Variable Orifice Fuel Injector Nozzle

Abstract

The apparatus includes a fuel injector nozzle and control system for delivering finely atomized fuel that is uniformly mixed throughout a compressed air charge over a wide range of throttle positions. The system includes a pintle rod that is incrementally movable to discharge a high pressure atomized fuel stream through one or more openings to vary the size of the openings through which fuel is directed into the compressed air charge. The atomized fuel is delivered such that fine particles of fuel are uniformly dispersed throughout the compressed air charge for more complete and stable combustion.

Description

[Technical field]

[0001] The present invention relates generally to fuel delivery systems for internal combustion engines, and more particularly to a nozzle for a fuel injector that delivers atomized fuel in a flow that can penetrate a compressed air charge to prevent stratification of the fuel mixture over a wide throttle band. [Background technology]

[0002] Fuel injection is the introduction of fuel into an internal combustion engine with a reciprocating piston, most commonly an automobile engine, by means of mechanical or electronic injectors. An ideal fuel injection system would deliver exactly the right amount of fuel under all engine operating conditions. This usually means precise air-fuel (lambda) control, allowing for easy engine operation at low engine temperatures (cold start), a wide range of altitude and ambient temperatures, precisely controlled engine speed (including idle and redline speeds), good fuel efficiency, and the lowest achievable emissions.

[0003] In reality, there is no ideal fuel injection system, but a wide variety of fuel injection systems exist, each with its own specific advantages and disadvantages. The term fuel injection consists of a variety of different systems with fundamentally different working principles. There are two working principles of the mixture system in an internal combustion engine: internal mixture preparation and external mixture preparation. Fuel injection systems that use external mixture preparation are called manifold injection systems. There are two types of manifold injection systems: multipoint injection (port injection) and single point injection (throttle body injection).

[0004] Internal mixture systems are divided into common rail and independent injection. There are several types of common rail and independent injection systems. The most common internal mixture formation fuel injection system is the direct injection system, which is commonly used in diesel engines and high-end gasoline vehicles. Common rail direct injection can inject fuels such as gasoline, alcohol, and diesel directly into the cylinders of the engine. However, because common rail injection is a relatively complicated system, some passenger cars use multi-point manifold injection systems instead.

[0005] A conventional direct injection engine typically includes a piston having a recess (commonly called a bowl) on its top surface and a swirl or tumble control valve located at the intake port to generate a swirl or tumble of the air entering the combustion chamber. When fuel is injected into the combustion chamber, it impacts the bottom surface of the bowl or cylinder wall, and it is highly likely that some of the fuel will adhere to the piston surface or cylinder wall, causing an undesirable wall-wetting condition. If the remainder of the fuel burns, the flame propagating toward the piston surface will not be able to completely burn the liquid fuel film on the piston surface. As a result, undesirable soot is formed during combustion.

[0006] To eliminate wetting, some direct injection systems attempt to create a stratified charge, placing the richest portion of the charge at the top of the cylinder. A stratified charge is created by directing a stream of liquid against a flat surface to break up the fluid into small particles that cannot penetrate the dense compressed air charge present in the cylinder. A stratified charge engine is one in which the combustion chamber contains stratified layers of different air / fuel mixtures. Thus, the layer closest to the top of the cylinder contains a stoichiometrically rich mixture, while subsequent layers contain progressively leaner mixtures. These mixtures may work well at low throttle conditions, but may be severely underpowered at high throttle conditions, leaving the rich portion of the mixture to produce soot and resulting in high combustion temperatures that contribute to NOX formation.

[0007] In port injection, fuel is sprayed from the fuel injector and impinges on the valve and intake port. During cold start, the fuel does not vaporize as expected because the valve and port are cold, resulting in high HC emissions and soot. During transient conditions, the fuel wets the valve and port, resulting in a long response time between the change in fuel injection pulse width and the change in fuel entering the cylinder. This increases the difficulty of fuel metering control, fuel consumption, and HC / CO emissions.

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

[0009] Therefore, what is needed in the art is a fuel injector nozzle that can be used with a direct or port injector to achieve fine atomization of the fuel while utilizing the fuel ejection to create a rolling turbulence in the air to evenly distribute the fuel within the cylinder without wetting the walls or piston. The system should also utilize the heat from compression by entraining heated air into the atomized fuel to generate steam that is carried throughout the combustion chamber for clean fuel combustion and controlled flame front propagation.

[0010] Finally, there are size and manufacturing needs that a fuel injector nozzle system must satisfy in order to be accepted by the end user. The system must be easily and quickly adaptable to new diesel injector designs as well as existing diesel injectors. Additionally, the system must not require excessive machining or parts that are difficult to manufacture. Additionally, the system must be assembled together in such a way that it does not impair the function of the injector to which it is attached. Summary of the Invention [Problem to be solved by the invention]

[0011] Thus, the present invention provides a nozzle assembly for connection to new or existing fuel injectors that overcomes the shortcomings of the prior art. The nozzle structure of the present invention is not only relatively easy to assemble, but also allows for a lightweight overall structure capable of withstanding the harsh environment of an internal combustion engine. [Means for solving the problem]

[0012] Briefly, the present invention includes a fuel injector nozzle and control system for delivering finely atomized fuel that is uniformly mixed throughout a compressed air charge over a wide range of throttle positions. The system includes a pintle rod that is incrementally movable to emit a high pressure atomized fuel stream through one or more openings to vary the size of the opening through which the fuel is directed into the compressed air charge. In at least one embodiment, fuel is delivered to the injector through a volumetric control valve. The fuel injector itself includes a pressure spring that requires the fuel to maintain a desired pressure regardless of the amount of fuel. The nozzle of the fuel injector is provided with multiple openings, so the more fuel required, the greater the number of openings. This construction requires the fuel to exit the nozzle of the fuel injector at a given pressure, providing better fuel distribution throughout the combustion chamber volume. The atomized fuel is delivered in such a way that the fine particles of fuel are evenly distributed throughout the compressed air charge, resulting in a more complete and stable combustion.

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

[0014] It is a further object of the present invention to provide a fuel injector nozzle which provides a more homogeneous mixture of fuel and air, thereby providing a more complete combustion.

[0015] It is yet another object of the present invention to provide a fuel injector nozzle which eliminates cylinder wetting.

[0016] Another object of the present invention 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 charge prior to combustion.

[0017] It is yet another object of the present invention to provide a fuel injector nozzle that delivers an atomized mist of fuel by varying the size and / or number of openings through which fuel is delivered such that the openings vary based on the fuel volumetric requirements of the engine.

[0018] It is yet another object of the present invention to provide a fuel delivery system that includes a valve that controls the amount of fuel delivered and a constant pressure pintle in the injector configured to obscure the fuel delivery opening as the amount increases, thus maintaining fuel delivery pressure over the entire operating range of the engine from idle to full throttle operation.

[0019] Other objects and advantages of this invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which there is shown and set forth by way of example certain embodiments of the invention and which constitute a part hereof and which include exemplary embodiments of the invention and which illustrate various objects and features thereof. [Brief description of the drawings]

[0020] [Figure 1A] FIG. 1 is a schematic diagram showing different types of injection systems based on injector location. [Figure 1B] FIG. 2 is a cross-sectional view taken along the longitudinal centerline of the injector nozzle. [Figure 1C] FIG. 13 is a cross-sectional view of an alternative embodiment taken along the longitudinal centerline of the injector nozzle. [Diagram 2] FIG. 1C illustrates a partial cross-sectional view of the embodiment shown in FIG. [Figure 3A] FIG. 1C is a partial cross-sectional view of the embodiment shown in FIG. 1B showing the pintle rod in a closed position. [Figure 3B]FIG. 1C illustrates a partial cross-sectional view of the alternative embodiment shown in FIG. 1B, illustrating the pintle rod in a closed position. [Figure 4] FIG. 1C is a partial cross-sectional view of the embodiment shown in FIG. 1B illustrating the pintle rod in an open position. [Diagram 5] FIG. 1C is a partial cross-sectional view of the embodiment shown in FIG. 1B showing the pintle rod in a partially open position. [Figure 6] FIG. 1C is a partial cross-sectional view of the embodiment shown in FIG. 1B illustrating the pintle rod in an open position. [Figure 7A] FIG. 1C is a partial side view of the embodiment shown in FIG. 1B illustrating the fuel orifices. [Figure 7B] FIG. 1C is a side view of the embodiment shown in FIG. 1B showing multiple ring-shaped fuel orifices. [Figure 7C] 7C shows a cross-sectional view of the orifice body shown in FIG. 7B illustrating the interior of the orifice body. [Figure 8] 11A-11C are cross-sectional views of alternative embodiments showing different pintle rod and fuel orifice configurations. [Figure 9] FIG. 9 is a cross-sectional view of the embodiment shown in FIG. 8 illustrating the pintle rod in a closed position. [Figure 10] FIG. 9 is a partial cross-sectional view of the embodiment shown in FIG. 8 illustrating the pintle rod in an open position. [Figure 11] FIG. 9 shows a partial cross-sectional view of the embodiment shown in FIG. 8 illustrating the pintle rod in a closed position. [Figure 12] 13 shows a cross-sectional view of an alternative embodiment having an air inducing disk disposed at the distal end of the pintle rod. [Figure 13] FIG. 13 is a cross-sectional view of the embodiment shown in FIG. 12 illustrating the pintle rod in a closed position. [Figure 14] FIG. 1 shows a side view of an injector cartridge suitable for use with any of the illustrated pintle rod and orifice combinations. [Figure 15]FIG. 12 is a cross-sectional view taken along the longitudinal centerline of an injector cartridge illustrating a cartridge with the pintle rod illustrated in FIGS. 8-11. [Figure 16] 16 is a partial cross-sectional view of the injector cartridge shown in FIG. 15 illustrating the pintle rod in a closed position. [Figure 17] 16 shows a partial cross-sectional view of the injector cartridge shown in FIG. 15 illustrating the pintle rod in a closed position. [Figure 18] FIG. 16 is a partial cross-sectional view of the injector cartridge shown in FIG. 15 illustrating the pintle rod in an open position. [Figure 19A] FIG. 8 shows a fuel distribution diagram for the embodiment shown in FIGS. [Figure 19B] FIG. 8 shows a fuel distribution diagram for the embodiment shown in FIGS. [Figure 19C] FIG. 8 shows a fuel distribution diagram for the embodiment shown in FIGS. [Figure 19D] FIG. 8 shows a fuel distribution diagram for the embodiment shown in FIGS. [Figure 20] FIG. 1 is a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism integrated into a direct injection cartridge injector. [Figure 21] FIG. 1 is a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism integrated into a direct injection cartridge injector. [Figure 22] 1 illustrates a perspective view of an embodiment of a fuel injector nozzle including a servo mechanism integrated into a direct injection cartridge injector. [Figure 23] FIG. 23 is a cross-sectional view taken along line 23-23 of FIG. 20. [Figure 24] FIG. 2 is a partial perspective view showing a servo mechanism cooperating with the fuel supply needle; [Diagram 25] FIG. 24 is a partial perspective view of FIG. 23 showing the fuel supply needle in a fully open position. [Figure 26] FIG. 24 is a partial perspective view of FIG. 23 illustrating the fuel supply needle in a partially open position. [Figure 27] FIG. 24 is a cross-sectional view of FIG. 23 showing the fuel supply needle in a closed position. [Figure 28] FIG. 24 is a partial perspective view of FIG. 23 illustrating the fuel supply needle in a closed position. [Figure 29] FIG. 2 is a partial perspective view of a liquid fuel orifice. [Diagram 30] FIG. 2 is a partial perspective view of a liquid fuel orifice. [Diagram 31] FIG. 24 is a partial view of FIG. 23 showing a radial flow injector nozzle in combination with a servo flow control system. [Diagram 32] FIG. 2 illustrates an embodiment of the fuel nozzle of the present invention operated from a normal angle. [Diagram 33] 33 shows the embodiment of FIG. 32 cross-sectioned along the longitudinal centerline of the device. [Diagram 34] FIG. 2 is a cross-sectional view taken along the longitudinal centerline of the injector nozzle showing the tubular pintle in a closed position. [Diagram 35] FIG. 35 is a cross-sectional view of the embodiment shown in FIG. 34, illustrating the pintle in an open position. [Diagram 36] 35 shows a cross-sectional view of the embodiment shown in FIG. 34 taken along a plane perpendicular to FIG. 34. [Figure 37] 37 shows a partial cross-sectional view taken along line 37-37 of FIG. [Figure 38] 35 shows a cross-sectional view of the embodiment shown in FIG. 34 taken along a plane perpendicular to FIG. 34. [Figure 39] FIG. 39 is a partial cross-sectional view taken along line 39-39 of FIG. 38. [Diagram 40] 1 illustrates another embodiment of an injector nozzle. [Diagram 41] FIG. 41 is a cross-sectional view taken along line 41-41 of FIG. [Diagram 42] FIG. 2 shows an enlarged partial view of the nozzle orifice. [Diagram 43] FIG. 4 is a partial cross-sectional view showing a nozzle orifice passage. [Diagram 44] FIG. 2 is a partial cross-sectional view having a pintle rod. [Diagram 45] FIG. 13 is a partial cross-sectional view showing a keyhole opening for fuel flow. [Figure 46] FIG. 13 is a partial cross-sectional view showing the keyhole opening for fuel flow. [Figure 47] FIG. 13 is a partial cross-sectional view showing the keyhole opening for fuel flow. [Figure 48] FIG. 2 is a partial cross-sectional view showing a tapered keyhole fuel orifice. [Figure 49] FIG. 2 is a partial cross-sectional view showing a tapered keyhole fuel orifice. [Figure 50] FIG. 2 is a partial cross-sectional view showing a tapered keyhole fuel orifice. [Figure 51A] FIG. 13 is a partial cross-sectional view showing a tapered keyhole fuel orifice with a sectioned pintle rod. [Figure 51B] FIG. 2 is a cross-sectional view of an injector nozzle positioned within a cylinder with the piston near top dead center for combustion. [Figure 51C] FIG. 2 is a partial side view of the nozzle showing fuel openings arranged around the dome. [Fig. 51D] FIG. 51D is a cross-sectional view taken along the longitudinal centerline of FIG. 51C. [Figure 51E] FIG. 13 is a partial cross-sectional view of the orifice body showing the angular orientation of the fuel openings. [Fig. 51F] FIG. 13 is a partial cross-sectional view of the orifice body showing the angular orientation of the fuel openings. [Figure 52] FIG. 2 is a cross-sectional view of a nozzle assembly including a fuel opening and a fuel notch. [Diagram 53] 53 shows the nozzle assembly of FIG. 52 illustrating the pintle in an open position. [Figure 54] 53 shows the nozzle assembly of FIG. 52. [Figure 55] 55 is a partial cross-sectional view taken along line 55-55 of FIG. 54. [Figure 56] FIG. 13 is a partial cross-sectional view showing the pintle in a closed position. [Figure 57] FIG. 13 is a partial cross-sectional view showing the pintle in a partially open position. [Figure 58] FIG. 13 is a partial cross-sectional view showing the pintle in an open position. [Figure 59]FIG. 13 is a partial cross-sectional view showing the pintle in a closed position. [Figure 60] FIG. 13 is a partial cross-sectional view showing the pintle in a partially open position. [Figure 61] FIG. 13 is a partial cross-sectional view showing the pintle in an open position. [Figure 62] FIG. 13 is a partial cross-sectional view showing the pintle in an open position. [Figure 63] FIG. 2 illustrates a perspective view of another embodiment of a fuel nozzle assembly having multiple radially spaced V-notches for fuel distribution. [Figure 64] FIG. 2 is a cross-sectional view showing the nozzle and pintle in an open position. [Figure 65] FIG. 2 is a cross-sectional view showing the nozzle and pintle in a closed position. [Figure 66] FIG. 1 is a perspective view showing the nozzle and pintle in an open position. [Figure 67] 67 shows a partial perspective view taken along line 67-67 of FIG. 66. [Figure 68] 68 shows a cross-sectional view taken along line 68-68 of FIG. [Figure 69] 68 shows a cross-sectional view taken along line 68-68 of FIG. [Figure 70] 68 shows a cross-sectional view taken along line 68-68 of FIG. [Figure 71] FIG. 2 is a cross-sectional view showing the pintle rod in an open position. [Figure 72] FIG. 2 is a cross-sectional view showing the pintle rod in a partially open position. [Figure 73A] FIG. 1 illustrates a perspective view of an embodiment of a fuel injector and nozzle assembly. [Figure 73B] FIG. 2 illustrates a partial cross-sectional view of an embodiment of a fuel injector and nozzle assembly. [Figure 73C] FIG. 2 illustrates a partial cross-sectional view of an embodiment of a fuel injector and nozzle assembly. [Figure 74] FIG. 2 is a cross-sectional view of an alternative embodiment of a fuel injector and nozzle assembly. [Figure 75]FIG. 2 is a partial cross-sectional view showing the fuel nozzle and pintle rod in an open position. [Figure 76] FIG. 2 is a partial cross-sectional view showing the fuel nozzle and pintle rod in a closed position. [Figure 77] FIG. 2 is a partial cross-sectional view showing the fuel nozzle and pintle rod in an open position. [Figure 78] FIG. 2 is a partial cross-sectional view showing the fuel nozzle and pintle rod in a closed position. [Figure 79] FIG. 2 is a partial cross-sectional view showing the fuel nozzle and pintle rod in an open position. [Figure 80] FIG. 2 is a cross-sectional view showing a metering valve cooperating with a fuel injector nozzle assembly having a pintle rod that operates perpendicular to the fuel flow. [Figure 81] FIG. 13 is a partial cross-sectional view showing a pintle rod cooperating with a metering cam; [Figure 82] FIG. 13 is a partial cross-sectional view showing a pintle rod cooperating with a metering cam; [Figure 83] FIG. 13 is a partial cross-sectional view showing a pintle rod cooperating with a metering cam; [Fig. 84A] FIG. 13 is a partial cross-sectional view showing a pintle rod cooperating with a metering cam; [Fig. 84B] FIG. 2 is a partial perspective view of a metering block. [Fig. 84C] FIG. 84C is an enlarged, partial perspective view taken along line 84C-84C of FIG. 84B illustrating a portion of the metering block. [Figure 85] FIG. 13 is a partial cross-sectional view illustrating a pintle rod cooperating with a metering cam; [Figure 86] FIG. 2 is a partial cross-sectional view illustrating the pintle rod in a closed position. [Figure 87] FIG. 2 is a cross-sectional view of a servo-controlled metering valve associated with a fuel injector. [Figure 88] FIG. 4 is a partial cross-sectional view showing a fuel return path. [Figure 89] FIG. 13 is a partial cross-sectional view showing the metering rod in a closed position. [Figure 90] FIG. 13 is a partial cross-sectional view showing the metering rod in an open position. [Figure 91] FIG. 11 is a partial cross-sectional view showing the metering rod in a partially open position. [Figure 92] FIG. 11 is a partial cross-sectional view showing the metering rod in a partially open position. [Figure 93] FIG. 2 is a perspective view of a servo-controlled metering valve cooperating with a fuel injector; [Figure 94] FIG. 2 is a perspective view of a servo-controlled metering valve cooperating with a fuel injector; [Figure 95] FIG. 2 is a perspective view of a servo-controlled metering valve cooperating with a fuel injector; [Figure 96] 96 is a cross-sectional view taken along line 96-96 of FIG. 94. [Figure 97] FIG. 2 is a perspective view showing the metering valve separated from the fuel injector. [Figure 98] FIG. 2 shows a perspective view of the metering valve separated from the fuel injector. [Figure 99] FIG. 2 shows a perspective view of a metering valve combined with a fuel injector. [Figure 100] FIG. 2 is a perspective view of a metering valve in combination with a fuel injector. [Figure 101] FIG. 2 is a perspective view of a metering valve in combination with a fuel injector. [Figure 102] FIG. 2 shows a perspective view of the metering valve separated from the fuel injector. [Figure 103] FIG. 2 is a perspective view of the metering valve separated from the fuel injector. [Figure 104] 104 is a cross-sectional view taken along line 104-104 of FIG. 100. [Figure 105] FIG. 2 is an exploded perspective view of the metering valve and the fuel injector. [Figure 106A] A cross-sectional view taken along line 106A-106A of FIG. 102 is shown. [Figure 106B] A cross-sectional view taken along line 106B-106B of FIG. 102 is shown. [Figure 106C] A cross-sectional view taken along line 106C-106C of FIG. 102 is shown. [Figure 106D]A cross-sectional view taken along line 106D-106D of FIG. 102 is shown. [Figure 106E] A cross-sectional view taken along line 106E-106E of FIG. 102 is shown. [Figure 107] 104 is a partial cross-sectional view taken along line 104-104 of FIG. 100, with the flow control rod removed and a portion of the flow control valve body shown in phantom. [Figure 108] 104 is a partial cross-sectional view taken along line 104-104 of FIG. 100, illustrating the flow control valve and servo cam. [Fig. 109] FIG. 2 illustrates a fuel return valve for returning fuel to the fuel tank or vapor system. [Figure 110] FIG. 2 is a partial perspective view showing a fuel control valve body and a servo cam. [Figure 111] 1 shows a nozzle design that includes diverging openings from each single internal opening. [Figure 112] FIG. 112 is a partial cross-sectional view taken along line 112-112 of FIG. 111 showing the diverging hole pattern. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] While the invention can be embodied in various forms, it being understood that the present disclosure is to be considered as an example of the invention and is not intended to limit the invention to the specific embodiments illustrated, presently preferred embodiments are shown in the drawings and will be described below.

[0022] 1A-19D, there is shown a variable orifice fuel injector nozzle 100 mountable to a fuel injector 102 for delivering 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 biased to a closed position and opens under fuel pressure. In an electronically controlled fuel injection system, the injector is also spring biased to a closed position but opens by an electromagnet, solenoid, or linear motor contained within the injector body. An electronic control unit determines the time the injector is open to deliver fuel. In general, the injector nozzle of the present invention is constructed and arranged to vary the size and / or number of orifices through which pressurized fuel is delivered to the engine such that fuel pressure remains high as the fuel exits the nozzle. In some embodiments, because the orifice size is controlled by the fuel pressure, the atomized fuel can be driven through the dense compressed air charge in the cylinder at a higher velocity to create a significantly more homogenized air / fuel mixture in the cylinder for a more complete and cleaner combustion. Thus, when the fuel pressure is at a minimum, the exit orifice is partially uncovered and fuel flows into the cylinder. As the fuel pressure increases and the fuel charge increases, more fuel openings become uncovered or more orifices become uncovered, allowing more fuel to be delivered at the same or similar pressure. Once all fuel openings are uncovered, the fuel pressure may continue to increase as fuel is delivered through the openings. Higher fuel pressure can drive more fuel into the dense compressed air charge for combustion. In some embodiments, the heated compressed air is mixed with the atomized fuel as it exits the nozzle, and some of the atomized fuel becomes vapor mixed with the heated air. The nozzle of the present invention is suitable for use with single point injection systems 10, multipoint injection systems 12, and direct injection systems 14 without departing from the scope of the present invention.

[0023] Referring generally to all figures, and more particularly to Figures 1A-7C, a radial flow injector nozzle 200 is illustrated that includes a radial flow pintle rod 216 that has a controlled linear movement based on a desired fuel flow rate. Variations in fuel flow rate cause the fuel pintle rod 216 to linearly move, sequentially exposing radially disposed orifices and directing fuel both vertically and / or radially to different regions 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 body 32. The nozzle body 24 is preferably constructed of a metal or ceramic and is constructed and arranged to be secured to a front portion of the fuel injector 102. The nozzle body 24 may be secured by fasteners, welding, adhesives, casting, etc., so long as the nozzle is appropriately secured to the injector to prevent it from coming loose during operation and use. The plunger 26 and spring 28 cooperate to move the radial flow pintle rod 216 along the longitudinal axis 38 in response to sufficient fuel pressure to overcome the resistance to movement provided by the linear motor, servo, or spring 28. In this manner, the plunger 26 can be moved in precise increments to cause movement of the radial flow pintle rod 216 to expel fuel into the cylinder 20. The radial flow pintle rod 216 is guided by the orifice body 32 and includes a rear stop surface 40 that cooperates with the pintle flange 34 to limit forward movement of the radial flow pintle rod 216. An undercut 64 is disposed rearward of the forward end 58 of the pintle rod and provides for fuel flow between the outer diameter of the pintle rod 216 and the inner bore 60 of the orifice body 32. The undercut 64 also provides a spool surface 66 for the flow of pressurized fuel around the rod. In a most preferred embodiment, the spool surface 66 includes an outer sharp corner 68. The sharp corners 68 provide precise stopping and starting of the fuel flow as well as a cutter to chop up any small particles that may be drawn into the fuel stream. The orifice is very small, e.g., about 0.002 inches in diameter, so that any dirt particles in the fuel that are larger in diameter will not pass through the nozzle orifice 50.In the most preferred embodiment, the orifice body 32 is constructed from a metal such as cemented carbide, tool steel, ceramic, or the like, and has a hardness greater than Rockwell C scale 45. The reciprocating action of the pintle rod 216, combined with the sharp corners 68, provides a chopping action on particles lodged in the nozzle opening 50. This reduces the particles to a size large enough to pass through the nozzle orifice. The rear stop 30 provides a detent surface 42 to prevent fuel flow through the nozzle in the absence of an external force advancing the radial flow pintle rod 216. 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 of the rear stop 30, through the duct 48 of the orifice body 32 to the nozzle orifice 50. The nozzle orifice 50 is radially disposed around the circumference of the orifice body 32. In a preferred embodiment, the nozzle orifices 50 are positioned at different heights relative to each other such that as the forward end 58 of the radial flow pintle rod 216 is moved forward, more orifice openings 50 are opened to discharge liquid fuel. This configuration allows the liquid fuel pressure to be maintained at a higher pressure inside the injector from low to medium throttle positions of the engine. The higher pressure creates a larger pressure drop as the liquid fuel exits each nozzle orifice 50, causing the fuel to break up into smaller particles that have enough momentum to penetrate the dense compressed air charge in the cylinder 20 of the engine 54. In a most preferred embodiment, the nozzle orifices 50 are oriented at various orifice angles 52 through the orifice body 32 to direct the fuel vertically throughout the cylinder, thereby avoiding stratification of the fuel charge within the cylinder. In a preferred embodiment, the nozzle orifice diameter 56 is between about 0.001 and 0.015 inches, or between 0.0254 and 0.381 millimeters. However, it should be noted that other nozzle orifice diameters may be utilized so long as the liquid fuel is atomized before reaching the walls of the cylinder 20 to prevent wetting of the cylinder.It should also be noted that larger nozzle orifice diameters 56 may require higher fluid (fuel) pressures to create the pressure drop necessary to atomize the fuel before it reaches the cylinder 20 wall. The forward end 58 of the radial flow pintle rod 216 is configured as a cylinder that slip-fits within the inner bore 60 of the orifice body 32. This construction prevents unwanted flow of liquid fuel around the forward end 58, while the movement of the rear face 62 of the forward end 58 across the nozzle orifice 50 shears off small particles of dirt and debris that may block the orifice, thereby preventing clogging of the smaller orifice. This construction allows orifice diameters as small as 0.002 inches or 0.0508 millimeters to be utilized without clogging issues.

[0024] Referring generally to the figures, and more particularly to Figures 1 and 8-11, an alternative embodiment of a variable orifice injector nozzle 300 is illustrated. In this embodiment, a pintle rod 316 is constructed and arranged to utilize a stepped deflection disk 70 to convert longitudinal flow to radial flow. The pintle rod 316 is disposed within the nozzle body 124 along the longitudinal axis 38. The nozzle body 124 includes a central opening 72 that contains the pintle rod 316. A forward end 74 of the nozzle body 124 includes an angled seat 76 that cooperates with an angled surface 78 of the pintle rod 316 to control the flow of liquid fuel through the nozzle 300. During operation, liquid fuel is directed through the fuel port 80, around the diameter of the pintle rod 316, and to the nozzle orifice 150. As the pintle rod 316 is retracted into the nozzle body 124, the liquid fuel flows through the nozzle orifice 150 where it impinges on the stepped deflection disk 82, atomizing and directing the liquid fuel in a radial and downward pattern. The steps 70 of the stepped deflection disk 82 are sized to distribute the atomized fuel in two different radial patterns so that the atomized fuel is more consistently distributed throughout the volume of the combustion chamber 23. The backing plate 84 limits the longitudinal movement of the pintle rod 316 to control the pressure at which the liquid fuel is discharged through the nozzle 300. The stem 86 extends through the backing plate 84 for longitudinal manipulation of the pintle rod 316.

[0025] Referring generally to the figures, and more particularly to Figures 12 and 13, an alternative embodiment of a variable orifice injector nozzle 400 is illustrated. In this embodiment, the pintle rod 416 includes an air induction disk 90 at its distal end. The air induction disk 90 cooperates with a second air induction plate 92 to draw hot compressed air from the combustion chamber 23 into the nozzle orifice 250 and mix with the liquid fuel that is atomized when it strikes the air induction disk 90. ​​This structure causes a portion of the atomized fuel to vaporize 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 disk 90 includes vent openings 94 that allow a portion of the fuel mixture to be distributed downwardly within the combustion chamber 23, and an upper surface 96 of the air induction disk 90 and a lower surface 98 of the air induction plate 92 allow a portion of the air-fuel mixture to be distributed radially within the combustion chamber 23. This construction provides a mechanical means of distributing the air-fuel mixture to different portions of the combustion chamber 23 and avoids fuel stratification. The pintle rod 416 is guided by the orifice body 32 and includes a back stop surface 40 which cooperates with the pintle flange 34 to limit forward movement of the pintle rod 416. The back stop 30 provides a return stop surface 42 to prevent fuel flow through the nozzle in the absence of an external force moving the pintle rod 416 forward. The flow path of a fluid, e.g., fuel, is through a core chamber 44 in the nozzle body 24, through a fuel port 46 in the back stop 30, through a duct 48 in the orifice body 32 to the nozzle orifice 250.

[0026] Referring generally to the figures and more specifically to Figures 14-19D, an alternative embodiment is illustrated. This embodiment is the same as the embodiment illustrated in Figures 12-13, without the air guide disk 90 and the air guide plate 92. Thus, the liquid fuel is directed towards the deflection disk 82, which atomizes the liquid fuel and deflects it outward and downward. In this manner, the diameter of the deflection disk 82 can be altered to control the pattern in which the atomized liquid fuel is dispersed within the combustion chamber 23. For example, Figures 19A-19B show a large diameter deflection disk that causes the atomized fuel to be dispersed in a thin radial pattern. Figures 19C-19D show how, by reducing the diameter of the deflection disk 82, the distribution pattern of the atomized fuel is deflected not only radially, but vertically towards the bottom of the combustion chamber 23. Thus, the smaller the diameter of the deflection disk 82, the further the atomized fuel is towards the bottom of the combustion chamber 23. The diameter of the atomized fuel pattern can be the same or smaller to prevent wetting of the cylinder walls. This structure allows the fuel distribution pattern to be modified to prevent stratification of the atomized fuel in the combustion chamber 23. The system of the present invention can be incorporated into standard fuel injection cartridges 102 commonly used for port injection as well as direct injection injectors (not shown) without departing from the scope of the present invention. The electronic injection cartridge 102 typically includes a linear motor 112, solenoid, or the like, for actuating 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 a fuel flow stop position. Thus, the solenoid 112 is utilized to allow fuel flow. An electrical connector 116 is provided for connecting the injector to the engine's electrical harness, which is typically connected to an on-board computer or controller (not shown). A fuel connector 118 is provided for connection to a fuel supply line.

[0027] Referring generally to the figures and more particularly to FIGS. 20-31, a servo controlled metering valve 500 is illustrated. The servo controlled metering valve 500 includes a fuel delivery opening 502 that can be varied in size and / or shape to deliver liquid fuel at a predetermined pressure to an injector nozzle regardless of volume, which may include any of the nozzles included herein, as well as other known nozzles. The servo controlled metering valve 500 may be of the direct injection type as illustrated in FIG. 20 or of the port injection type as illustrated in FIGS. 21 and 22 without departing from the scope of the present invention. The servo 504 limits the movement of a metering rod 506. The metering rod 506 slides within a metering rod bore 508 disposed within a metering block 510. The servo 504 includes a metering cam 512 having an offset journal 514. The offset journal 514 may cooperate with a distal end 516 of the metering rod 506 to limit the movement of the metering rod 506 within the metering rod bore 508. The metering rod 506 includes a stepped portion 517 that allows the flow of liquid fuel through the fuel delivery opening 502, while the diameter of the metering rod 506 covers and prevents the flow of liquid through the fuel delivery opening 502. The metering rod 506 is translated by a solenoid 518 such that the stepped portion 517 of the metering rod 506 cooperates with the fuel delivery opening 502. In this manner, the flow rate of liquid fuel through the variable orifice fuel nozzle 100 is controlled. Thus, the liquid fuel is delivered to the injector at a predetermined minimum pressure regardless of volume. The fuel delivery opening 502 includes a unique shape of a circular segment having a radial vertex point 520. This structure approximates a circular opening when the metering rod 506 is positioned for low restriction, as shown in Figure 26, and provides increased flow rate when the metering rod 506 is moved to a higher restriction position, e.g., to allow for a higher volumetric flow rate, as shown in Figure 25. This structure also provides precise metering of liquid fuel by providing an offset journal 514 against which the metering rod 506 contacts to provide precise positioning. The servo 504 is generally an electrically operated motor with a gear train and position feedback to provide precise rotational positioning of the metering cam 512.By providing liquid fuel at a given high pressure, a pressure control spring can be utilized in the injector nozzle to shade the orifices as the volume increases, allowing the liquid fuel to exit the injector nozzle at high pressure and therefore high velocity regardless of volume. Thus, as a non-limiting example, at low volumes, only one or two orifices may be shaded to allow fuel to enter the cylinder, but at higher throttle positions of 10, 20 or more orifices may be shaded to handle the volume while controlling the pressure drop from the nozzle. This allows the liquid fuel to be better atomized and pushed further into the dense compressed air in the cylinder. Also, smaller fuel orifices allow for better atomization of the liquid fuel and reduced wetting of the cylinder and piston.

[0028] Referring generally to the figures and more particularly to Figures 32-33, a right angle metering valve embodiment 600 of the variable orifice fuel nozzle 100 is illustrated. This embodiment includes a right angle metering rod 602. The right angle metering rod 602 includes a deflection surface 604 that deflects liquid fuel flowing through a feed channel 606 as it passes through the fuel feed opening 502 such that the high velocity liquid is directed to impact an anvil surface 608 where the liquid fuel is atomized. A control surface 610 is provided to control the distribution pattern of the atomized fuel. A control knob 612 allows a user, servo, or stepper motor to vary the linear position of the anvil surface 608 to effect variations in the pattern. In this manner, the anvil surface 608 can be moved closer or farther from the metering rod 602 and the deflection surface 604. A push rod 614 and a cantilever 616 cooperate to move the metering rod 602 within a metering rod bore 618. A solenoid, linear motor, servo, etc. may be utilized to operate the push rod 614. A spring member 620 returns the metering rod 602 to its home position, covering the fuel delivery opening 502. It should be noted that while the above-described apparatus atomizes the fuel by directing the fuel against a flat surface, the atomized fuel may be directed through a fuel injector nozzle without departing from the scope of the present invention.

[0029] Referring generally to all figures, and more particularly to Figures 1 and 34-51F, a directed radial flow injector nozzle 91 is illustrated that includes a pintle rod 216 that has a controlled linear movement based on a desired fuel flow rate at a given pressure. Variations in fuel flow rate cause the pintle rod 216 to linearly move, sequentially exposing radially arranged orifices to direct fuel to different regions within the cylinder 20 or piston 22, both vertically and / or radially. Thus, the more fuel delivered to the nozzle, the more openings are exposed to direct fuel to different locations within the cylinder. The directed radial flow injector nozzle includes a nozzle body 24, a plunger 26 (Figure 1B), a spring 28 (Figure 1B), a rear stop 95, and an orifice body 32. The nozzle body 24 is preferably constructed of metal or ceramic and is constructed and arranged to be secured to a front portion of a fuel injector 102 (Figure 1A). The nozzle body 24 may be secured by fasteners, welding, adhesives, casting, etc., so long as the nozzle is properly secured to the injector and will not become dislodged during operation and use. The plunger 26 and spring 28 cooperate to move the tubular flow pintle rod 98 along the longitudinal axis 38 in response to sufficient fuel pressure to overcome the resistance to movement provided by the linear motor, servo, or spring 28. In this manner, the plunger 26 may be moved in precise increments to cause movement of the tubular pintle rod 98 to expel fuel into the cylinder 20. The tubular pintle rod 98 is guided by the orifice body 32 and includes a back stop surface 40 which cooperates with the pintle flange 34 to limit forward movement of the tubular pintle rod 98. The back stop 30 provides a return stop surface 42 to prevent fuel flow through the nozzle in the absence of an external force urging the tubular pintle rod 98 forward. The flow path for a fluid, such as fuel, is through the metering valve, to the core chamber 44 in the nozzle body 24, through the fuel port 46 in the backstop 30, through a side port in the tubular pintle rod 98, and to the nozzle orifices 50. The nozzle orifices 50 are radially disposed about the circumference of the orifice body 32.In a preferred embodiment, the nozzle orifices 50 are located at different heights or oriented at different angles relative to each other so that as the forward end of the pintle rod 216 is moved rearward, more orifice openings are opened to discharge liquid fuel. This configuration allows the pressure of the liquid fuel to remain higher and more constant inside the injector from low to medium throttle positions of the engine because not all of the nozzle orifices 50 are open. Thus, the nozzle orifices 50 are gradually opened as more fuel is needed at higher throttle positions. Thus, the movement of the pintle rod 216 may be automatic if the spring 28 is utilized to control the pressure that moves the pintle rod 216. The higher pressure causes the liquid fuel to experience a larger pressure drop as it exits each nozzle orifice 50, causing the fuel to break down into smaller particles that still carry enough momentum to penetrate the dense compressed air charge in the cylinder 20 of the engine 54. In a most preferred embodiment, the nozzle orifice 50 is oriented at various orifice angles 52 (FIG. 43) through the orifice body 32 to direct the fuel perpendicularly throughout the cylinder, thereby avoiding stratification of the fuel charge within the cylinder. In a preferred embodiment, the nozzle orifice diameter 56 is approximately 0.002 inches or 0.0508 millimeters. However, it should be noted that other nozzle orifice diameters as small as 0.002 inches may be utilized as long as the liquid fuel is atomized before reaching the walls of the cylinder 20 to prevent wetting. It should also be noted that larger nozzle orifice diameters 56 may require higher fluid (fuel) pressures to create the pressure drop necessary to atomize the fuel before it reaches the walls of the cylinder 20. In at least one embodiment, at least one nozzle orifice 50 may be a keyhole orifice 102. The keyhole orifice 102 includes a slot portion 104 and a cylinder portion 106. In at least one embodiment, before the fuel exits the fuel nozzle orifice 50 into the cylinder for combustion, the slot portion 104 tapers towards a cylinder portion 106, see FIG.The forward end 58 of the tubular pintle rod 98 is configured as a cylinder that slip-fits within the inner bore 60 of the orifice body 32. This construction prevents unwanted flow of liquid fuel around the forward end 58, while movement across the nozzle orifice 50 shears off small particles of dirt and debris that may block the orifice, thereby keeping the small diameter orifice free from clogging. This construction allows orifice diameters as small as 0.002 inches or 0.0508 millimeters to be utilized without clogging problems.

[0030] Referring generally to all figures, and more particularly to Figures 52-62, a directional radial flow injector nozzle 91 is illustrated that includes a pintle rod 216 with controlled linear movement based on a desired fuel flow rate, similar to the embodiment described above in Figures 1 and 34-51F. This embodiment includes the same or similar structure as the embodiment shown and described in Figures 34-51F, except for the fuel notch 120 or fuel notch 132, which are cutouts for fuel flow during the initial stage of opening the fuel injector. The V-notch 120 is a V-shaped notch cut across the side of the nozzle body 24. The V-notch 120 creates a fan-shaped pattern of liquid fuel as it is directed through the V-notch 120.

[0031] Referring generally to all figures, and more particularly to Figures 1 and 63-73C, a radial jet injector nozzle 130 is illustrated that includes a pintle rod 216 that has a controlled linear movement based on a desired fuel flow rate. Variations in fuel flow rate cause the pintle rod 216 to linearly move, sequentially exposing radially disposed notches 132 and directing fuel both vertically and / or radially to different regions within the cylinder 20 or piston 22. The directional radial jet injector nozzle 130 includes a nozzle body 24, a plunger 26 (Figure 1B), a spring 28 (Figure 1B), an aft stop 42, and a notch body 134. The notch body 134 includes a plurality of forwardly facing notches 132 that increase in size from its base 136 to its forward-most surface 138. The nozzle body 24 is preferably constructed from metal or ceramic and is constructed and arranged to be secured to a forward portion of the fuel injector 102 (Figure 1A). The nozzle body 24 may be secured by fasteners, welding, adhesives, casting, etc., so long as the nozzle is properly secured to the injector against dislodging during operation and use. The plunger 26 and spring 28 cooperate to move the pintle rod 216 along the longitudinal axis 38 in response to sufficient fuel pressure to overcome the resistance to movement provided by the linear motor, servo, or spring 28. In this manner, the plunger 26 may be moved in precise increments to cause movement of the pintle rod 216 to expel fuel into the cylinder 20. The pintle rod 216 is guided by the notch body 134 and includes a back stop surface 40 that cooperates with the pintle flange 34 to limit forward movement of the pintle rod 216. The back stop 30 provides a return stop surface 42 (FIG. 2) to prevent fuel flow through the nozzle in the absence of an external force moving the pintle rod 216 forward. The flow path for a fluid, such as fuel, passes through a core chamber 44 (FIG. 1B) in the nozzle body 24, through a fuel port 46 (FIG. 1B) in the rear stop 30, through a side port 48 in the notch body 134 to the nozzle notch 132. The distal end of the notch body 134 is blocked by the forward pintle guide 36 to prevent fuel from flowing straight out the front of the injector.The fuel notches 132 are radially arranged around the circumference of the orifice body 32. In one embodiment, the fuel notches 132 are located at different heights or oriented at different angles relative to one another so that as the forward end of the pintle rod 216 is moved forward, more of the fuel notches 132 open up to release the liquid fuel. This configuration allows the liquid fuel pressure to be kept higher inside the injector from low to medium throttle positions of the engine because not all of the fuel notches 132 are open for flow. Thus, the fuel notches 132 are gradually uncovered as more fuel is needed at higher throttle positions. The higher pressure causes the liquid fuel to experience a larger pressure drop as it exits each fuel notch 132, causing the fuel to break down into smaller particles that still carry enough momentum to penetrate the dense compressed air charge in the cylinder 20 of the engine 54. In a most preferred embodiment, the fuel notches 132 are oriented at various angles through the orifice body 32 as the pintle rod 216 advances, directing the fuel vertically throughout the cylinder, thereby avoiding fuel stratification within the cylinder 20. In a preferred embodiment, the fuel notches 132 have a root width of approximately 0.002 inches or 0.0508 millimeters and widen as the notches advance to the distal end of the orifice body 32. However, it should be noted that other widths of the fuel notches 132 may be utilized as long as the liquid fuel is atomized before reaching the walls of the cylinder 20 to reduce or prevent wetting. It should also be noted that a larger fuel notch may require a higher fluid (fuel) pressure to generate the pressure drop necessary to atomize the fuel before it reaches the walls of the cylinder 20. The forward end 58 of the pintle rod 216 is configured as a cylinder that slip-fits within the inner bore 60 of the orifice body 32. This construction prevents unwanted flow of liquid fuel around the forward end 58, while movement across the fuel notch 132 shears off small particles of dirt and debris that may block the orifice, thereby preventing clogging in smaller widths. This construction allows widths as small as 0.002 inches or 0.0508 millimeters to be utilized without clogging issues.

[0032] Referring generally to the figures and more specifically to Figures 74-78, an alternative embodiment is illustrated. This embodiment is the same as the embodiment illustrated in Figures 12-13, and does not include the air guide disk 90 and the air guide plate 92. Thus, the liquid fuel is directed to the deflection disk 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 manner, the diameter 142 and the corner radius 144 of the deflection cup 140 can be altered to control the pattern in which the atomized liquid fuel is dispersed within the combustion chamber 23 (Figure 1A). For example, a larger diameter deflection disk cup 140 will cause the atomized fuel to be dispersed in a thin radial pattern as it contacts the radius 144, which deflects the fuel radially and downward. A smaller diameter deflection disk 82 will deflect the distribution pattern of the atomized fuel not only radially, but vertically towards the bottom of the combustion chamber 23. Thus, the smaller the diameter of the deflection disk 82, the further the atomized fuel is deflected toward the bottom of the combustion chamber 23. Similarly, the larger disk and radius 144 design provides better control over the width and downward projection of the atomized fuel, reducing or preventing cylinder wetting while better distributing the atomized fuel throughout the cylinder for combustion. The diameter of the atomized fuel pattern can be the same diameter or smaller to prevent wetting of the cylinder walls. This design allows the fuel distribution pattern to be modified to prevent stratification of the atomized fuel in the combustion chamber 23. The system of the present invention can be incorporated into standard fuel injection cartridges 102 commonly used for port injection as well as direct injection injectors (not shown) without departing from the scope of the present invention. The electronic injection cartridge 102 typically includes a linear motor 112, solenoid, or the like, for actuating the 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 a fuel flow stop position. Thus, the solenoid 112 is utilized to allow the flow of fuel through the injector itself. A metering valve as described herein is preferably utilized to control the amount of fuel that is allowed to flow through the nozzle.An electrical connector 116 is provided for connecting the injector to the engine's electrical harness, which is typically connected to an on-board computer or controller (not shown). A fuel connector 118 is provided for connection to a fuel supply line.

[0033] Referring generally to the figures, and more particularly to FIGS. 20-31 and 80-110, a servo controlled metering valve 500 is illustrated in combination with a fuel injector nozzle 100. The servo controlled metering valve 500 includes a fuel delivery opening 502 that can vary in size and / or shape to deliver liquid fuel to an injector nozzle, which can include any of the nozzles included herein as well as other known nozzles. The servo controlled metering valve 500 can be of the direct injection type, as illustrated in FIG. 20, or of the port injection type, as illustrated in FIGS. 21 and 22, without departing from the scope of the present invention. A servo 504 limits the movement of a metering rod 506. The metering rod 506 slides within a metering rod bore 508 disposed within a metering block 510. The metering block 510 is preferably constructed and arranged to be connected directly to the injector as illustrated, or indirectly via 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 that can cooperate with a distal end 516 of the metering rod 506 to limit the movement of the metering rod 506 within the metering rod bore 508. The metering rod 506 includes a stepped portion 517 that allows the flow of liquid fuel through the fuel delivery opening 502 while the diameter of the metering rod 506 covers and prevents the flow of liquid through the fuel delivery opening 502. The metering rod 506 is translated by a solenoid 518 to cause the stepped portion 517 of the metering rod 506 to cooperate with the fuel delivery opening 502. In this manner, the flow rate of liquid fuel through the variable orifice fuel nozzle 100 is controlled. The fuel delivery opening 502 includes a unique shape of a circular segment having a radial vertex point 520. This structure approximates a circular opening when the metering rod 506 is positioned for low throttle, as shown in Figure 26, and provides increased flow when the metering rod 506 is moved to allow for a high throttle position, as shown in Figure 25. This structure also provides accurate metering of liquid fuel by providing an offset journal 514 against which the metering rod 506 contacts to provide accurate positioning.It should be noted that other shapes suitable for controlling fuel flow rate to the fuel injector may be utilized without departing from the scope of the present invention. Such shapes may include, but should not be limited to, circular, elliptical, polygonal, and the like. The servo 504 is generally an electrically operated motor with a gear train and position feedback to provide precise rotational positioning of the metering cam 512. At least one embodiment includes a pressure relief module 150 including an unloader valve 152 that allows for removal of pressurized fuel from the supply channel 154 by turning a threaded lock 156 to allow movement of a seat ball 158. Movement of the seat ball 158 moves liquid pressurized fuel through one or more relief channels 160, around a relief pin, and into a dump channel 164 exiting the injector. In this manner, pressurized liquid fuel may be safely released from the system in a controlled manner.

[0034] While particular forms of the invention are illustrated, it is to be understood that the invention is not limited to the specific forms or arrangements described and illustrated herein. It will be apparent to those skilled in the art that various modifications can be made without departing from the scope of the invention, and the invention is not to be considered as limited to that shown and described in this specification and the drawings / FIGS contained herein.

[0035] Those skilled in the art will readily appreciate that the present invention is well adapted to carry out the objects and obtain the ends and advantages mentioned, as well as those inherent therein. The embodiments, methods, procedures, and techniques described herein are presently representative of preferred embodiments, are intended to be exemplary, and are not intended to be limiting in scope. Modifications therein and other uses will occur to those skilled in the art which are encompassed within the spirit of the invention and defined by the scope of the appended claims. Although the invention has been described in connection with certain preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention which are obvious to those skilled in the art are intended to be within the scope of the following claims.

Claims

1. A fuel injector nozzle (100) for a fuel injector (102), comprising: A nozzle body (24), a pintle rod (216), a plunger (26) and a spring (28), The nozzle body (24) is 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 including an orifice body (32) disposed along a longitudinal axis (38) of the nozzle body; the orifice body (32) includes a plurality of nozzle orifices (50) disposed radially about the circumference of the orifice body (32) and extending inwardly to intersect an inner bore (60) of the orifice body (32) and providing fluid communication therebetween; the pintle rod (216) is at least partially guided by the inner bore (60) of the orifice body (32), a forward end (58) of the pintle rod (216) is configured as a cylinder that slip-fits within the inner bore (60) of the orifice body (32), an undercut (64) is disposed aft of the forward end (58) to provide for fuel flow between an outer diameter of the pintle rod (216) and the inner bore (60), and further, the undercut (64) includes a spool surface (66) for manipulating the pintle rod (216) in response to fuel pressure; The plunger (26) is fixed to the rear of the pintle rod (216); the spring (28) cooperates with the plunger (26) and the nozzle body (24) to provide a closing force on the pintle rod (216) to prevent fuel flow; 1. A fuel injector nozzle for a fuel injector, comprising: a plunger and a spring that cooperate to permit movement of the pintle rod along the longitudinal axis in response to fuel pressure applied to the pintle rod, to move the pintle rod linearly and expose an undercut to the nozzle orifice to permit fuel to flow therethrough; and a reduction in fuel pressure causes the spring to return the pintle rod to a position stopping the flow of fuel through the nozzle orifice.

2. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, comprising a pintle flange (34) for limiting forward movement of the pintle rod (216).

3. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the spool surface (66) includes a sharp corner (68).

4. 2. The fuel injector nozzle for a fuel injector as recited in claim 1, wherein the pintle rod includes a rear stop for limiting movement of the pintle rod in a direction that blocks fuel flow through the nozzle in the absence of an external force moving the radial flow pintle rod to an open position.

5. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle orifices (50) are sequentially opened with linear movement of the pintle rod (216).

6. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle orifices (50) are sequentially opened with linear movement of the pintle rod (216).

7. 2. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle orifices (50) are disposed at two or more radial levels so as to be sequentially opened with linear movement of the pintle rod (216).

8. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the nozzle orifice (50) is oriented at a variety of orifice angles (52) through the orifice body (32).

9. The fuel injector nozzle (100) for a fuel injector (102) according to any of the preceding claims, wherein the nozzle orifice diameter is less than 0.127 millimeters.

10. The fuel injector nozzle (100) for a fuel injector (102) according to any of the preceding claims, wherein the nozzle orifice diameter is equal to or less than 0.0508 millimeters.

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

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

13. The fuel injector nozzle (100) for a fuel injector (102) as recited in claim 12, wherein the servo controlled metering valve (500) delivers a fuel flow at a predetermined pressure independent of fuel quantity.

14. 14. The fuel injector nozzle (100) for a fuel injector (102) as recited in claim 13, wherein the servo controlled metering valve (500) includes a metering rod (506), the metering rod (506) constructed and arranged to slide within a metering rod bore (508) disposed within a metering block (510).

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

16. 2. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the pintle rod is tubular and a distal end of the inner bore (60) is plugged with an end plug (108) to prevent fuel from flowing straight out the front face of the inner bore (60).

17. The fuel injector nozzle (100) for a fuel injector (102) of claim 1, wherein the orifice body (32) includes fuel notches (132) disposed radially about a circumference of the orifice body (32).

18. 20. The fuel injector nozzle (100) for a fuel injector (102) of claim 17, wherein the fuel notch (132) has a root width of approximately 0.127 millimeters and widens as the notch progresses toward a distal end of the orifice body (32).

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