Fuel injector device

Description

Descriptive Report of the Invention Patent for FUEL INJECTOR DEVICE.

[0001] The present invention relates to a fuel injector device applicable to fuel temperature management systems injected into combustion engines that allows the optimization of the amount of fuel injected under high pressure in engines that can be propelled by either pure gasoline or ethanol or any dual-fuel mixture through precise control of the amount of heat supplied to the fuel. STATE OF THE ART

[0002] In recent years, problems with the amount of pollutants emitted (HC, CO, CO2 and particulates, among others), mainly by car engines, have been a major problem for large cities. Therefore, new technologies have been developed to help reduce pollutants emitted by internal combustion engines.

[0003] In order to mitigate greenhouse gas emissions from automobiles and reduce dependence on fossil fuels, several alternatives to replacing the internal combustion engine are available. However, the best solution to this dilemma must take into account the geographical and socioeconomic characteristics of the country, its energy matrix, its emissions legislation, and the environmental impact of the fuel's carbon emissions throughout its life cycle.

[0004] Brazil has a strong reputation for its fleet of flex-fuel vehicles, long experience in the use of ethanol fuel, and its distribution network. This sets it apart from other global markets and justifies a unique approach to reducing aldehyde emissions, for example. Petition 870210119282, dated 12 / 21 / 2021, page 7 / 24 2 / 13

[0005] However, some limitations are observed in the use of dual-fuel engines (popularly known as "flex" engines). To meet the demand for using two fuels in a single tank, the sizing of a flex-fuel engine tends to be intermediate, since the sizing of single-fuel engines is different depending on whether the fuel is ethanol or gasoline. This is because the vast majority of dual-fuel engines tend to have a single geometric compression ratio, which represents the ratio between the aspirated volume plus the combustion chamber volume in relation to the combustion chamber volume).

[0006] In its stroke, the piston reaches a higher point and a lower point in its displacement, called respectively top dead center (TDC) and bottom dead center (BDC).

[0007] Usually, the operation of a passenger vehicle engine has four strokes: • Intake • Compression • Combustion • Exhaust

[0008] The effect of the compression ratio becomes evident in the second stroke - the intake valves close after the injection of the air / fuel mixture, and this mixture is compressed so that the combustion process can begin. In this way, the geometric compression ratio of the engine is obtained: the ratio between the volume of the combustion chamber of the piston at its bottom dead center BDC (largest volume) and its top dead center TDC (smallest volume). Petition 870210119282, dated 12 / 21 / 2021, page 8 / 24 3 / 13

[0009] Gasoline engines typically use lower compression ratios (usually between 8:1 and 12:1), while ethanol-powered engines perform better with higher ratios (12:1 or even 14:1).

[0010] However, before the fuel reaches the combustion chamber, it travels a path from the vehicle's tank. This fuel is moved by a fuel pump and flows through ducts that transport the fuel - first, a hose and, subsequently, a more rigid and branched duct called a rail. The branches carry the fuel to be injected into the respective cylinders, and it is at the exit of these branches where the fuel injectors are positioned.

[0011] In addition, fuel impingement on the piston surface or intake duct walls can contribute to increased particulate emissions. Furthermore, fuel condensation in cold engine zones can result in incomplete combustion, generating hydrocarbons and carbon monoxide (HC and CO).

[0012] When discussing Otto cycle engines (engines traditionally used in automobiles), both those using Port Fuel Injection (PFI) and those operating with direct injection (DI) emit particulate matter above permitted limits. Therefore, the use of a particulate filter for gasoline engines (GPF) has been recommended to comply with new particulate emission regulations that have come into effect.

[0013] However, even with the use of GPF, engines can still generate particulate matter above the limits set by official health agencies, since pollutant emissions Petition 870210119282, dated 12 / 21 / 2021, page 9 / 24 4 / 13 also depend on driver behavior regarding how they drive and proper vehicle maintenance.

[0014] As is known, engines that employ direct injection (DI engines) at high pressure (from 200 BAR to 750 BAR, for example) are more likely to further reduce pollutant emissions, since the higher the pressure, the greater the reduction. However, operation under such high pressures brings a number of drawbacks, such as a drastic reduction in the durability of the internal components of the injection system, as well as a possible increase in fuel consumption in order to raise the system's working pressure to the desired levels.

[0015] Therefore, the most trivial solution would be the development of extremely robust fuel injection system parts and components to withstand pressures above 500 BAR, which would lead to an increase in development and manufacturing costs for injection system suppliers and vehicle manufacturers.

[0016] In the case of vehicles using flex-fuel engines, the fuel injection control system in DI engines typically uses only one pressure map, regardless of whether it is a gasoline or flex-fuel engine (E100 and / or gasoline). Furthermore, because the characteristics of ethanol expose the injection system to greater criticality regarding premature wear of high-pressure components (injector and pump) generated by the use of ethanol compared to gasoline, the injection systems are configured to limit the working pressure to a maximum of 200 BAR, regardless of the fuel type. Thus, there is a loss of system performance when the engine is running with ethanol. Petition 870210119282, dated 12 / 21 / 2021, page 10 / 24 5 / 13 gasoline, since the working limit of the high-pressure components could reach 350 BAR.

[0017] Thus, to overcome the technical problem of injecting fuel at high pressures and preserve the durability of its internal components (without increasing its complexity) by using ethanol and increase performance when the engine is running on gasoline, extracting maximum benefit and performance from the fuel injection system, providing a significant reduction in the amount of emissions, without increasing fuel consumption, making it more efficient in engine operating conditions, direct injection of heated fuel is performed.

[0018] One of the most effective techniques for achieving more accurate fuel combustion is to deliver it to the combustion chamber pre-heated. To do this, the fuel is heated to a predetermined temperature (target temperature). However, to have precise control over the fuel heating power...

[0019] In this sense, some techniques and solutions are already known, such as the one described in patent document WO2017 / 221039, which describes a system in which the amount of fuel injected into the engine is controlled and fuel pressure is increased based on a model of fuel heating in relation to the unheated model. In other words, it uses a complex logic that combines two injection control methods.

[0020] Furthermore, patent document BR102019027843 discloses a system employing a temperature sensor mechanically associated subsequently to the fuel heater device in relation to the fuel flow, without mentioning exactly where the temperature sensor is positioned. Petition 870210119282, dated 12 / 21 / 2021, page 11 / 24 6 / 13

[0021] However, none of the documents mentioned above provides a technique for the precise positioning of temperature sensors that measure the temperature of the injected fuel with maximum accuracy, allowing the temperature of the fuel to be injected to be controlled, in order to satisfactorily achieve a reduction in pollutants.

[0022] In this way, the present invention proposes to solve the problems of the state of the art in a much more efficient way, aiming at an extremely precise and accurate temperature reading. OBJECTIVES OF THE INVENTION

[0023] The present invention aims to provide a fuel injector device for internal combustion engines using a mixture of air and fuel flow applicable to a vehicle, in order to enable precise control of the heating temperature of the injected fuel and the consequent use of a direct injection (DI) system that operates at pressures (typically) around 200 BAR when operating only with ethanol and pressures around 350 BAR (or higher) when operating only with gasoline, improving engine performance, maintaining the durability of the internal components of the injection system, as well as preserving fuel consumption, through direct fuel injection. BRIEF DESCRIPTION OF THE INVENTION

[0024] In order to solve the technical problem presented and overcome the drawbacks of the prior art, the present invention aims to provide a device Petition 870210119282, dated 12 / 21 / 2021, page 12 / 24 7 / 13 • a fuel inlet region comprising at least one inlet body having an outer inlet body portion that includes an outer inlet body wall having an outer face of an outer inlet body wall, an inner inlet body portion that includes an inner inlet body wall having an inner face of an inner inlet body wall and that includes at least one inlet end; • an intermediate region associated with the entrance region and comprising at least one intermediate body having an external portion of an intermediate body that includes an external wall of an intermediate body having an external face of an external wall of an intermediate body, an internal portion of an intermediate body that includes an internal wall of an intermediate body having an internal face of an internal wall of an intermediate body; • a fuel outlet region associated with the intermediate region and comprising at least one outlet body having an outer outlet body portion that includes an outer outlet body wall having an outer face of an outer outlet body wall, an inner outlet body portion that includes an inner outlet body wall having an inner face of an inner outlet body wall; • at least one fuel flow regulating element associated with the internal portion of the intermediate body and the internal portion of the outlet body; • at least one associated and cooperating stroke limiting element with the outlet body and cooperating with the fuel flow regulating element, so as to comprise a body of

Claims

1. Fuel injector device having • a fuel inlet region (1) comprising at least one inlet body (11) having an outer inlet body portion that includes an outer inlet body wall having an outer face of an outer inlet body wall (111), an inner inlet body portion that includes an inner inlet body wall having an inner face of an inner inlet body wall (112) and that includes at least one inlet end (113); • an intermediate region (2) associated with the inlet region and comprising at least one intermediate body (21) having an outer intermediate body portion that includes an outer intermediate body wall having an outer face of an outer intermediate body wall (211), an inner intermediate body portion that includes an inner intermediate body wall having an inner face of an inner intermediate body wall (212);• a fuel outlet region (3) associated with the intermediate region and comprising at least one outlet body (31) having an outer outlet body portion that includes an outer outlet body wall having an outer outlet body wall face (311), an inner outlet body portion that includes an inner outlet body wall having an inner outlet body wall face (312); Petition 870210119282, dated 12 / 21 / 2021, page 20 / 24 2 / 3 • at least one fuel flow regulating element (4) associated with the inner intermediate body portion and the inner outlet body portion;• at least one stroke limiting element (5) associated and cooperating with the outlet body (31) and cooperating with the fuel flow regulating element (4), so as to comprise a stroke limiting element body (51) having an outer stroke limiting element body portion that includes an outer stroke limiting element body wall having an outer stroke limiting element body wall face (511), an inner stroke limiting element body portion that includes an inner stroke limiting element body wall having an inner stroke limiting element body wall face (512); • at least one electrical connection element (6);characterized in that it comprises at least one sensor (7) having a first sensor end (71) and a second sensor end (72), such that the first sensor end (71) is connected to the electrical connection element (6) and the second sensor end (72) is connected to the fuel outlet region (3).

2. Fuel injector device, according to claim 1, characterized in that the sensor (7) is positioned associated with the outer face of the outer wall of an intermediate body (211).

3. Fuel injector device, according to claim 1, characterized in that the sensor is positioned associated with the outer face of the outer wall of the outlet body (311). Petition 870210119282, dated 12 / 21 / 2021, page 21 / 24 3 / 3 4. Fuel injector device, according to claim 3, characterized in that the sensor (7) is positioned in association with the stroke limiting element (5).

5. Fuel injector device, according to claim 3, characterized in that the sensor (7) is positioned associated with the external portion of the stroke limiting element body.

6. Fuel injector device, according to claim 1, characterized in that it comprises a first opening (81) that propagates from the outer face of the outer wall of the outlet body (311) towards and to the inner face of the inner wall of the outlet body (312).

7. Fuel injector device, according to claim 1, characterized in that the sensor (7) is positioned associated with the outer face of the outer wall of the outlet body (311), propagates from the outer face of the outer wall of the outlet body (311) towards and to the inner face of the inner wall of the outlet body (312) and is associated with the inner face of the inner wall of the outlet body (312).

8. Fuel injector device, according to claim 1, characterized in that it comprises a second opening (82) that propagates from the outer face of the outer wall of the stroke limiting element body (511) towards and to the inner face of the inner wall of the stroke limiting element body (512) 9. Fuel injector device, according to claim 1, characterized in that the first opening (81) and the second opening (82) cooperate with each other.

10. Fuel injector device according to claim 1, characterized in that the sensor (7) comprises a temperature sensor.

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