EP1719903B1 - Vorrichtung für ein Kraftstoffeinspritzventil mit schaltbaren Betriebsarten - Google Patents

Vorrichtung für ein Kraftstoffeinspritzventil mit schaltbaren Betriebsarten Download PDF

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Publication number
EP1719903B1
EP1719903B1 EP05076025A EP05076025A EP1719903B1 EP 1719903 B1 EP1719903 B1 EP 1719903B1 EP 05076025 A EP05076025 A EP 05076025A EP 05076025 A EP05076025 A EP 05076025A EP 1719903 B1 EP1719903 B1 EP 1719903B1
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EP
European Patent Office
Prior art keywords
fuel
outlet openings
valve needle
fuel injector
injector nozzle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP05076025A
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English (en)
French (fr)
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EP1719903A1 (de
Inventor
Philip J. Dingle
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Delphi Technologies Inc
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Delphi Technologies Inc
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Publication date
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Priority to EP05076025A priority Critical patent/EP1719903B1/de
Priority to AT05076025T priority patent/ATE406515T1/de
Priority to DE602005009334T priority patent/DE602005009334D1/de
Publication of EP1719903A1 publication Critical patent/EP1719903A1/de
Application granted granted Critical
Publication of EP1719903B1 publication Critical patent/EP1719903B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/182—Discharge orifices being situated in different transversal planes with respect to valve member direction of movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1813—Discharge orifices having different orientations with respect to valve member direction of movement, e.g. orientations being such that fuel jets emerging from discharge orifices collide with each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1826—Discharge orifices having different sizes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1886—Details of valve seats not covered by groups F02M61/1866 - F02M61/188
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/07—Fuel-injection apparatus having means for avoiding sticking of valve or armature, e.g. preventing hydraulic or magnetic sticking of parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means

Definitions

  • Exemplary embodiments of the present invention are related to an apparatus and method for providing variable spray geometries and flow rates for specific conditions.
  • Typical fuel injector nozzles are configured such that fuel spray pattern, fuel atomization and fuel/air mixing are optimized for combustion during the most prevalent engine operating condition (e.g., normal Compression Ignition (CI) operation) however, EGA technologies and other emission reduction technologies require the fuel injector nozzles to operate at in-cylinder conditions untypical of normal operation. Thus, fuel injector nozzles are currently not adaptable to provide optimized fuel spray patterns, fuel flow rates, fuel atomization and fuel/air mixtures of varying degrees for both "normal operation" and operations associated with non-traditional emission reduction cycles.
  • CI Compression Ignition
  • the injection nozzle has an upper row and a lower row of injection nozzle outlets, and the outlets in the upper row and the outlets in the lower row have axes which converge with each other such that if an injection event occurs through both sets of outlets simultaneously the sprays from the outlets combine.
  • a fuel injector nozzle for dispersing fuel during a normal combustion operation and a supplemental combustion operation
  • the fuel injector nozzle comprising: a plurality of first outlet openings configured to disperse fuel during both homogeneous charge compression ignition (HCCI) and non-homogeneous charge compression ignition; and a plurality of second outlet openings configured to disperse fuel only during non-homogeneous charge compression ignition, wherein fuel dispersed from the plurality of second outlet openings collides with fuel dispersed from the plurality of first outlet openings, and in so doing terminates the spray plume development and trajectory of the first outlet fuel dispersion, characterized in that the said plurality of first outlet openings are smaller than said plurality of second outlet openings.
  • a fuel injector nozzle for dispersing fuel in a cylinder of an internal combustion engine.
  • the nozzle disperses fuel when the cylinder is at or about top dead center and at or about bottom dead center, the fuel injector nozzle comprising: a plurality of first outlet openings configured to disperse fuel when the cylinder is at or about bottom dead center and when the cylinder is at or about top dead center; a plurality of second outlet openings configured to disperse fuel only when the cylinder is at or about top dead center, wherein fuel dispersed from the plurality of second outlet openings collides with fuel dispersed from the plurality of first outlet openings.
  • fuel injector for dispersing fuel into a swirl chamber or precombustion chamber of a divided-chamber engine.
  • first opening being used for non-traditional cycles as described above, and also for cold starting and light load operation in which fuel is dispersed into the center of the pre-chamber where the air is hottest.
  • Fuel from the second opening is dispersed to that part of the pre-chamber with high velocity air motion, and in the process the second spray inhibits penetration of the first spray.
  • the single first outlet opening may be directly aligned with said single second outlet opening.
  • a method for providing variable fuel dispersal through a fuel injector nozzle comprising: providing a first plurality of openings in an outer housing of the fuel injector nozzle; providing a second plurality of openings in the outer housing of the fuel injector nozzle, the second plurality of openings being disposed below the first plurality of openings and the second plurality of openings are larger than the first plurality of openings such that a larger amount of fuel is allowed to flow therethrough; moving an outer needle from a first position to a second position in accordance with a first mode of dispersal of fuel through the fuel injector nozzle, wherein fuel under pressure is only allowed to flow through the first plurality of openings; and moving the outer needle from the second position to a third position in accordance with a second mode of dispersal of fuel through the fuel injector nozzle, wherein fuel under pressure is allowed to flow through the first plurality of openings and the second plurality of openings wherein fuel flowing through the second plurality of openings collides with fuel flowing through the first pluralit
  • One exemplary embodiment of the present invention is to provide a fuel injector with a variable area nozzle that produces colliding sprays in one spray position optimized for normal diesel combustion and a non-colliding spray configuration wherein only a smaller set of opening are used for fuel dispersal wherein the spray geometry and flow rate is adapted for other emission technologies such as Homogeneous Charge Compression Ignition (HCCI) or injection of the fuel when the piston is at or near bottom dead center or any other position other than top dead center.
  • HCCI Homogeneous Charge Compression Ignition
  • HCCI Homogeneous Charge Compression Ignition
  • exemplary embodiments of the present invention propose a solution to this problem through the felicitous combination of two technologies namely, selectable spray hole geometry of an injection nozzle and fuel dispersal through colliding sprays.
  • the spray hole geometry of an injector nozzle for a direct injection (DI) diesel engine is optimized to achieve the best possible dispersion of fuel for conventional diesel combustion within the constraints of combustion chamber configuration and fuel injection equipment (FIE) hydraulic performance.
  • FIE fuel injection equipment
  • the drive for cost effective exhaust emission reduction places new demands upon the existing FIE, requiring it to adapt as necessary.
  • engine original equipment manufactures would like the ability for supplementary injections of fuel in-cylinder both well before, and well after the conventional timing of injection which normally occurs close to "top dead center” (TDC).
  • An exemplary embodiment of the present invention combines the concept of a Variable Area Nozzle (VAN) or Variable Orifice Nozzle (VON) with colliding sprays.
  • VAN Variable Area Nozzle
  • VON Variable Orifice Nozzle
  • a variable area nozzle or variable orifice nozzle may use an inner and outer needle to control a lower and upper row of orifices respectively. Controlled partial lift of the nozzle needle (outer) exposes the upper row of holes, while full needle lift (outer and inner) exposes all holes.
  • This approach requires close dynamic control of needle lift, which is possible with certain designs of three-way control valve, and also with piezo-electric actuators.
  • the concept of impinging or colliding sprays is used as an aid to improve atomization, improve spray breakup and thus provide more rapid air entrainment prior to combustion as well as providing a means for influencing spray pattern.
  • an injector for providing a variable area nozzle and colliding spray geometry is disclosed.
  • the nozzle will have a lower row of holes or openings and an upper row of holes or openings for selective dispersal therethrough.
  • the lower holes may be conventionally located in the nozzle sac with a cone angle optimized for the main combustion system, or slightly greater.
  • the upper row of holes will have the same number of holes and they will lie in the same axial plane as the lower holes.
  • resulting lower holes which do not have a corresponding upper hole aligned therewith are drilled to provide a resulting plume that is either the same as the resultant of the colliding sprays or is configured for dispersement corresponding to a top dead center piston position.
  • the upper row of holes will be of significantly smaller diameter since the flow area is optimized for the supplemental injection flow rate. Furthermore, these holes enter the nozzle at the upper seat area and will have a much narrower cone angle. Specifically, the cone angle will have been selected to minimize the likelihood of spray/wall impingement under the cylinder conditions extant during the supplemental injection event.
  • An example of such a cone angle is in the range of 60 to 120 degrees with an exemplary angle of 70 degrees. Of course, it is understood that this angle may vary to degrees outside the aforementioned range as it is understood the angle depends on the cylinder dimensions, the flow rate, flow opening size and pressure and location of the nozzle within the cylinder chamber.
  • VCO Valve Covers Orifice
  • the size of the upper and lower holes will be the same such that flow through these openings will be the same or substantially the same and the upper and lower holes will each have a different angular configuration with respect to the nozzle, wherein the resulting spray plume from both of the upper and lower holes will have an angular configuration that is one half the difference between the angular configuration of both the upper and lower holes.
  • partial lift of the nozzle needle is commanded.
  • the outer needle lifts to uncover the upper orifices and a long duration, high-pressure injection commences.
  • multiple shorter duration injections are possible if desired.
  • the plume is well atomized due to the high pressure and optimum flow area, and there is a long free plume length to the nearest impingement surface. This behavior offers superior opportunity for the air/fuel mixing necessary to achieve homogeneity given the low air density prevailing in-cylinder at this point in the cycle. A similar event occurs under late (far) post injection conditions.
  • Fuel injector 10 comprises a nozzle body 12 provided with a blind bore 14 including, adjacent its blind end, a frusto-conical seating surface 16.
  • a first, outer valve needle 18 is received for reciprocal movement within bore 14.
  • First outer valve needle 18 is configured and arranged to have an exterior dimension or configuration to guide the first outer valve needle within the bore.
  • a distal end 20 of the first outer valve needle is configured for engagement with a portion of seating surface 16. This provides a valve covers orifice (VCO) geometry.
  • VCO valve covers orifice
  • the exterior dimension of the first outer valve needle is such that a chamber 22 is defined between first outer valve needle 18 and bore 14.
  • first outer valve needle 18 to control fluid communication between chamber 22 and a plurality of first outlet openings 24 bored through a nozzle end 26 of nozzle body 12.
  • first outlet openings 24 will have a smaller diameter opening than the openings disposed below openings 24 and the angular configuration of openings 24 is adapted for supplemental injection requirements.
  • First outer valve needle 18 is also provided with a drilling or bore 28 within which a tubular sleeve 30 is received. As illustrated, tubular sleeve 30 does not extend to the end of drilling 28. Accordingly, sleeve 30 defines a passage having an interior region defined by sleeve 30. At the end of drilling 28 a larger sized region 32 is located.
  • a shoulder or step 34 is defined between drilling 28, sleeve 30 and region 32.
  • a second, inner valve needle 36 is configured to be slidably received within the passage defined by sleeve 30 and region 32.
  • Second inner valve needle 36 also comprises an elongated portion 38 configured to be slidably received within the passage defined by sleeve 30, and a larger portion 40 which is configured for movement within area 32 and engages step 34 to define a limit movement of the second inner valve needle within the first outer valve needle.
  • the second inner valve needle is configured at its distal end 42 for engagement with a lower portion of seating surface 16.
  • the exterior dimensions of the second inner valve needle and the first outer valve needle is such that a chamber 44 is defined between first outer valve needle 18, second inner valve needle 36 and bore 14.
  • the exterior dimensions of distal end 42 and the lower portion of inner bore 16 allows another chamber 46 to be defined therein.
  • distal end 42 and seating surface 16 allows second inner valve needle 36 to control fluid communication between chamber 44 and a plurality of second outlet openings 48 bored through a nozzle end 26 of nozzle body 12.
  • openings 48 are disposed below openings 24 and as will be discussed herein are configured to have an alternative angular configuration with regard to nozzle end 26 as opposed to openings 24.
  • openings 48 each have a much larger diameter than openings 24 in order to permit a greater amount of fuel to pass therethrough for use in "normal" engine operations.
  • the assembly of the first and second inner valve needles is one embodiment accomplished by introducing the second inner valve into the boring of the first outer valve needle, and subsequently the tubular sleeve being inserted therein for assisting in retaining the second inner valve needle within the first outer valve needle.
  • the tubular sleeve and area 32 provides an interference fit within the first outer valve needle, and a small clearance is defined between sleeve 30 and the inner valve needle 36 to permit fuel to flow to or from drilling 28, thus preventing the second inner valve needle 36 from becoming held in any particular position relative to the first outer valve needle due to the formation of a hydraulic lock.
  • fuel under high pressure is applied to chamber 22, and any suitable technique is used for controlling movement of the first outer valve needle 18 relative to the nozzle body 12.
  • the first outer valve needle may be held in engagement with the seating by the fluid pressure within chamber 22, the fluid pressure within the chamber being controlled by, for example, a piezoelectric actuator arrangement 23 acting upon an appropriate piston or needle valve.
  • a piezoelectric actuator arrangement 23 acting upon an appropriate piston or needle valve.
  • a solenoid may be positioned to provide the required linear movement to first outer valve needle 18.
  • Any actuator capable of being controlled by a microprocessor or engine control module for providing linear movement to first outer valve needle 18 is contemplated to be within the scope of exemplary embodiments of the present invention.
  • first outer valve in order to allow for fuel injection or dispersal from nozzle 10 in one mode of operation, the first outer valve must be lifted away from the valve seating. This movement permits fuel to flow through an opening defined between the distal end of the first outer valve and a portion of the seating surface, thus fuel is able to flow from chamber 22 through the first outlet openings 24.
  • this mode of operation which corresponds to supplemental injection or early HCCI injection the limit of travel of first outer valve needle 18 is limited to a position such that openings 48 remained closed.
  • Movement of the first outer valve needle in order to effect this flow is of a distance not sufficient enough to cause portion 40 of the second inner valve needle to make contact with shoulder portion 34, thus movement of the first outer valve needle is not transmitted to the second inner valve needle.
  • fuel is able to flow between the second inner valve needle and sleeve 30 thereby, pressurizing the region 32 and applying a magnitude force to the portion 40 of the second inner valve needle thus, closing off openings 48 from area or chamber 44.
  • this operational mode corresponds to an engine condition when an early HCCI injection is required and partial lift of the nozzle needle is commanded.
  • the outer needle lifts to uncover the upper openings and a long duration, high pressure injection commences.
  • Plume 50 illustrates this mode of operation.
  • the plume is well atomized due to the high pressure and optimum flow area, and there is a long free plume length to the nearest impingement surface. This behavior offers superior opportunity for the air/fuel mixing necessary to achieve homogeneity given the low air density prevailing in-cylinder at this point in the cycle.
  • a similar event occurs under late (far) post injection conditions.
  • Figure 4 also illustrates the plume and piston location during this mode of operation.
  • the first outer valve in order to allow for fuel injection or dispersal from nozzle 10 in another mode of operation, the first outer valve must be lifted away from seating 16 a further distance. In this position, shoulder 34 makes contact with portion 40 of the second inner valve needle, and further movement of the first outer valve needle will result in the second needle being lifted from the seating. This movement permits fuel to flow through a passage defined between distal end 42 and a portion of valve seating 16, wherein fuel is allowed to flow through openings 48. Accordingly, fuel is injected through both the first and second outlet openings and due to the different angular configurations of these openings colliding of the fuel occurs at a position outside of the nozzle end.
  • openings 48 are larger than openings 24 the plume having a higher flow rate will collide with and direct the plume of openings 24.
  • the corresponding plume 52 is optimized for fuel dispersal and atomization for "normal" engine operation when the piston is much closer to the fuel injector.
  • the very small quantity of fuel through openings 24 will be better controlled than usual since it is being discharged through a smaller flow area and it is also being directed closer to the center of the combustion chamber where the air is hotter and more amenable to combustion initiation.
  • full needle lift is commanded, where the rapid needle acceleration obtained from modern FIE means that very little fuel will emanate from the upper holes potentially aimed at the piston, before these plumes are overwhelmed by the main spray plumes.
  • the colliding sprays of the main plume and the supplementary plumes are expected to enhance atomization and spray disintegration beyond that obtainable from the main sprays alone.
  • exemplary embodiments of the present invention offer a fuel injector that provides unique spray modes not found in conventional systems.
  • Figure 4 also illustrates plume 52 and piston location during this mode of operation.
  • a piston 54 is illustrated in Figure 4 wherein only half of the piston is shown for supplemental spray mode and only half is shown for the colliding spray mode.
  • the surface of the piston may be configured to have a re-entrant bowl or other cavity configuration disposed on the surface of the piston. (See for example Figures 8-10 ).
  • the mode switching nozzle of exemplary embodiments of the present invention allows the same to provide a plume (50, 52) that corresponds to the position of the position.
  • the dashed lines illustrate approximately 10 degrees after top dead center while the non-dashed lines illustrate approximately 30 degrees after top dead center.
  • exemplary embodiments of the present invention may be used at any piston position and not just those illustrated in Figure 8 .
  • openings 24 are aligned to be disposed above openings 48 such that in colliding spray mode ( Figure 3 ) the fuel dispersing through the larger openings of openings 48 will collide with and redirect the fuel dispersing out of the smaller openings 24. It is contemplated that in one embodiment the center of openings 24 will be aligned with the center of openings 48 however, is also understood that the centers of smaller openings 24 may be slightly offset from the centers of larger openings 48 while still achieving the same colliding effect as a greater amount of fuel is flowing through openings 48.
  • the diameter of openings 24 is 0.011 mm and the diameter of openings 48 is 0.016 mm. It is, of course, understood that exemplary embodiment of the present invention are intended to include dimensions greater than or less than the aforementioned values.
  • the number of openings 48 will be the same as the number of openings 24. However, in an alternative exemplary embodiment, and wherein the positioning and size of openings 48 allows the same to collide with fuel from more than one opening 24, the number of openings 48 may be less than the number of openings 24. Likewise the number of openings 24 may be less than the number of openings 48, but in all cases an opening 48 will be paired with an opening 24 as they may exist.
  • the resulting colliding spray angle with respect to the centerline of nozzle 26 is in the range of 60-120 degrees with an exemplary angle of 70 degrees.
  • the present invention is intended to cover angles greater than or less than the aforementioned values as long as the proper fuel dispersal is achieved, which will relate to cylinder dimensions, nozzle end configurations and the actual location of the nozzle within the cylinder.
  • nozzle end 126 comprises a bulbous tip portion 170 and both openings 124 and 148 are located within a wall portion 172 of tip portion 170.
  • distal end 142 of inner valve needle 136 has an exterior configuration which allows fuel to flow through openings 124 while distal end 142 is still seated within the cavity defined by bulbous tip portion 170 (e.g., upward movement of the outer needle 118 without upward movement of inner valve needle 136).
  • Distal end 142 is configured such that as it is raised upwardly both openings 124 and 148 will be able to receive the supplied fuel.
  • a fuel injector 210 for dispersing fuel into a swirl chamber or pre-combustion chamber 270 of a cylinder 272 of a divided-chamber engine is provided.
  • This embodiment is contemplated for use in an indirect-injection (IDI) wherein fuel is injected into a small pre-chamber connected to the cylinder via a narrow passage 273 or alternatively a direct-injection engine (e.g., opposed-piston 2-strokes), wherein the injector is disposed in a side wall of the cylinder head.
  • IPI indirect-injection
  • a direct-injection engine e.g., opposed-piston 2-strokes
  • the first opening 274 is used for non-traditional cycles as described above, and also for cold starting and light load operation in which fuel is dispersed into the center of the pre-chamber where the air is hottest. Fuel from the second opening 276 is dispersed to that part of the pre-chamber with high velocity air motion, and in the process the second spray inhibits penetration of the first spray due to the colliding of the spray plumes. As in the previous embodiments the openings are aligned with each other such that the plumes of both openings 274 and 276 collide with each other. Typically, the nozzle is arranged so that the fuel is dispersed opposite to the air swirl in the swirl chamber however, is also contemplated that the fuel can be disposed in the same direction as the air swirl.
  • Swirl chambers are used in both divided-chamber (IDI) engines (e.g. Ricardo "Comet", see Figure 10 ), and also direct-injection engines (e.g., opposed-piston 2-strokes, wherein the injector is disposed in a side wall of the cylinder head as opposed to the top (see the dashed lines in Figure 4 ), and they employ high velocity air swirl and typically only a single fuel-spray plume to achieve the necessary air/fuel mixing. With such designs, the swirling air looses heat to the chamber walls, so that the air most amenable to ignite the initial fuel spray is in the center of the chamber since that is the hottest location.
  • IPI divided-chamber
  • direct-injection engines e.g., opposed-piston 2-strokes, wherein the injector is disposed in a side wall of the cylinder head as opposed to the top (see the dashed lines in Figure 4 )
  • the swirling air looses heat to the chamber walls, so that the air most amenable
  • first opening 274 the center of the chamber first to achieve ignition
  • first opening 274 and second opening 276 the periphery later where most of the air remains.
  • This ideal is not possible with conventional nozzles but is possible with the mode switching nozzle of exemplary embodiments of the present invention. Since the nozzle enters the chamber from the side, only one pair of injection holes can be deployed as opposed to multiple pairs for a centrally mounted nozzle as illustrated in other exemplary embodiments of the present invention.
  • the first stage lift of the nozzle needle exposes the first outlet hole which is of small diameter and directed toward the center of the combustion chamber.
  • the needle may move to the second stage of lift whereby the second outlet is exposed causing the main plume to be directed to that part of the chamber with the highest air swirl (illustrated by the arrow in Figure 7 ), and in so doing, it subsumes the first spray plume.
  • Exemplary embodiments of the present invention relate to a fuel injector intended for use in delivering fuel under varying flow rates and spray geometries into varying combustion spaces of an internal combustion engine.
  • the invention relates, in particular, to an injector of the inwardly opening type in which the number of outlet openings through which fuel is injected at any instant can be controlled by controlling the position of a valve needle, wherein one mode of operation causes a colliding spray between fuel flowing through two sets of outlets axially aligned yet having different angles with respect to the end portion of the nozzle.
  • Control of the fuel injector or movement of the needle valves may be achieved conveniently by means of an actuator arrangement for moving the valve needle between the first and second fuel injecting positions.
  • the fuel injector only requires a single concentric valve needle assembly and is therefore relatively easy to manufacture and assemble.
  • an engine control unit or engine control module comprising a microprocessor and required algorithm(s) is in communication with the actuator of the nozzle and plurality of sensors providing signals indicative of operating parameters, which when applied to a control algorithm of the engine control unit will cause an appropriate operating signal to be sent to the actuator of the nozzle thereby affecting the movement of the needle valve according to the piston location and ignition firing sequence.
  • the processing of the above description may be implemented by a controller disposed internal, external, or internally and externally to an engine control unit (ECU).
  • processing of the above may be implemented through a controller operating in response to a computer program which may incorporate physical based models.
  • the controller may include, but not be limited to, a processor(s), computer(s), memory, storage, register(s), timing, interrupt(s), communication interfaces, and input/output signal interfaces, as well as combinations comprising at least one of the foregoing.
  • processing may be implemented through a controller, engine control unit and/or a processing device operating in response to a computer program.
  • the controller may include, but not be limited to, a processor(s), computer(s), memory, storage, register(s), timing, interrupt(s), communication interfaces, and input/output signal interfaces, as well as combinations comprising at least one of the foregoing.
  • the controller may include input signal filtering to enable accurate sampling and conversion or acquisitions of such signals from communications interfaces.
  • exemplary embodiments of the present invention can be implemented through computer-implemented processes and apparatuses for practicing those processes.
  • engine is meant in the broad sense to include all combustors which combust hydrocarbon fuels to provide heat, e.g., for direct or indirect conversion to mechanical or electrical energy.
  • the diesel engine is in this description for purposes of providing an example. Stationary and mobile engines are also contemplated to be within the scope of exemplary embodiments of the present invention.
  • Diesel engine includes all compression-ignition engines, for both mobile (including marine) and stationary power plants and of the two-stroke per cycle, four-stroke per cycle or other plurality of strokes, and rotary types.
  • hydrocarbon fuel includes all fuels prepared from “distillate fuels” or “petroleum” (e.g., gasoline, jet fuel, diesel fuel, and various other distillate fuels).
  • distillate fuel means all of those products prepared by the distillation of petroleum or petroleum fractions and residues.
  • petroleum is meant in its usual sense to include all of those materials regardless of source normally included within the meaning of the term, including hydrocarbon materials, regardless of viscosity, that are recovered from fossil fuels.
  • diesel fuel means “distillate fuels” including diesel fuels meeting the ASTM definition for diesel fuels or others even though they are not wholly comprised of distillates and can comprise alcohols, ethers, organo-nitro compounds and the like (e.g., methanol, ethanol, diethyl ether, methyl ethyl ether, nitromethane). Also within the scope of this invention, are emulsions and liquid fuels derived from vegetable or mineral sources such as corn, alfalfa, shale, and coal.
  • These fuels may also contain other additives known to those skilled in the art, including dyes, cetane improvers, anti-oxidants such as 2,6-di-tertiary-butyl-4-methylphenol, corrosion inhibitors, rust inhibitors such as alkylated succinic acids and anhydrides, bacteriostatic agents, gum inhibitors, metal deactivators, upper cylinder lubricants, antiicing agents and the like.
  • additives known to those skilled in the art, including dyes, cetane improvers, anti-oxidants such as 2,6-di-tertiary-butyl-4-methylphenol, corrosion inhibitors, rust inhibitors such as alkylated succinic acids and anhydrides, bacteriostatic agents, gum inhibitors, metal deactivators, upper cylinder lubricants, antiicing agents and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (7)

  1. Kraftstoffinjektordüse (10) zum Dispergieren von Kraftstoff während einer homogenen Kompressionszündung und einer inhomogenen Kompressionszündung, wobei die Kraftstoffinjektordüse (10) umfasst:
    mehrere erste Auslassöffnungen (24), die ausgestaltet sind, um während einer homogenen Kompressionszündung und einer inhomogenen Kompressionszündung Kraftstoff zu dispergieren; und
    mehrere zweite Auslassöffnungen (48), die ausgestaltet sind, um nur während einer inhomogenen Kompressionszündung Kraftstoff zu dispergieren; wobei von den mehreren zweiten Auslassöffnungen (48) dispergierter Kraftstoff mit von den mehreren ersten Auslassöffnungen (24) dispergiertem Kraftstoff kollidiert,
    dadurch gekennzeichnet, dass
    die mehreren ersten Auslassöffnungen (24) kleiner sind als die mehreren zweiten Auslassöffnungen (48).
  2. Kraftstoffinjektordüse (10) nach Anspruch 1,
    wobei die mehreren ersten Auslassöffnungen (24) innerhalb der Kraftstoffinjektordüse (10) mit einer ersten Winkelausgestaltung angeordnet sind und die mehreren zweiten Auslassöffnungen (48) innerhalb der Kraftstoffinjektordüse (10) mit einer zweiten Winkelausgestaltung angeordnet sind und mehr der mehreren zweiten Auslassöffnungen (48) in der Kraftstoffinjektordüse (10) positioniert sind und nur ein Teil der mehreren der zweiten Auslassöffnungen (48) ausgestaltet ist, um zu bewirken, dass Kraftstoff von den mehreren zweiten Auslassöffnungen (48) mit von den mehreren ersten Auslassöffnungen (24) dispergiertem Kraftstoff kollidiert.
  3. Kraftstoffinjektordüse (10) nach Anspruch 1 oder 2,
    wobei die mehreren ersten Auslassöffnungen (24) über den mehreren zweiten Auslassöffnungen (48) angeordnet sind.
  4. Kraftstoffinjektordüse (10) nach einem der Ansprüche 1, 2 oder 3,
    wobei die mehreren ersten Auslassöffnungen (24) nur Kraftstoff dispergieren, wenn eine Ventilnadel (18) der Kraftstoffinjektordüse (10) über eine erste Distanz bewegt wird und die mehreren zweiten Auslassöffnungen (48) nur Kraftstoff dispergieren, wenn sich die Ventilnadel (18) über eine zweite Distanz bewegt, wobei die zweite Distanz größer ist als die erste Distanz.
  5. Kraftstoffinjektordüse (10) nach einem der vorangehenden Ansprüche,
    wobei die mehreren ersten Auslassöffnungen (24) und die mehreren zweiten Auslassöffnungen (48) jeweils ausgestaltet sind, um eine ähnliche Strömungskapazität bereitzustellen.
  6. Kraftstoffinjektordüse (10) nach einem der vorangehenden Ansprüche,
    wobei die mehreren ersten Auslassöffnungen (24) innerhalb der Kraftstoffinjektordüse (10) mit einer ersten Winkelausgestaltung angeordnet sind und die mehreren zweiten Auslassöffnungen (48) innerhalb der Kraftstoffinjektordüse (10) mit einer zweiten Winkelausgestaltung angeordnet sind, wobei eine Strömung von Kraftstoff durch die mehreren ersten Auslassöffnungen (24) und die mehreren zweiten Auslassöffnungen (48) zu einer Kraftstoffsprühwolke mit einer Winkelausgestaltung in Bezug auf die Kraftstoffinjektordüse (10) führt, die die Hälfte der Differenz zwischen der ersten Winkelausgestaltung und der zweiten Winkelausgestaltung beträgt.
  7. Kraftstoffinjektordüse (10) nach einem der vorangehenden Ansprüche, ferner umfassend:
    einen Düsenkörper (12), der eine innere Bohrung (14) und einen Ventilsitz (16) umfasst; wobei die mehreren ersten Auslassöffnungen (24) über den mehreren zweiten Auslassöffnungen (48) positioniert sind;
    eine erste äußere Ventilnadel (18), die verschiebbar innerhalb der inneren Bohrung (14) aufgenommen ist, wobei die erste äußere Ventilnadel (18) ein distales Ende (20) umfasst, um mit einem Teil des Sitzes (16) in Eingriff zu stehen;
    eine zweite innere Ventilnadel (36), die verschiebbar innerhalb einer inneren Bohrung (28) aufgenommen ist, die durch den Körper der ersten äußeren Ventilnadel definiert ist, wobei die zweite innere Ventilnadel (36) ein distales Ende (42) umfasst, um mit einem anderen Teil des Sitzes (16) in Eingriff zu stehen;
    eine Kammer (22), die zwischen der ersten äußeren Ventilnadel (18) und der inneren Bohrung (14) des Düsenkörpers angeordnet ist,
    wobei die erste äußere Ventilnadel (18) zu einer Bewegung von einer ersten Stellung in eine zweite Stellung in der Lage ist, wobei die erste Stellung der Tatsache entspricht, dass das distale Ende der ersten äußeren Nadel (18) mit dem Teil des Sitzes (16) in Eingriff steht, wobei die Strömung eines Fluids von der Kammer (22) zu den mehreren ersten Auslassöffnungen (24) und den mehreren zweiten Auslassöffnungen (48) verhindert wird, und wobei die zweite Stellung der Tatsache entspricht, dass sich das distale Ende der der Tatsache entspricht, dass sich das distale Ende der ersten äußeren Nadel (18) in einer zugewandten beabstandeten Beziehung in Bezug auf den Teil des Sitzes befindet, sodass eine Bewegung der ersten äußeren Ventilnadel (18) bewirkt, dass sich das distale Ende der zweiten inneren Ventilnadel (36) in einer zugewandten beabstandeten Beziehung in Bezug auf den anderen Teil des Sitzes (16) befindet, sodass eine Strömung von der Kammer (22) zu den mehreren ersten Auslassöffnungen (24) und den mehreren zweiten Auslassöffnungen (48) möglich ist, und wobei die zweite innere Ventilnadel (36) in einer dritten Stellung positioniert werden kann,
    wobei sich die dritte Stellung zwischen der ersten Stellung und der zweiten Stellung befindet und der Tatsache entspricht, dass sich das distale Ende der ersten äußeren Nadel (18) in einer zugewandten beabstandeten Beziehung in Bezug auf den Teil des Sitzes (16) befindet, während das distale Ende der zweiten inneren Ventilnadel (36) mit dem anderen Teil des Sitzes (16) in Eingriff steht, sodass nur eine Strömung von der Kammer (22) zu den mehreren ersten Auslassöffnungen (24) möglich ist.
EP05076025A 2005-05-03 2005-05-03 Vorrichtung für ein Kraftstoffeinspritzventil mit schaltbaren Betriebsarten Not-in-force EP1719903B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP05076025A EP1719903B1 (de) 2005-05-03 2005-05-03 Vorrichtung für ein Kraftstoffeinspritzventil mit schaltbaren Betriebsarten
AT05076025T ATE406515T1 (de) 2005-05-03 2005-05-03 Vorrichtung für ein kraftstoffeinspritzventil mit schaltbaren betriebsarten
DE602005009334T DE602005009334D1 (de) 2005-05-03 2005-05-03 Vorrichtung für ein Kraftstoffeinspritzventil mit schaltbaren Betriebsarten

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EP1719903B1 true EP1719903B1 (de) 2008-08-27

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JP2011516787A (ja) * 2008-04-14 2011-05-26 デルファイ・テクノロジーズ・ホールディング・エス．アー．エール．エル． 燃料噴射装置

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JP4591555B2 (ja) * 2008-06-12 2010-12-01 株式会社日本自動車部品総合研究所 燃料噴射ノズルおよびそれを用いた燃料噴射制御装置
ES2639849T3 (es) * 2010-05-28 2017-10-30 Kw Technologie Gmbh & Co. Kg Dispositivo para la inyección de combustible en una cámara de combustión
DE102010040309A1 (de) * 2010-09-07 2012-03-08 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102014117439A1 (de) * 2013-11-29 2015-06-03 Handtmann Systemtechnik Gmbh & Co. Kg Vorrichtung zum Vernebeln oder Versprayen von Flüssigkeit in einen Betriebsraum
JP6299709B2 (ja) * 2015-09-02 2018-03-28 株式会社デンソー 燃料噴射ノズル
CN110023616B (zh) * 2016-11-30 2021-11-09 日立安斯泰莫株式会社 燃料喷射装置
CN112459945B (zh) * 2020-11-24 2022-02-22 一汽解放汽车有限公司 一种喷射器及发动机

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GB9913314D0 (en) 1999-06-09 1999-08-11 Lucas Ind Plc Fuel injector
JP3882680B2 (ja) * 2001-11-16 2007-02-21 株式会社デンソー 燃料噴射ノズル
US6769635B2 (en) * 2002-09-25 2004-08-03 Caterpillar Inc Mixed mode fuel injector with individually moveable needle valve members
DE10246973A1 (de) * 2002-10-09 2004-04-22 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung für eine Brennkraftmaschine
DE10305187A1 (de) * 2003-02-08 2004-08-19 Robert Bosch Gmbh Kraftstoff-Einspritzvorrichtung, insbesondere für Brennkraftmaschinen mit Kraftstoff-Direkteinspritzung

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JP2011516787A (ja) * 2008-04-14 2011-05-26 デルファイ・テクノロジーズ・ホールディング・エス．アー．エール．エル． 燃料噴射装置

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EP1719903A1 (de) 2006-11-08
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