Description:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
(See Section 10 and Rule 13)
A FUEL INJECTION SYSTEM AND A METHOD THEREOF
APPLICANT:
TVS MOTOR COMPANY LIMITED, an Indian Company at: “Chaitanya”, No.12
Khader Nawaz Khan Road, Nungambakkam, Chennai 600 006.
The following specification particularly describes the invention and the manner in
which it is to be performed.
2
TECHNICAL FIELD
[0001] The present subject matter relates generally to a fuel injection system and a
method thereof. More particularly but not exclusively, the present subject matter
relates to a fuel injection system and a method for purging a fuel pressure in a fuel
5 injector of a fuel injection system.
BACKGROUND
[0002] The gaseous-fuelled vehicles conventionally use Liquefied Petroleum Gas
(LPG) or Compressed Natural Gas (CNG), or the like as a source for motive power.
10 A fuel injection system is provided to regulate and control the fuel supply to the
Internal Combustion Engine (ICE). This system includes components like the Engine
Control Unit (ECU), main fuel cylinder, gas lines, multiple pressure reducers, fuel
injectors, electrically controlled gas cutoff valves, and pressure sensors. The fuel
injector, a critical electromechanical device, plays a key role by receiving signals
15 from the ECU and delivering a controlled amount of fuel to the ICE based on its
operating conditions. A gas pressure regulator is employed to maintain the pressure
of the gaseous-fuel supplied to the fuel injector within a specified range for optimal
performance of ICE.
[0003] However, the fuel injection system is prone to various failures, malfunctions,
20 and adverse environmental conditions, which disrupt the proper functioning of the
pressure reducers or the fuel system. Consequently, the pressure of the gaseous-fuel
reaching the fuel injector may exceed the acceptable limits under different conditions
over the time. This increase in the pressure of the gaseous-fuel hampers the fuel
injector's ability to supply the required amount of gaseous-fuel to the ICE. Thus,
25 resulting in poor startability in vehicles, as the ICE fails to receive the optimal supply
of gaseous-fuel for efficient operation.
[0004] The identified problem encompasses several failure modes and mechanisms
related to the startability of the vehicles, particularly after overnight soaking. When
the vehicle is turned off, the supply pressure of gaseous-fuel to the fuel injector has
30 to be maintained at 2 bar only by the pressure reducers. However, if the vehicle is
left over the night, the supply pressure of gaseous-fuel slowly increases in the
3
pressure reducer which creates problem while starting the vehicle. Another key
aspect involves potential issues such as failure of the pressure reducers and
malfunctioning of solenoids, specifically when the solenoid gets stuck in an open
position, making the fuel injection system unreliable. These failures can significantly
5 impact the overall performance of the fuel injection system, leading to difficulties in
starting the vehicle.
[0005] Additionally, the system is designed to be less susceptible to variations in the
quality of gaseous-fuel, hence highlighting the need for a proactive approach to
ensure consistent vehicle operation even when different fuel compositions are used.
10 Another critical concern is the failure of fuel injector attributed to high fuel supply
pressure. Excessive fuel supply pressure can adversely affect the functionality of the
fuel injectors, preventing them from delivering the required amount of fuel to the
ICE. Without any logical solution to address these issues, there is a looming risk of
customer dissatisfaction. Furthermore, in the absence of any tailored resolution
15 strategy, the prevailing approach during serviceability involves replacement of the
fuel injector. However, this approach is neither economical nor entirely correct.
[0006] The current available fixes are not addressing the root cause of the problem
adequately. Thus, a comprehensive and targeted solution is imperative to rectify the
above-mentioned failure modes and ensure the optimal performance of LPG/CNG20 fuelled vehicles. It becomes crucial not only for customer satisfaction but also for
providing a more cost-effective and accurate solution during maintenance and
service operations instead of resorting to inefficient and costly measures like fuelinjector replacement.
25 SUMMARY OF THE INVENTION
[0007] The present subject matter relates to a fuel injection system for a vehicle. The
fuel injection system comprises a fuel injector, a control unit, and a regulating
member. The fuel injector is configured to receive a gaseous fuel from at least one
fuel reservoir through a fuel line. The fuel injector is configured to inject the gaseous
30 fuel into a combustion chamber of an internal combustion engine. The control unit
is configured to continuously monitor a first value. The first value is a real-time value
4
of a fuel pressure in the fuel line. The control unit is configured to orchestrate a purge
cycle upon the first value exceeding a second value. The second value is a predefined
value of the fuel pressure in the fuel line. The purge cycle comprises a cyclic
activation and deactivation of the fuel injector at a predefined frequency for a
5 predefined duration. The regulating member is configured to be controlled by the
control unit in order to simultaneously halt the supply of the gaseous fuel from the
at least one fuel reservoir to the fuel injector during the orchestration of the purge
cycle for the predefined duration.
[0008] The present subject matter also relates to a method for purging a fuel pressure
10 in a fuel injector of a fuel injection system. The method comprises a plurality of steps
of a first step, a second step, and a third step. As the first step, a control unit
continuously monitors a first value. The first value is a real-time value of the fuel
pressure in a fuel line. The fuel line is configured to supply a gaseous fuel from at
least one fuel reservoir to the fuel injector. As the second step, the control unit
15 compares the first value with a second value. The second value is a predefined value
of the fuel pressure in the fuel line. As a third step, the control unit determines if the
first value exceeds the second value. The control unit halts the supply of the gaseous
fuel from the at least one fuel reservoir to the fuel injector by using a regulating
member upon the first value exceeding the second value. The control unit
20 orchestrates a purge cycle. The purge cycle is a cyclic activation and deactivation of
the fuel injector at a predefined frequency for a predefined duration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The details are described with reference to an embodiment of a fuel injection
25 system and a method thereof. The same numbers are used throughout the drawings
to refer similar features and components.
[0010] Figure 1 illustrates a side view of the vehicle from a lateral side of the
vehicle.
[0011] Figure 2 illustrates a fuel injection system of the vehicle.
30 [0012] Figure 3 illustrates an enlarged view of the fuel injector in the fuel injection
system.
5
[0013] Figure 4 illustrates a flow chart depicting a method for purging a fuel
pressure in a fuel injector of a fuel injection system.
DETAILED DESCRIPTION
5 [0014] In order to overcome one or more of the above-mentioned challenges, the
present invention discloses a fuel injection system and a method that involves
purging a fuel pressure in a fuel injector through a logic implemented by a control
unit of the vehicle. This comprehensive approach ensures that any irregularity fuel
pressure, which could compromise startability of vehicle, is proactively addressed
10 without resorting to the costly and less effective strategy of replacing fuel injectors.
[0015] As per one embodiment of the invention, a fuel injection system for a vehicle
is provided. The fuel injection system comprises a fuel injector, a control unit, and a
regulating member. The fuel injector is configured to receive a gaseous fuel from at
least one fuel reservoir through a fuel line. The fuel injector is configured to inject
15 the gaseous fuel into a combustion chamber of an internal combustion engine. The
control unit is configured to continuously monitor a first value. The first value is a
real-time value of a fuel pressure in the fuel line. The control unit is configured to
orchestrate a purge cycle upon the first value exceeding a second value. The second
value is a predefined value of the fuel pressure in the fuel line. The purge cycle
20 comprises a cyclic activation and deactivation of the fuel injector at a predefined
frequency for a predefined duration. The regulating member is configured to be
controlled by the control unit in order to simultaneously halt the supply of the
gaseous fuel from the at least one fuel reservoir to the fuel injector during the
orchestration of the purge cycle for the predefined duration.
25 [0016] As per one embodiment of the invention, the purge cycle is triggered upon
an ignition key being switched ‘ON’. The control unit is configured to enable a state
of the internal combustion engine to a starting mode upon the second value exceeding
the first value.
[0017] As per one embodiment of the invention, the control unit is configured to
30 continue the purge cycle for a predefined cycle count, upon the first value exceeding
a third value and upon a cranking of the internal combustion engine being initiated.
6
[0018] As per one embodiment of the invention, the control unit is configured to halt
the purge cycle if a cranking of the internal combustion engine remains uninitiated
thereby enabling a state of the internal combustion engine to a starting mode.
[0019] As per one embodiment of the invention, the control unit is configured to halt
5 the purge cycle upon the third value exceeding the first value thereby enabling a state
of the internal combustion engine to a starting mode.
[0020] As per one embodiment of the invention, the control unit is configured to halt
the purge cycle upon a completion of the predefined cycle count thereby enabling a
state of the internal combustion engine to a starting mode. The predefined cycle
10 count is 20 cycles.
[0021] As per one embodiment of the invention, the predefined frequency is in a
range of 1 Hz to 200Hz; and the predefined duration is in a range of 1 second to 90
second.
[0022] As per one embodiment of the invention, the control unit is configured to
15 continuously monitor the first value by using a pressure sensor. The pressure sensor
is disposed between the at least one fuel reservoir and the fuel injector in the fuel
line.
[0023] As per one embodiment of the invention, the fuel injection system comprises
one or more pressure reducer. The one or more pressure reducer is disposed between
20 the at least one fuel reservoir and the fuel injector.
[0024] As per one embodiment of the invention, the control unit is configured to
implement a predictive maintenance process by using a historical data. The control
unit is configured to adjust a value of the predefined frequency and a value of the
predefined duration based upon one or more operating conditions of the vehicle.
25 [0025] In another embodiment, the invention relates to a method for purging a fuel
pressure in a fuel injector of a fuel injection system. The method comprises a first
step, a second step, and a third step. As the first step, a control unit continuously
monitors a first value. The first value is a real-time value of the fuel pressure in a
fuel line. The fuel line is configured to supply a gaseous fuel from at least one fuel
30 reservoir to the fuel injector. As the second step, the control unit compares the first
value with a second value. The second value is a predefined value of the fuel pressure
7
in the fuel line. As a third step, the control unit determines if the first value exceeds
the second value. The control unit halts the supply of the gaseous fuel from the at
least one fuel reservoir to the fuel injector by using a regulating member upon the
first value exceeding the second value. The control unit orchestrates a purge cycle.
5 The purge cycle is a cyclic activation and deactivation of the fuel injector at a
predefined frequency for a predefined duration.
[0026] As per another embodiment of the invention, the method starts upon an
ignition key is switched ‘ON’. The control unit enables a state of the internal
combustion engine to a starting mode upon the second value exceeding the first
10 value.
[0027] As per another embodiment of the invention, as a fourth step, the control unit
determines if a cranking of the internal combustion engine is initiated and the control
unit determines if the first value exceeding a third value.
[0028] As per another embodiment of the invention, the control unit continues the
15 purge cycle for a predefined cycle count, upon the first value exceeding the third
value and upon the initiation of the cranking of the internal combustion engine.
[0029] As per another embodiment of the invention, the control unit halts the purge
cycle upon a completion of the predefined cycle count thereby enabling a state of the
internal combustion engine to a starting mode. The predefined cycle count is 20
20 cycles.
[0030] As per another embodiment of the invention, the control unit halts the purge
cycle if the cranking of the internal combustion engine remains uninitiated thereby
enabling a state of the internal combustion engine to a starting mode.
[0031] As per another embodiment of the invention, the control unit halts the purge
25 cycle upon the third value exceeding the first value thereby enabling a state of the
internal combustion engine to a starting mode.
[0032] As per another embodiment of the invention, the predefined frequency is in
a range of 1 Hz to 200Hz. The predefined duration is in a range of 1 second to 90
second.
30 [0033] The embodiments of the present invention will now be described in detail
with reference to an embodiment of a fuel injection system (200) and a method (300)
8
for purging a fuel pressure in a fuel injector (201) of a fuel injection system (200),
along with the accompanying drawings. However, the disclosed invention is not
limited to the present embodiments.
[0034] The embodiments shown in Figure 1 to Figure 3 are taken together for
5 discussion. Figure 1 illustrates a side view of the vehicle (100) from a lateral side of
the vehicle (100). Figure 2 illustrates a fuel injection system (200) of the vehicle
(100). Figure 3 illustrates an enlarged view of the fuel injector (201) in the fuel
injection system (200).
[0035] One of the embodiments of the disclosed invention relates to a fuel injection
10 system (200) for a vehicle (100). The vehicle (100) uses the combustion of gaseousfuel like Liquefied Petroleum Gas (LPG) or Compressed Natural Gas (CNG) as a
source for motive power. In a preferred embodiment, the vehicle (100) is a threewheeled vehicle. However, the disclosed invention can also be worked with vehicles
having multi-axle wheel arrangement which are powered by gaseous fuel, or two
15 wheeled vehicle, or the like.
[0036] The fuel injection system (200) comprises a fuel injector (201), a control unit,
and a regulating member. The fuel injector (201) receives a gaseous fuel from at least
one fuel reservoir (202) through a fuel line (203). The at least one fuel reservoir (202)
stores the Liquefied Petroleum Gas at around 6 to 7 bar and the Compressed Natural
20 Gas at around 200 bar. The fuel injector (201) injects the gaseous fuel into a
combustion chamber of an internal combustion engine. In a preferred embodiment,
the fuel reservoir (202) is a fuel tank.
[0037] The control unit continuously monitors a first value. The first value is a realtime value of a fuel pressure in the fuel line (203). The control unit orchestrates a
25 purge cycle upon the first value exceeding a second value. The second value is a
predefined value of the fuel pressure in the fuel line (203). The purge cycle is a cyclic
activation and deactivation of the fuel injector (201) in a controlled manner, at a
predefined frequency for a predefined duration. In a preferred embodiment, the
control unit is an Engine Control Unit (ECU), however, the same can be Vehicle
30 Control Unit (VCU), or the like. In alternate embodiment, the one or more other
9
control units are used to execute this purge cycle. The ECU employs a current control
logic to manage the operation of the fuel injector (201) during the purge cycle.
[0038] In a preferred embodiment, the predefined frequency is in a range of 1 Hz to
200Hz; and the predefined duration is in a range of 1 second to 90 second. A time
5 range of one complete purge cycle (i.e., 1 cycle of crest trough) is 2 milli second to
25 milli second. These parameters underscore the meticulous engineering
consideration given to the cyclic activation and deactivation of the fuel injector
(201). The chosen range of 2 to 25 milliseconds is strategically determined and based
on the intricacies of the dynamics of the internal combustion engine and
10 requirements of the fuel injection system (200). The emphasis on this specific time
range suggests a fine-tuned calibration to optimize the purge cycle and ensure that
the cyclic activation and deactivation of the fuel injector (201) aligns seamlessly with
the attempts to start the internal combustion engine. This precision in timing
becomes especially crucial during the critical phase of cranking the internal
15 combustion engine, where synchronizing the purge cycle with the ignition attempts
contributes to the overall efficiency of the fuel injection system (200).
[0039] Further, the predetermined duration of the entire operation spans between 1
second to 90 second. This broader timeframe encompasses the entire duration of the
cyclic activation and deactivation of the fuel injector (201) during the cranking
20 phase. The deliberate choice of this time window implies a comprehensive approach
to address irregularities in fuel pressure over a substantial period. By incorporating
the predetermined duration, the fuel injection system (200) is designed to adapt to
various engine conditions, offering flexibility in responding to fuel delivery demands
during the cranking process. This extended operational time period further highlights
25 the thorough consideration given to optimizing efficiency of the fuel delivery,
contributing to the reliability of the overall fuel injection system (200) in delivering
the gaseous-fuel precisely when needed during the critical startup phase.
[0040] Excessive fuel pressure can adversely affect the functionality of the fuel
injector (201), preventing them from delivering the required amount of gaseous fuel
30 to the Internal Combustion Engine. The recurrent opening and closing of the fuel
injector (201) at the predefined frequency and for the predefined duration releases
10
the excess fuel pressure built inside the fuel injector (201) due to adverse
environmental conditions, failure of pressure reducer (204), malfunctioning of
malfunctioning of solenoids, overnight soaking and variations in the quality of
gaseous-fuel. Therefore, any potential damage to the fuel injector (201) due to
5 excessive and uncontrolled fuel pressure is prevented. Further, the orchestration of
the purge cycle ensures the optimal performance of vehicle (100) by addressing the
problems pertaining to the startability of the vehicle (100).
[0041] The regulating member is an electromechanical device controlled by the
control unit. In a preferred embodiment, the regulating member is a solenoid. The
10 actuation of the regulating member halts the supply of the gaseous fuel from the at
least one fuel reservoir (202) to the fuel injector (201) before initiation of the the
purge cycle for the predefined duration. The regulating member restricts the supply
of the gaseous fuel for the predefined duration, during the orchestration of the purge
cycle. This configuration ensures that any excess and uncontrolled fuel pressure
15 build up in the fuel injector (201) during the orchestration of the purge cycle.
[0042] The supply of the gaseous fuel in the fuel injector (201) is suspended until
the second value exceeds the first value or the predefined duration expires. The
orchestration of the purge cycle is constrained to the predefined duration by a timer
which prevents the cyclic activation and deactivation of the fuel injector (201) from
20 entering into an infinite loop. This averts a scenario where the fuel injection system
(200), under the assumption of persistently high fuel pressure, continuously attempts
to relieve the fuel pressure. Without a timer limitation, this could result in an infinite
loop, creating a potential risk for excessive wear and unnecessary strain on the fuel
injector (201). This cautionary approach ensures that the pressure relief function is
25 not prolonged to an indefinite time, hence mitigating the risk of prolonged attempts
to manage fuel pressure that may never reach the desired point. Importantly, during
the relief function, if the Internal Combustion Engine demands fuel for its normal
operation, the control unit intervenes to pause the purge cycle. Instead, the control
unit takes charge of regulating the fuel injector (201) to meet the standard
30 requirements of the Internal Combustion Engine. This ensures that the performance
of the Internal Combustion Engine is not compromised during critical moments.
11
Thus, precedence and autonomy are given to the driver during the operation of the
vehicle (100), particularly during the starting process. The fuel injection system
(200) places a priority on the input provided by the driver, allowing them to start the
vehicle (100) in their preferred manner without interference and impedance.
5 [0043] Over an extended duration, a jelly-like hydrocarbon deposit forms around the
fuel injector (201). The fuel injection system (200) is designed to allow the passage
of this hydrocarbon deposit into the Internal Combustion Engine. When introduced
into the Internal Combustion Engine, the hydrocarbon deposit can undergo
combustion during the ignition process. This intentional combustion serves
10 eliminates the accumulated hydrocarbon deposits around the fuel injector (201),
preventing any hindrance to its functionality, and contributes to the cleaning of the
fuel injector (201).
[0044] The purge cycle is triggered upon an ignition key being switched ‘ON’. The
control unit enables a state of the internal combustion engine to a starting mode when
15 the second value exceeds the first value. In a preferred embodiment, the second value
is 350kPa. The control unit continues the purge cycle for a predefined cycle count,
when the first value exceeds a third value and if a cranking of the internal combustion
engine is initiated. The third value is a predefined value of the fuel pressure in the
fuel line (203) at the moment when the cranking of the internal combustion engine
20 is initiated. The synchronization of the purge cycle with the cranking process of the
internal combustion engine ensures that the purging of the fuel pressure in fuel
injector (201) is aligned with the actual attempts to start the internal combustion
engine. This timing precision is crucial for optimizing the effectiveness of the purge
cycle.
25 [0045] Further, the starting performance of the vehicle (100) during cold starts is
improved. Previously, an extended period of cranking and multiple crank attempts
was required by the vehicle (100). The fuel injection system (200) addresses and
rectifies the cold start issues that were previously encountered.
[0046] The control unit halts the purge cycle if a cranking of the internal combustion
30 engine remains uninitiated. This enables a state of the internal combustion engine to
12
a starting mode. When the starting mode is enabled, the gaseous-fuel requirement of
the internal combustion engine for its standard operation is eventually met.
[0047] The control unit halts the purge cycle when the third value exceeds the first
value. Thus, enabling a state of the internal combustion engine to a starting mode. In
5 a preferred embodiment, the third value is 300 kPa.
[0048] The control unit halts the purge cycle upon a completion of the predefined
cycle count thereby enabling a state of the internal combustion engine to a starting
mode. In a preferred embodiment, the predefined cycle count is 20 cycles.
[0049] During the entire process of the purge cycle, the control unit continuously
10 and simultaneously monitors the fuel pressure in the fuel injector (201). The control
unit continuously monitors the first value by using a pressure sensor. The pressure
sensor is disposed between the at least one fuel reservoir (202) and the fuel injector
(201) in the fuel line (203).
[0050] The fuel injection system (200) comprises one or more pressure reducer
15 (204). The one or more pressure reducer (204) is disposed between the at least one
fuel reservoir (202) and the fuel injector (201). the fuel injection system (200)
comprises one or more pressure reducer (204). In a preferred embodiment, the one
or more pressure reducer (204) reduces the fuel pressure to around 2 bar before
supplying the gaseous-fuel to the fuel injector (201) because fuel injector (201) has
20 limitations on the pressure at which they can be operated.
[0051] The control unit implements a predictive maintenance process by using a
historical data. The predictive maintenance process uses historical data and machine
learning techniques to anticipate potential failures in the fuel injection system (200).
This proactive approach predicts any failure before it leads to startability problems
25 in the internal combustion engine.
[0052] The control unit adjusts a value of the predefined frequency and a value of
the predefined duration based upon one or more operating conditions of the vehicle
(100). The one or more operating conditions include variations in temperature,
altitude, terrain and other factors that might influence the ideal fuel pressure for
30 optimal performance of the internal combustion engine. Allowing variable control
parameters for the fuel injector (201) can also involve adjusting of not only the
13
predefined frequency and predefined duration of the purge cycle but also the second
value and the third value, hence optimizing the delivery of gaseous fuel under
varying conditions.
[0053] In one of the embodiments, the energy generated during the purge cycle could
5 be harnessed and stored for future use by an energy recovery mechanism thus
contributing to overall energy efficiency of the vehicle (100).
[0054] The embodiments shown in Figure 4 illustrates a flow chart depicting a
method (300) for purging a fuel pressure in a fuel injector (201) of a fuel injection
system (200). The method (300) comprises a first step (301), a second step (302),
10 and a third step (303). As the first step (301), a control unit continuously monitors a
first value. The first value is a real-time value of the fuel pressure in a fuel line (203).
The fuel line (203) supplies a gaseous fuel from at least one fuel reservoir (202) to
the fuel injector (201). As the second step (302), the control unit compares the first
value with a second value. The second value is a predefined value of the fuel pressure
15 in the fuel line (203). As a third step (303), the control unit determines if the first
value exceeds the second value. The control unit halts the supply of the gaseous fuel
from the at least one fuel reservoir (202) to the fuel injector (201) by using a
regulating member upon the first value exceeding the second value. The control unit
orchestrates a purge cycle. The purge cycle is a cyclic activation and deactivation of
20 the fuel injector (201) at a predefined frequency for a predefined duration. In a
preferred embodiment, the predefined frequency is in a range of 1 Hz to 200Hz. The
predefined duration is in a range of 1 second to 90 second.
[0055] The method (300) starts when an ignition key is switched ‘ON’. The control
unit enables a state of the internal combustion engine to a starting mode if the second
25 value exceeds the first value. When the starting mode is enabled, the gaseous-fuel
requirement of the internal combustion engine for its standard operation is eventually
met. In a preferred embodiment, the second value is 350kPa.
[0056] As a fourth step (304), the control unit determines if a cranking of the internal
combustion engine is initiated. The control unit also determines if the first value
30 exceeds a third value. The third value is a predefined value of the fuel pressure in the
fuel line (203) at the moment when the cranking of the internal combustion engine
14
is initiated. The control unit continues the purge cycle for a predefined cycle count,
when the first value exceeds the third value and if the cranking of the internal
combustion engine is initiated. In a preferred embodiment, the third value is 300 kPa.
[0057] The control unit halts the purge cycle when the predefined cycle count is
5 completed. Thus, enabling a state of the internal combustion engine to a starting
mode. In a preferred embodiment, the predefined cycle count is 20 cycles. The
control unit halts the purge cycle if the cranking of the internal combustion engine is
not initiated. Thus, enabling a state of the internal combustion engine to a starting
mode. The control unit halts the purge cycle if the third value exceeds the first value.
10 This also enables a state of the internal combustion engine to a starting mode.
[0058] The present invention along with embodiments provide several advantages.
The present disclosed invention provides a systematic approach which integrates the
purge cycle with the fuel injection system (200) and the method (300), to address
irregularities in the fuel pressure and associated startability issues, in a controlled
15 and efficient manner. Thus, contributing to the overall reliability and performance of
the vehicle (100) and enhancing customer satisfaction. Further, the fuel injection
system (200) and the method (300) improve the starting efficiency of the vehicle
(100) by optimizing the cold start performance of the vehicle (100).
[0059] The disclosed invention provides a proactive measure to address the potential
20 challenges associated with prolonged periods of inactivity by ensuring that the fuel
injector (201) remains free from the hydrocarbon deposits that could compromise its
efficiency when the vehicle (100) is brought back into operation.
[0060] The synchronization of the purge cycle with the cranking enhances the
responsiveness of the fuel injection system (200), allowing it to proactively address
25 irregularities in the fuel pressure, precisely when the internal combustion engine
requires fuel for ignition hence further enhancing the startability of the vehicle (100).
Further, providing a controlled and finite duration for the execution of the purge
cycle, prevents the fuel injection system (200) from expending unnecessary
resources in futile attempts but also safeguards against potential issues that could
30 arise from continuous and unsuccessful activation of the fuel delivery system. This
ensures that the performance of the internal combustion engine is not compromised
15
during critical moments. In essence, the inclusion of this timed fallback mechanism
enhances the overall reliability of the fuel injection system (200) by preventing it
from getting stuck in an unproductive loop.
[0061] By affording priority to the driver's input, the disclosed embodiments aim to
5 recognize the importance of flexibility and user-centric design in accommodating the
varied ways in which drivers may choose to initiate the vehicle (100). Thus,
enhancing the user experience and customer satisfaction.
[0062] Apart from addressing various issues pertaining to the startability of the
vehicle (100), the fuel injection system (200) and the method (300) prevents any
10 potential damage and failure of the fuel injector (201) due to excessive fuel pressure.
Thus, present invention discloses a more cost-effective and accurate measure that
addresses the root cause of the problem and does not require replacement of the fuel
injector (201) during maintenance and service operations.
[0063] The present disclosed invention relates to a fuel injection system (200) and
15 the method (300) thereof. Embodiments illustrated in the present invention can be
worked with any vehicles which is powered by a gaseous fuel. Further, the disclosed
invention is not limited to the aforementioned embodiments. For example, as used
in this specification and the appended claims, the singular forms “a,” “an” and “they”
can include plural referents unless the content clearly indicates otherwise. Further,
20 when introducing elements/components/etc. of the assembly/system described
and/or illustrated herein, the articles “a”, “an”, “the”, and “said” are intended to mean
that there is one or more of the element(s)/component(s)/etc. The terms
“comprising”, “including”, and “having” are intended to be inclusive and mean that
there may be additional element(s)/component(s)/etc. other than the listed
25 element(s)/component(s)/etc.
[0064] This written description uses examples to provide details on the disclosure,
including the best mode, and also to enable any person skilled in the art to practice
the disclosure, including making and using any devices or systems or performing any
incorporated methods. The scope of the disclosure is defined by the claims, and may
30 include other examples that occur to those skilled in the art. Such other examples are
intended to be within the scope of the claims if they have structural elements that do
16
not differ from the literal language of the claims, or if they include equivalent
structural elements with insubstantial differences from the literal language of the
claims.
[0065] It is to be understood that the aspects of the embodiments are not necessarily
5 limited to the features described herein. Many modifications and variations of the
present subject matter are possible in the light of above disclosure.
10
17
LIST OF REFERENCE NUMERALS
100
200
201
202
203
204
300
301
302
303
304



Vehicle
Fuel Injection System
Fuel Injector
At Least One Fuel Reservoir
Fuel Line
Pressure Reducer
Method
First Step
Second Step
Third Step
Fourth Ste , C , Claims:We Claim:
1. A fuel injection system (200) for a vehicle (100), the fuel injection system (200)
comprising:
a fuel injector (201), the fuel injector (201) being configured to receive a
5 gaseous fuel from at least one fuel reservoir (202) through a fuel line (203), the fuel
injector (201) being configured to inject the gaseous fuel into a combustion chamber
of an internal combustion engine;
a control unit, the control unit being configured to continuously monitor a
first value, the first value is a real-time value of a fuel pressure in the fuel line (203),
10 the control unit being configured to orchestrate a purge cycle upon the first value
exceeding a second value, the second value is a predefined value of the fuel pressure
in the fuel line (203), the purge cycle comprising a cyclic activation and deactivation
of the fuel injector (201) at a predefined frequency for a predefined duration; and
a regulating member, the regulating member being configured to be
15 controlled by the control unit in order to simultaneously halt the supply of the
gaseous fuel from the at least one fuel reservoir (202) to the fuel injector (201) during
the orchestration of the purge cycle for the predefined duration.
2. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the purge cycle being triggered upon an ignition key being switched ‘ON’; the
20 control unit being configured to enable a state of the internal combustion engine to a
starting mode upon the second value exceeding the first value.
3. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the control unit being configured to continue the purge cycle for a predefined cycle
count, upon the first value exceeding a third value and upon a cranking of the internal
25 combustion engine being initiated.
4. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the control unit being configured to halt the purge cycle if a cranking of the internal
combustion engine remains uninitiated thereby enabling a state of the internal
combustion engine to a starting mode.
30 5. The fuel injection system (200) for the vehicle (100) as claimed in claim 3, wherein
the control unit being configured to halt the purge cycle upon the third value
19
exceeding the first value thereby enabling a state of the internal combustion engine
to a starting mode.
6. The fuel injection system (200) for the vehicle (100) as claimed in claim 3, wherein
the control unit being configured to halt the purge cycle upon a completion of the
5 predefined cycle count thereby enabling a state of the internal combustion engine to
a starting mode, the predefined cycle count is 20 cycles.
7. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the predefined frequency is in a range of 1 Hz to 200Hz; and the predefined duration
is in a range of 1 second to 90 second.
10 8. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the control unit being configured to continuously monitor the first value by using a
pressure sensor, the pressure sensor being disposed between the at least one fuel
reservoir (202) and the fuel injector (201) in the fuel line (203); and the fuel injection
system (200) comprises one or more pressure reducer (204), the one or more pressure
15 reducer (204) being disposed between the at least one fuel reservoir (202) and the
fuel injector (201).
9. The fuel injection system (200) for the vehicle (100) as claimed in claim 1, wherein
the control unit being configured to implement a predictive maintenance process by
using a historical data; and the control unit being configured to adjust a value of the
20 predefined frequency and a value of the predefined duration based upon one or more
operating conditions of the vehicle (100).
10. A method (300) for purging a fuel pressure in a fuel injector (201) of a fuel injection
system (200), the method (300) comprising a plurality of steps of:
as a first step (301), a control unit continuously monitors a first value,
25 the first value is a real-time value of the fuel pressure in a fuel line
(203), the fuel line (203) being configured to supply a gaseous fuel from at
least one fuel reservoir (202) to the fuel injector (201);
as a second step (302), the control unit compares the first value with a second
value, the second value is a predefined value of the fuel pressure in the fuel line
30 (203); and
20
as a third step (303), the control unit determines if the first value exceeds the
second value, and
the control unit halts the supply of the gaseous fuel from the at least
one fuel reservoir (202) to the fuel injector (201) by using a regulating
5 member upon the first value exceeding the second value; and the control unit
orchestrates a purge cycle, the purge cycle is a cyclic activation and
deactivation of the fuel injector (201) at a predefined frequency for a
predefined duration.
11. The method (300) for purging the fuel pressure as claimed in claim 11, wherein
10 the method (300) starts upon an ignition key is switched ‘ON’;
the control unit enables a state of the internal combustion engine to a starting
mode upon the second value exceeding the first value.
12. The method (300) for purging the fuel pressure as claimed in claim 10, wherein as a
fourth step (304), the control unit determines if a cranking of the internal combustion
15 engine is initiated and the control unit determines if the first value exceeding a third
value.
13. The method (300) for purging the fuel pressure as claimed in claim 12, wherein the
control unit continues the purge cycle for a predefined cycle count, upon the first
value exceeding the third value and upon the initiation of the cranking of the internal
20 combustion engine.
14. The method (300) for purging the fuel pressure as claimed in claim 13, wherein the
control unit halts the purge cycle upon a completion of the predefined cycle count
thereby enabling a state of the internal combustion engine to a starting mode, the
predefined cycle count is 20 cycles.
25 15. The method (300) for purging the fuel pressure as claimed in claim 12, wherein the
control unit halts the purge cycle if the cranking of the internal combustion engine
remains uninitiated thereby enabling a state of the internal combustion engine to a
starting mode.
16. The method (300) for purging the fuel pressure as claimed in claim 12, wherein the
30 control unit halts the purge cycle upon the third value exceeding the first value
thereby enabling a state of the internal combustion engine to a starting mode.
21
17. The method (300) for purging the fuel pressure as claimed in claim 10, wherein the
predefined frequency is in a range of 1 Hz to 200Hz; and the predefined duration is
in a range of 1 second to 90 second.
Dated this 19th 5 day of February, 2024
(Digitally Signed)
10 Sudarshan Singh Shekhawat
IN/PA-1611
Agent for the Applicant