Direct fuel injectors

Abstract

The present invention relates to direct fuel injectors. A fuel delivery system and a direct injector for injecting fuel directly into a cylinder are provided. In one example, the direct fuel injector includes a nozzle in fluid communication with a fuel source, the nozzle including a first set of orifices, each of the orifices in the first set being arranged on an intake side of the nozzle at a first orifice angle. The direct fuel injector also includes a second set of orifices, each of the orifices in the second set being arranged on an exhaust side of the nozzle at a second orifice angle greater than the first orifice angle.

Description

Technical Field

[0001] The present invention generally relates to direct fuel injectors in a fuel delivery system of an engine. Background Art

[0002] Fuel delivery systems in internal combustion engines have used fuel injectors to deliver fuel directly into the engine combustion chamber. Previous direct fuel injectors have included a nozzle with a small number of orifices that provide a jet of fuel to the combustion chamber during a desired interval. An example method shown by Albrodt in US9,194,351 is a fuel injection valve. Albrodt discloses a fuel injection valve having a perforated disk at the end of the injector valve. The perforated disk includes an outlet opening that is configured to spray fuel in a pattern that promotes mixing. Specifically, the outlet opening in Albrodt is arranged to generate a vortex in the fuel spray to increase mixing in the combustion chamber. The inventors have recognized several problems with Albrodt's fuel injection valve and other fuel injectors. For example, the disk in the fuel injection valve includes a small number of openings that direct a portion of the fuel spray to the combustion chamber wall and piston. Therefore, an engine using Albrodt's fuel injection valve may experience wall wetting. As a result, fuel on the wall may not completely combust during the power stroke, thereby increasing emissions (eg, smoke and particulate matter emissions) and reducing combustion efficiency. Summary of the invention

[0003] The inventors have recognized the aforementioned problems and have developed a direct fuel injector to address these problems. In one example, a direct fuel injector includes a nozzle connected to a fuel source fluid. The nozzle includes a first group of orifices, each of the orifices in the first group being arranged on the intake side of the nozzle at a first orifice angle. The direct fuel injector also includes a second group of orifices, each of the orifices in the second group being arranged on the exhaust side of the nozzle at a second orifice angle greater than the first orifice angle. A direct fuel injector having a first group of orifices near the intake valve having an orifice angle greater than a second group of orifices near the exhaust valve enables the generation of a spray pattern that reduces fuel impingement on the cylinder wall and the piston. Therefore, an engine using a direct fuel injector can achieve reduced emissions and increased combustion efficiency. Specifically, the spray pattern generated by the fuel injector can reduce smoke and particulate matter emissions.

[0004] As an example, both the first set of orifices and the second set of orifices may be arranged in an arc / arranged in an arc around the central axis of the nozzle and have a common vertical position about the vertical axis. In this way, the injector produces a fuel spray pattern with an arcuate jet similar to a petal shape. This spray pattern also reduces wall wetting in the cylinder. As a result, the engine can achieve further emission reductions and increased combustion efficiency.

[0005] It should be understood that the above summary is provided to introduce some concepts in a simplified form, which are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is solely defined by the appended claims. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 A schematic depiction of an internal combustion engine is shown.

[0007] Figure 2 Shown in cross section with Figure 1 An illustration of an example cylinder of a direct fuel injector in an internal combustion engine is shown in FIG.

[0008] Figure 3 Show Figure 2 Detailed illustration of a direct fuel injector is shown in FIG.

[0009] Figure 4 Show Figure 3 A first embodiment of a nozzle included in a direct fuel injector is shown in FIG.

[0010] Figure 5 Shown in cross section Figure 4 Detailed view of the orifice in the nozzle shown in FIG.

[0011] Figure 6 Shown in cross section Figure 4 Detailed view of another orifice in the nozzle shown in FIG.

[0012] Figure 7 Show Figure 3 A second embodiment of a nozzle included in a direct fuel injector is shown in FIG.

[0013] Figure 8 Shown by Figure 3 A view of the spray pattern produced by a direct fuel injector is shown in FIG. DETAILED DESCRIPTION

[0014] The following description relates to a direct fuel injector in a fuel delivery system of an internal combustion engine. A direct fuel injector produces a spray pattern in different arcs that reduce wall wetting. For example, a nozzle may include different groups of orifices arranged in an arc around a central axis of the nozzle. Each of these groups of orifices may have a different theta angle (θ). Specifically, a first group of orifices adjacent to an intake valve may have a smaller theta angle (θ) than a second group of orifices adjacent to an exhaust valve. In this way, a fuel injector nozzle produces a spray pattern similar to a petal shape that reduces wall wetting. Specifically, a smaller nozzle and a petal-shaped jet produce smaller injected fuel droplets that have less momentum than previous multi-hole injectors. The reduction in momentum limits the penetration of the spray and enhances downstream droplet dispersion in the spray. Therefore, the spray pattern can cause the droplets to return rather than continue the injection path and hit the wall. In addition, the petal-shaped spray pattern can also achieve a desired amount of range and fuel evaporation in the cylinder to enable combustion stability to be maintained while also achieving the above-mentioned reduction in wall wetting. Thus, in engines utilizing the direct fuel injectors described herein, emissions may be reduced and combustion efficiency may be increased.

[0015] Figure 1 A schematic depiction of a vehicle having an internal combustion engine including a fuel delivery system having direct fuel injectors is shown. Figure 2 Cylinder and Figure 1 An example of a direct fuel injector in a fuel delivery system is shown in FIG. Figure 3 Show Figure 2 A detailed view of a direct fuel injector is shown in FIG. Figure 4 Show Figure 3 A first embodiment of a nozzle for a direct fuel injector is shown in FIG. 1 , the nozzle being configured to produce a fuel spray in an arcuate pattern similar to a flower petal. Figure 5 and Figure 6 Shown in cross section Figure 4 Detailed view of the different orifices included in the nozzle shown in FIG. 1 to highlight the different angular arrangements of the orifices. Figure 7 Show Figure 2 A second embodiment of a nozzle for a direct fuel injector is shown in FIG. Figure 8 Shown by Figure 4 The spray pattern produced by the nozzle of a direct fuel injector is shown.

[0016] Go to Figure 1 , schematically illustrates a vehicle 10 having an engine 12 with a fuel delivery system 14. Figure 1 Schematic depictions of various engine and fuel delivery system components are provided, but it should be understood that at least some of the components may have similar Figure 1The different spatial positions and ratios of the components shown in Figure 1 The components shown in FIG. 1 are of greater structural complexity. The structural details of the components are described in this article with reference to Figures 2 to 8 Discuss in more detail.

[0017] Figure 1 Also depicted is an intake system 16 that provides intake air to cylinders 18. Figure 1 The engine 12 is depicted with one cylinder, but the engine 12 may have an alternative number of cylinders. For example, in other examples, the engine 12 may include two cylinders, three cylinders, six cylinders, etc.

[0018] The intake system 16 includes an intake duct 20 and a throttle 22 coupled to the intake duct. The throttle 22 is configured to adjust the amount of air flow provided to the cylinder 18. In the depicted example, the intake duct 20 feeds air to an intake manifold 24. The intake manifold 24 is coupled to and in fluid communication with intake runners 26. The intake runners 26 in turn provide intake air to intake valves 28. In the illustrated example, Figure 1 Two intake valves are depicted in FIG. However, in other examples, cylinder 18 may include a single intake valve or more than two intake valves. Intake manifold 24 , intake runners 26 , and intake valves 28 are included in intake system 16 .

[0019] Intake valve 28 can be actuated by intake valve actuator 30. Similarly, exhaust valve 32 connected to cylinder 18 can be actuated by exhaust valve actuator 34. Specifically, each intake valve can be actuated by an associated intake valve actuator and each exhaust valve can be actuated by an associated exhaust valve actuator. In one example, intake valve actuator 30 and exhaust valve actuator 34 can adopt cams respectively connected to intake camshaft and exhaust camshaft to open / close valve. Continuing with the example of cam-driven valve actuator, intake camshaft and exhaust camshaft can be rotationally connected to crankshaft. In addition in this example, valve actuator can utilize one or more of cam profile switching (CPS) system, variable cam timing (VCT) system, variable valve timing (VVT) system and / or variable valve lift (VVL) system to change valve operation. Therefore, if necessary, cam timing device can be used to change valve timing. Therefore, it should be understood that valve overlap can occur in the engine if desired. In another example, the intake valve actuator 30 and / or the exhaust valve actuator 34 can be controlled by electric valve actuation. For example, the valve actuators 30 and 34 can be electric valve actuators controlled via electronic actuation. In yet another example, the cylinder 18 can alternatively include an exhaust valve controlled via electric valve actuation, and an intake valve controlled via cam actuation, the cam actuation including a CPS and / or VCT system. In yet other embodiments, the intake valve and the exhaust valve can be controlled by a common valve actuator or actuation system.

[0020] The fuel delivery system 14 provides pressurized fuel to the direct fuel injectors 36. The fuel delivery system 14 includes a fuel tank 38 that stores a liquid fuel (e.g., gasoline, diesel, biodiesel, alcohols (e.g., ethanol and / or methane), and / or combinations thereof). The fuel delivery system 14 also includes a fuel pump 40 that pressurizes the fuel and produces a fuel flow to the direct fuel injectors 36. A fuel conduit 42 provides fluid communication between the fuel pump 40 and the direct fuel injectors 36. The direct fuel injectors 36 are coupled (e.g., directly coupled) to the cylinders 18. The direct fuel injectors 36 are configured to provide a metered amount of fuel to the cylinders 18. The fuel delivery system 14 may include a fuel pump 40 that is not provided in the cylinder 18. Figure 1 . For example, the fuel delivery system 14 may include a second fuel pump. In this example, for example, the first fuel pump may be a lift pump and the second fuel pump may be a high pressure pump. Additional fuel delivery system components may include check valves, return lines, etc. to enable fuel to be provided to the injectors at a desired pressure.

[0021] An ignition system 44 (e.g., a distributorless ignition system) is also included in engine 12. Ignition system 44 provides an ignition spark to the cylinder via an ignition device 46 (e.g., a spark plug) in response to a control signal from controller 100. However, in other examples, the engine may be designed to implement compression ignition, and thus the ignition system may be omitted in this example.

[0022] An exhaust system 48 configured to manage exhaust gas from the cylinders 18 is also included in the vehicle 10 , such as Figure 1 The exhaust system 48 includes an exhaust valve 32 coupled to the cylinder 18. Specifically, Figure 1 4 and 5. Two exhaust valves are shown in FIG. 4. However, engines with alternative numbers of exhaust valves are contemplated, such as engines with a single exhaust valve, three exhaust valves, etc. Exhaust valve 32 is in fluid communication with exhaust runner 50. Exhaust runner 50 is coupled to and in fluid communication with exhaust manifold 52. Exhaust manifold 52 is in turn coupled to exhaust conduit 54. Exhaust runner 50, exhaust manifold 52, and exhaust conduit 54 are included in exhaust system 48. Exhaust system 48 also includes an emission control device 56 coupled to exhaust conduit 54. Emission control device 56 may include a filter, a catalyst, an absorber, etc., for reducing tailpipe emissions.

[0023] During engine operation, the cylinder 18 typically undergoes a four-stroke cycle: the cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, generally, the exhaust valve is closed and the intake valve is open. Air is introduced into the cylinder via the corresponding intake passage, and the cylinder piston moves to the bottom of the cylinder to increase the volume within the cylinder. The position of the piston near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber is at its maximum volume) is generally referred to as the bottom dead center (BDC) by those skilled in the art. During the compression stroke, both the intake and exhaust valves are closed. The piston moves toward the cylinder head to compress the air within the combustion chamber. The point at which the piston is at the end of its stroke and closest to the cylinder head (e.g., when the combustion chamber is at its minimum volume) is generally referred to as the top dead center (TDC) by those skilled in the art. In a process referred to herein as injection, fuel is introduced into the cylinder. In a process referred to herein as ignition, the injected fuel in the combustion chamber is ignited via a spark from an ignition device (e.g., a spark plug) and / or compression (in the case of a compression ignition engine). During the expansion stroke, the expanding gases push the piston back to BDC. The crankshaft converts this piston movement into a rotational torque of the rotating shaft. During the exhaust stroke, in a conventional design, the exhaust valve opens to release the remaining burned air-fuel mixture to the corresponding exhaust passage and the piston returns to TDC.

[0024] Figure 1Also shown is a controller 100 in the vehicle 10. Specifically, the controller 100 is Figure 1 1 is a conventional microcomputer including: a microprocessor unit (CPU) 102, input / output ports (I / O) 104, a read-only memory (ROM) 106, a random access memory (RAM) 108, a keep-alive memory (KAM) 110, and a conventional data bus. The controller 100 is configured to receive various signals from sensors coupled to the engine 12. The sensors may include an engine coolant temperature sensor 120, an exhaust gas sensor 122, an intake air flow sensor 124, etc. In addition, the controller 100 is also configured to receive a throttle position (TP) from a throttle position sensor 112 coupled to a pedal 114 actuated by an operator 116.

[0025] In addition, the controller 100 may be configured to trigger one or more actuators and / or send commands to components. For example, the controller 100 may trigger adjustments to the throttle 22, the intake valve actuator 30, the exhaust valve actuator 34, the ignition system 44, and / or the fuel delivery system 14. Specifically, the controller 100 may be configured to send signals to the ignition device 46 and / or the direct fuel injector 36 to adjust the operation of the spark and / or fuel delivered to the cylinder 18. Thus, the controller 100 receives information from various sensors and uses various actuators to adjust engine operation based on the received signals and instructions stored in the memory of the controller. Therefore, it should be understood that the controller 100 can send signals to the fuel delivery system 14 and receive signals from the fuel delivery system 14.

[0026] For example, adjusting the direct fuel injector 36 may include adjusting the fuel injector actuator to adjust the direct fuel injector. In yet another example, the amount of fuel delivered via the direct fuel injector 36 may be determined empirically and stored in a predetermined lookup table or function. For example, a table may correspond to determining the amount of direct injection. The table may be indexed to engine operating conditions, such as engine speed and engine load, among other engine operating conditions. In addition, the table may output the amount of fuel injected into the cylinder via the direct fuel injector at each cylinder cycle. Moreover, commanding the direct fuel injector to inject fuel may include generating a pulse width signal at a controller and sending the pulse width signal to the direct fuel injector.

[0027] Figure 2 1 shows a cross-section of an example of engine 12. Engine 12 is shown to include a cylinder block 200 coupled to a cylinder head 202 to form cylinders 18. One of exhaust valves 32 and one of intake valves 28 are located at Figure 2 Therefore, it should be understood that the additional exhaust and intake valves are Figure 2However, in other examples, only one intake valve and one exhaust valve may be coupled to the cylinder.

[0028] In addition, piston 204 is disposed within cylinder 18 and is connected to crankshaft 206. Direct fuel injector 36, and specifically nozzle 208 of direct fuel injector 36 is shown as being positioned in an upper region of cylinder 18 with respect to center axis 210 of cylinder 18. In addition, in the illustrated example, direct fuel injector 36 is also positioned horizontally between intake valve 28 and exhaust valve 32. Specifically, nozzle 208 of direct fuel injector 36 is positioned between intake valve 28 and exhaust valve 32 with respect to a horizontal axis. Coordinate axes X and Z are provided for reference. In one example, the Z axis may be parallel to the gravity axis. In addition, the X axis may be a lateral or horizontal axis.

[0029] Figure 2 Also shown is one of the intake runners 26 in fluid communication with the intake valve 28. Likewise, Figure 2 Also shown is one of the exhaust runners 50 in fluid communication with the exhaust valve 32. It should be understood that Figure 2 The exhaust runners shown in FIG. 1 allow exhaust gas to flow to downstream components in the exhaust system. On the other hand, Figure 2 The intake runners shown in FIG. 8 receive intake air from upstream intake system components.

[0030] Direct fuel injector 36 is also shown as Figure 1 The fuel source in the fuel delivery system 14 shown in FIG. 1 receives fuel. It should be appreciated that the fuel source may be one or more of the upstream components in the fuel delivery system, such as a fuel conduit, a fuel pump, a fuel tank, a fuel rail, etc.

[0031] Figure 3 Show Figure 2 Detailed view of a direct fuel injector 36 is shown in FIG. The direct fuel injector 36 includes a body 300. The body 300 is configured to Figure 1 The fuel source in the fuel delivery system 14 shown in FIG. 1 receives fuel. The body 300 may include a fuel source 120 for receiving fuel from the .... Figure 1 The controller 100 shown in FIG. 1 receives a control signal from an actuator (eg, a solenoid).

[0032] continue Figure 3 The direct fuel injector 36 also includes a fuel injector configured to spray a metered amount of fuel into the Figure 2 The nozzle 208 in the cylinder 18 is shown in FIG. The example orifice angle 302 is Figure 3 . The orifice angle 302 may correspond to a single orifice included in the nozzle 208. Specifically, in one example, the orifice angle 302 may be the theta angle (θ) of the associated orifice. The orifice angle of the nozzle is herein referred to as Figure 4 , Figure 5 as well as Figure 6 Discuss in more detail.

[0033] Figure 4 Show Figure 3 A detailed view of a first embodiment of a nozzle 208 in a direct fuel injector 36 is shown in FIG. Figure 4 , the nozzle of the fuel injector is viewed from an upward angle. The Y axis and the X axis are provided for reference. The Y axis can be the longitudinal axis and the X axis can be the transverse axis, or vice versa. The nozzle 208 includes a nozzle configured to Figure 3 The injector body 300 shown in FIG. 1 includes a plurality of orifices 400 for receiving fuel. The orifices are shown as being arranged in an arc about a central axis 402 of the nozzle 208. Specifically, in the depicted example, the orifices circumferentially surround the central axis 402 with equal radius. However, in other examples, the orifices may extend only a portion of the path around the central axis 402 or may include groups of orifices spaced apart from each other on different sides of the nozzle 208. In yet another example, the plurality of orifices may have radii that vary about the central axis, and further, in one example, each of the orifices may be arranged at a common vertical position (e.g., depth) about the central axis 402 of the nozzle 208. The central axis 402 of the nozzle 208 may be parallel to the central axis 402 of the nozzle 208. Figure 2 The central axis 210 and / or Z-axis of the cylinder 18 are shown in FIG.

[0034] The orifices in the nozzle 208 can conceptually be divided into different groups. Thus, the nozzle 208 comprises a first group of orifices 404 having a plurality of orifices 406. The first group of orifices 404 is arranged on an intake side 408 of the nozzle 208. Figure 4 , which may be a dividing line extending through the central axis 402 between the exhaust side 409 and the intake side 408 of the nozzle 208. However, the sides of the nozzle 208 may be defined using other boundaries. It should be appreciated that the intake side of the nozzle may be proximate to one or more intake valves coupled to the cylinder in which the nozzle is positioned. It should also be appreciated that the exhaust side of the nozzle may be proximate to one or more exhaust valves coupled to the cylinder.

[0035] Each of the orifices 406 included in the first set of orifices 404 may be arranged at a similar orifice angle (eg, theta angle (θ)). An exemplary orifice angle for one of the orifices included in the nozzle 208 is Figure 5Detailedly shown in and discussed in more detail herein. However, in other examples, the orifice angles of the orifices may not be equal in the first group of orifices. For example, the orifice angles of the orifices in the first group may increase or decrease in a clockwise or counterclockwise direction around the central axis 402. In one example, the orifice angle of the orifice 406 in the first group of orifices 404 may be less than 30° or may be between 25° and 30°. Specifically, in a specific example, the orifice angle of each of the orifices 406 in the first group of orifices 404 may be 27.4°. When the orifices in the first group are arranged at an angle within the aforementioned angle range or specifically at 27.4°, the fuel spray from the orifice may be directed away from the cylinder wall and the piston while achieving a deep cylinder range. Therefore, cylinder wall wetting is reduced during combustion operation in the engine. Therefore, engine emissions (e.g., particulate matter emissions and smoke emissions) may be reduced and combustion efficiency may be increased.

[0036] In addition, the nozzle 208 includes a second group of orifices 412 having a plurality of orifices 414. The second group of orifices 412 is arranged on the exhaust side 409 of the nozzle 208. Each of the orifices 414 included in the second group of orifices 412 can be arranged at a similar orifice angle (e.g., theta angle (θ)). In addition, the orifice angle of the orifice 414 in the second group of orifices 412 can be greater than the orifice angle of the orifice 406 in the first group of orifices 404. In this way, the orifice angles of these groups of orifices are changed so that the fuel can be sprayed in an arc at different range angles to produce a spray pattern that is conducive to reducing wall wetting. In a specific example, the orifice angle of the orifice 414 in the second group of orifices 412 can be greater than 30° or can be specifically between 35° and 45°. Specifically, in a specific example, the orifice angle of the orifice 414 in the second group of orifices 412 can be 40.1°. However, in other examples, the aperture angles of the apertures in the second group may not be equal. For example, the aperture angles of the apertures in the second group may increase or decrease in a clockwise or counterclockwise direction around the central axis 402 .

[0037] Furthermore, the nozzle 208 includes a third set of orifices 416. The third set of orifices 416 can be conceptually divided into a first orifice group 418 and a second orifice group 420. The first orifice group 418 includes a plurality of orifices 422 and the second orifice group 420 likewise includes a plurality of orifices 424.

[0038] In the illustrated example, the first orifice group 418 and the second orifice group 420 are spaced apart from each other. Specifically, the first orifice group 418 and the second orifice group 420 are positioned on opposite sides of the nozzle 208. In addition, the third group of orifices 416 is positioned between the first group of orifices 404 and the second group of orifices 412. The plurality of orifices 422 included in the first orifice group 418 extend from the intake side 408 of the nozzle 208 across the dividing line 410 to the exhaust side 409 of the nozzle. Similarly, the plurality of orifices 424 included in the second orifice group 420 also extend from the intake side 408 of the nozzle 208 to the exhaust side 409. Another purpose of arranging the third group of orifices in this manner is to achieve fuel away from the cylinder wall. Therefore, wall wetting is further reduced during engine combustion.

[0039] In one example, the first set of orifices 404, the second set of orifices 412, and / or the third set of orifices 416 may be designed for specific cylinder regions based on engine events. For example, the orifice angles of one or more of these sets of orifices may be designed to improve air / fuel mixing during part load while not compromising emissions performance by keeping fuel and wall impact low. In another example, the orifice angles of one or more of these sets of orifices may be designed to increase combustion efficiency during cold start when air / fuel charge is stratified. Continuing with this example, the purpose of designing the first set of orifices 404 may be to deliver fuel to the spark plug region to provide stable combustion.

[0040] Each of the orifices included in the third group of orifices 416 may be arranged at a similar orifice angle (e.g., theta angle (θ)). In addition, the orifice angle of the orifices in the third group of orifices 416 may be greater than the orifice angle of the orifices in the first group of orifices 404 and less than the angle of the orifices in the second group of orifices 412. In this way, the orifice angle (e.g., theta angle) of the orifice increases in the direction toward the intake valve. In a specific example, the orifice angle of the orifices in the third group of orifices 416 may be between 30° and 35°. Specifically, in a specific example, the orifice angle of the orifices in the third group of orifices 416 may be 32.4°. However, in other examples, the orifice angles of the orifices in the third group may not be equal. For example, the orifice angles of the orifices in the third group may increase or decrease in a clockwise or counterclockwise direction.

[0041] In addition, Figure 4 In the embodiment of the present invention, each of these groups of orifices includes eight (8) orifices. Thus, the total number of orifices in the nozzle 208 is twenty-four (24). However, nozzles having alternative numbers of orifices have been contemplated. For example, in other examples, the nozzle may include twenty-eight (28) or sixteen (16) orifices.

[0042] In addition, Figure 4In the embodiment of the present invention, each of the orifices in the first group of orifices 404, the second group of orifices 412, and the third group of orifices 416 may have a similar diameter and shape. In one example, the orifice may have a circular or elliptical shape. In the case of an elliptical shape, each orifice may have a larger and smaller diameter. However, other orifice shapes have been envisioned. In one example, the diameter of the orifice may be less than 85 microns (μm). When the orifice diameter is less than the aforementioned threshold diameter, the fuel plume generated by the nozzle may have smaller droplets that promote further wall wetting reduction. However, in other examples, the diameter and shape of the orifice may vary. For example, the diameter of the first group of orifices may be greater than the diameter of the second group of orifices, or vice versa. In yet another example, the third group of orifices may have a larger diameter than the first group of orifices and a smaller diameter than the second group of orifices. In other examples, the diameter of the orifice may vary in each group of orifices. For example, the diameter of the orifice in the first group may increase or decrease in a clockwise or counterclockwise direction.

[0043] Additionally, in the illustrated example, each of the orifices in the first group of orifices 404 , the second group of orifices 412 , and the third group of orifices 416 are sequentially spaced apart at equal azimuth angles measured about the central axis 402 of the nozzle 208 . Figure 4 4 illustrates the azimuth angle 426 formed by the intersection of a line 428 extending through the center 430 of the two orifices and the central axis 402. Specifically, in the depicted example, the azimuth angle is 15°. However, other azimuth angle values ​​are contemplated, such as 10°, 20°, 30°, etc. Figure 5 A cross-sectional viewing plane 432 is also provided at Figure 4 Instructions Figure 6 The cross-sectional viewing plane 433 is also Figure 4 is illustrated in the figure.

[0044] Figure 5 Shown is included in Figure 4 Detailed view of one of the orifices 500 in the nozzle 208 depicted in FIG. 4A . Specifically, the orifice 500 is one of the orifices included in the second set of orifices 412 . Figure 5 An orifice 500 is shown arranged at an orifice angle 501. The orifice angle 501 can be the angle formed between a centerline 502 of the orifice 500 and a vertical axis 504. In one example, the vertical axis 504 can be parallel to Figure 2 210 of the cylinder 18 shown in FIG. 210 . In addition, the centerline 502 may be perpendicular to a plane extending through an outer face 506 of the bore 500 .

[0045] Figure 5Also shown is a passage 510 extending through the nozzle tip 508. The passage 510 includes an inlet 512 that receives fuel from a tip cavity 514, and a discharge port 512 that leads to a nozzle at the orifice 500. Figure 2 The outlet 516 of the cylinder 18 is shown in FIG. The tip cavity 514 can be opened from an upstream injector component, such as Figure 2 The injector body 300 is shown in Figure 1, receiving a metered amount of fuel.

[0046] Figure 6 Shown is included in Figure 4 Detailed view of one of the orifices 600 in the nozzle 208 depicted in FIG. Specifically, the orifice 600 is one of the orifices included in the first set of orifices 404. The orifice 600 is arranged at an orifice angle 601. The orifice angle 601 can be the angle formed between the centerline 602 of the orifice 600 and the vertical axis 604. In one example, the vertical axis 604 can be parallel to Figure 2 602 may be perpendicular to a plane extending through an outer face 606 of the bore 600.

[0047] When compared Figure 5 and Figure 6 When it is clearly visible, Figure 6 The angle 601 of the orifice 600 shown in FIG. Figure 5 5. Specifically, in one example, angle 601 may be 27.4° and angle 501 may be 40.1°. Changing the angle of the nozzle in this manner enables the nozzle to produce a spray pattern that is conducive to reducing wall wetting.

[0048] in addition, Figure 6 A passage 610 is shown extending through the nozzle tip 508. The passage 610 includes an inlet 612 that receives fuel from the tip cavity 514 and a fuel opening at the orifice 600 that leads to the nozzle tip 508. Figure 2 The outlet 616 of the cylinder 18 is shown in FIG. The tip cavity 514 can be opened from an upstream injector component, such as Figure 2 The injector body 300 is shown in Figure 1, receiving a metered amount of fuel.

[0049] Figure 7The second embodiment of the nozzle 208 is shown. In the second embodiment, the orifice in the nozzle has a slit shape that is arcuate around the central axis 402. Specifically, the first group of slits 704, the second group of slits 706 and the third group of slits 708. The slits in each of these groups of slits can have similar sizes and profiles. However, in other examples, the size and profile of the slits in each group can be changed. As shown, each slit includes a first end 710 and a second end 712, wherein an arc segment 714 extends between the first end and the second end. In the depicted example, the width 716 of the arc segment remains unchanged along its length. However, in other examples, the width of the arc segment can be changed along its length. The benefit of the slit design is to have a smaller opening in the nozzle shape design, and the opening can be less than the threshold of 85 microns (μm). The slit design can deliver the same amount of fuel with a smaller opening by maintaining the same total opening area. Smaller opening / width will likely further reduce the spray range by producing smaller fuel droplets.

[0050] The slits may have the same Figure 4 The first embodiment of the nozzle shown in FIG. 1 depicts the angles of these groups of orifices at similar angles (e.g., theta angles, azimuth angles). For example, the first group of slits 704 can be arranged with a theta angle (θ) that is smaller than the theta angle (θ) of the second group of slits 706. In addition, Figure 7 The positioning of the first set of slits 704, the second set of slits 706, and the third set of slits 708 in the embodiment of the present invention may have the same Figure 4 The first set of orifices 404, the second set of orifices 412, and the third set of orifices 416 of the embodiment of the nozzle 208 shown in FIG.

[0051] Figure 8 Show Figure 4 The spray pattern 800 of the nozzle 208 is shown in FIG. For reference, the intake valve 28 and the exhaust valve 32 are also Figure 8 As shown in the figure, the illustration corresponds to Figure 4 8. As depicted, the fuel plume 802 forms arcs 804, 806, and 808 that resemble the shape of petals of a flower. Figure 8 , each arc corresponds to a different set of orifices in the nozzle. Specifically, arc 804 corresponds to Figure 4 The first set of orifices 404 shown in FIG. 8, arc 806 corresponds to Figure 4 The second set of orifices 412 is shown in FIG. 1 , and the arc 808 corresponds to Figure 4 The third set of orifices 416 is shown in FIG. Figure 8, when the fuel plume 802 forms a petal-like shape, wall wetting within the cylinder may be reduced. Specifically, the angular arrangement of the orifices may result in a reduction in fuel impingement on the cylinder walls and piston. Thus, emissions, and specifically smoke and particulate matter emissions, may be reduced while increasing combustion efficiency. Thus, the technical effect of arranging the orifices at an angle to produce separate fuel plumes directed toward the intake and exhaust valves may be a reduction in emissions and an increase in combustion efficiency.

[0052] Figures 1 to 8 An example configuration with relative positioning of various components is shown. If shown as directly contacting each other or directly connected, then at least in one example, these elements can be referred to as directly contacting or directly connected, respectively. Similarly, at least in one example, the elements shown as being adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. As an example, components that are coplanarly contacted with each other can be referred to as being in coplanar contact. As another example, in at least one example, components that are positioned separately from each other and have only intervals and no other components therebetween can be referred to as such. As another example, components that are shown as being above / below each other, on the opposite sides of each other, or on the left / right sides of each other can be referred to as such relative to each other. In addition, as shown in the accompanying drawings, in at least one example, the highest point of the topmost element or element can be referred to as the "top" of the component, and the lowest point of the bottommost element or element can be referred to as the "bottom" of the component. As used herein, top / bottom, above / below, above / below can be relative to the vertical axis of the accompanying drawings, and are used to describe the positioning of the elements of the accompanying drawings relative to each other. Therefore, in one example, the element shown as being above other elements is located vertically above the other elements. As yet another example, the shapes of elements depicted in the drawings may be referred to as having those shapes (e.g., such as annular, linear, planar, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Further, in one example, elements shown as being within another element or outside another element may be referred to as such.

[0053] The present invention will be further described in the following paragraphs. In one aspect, a direct fuel injector is provided. The direct fuel injector includes a nozzle in fluid communication with a fuel source, the nozzle comprising: a first group of orifices, each of the orifices in the first group being arranged on an intake side of the nozzle at a first orifice angle; and a second group of orifices, each of the orifices in the second group being arranged on an exhaust side of the nozzle at a second orifice angle greater than the first orifice angle.

[0054] In another aspect, a fuel delivery system is provided. The fuel delivery system includes a cylinder, an exhaust valve coupled to the cylinder, an intake valve coupled to the cylinder, and a direct fuel injector coupled to the cylinder, the direct fuel injector including a body receiving fuel from a fuel source and a nozzle in fluid communication with the body, the nozzle including: a first group of orifices including a plurality of orifices, each of the plurality of orifices in the first group of orifices being arranged on an intake side of the nozzle at a first orifice angle; and a second group of orifices including a plurality of orifices, each of the plurality of orifices in the second group of orifices being arranged on an exhaust side of the nozzle at a second orifice angle, the first orifice angle being less than the second orifice angle, wherein each of the first orifice angle and the second orifice angle is an angle formed between a centerline of the corresponding orifice and a vertical axis.

[0055] In another aspect, a direct fuel injector is provided. The direct fuel injector includes a body that receives fuel from a fuel source, and a nozzle in fluid communication with the body, the nozzle including: a first group of orifices including a plurality of orifices, each of the plurality of orifices in the first group of orifices being arranged at a first orifice angle and positioned on an intake side of the nozzle; a second group of orifices including a plurality of orifices, each of the plurality of orifices in the second group of orifices being arranged at a second orifice angle and positioned on an exhaust side of the nozzle, wherein the second orifice angle is greater than the first orifice angle; and a third group of orifices including a plurality of orifices, each of the plurality of orifices in the third group of orifices being arranged at a third orifice angle, wherein the third orifice angle is less than the second orifice angle and greater than the first orifice angle, wherein each of the first orifice angle, the second orifice angle, and the third orifice angle is an angle formed between a centerline of the corresponding orifice and a vertical axis.

[0056] In any or combination of the aspects herein, each of the first aperture angle and the second aperture angle may be an angle formed between a centerline of the corresponding aperture and the vertical axis.

[0057] In any or combination of the aspects herein, the first aperture angle may be less than 30 degrees and the second aperture angle may be greater than 30 degrees.

[0058] In any of the aspects herein or combinations of the aspects, the first aperture angle may be between 35 and 45 degrees and the second aperture angle may be between 25 and 35 degrees.

[0059] In any aspect or combination of the aspects herein, the direct fuel injector may further include a third group of orifices positioned between the first group of orifices and the second group of orifices, wherein the third group of orifices are arranged at a third orifice angle, wherein the third orifice angle may be smaller than the second orifice angle and greater than the first orifice angle.

[0060] In any aspect or combination of the aspects herein, the third group of orifices may include a first group of orifices spaced apart from a second group of orifices, and wherein the first orifice angle and the second group of orifices may both be arranged in an arc extending from an intake side of the nozzle to an exhaust side of the nozzle.

[0061] In any or combination of the aspects herein, the first and second sets of orifices may each be arranged in an arc about a central axis of the nozzle and have a common vertical position about the vertical axis.

[0062] In any or combination of the aspects herein, each of the orifices in the first and second sets of orifices may be sequentially spaced apart at equal azimuth angles measured about a central axis of the nozzle.

[0063] In any or combination of the aspects herein, each of the orifices in the first and second sets of orifices may have a diameter of less than 85 microns.

[0064] In any or combination of the aspects herein, the apertures included in each of the first and second sets of apertures may have a slit shape having an arc segment extending between a first end and a second end.

[0065] In any or combination of the aspects herein, the nozzle may be positioned between the intake valve and the exhaust valve about the horizontal axis.

[0066] In any aspect or combination of the aspects herein, the fuel delivery system may further include a third group of orifices positioned between the first group of orifices and the second group of orifices, wherein the third group of orifices are arranged at a third orifice angle, wherein the third orifice angle may be smaller than the second orifice angle and greater than the first orifice angle.

[0067] In any or combination of the aspects herein, the first aperture angle may be between 25 and 30 degrees and the second aperture angle may be between 35 and 45 degrees.

[0068] In any or combination of the aspects herein, the direct fuel injector may be positioned between the intake valve and the exhaust valve about the horizontal axis.

[0069] In any or combination of the aspects herein, the third set of apertures may extend from an intake side of the nozzle to an exhaust side of the nozzle.

[0070] In any of the aspects herein or combinations of the aspects, the first aperture angle may be between 25 and 30 degrees, the second aperture angle may be between 35 and 45 degrees, and the third aperture angle may be between 30 and 35 degrees.

[0071] It should be understood that the configurations and procedures disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0072] The accompanying claims specifically point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or the equivalent thereof. The claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, the same or different in scope to the original claims, are deemed to be included within the subject matter of the present disclosure.

Claims

1. A fuel system comprising: cylinder; an exhaust valve actuator coupled to the cylinder; an intake valve actuator coupled to the cylinder; and a direct fuel injector coupled to the cylinder, the direct fuel injector comprising: a nozzle in fluid communication with a fuel source, the nozzle comprising: a first set of orifices, each of the orifices in the first set being arranged on an inlet side of the nozzle at a first orifice angle, and the first set of orifices extending in an arc on the inlet side of the nozzle; and a second set of orifices, each of the orifices in the second set being arranged on an exhaust side of the nozzle at a second orifice angle greater than the first orifice angle, and the second set of orifices extending in an arc on the exhaust side of the nozzle; wherein there is only one circle of orifices around the central axis of the nozzle in the plane of the x-axis and y-axis of the nozzle, each orifice in the circle of orifices being located at an equal radius from the central axis in the plane, wherein the first group of orifices and the second group of orifices are part of the circle of orifices, wherein each of the first orifice angle and the second orifice angle is an angle formed between a centerline of a corresponding orifice and a vertical axis of the nozzle, wherein the centerline of the corresponding orifice is perpendicular to an outer surface plane of the corresponding orifice, wherein the first set of orifices is the only set of orifices located entirely on the intake side of the nozzle, the intake side of the nozzle being proximate to an intake valve of the cylinder, and Wherein the second set of orifices is the only set of orifices located entirely on the exhaust side of the nozzle, the exhaust side of the nozzle being proximate to an exhaust valve of the cylinder. 2 . The fuel system of claim 1 , wherein the first orifice angle is less than 30 degrees and the second orifice angle is greater than 30 degrees. 3 . The fuel system of claim 1 , wherein the first orifice angle is between 25 and 30 degrees and the second orifice angle is between 35 and 45 degrees.

4. The fuel system of claim 1 , wherein the direct fuel injector further comprises a third group of orifices positioned between the first group of orifices and the second group of orifices, the third group of orifices being arranged at a third orifice angle, wherein the third orifice angle is smaller than the second orifice angle and larger than the first orifice angle.

5. The fuel system of claim 4, wherein the third set of orifices includes a first orifice group spaced apart from a second orifice group, and wherein the first orifice group and the second orifice group are each arranged in an arc extending from the intake side of the nozzle to the exhaust side of the nozzle.

6. The fuel system of claim 1 wherein the first set of orifices and the second set of orifices are each arranged in the arc about the central axis of the nozzle and have a common vertical position about the vertical axis. 7 . The fuel system of claim 6 , wherein each of the orifices in the first and second groups of orifices are sequentially spaced apart at equal azimuth angles measured about the central axis of the nozzle.

8. The fuel system of claim 1 wherein each of the orifices in the first and second sets of orifices has a diameter less than 85 microns.

9. The fuel system of claim 1, wherein the orifices included in each of the first and second sets of orifices have a slit shape having an arcuate segment extending between a first end and a second end.

10. The fuel system of claim 1 further comprising: an exhaust valve coupled to the cylinder; as well as An intake valve is coupled to the cylinder.

11. The fuel system of claim 10, wherein the nozzle is positioned between the intake valve and the exhaust valve about a horizontal axis.

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