FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A COMBI-FUEL RAIL ASSEMBLY FOR A MULTI-FUEL INTERNAL COMBUSTION ENGINE AND AN ENGINE THEREOF”
Name and Address of the Applicant:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure in general relates to automobiles. Particularly, but not exclusively, the disclosure relates to multifuel internal combustion engine. Further, embodiments of the disclosure, relates to a combi-fuel rail assembly for the multi-fuel internal combustion engine.
BACKGROUND OF THE DISCLOSURE
Conventionally, vehicles such as, but not limiting to, passenger vehicles, light motor vehicles, heavy motor vehicles, sports utility vehicles, and multi utility vehicles are powered by gaseous fuel including, but not limited to, Liquid gasoline petroleum, diesel, Compressed Natural gas, biogas, hydrogen, and the like. Generally, such gaseous fuel is supplied to an engine of the vehicle under high-pressure, to improve formation of fuel mixture for combustion in the engine and in-turn improve efficiency of the engine. With surge in demand and unstable prices of conventional resources of non-renewable energy, there has been a need to develop alternative power generation system for internal combustion engines.
With advent of technology, hybrid vehicles have been developed where combination of the internal combustion engine and electric motor are employed for driving the vehicle. However, such vehicles have some demerits of production as well as operation. Disadvantages of production being higher cost of manufacturing, higher maintenance costs and requirement of separate manufacturing line or setup for installation and requires skilled operators in the line. For operation, the hybrid vehicles require constant monitoring in cold surroundings, load bearing capacity compared to pure internal combustion engines, low efficiency in uneven or irregular terrain, and the like which competitively affect performance of the vehicle.
To cater demands and address some of the issues with the hybrid vehicles, several attempts have been made in optimizing performance of the internal combustion engines (hereafter interchangeably referred to as “engine”) and limit usage of non-renewable sources for deriving power thereto. One such development is by providing a mechanism for selective supply of two or more fuel to the engine of the vehicle, where fuel based on combination of renewable sources and/or lower cost is supplied with and/or alternating to fuel from non-renewable sources is supplied to the engine. However, for such supply of the fuel to the engines, additional components are required to be accommodated in the vehicle. Specifically, engine bay of the vehicle may be clustered, due to limited packing space in the engine bay.

To avoid such clustering in the engine bay, design modifications to the vehicle frame, body and/or capacity of the engine bay may be required, which inherently increase production costs of the vehicle. Alternatively, fuel supply lines may be distinctly provided in the engine bay, which may result in requirement of re-positioning or change in orientation of the engine, thereby affecting centre of gravity of the vehicle.
The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the conventional arts.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by an assembly as claimed and additional advantages are provided through the assembly as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a combi-fuel rail assembly for a multi-fuel internal combustion engine is disclosed. The assembly includes an elongated rail, which is securable on an engine intake manifold or cylinder head and fluidly connectable to a fuel pump. The elongated rail is defined with a plurality of flow channels, where each flow channel of the plurality of flow channels is configured to channelize at least one of a first fluid and a second fluid. The first fluid being different from the second fluid, to be supplied to the multi-fuel internal combustion engine. The assembly further includes one or more injectors, that are fluidly connected to each of the plurality of flow channels. Each of the one or more injectors extend downwardly from the elongated rail. Further, each of the one or more injectors being configured to inject at least one of the first fluid and the second fluid to the multi-fuel internal combustion engine.
In an embodiment, the plurality of flow channels includes a first channel configured to channelize the first fluid, and a second channel configured to channelize the second fluid. The first channel and the second channel are adjacent and parallelly defined in the elongated rail.
In an embodiment, the one or more injections includes at least one first-type injector connectable to the first channel to inject the first fluid into the engine, and at least one second-type injector connectable to the second channel, to inject the second fluid into the

engine. The at least one first-type injector in the first channel and the second-type of injector in the second channel are obliquely oriented relative to an axial axis of the elongated rail.
In an embodiment, the first fluid and the second fluid are selected from a group consisting of gasoline, compressed natural gas, bio-diesel, liquified petroleum gas, water, hydrogen, and oxygen.
In an embodiment, the elongated rail is defined with one or more apertures in each of the first channel and the second channel. The at least one first-type injector and the at least one second-type injector are connected to one or more apertures of the first channel and the second channel, respectively.
In an embodiment, the assembly further includes a locking member adapted to connect each of the one or more injectors corresponding to the one or more aperture of the plurality of flow channels.
In an embodiment, the elongated rail is defined with one or more intermediate walls, to bifurcate each flow channel of the plurality of flow channels.
In an embodiment, the first channel is defined with a first inlet port along the axial axis of the elongated rail, and the second channel is defined with a second inlet port located obliquely from the axial axis of the elongated rail.
In an embodiment, the assembly includes one or more pluggings adapted to secure and plug one or more openings defined in the first channel and the second channel, allowing the first fluid and the second fluid to flow through at least one of the one or more apertures, the first inlet port and the second inlet port.
In another non-limiting embodiment of the present disclosure, a multifuel internal combustion engine is disclosed. The engine includes an engine body, which includes a cylinder block having at least one cylinder bore, configured to accommodate a piston. The engine body further includes a cylinder head coupled to the cylinder block and at least one intake port and at least one exhaust port defined in each of the plurality of cylinder bores. The engine also includes a combi-fuel rail assembly fluidly connectable to the at least one intake port. The assembly includes an elongated rail, which is securable on an engine intake manifold or cylinder head and fluidly connectable to a fuel pump. The elongated rail is

defined with a plurality of flow channels, where each flow channel of the plurality of flow channels is configured to channelize at least one of a first fluid and a second fluid. The first fluid being different from the second fluid, to be supplied to the multi-fuel internal combustion engine. The assembly further includes one or more injectors, that are fluidly connected to each of the plurality of flow channels. Each of the one or more injectors extend downwardly from the elongated rail. Further, each of the one or more injectors being configured to inject at least one of the first fluid and the second fluid to the multi-fuel internal combustion engine.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a portion of a multifuel internal combustion engine including a combi-fuel rail assembly, in accordance with an embodiment of the present disclosure.
Figures 2 and 3 illustrate perspective views of the combi-fuel rail assembly of Figure 1.
Figure 4 illustrates a top sectional view of the assembly of Figure 2, in accordance with an embodiment of the present disclosure.
Figures 5a, 5b illustrate side sectional view about one or more fuel inlet of the assembly, in accordance with an embodiment of the present disclosure.

Figures 6a, 6b and 6c illustrate side sectional view about fuel injection ports and sensor module of the assembly, in accordance with an embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mechanism and assembly illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that an assembly, and a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system or assembly. In other words, one or more elements in an assembly or a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.
Embodiments of the present disclosure discloses a combi-fuel rail assembly for a multi-fuel internal combustion engine. The assembly includes an elongated rail, which is securable on an engine intake manifold or cylinder head and fluidly connectable to a fuel pump. The elongated rail is defined with a plurality of flow channels, where each flow channel of the plurality of flow channels is configured to channelize at least one of a first fluid and a second fluid. The first fluid being different from the second fluid, to be supplied to the multi-fuel internal combustion engine. The assembly further includes one or more injectors, that are fluidly connected to each of the plurality of flow channels. Each of the one or more injectors extend downwardly from the elongated rail. Further, each of the one or more injectors being

configured to inject at least one of the first fluid and the second fluid to the multi-fuel internal combustion engine.
In an embodiment, the term “gaseous fuel” may be referred to any fuel that may be either stored or supplied to an engine of a vehicle in a gaseous form. The gaseous fuel may be including, but not limited to, Liquid gasoline petroleum, Compressed Natural gas, biogas, hydrogen, and any other fuel that may be supplied to the engine in gaseous form.
In an embodiment, the term “gasoline fuel” may be referred to any fuel that may be including, but not limited to, petroleum fuel grade fluids, diesel, biodiesel, and any other gasoline fuel that may be supplied to the engine in liquid or gaseous form.
In an embodiment, the term “fluidly connectable” may be referred to connection between two or more components/elements including passages, conduits, grooves, guideways, and any other means through which fluids is capable of flowing. Such flow may also be possible by connecting said two or more components/elements by means of hoses, tubes, pipes, and the like, while connection may not be construed as limitations for directing clamping/connection within said components/elements.
In an embodiment, the term “fuel reservoir” or “fuel tank” may be referred to any storage receptacle capable of receiving and containing fuel in at a predefined pressure and being capable of supplying such fuel to the engine for propulsion of the vehicle. The fuel tank may resemble a receptacle that may be made from rigid material including, but not limited to, metals, alloys, carbon fiber, powdered metallurgical material and any other material capable of containing the fuel. The vehicle may include multiple fuel tanks based on number of fuels that may be supplied to the engine for propelling the vehicle, where such fuel tanks may be selectively positioned and enclosed within the vehicle.
Embodiments of the disclosure are described in the following paragraphs with reference to Figures 1 to 6c. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and assembly as disclosed in the present disclosure can be used in any vehicle including, but not liming to, passenger cars, heavy motor vehicles, light motor vehicles or any other vehicle

capable of being propelled with two or more fuels being supplied to an engine of such vehicle.
Figure 1 is an exemplary embodiment illustrating a multifuel internal combustion engine (200) of a vehicle. The multifuel internal combustion engine (200) [hereinafter interchangeably also referred to as “engine (200)”] may be at least one of a two-stroke engine (200), a four-stroke engine (200) and a six-stroke engine (200), which may be configured to propel the vehicle by converting chemical energy that is supplied in form of fuel to mechanical energy. The mechanical energy produced by the engine (200) being capable of imparting propulsion to the vehicle. The engine (200), among other components, encompasses an engine body (202) which is configured to include a cylinder block (203), an engine head cover (201) and a combi-fuel rail assembly (100). The cylinder block (203) in the engine body (202) is defined with at least one cylinder bore configured to accommodate a piston (not seen in Figures). The at least one cylinder bore of the engine (200) cylinder block (203) is covered by an engine head cover (201), which is configured to define at least one intake port (204) and at least one exhaust port (205) in the cylinder block (203) corresponding to the at least one cylinder bore. Further, the piston in the cylinder block (203) may be configured to reciprocate within the at least one cylinder bore, while such piston being coupled to a crankshaft (not shown in figures) for converting reciprocating motion to rotational motion and selectively propel the vehicle. For such reciprocation of the piston, the at least one cylinder bore may be supplied with a fuel by the combi-fuel rail assembly (100), for driving the piston within the at least one cylinder bore, where configuration of the combi-fuel rail assembly (100) is best seen in Figures 2-6c.
In an embodiment, the number of cylinder bores in the cylinder block (203) is not to be considered as limitation of the engine (200), while such number of cylinder bores in the cylinder block (203) may be varied based on several factors affecting mobility of the vehicle. For instance, the cylinder block (203) may include two-, three-, four-, six- or eight-cylinder bores, where each of such cylinder bores of the cylinder block (203) may be provisioned with the piston that may reciprocate for operating the engine (200) and in-turn the vehicle. Some of such factors may be including, but not limited to, load carrying capacity, velocity of propulsion, torque induced, horsepower delivery, and any other factor which is a function of performance of the engine (200).

Referring now to Figures 1 and 2, the combi-fuel rail assembly (100) [hereinafter interchangeably referred to as “the assembly (100)”] is fluidly connectable to the at least one intake port (204) in the cylinder block (203), where the assembly (100) may be mounted and securable on the engine intake manifold (206) or cylinder head (201) of the engine body (202), as seen in Figure 1. The assembly (100) is configured to impinge the fuel inside the at least one cylinder bore of the cylinder block (203) where such fuel may be thermally treated and combusted for deriving and delivering mechanical work from the engine (200). In the illustrative embodiment, the assembly (100) is configured to inject two or more fuels into the engine (200), where the engine (200) is capable of selectively subjecting supplied fuel to thermal treatment for deriving and delivering mechanical work.
The assembly (100) includes an elongated rail (101) which is securable on the engine intake manifold (206) or cylinder head (201). The elongated rail (101) is structured to define a plurality of flow channels (102) for supplying at least two fuels to the engine (200) for suitably converting capacity of such fuels to mechanical work, as best seen in Figures 2 to 4. For such supply of the at least two fuels discretely through the plurality of flow channels (102), the elongated rail (101) is defined with one or more intermediate walls (106), to bifurcate each flow channel of the plurality of flow channels (102). Such configuration of the assembly (100) mitigates requirement of positioning and/or channelizing multiple fuel supply lines in an engine (200) bay, whereby improving packing space of the engine bay and minimizing fixtures about the engine body (202) for supplying multiple fuel to the engine (200).
Further, to receive the fuel, the elongated rail (101) at one of its ends is fluidly connectable to a plurality of fuel reservoirs via one or more fuel pumps (not seen in Figures) of the vehicle. The fuel from corresponding reservoir of the plurality of fuel reservoirs may be pumped by corresponding fuel pump to the elongated rail (101), where such fuel may be selectively channelized through at least channel of the plurality of flow channels (102) in order to be impinged into the engine (200). Also, for selective supply and impinging of the fuel into the engine (200), each channel of the plurality of channels is coupled to one or more injectors (103) that are at least in fluid communication with the engine intake manifold (206) or cylinder head (201) and the at least one intake port (204) of the at least one cylinder bore. The plurality of fuels may be injected to the engine (200) either simultaneously and/or based on predetermined factors of the engine (200), where some of such factors may be including,

but not limited to, load carrying capacity, torque induced, terrain on which vehicle is moving, operating mode of the engine (200) (for example, economy mode, power mode, cruise control mode) and the like, which may optimize fuel consumption and/or improve performance of the engine (200). For the sake of simplicity, the assembly (100) is illustrated with two flow channels (102) being defined in the elongated rail (101) and described through figures 2 to 6c.
The elongated rail (101) of the assembly (100) is defined with the intermediate wall (106), which is illustrated to be along an axial axis of the elongated rail (101). The intermediate wall (106) is configured to bifurcate the plurality of flow channels (102) into a first channel (102a) and a second channel (102b) that are adjacent and parallelly defined in the elongated rail (101), as best seen in Figures 4, 5a, 5b, 6a and 6b. The first channel (102a) is configured to channelize a first fluid while the second channel (102b) is configured to channelize the second fluid. Additionally, the first channel (102a) includes at least one first-type injector (103a) to inject the first fluid into the engine (200) and the second channel (102b) includes at least one second-type injector (103b) to inject the second fluid into the engine (200).
In the illustrative embodiment, the first fluid is different from the second fluid based on its properties and/or characteristics, however, each of the first fluid and the second fluid being capable for at least one of undergoing combustion in the engine (200) and enhancing efficiency of the engine (200) for deriving mechanical work. The first fluid and the second fluid may be different based on some of properties and/or characteristics which may be including, but not limited to, flash point, fire point, freezing point, viscosity, thermal capacity, thermal expansion ratio, state of injection (i.e., liquid or gaseous), and any other properties and/or characteristics on which operation, performance, and/or efficiency of the engine (200) is dependent. In an embodiment, the first fluid and the second fluid are selected from a group consisting of gasoline, compressed natural gas, bio-diesel, liquified petroleum gas, water, hydrogen, and oxygen. For instance, the first fluid may be gasoline fuel and the second fuel may be a compressed natural gas.
Turning now to Figures 4, 5a and 5b, for connecting with the plurality of fuel reservoirs, the elongated rail (101) includes a plurality of inlet ports (107a and 107b) corresponding to each flow channel of the plurality of flow channels (102) defined in the elongated rail (101). In the illustrative embodiment, the first channel (102a) is defined with a first inlet port (107a) and the second channel (102b) is defined with a second inlet port (107b). The first inlet port

(107a) is defined or positioned proximal to at one end of the first channel (102a), where the first inlet port (107a) is oriented or located obliquely from the axial axis (A-A) of the elongated rail (101). The second inlet port (107b) is defined or positioned along the axial axis (A-A) of the elongated rail (101). Such difference in positioning or orientation of the first inlet port (107a) when compared to the second inlet port (107b) may be to reduce packing space within the engine (200) bay [not shown in Figures] of the vehicle. Also, such variation in positioning and/or orientation may be based on properties and/or characteristics of the first fluid such as, but not limited to, supply pressure, state of the fuel, and the like, are considered for such position or orientation. For instance, the first fluid being gasoline fuel may require supply pressure which may be comparatively lower than that of the second fluid being gaseous fuel. With such low supply pressure, it may not be necessary for orienting the first inlet port (107a) to be positioned along the axial axis of the elongated rail (101). However, such construction of the first inlet port (107a) and the second inlet port (107b) should not be construed as a limitation to the elongated rail (101), as corresponding modifications for positioning the first inlet port (107a) and the second inlet port (107b) are possible.
In an embodiment, the elongated rail (101) may be defined with through holes along the axial axis to define the plurality of flow channels (102), where each of the plurality of flow channels (102) are bifurcated by one or more intermediate walls (106). Further, to store the fuel in the elongated rail (101) and subsequently supply the fuel from the plurality of flow channels (102), at least one end of corresponding flow channel of the elongated rail (101) may be blocked by one or more pluggings (108), as best seen in Figures 3 and 4. With such blockage by the one or more pluggings (108), the first channel (102a) and the second channel (102b) of the elongated rail (101) may be capable of storing till the first fluid and the second fluid, respectively, till correspondingly injecting into the engine (200). Also, the blockages in the first channel (102a) and the second channel (102b) may aid in maintaining and/or increasing pressure of the first fluid and the second fluid, respectively, within the elongated rail (101) for suitably injecting into the engine (200). In the illustrative embodiment, the one or more pluggings (108) as seen in Figure 4 are employed to seal or block each end of the first channel (102a), as the first inlet port (107a) is obliquely oriented relative to the axial axis of the elongated rail (101), while one end of the second channel (102b), opposite to the end including the second inlet port (107b), is blocked by the one or more pluggings (108). In an embodiment, the one or more plugging may be including, but not limited to, a rubber cork, a

fastening stud, a sealing agent, and any other material that is capable of blocking fluid flow path in the elongated rail (101).
In an embodiment, the first inlet port (107a) and the second inlet port (107b) may be provisioned with a sealing element (111) [as best seen in Figures 5a and 5b] such that juncture at fixture with the first channel (102a) and the second channel (102b), respectively, remain leak-proof. Alternatively, juncture of fixing the first inlet port (107a) and the second inlet port (107b) with the first channel (102a) and the second channel (102b) may be permanently fixed by means including, but not limited to, welding, brazing, and the like.
Turning now to Figures 6a and 6b, which shows that the first channel (102a) includes the at least one first-type injector (103a) and the second channel (102b) includes the at least one second-type injector (103b). To supply the first fluid and the second fluid, the first channel (102a) and the second channel (102b) are defined with one or more apertures (104) that correspondingly accommodate and fluidly connect the at least one first-type injector (103a) and the at least one second-type injector (103b) with the first channel (102a) and the second channel (102b). Further, to rigidly connect and secure the at least one first-type injector (103a) and the at least one second-type injector (103b) to the elongated rail (101), a locking member (105a and 105b) is provisioned for each of such at least one first-type injector (103a) and the at least one second-type injector (103b). In an embodiment, the locking member (105a) may be non-fastening type, to mitigate unfastening and/or unclamping of the at least one first-type injector (103a) and the at least one second-type injector (103b), due to vibrations or shocks that may be generated during operation of the engine (200) and in-turn the vehicle.
Further, as the first fluid and the second fluid supplied through the first channel (102a) and the second channel (102b) of the elongated rail (101) are different, in the illustrative embodiments of Figures 6a and 6b, the at least one first-type injector (103a) and the at least one second-type injector (103b) are depicted to be of different configuration to cater requirements for injecting the first fluid and the second fluid. Additionally, each of the at least one first-type injector (103a) and the at least one second-type injector (103b) connected to the elongated rail (101) may be electrically coupled to a control module associated with the vehicle, where the at least one first-type injector (103a) and the at least one second-type injector (103b) are operable based on communication from such control module (not seen in Figures).

In an embodiment, the control module may be communicatively coupled to a sensor module (109) of the assembly (100). The sensor module (109) may be connected to at least one flow channel of the plurality of flow channels (102) of the elongated rail (101), where the sensor module (109)is configured to determine at least one of temperature, pressure, volume and viscosity of the fluid in corresponding flow channel. For example, in Figure 6c, the sensor module (109) is coupled to the second channel (102b), where the sensor module (109) may be configured to measure temperature and pressure of the gaseous fuel being supplied to the second channel (102b). However, parameters of the gaseous fuel being measured by the sensor module (109) may not be limited to the above, rather should be extended to other parameters that affect flow of the gaseous fuel into and/or out from the second channel (102b) through the at least one second-type injector (103b).
In an embodiment, the control unit may be configured to selectively and/or periodically operate the at least one first-type injector (103a) and the at least one second-type injector (103b) to supply the first fluid and the second fluid, respectively. For example, in case when the vehicle is cursing on flat terrain, it may be economical for the engine (200) to be driven by gaseous fuel. Due to which, the control unit may be configured to either halt or selectively operate the at least one first-type injector (103a), while ensuring successive injection of the gaseous fuel by the at least one second-type injector (103b). Alternatively, when the vehicle may be required to carry load on a gradient terrain, the engine (200) may be supplied with gasoline fuel to maintain performance, by regulating and/or mitigating operation of the at least one second-type injector (103b) to inject the gaseous fuel.
In an embodiment, the sensor module (109) may include a cluster of sensors including, but not limited to, pressure sensor, temperature sensor, proximity sensor, viscosity sensor, flow rate sensor, and the like.
In an embodiment, the elongated rail (101) may be connectable to the engine intake manifold (206) or cylinder head (201) by means of one or more lugs (110) defined on ventral section of the assembly (100). The assembly (100) may be fastened or rivetted about the one or more lugs (110) to suitably connect with the engine intake manifold (206) or cylinder head (201).

In an embodiment, the assembly (100) integrates the plurality of flow channels (102) and inherently reduces number of parts for supplying multiple fuel to the engine (200), thereby reducing assembly (100) lead-time and cost for manufacturing plant.
In an embodiment, as the elongated rail (101) is bifurcated by the one or more intermediate walls (106) to define the plurality of flow channels (102) for supplying multiple fuel to the engine (200), servicing of the assembly (100) is made simpler, and hence, requirement of a skilled operator is reduced.
In an embodiment, as the sensor module (109) of the assembly (100) is capable of detecting and transmitting condition of the fuel in the elongated rail (101), parameters for operating the engine (200) is easily deduced to select fuel to be supplied to the engine (200).
EQUIVALENTS
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of

an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

We claim:
1. A fuel injector assembly (100) for a multi-fuel internal combustion engine (200), the
assembly (100) comprising:
an elongated rail (101) securable on an engine intake manifold (206) or cylinder head (201) and fluidly connectable to a fuel reservoir, the elongated rail
(101) is defined with a plurality of flow channels (102), each flow channel of the
plurality of flow channels (102) is configured to channelize at least one of a first fluid
and a second fluid, and wherein the first fluid being different from the second fluid;
and
one or more injectors (103), fluidly connected to each of the plurality of flow channels (102) and extending downwardly from the elongated rail (101),
wherein each of the one or more injectors (103) being configured to inject at least one of the first fluid and the second fluid to the engine (200).
2. The assembly (100) as claimed in claim 1, wherein the plurality of flow channels
(102) includes:
a first channel (102a) configured to channelize the first fluid; and a second channel (102b) configured to channelize the second fluid, wherein the first channel (102a) and the second channel (102b) are adjacent and parallelly defined in the elongated rail (101).
3. The assembly (100) as claimed in claim 2, wherein the one or more injectors (103)
includes:
at least one first-type injector (103a) connectable to the first channel (102a), to inject the first fluid into the engine (200); and
at least one second-type injector (103b) connectable to the second channel (102b), to inject the second fluid into the engine (200),
wherein the at least one first-type injector (103a) in the first channel (102a) and the second-type of injector in the second channel (102b) are obliquely oriented relative to an axial axis (A-A) of the elongated rail (101).
4. The assembly (100) as claimed in claim 1, wherein the first fluid and the second fluid
are selected from a group consisting of gasoline, compressed natural gas, bio-diesel,
liquified petroleum gas, water, hydrogen, and oxygen.

5. The assembly (100) as claimed in claim 2, wherein the elongated rail (101) is defined with one or more apertures (104) in each of the first channel (102a) and the second channel (102b), and wherein the at least one first-type injector (103a) and the at least one second-type injector (103b) are connected to one or more apertures (104) of the first channel (102a) and the second channel (102b), respectively.
6. The assembly (100) as claimed in claim 5, comprises a locking member (105a and 105b) adapted to connect each of the one or more injectors (103) corresponding to the one or more aperture of the plurality of flow channels (102).
7. The assembly (100) as claimed in claim 1, wherein the elongated rail (101) is defined with one or more intermediate walls (106), to bifurcate each flow channel of the plurality of flow channels (102).
8. The assembly (100) as claimed in claim 1, wherein the first channel (102a) is defined with a first inlet port (107a) located obliquely from an axial axis (A-A) of the elongated rail (101), and the second channel (102b) is defined with a second inlet port (107b) along the axial axis (A-A) of the elongated rail (101).
9. The assembly (100) as claimed in claim 8, comprises one or more pluggings (108) adapted to secure and plug one or more openings defined in the first channel (102a) and the second channel (102b), allowing the first fluid and the second fluid to flow through at least one of the one or more apertures (104), the first inlet port (107a) and the second inlet port (107b).
10. The assembly (100) as claimed in claim 9, wherein the second channel (102b) is adapted to receive a sensor module (109) proximal to the one or more apertures (104) in the second channel (102b), and wherein the sensor module (109) is configured to measure physical parameters of the second fuel being supplied to the elongated rail (101), before injecting into the engine (200) by the at least one second-type injector (103b).
11. A multifuel internal combustion engine (200), comprising:
an engine body (202), comprising:

a cylinder block (203) having at least one cylinder bore, configured to accommodate a piston;
an engine cylinder head (201) coupled to the cylinder block (203);
at least one intake port (204) and at least one exhaust port (205) defined in the at least one cylinder bore and enclosed by the engine cylinder head (201); and
a fuel injector assembly (100) fluidly connectable to the at least one intake port (204), the assembly (100) comprising:
an elongated rail (101) securable on the engine intake manifold or cylinder head (201) and fluidly connectable to a fuel reservoir, the elongated rail (101) is defined with a plurality of flow channels (102), each flow channel of the plurality of flow channels (102) is configured to channelize at least one of a first fluid and a second fluid, and wherein the first fluid being different from the second fluid; and
one or more injectors (103), fluidly connected to each of the plurality of flow channels (102) and extending downwardly from the elongated rail (101),
wherein each of the one or more injectors (103) being configured to inject at least one of the first fluid and the second fluid to the engine (200).