-C operates a top intermediate gear 212-T that in turn operate the fuel injection pump 204 that supply the adequate amount of fuel as required. The top intermediate gear 212-T on the other side meshed with a cam gear 212-A at a defined position. The cam gear 212-A is further meshed with a hydraulic gear 212-H at a defined position that operates the power steering pump.
[0055] The crank gear 212-C at a lower end meshed with a bottom intermediate gear 212-B at a defined position. The bottom intermediate gear 212-B further meshed with an oil pump gear 212-O at a defined position.
[0056] The phrase “defined position” indicates the timing marks labelled on the gears. These marks help in aligning the gears correctly during the assembly process, ensuring precise timing. After fixing the pulley 220 in its designated position, the timing marks on all the gears are carefully aligned. Proper alignment of marks ensure that the relationship between the crankshaft and camshaft is accurate, allowing the intake valves 236 to open and close at the correct times in the engine's cycle.
Working Mechanism
[0057] As mentioned earlier, first the pulley 220 is fixed in its designated position through the embossed knob 218 provided on the timing gear cover 216, after that the timing marks on all the gears are carefully aligned.
[0058] Rotating the crankshaft 210 manually involves turning the crankshaft 210 by hand using appropriate tools and techniques. Here's a step-by-step guide on how to manually rotate the crankshaft:
• Ensure Safety: Make sure the engine is in a safe and secure environment, such as a workshop or garage. Ensure that the engine is turned off and any necessary safety precautions are in place.
• Locate the Crankshaft: Identify the crankshaft, usually located at the bottom of the engine block. The crankshaft is a central component responsible for converting reciprocating motion into rotational motion.
• Use a Crankshaft Turning Tool: A crankshaft turning tool is a specific tool designed to rotate the crankshaft manually. Attach the turning tool to the crankshaft. Depending on the design, it may have a handle or a socket to fit a wrench.
• Apply Force to Turn the Crankshaft: Apply steady and controlled force to the crankshaft turning tool in the appropriate direction to rotate the crankshaft. The direction may vary depending on the engine, so refer to the manufacturer's guidelines.
• Rotate in the Correct Direction: Ensure you are rotating the crankshaft in the correct direction of engine rotation. For most engines, this is clockwise when viewing the front of the engine (opposite the direction of the pulley's rotation).
• Observe Timing Marks: While turning the crankshaft, observe the timing marks on the crankshaft pulley and other related components (e.g., timing gear marks) to ensure proper alignment and timing.
• Check for Smooth Rotation: Rotate the crankshaft smoothly and gradually, without using excessive force. If we encounter resistance or the rotation feels rough, stop immediately and investigate the cause.
• Align Timing Marks: As you rotate the crankshaft, align the timing marks to the desired position, whether for injection timing, valve timing, or other adjustments. This is critical for accurate timing.
• Perform Necessary Tasks: Manually rotating the crankshaft allows us to perform tasks like adjusting injection timing, setting valve clearances, or checking components' positions at specific points in the engine's cycle.
• Record and Document: Take note of the position of the crankshaft in relation to the fixed pulley or other timing marks to accurately set the desired timing during adjustments.
[0059] In this manner, the pulley 220 is fixed at the desired position. Based on the pulley position 220, the timing gears are arranged at a defined position that in turn controls the fuel injection timing.
[0060] The below stated paragraph defines the working mechanism of the engine.
[0061] After starting the engine, the crankshaft drive unit 206 (not shown) plays a fundamental role in converting the linear reciprocating motion of a piston 208 into rotational motion of the crankshaft 210, powering various components of the engine and enabling its operation. Here's a step-by-step explanation of how the crankshaft drive unit 206 operates:
• Starting the Engine: When you start the engine, either through turning the ignition key (in conventional engines) or pressing the start button (in modern vehicles), the starter motor engages with the engine's flywheel or flex plate to initiate the first movement of the crankshaft 210.
• Starter Motor Engagement: The starter motor, powered by the vehicle's electrical system (battery), spins the engine's flywheel or flex plate. The flywheel is mounted on the crankshaft 210 and is connected to the engine's pistons 208 and reciprocating components.
• Crankshaft Rotation: As the starter motor spins the flywheel, the flywheel in turn starts to rotate the crankshaft 210. The crankshaft 210 begins to turn in a rotational motion due to the mechanical connection between the flywheel and the crankshaft.
• Piston Movement: The rotation of the crankshaft causes the pistons within the engine's cylinders to move up and down in a reciprocating motion. This reciprocating motion is converted from the rotational motion of the crankshaft.
• Intake and Compression Strokes: As the pistons move down (intake stroke), the intake valves open, allowing the air-fuel mixture to be drawn into the combustion chamber. As the pistons move up (compression stroke), the air-fuel mixture is compressed in preparation for ignition.
• Combustion and Power Strokes: The spark plugs ignite the compressed air-fuel mixture, causing a controlled explosion in case of Spark – Ignition engine. However, fuel is injected on the compressed air causing a controlled explosion by injecting the fuel on right time. This explosion forces the piston back down (power stroke), generating rotational force on the crankshaft.
• Exhaust Stroke: After the power stroke, the exhaust valves open, and the upward movement of the piston expels the burned gases from the combustion chamber (exhaust stroke).
• Repeat of Engine Cycle: The crankshaft continues to rotate, repeating this four-stroke engine cycle (intake, compression, power, exhaust) for each cylinder in a synchronized manner.
• Transmission and Power Distribution: The rotational motion of the crankshaft is transmitted through the transmission system, which ultimately powers the wheels of the vehicle, propelling it forward.
[0062] Through the above proposed mechanism, the injection timing of the fuel entering through the fuel injector in the combustion chamber is precisely controlled.
[0063] It should be apparent to those skilled in the art that many more modifications besides those already described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims. Moreover, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, or utilized, or combined with other elements, components, or steps that are not expressly referenced. Where the specification claims refers to at least one of something selected from the group consisting of A, B, C ….and N, the text should be interpreted as requiring only one element from the group, not A plus N, or B plus N, etc.
[0064] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the appended claims.
[0065] 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 INVENTION
[0066] The present invention provides a mechanically operated assembly that control the timing of fuel injection into the engine cylinder for efficient combustion.
[0067] The present invention provides the assembly that helps in achieving better performance of the engine.
[0068] The present invention provides the assembly for vehicle which is simple in construction and cost effective.
[0069] The present invention provides the assembly having the capability, to maintain optimal performance and emissions control within the decided optimum range.
[0070] The present invention provides the assembly that can improve engine efficiency and performance by injecting the fuel at a right time and by achieving the required power output and optimizing the fuel consumption within the defined range.
[0071] It is yet further object of the present invention is to provide the assembly for reducing harmful emissions by ensuring complete combustion of the fuel-air mixture after injecting fuel at a right time.
, Claims:
1. An assembly (200) for regulating fuel injection timing of an internal combustion engine (100), said assembly (200) comprising
a fuel-injection unit (202), wherein the fuel-injection unit (202) adapted to engage and drive a fuel- injection pump (204);
a crankshaft drive unit (206), wherein the crankshaft drive unit (206) converts the linear reciprocating motion of a piston (208) into the rotary motion of a crankshaft (210);
a timing gear arrangement (212), wherein the timing gear arrangement (212) adapted for establishing the connection between the fuel injection unit (202) and the crankshaft drive unit (206); and
a synchronization module (214) comprising a timing gear-cover (216) encompassing the timing gear arrangement (212) with an embossed knob (218) on a top surface and pulley (220) mounted on the crankshaft (210), wherein the synchronization module (214) configured to ensure precise establishment of timing relationship between the fuel injection unit (202), and the crank shaft drive unit (206);
characterized in that the timing relationship between the fuel-injection unit (202) and the crankshaft drive unit (206) is established by aligning one of the multiple angular marks engraved on the circumference of the pulley (220) with a mark (222) inscribed on the knob (218) for regulating the fuel injection timing of an internal combustion engine.
2. The assembly (200) as claimed in claim 1, wherein the fuel-injection unit (202) includes a fuel tank (226), a fuel-injection pump (204) and a fuel filter (228).
3. The assembly (200) as claimed in claim 1, wherein the timing gear arrangement (212) comprising a fuel pump gear (212-F) for operating the fuel-injection pump (204), a top intermediate gear (212-T), and a crank gear (212-C) mounted on the crankshaft.
4. The assembly (200) as claimed in claim 3, wherein the fuel pump gear (212-F) meshed with the top intermediate gear (212-T) at a defined position.
5. The assembly (200) as claimed in claim 4, wherein the top intermediate gear (212-T) further meshed with the crank gear (212-C) at a defined position.
6. The assembly (200) as claimed in claim 1, wherein said synchronization module (214) is adaptable to a range of internal combustion engines.
7. The assembly (200) as claimed in claim 1, wherein the setting of the pulley (220) at a defined angle for establishing a timing relationship between the fuel injection unit (204) and the crank shaft drive unit (206), is based on the calibrated data used to optimize engine performance, fuel efficiency, and emissions in real-time.
8. A method (300) for regulating the fuel injection timing for an internal combustion engine (100), said method (300) comprising the steps of
implementing a fuel-injection unit (202), wherein the fuel-injection unit (202) adapted to engage and drive a fuel-injection pump (204);
providing a crankshaft drive unit (206), wherein the crankshaft drive unit (206) converts the linear motion of a piston (208) into the rotary motion of a crankshaft (210);
providing a timing gear arrangement (212), wherein the timing gear arrangement (212) adapted for establishing the connection between the fuel injection unit (202) and the crankshaft drive unit (204); and
implementing a synchronization module (214), wherein said synchronization module comprising a timing gear-cover (216) encompassing the timing gear arrangement (212) with an embossed knob (218) on a top surface and a pulley (220) mounted on the crankshaft (210), wherein the synchronization module (214) configured to ensure precise establishment of timing relationship between the fuel injection unit (202), and the crank shaft drive unit (206);
characterized in that the timing relationship between the fuel-injection unit (202) and the crankshaft drive unit (206) is established by aligning one of the multiple angular marks engraved on the circumference of the pulley (220) with a mark inscribed on the knob (218) for regulating the fuel injection timing of an internal combustion engine.
9. The method (300) as claimed in claim 8, wherein said method employs the fuel-injection unit (204) including a fuel tank (226), a fuel injection pump (204) and a fuel filter (228) for regulating the fuel injection timing in an internal combustion engine (100).
10. The method (300) as claimed in claim 8, wherein said method employs the setting of the pulley (220) at a defined angle for establishing a timing relationship between the fuel injection unit (202) and the crank shaft drive unit (204), is based on the calibrated data used to optimize engine performance, fuel efficiency, and emissions in real-time.