WO2013086427A1 - Injecteur de carburant destiné à une injection multi-carburant avec intensification de pression et orifice variable - Google Patents

Injecteur de carburant destiné à une injection multi-carburant avec intensification de pression et orifice variable Download PDF

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Publication number
WO2013086427A1
WO2013086427A1 PCT/US2012/068584 US2012068584W WO2013086427A1 WO 2013086427 A1 WO2013086427 A1 WO 2013086427A1 US 2012068584 W US2012068584 W US 2012068584W WO 2013086427 A1 WO2013086427 A1 WO 2013086427A1
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WO
WIPO (PCT)
Prior art keywords
fuel
fuels
needle
nozzle
pressure
Prior art date
Application number
PCT/US2012/068584
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English (en)
Inventor
Deyang Hou
Original Assignee
Quantlogic Corporation
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Quantlogic Corporation filed Critical Quantlogic Corporation
Priority to US14/370,257 priority Critical patent/US20140373806A1/en
Publication of WO2013086427A1 publication Critical patent/WO2013086427A1/fr

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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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0063—Two or more actuators acting on a single valve body
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • This invention related to a fuel injector and method of direct fuel injection for multiple fuels, especially for internal combustion engines.
  • a key challenge for mixed-mode combustion with conventional fix-angle multi-hole nozzle is surface wetting for early injections.
  • Many inventions for example, PCT/EP2005/054057
  • PCT/EP2005/054057 could provide dual spray angle multiple jets spray patterns with smaller angle for early injections and larger spray angle for main injections.
  • researchers find that, even with smaller jets for very earlier injections, the conventional multiple jets spray still tend to wet the piston top and thus could cause emission issues such as hydrocarbon and mono-dioxide (SAE paper 2008-01-2400). This observation especially tends to be true for passenger car engines where cylinder diameter is small.
  • a high pressure injection at late cycle could potentially eliminate the wall wetting while ensuring fine atomization with conventional nozzles.
  • LTC Low temperature combustion
  • a single injector with multi-fuel or dual fuel high pressure injection can eliminate the need for two set of fuel injectors dedicated for each fuel, thus improve simplicity and reduce the overall cost of the dual fuel engine platform.
  • Dual fuel direct injection can also eliminate the difficulty of cold starting, and issues related to port injection and fuel blending.
  • the high injection pressure capability enables higher compression ratio and late injection, thus reduces the concerns of engine knocking, reduces carbon monoxide and hydrocarbon emission, extends the Brake Mean Effective Pressure (BMEP) map of low temperature combustion; this also enables the converging of gasoline and diesel engine base platforms;
  • BMEP Brake Mean Effective Pressure
  • Figure 1 is a cross-sectional view of a first exemplary embodiment of an injector of the invention, referred as multi-fuel common rail injector, when the needle is at seating position, no fuel is being injected;
  • Figure 2 is same as Figure 1 , except with the nozzle needle being at lifted position, with fuel being injected.
  • FIG. 3 is same as Figure 2, except only key component being marked.
  • Figure 4 is an simplified illustration of the intensification plunger with different face areas and fuel combinations.
  • Figure 5 (a) is an illustration of the nozzle needle being used for the one type of injector, referred as multi-fuel common rail injector; (b) is an illustration of the nozzle needle being used for the one type of injector, referred as multi-fuel unit injector;
  • Figure 6 is a cross-sectional view of a second exemplary embodiment of an injector of the invention, referred as multi-fuel unit injector, with only one electronic control valve for pressure intensifier, with a passive nozzle and needle being at lifted position, with fuel being injected.
  • Figure 7 is a cross-sectional view of a third exemplary embodiment of an injector of the invention, referred as multi-fuel common rail injector with a variable orifice, when the needle is at seating position, no fuel is being injected;
  • Figure 8 is same as Figure 7, except the needle is at small lift position, fuel is being injected in hollow conical spray patterns;
  • Figure 9 is same as Figure 7, except the needle is at further lifted position, fuel is being injected in both hollow conical spray patterns and multiple jets;
  • Figure 10 is same as Figure 7, except the needle is at full lift position, fuel is being injected in multiple jets while hollow conical sprays being blocked;
  • Figure 11 is a cross-sectional view of a fourth exemplary embodiment of an injector of the invention, referred as multi-fuel unit injector with a variable orifice, when the needle is at further lifted position, fuel is being injected in both hollow conical spray patterns and multiple jets;
  • Figure 12 is a cross-sectional view of a variable orifice nozzle with a needle tip shield for another embodiment of an injector of the invention at different states, (a) needle at seating position, (b) needle at small lift, (c) needle at further lift, (d) needle at full lift.
  • low pressure gasoline flow into the fuel injector from a low pressure fuel rail (23) through fuel passage (2301) and is filled in the pressure intensification chamber (24).
  • the solenoid valve (17) When the solenoid valve (17) is turned on, the control valve plunger (19) was lifted, high pressure diesel fuel or other high viscosity fuel from common rail (15) flows into intensifying chamber (21), diesel fuel is also filled in the diesel intensification chamber (22) through passage (102) and is guided through fuel passages (103, 1031, 1032, 1033) to needle tip along the fuel passage in needle center (1034) and needle small fuel passage or needle orifice (1035), at the same time, pressure intensifier piston (13) and intensifier plunger (11) are intensified and are pushed downward quickly, both the gasoline and diesel fuel in the intensification chambers (22, 24) are pressurized.
  • the check valve (9) blocks out gasoline backward flow, the gasoline pressure in nozzle chamber (26) raises.
  • the elevated pressure of gasoline fuel lifts the nozzle needle (2), fuel injection begins with major gasoline fuel starts first, followed by diesel injection (can be designed vice versa).
  • the solenoid valve (17) closes, thus it closes the control valve (19), partial fuel from intensifying chamber (21) flows into low pressure fuel passage (104) through fuel passage (20, 107), the pressure in the intensifying chamber (21) reduces.
  • the pre-pressed plunger spring (12) pushes back the intensifier piston (13) to top stop position, the pressure in nozzle (1) is reduced.
  • the spring (6) above the nozzle needle (2) conquers the reduced pressure in nozzle, the needle (2) returns to seat, fuel injection ends.
  • the fuel circuit for diesel fuel can be designed such that only intensification can trigger the needle lift. It is also designed such that there is an injection phase delay for diesel fuel than gasoline fuel (vice versa can be done too).
  • fuel injection starts with major gasoline fuel and ends with fuels containing major diesel fuel for ignition purpose.
  • the diesel fuel simultaneously serves as lubricant for the plunger and nozzle needle sliding surfaces (1011, 1012, 1013, 25) and needle seat (27), and intensification fuel for pressure intensifier (4000). This eliminates concerns about the wearing of the nozzle due to low viscosity of gasoline or other low viscosity fuels.
  • This simple lubrication concept is fundamentally important to ensure durability and thus make it viable for the high pressure injection of gasoline fuel, which otherwise may not be possible.
  • the integrated triple rules for diesel fuel - lubricant, intensification, and ignition improver are the key innovative design concepts to enable a high pressure injection event for low viscosity gasoline/ethanol fuels without durability and ignition concerns.
  • the multi-fuel injector can be a single fuel injector with fuel injection modulated at different pressure level.
  • the injector can be customized for different dual- fuel/multi-fuel combinations, including gasoline-diesel, ethanol-diesel, ethanol-biodiesel, LNG-diesel, etc.
  • the disclosed injector design is highly modular and adaptable.
  • the injector can inject fuels with up to 3000 bar pressure, further increasing pressure is possible.
  • a pressure intensifier intensification ratio of 3 the pressure at nozzle tip is close to 3000 bar. This performance is difficult to accomplish with conventional common rail system.
  • the innovation proposed here can provide high pressure injection of low viscosity fuels, and open new advanced engine combustion regimes.
  • the diesel common rail pressure is expected to be set at 100 ⁇ 300bar, which will produce a nozzle tip injection pressure by the pressure intensifier to about 300 ⁇ 900bar for gasoline and diesel fuels.
  • PFI port fuel injection
  • a fuel injection method comprising steps of: (a) supplying a fuel injector with multiple low pressure fuels with different viscosities into pressure intensification chambers, (b) using a pressurized fuel with high viscosity from a pressure reservoir to intensify the low viscosity fuels in the intensification chambers through a pressure intensifier having piston surfaces with different sizes with a large surface facing and being driven by the high viscosity, and smaller piston surfaces facing and pressurizing the said low viscosity fuels, (c) direct injecting the intensified low viscosity and high viscosity fuels into combustion chamber through a injection nozzle;
  • a fuel injection method of "Statement A” further comprising steps of: supplying a fuel injector with multiple low pressure fuels with different viscosities, cetane numbers, and octane numbers, into pressure intensification chambers, and direct injecting the intensified fuels with different cetane numbers and octane numbers into combustion chamber through a injection nozzle;
  • a fuel injector comprising, an electronic control valve to control fuel flows from fuel reservoirs, an injection nozzle to spray fuels directly into combustion chamber, an internal pressure intensifier which has piston surfaces with different sizes with a large surface facing and being driven by the high viscosity fuel from pressure reservoir, and smaller piston surfaces facing and pressurizing low viscosity fuels, which has means to intensify fuels with different viscosities, with high viscosity fuel being used to intensify low viscosity fuels to high pressure for direct injection into combustion chamber.
  • An fuel injector of above statement further comprising fuel channels inside the injector to separately supply different fuels with different cetane and octane numbers to nozzle tip, and supply high viscosity fuels to lubricate sliding surfaces contacting low viscosity fuels.
  • a combustion method comprising steps of, spraying fuels with high octane numbers and high cetane numbers separately and directly into combustion pressure with high injection pressure and late cycle injection, wherein the fuel of high cetane number serves as an ignition improver and ignition trigger to start the combustion of premixed fuels with high octane numbers.
  • a combustion method comprising steps of, spraying fuels with high octane numbers greater than 80 and high cetane numbers greater than 50 separately and directly into combustion chamber with high injection pressure greater than 200 bar for low viscosity fuels and late cycle direct injection, wherein the fuel of high cetane number serves as an ignition improver and ignition trigger to start the combustion of premixed fuels with high octane numbers.
  • spring holder (4) can contain a solenoid valve which can have direct control of nozzle needle (2) instead of a passive nozzle driven by fuel pressure.
  • a second solenoid valve next to 17 can have dedicated control of pressure release from intensifying chamber (21) using a separate passage other than passage 20.
  • Figure 4 (a) is an illustration of the intensification plunger with different face areas of SI, S2, S3, as contained in the fuel injector illustrated in Figure 1.
  • the top cylindrical piston with area S 1 should be considered as the assembly of the piston (13) and the plunger (11) in Figure 1-3, and Figure 6-11.
  • SI, S2 is facing fuel with higher viscosity miu(sub)l
  • S3 is facing fuel with low viscosity
  • SI can be greater than S3 for pressure intensification for pressure P3, or make P3 greater than PI . However, if needed, SI can be smaller than S3 for pressure intensification ratio less than 1, or P3 is less than PI .
  • (b) is an illustration of the intensification plunger with different face and shoulder areas of SI, S2, S3, S4, with two types of fuels with viscosity miu(sub) 1 and miu (sub) 2 being intensified;
  • (c) is an illustration of the intensification plunger with different face and shoulder areas of SI, S2, S3, S4, with three types of fuel bearing viscosity of miu(sub) 1, miu (sub) 2 and miu (sub) 3 being intensified.
  • SI can be greater than S2, S3, S4, or P4 is greater than PI .
  • SI can also be smaller than S2, S3, S4 to produce a pressure
  • intensification ratio less than 1, or P4 is less than PI .
  • Figure 5 is an illustration of the needle being used for the one type of injector, referred as multi-fuel common rail injector; 202 is the supporting ring, 1033, 1034, 1035 are high pressure fuel passages leading fuel, generally with higher viscosity and cetane number than the fuel surrounding the needle outer surface, to nozzle tip.
  • (b) is an illustration of the needle being used for the one type of injector, referred as multi-fuel unit injector. 1033, 1034, 1035 are high pressure fuel passages leading fuel to nozzle tip.
  • 203, 204 are needle guides. In practice, diameter dl and d2 can be equal or with one is greater than another.
  • gasoline to represent low viscosity fuel
  • diesel to represent high viscosity fuel.
  • gasoline can be replaced by ethanol, liquid natural gas (LNG) or other low viscosity fuels.
  • Diesel fuel can be replaced by biodiesel fuels, or even gasoline with lubricity additives.
  • Figure 1 is a cross-sectional view of a first exemplary embodiment of an injector of the invention, referred as multi-fuel common rail injector, when the needle is at seating position, no fuel is being injected;
  • low pressure gasoline flows into the fuel injector from a low pressure fuel rail or reservoir (23) through fuel passage (2303) and is filled in the pressure intensification chamber (24).
  • the solenoid valve (17) for pressure intensifier is not energized, the control valve plunger (19) is closed, pressurized diesel fuel is filled in the diesel intensification chamber (22) through passages (101, 110, 102, 111) and is guided through fuel passages (112, 103, 1038, 1036) to needle lift control chamber (501), through passages (1038, 1037, 1031, 1032, 1033) to needle tip along the fuel passage in needle center (1034) and small needle passage (1035).
  • needle control valve (31) is not energized, the check valve (34) blocks fuel flow, the needle (2) is at seating position, no fuel is injected.
  • the needle control solenoid valve (31) is than energized, the check valve (34) connect the fuel with low pressure reservoir, the nozzle needle (2) is lifted up, fuel injection begins with major gasoline fuel starts first, followed by diesel injection (can be designed vice versa). After metering the desired injection fuel quantity based on pulse-width map, the solenoid valves (31) closes, and pressure in needle control chamber (502) raises. At the same time intensifier control solenoid valve (17) is de-energized, control valve (19) closes. Partial fuel from
  • intensifying chamber (21) flows into low pressure fuel passage (104) through fuel passage (20, 107), the pressure in the intensifying chamber (21) reduces.
  • the pre-pressed plunger spring (12) pushes back the intensifier piston (13) to a stop position.
  • the spring (6) and pressure in needle control chamber on top of nozzle needle (2) conquers the reduced lifting force by pressure in nozzle chamber (25), the needle (2) returns to seat, fuel injection ends.
  • the fuel circuit for diesel fuel can be designed such that there is an injection phase delay for diesel fuel than gasoline fuel (vice versa can be done too).
  • fuel injection starts with major gasoline fuel and ends with fuels containing major diesel fuel.
  • the diesel fuel simultaneously serves as lubricant for the plunger and needle sliding surfaces (1013, 1011, 1012, 25) and needle seat (27), and intensification fuel. This eliminates concerns about the wearing of the nozzle due to low viscosity of gasoline or other low viscosity fuels.
  • This simple lubrication concept is fundamentally important to ensure durability and thus make it viable for the high pressure injection of low viscosity gasoline fuel, which otherwise may not be possible.
  • the multi-fuel injector can be a single fuel injector with fuel injection modulated at different pressure level.
  • the injector can be customized for different dual- fuel/multi-fuel combinations, including gasoline-diesel, ethanol-diesel, ethanol-biodiesel, LNG-diesel, etc.
  • the disclosed injector design is modular and adaptable.
  • Figure 6 is a cross-sectional view of a second exemplary embodiment of an injector of the invention, being referred as multi-fuel unit injector, with only one electronic control valve, with needle at lifted position, with fuel being injected. Its operation has been discussed in the beginning of this detailed description section.
  • FIG. 7 is a cross-sectional view of a third exemplary embodiment of an injector of the invention, referred as multi-fuel common rail injector with a variable orifice, when the needle is at seating position, no fuel is being injected.
  • the injector in Figure 7 is same as the injector Figure 1 except bearing a micro-variable circular orifice (MVCO) nozzle.
  • MVCO micro-variable circular orifice
  • the operation of fuel injector in Figure 7 is the same as the fuel injector in Figure 1, except the variable spray patterns produced.
  • the MVCO nozzle bears following features.
  • a MVCO nozzle comprising:
  • a nozzle body (1) comprising passages for fuel, an inner cylindrical space for receiving a needle valve (2), and a conical surface close to the tip of the nozzle body for guiding a spray of fuel;
  • a needle valve (2) which has a converging-diverging conical head for guiding a spray of fuel and which is movable back and forth and received in said nozzle body, wherein said needle valve is at a biased closing position with its seal surface (27) being pressed against nozzle body (1) to block fuel flow, or an opening position defined by driving means through lifting the said needle valve seal surface away from nozzle body; and (iii) a micro-variable-circular-orifice comprising a variable annular ring aperture (1039) between said needle valve and said nozzle body which has means of producing hollow conical spray, and at least one conventional multijet-orifice (28) inside the said nozzle body (1) which has means of producing at least one conventional jet spray, such that fuel is dischargeable in variable sprays of hollow conical and multiple jets shapes through said micro-variable-circular-orifice and multijet-orifice by lifting said needle valve at different magnitudes.
  • Figure 8 is a cross-sectional view of a third exemplary embodiment of an injector of the invention, same as Figure 7, referred as multi-fuel common rail injector with a variable orifice, when the needle is at small lift position, fuel is being injected in hollow conical spray patterns;
  • Figure 9 is a cross-sectional view of a third exemplary embodiment of an injector of the invention, same as Figure 7, referred as multi-fuel common rail injector with a variable orifice, when the needle is at further lifted position, fuel is being injected in both hollow conical spray patterns and multiple jets;
  • Figure 10 is a cross-sectional view of a third exemplary embodiment of an injector of the invention, same as Figure 7, referred as multi-fuel common rail injector with a variable orifice, when the needle is at full lift position, fuel is being injected in multiple jets while hollow conical sprays being blocked;
  • Figure 11 is a cross-sectional view of a fourth exemplary embodiment of an injector of the invention, referred as multi-fuel unit injector with a variable orifice, when the needle is at further lifted position, fuel is being injected in both hollow conical spray patterns and multiple jets.
  • the operation of the injector in Figure 11 is the same as the fuel injector in Figure 6, except the variable orifice nozzle, which is the same as the nozzle in Figure 7.
  • Figure 12 is a cross-sectional view of a variable orifice nozzle with a needle tip shield for another embodiment of an injector of the invention at different states, (a) needle at seating position, (b) needle at small lift, (c) needle at further lift, (d) needle at full lift.
  • the nozzle is other vise the same as the MVCO nozzle described for Figure 7, except the nozzle tip. Thus, it can be used to replace the nozzles in the injector as described in Figure 7 and Figure 11 to form another two design embodiments.
  • the examples of embodiments are intended to illustrate the key structures and mechanisms, and should not be considered as limitations of the invention scope.
  • the electronic control valves used for pressure intensifier and needle lift control can be a solenoid valve or a piezoelectric actuator, or any other rapidly switching actuating unit know to those skilled in the art.
  • the variable orifice nozzle can have a single needle valve as illustrated in Figure 1 , or dual needle valves as illustrated in PCT/US11/56002.
  • Other type of injection nozzles such as an outward- opening puppet valve nozzle with needle modified to bear internal fuel passages can also be used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un injecteur multi-carburant comportant un dispositif d'intensification de pression interne qui comporte un moyen pour intensifier des combustibles avec des viscosités, des indices de cétane ou d'octane différents, avec un carburant de haute viscosité qui est utilisé pour intensifier à la fois lui-même et des carburants à faible viscosité à une pression élevée pour injection directe dans la chambre de combustion. L'invention concerne également un procédé de combustion utilisant un tel procédé d'injection de carburant. L'invention concerne également un injecteur multi-carburant doté d'un gicleur à orifice variable et des formes de jet variables.
PCT/US2012/068584 2011-12-07 2012-12-07 Injecteur de carburant destiné à une injection multi-carburant avec intensification de pression et orifice variable WO2013086427A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US14/370,257 US20140373806A1 (en) 2012-01-05 2012-12-07 Fuel injector for multi-fuel injection with pressure intensification and a variable orifice

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201161567989P 2011-12-07 2011-12-07
US61/567,989 2011-12-07
US201261583577P 2012-01-05 2012-01-05
US61/583,577 2012-01-05

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WO2013086427A1 true WO2013086427A1 (fr) 2013-06-13

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Cited By (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3070321A1 (fr) * 2015-03-20 2016-09-21 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Soupape d'injection de carburant à faible point d'inflammabilité dans une chambre de combustion à auto-allumage d'un gros moteur à combustion interne à deux temps à turbocompresseur
EP3070322A1 (fr) * 2015-03-20 2016-09-21 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Soupape d'injection de carburant à faible point d'inflammabilité dans une chambre de combustion à auto-allumage d'un gros moteur à combustion interne à deux temps à turbocompresseur
CN105986948A (zh) * 2015-03-20 2016-10-05 曼柴油机欧洲股份公司曼柴油机德国分公司 用于将燃料喷入内燃机的燃烧室中的燃料阀
KR20180062943A (ko) * 2016-12-01 2018-06-11 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 대형 압축 점화 터보차징 2 행정 내연기관의 연소실에 액체 연료를 분사하기 위한 연료 밸브 및 방법
CN109026478A (zh) * 2018-07-26 2018-12-18 哈尔滨工程大学 喷油规律可变的蓄压式压电-电磁混合控制喷油器
CN109098902A (zh) * 2018-07-26 2018-12-28 哈尔滨工程大学 喷油规律可变的压电-电磁双阀电控喷油器
CN109162843A (zh) * 2018-07-26 2019-01-08 哈尔滨工程大学 带控制腔滑块的压电-电磁双阀电控喷油器
CN109184986A (zh) * 2018-07-26 2019-01-11 哈尔滨工程大学 喷油规律可变的蓄压式电控燃油喷射系统
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CN109184992A (zh) * 2018-07-26 2019-01-11 哈尔滨工程大学 喷油规律可变的压电喷油器
CN109184988A (zh) * 2018-07-26 2019-01-11 哈尔滨工程大学 可变增压比电控喷油器
CN109184989A (zh) * 2018-07-26 2019-01-11 哈尔滨工程大学 双阀电控喷油器
CN109184993A (zh) * 2018-07-26 2019-01-11 哈尔滨工程大学 喷油规律可变的电控喷油器
CN109236529A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 可变增压比压电喷油器
CN109236521A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 喷油规律可变的蓄压式电控喷油器
CN109236528A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 蓄压式压电-电磁双阀电控喷油器
CN109236526A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 蓄压式双阀电控喷油器
CN109236527A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 可变增压比压电-电磁控制喷油器
CN109236532A (zh) * 2018-07-26 2019-01-18 哈尔滨工程大学 带控制腔滑块的电控喷油器
CN109252999A (zh) * 2018-07-26 2019-01-22 哈尔滨工程大学 压电-电磁双阀电控喷油器
CN109253001A (zh) * 2018-07-26 2019-01-22 哈尔滨工程大学 带控制腔滑块的压电喷油器
CN109404188A (zh) * 2018-12-01 2019-03-01 英嘉动力科技无锡有限公司 一种实现双燃料喷射的喷射器
EP3020956B1 (fr) * 2014-11-11 2019-04-10 Delphi Technologies IP Limited Injecteur de carburant
WO2021062601A1 (fr) * 2019-09-30 2021-04-08 潍柴动力股份有限公司 Système de distribution de deux combustibles pour moteurs et moteur à deux combustibles doté de celui-ci
WO2021133525A1 (fr) * 2019-12-23 2021-07-01 Quantlogic Corporation Injecteur de carburant adaptatif pour injection de carburant simple et double
KR102280315B1 (ko) * 2020-02-26 2021-07-21 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 밀봉 특성이 개선된 연료 펌프
DE102020116707A1 (de) 2020-06-25 2021-12-30 Man Energy Solutions Se Kraftstoffinjektor einer Dual-Fuel Brennkraftmaschine und Dual-Fuel Brennkraftmaschine
US11519371B2 (en) 2021-03-22 2022-12-06 Industrial Injection Services, Inc. Injector cup for engines apparatus and methods of use
US11713740B1 (en) * 2022-02-24 2023-08-01 Harbin Engineering University High-pressure common rail fuel injector capable of achieving highly stable injection based on throttling damping accommodating effect

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EP3020956B1 (fr) * 2014-11-11 2019-04-10 Delphi Technologies IP Limited Injecteur de carburant
RU2631380C2 (ru) * 2015-03-20 2017-09-21 МАН Дизель унд Турбо, филиал аф МАН Дизель унд Турбо СЕ, Тюскланд Топливный клапан для впрыскивания жидкого топлива с низкой температурой воспламенения в камеру сгорания двухтактного двигателя внутреннего сгорания с турбонаддувом и самовоспламенением и двухтактный двигатель внутреннего сгорания с турбонаддувом и самовоспламенением, содержащий указанный клапан
KR101812635B1 (ko) * 2015-03-20 2018-01-30 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 대형 자기 점화 터보차지 2-행정 내연 기관의 연소실로 저인화점 연료를 분사하기 위한 연료 밸브
CN105986948A (zh) * 2015-03-20 2016-10-05 曼柴油机欧洲股份公司曼柴油机德国分公司 用于将燃料喷入内燃机的燃烧室中的燃料阀
CN105986945A (zh) * 2015-03-20 2016-10-05 曼柴油机欧洲股份公司曼柴油机德国分公司 用于将低闪点燃料喷入内燃机的燃烧室中的燃料阀
JP2016176473A (ja) * 2015-03-20 2016-10-06 エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド ターボ過給式大型２行程自己着火内燃エンジンの燃焼室に低引火点燃料を噴射するための燃料弁
JP2016176474A (ja) * 2015-03-20 2016-10-06 エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド ターボ過給式大型２行程自己着火内燃エンジンの燃焼室に低引火点燃料を噴射するための燃料弁
CN105986944A (zh) * 2015-03-20 2016-10-05 曼柴油机欧洲股份公司曼柴油机德国分公司 用于将低闪点燃料喷入内燃机的燃烧室中的燃料阀
EP3070321A1 (fr) * 2015-03-20 2016-09-21 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Soupape d'injection de carburant à faible point d'inflammabilité dans une chambre de combustion à auto-allumage d'un gros moteur à combustion interne à deux temps à turbocompresseur
RU2629852C1 (ru) * 2015-03-20 2017-09-04 МАН Дизель унд Турбо, филиал аф МАН Дизель унд Турбо СЕ, Тюскланд Топливный клапан для впрыскивания жидкого топлива с низкой температурой воспламенения в камеру сгорания двухтактного двигателя внутреннего сгорания с турбонаддувом и самовоспламенением и система подачи топлива с низкой температурой воспламенения
KR101812633B1 (ko) * 2015-03-20 2018-01-30 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 대형 자기 점화 터보차저 2-행정 내연 기관의 연소실로 저인화점 연료를 분사하기 위한 연료 밸브
JP2018048641A (ja) * 2015-03-20 2018-03-29 エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド ターボ過給式大型２行程自己着火内燃エンジンの燃焼室に低引火点燃料を噴射するための燃料弁
EP3070322A1 (fr) * 2015-03-20 2016-09-21 Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland Soupape d'injection de carburant à faible point d'inflammabilité dans une chambre de combustion à auto-allumage d'un gros moteur à combustion interne à deux temps à turbocompresseur
KR101905649B1 (ko) * 2015-03-20 2018-11-28 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 대형 자기 점화 터보차지 2-행정 내연 기관의 연소실로 연료를 분사하기 위한 연료 밸브
KR20180062943A (ko) * 2016-12-01 2018-06-11 맨 디젤 앤드 터보 필리얼 아프 맨 디젤 앤드 터보 에스이 티스크랜드 대형 압축 점화 터보차징 2 행정 내연기관의 연소실에 액체 연료를 분사하기 위한 연료 밸브 및 방법
KR101921490B1 (ko) 2016-12-01 2019-02-13 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 대형 압축 점화 터보차징 2 행정 내연기관의 연소실에 액체 연료를 분사하기 위한 연료 밸브 및 방법
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WO2021062601A1 (fr) * 2019-09-30 2021-04-08 潍柴动力股份有限公司 Système de distribution de deux combustibles pour moteurs et moteur à deux combustibles doté de celui-ci
WO2021133525A1 (fr) * 2019-12-23 2021-07-01 Quantlogic Corporation Injecteur de carburant adaptatif pour injection de carburant simple et double
KR102280315B1 (ko) * 2020-02-26 2021-07-21 만 에너지 솔루션즈, 필리알 아프 만 에너지 솔루션즈 에스이, 티스크란드 밀봉 특성이 개선된 연료 펌프
CN113309646A (zh) * 2020-02-26 2021-08-27 曼能解决方案（曼能解决方案德国股份公司）分公司 具有改进的密封性能的燃料泵
EP3872331A1 (fr) * 2020-02-26 2021-09-01 MAN Energy Solutions, filial af MAN Energy Solutions SE, Tyskland Pompe à combustible présentant des propriétés d'étanchéité améliorées
EP4043718A1 (fr) * 2020-02-26 2022-08-17 MAN Energy Solutions, filial af MAN Energy Solutions SE, Tyskland Système d'alimentation en carburant doté d'une pompe présentant des propriétés d'étanchéité améliorées
CN113309646B (zh) * 2020-02-26 2022-10-25 曼能解决方案（曼能解决方案德国股份公司）分公司 具有改进的密封性能的燃料泵
DE102020116707A1 (de) 2020-06-25 2021-12-30 Man Energy Solutions Se Kraftstoffinjektor einer Dual-Fuel Brennkraftmaschine und Dual-Fuel Brennkraftmaschine
US11649774B2 (en) 2020-06-25 2023-05-16 Man Energy Solutions Se Fuel injector of a dual-fuel internal combustion engine and dual-fuel internal combustion engine
US11519371B2 (en) 2021-03-22 2022-12-06 Industrial Injection Services, Inc. Injector cup for engines apparatus and methods of use
US11713740B1 (en) * 2022-02-24 2023-08-01 Harbin Engineering University High-pressure common rail fuel injector capable of achieving highly stable injection based on throttling damping accommodating effect

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