Method and system for fuel injector

Abstract

The present disclosure provides methods and systems for fuel injectors. In one example, a system can include forming an annular venturi channel between an outlet surface of the fuel injector and a nozzle. The nozzle can also include one or more air entrainment features that can work in cooperation with the annular venturi channel to facilitate air-fuel mixing.

Description

Technical Field

[0001] This specification generally relates to methods and systems for fuel injectors that include air entrainment features. Background Technology

[0002] In both diesel and gasoline engines, during the intake stroke, air is drawn into the combustion chamber by opening one or more intake valves. Then, during the subsequent compression stroke, the intake valves may close, and the reciprocating pistons in the combustion chamber compress the gas that entered during the intake stroke, thus raising the temperature of the gas in the combustion chamber. Fuel is then injected into the hot, compressed air-fuel mixture in the combustion chamber, causing combustion. In diesel engines, due to the high temperature of the air, the fuel may burn along with the air in the combustion chamber and may not be ignited by a spark plug as in gasoline engines. The burning air-fuel mixture pushes the piston, driving its motion, which is then converted into rotational energy of the crankshaft.

[0003] Diesel and / or gasoline fuels may not mix uniformly with air in the combustion chamber, resulting in the formation of dense fuel traps. These dense fuel zones can produce soot (e.g., unburned fuel). Particulate filters can be installed in the exhaust passage to reduce the amount of soot and other particulate matter from vehicle emissions. However, particulate filters may increase manufacturing costs and may not solve the fuel economy problems associated with unburned fuel.

[0004] Modern technologies for reducing engine soot output can include features for entraining air with fuel before injection. One or more channels can be arranged in the injector body, inserted as inserts into the surface of the engine cylinder head plate or in the engine cylinder head. Air from the combustion chamber can be mixed with fuel, thereby cooling the injection temperature while entraining air with fuel. The lift-off length can be extended and the combustion initiation can be delayed, thereby limiting soot generation through a range of engine operating conditions, thus reducing the need for particulate filters.

[0005] However, the inventors in this paper have recognized the potential problems with such injectors. As an example, under increasingly stringent emission standards, the previously described fuel injectors may no longer be sufficient to prevent soot generation from reaching desired levels. Therefore, particulate filters may need to be located in the exhaust passage, thereby increasing vehicle manufacturing costs and packaging restrictions. Summary of the Invention

[0006] In one example, the above problem can be solved by a system comprising a fuel injector including an oval nozzle, wherein the opening is shaped to allow combustion chamber gases to enter the hollow interior of the oval nozzle, the hollow interior forming an annular venturi passage between the nozzle and the exit surface of the fuel injector. In this way, a compact mixer can facilitate air-fuel mixing before fuel is injected into the combustion chamber.

[0007] As an example, an oval nozzle includes an opening that allows combustion chamber gases to enter. This opening can be a first opening, and the oval nozzle also includes at least one second opening for discharging the combustion chamber gases into an annular venturi passage. The annular venturi passage can receive fuel directly from the fuel injector bladder, and it can also receive fuel from one or more outlet passages extending through the injector body, wherein the outlet passages fluidly connect the bladder to a narrow portion of the annular venturi passage. By doing so, the combustion chamber gases in the oval nozzle and the fuel from the outlet passages can promote a vortex effect in the annular venturi passage to further enhance air-fuel mixing.

[0008] It should be understood that the above description of the invention is provided to present some concepts further described in the detailed embodiments in a simplified form. This does not imply representation of key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed embodiments. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0009] Figure 1 The engine of the hybrid vehicle is shown.

[0010] Figure 2A and Figure 2B A first embodiment of the fuel injector nozzle in a first position and a second position is shown respectively.

[0011] Figure 3A and Figure 3B A second embodiment of the fuel injector nozzle in a first position and a second position is shown respectively.

[0012] Figure 4A , Figure 4B and Figure 4C A third embodiment of the fuel injector nozzle in the first, second, and third positions is shown respectively.

[0013] Figure 5 An engine operation sequence is shown, which illustrates an exemplary injection routine for the fuel injector.

[0014] Figures 2A to 4CShown roughly to scale. Detailed Implementation

[0015] The following description relates to systems and methods for fuel injectors. Fuel injectors may include various air entrainment features configured to mix air with fuel prior to combustion. Fuel injectors inject fuel into internal combustion engines (such as...) Figure 1 The internal combustion engine shown in the diagram is located in the cylinder. The fuel injector can be a direct injector.

[0016] The first embodiment of the nozzle is shown in Figure 2A and Figure 2B In this context, the fuel injector includes a substantially oval nozzle, wherein actuation of the oval nozzle can adjust one or more fuel injection settings. The oval nozzle may include a hollow interior and one or more openings for receiving air to mix with the fuel before injecting it into the volume of the combustion chamber.

[0017] A second embodiment of the nozzle is shown in Figure 3A and Figure 3B In this context, the fuel injector includes a conical nozzle, wherein actuation of the conical nozzle can adjust one or more fuel injection settings. The conical nozzle may include one or more channels for entraining air with fuel before injecting fuel into the volume of the combustion chamber.

[0018] The third embodiment of the nozzle is shown in Figure 4A , Figure 4B and Figure 4C In this context, the fuel injector includes an hourglass-shaped and / or venturi-shaped nozzle, wherein actuation of the nozzle can adjust one or more fuel injection settings. These settings may include fuel injection width and air entrainment. Figure 5 The diagram shows the engine operation sequence, illustrating the injection mode of the third embodiment.

[0019] Figures 1 to 4CExemplary configurations with the relative positioning of various components are shown. In at least one example, if shown as directly contacting or directly connected to each other, these components may be referred to as directly contacting or directly connected, respectively. Similarly, in at least one example, components shown as adjacent or neighboring to each other may be adjacent or neighboring to each other, respectively. As an example, components arranged to be in coplanar contact with each other may be referred to as coplanar contact. As another example, components positioned separately from each other with only a gap between them and no other components may be referred to as such in at least one example. As yet another example, components shown as above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to as such relative to each other. Furthermore, as shown, in at least one example, the topmost component or the highest vertex of said component may be referred to as the “top” of the component, and the bottommost component or the lowest point of said component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figure and used to describe the positioning of the components of the figure relative to each other. Thus, in one example, an component shown above other components is vertically positioned above the other components. As yet another example, the shapes of the elements depicted in the figure can be described as having those shapes (e.g., circular, straight, planar, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements shown as intersecting each other can be described as intersecting elements or intersecting each other. Additionally, in one example, an element shown inside or outside another element can be described as such. It should be understood that one or more parts described as “substantially similar and / or identical” differ from each other based on manufacturing tolerances (e.g., within a 1%–5% deviation).

[0020] Notice, Figure 2B , Figure 3B , Figure 4B and Figure 4C Arrows are shown indicating where spaces for gas flow exist, and solid lines on the device walls indicate locations where flow is blocked and connectivity is impractical due to the lack of fluid communication created by the device walls spanning from one point to another. Apart from openings in the walls that allow for said fluid communication, the walls create separation between areas.

[0021] Air in the combustion chamber can pass through air passages, allowing for a more thorough and uniform mixing of fuel and air before combustion. Specifically, the lift-off length, a term commonly used by those skilled in the art to describe the distance between the fuel spray and the combustion flame, can be increased. Therefore, the fuel may entrain more air before combustion. This can delay combustion and increase air entrainment in the fuel, resulting in more complete and soot-free combustion.

[0022] Figure 1An engine system 100 for a vehicle is depicted. The vehicle may be a road vehicle with drive wheels in contact with the road surface. The engine system 100 includes an engine 10, which includes a plurality of cylinders. Figure 1 A cylinder or combustion chamber is described in detail. The various components of the engine 10 can be controlled by the electronic engine controller 12.

[0023] Engine 10 includes a cylinder block 14 and a cylinder head 16. Cylinder block 14 includes at least one cylinder bore 20, and cylinder head 16 includes an intake valve 152 and an exhaust valve 154. In other examples, where engine 10 is configured as a two-stroke engine, cylinder head 16 may include one or more intake and / or exhaust manifolds. Cylinder block 14 includes cylinder walls 32, in which a piston 36 is located and connected to a crankshaft 40. Cylinder bore 20 can be defined as a volume surrounded by cylinder walls 32. Cylinder head 16 can be coupled to cylinder block 14 to surround cylinder bore 20. Thus, when coupled together, cylinder head 16 and cylinder block 14 can form one or more combustion chambers. Specifically, combustion chamber 30 can be a volume included between the top surface 17 of piston 36 and the fire-resistant cylinder block surface 19 of cylinder head 16. Therefore, the volume of combustion chamber 30 is adjusted based on the oscillation of piston 36. Combustion chamber 30 may also be referred to herein as cylinder 30. Combustion chamber 30 is shown as communicating with intake manifold 144 and exhaust manifold 148 via respective intake valve 152 and exhaust valve 154. Each intake and exhaust valve can be operated by intake cam 51 and exhaust cam 53. Alternatively, one or more of the intake and exhaust valves can be operated by electromechanically controlled valve coils and armature assemblies. 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. Thus, when valves 152 and 154 are closed, combustion chamber 30 and cylinder bore 20 can be fluidly sealed, preventing gases from entering or leaving combustion chamber 30.

[0024] Combustion chamber 30 may be formed by cylinder walls 32, piston 36, and cylinder head 16 of cylinder block 14. Cylinder block 14 may include cylinder walls 32, piston 36, crankshaft 40, etc. Cylinder head 16 may include one or more fuel injectors (such as fuel injector 66), one or more intake valves 152, and one or more exhaust valves (such as exhaust valve 154). Cylinder head 16 may be attached to cylinder block 14 via fasteners (such as bolts and / or screws). Specifically, when attached, cylinder block 14 and cylinder head 16 may be in sealing contact with each other via gaskets, and thus cylinder block 14 and cylinder head 16 may seal combustion chamber 30 such that when intake valve 152 is open, gas can only flow into and / or out of combustion chamber 30 via intake manifold 144, and / or when exhaust valve 154 is open, gas can only flow into and / or out of combustion chamber 30 via exhaust manifold 148. In some examples, each combustion chamber 30 may include only one intake valve and one exhaust valve. However, in other examples, each combustion chamber 30 of the engine 10 may include more than one intake valve and / or more than one exhaust valve.

[0025] Therefore, the cylinder wall 32, piston 36, and cylinder head 16 can form a combustion chamber 30, wherein the top surface 17 of the piston 36 serves as the bottom wall of the combustion chamber 30, and the opposing surface of the cylinder head 16 or the fire-resistant cylinder block surface 19 forms the top wall of the combustion chamber 30. Thus, the combustion chamber 30 can be a volume encompassed within the top surface 17 of the piston 36, the cylinder wall 32, and the fire-resistant cylinder block surface 19 of the cylinder head 16.

[0026] In some examples, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. In a selected operating mode, ignition system 190 may provide an ignition spark to cylinder 14 via spark plug 192 in response to a spark advance signal SA from controller 12. However, in some embodiments, such as where engine 10 can initiate combustion by automatic ignition or by fuel injection (which may be the case for some diesel engines), spark plug 192 may be omitted.

[0027] Fuel injector 66 can be positioned to inject fuel directly into combustion chamber 30, as is known to those skilled in the art regarding direct injection 30. Fuel injector 66 delivers liquid fuel in proportion to the signal pulse width (FPW) from controller 12. Fuel is delivered to fuel injector 66 via a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail. Operating current is supplied to fuel injector 66 from driver 68, which responds to controller 12. In some examples, engine 10 may be a gasoline engine, and the fuel tank may include gasoline, which can be injected into combustion chamber 30 by injector 66. However, in other examples, engine 10 may be a diesel engine, and the fuel tank may include diesel fuel, which can be injected into combustion chamber 30 by injector 66. Furthermore, in such an example where engine 10 is configured as a diesel engine, engine 10 may include glow plugs to initiate combustion in combustion chamber 30.

[0028] In some examples, injector 66 may include one or more features to reduce the temperature of the air entrained by the fuel injected from injector 66. Specifically, as the fuel exits injector 66 during fuel injection, the fuel may travel a distance while mixing with air in the nozzle before combustion. In the description herein, the distance the fuel spray travels before combustion may be referred to as the "lift length". Specifically, lift length may refer to the distance the injected fuel travels before the start of the combustion process. Thus, lift length may be the distance between the orifice of injector 66 and the point in combustion chamber 30 where fuel combustion occurs, from which fuel exits injector 66.

[0029] Injector 66 can reduce the temperature of the gas mixed with fuel before combustion in combustion chamber 30. Furthermore, injector 66 can achieve a higher spray velocity within or at the nozzle of injector 66, thereby increasing air entrainment through fuel injection and fuel penetration into combustion chamber 30. In this way, the buoyancy length of the fuel spray can be increased and / or the amount of air entrained in the fuel spray can be increased. The nozzle can be in fluid communication with combustion chamber 30, allowing gas in combustion chamber 30 to enter one or more flow passages in the nozzle and be recirculated back into combustion chamber 30. As an example, intake air introduced into combustion chamber 30 during the intake stroke can be forced into the nozzle during all or part of the compression stroke.

[0030] The intake manifold 144 is shown in communication with an optional electronic throttle valve 62, which adjusts the position of the throttle plate 64 to control airflow to the engine cylinders 30. This may include controlling the airflow of pressurized air from the intake supercharger chamber 146. In some embodiments, the throttle valve 62 may be omitted, and airflow to the engine may be controlled via a single intake system throttle valve (AIS throttle valve) 82 coupled to the intake passage 42 and located upstream of the intake supercharger chamber 146. In another example, the throttle valve 82 may be omitted, and airflow to the engine may be controlled using the throttle valve 62.

[0031] In some embodiments, engine 10 is configured to provide exhaust gas recirculation (EGR). When EGR is included, it can be provided as high-pressure EGR and / or low-pressure EGR. In an example where engine 10 includes low-pressure EGR, low-pressure EGR can be provided to the engine intake system from a location downstream of turbine 164 in the exhaust system via EGR passage 135 and EGR valve 138 at a location downstream of intake system (AIS) throttle valve 82 and upstream of compressor 162. EGR can be drawn from the exhaust system into the intake system when a pressure differential of the drive flow is present. A pressure differential can be generated by partially closing AIS throttle valve 82. Throttle plate 84 controls the pressure at the inlet of compressor 162. AIS can be electrically controlled and its position can be adjusted based on optional position sensor 88.

[0032] Ambient air is drawn into the combustion chamber 30 via intake passage 42, which includes an air filter 156. Therefore, air first enters the intake passage 42 through the air filter 156. Then, the compressor 162 draws air from the intake passage 42 and delivers it via the compressor outlet pipe (…). Figure 1Compressed air is supplied to the boost chamber 146 (not shown). In some examples, the intake passage 42 may include an air box (not shown) with a filter. In one example, the compressor 162 may be a turbocharger, wherein the power of the compressor 162 is drawn from the exhaust flow via a turbine 164. Specifically, the exhaust can rotate the turbine 164, which is coupled to the compressor 162 via a shaft 161. The wastegate 72 allows the exhaust to bypass the turbine 164, enabling control of the boost pressure under varying operating conditions. The wastegate 72 may close (or may reduce the opening of the wastegate) in response to increased boost demand, such as during driver depressing the accelerator pedal. By closing the wastegate, the exhaust pressure upstream of the turbine can be increased, thereby increasing the turbine speed and peak power output. This allows for increased boost pressure. Additionally, when the compressor recirculation valve is partially open, the wastegate may move toward the closed position to maintain the desired boost pressure. In another example, the wastegate 72 can open in response to reduced boost demand (or the wastegate opening can be increased), such as when the driver releases the accelerator pedal. By opening the wastegate, exhaust pressure can be reduced, thereby reducing turbine speed and turbine power. This allows for a reduction in boost pressure.

[0033] However, in an alternative embodiment, compressor 162 may be a mechanical supercharger, wherein power to compressor 162 is drawn from crankshaft 40. Therefore, compressor 162 may be coupled to crankshaft 40 via a mechanical linkage such as a belt. Thus, a portion of the rotational energy output from crankshaft 40 may be transferred to compressor 162 to power compressor 162.

[0034] A compressor recirculation valve 158 (CRV) can be positioned in the compressor recirculation path 159 around the compressor 162, allowing air to move from the compressor outlet to the compressor inlet to reduce pressure that may be generated on the compressor 162. A boost air cooler 157 can be positioned in the boost chamber 146 downstream of the compressor 162 to cool the boost air delivered to the engine intake. However, in situations such as... Figure 1 In other examples shown, the boost air cooler 157 may be located downstream of the electronic throttle valve 62 in the intake manifold 144. In some examples, the boost air cooler 157 may be an air-to-air boost air cooler. However, in other examples, the boost air cooler 157 may be a liquid-to-air cooler.

[0035] In the depicted example, compressor recirculation path 159 is configured to recirculate cooled compressed air from downstream of booster air cooler 157 to the compressor inlet. In an alternative example, compressor recirculation path 159 may be configured to recirculate compressed air from downstream of the compressor and upstream of booster air cooler 157 to the compressor inlet. CRV 158 can be opened and closed via an electrical signal from controller 12. CRV 158 may be configured as a three-state valve with a default half-open position, and CRV 158 may move from the default half-open position to a fully open or fully closed position.

[0036] A universal exhaust oxygen (UEGO) sensor 126 is shown coupled upstream of the emission control unit 70 to the exhaust manifold 148. The emission control unit may be a catalytic converter, and therefore may also be referred to herein as catalytic converter 70. Alternatively, a dual-state exhaust oxygen sensor may be used instead of the UEGO sensor 126. In one example, converter 70 may include multiple catalyst blocks. In another example, multiple emission control units may be used, each having multiple blocks. In one example, converter 70 may be a three-way catalytic converter. Although the depicted example shows the UEGO sensor 126 upstream of the turbine 164, it should be understood that in alternative embodiments, the UEGO sensor may be located in the exhaust manifold downstream of the turbine 164 and upstream of the converter 70. Additionally or alternatively, converter 70 may include a diesel oxidation catalyst (DOC) and / or a diesel cold start catalyst.

[0037] In some examples, a particulate filter (PF) 74 may be coupled downstream of the emission control unit 70 to capture soot in the direction of exhaust flow. In some examples, a selective catalytic reduction device and / or a NO-lean device may be present between the converter 70 and the PF 74. x The filter PF 74 can be made of a variety of materials, including cordierite, silicon carbide, and other high-temperature oxide ceramics. The PF 74 can be periodically regenerated to reduce soot deposits in the filter that resist the exhaust flow. Filter regeneration can be accomplished by heating the filter to a temperature that will burn off soot particles at a rate faster than new soot particles are deposited, for example, 400°C–600°C.

[0038] However, in other examples, PF 74 may not be included in engine 10 because a flow passage is included in the nozzle of fuel injector 66. Therefore, soot production during the combustion cycle can be reduced. In some examples, soot content can be reduced to approximately zero due to increased mixing of fuel and air before the mixture in the combustion / ignition chamber 30. Therefore, in some examples, engine 10 may produce virtually no soot during the combustion cycle (e.g., zero soot). In other examples, soot production can be reduced due to the characteristics of the injector, and therefore, PF 74 can be regenerated less frequently, thereby reducing fuel consumption.

[0039] During the combustion cycle, each cylinder within the engine 10 can undergo a four-stroke cycle, including: intake stroke, compression stroke, power stroke, and exhaust stroke. During the intake and power strokes, the piston 36 moves away from the cylinder head 16 toward the bottom of the cylinder, increasing the volume between the top of the piston 36 and the fire-resistant cylinder block surface 19. The position of the piston 36 near the bottom of the cylinder and at the end of its intake and / or power strokes (e.g., when the combustion chamber 30 is at its maximum volume) is generally referred to by those skilled in the art as bottom dead center (BDC). Conversely, during the compression and exhaust strokes, the piston 36 moves away from the BDC toward the top of the cylinder (e.g., the fire-resistant cylinder block surface 19), thereby decreasing the volume between the top of the piston 36 and the fire-resistant cylinder block surface 19. The position of the piston 36 near the top of the cylinder and at the end of its compression and / or exhaust strokes (e.g., when the combustion chamber 30 is at its minimum volume) is generally referred to by those skilled in the art as top dead center (TDC). Therefore, during the intake and power strokes, piston 36 moves from TDC to BDC, and during the compression and exhaust strokes, piston 36 moves from BDC to TDC.

[0040] Furthermore, during the intake stroke, the exhaust valve 154 is typically closed and the intake valve 152 is open to allow intake air into the combustion chamber 30. During the compression stroke, both valves 152 and 154 can remain closed as the piston 36 compresses the gas mixture that entered during the intake stroke. During the compression stroke, the gas in the combustion chamber 30 can be forced into the injector 66 due to the positive pressure generated by the piston 36 as it travels toward the fuel injector 66. The gas from the combustion chamber 30 can be dissipated via conduction and / or convection through one or more of the cylinder head 16 and the ambient air. Therefore, the gas temperature in the injector 66 can be lower than the gas temperature in the combustion chamber 30.

[0041] Fuel is injected into combustion chamber 30 via injector 66 when piston 36 approaches or is at TDC during the compression and / or power stroke. During the subsequent power stroke, valves 152 and 154 remain closed as the expanding and burning fuel-air mixture pushes piston 36 toward BDC. In some examples, fuel may be injected during the compression stroke before piston 36 reaches TDC. However, in other examples, fuel may be injected when piston 36 reaches TDC. In yet another example, fuel may be injected after piston 36 reaches TDC and begin to shift back toward BDC during the power stroke. In still another example, fuel may be injected during both the compression and power strokes.

[0042] Fuel can be injected over a period of time. The amount of fuel injected and / or the duration of fuel injection can be varied via pulse width modulation (PWM) according to one or more linear or nonlinear equations. Furthermore, the injector 66 may include multiple injection orifices, and the amount of fuel injected from each orifice can be varied as needed.

[0043] The injected fuel travels through the volume of the nozzle of the injector 66 before entering the combustion chamber 30. In other words, the nozzle may include air passages and fuel passages for entraining air and fuel, wherein said passages are located within the combustion chamber 30. However, the passages are defined by the surfaces of the nozzle and the fuel injector body, and the fuel and air flow through these passages before flowing outside the nozzle and entering the combustion chamber 30 to mix with the unmixed combustion chamber gases. The flow of air and fuel through the nozzle will be described in more detail below.

[0044] During the exhaust stroke, exhaust valve 154 can open to release the combusted air-fuel mixture into exhaust manifold 148, and piston 36 returns to TDC. Exhaust can continue to flow from exhaust manifold 148 to turbine 164 via exhaust passage 180.

[0045] Both the exhaust valve 154 and the intake valve 152 can be adjusted between a corresponding closed first position and an open second position. Furthermore, the positions of valves 154 and 152 can be adjusted to any position between their respective first and second positions. When the intake valve 152 is in the closed first position, air and / or the air / fuel mixture does not flow between the intake manifold 144 and the combustion chamber 30. When the intake valve 152 is in the open second position, air and / or the air / fuel mixture flows between the intake manifold 144 and the combustion chamber 30. When the exhaust valve 154 is in the closed second position, air and / or the air / fuel mixture does not flow between the combustion chamber 30 and the exhaust manifold 148. However, when the exhaust valve 154 is in the open second position, air and / or the air / fuel mixture can flow between the combustion chamber 30 and the exhaust manifold 148.

[0046] Note that the valve opening and closing timing described above is only an example and the opening and / or closing timing of the intake and exhaust valves can vary, such as to provide positive or negative valve overlap, delayed intake valve closing, or various other examples.

[0047] Figure 1 The controller 12 is shown as a microcomputer, which includes: a microprocessor unit 102, an input / output port 104, a read-only memory 106, 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 temperature sensor 112 coupled to cooling sleeve 114; position sensor 134 coupled to input device 130 for sensing input device pedal position (PP) adjusted by vehicle driver 132; knock sensor (not shown) for determining end-gas ignition; engine manifold pressure (MAP) measurement from pressure sensor 121 coupled to intake manifold 144; boost pressure measurement from pressure sensor 122 coupled to boost chamber 146; engine position sensor from Hall effect sensor 118 sensing crankshaft 40 position; mass of air entering the engine from sensor 120 (e.g., hot-wire airflow meter); and throttle position measurement from sensor 58. Atmospheric pressure (sensor not shown) can also be sensed for processing by the controller 12. In a preferred aspect of this specification, the Hall effect sensor 118 generates a predetermined number of equally spaced pulses per revolution of the crankshaft, from which the engine speed (RPM) can be determined. The input device 130 may include an accelerator pedal and / or a brake pedal. Therefore, the output from the position sensor 134 can be used to determine the position of the accelerator pedal and / or brake pedal of the input device 130, and thus determine the desired engine torque. Therefore, the desired engine torque requested by the vehicle driver 132 can be estimated based on the pedal position of the input device 130.

[0048] In some examples, vehicle 5 may be a hybrid vehicle with multiple torque sources available for one or more wheels 59. In other examples, vehicle 5 may be a conventional vehicle with only an engine, or an electric vehicle with only one or more electric motors. In the example shown, vehicle 5 includes an engine 10 and an electric motor 61. The electric motor 61 may be a motor or a motor / generator. When one or more clutches 56 are engaged, the crankshaft 40 of engine 10 and the electric motor 61 are connected to the wheels 59 via a transmission 54. In the depicted example, a first clutch 56 is disposed between the crankshaft 40 and the electric motor 61, and a second clutch 56 is disposed between the electric motor 61 and the transmission 54. Controller 12 may send signals to the actuators of each clutch 56 to engage or disengage the clutch, thereby connecting or disconnecting the crankshaft 40 from the electric motor 61 and its connected components, and / or connecting or disconnecting the electric motor 61 from the transmission 54 and its connected components. The transmission 54 may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various ways, including parallel, series, or series-parallel hybrid vehicles.

[0049] Motor 61 receives power from traction battery 58 to provide torque to wheel 59. Motor 61 can also operate as a generator to provide power to charge battery 58, for example, during braking operations.

[0050] Controller 12 from Figure 1 Various sensors receive signals and employ Figure 1 Various actuators are used to adjust engine operation based on received signals and instructions stored in the controller's memory. For example, adjusting fuel injection may include adjusting the actuators of injector 66 to move to or away from the nozzle of injector 66 so that fuel can flow into combustion chamber 30.

[0051] Now for reference Figure 2A The figure shows a first embodiment 200 of the nozzle 210 of the fuel injector 66. Therefore, the previously described components can be similarly numbered in the following figures. Figure 2A The embodiment depicts a cross-section of the injector 66 and nozzle 210 taken along a direction substantially parallel to the direction in which fuel is injected by the injector 66 (arrow 296). The injector 66 may include an actuator 202 configured to receive a signal from the controller 12. The signal may instruct the actuator 202 to actuate the nozzle 210 in response to a fuel injection demand. Figure 2A In this embodiment, nozzle 210 is shown in a first position, which corresponds to the closed position. When nozzle 210 is in the first position, fuel may not flow from injector 66 to combustion chamber 30. Thus, fuel injection may not occur when nozzle 210 is in the first position.

[0052] The shaft system 290 is shown as comprising two axes, namely an x-axis perpendicular to the y-axis. The x-axis may be parallel to the horizontal direction, and the y-axis may be parallel to the vertical direction. Alternatively, the x-axis may be parallel to the vertical direction, and the y-axis may be parallel to the horizontal direction. The central axis 298 of the fuel injector 66 is shown. The central axis 298 is substantially parallel to the overall direction of the fuel injection 296.

[0053] The nozzle 210 can be substantially oval. The cross-section along the central axis 298 of the nozzle 210 can be substantially elliptical, such as... Figure 2A As shown in the embodiment. However, the cross-section of the nozzle 210 along an axis perpendicular to the central axis 298 can be substantially circular. The diameter of the circular cross-section can vary at different locations along the central axis 298. For example, a cross-section taken parallel to the dashed line 212 can produce a circular cross-section with the largest diameter. Therefore, other cross-sections of the nozzle 210 taken from the dashed line 212 and perpendicular to the central axis 298 can be circular cross-sections with smaller diameters.

[0054] The central axis 298 may pass through the geometric center of the nozzle 210. In one example, the central axis 298 is aligned with the maximum height of the nozzle 210. The dashed line 212 may be aligned with the maximum width of the nozzle 210 and may also pass through the geometric center of the nozzle 210. Therefore, the central axis 298 and the dashed line 212 may intersect at the geometric center of the nozzle 210. The central axis 298 may be arranged along the maximum height of the nozzle 210, while the dashed line 212 may be arranged along the maximum width of the nozzle 210. In one example, the central axis 298 is a first central axis of the nozzle 210, and the dashed line 212 is a second central axis of the nozzle, wherein the first central axis is parallel to the height of the nozzle, and the second central axis is parallel to the width of the nozzle. The first and second central axes may be perpendicular to each other.

[0055] In some embodiments of nozzle 210, the nozzle may include a rotatable top shape, an eggplant shape, or other shapes. In this way, the central axis 298 and the dashed line 212 may not intersect at the geometric center of nozzle 210. For example, if the nozzle is eggplant-shaped, the central axis 298 and the dashed line 212 may intersect at a point below the geometric center of the nozzle. That is, the maximum width may not be arranged around the geometric center of nozzle 210.

[0056] The nozzle 210 may be substantially hollow and include one or more perforations disposed within its housing. More specifically, the nozzle 210 may include at least one first perforation 214 and at least one second perforation 216. The first perforation 214 may be disposed at the end of the nozzle 210 facing the combustion chamber 30. The first perforation 214 may be substantially circular and arranged such that a central axis 298 passes through its geometric center. In some examples, the first perforation 214 may be a single perforation. In other examples, the first perforation 214 may be one of a plurality of perforations disposed at the end of the nozzle 210. The second perforation 216 may be substantially the same in size and shape as the first perforation. In some examples, additionally or alternatively, the second perforation 216 may be smaller than the first perforation 214. The second perforation 216 may be disposed between the first perforation 214 and the dashed line 212. In other words, the second perforation 216 may be disposed between the maximum width of the nozzle 216 and the first perforation 214. The second perforation 216 may be a single perforation among a plurality of perforations. In one example, there are exactly four second perforations 216, where each iteration of the second perforation 216 is spaced 90° relative to the adjacent second perforations. Alternatively, there may be three or fewer second perforations 216. Alternatively, there may be five or more second perforations 216.

[0057] The first perforation 214 and the second perforation 216 fluidly connect the hollow interior space of the nozzle 210 to the external environment (e.g., the combustion cylinder 30). In some examples, air from the combustion cylinder 30 can flow into the interior space of the nozzle 210 via the first perforation 214 and out of the interior space via the second perforation 216. This will... Figure 2B A more detailed description will follow.

[0058] Nozzle 210 can be actuated electrically, pneumatically, hydraulically, and / or mechanically via actuator 202. Rod 208 can be physically coupled to actuator 202 at a first end and to nozzle 210 at a second end. Rod 208 can be T-shaped. Rod 208 and nozzle 210 can be a single adjacent element. Rod 208 can be configured to be actuated between surfaces of injector body 206, allowing adjustment of the volume of bladder 207. In some examples, rod 208 can slide, twist, rotate, and / or rotate within injector body 206. In one example, rod 208 is slidably arranged within fuel injector body 206, wherein the rod is physically coupled to nozzle 210 via one or more of welding, fusion, adhesives, fasteners, etc.

[0059] More specifically, in response to the absence of force from actuator 202, possibly due to the absence of fuel injection demand, spring 204 can force nozzle 210 into a first position. Spring 204 can press against rod 208, causing nozzle 210 to actuate toward combustion chamber 30 parallel to central axis 298. In some examples, if injector 66 is coupled to the surface of fire-resistant cylinder block (e.g., Figure 1 If the fireproof cylinder block surface 19), then the central axis 298 can be parallel to the vertical direction. Alternatively or concurrently, if the injector 66 is connected to the cylinder block (e.g., ...), Figure 1 If the combustion chamber surface in the cylinder block 14) is parallel to the horizontal direction, then the central axis can be parallel to the horizontal direction.

[0060] Pressing the nozzle 210 into the first position may further include pressing the surface of the nozzle 210 against at least one surface of the injector body 206. More specifically, the surface of the nozzle 210 corresponding to the maximum width of the nozzle (marked by dashed line 212) may contact the surface of the injector body 206. More specifically, the nozzle 210 may contact the outlet surface 222 of the injector body 206. The outlet surface 222 may be recessed relative to and concentric with the central axis 298. Thus, the outlet surface 222 may block at least a portion of the outlet 224 of the injector 66.

[0061] The feed passage 226 may be arranged relative to the y-axis in the portion of the nozzle body 206 located above the nozzle 210. The feed passage 226 may be configured to guide fuel from the fuel chamber to the bladder 207. In one example, the fuel chamber is a high-pressure fuel pump.

[0062] Multiple internal channels 228 may be arranged below the feed channel 226 relative to the y-axis. The internal channels 228 fluidly connect the bladder 207 to the portion of the outlet 224 between the outlet surfaces 222. In a first position, the internal channels 228 may be sealed to the outlet 224 due to the position of the nozzle 210. Additionally, air from the internal space of the nozzle 210 may not be in communication with the fuel in the internal channels 228. Contact points, which may include the point of contact between the nozzle 210 and the outlet surface 222, may be arranged between the internal channels 228 and the second perforation 216. These contact points may correspond to the maximum width of the nozzle 210 (indicated by the dashed line 212), and a portion of the outlet surface 222 may be downstream of the internal channels 228 relative to the overall direction of fuel injection 296. In this way, when the nozzle 210 is in the first position, the bladder 207 may be hermetically sealed to the combustion chamber 30.

[0063] The number of internal channels 228 can be substantially equal to the number of second perforations 216. In one example, there are exactly four of each of the internal channels 228 and the second perforations 216. Alternatively, the number of internal channels 228 can be less than or greater than the number of second perforations 216.

[0064] Now for reference Figure 2B This illustrates an embodiment 250 that is substantially the same as the first embodiment 200, except that embodiment 250 shows the nozzle 210 in a second position. The second position may include a position in which the nozzle 210 moves away from the outlet surface 222 and the combustion chamber 30. More specifically, the controller 12 may send a signal to the actuator 202 to move the nozzle 210 away from the outlet surface 222 in an upstream direction relative to the overall fuel injection direction 296. Moving the nozzle 210 to the second position may also include overcoming the force of the spring 204. By doing so, fuel can flow into the combustion cylinder 30. It should be understood that the nozzle 210 can be actuated to a position between the first and second positions.

[0065] As shown in the figure, when in the second position, the second perforation 216 can be arranged above the internal channel 228. This allows the gas injected through the second perforation 216 to mix with the fuel for a longer period of time before reaching the combustion chamber 30.

[0066] In addition, the second position may also include a spring 204 relative to the position in Figure 2A In the first position, spring 204 is extended. As described above, actuator 202 is deactivated during the first position, allowing spring 204 to be actuated to the compressed position without any applied force. In the second position, actuator 202 can pull rod 208, causing nozzle 210 to be drawn into bladder 207. The volume of bladder 207 can decrease while its pressure increases to facilitate fuel flow to combustion chamber 30. By pulling nozzle 210 upward, spring 204 can be actuated to the extended position, such as... Figure 2B As shown.

[0067] The black-headed arrows depict the direction of fuel flow, while the white-headed arrows depict the direction of gas (e.g., air) flow. Fuel can flow from sac 207 to combustion cylinder 30 via outlet passage 252, which can be formed between nozzle 210 and outlet surface 222. Outlet passage 252 can include an annular venturi shape, forming a venturi inlet, a venturi outlet, and a venturi throat. The venturi throat can be arranged between the venturi inlet and venturi outlet of outlet passage 252, where the venturi throat corresponds to a narrower region of the inner passage. The venturi inlet of outlet passage 252 allows fuel to flow therein. As fuel flows through the venturi throat and into the venturi outlet of outlet passage 252, a vacuum can be created at the venturi throat, which can cause one or more fuel flows through the inner passage 228 and cause gas flow through nozzle 210. Therefore, combustion chamber gases (e.g., ambient air, compressed air, EGR, etc.) can flow into nozzle 210 via first perforation 214. Gas can exit nozzle 210 through one or more second perforations 216, where the gas can be mixed with fuel before flowing into combustion chamber 30. In this way, air from nozzle 210 and fuel from internal passage 228 can be combined with fuel in outlet passage 252 at the venturi throat of outlet passage 252.

[0068] By allowing fuel to flow through the internal passage 228 into the outlet passage 252, vortices can be induced. These vortices can be clockwise or counterclockwise relative to the central axis 298. The vortices promote fuel atomization and air entrainment. Air flowing from one or more second perforations 216 can further promote vortices. Before reaching the combustion chamber 30, the air can mix increasingly more with the fuel. By doing so, soot emissions can be reduced.

[0069] In some examples, one or more fuel injection settings can be adjusted by adjusting the nozzle 210 between a first position and a second position. For example, if the nozzle 210 is located between the first position and the second position, the fuel injection pressure and / or the fuel injection angle can be adjusted. As an example, if the nozzle 210 is moved from the second position to a position between the first and second positions, the fuel injection pressure can be decreased and the fuel injection angle can be increased, wherein the fuel injection angle is measured from the center of the fuel injection to the central axis 298.

[0070] Now for reference Figure 3AThis illustrates a second embodiment 300 of the fuel injector 66. The second embodiment 300 can be substantially similar to the first embodiment 200, except for the nozzle 310 and its air entrainment features. More specifically, the nozzle 310 can include a Y-shaped cross-section as shown. The nozzle 310 can be a three-dimensional cone (e.g., the third dimension includes a z-axis perpendicular to each of the x-axis and y-axis of axis system 290). Alternatively or additionally, the nozzle 310 can be pyramidal, trapezoidal prism, and / or similar shapes. The nozzle 310 can include a notch 314 extending through the bottom of the nozzle. The notch 314 can be shaped similarly to the nozzle 310. Thus, in Figure 3A In this embodiment, as shown in the figure, the notch 314 is conical and includes a triangular cross-section. The notch 314 can be configured to receive gas from one or more combustion chambers 30, wherein the gas can be directed to one or more air entrainment channels 312. The nozzle 310 and the rod 208 can be a single adjacent member.

[0071] Nozzle 310 is shown in a first position, with the surface of nozzle 310 pressed against the outlet surface 222 of injector body 206. More specifically, the end 316 of nozzle 310 may correspond to the maximum diameter of nozzle 310. Nozzle 310 may contact outlet surface 222 at the portion of nozzle 310 between air entrainment passage 312 and end 316. When the nozzle is in the first position, injector 66 may not inject fuel into combustion chamber 30. Therefore, bladder 207 and internal passage 228 are fluidly sealed to combustion chamber 30.

[0072] Now for reference Figure 3B This illustrates an embodiment 350 that is substantially similar to embodiment 300, except that embodiment 350 shows the nozzle 310 in a second position, where fuel injection from the injector 66 to the combustion cylinder 30 can occur. More specifically, the second position may correspond to the maximum open position of the fuel injector 66, such that the second position allows the maximum amount of fuel to be injected into the combustion cylinder 30. In some examples, the nozzle 310 may be actuated to a first position (e.g., Figure 3A (as shown) and the second position (as shown) Figure 3B The position between (as shown). In this way, the amount of fuel injected can be adjusted.

[0073] In the second position, controller 12 signals actuator 202 to overcome the force of spring 204 and actuate nozzle 310 away from outlet surface 222. Outlet passage 352 can form bladder 207 and fluidly connect bladder 207 to combustion chamber 30. Fuel flow from bladder 207 to combustion chamber 30 is shown via black-headed arrows.

[0074] Specifically, spring 204 can be Figure 3AThe first position shown is relatively extended. That is, the spring 204 can extend to the extended position when no force is applied by the actuator 202. When the actuator 202 presses against the rod 208 and actuates the nozzle 310 toward the combustion chamber 30 away from the bladder 207, the spring 204 can be compressed to the compressed position corresponding to the second position.

[0075] The shape of the outlet channel 352 can be similar to Figure 2B The outlet channel 252. In this way, the outlet channel 352 may include an annular venturi shape having a venturi inlet, a venturi outlet, and a venturi throat disposed therebetween. The venturi throat corresponds to the maximum confined area in the outlet channel 352. Therefore, the outlet channel 352 may be an annular venturi channel.

[0076] Gas from combustion chamber 30 (indicated by the white arrowhead) can flow through notch 314 and into air entrainment channel 312. The airflow can be facilitated by a vacuum created by the venturi effect between outlet surface 222 and nozzle 310 in outlet channel 352. This vacuum promotes gas flow from air entrainment channel 312 to outlet channel 352, allowing combustion chamber gas and fuel to mix before flowing through outlet 224 and entering combustion chamber 30.

[0077] The fuel and air flows from the internal passage 228 and the air entrainment passage 312, respectively, can promote vortices in the outlet passage 352. By doing so, the fuel flowing into the combustion chamber 30 can include a more homogeneous air and fuel mixture than that provided by the injector without one or more air entrainment features to promote vortices.

[0078] Now for reference Figure 4A This illustrates a third embodiment 400 of a fuel injector 66 including a nozzle 410. The third embodiment 400 may be substantially the same as the first embodiment 200 and the second embodiment 300, except that the third embodiment includes a nozzle 410, and the shape of the nozzle 410 may be different from that of the nozzles 210 and 310, respectively.

[0079] Nozzle 410 may include a venturi shape. In the illustrated cross-section, nozzle 410 includes an hourglass and / or venturi shape. That is, nozzle 410 may include a narrow portion along its central portion, such that nozzle 410 is wider at the upstream end 312 and the downstream end 314. The upstream and downstream ends may be relative to the fuel flow direction, such that the upstream end 312 is closer to the spring 204 and the downstream end 314 is closer to the outlet 224. The upstream end 312 may be physically coupled to the spring 204, which is configured to press the downstream end against the outlet surface 222 without a force applied to the rod 208 by actuator 202.

[0080] The lever 202 can be actuated in a direction parallel to the overall direction of fuel injection 296, or in a direction opposite to the overall direction of fuel injection 296, as shown below. Figure 4C and Figure 4B As shown. In Figure 4B In embodiment 425, a second position of the injector 66 is shown. The central axis 298 passes through the center of the jet 426, such that the angle between the jet center and the central axis 298 is substantially zero. The jet 426 can be guided through the central channel 432 of the nozzle 410.

[0081] The central passage 432 may be generally venturi-shaped and / or hourglass-shaped, extending from the upstream end 412 to the downstream end 414. By actuating the rod 208 in an upward direction, the sealing contact between the rod and the nozzle 410 can be broken, allowing fuel to flow from the bladder 207 through the central passage 432 and into the combustion chamber 30. The air entrainment feature 416 of the nozzle 410 may not affect the injection 426. That is, the air entrainment feature 416 may not increase the mixing of air and fuel injection 426 before the injection reaches the combustion chamber 30. Thus, when the injector 66 is in the second position, the nozzle 410 can remain in contact with the outlet surface 222 of the injector body 206.

[0082] Now for reference Figure 4C This illustrates embodiment 450 with the fuel injector 66 in a third position. As shown, actuator 202 can actuate rod 208 in a direction toward nozzle 410. Controller 12 can signal actuator 202 to overcome the force of spring 204, causing nozzle 410 to move toward combustion chamber 30 in a direction parallel to the overall fuel injection direction 296. In this way, nozzle 410 can move toward combustion chamber 30, and its downstream end 414 can be spaced apart from the outlet surface 222 of injector body 206.

[0083] In the third position, the central passage 432 can be sealed near the upstream end 412, preventing fuel from flowing through it. Therefore, fuel can only flow through the outlet passage 452 formed between the outlet surface 222 and the nozzle 410. The air entrainment feature 416 can promote air-fuel mixing before the injection reaches the combustion chamber 30. In some examples, the outlet passage 452 can be formed in a venturi shape, allowing the vacuum in the outlet passage 452 to draw combustion chamber gases through the air entrainment feature 416 and into the outlet passage. Therefore, fuel may not flow through the air entrainment feature 416.

[0084] The outlet channel 452 can be an annular venturi channel, which is similar to... Figure 2B and Figure 3BEach has its own outlet channels 252 and 352. The air entrainment feature 416 allows air (indicated by the white head arrow) to flow into the outlet channel 452, thereby creating a vortex.

[0085] The spray angle 454 can be measured between the central axis 456 and the central axis 298 of the spray. The angle 454 can be between 10 degrees and 80 degrees. Alternatively, in some embodiments, the angle 454 can be between 20 degrees and 70 degrees. Alternatively, in some embodiments, the angle 454 can be between 30 degrees and 60 degrees. In one example, the angle 454 is exactly 60 degrees.

[0086] In some examples, the injector 66, including nozzle 410, can be actuated between each of the first, second, and third positions during a single combustion cycle of the cylinder. This is in Figure 5 As shown in the image.

[0087] Now for reference Figure 5 It shows engine operation sequence 500, which shows Figures 1 to 4C The operation of the fuel injector 66. In one example, the engine operation sequence shows including... Figure 4A , Figure 4B and Figure 4C The operation of the fuel injector 66 at nozzle 410. Curve 510 shows the injector position, curve 520 shows the crank angle, and curve 530 shows the spark. Injector position 1 can correspond to the first injector position, where no fuel injection occurs, such as... Figure 4A As shown. Injector position 2 can correspond to Figure 4B The second injector position shown depicts a jet flow passing through the central channel of the nozzle. Injector position 3 can correspond to... Figure 4C The third injector position is shown, where the jet flows through an outlet channel formed between the nozzle and the outlet surface of the injector body. Time increases from left to right in the figure.

[0088] Before t1, during the exhaust stroke, the crank angle (curve 520) changes from BDC to TDC. During the exhaust stroke, the injector position can be maintained at 1 (curve 520), where injection may not occur. Additionally, the spark plug may be off (curve 530).

[0089] At t1, the crank angle reaches TDC, which indicates the end of the exhaust stroke and the beginning of the intake stroke. The intake stroke can continue after t1 and before t2. During the intake stroke, the injector position can be adjusted to a second position, where fuel injection occurs through the center channel of the nozzle. Therefore, the angle of fuel injection can be essentially zero relative to the central axis of the fuel injector. In this way, no part of the fuel injection is directed towards the spark plug.

[0090] During the intake stroke, the injector position can swing between a first position and a second position after the intake valve opens. That is, the injector position may not switch from the first position to the second position until the intake valve has opened and allowed ambient air and / or pressurized air to enter the combustion chamber. In one example, the injector is adjusted from the first position to the second position exactly twice during the intake stroke, resulting in two fuel injections. The first duration can be substantially equal to the time elapsed between the two injections. The intake valve can close after the second injection.

[0091] At t2, the crank angle reaches BDC, which indicates the end of the intake stroke and the beginning of the compression stroke. This allows the piston to move to compress the contents of the combustion chamber. After t2 and before t3, the crank angle can continue to increase. During the compression stroke, the injector position can be adjusted twice from the first position to the second position, similar to the intake stroke. However, the second duration can be shorter than the first duration, and the second duration can be substantially equal to the time elapsed between the two injections in the second position during the compression stroke. Therefore, injections during the compression stroke can occur more frequently and continuously than injections during the intake stroke. After the last injection in the second position, the injector position can shift from the second position to the first position, and then to the third position. By injecting in the third position, the injection angle can be between 10 and 80 degrees relative to the injector's central axis. This directs at least a portion of the injection towards the spark plug. After completing the injection in the third position, which may be close to the TDC crank angle, the spark plug can be activated. By directing a portion of the fuel injection towards the spark plug before it is activated, combustion can be more complete. For example, because the fuel is adjacent to the spark plug before it is activated, combustion stability may be increased. In this way, emissions may be reduced compared to injectors that inject only in the second position.

[0092] At t3, the crank angle is at TDC, which indicates the end of the compression stroke and the beginning of the combustion stroke. After t3, the combustion stroke can continue. The spark plug can remain closed and the injector position can remain in the first position where injection does not occur.

[0093] In this way, the injector can include a nozzle with an air entrainment feature, which can increase the mixing of air and fuel before fuel is injected into the combustion cylinder. The injector can also be configured to adjust one or more of the nozzles or actuators to adjust the injection angle of the fuel. The technical effect of an injector with an air entrainment feature configured to adjust the injection angle is to increase combustion stability, increase fuel / air homogenization, and reduce emissions. By doing so, fuel economy can be increased and maintenance of emission control devices can be reduced.

[0094] A system includes a fuel injector comprising an oval nozzle, wherein an opening is configured to allow combustion chamber gases to enter a hollow interior of the oval nozzle, the oval nozzle being configured to form an annular venturi passage between itself and an outlet surface of the fuel injector. A first example of the system further includes: wherein the hollow interior exhausts combustion chamber gases to the outlet passage. A second example of the system optionally includes the first example, further including: wherein the opening is a first opening arranged along a central axis of the oval nozzle, and further including a plurality of second openings configured to exhaust combustion chamber gases from the hollow interior, wherein the central axis is aligned with the maximum height of the oval nozzle. A third example of the system optionally includes the first and / or the second example, further including: wherein the size of the first opening is equal to the combined size of each of the plurality of second openings. A fourth example of the system optionally includes one or more of the first to third examples, further including: wherein the plurality of second openings are arranged below the maximum width of the oval nozzle, and wherein the maximum width of the oval nozzle corresponds to a portion of the oval nozzle configured to press against the outlet surface of the fuel injector body. A fifth example of the system may optionally include one or more of the first to fourth examples, further comprising: wherein, when in the first position, the oval nozzle presses against the outlet surface of the fuel injector body, and wherein, when in the second position, the oval nozzle is spaced apart from the outlet surface of the fuel injector body to form an annular venturi passage. A sixth example of the system may optionally include one or more of the first to fifth examples, further comprising: wherein, when the fuel injector body is in the first position, the fuel injector does not inject fuel into the combustion chamber, and wherein, when the oval nozzle is in the second position, the fuel injector injects fuel into the combustion chamber via the annular venturi passage. A seventh example of the system may optionally include one or more of the first to sixth examples, further comprising: wherein the oval nozzle moves away from the combustion chamber as it moves from the first position to the second position.

[0095] A method includes adjusting the fuel injection angle of a fuel injector by adjusting the interface between a rod coupled to an actuator and a venturi nozzle, wherein the fuel injection angle is reduced by driving the rod away from the venturi nozzle. A first example of the method further includes increasing the fuel injection angle by actuating the rod toward the venturi nozzle, the rod pressing the venturi nozzle toward the combustion chamber. A second example of the method optionally includes the first example, further including reducing the fuel injection angle during the intake stroke. A third example of the method optionally includes the first and / or the second example, further including increasing the fuel injection angle just before spark plug activation, wherein the spark plug is activated before the end of the compression stroke. A fourth example of the method optionally includes one or more of the first to third examples, further including performing five fuel injections before spark plug activation, and wherein four of the fuel injections include a reduced fuel injection angle. A fifth example of the method optionally includes one or more of the first to fourth examples, further including measuring the fuel injection angle between the central axis of the fuel injector and the central axis of the fuel injection. A sixth example of the method may optionally include one or more of the first to fifth examples, further comprising: wherein the venturi nozzle includes a venturi passage extending along the central axis of the fuel injector, and wherein the venturi nozzle forms an annular venturi passage when it is spaced apart from the outlet surface of the fuel injector.

[0096] A system includes: an engine having at least one combustion chamber; a fuel injector positioned to inject fuel into the at least one combustion chamber, the fuel injector including an oval nozzle having one or more openings fluidly connected to the hollow interior of the oval nozzle to the at least one combustion chamber; and a controller having computer-readable instructions stored in its non-transitory memory, the computer-readable instructions, when executed, causing the controller to press the oval nozzle against an outlet surface of the fuel injector in a first position and to move the oval nozzle away from the outlet surface of the fuel injector in a second position. A first example of the system further includes: wherein the second position further includes an outlet channel formed between the oval nozzle and the outlet surface, wherein the outlet channel includes an annular venturi shape. A second example of the system optionally includes the first example, further including: wherein a plurality of channels extend from the fuel injector bladder to the outlet channel, and wherein one or more openings of the oval nozzle include a first opening and a plurality of second openings, and wherein in the first position, the plurality of second openings are closer to the combustion chamber than the outlets of the plurality of channels, and wherein in the second position, the plurality of second openings are farther from the combustion chamber than the outlets of the plurality of channels. A third example of the system may optionally include the first and / or second examples, further comprising: one or more openings including a first opening aligned with the central axis of the fuel injector, and a plurality of second openings radially spaced apart from the central axis of the fuel injector. A fourth example of the system may optionally include the first to third examples, further comprising: the first opening configured to allow only gas to enter the hollow interior, and the plurality of second openings configured to allow only gas to exit from the hollow interior.

[0097] It should be noted that the exemplary control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies (such as event-driven, intermittently driven, multi-tasking, multi-threaded, etc.). Therefore, the various actions, operations, or functions shown can be executed in the shown order, in parallel, or in some cases omitted. Similarly, the processing order is not necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the shown actions, operations, and / or functions can be repeatedly executed according to the specific strategy used. Furthermore, the actions, operations, and / or functions can be graphically represented as code programmed into a non-transitory memory of a computer-readable storage medium in the engine control system, wherein the actions are executed by combining instructions in a system including various engine hardware components with an electronic controller.

[0098] It should be understood that the configurations and routines 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 properties disclosed herein.

[0099] The appended claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may relate to an “a” element or a “first” element or its equivalent. These claims should be understood to include the introduction of one or more such elements, thus neither claiming nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amendments to these claims or by setting new claims in this application or related applications. Such claims, whether broader, narrower, identical, or different in scope from the original claims, are also considered to be included within the subject matter of this disclosure.

[0100] According to the present invention, a system is provided having a fuel injector comprising an oval nozzle, wherein the opening is shaped to allow combustion chamber gases to enter the hollow interior of the oval nozzle, and the oval nozzle forms an annular venturi passage between itself and the outlet surface of the fuel injector.

[0101] According to an embodiment, the hollow interior allows combustion chamber gases to be discharged to the outlet channel.

[0102] According to an embodiment, the opening is a first opening arranged along the central axis of the oval nozzle, and also includes a plurality of second openings configured to discharge combustion chamber gases from the hollow interior, wherein the central axis is aligned with the maximum height of the oval nozzle.

[0103] According to an embodiment, the size of the first opening is equal to the combined size of each of the plurality of second openings.

[0104] According to an embodiment, a plurality of second openings are arranged below the maximum width of the oval nozzle, wherein the maximum width of the oval nozzle corresponds to the portion of the oval nozzle configured to press against the outlet surface of the fuel injector body.

[0105] According to an embodiment, when in the first position, the oval nozzle presses against the outlet surface of the fuel injector body, and when in the second position, the oval nozzle is spaced apart from the outlet surface of the fuel injector body to form an annular venturi channel.

[0106] According to an embodiment, when the fuel injector body is in the first position, the fuel injector does not inject fuel into the combustion chamber, and when the oval nozzle is in the second position, the fuel injector injects fuel into the combustion chamber via an annular venturi passage.

[0107] According to an embodiment, the oval nozzle moves away from the combustion chamber when it moves from the first position to the second position.

[0108] According to the present invention, one method includes adjusting the fuel injection angle of a fuel injector by adjusting the interface between a rod coupled to an actuator and a venturi nozzle, and reducing the fuel injection angle by driving the rod away from the venturi nozzle.

[0109] According to an embodiment, the fuel injection angle is increased by moving the actuator rod toward the venturi nozzle, and the rod presses the venturi nozzle toward the combustion chamber.

[0110] According to an embodiment, the fuel injection angle is reduced during the intake stroke.

[0111] According to an embodiment, the fuel injection angle is increased just before the spark plug is activated, wherein the spark plug is activated before the end of the compression stroke.

[0112] According to an embodiment, the fuel injector performs five fuel injections before activating the spark plug, and four of the fuel injections include a reduced fuel injection angle.

[0113] According to an embodiment, the fuel injection angle is measured between the central axis of the fuel injector and the central axis of the fuel injection.

[0114] According to an embodiment, the Venturi nozzle includes a Venturi channel extending along the central axis of the fuel injector, and wherein the Venturi nozzle forms an annular Venturi channel when it is spaced apart from the outlet surface of the fuel injector.

[0115] According to the present invention, a system is provided comprising: an engine having at least one combustion chamber; a fuel injector positioned to inject fuel into the at least one combustion chamber, the fuel injector including an oval nozzle having one or more openings fluidly connected to the hollow interior of the oval nozzle to the at least one combustion chamber; and a controller having computer-readable instructions stored in its non-transitory memory, the computer-readable instructions, when executed, enabling the controller to press the oval nozzle against the outlet surface of the fuel injector in a first position and to move the oval nozzle away from the outlet surface of the fuel injector in a second position.

[0116] According to an embodiment, the second position further includes an outlet channel formed between the oval nozzle and the outlet surface, wherein the outlet channel includes an annular venturi shape.

[0117] According to an embodiment, the invention is further characterized by a plurality of channels extending from the bladder of the fuel injector to the outlet channel, wherein one or more openings of the oval nozzle include a first opening and a plurality of second openings, wherein in a first position the plurality of second openings are closer to the combustion chamber than the outlets of the plurality of channels, and wherein in a second position the plurality of second openings are farther from the combustion chamber than the outlets of the plurality of channels.

[0118] According to an embodiment, one or more openings include a first opening aligned with the central axis of the fuel injector, and a plurality of second openings radially spaced apart from the central axis of the fuel injector.

[0119] According to an embodiment, the first opening is configured to allow gas to enter only the hollow interior, and a plurality of second openings are configured to allow gas to exit only from the hollow interior.

Claims

1. A system for a fuel injector, comprising: A fuel injector comprising an oval nozzle, wherein the opening is shaped to allow combustion chamber gases to enter the hollow interior of the oval nozzle, the oval nozzle forming an annular venturi passage between itself and the outlet surface of the fuel injector.

2. The system of claim 1, wherein the hollow interior discharges combustion chamber gases to the outlet channel.

3. The system of claim 1, wherein the opening is a first opening arranged along the central axis of the oval nozzle, and further comprises a plurality of second openings configured to discharge combustion chamber gases from the hollow interior, wherein the central axis is aligned with the maximum height of the oval nozzle.

4. The system of claim 3, wherein the size of the first opening is equal to the size of each of the plurality of second openings combined together.

5. The system of claim 3, wherein the plurality of second openings are arranged below the maximum width of the oval nozzle, and wherein the maximum width of the oval nozzle corresponds to the portion of the oval nozzle configured to press against the outlet surface of the fuel injector body.

6. The system of claim 1, wherein when in the first position, the oval nozzle presses against the outlet surface of the fuel injector body, and wherein when in the second position, the oval nozzle is spaced apart from the outlet surface of the fuel injector body to form the annular venturi passage.

7. The system of claim 6, wherein when the fuel injector body is in the first position, the fuel injector does not inject fuel into the combustion chamber, and wherein when the oval nozzle is in the second position, the fuel injector injects fuel into the combustion chamber via the annular venturi passage.

8. The system of claim 6, wherein the ovoid nozzle moves away from the combustion chamber as it moves from the first position to the second position.

9. A method for using the system according to claim 1, comprising: The fuel injection angle of the fuel injector is adjusted by adjusting the interface between the rod connected to the actuator and the oval nozzle, and the fuel injection angle is reduced by driving the rod away from the oval nozzle.

10. The method of claim 9, wherein the fuel injection angle is increased by actuating the rod toward the oval nozzle, the rod pressing the oval nozzle toward the combustion chamber.

11. The method of claim 9, wherein the fuel injection angle is reduced during the intake stroke.

12. The method of claim 9, wherein the fuel injection angle is increased just before the spark plug is activated, and wherein the spark plug is activated before the end of the compression stroke.

13. The method of claim 12, wherein the fuel injector performs five fuel injections before activating the spark plug, and wherein four of the fuel injections include a reduced fuel injection angle.

14. The method of claim 9, wherein the fuel injection angle is measured between the central axis of the fuel injector and the central axis of the fuel injection.

15. The method of claim 9, wherein the venturi passage extends along the central axis of the fuel injector.

Images