Fuel injection nozzle with variable holes

Abstract

The device of the present invention relates to a fuel injector nozzle (100) and a control system for delivering fine atomized fuel that is uniformly mixed throughout the compressed air at various throttle positions. The system includes a progressively movable pin (216) to release a flow of high pressure atomized fuel through one or more apertures (50) to vary the opening size at which fuel is directed into compressed air. The conveying mode of the atomized fuel allows fine fuel particles to be evenly distributed in the whole compressed air, so that more complete and consistent combustion is achieved.

Description

Technical Field

[0001] The present invention relates generally to fuel delivery systems for internal combustion engines and, more particularly, to a fuel injector nozzle that delivers finely atomized fuel in an air stream that penetrates compressed air to prevent the formation of a stratified fuel mixture over a wide throttle band. Background Art

[0002] Fuel injection is the process of injecting fuel into an internal combustion engine with reciprocating pistons (most commonly an automotive engine) via mechanical or electronic injectors. An ideal fuel injection system delivers exactly the right amount of fuel under all engine operating conditions. This typically means precise air-fuel ratio (lambda) control, easy engine operation even at low engine temperatures (cold starts), good handling over a wide range of altitudes and ambient temperatures, precise control of engine speed (both idle and redline), improved fuel efficiency, and the lowest exhaust emissions.

[0003] In practice, an ideal fuel injection system does not exist, but there are various fuel injection systems with certain advantages and disadvantages. The term "fuel injection" includes a variety of different systems, the functional principles of which are fundamentally different. There are two main functional principles for mixture systems in internal combustion engines: internal mixture formation and external mixture formation. Fuel injection systems using external mixture formation are called manifold injection systems; there are two types of manifold injection systems: multi-point injection (port injection) and single-point injection (throttle body injection).

[0004] Internal mix systems can be divided into common rail and individual injection systems. Both common rail and individual injection systems exist in several different types. The most common internal mix forming fuel injection system is the direct injection system, which is usually used in diesel engines and high-end gasoline cars. Common rail direct injection allows fuel such as gasoline, alcohol or diesel to be injected directly into the engine cylinder. However, common rail injection is a relatively complex system, which is why some passenger cars use a multi-point manifold injection system.

[0005] Conventional direct injection engines typically include a piston with a depression on the top surface (commonly referred to as a bowl) and a swirl or tumble control valve located at the intake port to create a swirl or tumble in the air entering the combustion chamber. When the fuel is injected into the combustion chamber, the fuel hits the bottom of the bowl or cylinder wall, and a portion of the fuel may adhere to the piston surface or cylinder wall, resulting in poor wall wetting. When the remaining fuel burns, the flame propagating toward the piston surface cannot completely burn the liquid fuel film on the piston surface. This results in the formation of undesirable soot during the combustion process.

[0006] To eliminate wetting, some direct injection systems attempt to create a stratified charge, where the richest portion of the charge is located at the top of the cylinder. A stratified charge is created by directing a stream of liquid over a flat surface to break the fluid into tiny particles that are unable to penetrate the dense compressed air charge present in the cylinder. The combustion chamber of a stratified charge engine contains strata of different air / fuel mixtures. Thus, the layer closest to the top of the cylinder contains a stoichiometrically rich fuel mixture, and subsequent layers contain progressively leaner mixtures. While these mixtures sometimes run well at low throttle conditions, they can become significantly deficient at higher throttle conditions, resulting in high combustion temperatures that cause NOX production, while the rich portion of the mixture will still produce soot.

[0007] With port injection, the fuel spray from the fuel injector hits the valves and intake ports. During cold starts, the valves and intake ports are cold and the fuel does not evaporate as expected, resulting in increased hydrocarbon and soot emissions. During transient conditions, the fuel wets the valves and intake ports, resulting in a longer response time from a change in the fuel injection pulse width to a change in the fuel entering the cylinder. This increases the difficulty of fuel metering control, fuel consumption, and hydrocarbon / carbon monoxide emissions.

[0008] The term "electronic fuel injection" refers to any fuel injection system that has an engine control unit to control the amount of fuel delivered by the injection system.

[0009] Therefore, there is a need in the art for a fuel injector nozzle that can be used with either a direct or port injector to provide fine fuel atomization while utilizing the spray of fuel to create tumbling turbulence in the air to evenly distribute the fuel in the cylinder without wetting the walls or piston. The system should also utilize the heat of compression to entrain heated air into the atomized fuel to create vapor that is delivered throughout the combustion chamber to achieve clean fuel combustion and controlled flame front delivery.

[0010] In order to gain end-user acceptance, a fuel injector nozzle system must meet dimensional and manufacturing requirements. The system must be able to be easily and quickly adapted to existing and new diesel injector designs. In addition, the system should not require excessive machining or difficult-to-manufacture parts. Furthermore, the system must fit together in a way that does not affect the functionality of the injector to which it is attached.

[0011] The present invention thus provides a nozzle assembly that can be connected to a new or existing fuel injector, thereby overcoming the disadvantages of the prior art. The nozzle structure of the present invention not only allows for relatively easy assembly, but also allows for a lightweight overall structure that can withstand the harsh environment of an internal combustion engine. Summary of the invention

[0012] Briefly, the present invention relates to a fuel injector nozzle and control system for delivering finely atomized fuel that mixes evenly throughout the compressed air at various throttle positions. The system includes a pin that is gradually movable to release a high-pressure atomized fuel stream through one or more holes, thereby changing the size of the opening through which the fuel is directed into the compressed air. In at least one embodiment, the fuel is supplied to the injector through a volume control valve. The fuel injector itself includes a pressure spring that requires the fuel to maintain its required pressure regardless of the amount of fuel. The fuel injector nozzle is provided with a plurality of holes; therefore, the more fuel is required, the more holes are uncovered. This structure requires the fuel to exit the nozzle of the fuel injector at a predetermined pressure, thereby providing better fuel distribution throughout the volume of the combustion chamber. The atomized fuel is delivered in a manner that allows the fine particles of fuel to be evenly distributed throughout the compressed air to achieve a more complete and consistent combustion.

[0013] It is therefore an object of the present invention to provide a fuel injector nozzle that is capable of providing a variable area orifice.

[0014] It is another object of the present invention to provide a fuel injector nozzle that achieves more complete combustion by providing a more uniform fuel and air mixture.

[0015] Another object of the present invention is to provide a fuel injector nozzle that eliminates cylinder wetting.

[0016] Another object is to provide a fuel injector nozzle that is capable of mixing hot compressed air with atomized fuel to vaporize a portion of the fuel prior to combustion.

[0017] Another object of the present invention is to provide a fuel injector nozzle that provides an atomized fuel mist by varying the size and / or number of holes that deliver the fuel so that the holes vary depending on the fuel quantity requirements of the engine.

[0018] Another object of the present invention is to provide a fuel delivery system including a valve for controlling the amount of fuel delivered and a constant pressure needle valve in an injector, the needle valve being configured to open a fuel delivery orifice as the amount of fuel increases, thereby maintaining fuel delivery pressure throughout the entire operating range of the engine from idle to full throttle operation.

[0019] Other objects and advantages of the present invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which certain embodiments of the present invention are described by way of illustration and example. The accompanying drawings constitute a part of this specification and include exemplary embodiments of the present invention and illustrate various objects and features thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1A Schematic diagram showing various types of injection systems based on injector location;

[0021] Figure 1B shows a cross-sectional view taken along the longitudinal centerline of the injector nozzle;

[0022] Figure 1C shows a cross-sectional view of an alternative embodiment taken along the longitudinal centerline of the injector nozzle;

[0023] Figure 2 Shows Figure 1B a partial cross-sectional view of the illustrated embodiment;

[0024] Figure 3A Shows Figure 1B a partial cross-sectional view of the illustrated embodiment showing the pin in a closed position;

[0025] Figure 3B Shows Figure 1B A partial cross-sectional view of an alternative embodiment shown in , showing the pin in a closed position;

[0026] Figure 4 Shows Figure 1B a partial cross-sectional view of the illustrated embodiment showing the pin lever in an open position;

[0027] Figure 5 Shows Figure 1B A partial cross-sectional view of the illustrated embodiment showing the pin in a partially open position;

[0028] Figure 6 Shows Figure 1B a partial cross-sectional view of the illustrated embodiment showing the pin lever in an open position;

[0029] Fig. 7A Shows Figure 1B a partial side view of the illustrated embodiment showing the fuel orifice;

[0030] Figure 7B Shows Figure 1B a side view of the illustrated embodiment showing multiple circles of fuel orifices;

[0031] Figure 7C Shows Figure 7B A cross-sectional view of the orifice body shown in , showing the interior of the orifice body;

[0032] Figure 8 A cross-sectional view of an alternative embodiment is shown showing a different pin and fuel orifice configuration;

[0033] Fig. 9 Shows Figure 8 a cross-sectional view of the illustrated embodiment showing the pin in a closed position;

[0034] Fig.10 Shows Figure 8 a partial cross-sectional view of the illustrated embodiment showing the pin lever in an open position;

[0035] Fig.11 Shows Figure 8 A partial cross-sectional view of the illustrated embodiment showing the pin in a closed position;

[0036] Fig.12 shows a cross-sectional view of an alternative embodiment having an air sensing disc located at the distal end of the pin;

[0037] Fig.13 Shows Fig.12 a cross-sectional view of the illustrated embodiment showing the pin in a closed position;

[0038] Fig.14 shows a side view of an injector cartridge suitable for use with any of the pin and orifice combinations shown;

[0039] Fig.15 A cross-sectional view along the longitudinal centerline of the injector barrel is shown, showing Figure 8-11 The barrel with the pin shown in ;

[0040] Fig.16 Shows Fig.15 A partial cross-sectional view of the injector barrel shown in , showing the pin in a closed position;

[0041] Fig.17 Shows Fig.15 A partial cross-sectional view of the injector barrel shown in , showing the pin in a closed position;

[0042] Fig.18 Shows Fig.15 A partial cross-sectional view of the injector barrel shown in , showing the pin in an open position;

[0043] Fig.19A shows a fuel distribution diagram of the embodiment shown in Figures 1-7;

[0044] Fig.19B shows a fuel distribution diagram of the embodiment shown in Figures 1-7;

[0045] Fig.19C shows a fuel distribution diagram of the embodiment shown in Figures 1-7;

[0046] Fig.19D shows a fuel distribution diagram of the embodiment shown in Figures 1-7;

[0047] Fig. 20 shows a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism incorporated into a direct injection cartridge injector;

[0048] Fig.21 shows a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism incorporated into a direct injection cartridge injector;

[0049] Fig. 22 shows a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism incorporated into a direct injection cartridge injector;

[0050] Fig.23 Shown along Fig. 20 A cross-sectional view taken along line 23-23 of ;

[0051] Fig.24 It is a partial schematic diagram of the cooperation between the servo mechanism and the oil supply needle;

[0052] Fig.25 Shows Fig.23 , showing a partial view of the fuel supply needle in a fully open position;

[0053] Fig.26 Shows Fig.23 , showing a partial view of the fuel supply needle in a partially open position;

[0054] Fig. 27 Shows Fig.23 sectional view showing the fuel supply needle in a closed position;

[0055] Fig.28 for Fig.23 , showing a partial view of the fuel supply needle in the closed position;

[0056] Fig.29 A partial view of a liquid fuel orifice is shown;

[0057] Fig.30 A partial view of a liquid fuel orifice is shown;

[0058] Fig.31 Shows Fig.23 , showing a partial view of a radial flow ejector nozzle in combination with a servo flow control system;

[0059] Fig.32 An embodiment of the present fuel nozzle is shown operating from a right angle;

[0060] Fig.33 Shows Fig.32 A cross-sectional view of an embodiment of the present invention along the longitudinal centerline of the device;

[0061] Fig.34 shows a cross-sectional view taken along the longitudinal centerline of the injector nozzle showing the tubular pivot in a closed position;

[0062] Fig.35 Shows Fig.34 A cross-sectional view of the embodiment shown in , showing the pivot in an open position;

[0063] Fig.36 Shown for Fig.34 Cut by a right-angle plane Fig.34 A cross-sectional view of an embodiment;

[0064] Fig.37 Shown along Fig.36 A partial cross-sectional view taken along line 37-37 of ;

[0065] Fig.38 Shown for Fig.34 Cut by a right-angle plane Fig.34 A cross-sectional view of an embodiment;

[0066] Fig.39 Shown along Fig.38 A partial cross-sectional view taken along line 39-39;

[0067] Fig.40 Another embodiment of an injector nozzle is shown;

[0068] Fig.41 Shown along Fig.40 A cross-sectional view taken along line 41-41 of ;

[0069] Fig.42 A partial enlarged view of the nozzle hole is shown;

[0070] Fig.43 A partial cross-sectional view of a nozzle hole flow path is shown;

[0071] Fig.44 A partial cross-section with a pin is shown;

[0072] Fig.45 A partial cross-sectional view of the keyhole aperture showing the flow;

[0073] Fig.46 A partial cross-sectional view of the keyhole aperture showing the flow;

[0074] Fig.47 A partial cross-sectional view of the keyhole aperture showing the flow;

[0075] Fig.48 A partial cross-sectional view showing a tapered keyhole fuel orifice is shown;

[0076] Fig.49 A partial cross-sectional view showing a tapered keyhole fuel orifice is shown;

[0077] Fig.50A partial cross-sectional view showing a tapered keyhole fuel orifice is shown;

[0078] Fig.51A A partial cross-sectional view showing a tapered keyhole fuel orifice and a segmented pin is shown;

[0079] Fig.51B A cross-sectional view illustrating the injector nozzle being located inside the cylinder and the piston being located near top dead center for combustion is shown;

[0080] Fig.51C A partial side view of the nozzle is shown showing the fuel holes arranged around the dome;

[0081] Fig.51D Shown along Fig.51C A cross-sectional view taken along the longitudinal centerline of

[0082] Fig.51E A partial cross-sectional view of a bore body is shown showing the angular orientation of the fuel holes;

[0083] Fig.51F A partial cross-sectional view of a bore body is shown showing the angular orientation of the fuel holes;

[0084] Fig.52 shows a cross-sectional view of a nozzle assembly including a fuel hole and a fuel groove;

[0085] Fig.53 Shows Fig.52 The nozzle assembly of the invention, wherein the pivot is shown in an open position;

[0086] Fig.54 Shows Fig.52 Nozzle assembly;

[0087] Fig.55 Shown along Fig.54 A partial cross-sectional view taken along line 55-55;

[0088] Fig.56 A partial cross-sectional view showing the pivot in a closed position is shown;

[0089] Fig.57 shows a partial cross-sectional view showing the pivot in a partially open position;

[0090] Fig.58 A partial cross-sectional view showing the pivot in an open position is shown;

[0091] Fig.59 A partial cross-sectional view showing the pivot in a closed position is shown;

[0092] Fig.60 A partial cross-sectional view showing the pivot in a partially open position is shown;

[0093] Fig.61 A partial cross-sectional view showing the pivot in an open position is shown;

[0094] Fig.62 A partial cross-sectional view showing the pivot in an open position is shown;

[0095] Fig.63 shows a perspective view of another embodiment of a fuel nozzle assembly having a plurality of radially spaced V-shaped grooves for fuel distribution;

[0096] Fig.64 A cross-sectional view showing the nozzle and pivot in an open position is shown;

[0097] Fig.65 A cross-sectional view showing the nozzle and the pivot in a closed position is shown;

[0098] Fig.66 A perspective view showing the nozzle and pivot in an open position is shown;

[0099] Fig.67 Shown along Fig.66 A partial perspective view taken along line 67-67;

[0100] Fig.68 Shown along Fig.67 a cross-sectional view taken along line 68-68;

[0101] Fig.69 Shown along Fig.67 a cross-sectional view taken along line 68-68;

[0102] Fig.70 Shown along Fig.67 a cross-sectional view taken along line 68-68;

[0103] Fig.71 A cross-sectional view showing the pin in an open position is shown;

[0104] Fig.72 A cross-sectional view showing the pin in a partially open position is shown;

[0105] Fig.73A A partial cross-sectional view showing one embodiment of a fuel injector and nozzle assembly is shown;

[0106] Fig.73B A partial cross-sectional view showing one embodiment of a fuel injector and nozzle assembly is shown;

[0107] Fig.73C A partial cross-sectional view showing one embodiment of a fuel injector and nozzle assembly is shown;

[0108] Fig.74 A cross-sectional view showing an alternative embodiment of a fuel injector and nozzle assembly;

[0109] Fig.75 A partial cross-sectional view showing a fuel nozzle and pin in an open position is shown;

[0110] Fig.76 A partial cross-sectional view showing a fuel nozzle and pin in a closed position is shown;

[0111] Fig.77 A partial cross-sectional view showing a fuel nozzle and pin in an open position is shown;

[0112] Fig.78 A partial cross-sectional view showing the fuel nozzle and pin in a closed position is shown;

[0113] Fig.79 A partial cross-sectional view showing a fuel nozzle and pin in an open position is shown;

[0114] Fig.80 A cross-sectional view showing a metering valve cooperating with a fuel injector nozzle assembly having a pin operating at a right angle relative to fuel flow is shown;

[0115] Fig.81 A partial cross-sectional view showing the engagement of the pin and the metering cam is shown;

[0116] Fig.82 A partial cross-sectional view showing the engagement of the pin and the metering cam is shown;

[0117] Fig.83 A partial cross-sectional view showing the engagement of the pin and the metering cam is shown;

[0118] Fig.84A A partial cross-sectional view showing the engagement of the pin and the metering cam is shown;

[0119] Fig.84B A partial perspective view of the metering block is shown;

[0120] Fig.84C is along Fig.84B an enlarged fragmentary view taken along line 84C-84C of FIG. 84C, showing a portion of the metering block;

[0121] Fig.85 A partial cross-sectional view showing the engagement of the pin and the metering cam is shown;

[0122] Fig.86 A partial cross-sectional view showing the pin rod in a closed position is shown;

[0123] Fig.87A cross-sectional view showing a servo-controlled metering valve in use with a fuel injector;

[0124] Fig.88 Shown is a partial cross-sectional view of the fuel return passage;

[0125] Fig.89 A partial cross-sectional view showing the metering rod in a closed position;

[0126] Fig.90 A partial cross-sectional view showing the metering rod in an open position is shown;

[0127] Fig.91 shows a partial cross-sectional view showing the metering rod in a partially open position;

[0128] Fig.92 shows a partial cross-sectional view showing the metering rod in a partially open position;

[0129] Fig.93 A perspective view showing the use of a servo-controlled metering valve in conjunction with a fuel injector;

[0130] Fig.94 A perspective view showing the use of a servo-controlled metering valve in conjunction with a fuel injector;

[0131] Fig.95 A perspective view showing the use of a servo-controlled metering valve in conjunction with a fuel injector;

[0132] Fig.96 Shown along Fig.94 A cross-sectional view taken along line 96-96;

[0133] Fig.97 shows a perspective view of a metering valve separated from a fuel injector;

[0134] Fig.98 shows a perspective view of a metering valve separated from a fuel injector;

[0135] Fig.99 shows a perspective view of a metering valve in combination with a fuel injector;

[0136] Fig.100 shows a perspective view of a metering valve in combination with a fuel injector;

[0137] Fig.101 shows a perspective view of a metering valve in combination with a fuel injector;

[0138] Fig.102 shows a perspective view of a metering valve separated from a fuel injector;

[0139] Fig.103 shows a perspective view of a metering valve separated from a fuel injector;

[0140] Fig.104 is along Fig.100 A cross-sectional view taken along line 104-104;

[0141] Fig.105 An exploded perspective view of a metering valve and a fuel injector is shown;

[0142] Fig.106A Shown along Fig.102 A cross-sectional view taken along line 106A-106A;

[0143] Fig.106B Shown along Fig.102 A cross-sectional view taken along line 106B-106B;

[0144] Fig.106C Shown along Fig.102 A cross-sectional view taken along line 106C-106C;

[0145] Fig.106D Shown along Fig.102 A cross-sectional view taken along line 106D-106D;

[0146] Fig.106E Shown along Fig.102 A cross-sectional view taken along line 106E-106E of FIG.

[0147] Fig.107 Shown along Fig.100 A partial cross-sectional view taken along line 104-104 of , showing a flow control stem removed and a portion of a flow control valve body shown in phantom;

[0148] Fig.108 Shown along Fig.100 A partial cross-sectional view taken along line 104-104 showing the flow control valve and the servo cam;

[0149] Fig.109 A fuel return valve for allowing fuel to flow back to the fuel tank or vapor system is shown;

[0150] Fig.110 Shown is a partial perspective view of a fuel control valve body and a servo cam;

[0151] Fig.111 A nozzle design including diverging holes from each individual internal hole is shown; and Fig.112 is along Fig.111 A partial cross-sectional view taken along line 112-112 shows a diverging hole pattern. DETAILED DESCRIPTION

[0152] While the invention may be embodied in various forms, presently preferred embodiments are shown in the drawings and will be described below, but it should be understood that this disclosure is to be considered as illustrative of the invention and is not intended to limit the invention to the particular embodiments shown.

[0153] refer to Figure 1A-19D , a variable orifice fuel injector nozzle 100 is shown, which can be attached to a fuel injector 102 for providing finely atomized fuel to a combustion chamber 23 of an internal combustion engine. The variable orifice fuel injector nozzle 100 is suitable for use in mechanical or electronically controlled fuel injection systems. In a mechanical fuel injection system, the injector is spring loaded to a closed position and opened by fuel pressure. In an electronically controlled fuel injection system, the injector is also spring loaded to a closed position, but the fuel injector is opened by an electromagnet, solenoid or linear motor built into the injector body. An electronic control unit determines how long the injector remains open to deliver fuel. Generally, the construction and arrangement of the present injection nozzle can vary the size and / or number of holes through which pressurized fuel is delivered to the engine, so that when the fuel is discharged from the nozzle, it maintains an elevated fuel pressure. In some embodiments, because the hole size is controlled by the fuel pressure, the atomized fuel can pass through the high-density compressed air charge in the cylinder at a higher speed, thereby producing a significantly more uniform air / fuel mixture in the cylinder for a more complete and cleaner combustion. Therefore, the minimum fuel pressure causes the outlet hole to be partially covered, allowing fuel to flow to the cylinder. If the fuel pressure increases due to an increase in the fuel charge, the fuel holes will be further covered or more holes will be covered to allow more fuel to be delivered at the same or similar pressure. Once all the fuel holes are covered, the fuel pressure may continue to rise when delivered through the holes. Higher fuel pressures can be further driven into the high-density compressed air charge for combustion. In some embodiments, the heated compressed air is mixed with the atomized fuel when it is discharged from the nozzle, so that a portion of the atomized fuel becomes steam mixed with the heated air. The nozzle of the present invention is suitable for use with a single-point injection system 10, a multi-point injection system 12, and a direct injection system 14 without departing from the scope of the present invention.

[0154] Reference is made generally to all Figures and more particularly to Figure 1A-7C, shows a radial flow injector nozzle 200, which includes a radial flow pin 216 having a controlled linear motion based on a desired fuel flow rate. Changes in fuel flow rate cause the fuel pin 216 to move linearly, exposing radially positioned orifices in turn, causing the fuel to be directed vertically and / or radially to different areas within the cylinder 20 or piston 22. The radial flow injector nozzle includes a nozzle body 24, a plunger 26, a spring 28, a rear stop 30, and an orifice 32. The nozzle body 24 is preferably made of metal or ceramic and is constructed and arranged to be fixed to the front of the fuel injector 102. The nozzle body 24 can be fixed by fasteners, welds, adhesives, castings, etc., as long as the nozzle is properly fixed to the injector so that it will not fall off during operation and use. The plunger 26 and the spring 28 work together to move the radial flow pin 216 along the longitudinal axis 38 in response to a linear motor, a servo, or sufficient fuel pressure to overcome the resistance to movement provided by the spring 28. In this way, the plunger 26 can be moved in precise increments, causing the radial flow pin 216 to move to release fuel into the cylinder 20. The radial flow pin 216 is guided by the bore 32 and includes a rear stop surface 40 that cooperates with the pin flange 34 to limit the forward movement of the radial flow pin 216. An undercut 64 is located behind the front end 58 of the pin to allow the fuel to flow between the outer diameter of the pin 216 and the inner bore 60 of the bore 32. The undercut 64 also provides a valve core surface 66 to allow the pressurized fuel to flow around the rod. In the most preferred embodiment, the valve core surface 66 includes a sharp outer corner 68. The sharp corner 68 can accurately stop and start the fuel flow and provide a cutter to cut up any small particles that may enter the fuel flow. Because the orifice is very small, for example, about 0.002 inches in diameter, dirt particles in the fuel with a diameter larger than this diameter will not pass through the nozzle orifice 50. In the most preferred embodiment, the orifice body 32 is made of metal (e.g., carbide, tool steel, or ceramic) to have a hardness greater than 45 Rockwell C. The reciprocating motion of the pin 216 combined with the sharp corners 68 provide a chopping action to any particles stuck in the nozzle orifice 50. This reduces the size of the particles to a size sufficient to pass through the nozzle orifice. The rear stopper 30 provides a return stopper surface 42 to stop the fuel from flowing through the nozzle when there is no external force to move the radial flow pin 216 forward. The flow path of the fluid (e.g., fuel) is through the core chamber 44 of the nozzle body 24, through the fuel port 46 in the rear stopper 30, and through the conduit 48 in the orifice body 32 to the nozzle orifice 50. The nozzle orifices 50 are arranged in a radial manner around the periphery of the orifice body 32. In a preferred embodiment, the nozzle orifices 50 are located at different heights relative to each other so that when the front end 58 of the radial flow pin 216 moves forward, more orifices 50 are opened to release liquid fuel. This arrangement allows the pressure of the liquid fuel to be maintained at a higher pressure inside the injector in low to mid throttle positions of the engine.The higher pressure causes the liquid to experience a greater pressure drop as it leaves each nozzle hole 50, causing the fuel to break up into smaller particles that still carry enough momentum to penetrate the high density compressed air charge in the cylinder 20 of the engine 54. In the most preferred embodiment, the nozzle holes 50 are directed through the bore 32 at various hole angles 52 so that the fuel is directed vertically throughout the cylinder, thereby avoiding a stratified fuel charge in the cylinder. In a preferred embodiment, the nozzle hole diameter 56 is between about 0.001 inches and 0.015 inches or between 0.0254 mm and 0.381 mm. However, it should be noted that other nozzle hole diameters may be used as long as the liquid fuel is atomized before reaching the wall of the cylinder 20 to prevent cylinder wetting. It should also be noted that a larger nozzle hole diameter 56 may require a higher fluid (fuel) pressure to produce the pressure drop required to cause atomization before the fuel reaches the wall of the cylinder 20. The front end 58 of the radial flow axis pin 216 is configured as a cylinder to slide fit within the inner bore 60 of the bore 32. This configuration prevents unnecessary flow of liquid fuel around the front end 58, while the movement of the rear surface 62 of the front end 58 through the nozzle hole 50 shears off any small particles of dirt and debris that might clog the hole, thereby preventing clogging of the small diameter hole. This configuration allows the use of hole diameters as small as 0.002 inches or 0.0508 mm without clogging problems.

[0155] Referring generally to the drawings and more particularly to FIGS. 1 and Figure 8-11 , an alternative embodiment of a variable orifice injector nozzle 300 is shown. In this embodiment, a pintle rod 316 is constructed and arranged to convert longitudinal flow to radial flow using a stepped deflector disk 70. The pintle rod 316 is positioned within the nozzle body 124 along the longitudinal axis 38. The nozzle body 124 includes a central hole 72 containing the pintle rod 316. The front end 74 of the nozzle body 124 includes an inclined seat 76, which cooperates with the inclined surface 78 of the pintle rod 316 to control the flow of liquid fuel through the nozzle 300. In operation, liquid fuel is directed to the nozzle hole 150 through the fuel port 80 and around the diameter of the pintle rod 316. When the pintle rod 316 is retracted into the nozzle body 124, the liquid fuel is allowed to flow through the nozzle hole 150, where it collides with the stepped deflector disk 82, causing the liquid fuel to be atomized and directed in a radial and downward manner. The steps 70 of the stepped deflector disk 82 are sized to distribute the atomized fuel in two different radial patterns, thereby more uniformly distributing the atomized fuel throughout the volume of the combustion chamber 23. The back plate 84 limits the longitudinal movement of the pin 316 to control the pressure at which the liquid fuel is discharged through the nozzle 300. The rod 86 extends through the back plate 84 to allow the pin 316 to operate longitudinally.

[0156] With reference generally to the accompanying drawings and more particularly to Fig.12 and 13, shows an alternative embodiment of a variable orifice injection nozzle 400. In this embodiment, the pin 416 includes an air induction disc 90 at its distal end. The air induction disc 90 cooperates with the second air induction plate 92 to cause hot compressed air from the combustion chamber 23 to be drawn into the nozzle hole 250 and mixed with the atomized liquid fuel when it strikes the air induction disc 90. This structure causes a portion of the atomized fuel to evaporate and mix with the hot air, and also creates turbulence within the combustion chamber 23 to better distribute the fuel throughout the combustion chamber 23. The air induction disc 90 includes vents 94 that distribute a portion of the fuel-air mixture downward in the combustion chamber 23, while the top surface 96 of the air induction disc 90 and the bottom surface 98 of the air induction plate 92 distribute a portion of the air-fuel mixture radially within the combustion chamber 23. Therefore, this structure provides a mechanical means for distributing the air-fuel mixture to different parts of the combustion chamber 23 to avoid stratified fuel charging. The pin 416 is guided by the bore 32 and includes a rear stop surface 40 that cooperates with the pin flange 34 to limit forward movement of the pin 416. The rear stop 30 provides a return stop surface 42 to stop fuel from flowing through the nozzle when there is no external force to move the pin 416 forward. The flow path of the fluid (e.g., fuel) is through the core chamber 44 of the nozzle body 24, through the fuel port 46 in the rear stop 30, and through the conduit 48 in the bore 32 to the nozzle hole 250.

[0157] With reference generally to the drawings and more particularly to Figure 14-19D , shows an alternative embodiment. Figure 12-13 The embodiment shown in FIG. 1 is the same as that shown in FIG. 2 , but without the air induction disc 90 and the air induction plate 92. Therefore, the liquid fuel is directed to the deflection disc 82 so that the liquid fuel is atomized and deflected outwardly and downwardly. In this way, the diameter of the deflection disc 82 can be changed to control the pattern of dispersion of the atomized liquid fuel within the combustion chamber 23. For example, Figures 19A-19B A large diameter deflection disk is shown which disperses the atomized fuel in a thin radial pattern. Figures 19C-19DIt is shown how reducing the diameter of the deflection disk 82 causes the atomized fuel distribution pattern to deflect not only radially, but also vertically toward the bottom of the combustion chamber 23. Therefore, the smaller the diameter of the deflection disk 82, the more the atomized fuel is directed to the bottom of the combustion chamber 23. The diameter of the atomized fuel pattern can be the same or smaller to prevent cylinder wall wetting. This structure allows the fuel distribution pattern to be modified to prevent the atomized fuel in the combustion chamber 23 from stratification. The present system can be incorporated into a standard fuel injection cartridge 102 commonly used for port injection and a direct injection injector (not shown) without departing from the scope of the present invention. The electronic injection cartridge 102 typically includes a linear motor 112, a solenoid, etc., for operating a pin 316 to control the flow of liquid fuel. A spring 114 or the like is used to return the pin 316 to a fuel flow stop position. Therefore, the solenoid 112 is used to allow fuel to flow. An electrical connector 116 is provided to connect the injector to the engine's wiring harness, which is typically connected to an onboard computer or controller (not shown). A fuel connector 118 is provided to connect to a fuel supply line.

[0158] With reference generally to the drawings and more particularly to Figure 20-31 , a servo-controlled metering valve 500 is shown. The servo-controlled metering valve 500 includes a fuel delivery orifice 502, which may vary in size and / or shape to provide liquid fuel at a predetermined pressure to an injector nozzle, regardless of volume, which may include any of the nozzles described herein as well as other known nozzles. The servo-controlled metering valve 500 may be, for example, Fig. 20 Direct injection type as shown, can also be Fig.21 and 22 The port injector shown in the figure does not depart from the scope of the present invention. The servo device 504 limits the movement of the metering rod 506. The metering rod 506 slides in the metering rod hole 508 located in the metering block 510. The servo device 504 includes a metering cam 512 having an offset journal 514. The offset journal 514 can cooperate with the distal end 516 of the metering rod 506 to limit the movement of the metering rod 506 in the metering rod hole 508. The metering rod 506 includes a stepped portion 517, which allows liquid fuel to flow through the fuel delivery hole 502, while the diameter of the metering rod 506 covers and prevents liquid from flowing through the fuel delivery hole 502. The metering rod 506 is translated by the solenoid valve 518 so that the stepped portion 517 of the metering rod 506 cooperates with the fuel delivery hole 502. In this way, the flow rate of liquid fuel controls the flow of liquid through the variable orifice fuel nozzle 100. Therefore, regardless of the volume, the liquid fuel is delivered to the injector at a predetermined minimum pressure. The fuel delivery hole 502 comprises a unique shape of a circular arc segment with a rounded apex 520. When the metering rod 506 is positioned at low throttling, the structure approximates a circular hole, such as Fig.26As shown, and when the metering rod 506 is moved to allow a higher throttle position, such as a higher volume flow rate, an increased flow rate is provided, such as Fig.25 As shown. The structure also provides accurate metering of the liquid fuel by providing an offset journal 514, which the metering rod 506 contacts to provide precise positioning. The servo 504 is typically an electric motor with a gear train and position feedback to provide precise rotational positioning of the metering cam 512. By delivering the liquid fuel at a predetermined high pressure, a pressure control spring can be used in the injector nozzle to open the hole as the volume increases so that the liquid fuel is discharged from the injector nozzle at high pressure and therefore at a high velocity regardless of the volume. Therefore, as a non-limiting example, at low volumes, only one or two holes may be opened to allow fuel to flow into the cylinder; but at higher throttle positions of 10, 20 or more, the holes can be opened to handle the volume while still controlling the pressure drop of the nozzle. This allows the liquid fuel to be better atomized and further through the dense compressed air in the cylinder. The structure also allows smaller fuel holes to provide better liquid fuel atomization to reduce cylinder and piston wetting.

[0159] With reference generally to the drawings and more particularly to Figure 32-33 , a right angle metering valve embodiment 600 of a variable orifice fuel nozzle 100 is shown. This embodiment includes a right angle metering rod 602. The right angle metering rod 602 includes a deflection surface 604 that deflects the liquid fuel flowing through the supply passage 606 when passing through the fuel delivery hole 502, so that the high-speed liquid is directed to hit the anvil surface 608, thereby atomizing the liquid fuel. A control surface 610 is provided to control the dispersion pattern of the atomized fuel. The control knob 612 allows the user, servo or stepper motor to change the linear position of the anvil surface 608 to provide a change in pattern. In this way, the anvil surface 608 can be moved closer or farther away from the metering rod 602 and the deflection surface 604. The push rod 614 and the cantilever 616 cooperate to move the metering rod 602 within the metering rod hole 618. A solenoid, a linear motor, a servo, etc. can be used to operate the push rod 614. The spring member 620 returns the metering rod 602 to its original position, covering the fuel delivery hole 502. It should be noted that while the foregoing apparatus atomizes the fuel by directing the fuel onto a flat surface, the atomized fuel may be directed through a fuel injector nozzle without departing from the scope of the present invention.

[0160] Referring generally to all of the Figures, and more particularly to Figures 1 and 34-51F, there is shown a directional radial flow injector nozzle 91 that includes a pintle rod 216 having controlled linear motion based on a desired fuel flow at a predetermined pressure. Changes in fuel flow cause the pintle rod 216 to move linearly, exposing radially positioned orifices in turn, thereby causing fuel to be directed vertically and / or radially to different areas within the cylinder 20 or piston 22. Thus, the more fuel delivered to the nozzle, the more orifices are exposed to direct the fuel to different locations within the cylinder. The directional radial flow injector nozzle includes a nozzle body 24, a plunger 26 ( Figure 1B )、Spring 28( Figure 1B ), rear stopper 95 and orifice body 32. Nozzle body 24 is preferably made of metal or ceramic and is constructed and arranged to be fixed to fuel injector 102 ( Figure 1A ) at the front of the nozzle body 24. The nozzle body 24 can be secured by fasteners, welds, adhesives, castings, etc., as long as the nozzle is properly secured to the injector and will not fall out during operation and use. The plunger 26 and spring 28 cooperate to move the tubular flow pin 98 along the longitudinal axis 38 in response to a linear motor, servo, or sufficient fuel pressure to overcome the resistance to movement provided by the spring 28. In this way, the plunger 26 can move in precise increments, causing the tubular pin 98 to move to release fuel into the cylinder 20. The tubular pin 98 is guided by the bore 32 and includes a rear stop surface 40 that cooperates with the pin flange 34 to limit the forward movement of the tubular pin 98. The rear stop 30 provides a return stop surface 42 to prevent fuel from flowing through the nozzle when there is no external force to move the tubular pin 98 forward. The flow path of the fluid (e.g., fuel) is through the metering valve to the core chamber 44 of the nozzle body 24, through the fuel port 46 in the rear block 30, and through the side port in the tubular pin 98 to the nozzle hole 50. The nozzle holes 50 are arranged in a radial manner around the periphery of the bore body 32. In a preferred embodiment, the nozzle holes 50 are located at different heights or oriented at different angles relative to each other so that when the front end of the pin 216 moves rearward, more holes are opened to release liquid fuel. This structure allows the pressure of the liquid fuel to be maintained at a higher and more constant pressure inside the injector for low to medium throttle positions of the engine because not all nozzle holes 50 are open to flow. Therefore, as higher throttle positions require more fuel, the nozzle holes 50 are gradually uncovered. Therefore, when the spring 28 is used to control the pressure to move the pin 216, the movement of the pin 216 can be automatic. The higher pressure causes the liquid fuel to experience a greater pressure drop as it exits each nozzle hole 50, thereby breaking the fuel into smaller particles that still carry enough momentum to penetrate the high density compressed air charge in the cylinder 20 of the engine 54. In the most preferred embodiment, the nozzle holes 50 are arranged at various hole angles 52 ( Fig.43) is directed through the bore 32 so that the fuel is directed vertically throughout the cylinder, thereby avoiding a stratified fuel charge in the cylinder. In a preferred embodiment, the nozzle hole diameter 56 is approximately 0.002 inches or 0.0508 millimeters. However, it should be noted that other nozzle hole diameters as small as 0.002 inches may also be used as long as the liquid fuel is atomized before reaching the wall of the cylinder 20 to prevent wetting. It should also be noted that larger nozzle hole diameters 56 may require higher fluid (fuel) pressures to produce the pressure drop required to cause atomization before the fuel reaches the wall of the cylinder 20. In at least one embodiment, at least one nozzle hole 50 can be a keyhole port 102. The keyhole port 102 includes a groove portion 104 and a cylinder portion 106. In at least one embodiment, the groove portion 104 gradually tapers to the cylinder portion 106 before the fuel exits the fuel nozzle hole 50 and enters the cylinder for combustion, see Fig.48 The front end 58 of the tubular pin 98 is configured as a cylinder to slide fit within the inner bore 60 of the orifice body 32. This configuration prevents unnecessary flow of liquid fuel around the front end 58, while movement through the nozzle orifice 50 shears off any small particles of dirt and debris that could clog the orifice, thereby preventing clogging of small diameter orifices. This configuration allows the use of orifices as small as 0.002 inches or 0.0508 millimeters in diameter without clogging issues.

[0161] Reference is made generally to all drawings and more particularly to Figure 52-62 , shows an embodiment similar to the embodiment described in Figures 1 and 34-51F above, showing a directional radial flow injector nozzle 91, which includes a pintle rod 216 with controlled linear motion based on the desired fuel flow rate. This embodiment includes Figure 34-51F The structure shown in the embodiment is the same or similar to that of the embodiment described above, except for the fuel groove 120 or the fuel groove 132, which is used to flow fuel in the initial stage of opening the fuel injector. The V-groove 120 is a V-groove cut on the side surface of the nozzle body 24. When the liquid fuel passes through the V-groove 120, the V-groove 120 forms a fan-shaped pattern of the liquid fuel.

[0162] Referring generally to all of the Figures, and more particularly to Figures 1 and 63-73C, a radial injector nozzle 130 is shown that includes a pintle rod 216 having controlled linear motion based on a desired fuel flow rate. Changes in fuel flow rate cause the pintle rod 216 to move linearly, sequentially exposing radially positioned grooves 132, thereby causing fuel to be directed vertically and / or radially to different areas within the cylinder 20 or piston 22. The directional radial injector nozzle 130 includes a nozzle body 24, a plunger 26 ( Figure 1B )、Spring 28( Figure 1B), rear stopper 42 and groove body 134. The groove body 134 includes a plurality of grooves 132 facing forward, the size of the grooves gradually increasing from the bottom 136 thereof to the frontmost surface 138. The nozzle body 24 is preferably made of metal or ceramic and is constructed and arranged to be fixed to the fuel injector 102 ( Figure 1A ) front portion. The nozzle body 24 can be secured by fasteners, welds, adhesives, castings, etc., as long as the nozzle is properly secured to the injector and will not fall off during operation and use. The plunger 26 and spring 28 work together to move the pin 216 along the longitudinal axis 38 in response to a linear motor, servo, or sufficient fuel pressure to overcome the resistance to movement provided by the spring 28. In this way, the plunger 26 can move in precise increments, causing the pin 216 to move to release fuel into the cylinder 20. The pin 216 is guided by the groove body 134 and includes a rear stop surface 40, which cooperates with the pin flange 34 to limit the forward movement of the pin 216. The rear stop 30 provides a return stop surface 42 ( Figure 2 ) to prevent fuel from flowing through the nozzle when there is no external force to move the pin 216 forward. The flow path of the fluid (e.g., fuel) is through the core chamber 44 ( Figure 1B ), through the rear block 30 ( Figure 1B ) in the fuel port 46 ( Figure 1B) and through the side port 48 in the slot body 134 to the nozzle slot 132. The distal end of the slot body 134 is blocked by the forward pin guide 36 to prevent the fuel from flowing directly out of the front surface of the injector. The fuel slots 132 are arranged in a radial manner around the periphery of the orifice body 32. In one embodiment, the fuel slots 132 are located at different heights or oriented at different angles relative to each other so that when the front end of the pin shaft rod 216 moves forward, more fuel slots 132 are opened to release liquid fuel. This structure allows the pressure of the liquid fuel to remain at a higher pressure within the injector at low to medium throttle positions of the engine because not all fuel grooves 132 are open for flow. Therefore, as the throttle position is higher, more fuel is needed and the fuel grooves 132 are more likely to be opened. The higher pressure causes the liquid fuel to experience a larger pressure drop when leaving each fuel slot 132, thereby breaking the fuel into smaller particles that still carry enough momentum to penetrate the high-density compressed air in the cylinder 20 of the engine 54. In the most preferred embodiment, as the pin 216 moves forward, the fuel groove 132 is directed through the bore 32 at different angles to direct the fuel vertically through the entire cylinder, thereby avoiding stratified fuel in the cylinder 20. In the preferred embodiment, the fuel groove 132 has a root width of approximately 0.002 inches or 0.0508 mm, which expands as the groove progresses to the distal end of the bore 32. However, it should be noted that other widths of fuel grooves 132 can be used as long as the liquid fuel is atomized before reaching the wall of the cylinder 20 to reduce or prevent wetting. It should also be noted that larger fuel grooves may require higher fluid (fuel) pressures to produce the pressure drop required for atomization before the fuel reaches the wall of the cylinder 20. The front end 58 of the pin 216 is configured as a cylinder to slide fit within the inner bore 60 of the bore 32. This structure prevents the liquid fuel from flowing unnecessarily around the front end 58, and the movement on the fuel groove 132 shears any small particles of dirt and debris that may block the orifice, thereby preventing small width blockages. This construction allows widths as small as 0.002 inches or 0.0508 mm to be used without clogging issues.

[0163] With reference generally to the drawings and more particularly to Figures 74-78 , shows an alternative embodiment. Figure 12-13 8 is the same as the embodiment shown in , but without the air induction disc 90 and the air induction plate 92. Therefore, the liquid fuel is directed to the deflection disc 82 to atomize and deflect the liquid fuel outward. A deflection cup 140 is provided to deflect the fuel particles outward and downward. In this way, the diameter 142 and the corner radius 144 of the deflection cup 140 can be changed to control the pattern of dispersion of the atomized liquid fuel within the combustion chamber 23 ( Figure 1A). For example, a large diameter deflection disc cup 140 disperses the atomized fuel in a thin radial pattern to contact radius 144, which deflects the fuel radially downward. Reducing the diameter of the deflection disc 82 causes the atomized fuel distribution pattern to deflect not only radially, but also vertically toward the bottom of the combustion chamber 23. Therefore, the smaller the diameter of the deflection disc 82, the closer the atomized fuel is to the bottom of the combustion chamber 23. Similarly, the larger disc and radius 144 structure allow better control of the width and downward projection of the atomized fuel to reduce or prevent cylinder wetting while providing better distribution of the atomized fuel throughout the cylinder for combustion. The diameter of the atomized fuel pattern can be the same or smaller to prevent cylinder wall wetting. This structure allows the fuel distribution pattern to be modified to prevent atomized fuel stratification within the combustion chamber 23. The present system can be incorporated into a standard fuel injection cartridge 102 commonly used for port injection and a direct injection injector (not shown) without departing from the scope of the present invention. The electronic injection cartridge 102 typically includes a linear motor 112, a solenoid, or the like, for operating a pintle rod 316 to control the flow of liquid fuel. A spring 114 or the like is used to return the pintle rod 316 to the fuel flow stop position. Thus, the solenoid 112 is used to allow fuel to flow through the injector itself. A metering valve (such as the metering valve described herein) is preferably used to control the amount of fuel allowed to flow through the nozzle. An electrical connector 116 is provided to connect the injector to the engine's wiring harness, which is typically connected to an onboard computer or controller (not shown). A fuel connector 118 is provided to connect to the fuel supply line.

[0164] With reference generally to the drawings and more particularly to Figure 20-31 80-110, the figure shows a servo-controlled metering valve 500 in combination with a fuel injector nozzle 100. The servo-controlled metering valve 500 includes a fuel delivery hole 502, the size and / or shape of which can be varied to provide liquid fuel to the injector nozzle, which can include any of the nozzles described herein and other known nozzles. The servo-controlled metering valve 500 can be a direct injection type, such as Fig. 20 As shown, it can also be a port injector, such as Fig.21 and 22506. The metering rod 506 slides in a metering rod hole 508 located in a metering block 510. The metering block 510 is preferably constructed and arranged for connection, which can be directly connected to the injector as shown, or indirectly connected through a fuel line extending to the injector, without departing from the scope of the present invention. The servo 504 includes a metering cam 512 having an offset journal 514. The offset journal 514 can cooperate with the distal end 516 of the metering rod 506 to limit the movement of the metering rod 506 in the metering rod hole 508. The metering rod 506 includes a stepped portion 517, which allows liquid fuel to flow through the fuel delivery hole 502, while the diameter of the metering rod 506 covers and prevents liquid from flowing through the fuel delivery hole 502. The metering rod 506 is translated by a solenoid valve 518 so that the stepped portion 517 of the metering rod 506 cooperates with the fuel delivery hole 502. In this manner, the flow of liquid fuel through the variable orifice fuel nozzle 100 is controlled. The fuel delivery orifice 502 includes a unique shape of an arc of a circle with a rounded apex 520. When the metering rod 506 is in a low throttle position, the structure approximates a circular orifice, such as Fig.26 As shown, this arrangement provides increased flow when metering rod 506 is moved to allow a higher throttle position, such as Fig.25 As shown. The structure also provides accurate metering of liquid fuel by providing an offset journal 514, and the metering rod 506 contacts the offset journal 514 to provide accurate positioning. It should be noted that other shapes suitable for controlling the fuel flow rate to the fuel injector can be used without departing from the scope of the present invention, which shapes may include but are not limited to circular, elliptical, polygonal, etc. The servo 504 is typically an electric motor with a gear train and position feedback to provide accurate rotational positioning of the metering cam 512. At least one embodiment includes a pressure release module 150, which includes an unloading valve 152 that allows the pressurized fuel from the supply passage 154 to be released by turning the thread lock 156 to allow the seat ball 158 to move. The movement of the seat ball 158 allows the liquid pressurized fuel to pass through one or more release passages 160 and bypass the release pin to reach the discharge passage 164 of the discharge injector. In this way, pressurized liquid fuel can be safely released from the system in a controlled manner.

[0165] It should be understood that although a certain form of the invention has been described, the invention is not limited to the specific form or arrangement described and shown herein. It will be appreciated by those skilled in the art that various changes may be made without departing from the scope of the invention, and the invention is not limited to what is shown and described in the specification and any drawings included herein.

[0166] Those skilled in the art will readily appreciate that the present invention is well suited to achieving the stated objectives and obtaining the stated results and advantages as well as those inherent therein. The embodiments, methods, procedures, and techniques described herein presently represent preferred embodiments and are intended to be illustrative and are not intended to limit the scope. Those skilled in the art will recognize variations and other uses therein, which are within the spirit of the invention and are defined by the scope of the appended claims. Although the present invention has been described in conjunction with specific preferred embodiments, it should be understood that the claimed invention should not be overly limited to these specific embodiments. In fact, various modifications of the described modes of implementing the invention that are apparent to those skilled in the art are included within the scope of the following claims.

Claims

1. A fuel injector nozzle (100) for a fuel injector (102), comprising: A nozzle body (24) constructed and arranged to be secured to an end of a fuel injector (102) for injecting liquid fuel into a diesel engine, the nozzle body comprising an orifice body (32) positioned along a longitudinal axis (38) of the nozzle body, the orifice body (32) comprising a plurality of nozzle holes (50) arranged in a radial manner around an outer periphery of the orifice body (32) and extending inwardly to intersect an inner bore (60) of the orifice body (32) to provide a fluid connection therebetween; A pin (216) at least partially guided by the inner bore (60) of the orifice body (32), the front end (58) of the pin (216) being configured as a cylinder to slide fit within the inner bore (60) of the orifice body (32), an undercut (64) being located behind the front end (58) to allow fuel to flow between the outer diameter of the pin (216) and the inner bore (60), the undercut (64) also providing a valve core surface (66) to allow the pin (216) to operate in response to fuel pressure; A plunger (26) fixed to the rear of the pin (216); A spring (28) cooperates with the plunger (26) and the nozzle body (24) to provide a closing force to the pin (216) to prevent fuel flow, the plunger (26) and the spring (28) cooperate to allow the pin (216) to move along the longitudinal axis (38) in response to fuel pressure applied to the pin (216), thereby causing the pin (216) to move linearly, exposing the undercut (64) to the nozzle hole (50) to allow fuel to flow through the nozzle hole (50), and the reduction in fuel pressure allows the spring (28) to return the pin (216) to a position that stops fuel flow through the nozzle hole (50).

2. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, comprising a pivot flange (34) to limit forward movement of the pin (216).

3. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein: The valve core surface (66) includes a sharp corner (68).

4. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein: The pin (216) includes a rear stop (30) for limiting movement of the pin (216) in a direction to prevent fuel from flowing through the nozzle when there is no external force moving the radial flow pin (216) to the open position.

5. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein the nozzle holes (50) all open simultaneously with the linear movement of the pin (216).

6. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein the nozzle holes (50) are opened sequentially with the linear movement of the pin (216).

7. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein the nozzle holes (50) are located at two or more radial levels so that the nozzle holes (50) open sequentially with the linear movement of the pin (216).

8. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein the nozzle hole (50) is directed through the bore (32) at various hole angles (52).

9. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle hole diameter is less than 0.127 mm.

10. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle hole diameter is 0.0508 mm or less.

11. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle orifice (50) is a keyed orifice (102).

12. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, comprising a servo-controlled metering valve (500) for controlling the flow and pressure of fuel provided to the nozzle body (24).

13. The fuel injector nozzle (100) for a fuel injector (102) according to claim 12, wherein the servo-controlled metering valve (500) provides a fuel flow at a predetermined pressure regardless of the amount of fuel.

14. A fuel injector nozzle (100) for a fuel injector (102) according to claim 13, wherein the servo-controlled metering valve (500) includes a metering rod (506) constructed and arranged to slide in a metering rod hole (508) located in a metering block (510).

15. A fuel injector nozzle (100) for a fuel injector (102) according to claim 14, wherein the servo (504) includes a metering cam (512) having an offset journal (514), wherein the offset journal (514) is positioned to cooperate with a distal end (516) of a metering rod (506) to control movement of the metering rod (506) within the metering rod bore (508).

16. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein: The pin is tubular, and the distal end of the inner hole (60) is blocked by an end plug (108) to prevent the fuel from flowing directly out of the front surface of the inner hole (60).

17. The fuel injector nozzle (100) for a fuel injector (102) according to claim 1, wherein the bore (32) includes fuel grooves (132) radially arranged around a perimeter of the bore (32).

18. The fuel injector nozzle (100) for a fuel injector (102) of claim 17, wherein the fuel groove (132) has a root width of approximately 0.127 mm that widens as the groove progresses to the distal end of the bore (32).

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