US20190301408A1 - Combustion system for an internal combustion engine - Google Patents
Combustion system for an internal combustion engine Download PDFInfo
- Publication number
- US20190301408A1 US20190301408A1 US15/942,668 US201815942668A US2019301408A1 US 20190301408 A1 US20190301408 A1 US 20190301408A1 US 201815942668 A US201815942668 A US 201815942668A US 2019301408 A1 US2019301408 A1 US 2019301408A1
- Authority
- US
- United States
- Prior art keywords
- fuel
- combustion chamber
- combustion system
- fuel jet
- bluff body
- 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.)
- Abandoned
Links
Images
Classifications
-
- 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
- F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
- F02M29/04—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having screens, gratings, baffles or the like
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B05—SPRAYING OR ATOMISING IN GENERAL; APPLYING FLUENT MATERIALS TO SURFACES, IN GENERAL
- B05B—SPRAYING APPARATUS; ATOMISING APPARATUS; NOZZLES
- B05B1/00—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means
- B05B1/26—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets
- B05B1/262—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets with fixed deflectors
- B05B1/265—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets with fixed deflectors the liquid or other fluent material being symmetrically deflected about the axis of the nozzle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B05—SPRAYING OR ATOMISING IN GENERAL; APPLYING FLUENT MATERIALS TO SURFACES, IN GENERAL
- B05B—SPRAYING APPARATUS; ATOMISING APPARATUS; NOZZLES
- B05B1/00—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means
- B05B1/26—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets
- B05B1/262—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets with fixed deflectors
- B05B1/267—Nozzles, spray heads or other outlets, with or without auxiliary devices such as valves, heating means with means for mechanically breaking-up or deflecting the jet after discharge, e.g. with fixed deflectors; Breaking-up the discharged liquid or other fluent material by impinging jets with fixed deflectors the liquid or other fluent material being deflected in determined directions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present disclosure relates to an internal combustion engine, and more particularly, to a combustion system for an internal combustion engine.
- An internal combustion engine having a direct fuel injection system typically injects a jet of fuel directly into a combustion chamber of the engine.
- these fuel jets may have a core that is rich in fuel, and while the fuel rich core may have insufficient access to an oxidant, for instance, air, the combustion chamber may also provide a sufficiently high temperature to the fuel rich core and hence, aid in the production of soot.
- the combustion chamber may also provide a sufficiently high temperature to the fuel rich core and hence, aid in the production of soot.
- this unoxidized soot may, over time, build up in the combustion chamber causing detrimental effects such as sludging of lubricants or other fluids used in the internal combustion engine. Besides, even if the unoxidized soot were expelled from the combustion chamber, it would manifest itself cumulatively as particulate matter that, in turn, is an undesired constituent of engine emissions.
- a combustion system for an internal combustion engine includes a combustion chamber that is defined between a cylinder head and a top surface of a piston.
- the combustion system also includes a fuel injector having an injector tip.
- the injector tip defines a nozzle disposed in fluid communication with the combustion chamber for dispensing a fuel jet into the combustion chamber.
- a bluff body is positioned within the combustion chamber such that an axis of the dispensed fuel jet is incident on an anterior portion of the bluff body proximal to the injector tip.
- the anterior portion has a contour that is adapted to split at least a portion of the dispensed fuel jet into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant present in the combustion chamber.
- the bluff body may have a posterior portion that defines a first orifice transverse to the axis of the dispensed fuel jet, and a second orifice that is located distal from the injector tip and disposed parallel to the axis of the dispensed fuel jet.
- the first orifice could be disposed in fluid communication with the second orifice via a passageway such that the first orifice can entrain an oxidant, for instance, air from a portion of the combustion chamber adjacent the first orifice and communicate the entrained oxidant to a portion of the combustion chamber adjacent the second orifice via the passageway.
- a contour of the posterior portion could be convergent or divergent from the axis of the dispensed fuel jet.
- the contour of the anterior portion could include an apex opposing the flow direction of the fuel jet.
- the contour of the anterior portion could be convex in a direction opposing a flow direction of the fuel jet.
- the contour of the anterior portion would be merely convex, and it should be noted that in such a scenario, the convex contour of the anterior portion does not form an apex.
- a maximum perimeter of the anterior portion would be kept at least equal to, or preferably, smaller than a perimeter that is associated with a spray pattern of the dispensed fuel jet incident on the anterior portion.
- the bluff body could be oblong, spherical, or polyhedral in shape.
- the bluff body could be configured to define a plurality of concave and convex portions in an alternating arrangement about the axis of the dispensed fuel jet.
- the first orifice may be located on either or both the concave and convex portions of the bluff body.
- the bluff body is also positioned at a pre-determined distance from the nozzle of the injector tip to impart turbulence by generating a wake in the incident fuel jet.
- the bluff body may be a screen mesh positioned such that a plane of the screen mesh is angularly disposed to the axis of the dispensed fuel jet.
- the screen mesh may include wires. Each wire may be disposed at a pre-specified distance from an adjacent one of the wires to render the screen mesh with a pre-determined amount of porosity. Further, each wire may have an oblong, a circular, or a polyhedral cross-section. Furthermore, the screen mesh may be positioned at a pre-determined distance from the nozzle of the injector tip to facilitate at least one wire to impart turbulence by generating a wake in the incident fuel jet.
- the screen mesh could be positioned adjacent to the nozzle on the injector tip of the fuel injector.
- a contour of the screen mesh may be adapted to correspond with a contour of the injector tip.
- a duct may be disposed within the combustion chamber and the screen mesh may be attached to an end of the duct that is distal from the nozzle.
- FIG. 1 is a diagrammatic front sectional view of an exemplary internal combustion engine having a combustion chamber and a combustion system having an exemplary bluff body that is associated with the combustion chamber, in accordance with an embodiment of the present disclosure
- FIGS. 2A-2C illustrate positioning of the exemplary bluff body in relation to a flame lift-off length associated with fuel, according to certain embodiments of the present disclosure
- FIGS. 3-8 illustrate a perspective view of exemplary bluff bodies that can be employed for use in the combustion system of FIG. 1 , in accordance with embodiments of the present disclosure
- FIG. 9 illustrates a perspective view of another exemplary bluff body having first and second orifices in communication with each other with the help of a passageway, in accordance with an embodiment of the present disclosure
- FIGS. 10-12 show states of fuel and oxidant interaction with use of the bluff body from FIG. 9 in the combustion system
- FIG. 13 is a diagrammatic front view of a bluff body that is embodied in the form of a screen mesh having wires, in accordance with another embodiment of the present disclosure
- FIG. 14 is a diagrammatic front sectional view of the internal combustion engine showing the combustion system employing the screen mesh of FIG. 13 , in accordance with an embodiment of the present disclosure
- FIG. 15 is a diagrammatic front view of a fuel injector showing a screen mesh adapted to conform with a contour of the injector tip, in accordance with an alternative embodiment of the present disclosure
- FIG. 16 is a diagrammatic top view of a combustion system showing screen meshes being used in conjunction with ducts, in accordance with yet another alternative embodiment of the present disclosure.
- FIGS. 17-19 illustrate different exemplary cross-sections of a wire that can be used either by itself as a bluff body, or to form the screen mesh of FIG. 13 , in accordance with embodiments of the present disclosure.
- FIG. 1 illustrates an exemplary internal combustion engine 10 (hereinafter referred to as ‘the engine’ and denoted by identical numeral ‘ 10 ’) having a combustion chamber 12 and a combustion system 14 associated with the combustion chamber 12 , in accordance with an embodiment of the present disclosure.
- the engine 10 is embodied as a compression ignition engine, for example, a diesel engine.
- the engine 10 could be embodied as a spark-ignited engine, for example, a direct-injection gasoline fueled engine, a gas fueled engine with direct-injection of gas, or a dual fuel engine system in which at least one of a pilot fuel and a main fuel are directly injected into a combustion chamber thereof.
- the engine 1 . 0 includes a piston 16 that is slidably disposed within a cylinder 18 such that a top surface 20 of the piston 16 and a cylinder head 22 adjoining the cylinder 18 are in a reciprocally opposing relation to one another for defining the combustion chamber 12 therebetween. Further, the piston 16 is shown connected to a crankshaft 24 of the engine 10 via a connecting rod 26 for converting its linear reciprocal motion within the cylinder 18 into a rotary motion of the crankshaft 24 .
- the engine 10 could include two or more combustion chambers so that the engine 10 be embodied as a multi-cylinder engine. It will be acknowledged that aspects of the present disclosure can be applied similarly in a multi-cylinder engine without deviating from the spirit of the present disclosure.
- the combustion system 14 also includes a fuel injector 28 having an injector tip 30 .
- the injector tip 30 defines a nozzle 32 that is disposed in fluid communication with the combustion chamber 12 for dispensing a fuel jet 34 into the combustion chamber 12 .
- a bluff body 36 is positioned within the combustion chamber 12 such that an axis AA′ of the dispensed fuel jet 34 is incident on an anterior portion 38 of the bluff body 36 proximal to the injector tip 30 .
- the bluff body 36 also includes a posterior portion 40 that extends from the anterior portion 38 and is distally located from the injector tip 30 .
- the anterior portion 38 has a contour that is adapted to split at least a portion of the dispensed fuel jet 34 into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant (as represented by empty circles in the views of FIGS. 10-12 and 14-15 ), in the combustion chamber 12 .
- the oxidant may be, for example, air, or particularly, oxygen from the air that may be present in the combustion chamber 12 .
- a positioning of the bluff body 36 is not necessarily limited to locations in the combustion chamber 12 where the fuel is merely in a fuel-only phase. Rather, as exemplarily illustrated in the views of FIGS. 2A-2C , the bluff body 36 may be located within the combustion chamber 12 at any position in relation to a flame lift-off length L that is associated with the fuel being dispensed at a pre-specified velocity and pressure. In the exemplary diagrammatic views of FIGS.
- the lift-off length L associated with the fuel jet 34 is a length along the fuel jot 34 before which the fuel jet 34 can be regarded as being in its fuel-only phase 27 and after which the fuel jet 34 would ignite into a flame 29 .
- the bluff body 36 is positioned in the path of the fuel jet 34 where the fuel jet 34 is in its fuel-only phase 27
- the bluff body 36 is positioned such that at least some portion of the bluff body 36 is disposed along the flame lift-off length L i.e., the bluff body 36 is located partway between the fuel-only zone 27 and the flame zone 29 .
- the bluff body 36 is shown positioned fully in the flame zone 29 .
- fuel jet or ‘dispensed fuel jet’ used herein are not only being inclusive of the fuel when the fuel is in its fuel-only phase, rather, it should be understood that such terms are to be construed broadly as they refer to scenarios where the fuel is at least partly, or fully, ignited with a flame along or after the flame lift-off length L.
- the bluff body 36 is configured to exhibit a pyramidal shape having a square base 42 and an apex 44 , or a prismatic shape having a rectangular base 46 and an opposing wedge-shaped end 48 as shown in the illustrated embodiment of FIG. 4 .
- the pyramidal shape of the bluff body 36 is depicted in FIG. 3 , it may be noted that the square base 42 of the bluff body 36 is merely exemplary in nature, and hence, non-limiting of this disclosure. Rather, other polygonal shapes can be contemplated in lieu of the square base 42 of the bluff body 36 disclosed in FIG. 3 .
- the bluff body 36 may be configured to exhibit a pentagonal pyramid shape, a hexagonal pyramid shape, or other polyhedral shapes that are known to persons skilled in the art for having either an apex 44 or a wedge-shaped end 48 as shown in the views of FIGS. 3 and 4 respectively.
- a shape and material of the bluff body 36 would be selected such that the anterior portion 38 or the posterior portion 40 of the bluff body 36 impede an axial momentum of the dispensed fuel jet 34 as minimally as possible after the fuel jet 34 is incident on the anterior portion 38 of the bluff body 36 .
- the contour that would be associated with the anterior portion 38 of the bluff body 36 would he so selected that the anterior portion 38 can split the dispensed fuel jet 34 into two or more turbulent fuel streams.
- the shape and material of the bluff body 36 are also selected such that the anterior portion 38 or the posterior portion 40 of the bluff body 36 minimally impedes the momentum of the fuel streams that are firmed upon splitting the dispensed fuel jet 34 .
- a contour of the posterior portion 40 could also be made convergent towards the axis AA′ of the dispensed fuel jet 34 as shown in FIGS. 6, 7 and 8 instead of being divergent from the axis AA′ of the dispensed fuel jet 34 as shown in FIGS. 3-5 . Due to these aspects, it is envisioned that as the split fuel streams are facilitated to travel with minimal impediment to their momentum, the split fuel streams can now access an increased amount of oxidant within the combustion chamber 12 .
- the contour of the anterior portion 38 could be merely convex in a direction opposing a flow of the fuel jet 34 .
- a maximum perimeter M p of the anterior portion 38 would be kept at least equal to, or preferably, smaller than a perimeter that is associated with a spray pattern of the dispensed fuel jet 34 that would be incident on the anterior portion 38 .
- the anterior portion 38 would not only be configured to offer a separation plane to the dispensed fuel jet 34 for splitting the dispensed fuel jet 34 but would also be configured to reduce the amount of impediment to the axial momentum of the dispensed fuel jet 34 and the split fuel streams that are obtained upon splitting of the dispensed fuel jet 34 .
- the posterior portion 40 of the bluff body 36 may be configured to define a first orifice 50 that is transverse to the axis AA′ of the dispensed fuel jet 34 .
- the posterior portion 40 may be further configured to define a second orifice 52 that is disposed parallel to the axis AA′ of the dispensed fuel jet 34 and located distally away from the injector tip 30 .
- the first orifice 50 would be disposed in fluid communication with the second orifice 52 via a passageway 54 such that the first orifice 50 can entrain an oxidant, for instance, air from a portion of the combustion chamber 12 adjacent the first orifice 50 and communicate the entrained oxidant to a portion of the combustion chamber 12 adjacent the second orifice 52 via the passageway 54 .
- an oxidant for instance, air from a portion of the combustion chamber 12 adjacent the first orifice 50 and communicate the entrained oxidant to a portion of the combustion chamber 12 adjacent the second orifice 52 via the passageway 54 .
- a low-pressure region may exist in the portion of the combustion chamber 12 underlying the posterior portion 40 of the bluff body 36 .
- this high-velocity fuel would, upon being split at the anterior portion 38 of the bluff body 36 , result in two or more fuel streams that would continue as high-velocity fuel streams with a minimal momentum loss.
- the bluff body 36 is positioned at a pre-determined distance D 1 from the nozzle 32 of the injector tip 30 to impart turbulence in the split fuel streams by generating a wake in the dispensed fuel jet 34 when the dispensed fuel jet 34 is incident upon the anterior portion 38 of the bluff body 36 .
- the split fuel streams can tend to push some of the oxidant present in the combustion thanker 12 into the first orifice 50 as shown in FIG. 10 .
- This oxidant may be communicated to the second orifice 52 via the passageway 54 as shown in FIG. 11 .
- the oxidant upon exiting the second orifice 52 , the oxidant can now mix with the fuel streams that are in a state of high turbulent mixing at the portion of the combustion chamber 12 adjacent to the second orifice 52 .
- a core of the dispensed fuel jet 34 is rich in fuel
- such a core would first be split by the anterior region of the bluff body 36 to help the fuel from the core gain access to the oxidant in the combustion chamber 12 .
- oxidant from the portion of the combustion chamber 12 adjacent the first orifice 50 could now be pulled by the high velocity split fuel streams adjacent to the bluff body 36 to enter the first orifice 50 , and exit the second orifice 52 to efficiently mix with the fuel (that was split from the fuel rich core) at the portion of the combustion chamber 12 adjacent to the second orifice 52 .
- the bluff body 36 may be a screen mesh 62 .
- the screen mesh 62 may include wires 64 , and each wire 64 may be disposed at a pre-specified distance ‘d’ from an adjacent one of the wires 64 to render the screen mesh 62 with a pre-determined amount of porosity.
- the screen mesh 62 could be positioned within the combustion chamber 12 such that a plane of the screen mesh 62 is angularly disposed, for example, at 45 degrees, exactly transverse i.e., at 90 degrees, or 60 degrees to the axis AA′ of the dispensed fuel jet 34 as shown in the view of FIG. 14 . Further, as shown in the illustrated embodiment of FIG. 14 , the screen mesh 62 may be positioned at a pre-determined distance D from the nozzle 32 of the injector tip 30 to facilitate at least one wire 64 from the set of wires 64 to impart turbulence by generating a wake in the incident fuel jet 34 .
- the screen mesh 62 could be positioned adjacent to the nozzle 32 on the injector tip 30 of the fuel injector 28 .
- a contour of the screen mesh 62 may be adapted to correspond with a contour of the injector tip 30 .
- a duct 66 may be disposed within the combustion chamber 12 and the screen mesh 62 may be attached to an outlet end 68 of the duct 66 that is distal from the nozzle 32 .
- the duct 66 would entrain air from the combustion chamber 12 and urge the entrained air to follow the high-velocity fuel.
- the fuel and the entrained air can now be forced into a wake from turbulence created by the wires 64 of the screen mesh 62 at the outlet end 68 of the duct 66 , thereby facilitating a more uniform mixing of the fuel and air with one another.
- each wire 64 that is present on the screen mesh 62 could also be regarded as an individual bluff body 36 by itself as each wire 64 from the screen mesh 62 can be used to perform functions that are consistent with the present disclosure.
- a wire 64 having an oblong cross-section as shown in the view of FIG, 17 , a circular cross-section as shown in the view of FIG. 18 , or a polygonal cross-section, for example, a hexagonal cross-section as shown in the view of FIG. 19 can be regarded as the bluff body 36 , or multiple wires 64 of an oblong, circular, or polygonal cross-section may be grouped or meshed to define interstitial spaces between adjacently located wires 64 to define the bluff body 36 of the present disclosure.
- joinder references e.g., associated, provided, disposed, in communication and the like are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.
- the present disclosure has applicability for use and implementation in reducing soot emissions with combustion of fuel in an engine.
- the present disclosure is directed to an internal combustion engine 10 and more particularly, to a combustion system 14 for an internal combustion engine that is configured to help reduce an amount of soot that would otherwise typically be produced without the use of embodiments disclosed herein.
- fuel jets having a rich fuel core are oxidized by helping the rich fuel core to gain access to oxidants from within the combustion chamber of the engine.
- the split fuel jets can be oxidized for accomplishing combustion with reduced soot emissions.
- a pressure within the combustion chamber 12 may be normalized to help entrain the oxidant within the first orifice 50 and direct the entrained oxidant towards the second orifice 52 to mix with the split fuel streams, thereby facilitating a greater amount of oxidation and assisting in the reduction of the amount of soot from combustion. Due to this, detrimental effects caused by soot such as sludging of lubricants, or other fluids in an internal combustion engine can be reduced.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
A combustion system for an internal combustion engine includes combustion chamber that is defined between a cylinder head and a top surface of a piston. The combustion system also includes a fuel injector having an injector tip. The injector tip defines a nozzle disposed in fluid communication with the combustion chamber for dispensing a fuel jet into the combustion chamber. A bluff body is positioned within the combustion chamber such that an axis of the dispensed fuel jet is incident on an anterior portion of the bluff body proximal to the injector tip. The anterior portion has a contour that is adapted to split the dispensed fuel jet into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant present in the combustion chamber.
Description
- The present disclosure relates to an internal combustion engine, and more particularly, to a combustion system for an internal combustion engine.
- An internal combustion engine having a direct fuel injection system typically injects a jet of fuel directly into a combustion chamber of the engine. In some cases, these fuel jets may have a core that is rich in fuel, and while the fuel rich core may have insufficient access to an oxidant, for instance, air, the combustion chamber may also provide a sufficiently high temperature to the fuel rich core and hence, aid in the production of soot. Although it maybe possible that most of the produced soot may oxidize in the combustion chamber before exhaust is routed out of the combustion chamber, some portion of this soot may continue to exist in its unoxidized state within the combustion chamber.
- If left unchecked, this unoxidized soot may, over time, build up in the combustion chamber causing detrimental effects such as sludging of lubricants or other fluids used in the internal combustion engine. Besides, even if the unoxidized soot were expelled from the combustion chamber, it would manifest itself cumulatively as particulate matter that, in turn, is an undesired constituent of engine emissions.
- Although some designs of combustion systems are known to help mitigate the formation of soot, fir instance, U.S. Pat. No. 6,176,087 that discloses incorporation of a bluff body in gas turbine engines, it will be acknowledged that conditions associated with operation of gas turbine engines are different than those typically experienced during operation of reciprocating internal combustion engines. To that end, manufacturers have been trying to implement better designs of combustion systems in their reciprocating internal combustion engines for minimizing the amount of soot that may be produced during operation of the reciprocating internal combustion engine.
- In an aspect of the present disclosure, a combustion system for an internal combustion engine includes a combustion chamber that is defined between a cylinder head and a top surface of a piston. The combustion system also includes a fuel injector having an injector tip. The injector tip defines a nozzle disposed in fluid communication with the combustion chamber for dispensing a fuel jet into the combustion chamber. A bluff body is positioned within the combustion chamber such that an axis of the dispensed fuel jet is incident on an anterior portion of the bluff body proximal to the injector tip. The anterior portion has a contour that is adapted to split at least a portion of the dispensed fuel jet into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant present in the combustion chamber.
- In a further aspect of the present disclosure, the bluff body may have a posterior portion that defines a first orifice transverse to the axis of the dispensed fuel jet, and a second orifice that is located distal from the injector tip and disposed parallel to the axis of the dispensed fuel jet. The first orifice could be disposed in fluid communication with the second orifice via a passageway such that the first orifice can entrain an oxidant, for instance, air from a portion of the combustion chamber adjacent the first orifice and communicate the entrained oxidant to a portion of the combustion chamber adjacent the second orifice via the passageway. In a further aspect of the present disclosure, a contour of the posterior portion could be convergent or divergent from the axis of the dispensed fuel jet.
- In a further aspect of the present disclosure, the contour of the anterior portion could include an apex opposing the flow direction of the fuel jet. Alternatively, the contour of the anterior portion could be convex in a direction opposing a flow direction of the fuel jet. In the foregoing scenario, the contour of the anterior portion would be merely convex, and it should be noted that in such a scenario, the convex contour of the anterior portion does not form an apex. Moreover, in an additional aspect of the present disclosure, where the contour of the anterior portion is merely convex, a maximum perimeter of the anterior portion would be kept at least equal to, or preferably, smaller than a perimeter that is associated with a spray pattern of the dispensed fuel jet incident on the anterior portion.
- In a further aspect of the present disclosure, the bluff body could be oblong, spherical, or polyhedral in shape. In addition, where the bluff body is of a polyhedral shape, the bluff body could be configured to define a plurality of concave and convex portions in an alternating arrangement about the axis of the dispensed fuel jet. Moreover, the first orifice may be located on either or both the concave and convex portions of the bluff body.
- In another aspect of the present disclosure, the bluff body is also positioned at a pre-determined distance from the nozzle of the injector tip to impart turbulence by generating a wake in the incident fuel jet.
- In yet another aspect of the present disclosure, the bluff body may be a screen mesh positioned such that a plane of the screen mesh is angularly disposed to the axis of the dispensed fuel jet. The screen mesh may include wires. Each wire may be disposed at a pre-specified distance from an adjacent one of the wires to render the screen mesh with a pre-determined amount of porosity. Further, each wire may have an oblong, a circular, or a polyhedral cross-section. Furthermore, the screen mesh may be positioned at a pre-determined distance from the nozzle of the injector tip to facilitate at least one wire to impart turbulence by generating a wake in the incident fuel jet.
- Alternatively, the screen mesh could be positioned adjacent to the nozzle on the injector tip of the fuel injector. In this configuration, a contour of the screen mesh may be adapted to correspond with a contour of the injector tip. In a further aspect of the present disclosure, a duct may be disposed within the combustion chamber and the screen mesh may be attached to an end of the duct that is distal from the nozzle.
- Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.
-
FIG. 1 is a diagrammatic front sectional view of an exemplary internal combustion engine having a combustion chamber and a combustion system having an exemplary bluff body that is associated with the combustion chamber, in accordance with an embodiment of the present disclosure; -
FIGS. 2A-2C illustrate positioning of the exemplary bluff body in relation to a flame lift-off length associated with fuel, according to certain embodiments of the present disclosure; -
FIGS. 3-8 illustrate a perspective view of exemplary bluff bodies that can be employed for use in the combustion system ofFIG. 1 , in accordance with embodiments of the present disclosure; -
FIG. 9 illustrates a perspective view of another exemplary bluff body having first and second orifices in communication with each other with the help of a passageway, in accordance with an embodiment of the present disclosure; -
FIGS. 10-12 show states of fuel and oxidant interaction with use of the bluff body fromFIG. 9 in the combustion system; -
FIG. 13 is a diagrammatic front view of a bluff body that is embodied in the form of a screen mesh having wires, in accordance with another embodiment of the present disclosure; -
FIG. 14 is a diagrammatic front sectional view of the internal combustion engine showing the combustion system employing the screen mesh ofFIG. 13 , in accordance with an embodiment of the present disclosure; -
FIG. 15 is a diagrammatic front view of a fuel injector showing a screen mesh adapted to conform with a contour of the injector tip, in accordance with an alternative embodiment of the present disclosure; -
FIG. 16 is a diagrammatic top view of a combustion system showing screen meshes being used in conjunction with ducts, in accordance with yet another alternative embodiment of the present disclosure; and -
FIGS. 17-19 illustrate different exemplary cross-sections of a wire that can be used either by itself as a bluff body, or to form the screen mesh ofFIG. 13 , in accordance with embodiments of the present disclosure. - Reference numerals appearing in more than one figure indicate the same or corresponding parts in each of them. References to elements in the singular may also be construed to relate to the plural and vice-versa without limiting the scope of the disclosure to the exact number or type of such elements unless set forth explicitly in the appended claims. In the accompanying drawings,
-
FIG. 1 illustrates an exemplary internal combustion engine 10 (hereinafter referred to as ‘the engine’ and denoted by identical numeral ‘10’) having acombustion chamber 12 and acombustion system 14 associated with thecombustion chamber 12, in accordance with an embodiment of the present disclosure. As shown, theengine 10 is embodied as a compression ignition engine, for example, a diesel engine. However, in other embodiments, theengine 10 could be embodied as a spark-ignited engine, for example, a direct-injection gasoline fueled engine, a gas fueled engine with direct-injection of gas, or a dual fuel engine system in which at least one of a pilot fuel and a main fuel are directly injected into a combustion chamber thereof. - Referring to
FIG. 1 , the engine 1.0 includes apiston 16 that is slidably disposed within acylinder 18 such that atop surface 20 of thepiston 16 and acylinder head 22 adjoining thecylinder 18 are in a reciprocally opposing relation to one another for defining thecombustion chamber 12 therebetween. Further, thepiston 16 is shown connected to acrankshaft 24 of theengine 10 via a connectingrod 26 for converting its linear reciprocal motion within thecylinder 18 into a rotary motion of thecrankshaft 24. - Although a single-cylinder engine is used to depict the
engine 10, in other embodiments, theengine 10 could include two or more combustion chambers so that theengine 10 be embodied as a multi-cylinder engine. It will be acknowledged that aspects of the present disclosure can be applied similarly in a multi-cylinder engine without deviating from the spirit of the present disclosure. - As shown in
FIG. 1 , thecombustion system 14 also includes afuel injector 28 having aninjector tip 30. Theinjector tip 30 defines anozzle 32 that is disposed in fluid communication with thecombustion chamber 12 for dispensing afuel jet 34 into thecombustion chamber 12. Further, as shown inFIG. 1 , abluff body 36 is positioned within thecombustion chamber 12 such that an axis AA′ of the dispensedfuel jet 34 is incident on ananterior portion 38 of thebluff body 36 proximal to theinjector tip 30. In embodiments of this disclosure, thebluff body 36 also includes aposterior portion 40 that extends from theanterior portion 38 and is distally located from theinjector tip 30. - The
anterior portion 38 has a contour that is adapted to split at least a portion of the dispensedfuel jet 34 into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant (as represented by empty circles in the views ofFIGS. 10-12 and 14-15 ), in thecombustion chamber 12. The oxidant may be, for example, air, or particularly, oxygen from the air that may be present in thecombustion chamber 12. - In the present disclosure, although the terms ‘fuel jet’ or ‘dispensed fuel jet’ has been used, it should be noted that a positioning of the
bluff body 36 is not necessarily limited to locations in thecombustion chamber 12 where the fuel is merely in a fuel-only phase. Rather, as exemplarily illustrated in the views ofFIGS. 2A-2C , thebluff body 36 may be located within thecombustion chamber 12 at any position in relation to a flame lift-off length L that is associated with the fuel being dispensed at a pre-specified velocity and pressure. In the exemplary diagrammatic views ofFIGS. 2A-2C , the lift-off length L associated with thefuel jet 34 is a length along thefuel jot 34 before which thefuel jet 34 can be regarded as being in its fuel-onlyphase 27 and after which thefuel jet 34 would ignite into aflame 29. - In the exemplary drawing of
FIG. 2A , thebluff body 36 is positioned in the path of thefuel jet 34 where thefuel jet 34 is in its fuel-onlyphase 27, in the exemplary drawing ofFIG. 2B , thebluff body 36 is positioned such that at least some portion of thebluff body 36 is disposed along the flame lift-off length L i.e., thebluff body 36 is located partway between the fuel-onlyzone 27 and theflame zone 29. In the exemplary drawing ofFIG. 2C , thebluff body 36 is shown positioned fully in theflame zone 29. Hence, the terms ‘fuel jet’ or ‘dispensed fuel jet’ used herein are not only being inclusive of the fuel when the fuel is in its fuel-only phase, rather, it should be understood that such terms are to be construed broadly as they refer to scenarios where the fuel is at least partly, or fully, ignited with a flame along or after the flame lift-off length L. - In the illustrated embodiment of
FIG. 3 , thebluff body 36 is configured to exhibit a pyramidal shape having asquare base 42 and an apex 44, or a prismatic shape having arectangular base 46 and an opposing wedge-shapedend 48 as shown in the illustrated embodiment ofFIG. 4 . - Although the pyramidal shape of the
bluff body 36 is depicted inFIG. 3 , it may be noted that thesquare base 42 of thebluff body 36 is merely exemplary in nature, and hence, non-limiting of this disclosure. Rather, other polygonal shapes can be contemplated in lieu of thesquare base 42 of thebluff body 36 disclosed inFIG. 3 . For example, thebluff body 36 may be configured to exhibit a pentagonal pyramid shape, a hexagonal pyramid shape, or other polyhedral shapes that are known to persons skilled in the art for having either an apex 44 or a wedge-shapedend 48 as shown in the views ofFIGS. 3 and 4 respectively. - In other embodiments of this disclosure, other shapes such as a conical shape as shown in the view of
FIG. 5 , an oblong shape as shown in the view ofFIG. 6 , an oblong shape with arear apex 57 as shown in the view ofFIG. 7 , or a spherical shape as shown in the view ofFIG. 8 could be used for forming thebluff body 36 disclosed herein. In embodiments of this disclosure, it is hereby contemplated that a shape and material of thebluff body 36 would be selected such that theanterior portion 38 or theposterior portion 40 of thebluff body 36 impede an axial momentum of the dispensedfuel jet 34 as minimally as possible after thefuel jet 34 is incident on theanterior portion 38 of thebluff body 36. Also, as disclosed earlier herein, the contour that would be associated with theanterior portion 38 of thebluff body 36 would he so selected that theanterior portion 38 can split the dispensedfuel jet 34 into two or more turbulent fuel streams. - It is hereby further contemplated that the shape and material of the
bluff body 36 are also selected such that theanterior portion 38 or theposterior portion 40 of thebluff body 36 minimally impedes the momentum of the fuel streams that are firmed upon splitting the dispensedfuel jet 34. To that effect, in certain embodiments of this disclosure, it is further contemplated that a contour of theposterior portion 40 could also be made convergent towards the axis AA′ of the dispensedfuel jet 34 as shown inFIGS. 6, 7 and 8 instead of being divergent from the axis AA′ of the dispensedfuel jet 34 as shown inFIGS. 3-5 . Due to these aspects, it is envisioned that as the split fuel streams are facilitated to travel with minimal impediment to their momentum, the split fuel streams can now access an increased amount of oxidant within thecombustion chamber 12. - In another embodiment as shown in
FIGS. 6-8 , the contour of theanterior portion 38 could be merely convex in a direction opposing a flow of thefuel jet 34. In such embodiments, it may be noted that although the contour of theanterior portion 38 could be merely convex in a direction opposing a flow of thefuel jet 34, a maximum perimeter Mp of theanterior portion 38 would be kept at least equal to, or preferably, smaller than a perimeter that is associated with a spray pattern of the dispensedfuel jet 34 that would be incident on theanterior portion 38. This way, theanterior portion 38 would not only be configured to offer a separation plane to the dispensedfuel jet 34 for splitting the dispensedfuel jet 34 but would also be configured to reduce the amount of impediment to the axial momentum of the dispensedfuel jet 34 and the split fuel streams that are obtained upon splitting of the dispensedfuel jet 34. - In a further embodiment as shown in
FIG. 9 , theposterior portion 40 of thebluff body 36 may be configured to define afirst orifice 50 that is transverse to the axis AA′ of the dispensedfuel jet 34. In this embodiment, theposterior portion 40 may be further configured to define asecond orifice 52 that is disposed parallel to the axis AA′ of the dispensedfuel jet 34 and located distally away from theinjector tip 30. Thefirst orifice 50 would be disposed in fluid communication with thesecond orifice 52 via apassageway 54 such that thefirst orifice 50 can entrain an oxidant, for instance, air from a portion of thecombustion chamber 12 adjacent thefirst orifice 50 and communicate the entrained oxidant to a portion of thecombustion chamber 12 adjacent thesecond orifice 52 via thepassageway 54. - It is contemplated that during operation of the
engine 10, due to the presence of thebluff body 36, a low-pressure region may exist in the portion of thecombustion chamber 12 underlying theposterior portion 40 of thebluff body 36. Moreover, as thefuel jet 34 would be dispensed from thenozzles 32 of theinjector tip 30 at a relatively high velocity, this high-velocity fuel would, upon being split at theanterior portion 38 of thebluff body 36, result in two or more fuel streams that would continue as high-velocity fuel streams with a minimal momentum loss. - In embodiments of the present disclosure, it is contemplated that the
bluff body 36 is positioned at a pre-determined distance D1 from thenozzle 32 of theinjector tip 30 to impart turbulence in the split fuel streams by generating a wake in the dispensedfuel jet 34 when the dispensedfuel jet 34 is incident upon theanterior portion 38 of thebluff body 36. As each split fuel stream passes over thebluff body 36, the split fuel streams can tend to push some of the oxidant present in thecombustion thanker 12 into thefirst orifice 50 as shown inFIG. 10 . This oxidant may be communicated to thesecond orifice 52 via thepassageway 54 as shown inFIG. 11 . As shown in FIG, 12, upon exiting thesecond orifice 52, the oxidant can now mix with the fuel streams that are in a state of high turbulent mixing at the portion of thecombustion chamber 12 adjacent to thesecond orifice 52. - In this manner, it is envisioned that if a core of the dispensed
fuel jet 34 is rich in fuel, such a core would first be split by the anterior region of thebluff body 36 to help the fuel from the core gain access to the oxidant in thecombustion chamber 12. Besides, due to the presence of the first and thesecond orifices passageway 54, oxidant from the portion of thecombustion chamber 12 adjacent thefirst orifice 50 could now be pulled by the high velocity split fuel streams adjacent to thebluff body 36 to enter thefirst orifice 50, and exit thesecond orifice 52 to efficiently mix with the fuel (that was split from the fuel rich core) at the portion of thecombustion chamber 12 adjacent to thesecond orifice 52. - In an alternative embodiment as shown in
FIG. 13 , thebluff body 36 may be ascreen mesh 62. As shown inFIG. 13 , thescreen mesh 62 may includewires 64, and eachwire 64 may be disposed at a pre-specified distance ‘d’ from an adjacent one of thewires 64 to render thescreen mesh 62 with a pre-determined amount of porosity. - The
screen mesh 62 could be positioned within thecombustion chamber 12 such that a plane of thescreen mesh 62 is angularly disposed, for example, at 45 degrees, exactly transverse i.e., at 90 degrees, or 60 degrees to the axis AA′ of the dispensedfuel jet 34 as shown in the view ofFIG. 14 . Further, as shown in the illustrated embodiment ofFIG. 14 , thescreen mesh 62 may be positioned at a pre-determined distance D from thenozzle 32 of theinjector tip 30 to facilitate at least onewire 64 from the set ofwires 64 to impart turbulence by generating a wake in theincident fuel jet 34. - Alternatively, in another embodiment as shown in the view of
FIG. 15 , thescreen mesh 62 could be positioned adjacent to thenozzle 32 on theinjector tip 30 of thefuel injector 28. In this configuration, a contour of thescreen mesh 62 may be adapted to correspond with a contour of theinjector tip 30. - In another embodiment as shown in
FIG. 16 , aduct 66 may be disposed within thecombustion chamber 12 and thescreen mesh 62 may be attached to anoutlet end 68 of theduct 66 that is distal from thenozzle 32. In this embodiment, when high-velocity fuel is injected through aninlet 70 of theduct 66, it is envisioned that subsequent to a flow of the high-velocity fuel through theduct 66, theduct 66 would entrain air from thecombustion chamber 12 and urge the entrained air to follow the high-velocity fuel. The fuel and the entrained air can now be forced into a wake from turbulence created by thewires 64 of thescreen mesh 62 at the outlet end 68 of theduct 66, thereby facilitating a more uniform mixing of the fuel and air with one another. - Although one possible configuration of the
bluff body 36 has been disclosed in the embodiment in which thebluff body 36 has been explained as being embodied as ascreen mesh 62, it will be acknowledged that references made to thescreen mesh 62 in totality is non-limiting of this disclosure. Rather, it will be appreciated by persons skilled in the art that eachwire 64 that is present on thescreen mesh 62 could also be regarded as anindividual bluff body 36 by itself as eachwire 64 from thescreen mesh 62 can be used to perform functions that are consistent with the present disclosure. Therefore, for purposes of the present disclosure, it has been contemplated that in embodiments herein, awire 64 having an oblong cross-section as shown in the view of FIG, 17, a circular cross-section as shown in the view ofFIG. 18 , or a polygonal cross-section, for example, a hexagonal cross-section as shown in the view ofFIG. 19 can be regarded as thebluff body 36, ormultiple wires 64 of an oblong, circular, or polygonal cross-section may be grouped or meshed to define interstitial spaces between adjacently locatedwires 64 to define thebluff body 36 of the present disclosure. - Various embodiments disclosed herein are to be taken in the illustrative and explanatory sense and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., associated, provided, disposed, in communication and the like are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.
- Additionally, all numerical terms, such as, but not limited to, “first”, “second”, or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and; or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to or over another element, embodiment, variation and/or modification.
- It is to be understood that individual features shown or described for one embodiment may be combined with individual features shown or described for another embodiment. The above described implementation does not in any way limit the scope of the present disclosure. Therefore, it is to be understood although some features are shown or described to illustrate the use of the present disclosure in the context of functional segments, such features may be omitted from the scope of the present disclosure without departing from the spirit of the present disclosure as defined in the appended claims.
- The present disclosure has applicability for use and implementation in reducing soot emissions with combustion of fuel in an engine. The present disclosure is directed to an
internal combustion engine 10 and more particularly, to acombustion system 14 for an internal combustion engine that is configured to help reduce an amount of soot that would otherwise typically be produced without the use of embodiments disclosed herein. - With use of the embodiments herein, fuel jets having a rich fuel core are oxidized by helping the rich fuel core to gain access to oxidants from within the combustion chamber of the engine. As these fuel jets and their fuel rich cores are split with use of the
bluff body 36, the split fuel jets can be oxidized for accomplishing combustion with reduced soot emissions. - Moreover, by providing the first and
second orifices passageway 54, a pressure within thecombustion chamber 12 may be normalized to help entrain the oxidant within thefirst orifice 50 and direct the entrained oxidant towards thesecond orifice 52 to mix with the split fuel streams, thereby facilitating a greater amount of oxidation and assisting in the reduction of the amount of soot from combustion. Due to this, detrimental effects caused by soot such as sludging of lubricants, or other fluids in an internal combustion engine can be reduced. - While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed machines, systems, methods and processes without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.
Claims (19)
1. A combustion system for an internal combustion engine, the combustion system comprising:
a combustion chamber defined between a cylinder head and a top surface of a piston;
a fuel injector having an injector tip defining a nozzle, the nozzle disposed in fluid communication with the combustion chamber to dispense a fuel jet into the combustion chamber; and
a bluff body positioned within the combustion chamber such that an axis of the dispensed fuel jet is incident on an anterior portion of the bluff body proximal to the injector tip, the anterior portion having a contour adapted to split at least a portion of the dispensed fuel jet into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant present in the combustion chamber.
2. The combustion system of claim 1 , wherein the bluff body has a posterior portion defining a first orifice transverse to the axis of the dispensed fuel jet and a second orifice distal from the injector tip and parallel to the axis of the dispensed fuel jet.
3. The combustion system of claim 2 , wherein the first orifice is in fluid communication with the second orifice via a passageway such that the first orifice is configured to entrain an oxidant from a portion of the combustion chamber adjacent the first orifice and communicate the entrained oxidant to a portion of the combustion chamber adjacent the second orifice via the passageway.
4. The combustion system of claim 3 , wherein a contour of the posterior portion is at least one of: convergent and divergent from the axis of the dispensed fuel jet.
5. The combustion system of claim 1 , wherein the contour of the anterior portion is convex opposing a flow direction of the fuel jet.
6. The combustion system of claim 5 , wherein a maximum perimeter of the anterior portion is one of: at least equal to and smaller than a perimeter associated with a spray pattern of the dispensed fuel jet that is incident on the anterior portion.
7. The combustion system of claim 1 , wherein the contour of the anterior portion includes an apex opposing a flow direction of the fuel jet.
8. The combustion system of claim 1 , wherein the bluff body is at least one of: oblong, spherical, and polyhedral in shape.
9. The combustion system of claim 8 , wherein the polyhedral shape of the bluff body defines a plurality of concave and convex portions in an alternating arrangement about the axis of the dispensed fuel jet.
10. The combustion system of claim 9 , wherein the first orifice is located on at least one of: the concave and convex portions of the bluff body.
11. The combustion system of claim 1 , wherein the bluff body is positioned at a pre-determined distance from the nozzle of the injector tip to impart turbulence by generating a wake in the incident fuel jet.
12. The combustion system of claim 1 , wherein the bluff body is a screen mesh having a plane angularly disposed to the axis of the fuel jet.
13. The combustion system of claim 12 , wherein the screen mesh comprises a plurality of wires, each wire from the plurality of wires being disposed at a pre-specified distance from an adjacent one of the wires to render the screen mesh with a pre-determined porosity.
14. The combustion system of claim 13 , wherein each wire has at least one of an oblong, circular, and polygonal cross-section.
15. The combustion system of claim 13 , wherein the screen mesh is positioned at a pre-determined distance from the injector tip to facilitate at least one wire from the plurality of wires in imparting turbulence by generating a wake in the incident fuel jet.
16. The combustion system of claim 12 , wherein the screen mesh is positioned adjacent to the nozzle on the injector tip of the fuel injector.
17. The combustion system of claim 12 , wherein a contour of the screen mesh is adapted to correspond with a contour of the injector tip.
18. The combustion system of claim 12 , further comprising a duct disposed within the combustion chamber, wherein the screen mesh is attached to an end of the duet distal from the nozzle.
19. An internal combustion engine comprising:
a piston slidably disposed within a cylinder such that a top surface of the piston and a cylinder head adjoining the cylinder are in reciprocally opposing relation to one another for defining the combustion chamber therebetween; and
a combustion system associated with the combustion chamber, the combustion system comprising:
a fuel injector having an injector tip defining a nozzle, the nozzle disposed in fluid communication with the combustion chamber to dispense a fuel jet into the combustion chamber; and
a bluff body positioned within the combustion chamber such that an axis of the dispensed fuel jet is incident on an anterior portion of the bluff body proximal to the injector tip, the anterior portion having a contour adapted to split at least a portion of the dispensed fuel jet into at least two turbulent fuel streams and facilitate mixing of each fuel stream with an oxidant present in the combustion chamber.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/942,668 US20190301408A1 (en) | 2018-04-02 | 2018-04-02 | Combustion system for an internal combustion engine |
DE102019107483.5A DE102019107483A1 (en) | 2018-04-02 | 2019-03-22 | COMBUSTION SYSTEM FOR A COMBUSTION ENGINE WITH A COMBUSTION CHAMBER AND A FUEL INJECTION NOZZLE |
US17/019,339 US11236711B2 (en) | 2018-04-02 | 2020-09-13 | Bluff body combustion system for an internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/942,668 US20190301408A1 (en) | 2018-04-02 | 2018-04-02 | Combustion system for an internal combustion engine |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US17/019,339 Division US11236711B2 (en) | 2018-04-02 | 2020-09-13 | Bluff body combustion system for an internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20190301408A1 true US20190301408A1 (en) | 2019-10-03 |
Family
ID=67910139
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US15/942,668 Abandoned US20190301408A1 (en) | 2018-04-02 | 2018-04-02 | Combustion system for an internal combustion engine |
US17/019,339 Active US11236711B2 (en) | 2018-04-02 | 2020-09-13 | Bluff body combustion system for an internal combustion engine |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US17/019,339 Active US11236711B2 (en) | 2018-04-02 | 2020-09-13 | Bluff body combustion system for an internal combustion engine |
Country Status (2)
Country | Link |
---|---|
US (2) | US20190301408A1 (en) |
DE (1) | DE102019107483A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110905764A (en) * | 2019-11-01 | 2020-03-24 | 天津大学 | Small-size quick compressor based on electromagnetic control |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4206158A (en) * | 1976-04-05 | 1980-06-03 | Ford Motor Company | Sonic flow carburetor with fuel distributing means |
US4091731A (en) * | 1976-07-06 | 1978-05-30 | The United States Of America As Represented By The Secretary Of The Navy | Fuel injection with flameholding |
US5857339A (en) * | 1995-05-23 | 1999-01-12 | The United States Of America As Represented By The Secretary Of The Air Force | Combustor flame stabilizing structure |
US6176087B1 (en) | 1997-12-15 | 2001-01-23 | United Technologies Corporation | Bluff body premixing fuel injector and method for premixing fuel and air |
WO2001066920A1 (en) * | 2000-03-09 | 2001-09-13 | Michael Patrick Dixon | Homogeneous or premixed charge auto-ignition engine |
CA2406209C (en) * | 2002-10-02 | 2007-04-17 | Westport Research Inc. | Direct injection combustion chamber geometry |
US20060191269A1 (en) * | 2005-02-25 | 2006-08-31 | Smith Lance L | Catalytic fuel-air injector with bluff-body flame stabilization |
US8950189B2 (en) * | 2011-06-28 | 2015-02-10 | United Technologies Corporation | Gas turbine engine staged fuel injection using adjacent bluff body and swirler fuel injectors |
US9366432B2 (en) * | 2012-05-17 | 2016-06-14 | Capstone Turbine Corporation | Multistaged lean prevaporizing premixing fuel injector |
EP3026347A1 (en) * | 2014-11-25 | 2016-06-01 | Alstom Technology Ltd | Combustor with annular bluff body |
US9797601B2 (en) * | 2015-01-21 | 2017-10-24 | United Technologies Corporation | Bluff body fuel mixer |
US10060334B2 (en) * | 2016-06-01 | 2018-08-28 | Ford Global Technologies, Llc | Controlled air entrainment passage for diesel engines |
US10287970B1 (en) * | 2017-12-07 | 2019-05-14 | Caterpillar Inc. | Fuel injection system |
-
2018
- 2018-04-02 US US15/942,668 patent/US20190301408A1/en not_active Abandoned
-
2019
- 2019-03-22 DE DE102019107483.5A patent/DE102019107483A1/en active Pending
-
2020
- 2020-09-13 US US17/019,339 patent/US11236711B2/en active Active
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110905764A (en) * | 2019-11-01 | 2020-03-24 | 天津大学 | Small-size quick compressor based on electromagnetic control |
Also Published As
Publication number | Publication date |
---|---|
US20200408175A1 (en) | 2020-12-31 |
US11236711B2 (en) | 2022-02-01 |
DE102019107483A1 (en) | 2019-10-02 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9803538B2 (en) | Ducted combustion systems utilizing duct structures | |
US6708905B2 (en) | Supersonic injector for gaseous fuel engine | |
JP5894292B2 (en) | Combustion method and internal combustion engine | |
US10151235B2 (en) | Ducted combustion system for an internal combustion engine | |
JP5762535B2 (en) | Self-igniting internal combustion engine | |
US9915190B2 (en) | Ducted combustion systems utilizing Venturi ducts | |
US10731544B2 (en) | Internal combustion engine and method for its operation | |
US11236711B2 (en) | Bluff body combustion system for an internal combustion engine | |
US7510129B2 (en) | Fuel injection nozzle | |
US20060231065A1 (en) | Fuel injector for an internal combustion engine | |
JP2011220132A (en) | Fuel injection valve | |
JP2005315136A (en) | Fuel injection nozzle | |
WO2018168692A1 (en) | Diesel engine | |
DE19621635A1 (en) | Diesel IC-engine cylinder head | |
US6918549B2 (en) | Fuel injector tip for control of fuel delivery | |
JP2005180375A (en) | Fuel injection nozzle | |
JP2017089574A (en) | Fuel injection valve of internal combustion engine, and internal combustion engine | |
US20030116653A1 (en) | Fuel injector tip | |
JP3928851B2 (en) | Fuel injection nozzle | |
US11879418B2 (en) | Fuel injector and nozzle assembly having spray duct with center body for increased flame liftoff length | |
JP2004068726A (en) | Fuel injection device for internal combustion engine | |
JP6838216B2 (en) | Fuel injection valve | |
US20040103877A1 (en) | Supersonic injector for gaseous fuel engine | |
JP2008133812A (en) | Fuel supply device for internal combustion engine and fuel supply method for internal combustion engine | |
JPS62265465A (en) | Fuel injection valve |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: CATERPILLAR INC., ILLINOIS Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:DEMPSEY, ADAM;SVENSSON, KENTH I.;SIGNING DATES FROM 20180328 TO 20180329;REEL/FRAME:045407/0945 |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: NON FINAL ACTION MAILED |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: NON FINAL ACTION MAILED |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |