Fuel injector
By introducing a decompression zone and additional channels into the fuel injector, and utilizing the Venturi effect and hot gas to heat the fuel, the problem of insufficient fuel-air mixing in the fuel injector is solved, resulting in better fuel atomization and reduced emissions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- FORD GLOBAL TECH LLC
- Filing Date
- 2018-12-11
- Publication Date
- 2026-06-16
AI Technical Summary
Existing fuel injectors result in insufficient fuel-air mixing in the combustion chamber, leading to a poor air-fuel mixture and undesirable soot and hydrocarbon emissions, especially noticeable during cold starts when fuel impacts the piston surface.
Design a fuel injector comprising a fuel bladder and a main fuel passage within the injector body. The main fuel passage has a variable cross-sectional area to form a decompression zone and is connected to the fuel bladder and combustion chamber via an additional passage. The Venturi effect is used to promote fuel mixing and diffusion, while hot gas can be introduced into the fuel flow through the additional passage to heat the fuel.
It improves the quality of fuel-air mixing, reduces the possibility of fuel impacting the piston surface, enhances fuel atomization, and reduces soot and hydrocarbon emissions.
Smart Images
Figure CN110030134B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to fuel injectors, and more particularly to a fuel injector having a nozzle configuration for drawing fuel from a fuel sac and / or drawing hot gases from a combustion chamber, thereby accelerating fuel evaporation and reducing combustion chamber penetration. Background Technology
[0002] During the operation of an internal combustion engine, the quality of the combustion event depends on a number of conditions. One condition is the adequacy of the fuel-air mixture in the combustion chamber. A poor air-fuel mixture can produce undesirable soot and / or hydrocarbon emissions, especially during cold starts. One contributing factor to a poor mixture is fuel impact on the top surface of the piston as it moves through the combustion chamber. Long spray penetration can cause spray impact on the top surface of the piston, which can often keep the fuel in a cold, liquefied state. Fuel injectors have been used to inject fuel at high speeds in an attempt to atomize the fuel. Nevertheless, impact on the piston surface can still occur.
[0003] U.S. Patent No. 7,458,364, granted to Allen, discloses a fuel injection system that attempts to improve atomization. The disclosure in '364 includes a so-called mixing chamber into which a positive displacement pump injects a measured amount of fuel. When a partial vacuum is created in an adjacent combustion chamber, an air or exhaust manifold provides a supplemental gas flow to the mixing chamber to draw exhaust gas and fuel into the combustion chamber as a combined flow, attempting to entrain fuel into the exhaust stream. A vacuum is created in the combustion chamber by delaying the opening of the intake valve as the piston begins its downstroke. The mixing chamber includes atomizing nozzles on its outlet side to accelerate the flow.
[0004] This approach has several drawbacks. Firstly, the '364 system requires a very specific operation of the boost air intake valve to create a vacuum in the combustion chamber, allowing air or exhaust to flow through the mixing chamber to entrain fuel. The '364 is designed for use with smaller single-cylinder engines that do not include a fuel pump. The positive displacement pump is designed for metering injection, not for increasing pressure. Furthermore, the duration of fuel exposure to the passing air or exhaust stream appears relatively short. Any apparent heat transfer time between the fuel and exhaust also appears short. The exhaust and fuel streams appear to be merely blended. It seems that the fuel is only atomized within the blend when it enters the combustion chamber from the atomizing nozzle. Summary of the Invention
[0005] The inventors hereby disclose an engine, a fuel injector, and a method for injecting fuel into the combustion chamber of the engine, which reduces the likelihood of injected fuel impacting the top surface of the piston and provides an improved air-fuel mixture.
[0006] An embodiment may provide a fuel injector that includes an injector body. One end of the injector body may be configured to be positioned within a combustion chamber. A fuel bladder may be defined within the injector body, and a main fuel passage may fluidly connect the fuel bladder to the combustion chamber. The main fuel passage may have a varying cross-sectional area to form a decompression zone. An additional passage may fluidly connect the decompression zone to one of the fuel bladder and the combustion chamber.
[0007] In this way, the low-pressure zone allows some fuel to enter the main fuel passage from the fuel sac through an additional channel, and can disrupt the flow to induce better mixing and / or more efficient diffusion of the fuel as it exits the injector. Alternatively, in this way, the low-pressure zone can allow some hot gases from the combustion chamber to enter the main fuel passage from the combustion chamber through the additional channel, heating the fuel injected from the injector. Alternatively, in this way, the low-pressure zone can create a low-pressure area laterally towards the fuel flow exiting the injector outlet. In this way, the fuel flow exiting the nozzle outlet can be wider, thus allowing for diffusion.
[0008] The above-described advantages and other advantages and features of this specification will become apparent when considered alone or in conjunction with the following detailed description, which includes the accompanying drawings.
[0009] It should be understood that the above overview is provided to introduce, in a simplified form, some concepts further described in the detailed description. This is not intended to identify the key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any of the shortcomings mentioned above or in any part of this disclosure. Attached Figure Description
[0010] Figure 1 It is a schematic system diagram of the engine according to this disclosure.
[0011] Figure 2A This is a cross-sectional view of the valve body of the fuel injector according to this disclosure.
[0012] Figure 2B Based on this disclosure Figure 2A An enlarged, detailed cross-sectional view of a portion of the fuel injector shown.
[0013] Figure 3A This is a cross-sectional view of the valve body of the fuel injector according to this disclosure.
[0014] Figure 3B Based on this disclosure Figure 3A An enlarged, detailed cross-sectional view of a portion of the fuel injector shown.
[0015] Figure 4AThis is a cross-sectional view of the valve body of the fuel injector according to this disclosure.
[0016] Figure 4B Based on this disclosure Figure 4A An enlarged, detailed cross-sectional view of a portion of the fuel injector shown.
[0017] Figure 5A This is a cross-sectional view of another example fuel injector according to this disclosure, including a wall with a hole above the channel outlet.
[0018] Figure 5B Based on this disclosure Figure 5A An enlarged, detailed cross-sectional view of a portion of the fuel injector shown.
[0019] Figure 6 This is an enlarged detailed cross-sectional view of another example fuel injector according to this disclosure.
[0020] Figure 7 This is an enlarged detailed cross-sectional view of another example fuel injector according to this disclosure.
[0021] Figure 8 This is a side view showing an example shape and relative dimensions of the main fuel passage according to this disclosure. Detailed Implementation
[0022] Reference Figure 1 The internal combustion engine 10 can be controlled by an electronic engine controller 12. The internal combustion engine includes multiple cylinders, one of which is... Figure 1 As shown in the diagram. Engine 10 may include one or more combustion chambers 30, each substantially defined by cylinder walls 32. Piston 36 may be positioned within the combustion chamber 30 for reciprocating motion therein and is connected to crankshaft 40 to transmit the prime mover generated by the movement of piston 36. Flywheel (not shown) may be coupled to crankshaft 40. Piston position sensor 37 is shown positioned with crankshaft 40 to sense and / or otherwise determine the height or position of piston 36 within the cylinder (i.e., combustion chamber 30). A signal indicating the distance between piston 36 and fuel injector 200 may be sent to engine controller 12.
[0023] Combustion chamber 30 is shown to communicate with intake manifold 44 and exhaust manifold 48 via corresponding intake valve 52 and exhaust valve 54. Each intake and exhaust valve can be operated by intake cam 51 and exhaust cam 53. The position of intake cam 51 can be determined by intake cam sensor 55. The position of exhaust cam 53 can be determined by exhaust cam sensor 57. Intake cam 51 and exhaust cam 53 are movable relative to crankshaft 40.
[0024] Fuel injector 200 is shown positioned to inject fuel directly into cylinder 30, which is direct injection as known to those skilled in the art. Alternatively, fuel can be injected into the intake manifold, which is intake manifold injection as known to those skilled in the art. Fuel injector 200 can deliver liquid fuel in proportion to the pulse width of a signal from controller 12. Fuel can be delivered to fuel injector 200 via fuel system 150, which may include a fuel tank (not shown) and a fuel pump 154 connected to the fuel tank via an upstream fuel line 156.
[0025] Intake manifold 44 is shown to communicate with an optional electronic throttle valve 62, which adjusts the position of the throttle plate 64 to control airflow from intake port 42 to intake manifold 44. In one example, a low-pressure direct injection system can be used, in which fuel pressure can be increased to approximately 20-30 bar. Alternatively, a high-pressure two-stage fuel system can be used to generate even higher fuel pressures. In some instances, throttle valve 62 and throttle plate 64 may be positioned between intake valve 52 and intake manifold 44, such that throttle valve 62 is an intake manifold throttle valve.
[0026] An ignition system (not shown) can supply an ignition spark to the combustion chamber 30 via a spark plug (not shown) in response to controller 12. A universal exhaust oxygen (UEGO) sensor 126 is shown connected to the exhaust manifold 48 upstream of the catalytic converter 70. Alternatively, a dual-state exhaust oxygen sensor can be used instead of the UEGO sensor 126. In another example, the engine can be connected to an electric motor / battery system in a hybrid vehicle. Engine 10 can be a diesel engine and may not use a spark or ignition system, such as... Figure 1 As shown in the example engine 10 shown in the diagram.
[0027] In one example, the catalytic converter 70 may include multiple catalyst bricks. In another example, multiple emission control devices may be used, each having multiple bricks. In one example, the catalytic converter 70 may be a three-way catalyst. The temperature of the catalytic converter 70 can be measured or estimated via engine speed, engine load, engine coolant temperature, and spark timing.
[0028] Controller 12 in Figure 1The microcomputer, shown as conventional, includes: a microprocessor unit 102, an input / output port 104, a read-only memory 106 (e.g., non-transitory memory), a random access memory 108, a keep-alive memory 110, and a conventional data bus. The controller 12 is shown receiving various signals from sensors coupled to the engine 10, in addition to those previously discussed, including: engine coolant temperature (ECT) from a temperature sensor 112 coupled to the cooling sleeve 114; a position sensor 134 coupled to the accelerator pedal 130 for sensing the force applied by the foot 132; engine manifold pressure (MAP) measurements from a pressure sensor 122 coupled to the intake manifold 44; an engine position sensor from a Hall effect sensor 118 sensing the position of the crankshaft 40; air quality measurements entering the engine from sensor 120; road gradient measurements from inclinometer 35; and throttle position measurements from sensor 58. Atmospheric pressure (sensor not shown) can also be sensed for processing by the controller 12.
[0029] In a preferred aspect of this specification, the engine position sensor 118 generates a predetermined number of equidistant pulses at each revolution of the crankshaft, from which the engine speed (RPM) can be determined. The engine position sensor 118 and the position positioning sensor 37 may be the same sensor.
[0030] During operation, each cylinder within engine 10 typically undergoes a four-stroke cycle: this cycle may include an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, typically, exhaust valve 54 is closed and intake valve 52 is open. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder to increase the volume within combustion chamber 30. The position of piston 36 near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its maximum volume) is generally referred to by those skilled in the art as bottom dead center (BDC). During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head to compress the air within combustion chamber 30. The point at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30 is at its minimum volume) is generally referred to by those skilled in the art as top dead center (TDC). Fuel is introduced into combustion chamber 30 during a process referred to below as injection. Ignition is then performed during a process referred to below as ignition. Fuel can be combusted via autoignition through increased compression or via spark ignition. During the expansion stroke, the expanding gas pushes piston 36 back to the BDC. Crankshaft 40 converts the piston motion into rotational torque on the rotating shaft. Finally, during the exhaust stroke, exhaust valve 54 opens to release the combusted air-fuel mixture into exhaust manifold 48, and the piston returns to the TDC. Note that the above is only shown as an example, and the timing of intake and exhaust valve opening and / or closing can vary, for example, to provide positive or negative valve overlap, late intake valve closing, or various other instances.
[0031] Controller 12 can be configured to receive input from engine 10, such as Figure 1 As shown in more detail, this controls the engine's torque output and / or the operation of the torque converter, transmission, DISG, clutch, and / or brakes. In the case of a diesel engine, controller 12 can control the engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and air intake. Engine control can be performed on a cylinder-by-cylinder basis to control the engine torque output.
[0032] As described above, engine 10 may include a fuel system 150. A fuel line 152 may be included to supply high-pressure fuel for combustion in combustion chamber 30. Engine system 150 may include a fuel pump 154 configured to move fuel from a fuel tank (not shown) via an upstream fuel line 156. Fuel pump 154 may also pressurize the fuel, thereby providing high-pressure fuel. Fuel control line 157 may operatively connect fuel pump 156 to controller 12.
[0033] Engine 10 may include an EGR system (not shown). An exhaust gas recirculation (EGR) line and an EGR valve may be provided to at least partially regulate the EGR system.
[0034] Figures 2A to 4B This is a cross-sectional view showing various example fuel injectors 200 according to this disclosure. Figure 2B , 3B 4B and 4B are respectively Figure 2A , 3A Detailed views of part 4A. Fuel injector 200 may include injector body 202. Fuel injector 200 may have an end 204 of injector body 202, which may be configured to be positioned within combustion chamber 30 (e.g., Figure 1 In the combustion chamber shown. The fuel bladder 206 can be confined within the injector body 202. The main fuel passage 208 can be configured to fluidly connect the fuel bladder 206 to the combustion chamber 30. The main fuel passage 208 may have a varying cross-sectional area to form a decompression zone 210. The decompression zone 210 can be achieved by a variation in flow velocity, which in turn is achieved by a reduction in the cross-section of the flow path, as described by the Venturi effect. An additional passage 212 can fluidly connect the decompression zone 210 to one of the fuel bladder 206 and the combustion chamber 30.
[0035] The main fuel passage 208 may be formed in, through, or by the wall of the injector body 202. The main fuel passage 208 may be integral with the injector body 202, or it may be formed in or through an additional element that may be added to or connected to the injector body 202. The varying cross-sectional area can refer to the relatively large or small cross-sectional area measured at various locations along the longitudinal axis 209 of the main fuel passage 208.
[0036] Figure 2A-4B An example embodiment as described herein is shown, wherein at least one additional channel 212 fluidly connects the depressurization zone 210 to the fuel bladder 206. It should be understood that, alternatively, one, three or more additional channels 212 may fluidly connect the depressurization zone 210 to the fuel bladder 206.
[0037] In some cases, the main fuel passage 208 may have a reduced cross-sectional portion 230 that defines a truncated cone shape, and an enlarged cross-sectional portion 232 that may or may not define a truncated cone shape. The surfaces of each truncated cone 234, 236 may be composed of straight lines or curves, as shown in the examples illustrated.
[0038] The term "one or more additional passages" can refer to one or more additional passages 212 of the type described herein. For example, one or more of the first additional passages 214 may extend from the decompression zone 210 to the fuel bladder 206, and one or more of the second additional passages 216 may extend from the decompression zone 210 to the combustion chamber 30. Furthermore, it should be understood that the various elements included in the specific example shown in the figures can be combined with elements in other figures and can be used in a variety of numbers and arrangements.
[0039] In some instances, the additional channel may be a first additional channel 214. The fuel injector 200 may also, or alternatively, include a second additional channel 216, wherein the first additional channel 214 may connect the decompression zone 210 to the fuel sac 206, such as... Figure 2A-2B As shown (and as discussed later) Figures 5A-5B (as shown in the diagram), and the second additional channel 216 can connect the decompression zone 210 to the combustion chamber 30, as shown in the diagram. Figures 3A-3B As shown (and as discussed later) Figure 6 (As shown). Some example embodiments may include a first additional channel 214 and a second additional channel 216, such as Figures 4A-4B As shown (and as discussed later) Figure 7 (As shown).
[0040] In some instances, the auxiliary channel 212 may terminate in a decompression zone in a direction substantially perpendicular to the flow direction of the main fuel channel 208. Specifically, the first auxiliary channel 214 and / or the second auxiliary channel 216 may terminate in a decompression zone in a direction substantially perpendicular to the flow direction of the main fuel channel 208. In this way, the fuel flow can be atomized particularly well, and the penetration of fuel into the combustion chamber 30 can be controlled particularly well.
[0041] Figure 8 This is a side view showing an example shape and relative dimensions of the main fuel passage 208 according to the present disclosure. The main fuel passage 208 may have a predetermined passage length, as indicated by arrow 218. The main fuel passage 208 may be venturi-shaped. The main fuel passage 208 may have an inlet 219 with an inlet diameter indicated by arrow 220, an outlet 221 with an outlet diameter indicated by arrow 222, and a decompression zone diameter indicated by arrow 224. The main fuel passage 208 may have an inlet cone length indicated by arrow 226, an outlet cone length indicated by arrow 228, and a decompression zone length indicated by arrow 230. Either or both of the inlet cone and the outlet cone may define a truncated cone. The inlet truncated cone 242 may have a surface radius indicated by arrow 232, and the outlet truncated cone 244 may have a surface radius indicated by arrow 234.
[0042] As shown in the figure, in some example embodiments, the radius of the inlet truncated cone (arrow 232) may be smaller than the radius of the outlet truncated cone (arrow 234). In some example embodiments, the length of the inlet cone (arrow 226) may be shorter than the length of the outlet cone (arrow 228). Other combinations and relationships are also possible.
[0043] According to this disclosure, various sizes can be used in different embodiments. For example, the inlet cone length (arrow 226) can be substantially 0.8 to 1 mm. The inlet diameter (arrow 220) of the main fuel passage 208 can be substantially 1.5 to 2 mm, and the outlet diameter (arrow 222) can be substantially 1.5 to 2 mm. The diameter of the depressurization zone (arrow 224) can be 0.2 to 0.3 mm. In another example, the embodiment may include a venturi-shaped nozzle with a nozzle length (arrow 218) ranging from substantially 5 to 8 mm. The inlet diameter (arrow 220) can range from substantially 4 to 6 mm. The outlet diameter can range from substantially 4 to 6 mm. Other sizes can be used.
[0044] The embodiment may provide multiple main fuel passages 208. Each may be provided with a corresponding auxiliary fuel passage 212 in a similar configuration. The multiple main fuel passages 208 may be evenly spaced and circumferentially arranged around the injector body 202.
[0045] Some example embodiments may provide a fuel injector 200 that may include a dome-shaped wall 250 disposed above the outlet 221 of the main fuel passage 208, the dome-shaped wall having two or more holes 252 to allow fuel to pass from the main fuel passage 208 into the combustion chamber 30. (See also...) Figure 6 The arrow indicates the radial direction 254. An additional fuel passage 212 (in this case, a second additional passage 216) can lead to the combustion chamber 30 at a position 256 radially outward of the dome wall 250. In this way, a particularly low static pressure can exist in the area directly behind the neck region. This low static pressure can be used to deliver hot air from the combustion cylinder to the neck region of the fuel injector for spray impingement, increasing turbulence and promoting flash boiling, thereby achieving faster spray atomization. Embodiments can also often promote spray atomization by creating cavitation in the nozzle neck region, where very low static pressure can be generated due to flow acceleration.
[0046] An example embodiment may provide a fuel injector 200 that may include an injector body 202. A fuel bladder 206 may be defined within the injector body 202. An injector needle valve 260 may be configured to move within the injector body 202 to pressurize fuel within the fuel bladder 206. One or more venturi-shaped nozzle passages 208 may extend from the fuel bladder 206 to an outer end 204 of the injector body 202. The nozzle passage 208 may include a throat region 211 located between a nozzle inlet 219 and a nozzle outlet 221 at the outer end 204. One or more flow-connecting passages 213 may fluidly connect the throat region 211 to one or both of the sides of the fuel bladder 206 and the nozzle outlet 221.
[0047] One or more flow connection channels 213 can fluidly connect the throat region 211 to the fuel sac 206, and wherein fuel passing through the throat region can create pressure at the first end 262 of one or more flow connection channels 213 to force fuel from the fuel sac into the throat region.
[0048] The outer end 204 of the injector body 202 can be positioned within the combustion chamber 30 of an internal combustion engine. One or more flow-connecting passages 213 can connect the throat region 211 to the side of the nozzle outlet 221, whereby allowing fuel to pass through the throat region 211 can create a low-pressure zone towards the side of the nozzle outlet 221. In this way, the generated low pressure can tend to widen the fuel flow through the outlet 221. In this way, improved mixing and reduced penetration can be achieved.
[0049] The outer end 204 of the injector body can be positioned within the combustion chamber 30 of the internal combustion engine, and one or more flow connection passages 213 can connect the throat region 211 to the combustion chamber 30 at their second end 264, wherein fuel is passed through the throat region to create a low-pressure zone to draw gas from the combustion chamber into the throat region. In this way, the fuel can be heated within the main fuel passage 208.
[0050] The fuel injector 200 may also include a wall 250 extending above the nozzle outlet 221. The wall 251 may have two or more spaced-apart orifices 252 to allow fuel to pass through it. The wall 251 may be a bulbous wall 251 extending outward from the outer side of the annular edge 266 of the nozzle outlet 221 and above it. The wall 251 may have two or more spaced-apart orifices 252 to allow fuel to pass through it and enter the combustion chamber 30 of the internal combustion engine. At least one of the flow-jointing channels 213 may extend from the throat region 211 to the side of the wall 251 radially outward from the annular edge 266.
[0051] The fuel injector 200 may include a plurality of venturi-shaped nozzle channels 208 evenly spaced and circumferentially arranged around a central axis 209 of the injector body 202. Each venturi-shaped nozzle channel 208 may have at least one flow-connecting channel 213 that fluidly connects a plurality of throat regions 211 to one or both of the fuel sac 206 and the combustion chamber 30 of the internal combustion engine. The at least one flow-connecting channel 213 may intersect each throat region substantially perpendicularly.
[0052] An embodiment may provide a fuel injector 200, which may include an internal cavity 207 to receive fuel and maintain a certain amount of fuel for pressurization. An injection passage 208 may be provided through which pressurized fuel can be introduced from the internal cavity 207 into the combustion chamber 30. The injection passage 208 may have a constriction portion 268 to form a low-pressure zone 210 within the injection passage 208. A flow-connecting passage 213 may fluidly connect the low-pressure zone 210 to the internal cavity 207 or the combustion chamber 30.
[0053] The flow junction 213 can be a first flow junction 214, and the fuel injector 200 can also include a second flow junction 216. Pressurized fuel can flow as the main stream through the injection passage 208. Some fuel can flow from the internal cavity 207 through the first junction 214 to join the main stream at the low-pressure zone 210, and some gas from the combustion chamber 30 can flow through the second junction 216 to join the main stream at the low-pressure zone 210, thereby mixing with the main stream. The injection passage can be venturi-shaped. The flow junction 213 can intersect the constriction portion 268 in a direction substantially perpendicular to the flow direction of the pressurized fuel through the injection passage 208.
[0054] Figure 1-8An example configuration in which the various components are positioned relative to each other is shown. If shown to be in direct contact or directly connected to each other, then in at least one instance, the components may be referred to as being in direct contact or directly connected, respectively. Similarly, in at least one instance, components shown to be adjacent to or next to each other may be referred to as being adjacent to or next to each other, respectively. As an example, components that are in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one instance, components positioned to be spaced apart from each other and having only a gap between them without other components may be so referred to. As yet another example, components shown above / below each other, on opposite sides of each other, or to the left / right of each other may be so referred to relative to each other. Furthermore, as shown in the figure, in at least one instance, the highest component or the point of that component may be referred to as the “top” of the component and the lowest component or the point of that component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below can be relative to the vertical axis in the figure and are used to describe the positioning of the components in the figure relative to each other. Thus, in one instance, an component shown above other components is positioned vertically above said other components. As yet another example, the shapes of the elements depicted in the figure can be described as having these shapes (e.g., such as circles, straight lines, planar shapes, curved surfaces, rounded shapes, chamfered shapes, angular shapes, etc.). Furthermore, in at least one instance, elements shown intersecting each other can be described as intersecting elements or mutually intersecting. Additionally, in one instance, elements shown inside or outside another element can be so named.
[0055] For ease of description, spatial relative terms such as “inside,” “outside,” “below,” “under,” “lower,” “above,” and “upper” are used herein to describe the relationship between one element or feature and another element(s) or feature(s) shown in the figures. Spatial relative terms may be intended to cover different orientations of the device in use or operation other than those depicted in the figures. For example, if the device in the figures is flipped, an element described as “below” or “under” other elements or features will be oriented “above” said other elements or features. Thus, the example term “below” can cover both “above” and “below” orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptive terms used herein will be interpreted accordingly.
[0056] Those skilled in the art will understand that although this disclosure has been described by way of example with reference to one or more embodiments, this disclosure is not limited to the disclosed embodiments, and one or more modifications or alternative embodiments to the disclosed embodiments may be conceived without departing from the scope of this disclosure.
[0057] Therefore, it should be understood that the configurations and methods disclosed herein are exemplary in nature, and these specific embodiments should not 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-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or characteristics disclosed herein.
[0058] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to an “a” element or a “first” element or its equivalent. These claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by presenting new claims in the said or related applications. These claims, whether broader, narrower, identical, or different from the scope of the original claims, are considered to be included within the subject matter of this disclosure.
[0059] According to the present invention, a fuel injector is provided, comprising: an injector body having an end configured to be positioned in a combustion chamber; a fuel bladder defined within the injector body; a main fuel passage for fluidly connecting the fuel bladder to the combustion chamber and having a varying cross-sectional area to form a decompression zone; and an additional passage fluidly connecting the decompression zone to one of the fuel bladder and the combustion chamber.
[0060] According to one embodiment, the additional channel is a first additional channel, and also includes a second additional channel, wherein the first additional channel connects the decompression zone to the fuel bladder and the second additional channel connects the decompression zone to the combustion chamber.
[0061] According to one embodiment, the additional channel terminates in a decompression zone in a direction substantially perpendicular to the flow direction of the main fuel channel.
[0062] According to one embodiment, the main fuel passage is venturi-shaped.
[0063] According to one embodiment, the main fuel passage has a venturi shape, an inlet cone length of 0.8 to 1 mm, an inlet diameter of 1.5 to 2 mm, an outlet diameter of 1.5 to 2 mm, and a diameter of 0.2 to 0.3 mm at the decompression zone.
[0064] According to one embodiment, the invention is further characterized by a plurality of main fuel channels, each having a corresponding auxiliary fuel channel similarly configured, and being evenly spaced and circumferentially arranged around the injector body.
[0065] According to one embodiment, the invention is further characterized by a dome-shaped wall disposed above the outlet of the main fuel passage, the dome-shaped wall having two or more holes to allow fuel to pass from the main fuel passage into the combustion chamber.
[0066] According to one embodiment, the additional fuel passage leads to the combustion chamber at a position on the radially outer side of the dome-shaped wall.
[0067] According to the present invention, a fuel injector is provided, comprising: an injector body; a fuel bladder defined within the injector body; an injector needle valve configured to move within the injector body to pressurize fuel within the fuel bladder; one or more venturi-shaped nozzle passages extending from the fuel bladder to an outer end portion of the injector body, including a throat region located between a nozzle inlet and a nozzle outlet at the outer end portion; and one or more flow-connecting passages fluidly connecting the throat region to one or both of the sides of the fuel bladder and the nozzle outlet.
[0068] According to one embodiment, the one or more flow engagement channels fluidly connect the throat region to the fuel sac, and wherein fuel passing through the throat region creates pressure at a first end of the one or more flow engagement channels to force fuel from the fuel sac into the throat region.
[0069] According to one embodiment, the outer end of the injector body may be positioned in the combustion chamber of an internal combustion engine, and one or more flow engagement channels connect the throat region to the side of the nozzle outlet, wherein fuel is allowed to pass through the throat region toward the side of the nozzle outlet to create a low-pressure zone.
[0070] According to one embodiment, the outer end of the injector body may be positioned in the combustion chamber of an internal combustion engine, and one or more flow connection channels at their second end connect the throat region to the combustion chamber, wherein fuel is passed through the throat region to create a low-pressure zone to draw gas from the combustion chamber into the throat region.
[0071] According to one embodiment, the invention is further characterized by a wall extending above the nozzle outlet, the wall having two or more spaced-apart holes to allow fuel to pass through the wall.
[0072] According to one embodiment, the invention is further characterized by a bulbous wall extending outward from the outer side of the annular edge of the nozzle outlet and above the nozzle outlet, the wall having two or more spaced-apart holes to allow fuel to pass through the wall and enter the combustion chamber of the internal combustion engine, and at least one of the flow engagement channels extending from the throat region to the side of the wall radially outward from the annular edge.
[0073] According to one embodiment, the invention is further characterized by a plurality of Venturi-shaped nozzle channels evenly spaced and circumferentially arranged around the central axis of the injector body, each Venturi-shaped nozzle channel having at least one flow-connecting channel that fluidly connects a corresponding plurality of throat regions to one or both of the fuel bladder and the combustion chamber of the internal combustion engine.
[0074] According to one embodiment, the at least one flow engagement channel intersects each throat region substantially vertically.
[0075] According to the present invention, a fuel injector is provided, comprising: an internal cavity for receiving fuel and maintaining a certain amount of fuel for pressurization; an injection channel through which pressurized fuel can be introduced from the internal cavity into a combustion chamber, the injection channel having a constriction portion to form a low-pressure zone in the injection channel; and a flow-connecting channel fluidly connecting the low-pressure zone to the internal cavity or the combustion chamber.
[0076] According to one embodiment, the flow joining channel is a first flow joining channel, and also includes a second flow joining channel, wherein pressurized fuel flows through the injection channel as the mainstream, and some fuel from the internal cavity passes through the first joining channel to join the mainstream in the low-pressure zone, and some gas from the combustion chamber passes through the second joining channel to join the mainstream in the low-pressure zone, thereby mixing with the mainstream.
[0077] According to one embodiment, the injection channel is venturi-shaped.
[0078] According to one embodiment, the flow engagement channel intersects the contraction portion in a direction substantially perpendicular to the flow direction of pressurized fuel through the injection channel.
Claims
1. A fuel injector, comprising: The injector body, the end of which is configured to be positioned in the combustion chamber; A fuel bladder is defined within the injector body, the fuel injector comprising: A main fuel passage for fluidly connecting the fuel bladder to the combustion chamber, and having a varying cross-sectional area to form a decompression zone; A dome-shaped wall disposed above the outlet of the main fuel passage, the dome-shaped wall having two or more holes to allow fuel to flow from the main fuel passage into the combustion chamber; and An additional channel fluidly connects the decompression zone to the fuel bladder.
2. The fuel injector of claim 1, wherein the additional channel is a first additional channel, and further comprises a second additional channel, wherein the first additional channel connects the decompression zone to the fuel bladder and the second additional channel connects the decompression zone to the combustion chamber.
3. The fuel injector of claim 1, wherein the additional channel terminates in the decompression zone in a direction substantially perpendicular to the flow direction of the main fuel channel.
4. The fuel injector of claim 1, wherein the main fuel passage is venturi-shaped.
5. The fuel injector of claim 3, wherein the main fuel passage has a venturi shape and has an inlet cone length of 0.8 to 1 mm, an inlet diameter of 1.5 to 2 mm, an outlet diameter of 1.5 to 2 mm, and a diameter of 0.2 to 0.3 mm at the decompression zone.
6. The fuel injector of claim 1 further includes a plurality of main fuel channels, each having a corresponding additional channel similarly configured and evenly spaced apart and circumferentially arranged around the injector body.
7. The fuel injector of claim 1, wherein the additional channel leads to the combustion chamber at a position radially outward of the dome-shaped wall.
8. The fuel injector according to claim 1, further comprising: Injector needle valve, the injector needle valve being configured to move within the injector body to pressurize fuel in the fuel bladder; The main fuel passage is a venturi-shaped nozzle passage extending from the fuel bladder to the outer end of the injector body, including the decompression zone located between the nozzle inlet and the nozzle outlet at the outer end; and The additional channel is a first additional channel, and also includes a second additional channel, wherein the first additional channel fluidly connects the depressurization zone to the fuel bladder, and the second additional channel fluidly connects the depressurization zone to the side of the nozzle outlet.
9. The fuel injector of claim 1, wherein the additional channel fluidly connects the depressurization zone to the fuel bladder, and wherein fuel passing through the depressurization zone creates pressure at a first end of the additional channel to force fuel from the fuel bladder into the depressurization zone.
10. The fuel injector of claim 8, wherein the outer end of the injector body is locating in the combustion chamber of an internal combustion engine, and wherein fuel is passed through the decompression zone toward the side of the nozzle outlet to create a low-pressure zone.
11. The fuel injector of claim 8, wherein the outer end of the injector body is positionable in the combustion chamber of an internal combustion engine, and wherein fuel is passed through the depressurization zone via the second additional channel to create a low-pressure zone to draw gas from the combustion chamber into the depressurization zone.
12. The fuel injector of claim 8, further comprising a wall extending above the nozzle outlet, the wall having two or more spaced-apart holes to allow fuel to pass through the wall.
13. The fuel injector of claim 8, further comprising a bulbous wall extending outward from the outer side of the annular edge of the nozzle outlet and above the nozzle outlet, the wall having two or more spaced-apart holes to allow fuel to pass through the wall and enter the combustion chamber of the internal combustion engine, at least one of the additional channels extending from the decompression zone to a side of the wall radially outward from the annular edge.