190results about "High pressure gas fuel injection" patented technology

A fuel delivery injector for an internal combustion engine. The fuel injector forms pan of a device (10) which provides a combined injection and ignition means for the engine. The fuel delivery injector comprises a first portion (31) and a second portion (32) adapted to be detachably connected together. The first portion has a delivery port (37) defined between a valve seat (61) and a valve member (63) movable with respect to the valve seat (61) for opening and closing the delivery port (37). An actuating member (87) is provided in the first portion (31) and is operatively connected to the valve member (63). An actuating means (85) is provided in the second portion (32). When the first and second portions (31, 32) are connected together, the actuating mean (85) is operably associated with the actuating member (87) to provide an actuating assembly (83). Typically, the actuating assembly (83) comprises an electromagnetic means in which the actuating member (87) comprises a solenoid armature and the actuating means (85) comprises a solenoid oil, whereby connection of the first and second portions (31, 32) together completes assembly of the electromagnetic means. Where the device (10) provides a combined fuel injector and ignition me the device (10) is provided with a primary electrode (58) which cooperates with a secondary electrode (57) to define a spark gap (60). A popper projection (62) provided on the valve member (63) is utilized to define the primary electrode (58), as well as to provide spray guidance effects on the fuel spray issuing from the delivery port (37). The device (10) providing the combined fuel injection and ignition means is also described and claimed.

An engine is disclosed which may operate in a first operating state wherein a spark ignited fuel is ignited in a combustion chamber with an igniter and a second operating state wherein a compression ignited fuel is ignited in a combustion chamber with an igniter. A compression ratio in the combustion chamber being up to about eight to one. The engine may be a four-stroke engine. The engine may include a piston having a top portion with a recessed central portion.

A method for introducing a gaseous fuel into a combustion chamber of an internal combustion engine includes forming a non-ignitable mixture of the gaseous fuel and a gas including oxygen in a predefined mixture mass ratio within a predetermined range of tolerance having a pressure suitable for directly introducing the non-ignitable mixture into the combustion chamber during at least the compression stroke; and introducing the non-ignitable mixture directly into the combustion chamber.

One strategy for reducing undesirable emissions from internal combustion engines relates to finding ways to better mix fuel and air prior to combustion. One such method is commonly referred to as homogenous charge compression ignition (HCCI); however, that strategy is problematic in both controlling ignition timing and avoiding overstressing the engine at higher speeds and loads. The present invention addresses these issues by mixing air and fuel vapor within an injector instead of within the engine cylinder. The air/fuel mixture is then injected into the engine cylinder at some desired timing and over some desired duration. Such a strategy permits for lower emissions due to better mixing of air and fuel, while also permitting control over some aspects of combustion timing and duration not apparently possible with a conventional HCCI strategy. The present invention is generally applicable to all internal combustion engines, but especially applicable to diesel engines.

A charge-injected internal combustion engine exhibits improved starting performance with charge-injection timing control. A charge-injected internal combustion engine has an air-fuel injection valve for directly injecting a compressed air-fuel mixture into a combustion chamber. The engine is also provided with an air pump, driven by the crankshaft for discharging compressed air, and a timing controller for setting injection timing of the air-fuel injection valve. When initial startup of the engine is detected, the controller sets the injection timing to the intake stroke. When the engine reaches a predetermined engine speed, or when the pressure of the injection air reaches a threshold pressure where injection of the air-fuel mixture is possible on the compression stroke, the timing controller switches the injection timing from the intake stroke to the compression stroke.

The invention presents new and useful improvements in the mechanical design of control elements of a reciprocating piston engine. The camshaft is replaced by electric magnetic solenoids that operate a single poppet valve for each cylinder. The invention also includes an air injector combined with a fuel injector, mounted through the engine block and into the cylinder. The injectors are located in the lower ⅓ of the piston stroke area of said cylinder. The ability of the air injector to force air into the cylinder while the poppet valve is open will clean the cylinder of all exhaust gases. With the poppet valve closed the air and fuel injectors can inject any amount of air fuel mixture that is desired into the cylinder, resulting in the possibility of a power boost equal to that of a supercharged engine.

A spark-ignition direct fuel injection valve includes, at least, a seat member provided with a fuel injection hole and a valve seat and a valve body which controls fuel injection from the injection hole by contacting and separating from the valve seat. In the spark-ignition direct fuel injection valve: the injection hole has an injection hole inlet which is open inwardly of the seat member and an injection hole outlet which is open outwardly of the seat member; an opening edge of the injection hole inlet has a first round-chamfered portion formed on an upstream side with respect to a fuel flow toward the injection hole inlet; and an extending length (L) of the injection hole does not exceed three times a hole diameter (D) of the injection hole.

A low emission vehicle operates an internal combustion engine with lean air fuel ratios over at least a portion of its operating load range. The vehicle satisfies EURO IV emission requirements with just a three way catalyst and without any NOX storage capability in the exhaust after treatment system. An electronic control unit is programmed to operate the engine such that 80% or less of any tail pipe NOX mass emitted by the vehicle is generated during lean operation of the engine whereby the vehicle satisfies the EURO IV emission requirements.

A fuel injection device includes a fuel injection valve for injecting fuel through a fuel injection orifice opening into a combustion chamber, an air injection valve for injecting air through an air injection orifice opening into the combustion chamber, sensors for detecting an operating condition of an engine, and an electronic control unit (ECU) for controlling the fuel injection valve and the air injection valve. Orientations of the air injection orifice and the fuel injection orifice are determined to make an air jet collide with a fuel spray. The ECU controls the fuel injection valve based on the operating condition detected by the sensors to control spray velocity, spray particle diameter, spray angle, etc. of the fuel to be injected through the fuel injection orifice, and at least one of an air injection timing and an air injection period of air injection to be performed by the air injection valve.

In the fuel cylinder injection engine with the supercharging machine, the ignitability deteriorates because the density of the fuel at the spray center becomes excessive due to the shrinkage of the fuel spray under the supercharging. As a result, the density of the smoke and the hydrocarbon exhaust rate increase. The mixture of the fuel and the air under the supercharging is promoted by the control by TCV installed in the suction port which is a divided spray and air flow generation mechanism and the valve timing control of the suction and exhaust valve, etc.

A compression ignition internal combustion engine in which the temperature and pressure in the combustion chamber are increased to self-ignite an air-fuel mixture with the compressive operation of a piston after closing of the intake valve. An ECU [1] controls injection timing of the pressurized air depending on the ignition timing. Self-ignition timing can be controlled to a proper timing in a wide engine operating range with respect to a load and a revolution speed without substantially changing the shape of the combustion chamber.

A gasoline engine is provided which is capable of introducing a large amount of EGR gas for performing homogeneous combustion and thus offering a good fuel economy. An external EGR mechanism or an internal EGR mechanism is used to introduce an EGR gas into a combustion chamber (a cylinder). A mixture of fresh air and fuel is thereafter directly injected from a mixture injection valve into the combustion chamber, thereby forming a region of said mixture in an area near an ignition plug. In addition, engine operating parameters are controlled in accordance with the amount of fresh air supplied into the combustion chamber (cylinder) after an intake valve has been closed. This makes possible homogeneous combustion using a large amount of EGR, which eventually increases fuel economy.

Disclosed is an Internal combustion engine comprising at least one cylinder with a reciprocating piston to provide said engine with at least one combustion chamber, said combustion chamber further comprising a delivery injector for injecting fuel directly into said combustion chamber, said engine further comprising at least one valved inlet air duct for delivering combustion air into said combustion chamber, wherein at least said inlet air duct and/or its valve is arranged to provide a low tumble inlet port to said at least one combustion chamber, said combustion chamber, in use, having low in-cylinder tumble gas motion of said combustion air and wherein said low in-cylinder tumble gas motion of said combustion air reduces over-enleanment of fuel in end gas regions of said combustion chamber.

A gasoline direct injection engine system provided with an air rail for supplying air and a fuel rail for supplying fuel comprises an air supply for adjusting the flow rate of intake air, pressurizing the intake air, and supplying the pressurized air to the air rail. A fuel supply pressurizes the fuel from a fuel tank and supplying the pressurized fuel to the fuel rail. At least one injector assembly is connected to both the air rail and the fuel rail, forming an air-fuel mixture and injecting the air-fuel mixture into a cylinder of an engine.