Patent Grant
8387900
None.
The present invention relates to fuel injection devices. More particularly, the present invention is related to fuel injection devices directly actuated by a piezoelectric actuator.
A fuel injector is a device for actively injecting fuel into an internal combustion engine by directly forcing the fuel into the combustion chamber at an appropriate point in the combustion cycle. For piston engines, the fuel injector is an alternative to a carburetor, in which a fuel-air mixture is drawn into the combustion chamber by the downward stroke of the piston. Current fuel injectors suffer from an inability to operate at high frequencies, which limits their applicability to advanced and emerging engine designs. In addition, current injectors cannot vary the fuel delivery profile for each injection/combustion cycle, which further limits their inclusion in more sophisticated combustion configurations, particularly those operating at higher frequencies. Furthermore, current injector configurations have a response lag associated with various factors, including a stroke amplification requirement, which impedes higher frequency operation. Finally, injectors which rely on piezoelectric actuators cannot directly actuate the flow control member that allows fuel to pass through an injection orifice into a combustion chamber due to an inability to move the flow control member a sufficient distance off seat to allow sufficient fuel to flow at a desired rate. For purposes described herein, “direct” actuation is defined as the direct physical interaction of the prime actuating device with the primary flow control member which, when moved by the prime actuating device, immediately causes fuel to flow into the combustion chamber, typically through a nozzle portion. “Direct actuation” is defined herein as having a one-to-one relationship between the actuating device and the flow control member with no additional interposing elements, amplification steps, flow channels, control pressures or other such ancillary elements necessary to operate the flow control member.
Current piezoelectric stack actuator systems used in fuel injectors do not rely on direct actuation of the nozzle assembly—in particular, that portion of the nozzle that allows fuel to flow. Instead, the piezoelectric stack is typically used to simply open and close a separate valve which varies hydraulic pressure to assist in opening the nozzle. As a result, this multi-step process of indirect hydraulic actuation and amplification creates an inherent limit to the operational frequency of the injector due to the intrinsic response lag. Consequently, these dual stage piezoelectric injectors cannot support the higher frequency operations of advanced and emerging engine technologies.
In typical fuel injectors, a nozzle assembly portion is located adjacent the combustion chamber of the engine. The nozzle includes a pin, considered the primary flow control member, and an orifice through which fuel flows into the combustion chamber. When the pin seats on a sealing portion of the orifice, fuel flow is cut off. When the pin is unseated from the sealing portion of the orifice, fuel flow is enabled.
In existing injector configurations, hydraulic amplification is used to open and close the nozzle. High pressure fuel is delivered to the entire nozzle compartment. The shape of the pin results in over-balanced pressure, causing the pin to be seated on the orifice in a closed position. An upstream actuator opens a pressure relief valve associated with the fuel delivery system, reducing pressure on one side of the pin; this results in a directional net linear force and causes the pin to lift off its seat and the nozzle to open. By closing the relief valve, pressure returns to its original level and the pin reseats to close the nozzle.
When a piezoelectric stack is used in this manner, the overall system is mechanically and operationally complex. Amplification is required due to the limited displacement of the piezoelectric stack; however, amplification requires more intricate flow arrangements within the body of the injector, additional valves, and sealing elements. More importantly, hydraulic amplification introduces significant response lag due to the two-step actuation process. This unavoidable response lag prevents a hydraulically amplified injector, even those using piezoelectric actuators, from operating at higher frequencies, such as those that might be required for pulse detonation engines.
Present injector actuation methods have other inherent limitations. For example, such injectors can only operate in a binary fashion; i.e., either fully open or fully closed. It would be preferable to provide essentially analog control of the entire fuel injection profile over each injection/combustion cycle. Attempts have been made to obtain such analog control by simply opening and closing the injector valve frequently and at differing durations in each injection cycle. Unfortunately, this approach creates an even higher operational demand due to the multiplication of actuation cycles during each injection cycle.
Two primary technologies used as “actuating” means, electromagnetic actuators and piezoelectric actuators, have inherent strengths and weaknesses. First, electromagnetic actuators (also known as solenoids) can supply sufficient linear stroke (displacement) of an injector pin to support desired maximum fuel flow, but can operate only in two modes: fully open and fully closed. A solenoid valve is an electromechanical valve incorporating an electromagnetic solenoid actuator. The valve is controlled by an electric current through a solenoid. In some solenoid valves, the solenoid acts directly on the main valve. Others use a small, complete solenoid valve, known as a pilot, to actuate a larger valve. Piloted valves require much less power to control, but are noticeably slower. Piloted solenoids usually require full power at all times to open and remain open, whereas a direct acting solenoid may only require full power for a short period of time to open, and only low power to hold in a closed position. Irrespective of the type of solenoid used, the actuator will still suffer from significant response lag, which is exacerbated as operational frequencies increase. And, again, the solenoid actuated injector is only able to operate in two states: fully open and fully closed.
The second actuator type, using a piezoelectric device, can provide faster response than a solenoid actuator, but has miniscule stroke length. Generally, a standard piezoelectric stack provides maximum displacement of 1/10th of 1% of its height; stacks with single crystal piezoelectric material can provide displacement up to 1% of their height. Consequently, heretofore, this limited stroke length has forced piezoelectric actuation mechanisms in fuel injectors to be used in an amplification configuration. Necessarily, prior injector configurations relying on amplification have been unable to deliver direct actuation.
Various attempts have been made to increase or amplify the displacement of piezoelectric actuators. For example, one design includes a geometrically-constrained piezoelectric actuator device that amplifies displacement along an opposing axis using a diamond-shaped enclosure. As the piezoelectric element contracts or expands in a horizontal direction, the external diamond-shaped enclosure also changes shape, causing the vertical vertices of the enclosure to move a slightly greater distance than the horizontal vertices, which are controlled by the piezoelectric element. Unfortunately, the inclusion of this mechanical feature introduces the limitation of a mechanical spring variable that limits high frequency operation of the actuator and longevity. Additionally, this flextensional tensional approach used to increase displacement also results in a decrease in the maximum force applied, which is another increasing displacement by only a very small amount and would still require amplification if used as an actuator in a fuel injector.
Information relevant to other attempts to address these problems can be found in U.S. Pat. Nos. 7,786,652; 7,455,244; 7,406,951; 7,140,353; 6,978,770; 6,834,812; 6,585,171; and 4,803,393. However, each one of these references suffers from one or more of the following disadvantages which will tend to impede high frequency operation and the optimization of each combustion cycle to create maximum efficiency: indirect actuation, partial spring actuation; complex mechanisms with a plurality of components and parts; operation only in a fully open or fully closed position; stroke distances which would require prohibitively long piezoelectric stacks; multiple boosters required to achieve necessary forces; actuating mechanisms that are unable to accommodate sufficient stroke; the inclusion of spring elements likely to induce valve float at higher frequency operation; indirect actuation via hydraulic amplification resulting in lag and hysteresis; no analog control of valve position; and inability to provide refined prestress on the piezoelectric stack to avoid placing it in tension or adapting to differing operating parameters. Additionally, it is evident that these other attempts fail to provide an injector having a one-to-one relationship between the prime actuating force and the flow control member without interposing elements. Consequently, these other attempts do not provide direct actuation.
For example, Nakamura et al., U.S. Pat. No. 7,786,652 B2 issued Aug. 31, 2010, describes an injection apparatus using a multi-layered piezoelectric element stack. The invention disclosed by Nakamura et al. is directed to a need for a multi-layer piezoelectric element that can be operated continuously with a high electric charge without peel-off or cracking between the external electrode and the piezoelectric layer, which can lead to contact failure and device shutdown. The injector apparatus described by Nakamura et al. uses a needle valve which is sized to plug an injection hole to shut off fuel. The injector apparatus includes a spring underneath a piston valve member so that when power is removed from a piezoelectric actuator, the spring actually causes the valve to open and allow fuel injection. The stack only acts to close the valve. Furthermore, Nakamura et al. does not describe a method for prestressing the piezoelectric stack. General operation of the injector is either fully open or fully closed, with no ability to provide variable injection rates. The fuel flow rate is controlled by an orifice and is not adjustable. Additionally, it is unclear how the piezoelectric stack described by Nakamura et al. would provide sufficient stroke or contraction to move the needle sufficiently to unplug the injection hole, even with the inclusion of a supplementary spring. For the operational requirements associated with pulse detonation engines, the injector described by Nakamura et al. would neither enable sufficient flow nor operate at a sufficiently high frequency. Thus, the injector described by Nakamura does not have a one-to-one relationship between the prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Further, Boecking, U.S. Pat. No. 7,455,244 B2 issued Nov. 25, 2008, describes a piezoelectric fuel injector for injecting fuel into a combustion chamber of an internal combustion engine, wherein the injector includes a first and second booster piston, and the first booster piston is actuated using a piezoelectric stack to actuate the second booster piston which then moves a pin off seat to open the injection opening. The injector described by Boecking is directed to a need for a fuel injector of especially compact structure. Multiple springs within the injector body are used to generate closing forces. The system described by Boecking is a complex mechanism with minimal stroke displacement to move the pin sufficiently to support high volume fuel delivery. Due to the inclusion of spring-loaded elements, the described injector will suffer float at higher frequency operation. Additionally, Boecking's injector relies on the movement of a small needle valve, which will inhibit the ability to deliver flow at higher rates. Further, Boecking's injector does not have a one-to-one relationship between the prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Stoecklein, U.S. Pat. No. 7,406,951 issued Aug. 5, 2008, describes a piezoelectric fuel injector for injecting fuel into an internal combustion engine wherein the fuel injector has an injection valve member that is indirectly actuated by a piezoelectric actuator. Stoecklein suggests that the injection valve member is “directly” actuated by the piezoelectric stack, but the description confirms that hydraulic amplification is used between the actuator and the injection valve. Hence, as defined herein, the injector of Stoecklein is not directly actuated. Additionally, the valve member relies on a spring element to move into a closed position. Stoecklein's invention also attempts to solve the problem in prior piezoelectric fuel injectors whereby intermediate positions of the valve between fully open and fully closed are unstable and cannot be maintained. Stoecklein describes a solution involving multistage hydraulic boosting of the actuator stroke to achieve stable intermediate stop positions. To overcome system pressure and open the valve member, an initial force is applied by reducing the current supply to the piezoelectric actuator. The shrinking length causes a pressure decrease in a hydraulic coupling chamber and, in turn, the control chamber. After a critical pressure has been reached, the valve opens to an intermediate stroke position. In order to achieve a complete opening of the valve member, the boosting is changed once the piezoelectric actuator has traveled a certain amount of its stroke distance. However, Stoecklein's approach does not address issues of response lag nor adaptation to operate at high frequencies. Furthermore, although limited two-stage control is described, highly granular, essentially analog control is not supported by Stoecklein's injector system. As with the prior referenced designs, the injector includes springs which can cause valve float at higher operational frequencies. Stoecklein also confirms that a stroke of several hundred micrometers would be required to deliver desired flow rates, whereas the stroke available from reasonably sized stacks is on the order of 20 to 40 microns. Additionally, the injector of Stoecklein must rely on a two-stage boost to achieve sufficient opening. As in the other referenced designs, Stoecklein's injector also does not have a one-to-one relationship between prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Rauznitz et al., U.S. Pat. No. 7,140,353 B1 issued Nov. 28, 2006, describes a piezoelectric injector containing a nozzle valve element, a control volume, and an injection control valve for controlling fuel flow wherein a preload chamber is used to apply a preload force to the piezoelectric stack elements. Rauznitz et al. emphasizes the necessity of the hydraulic preload to adequately prestress the piezoelectric stack to ensure reliable operation. However, as described, the injector of Rauznitz et al. only operates in fully closed and fully open positions. Hence, even though the injector may improve firing for opening and closing to address flow profile, it fails to provide analog control of the valve position to deliver highly granular control of the flow profile throughout each combustion/injection cycle. Additionally, opening and closing of the valve requires amplification with actuation of multiple components. Thus, the injector of Rauznitz et al. fails to provide direct actuation of the valve control member, limiting application in high frequency injection scenarios, and, fails to provide highly granular control of the fuel flow profile, limiting use, for example, in pulse detonation engines. Finally, the injector is designed to accommodate only smaller injector needles and would not support large injector sizes to accommodate increased fuel flow. Thus, this Rauznitz et al. injector does not have a one-to-one relationship between the prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Rauznitz et al., U.S. Pat. No. 6,978,770 B2 issued Dec. 27, 2005, describes a piezoelectric fuel injection system and method of control wherein the fuel injector contains a piezoelectric element, a power source for activating the element to actuate the injector, and a controller for charging the piezoelectric element directed to control of the injection rate shape. The system disclosed by Rauznitz et al. delivers closed, intermediate and fully open control. These three positions are further supported by rapid opening and closing of a nozzle valve element to create an improved rate shape; however, precise control and analog positioning of the nozzle valve needle throughout its stroke length is not possible. Furthermore, the injector uses springs to bias the valve element into a closed position, which introduces complexity and will cause the injector to suffer float at higher frequency operation. Thus, this Rauznitz et al. injector does not have a one-to-one relationship between the prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Neretti et al., U.S. Pat. No. 6,834,812 B2 issued Dec. 28, 2004, describes a piezoelectric fuel injector directed to providing inward displacement of the valve to avoid external soilage. The valve is contained within an injection pipe and is moveable along its axis between a closed and an open position by expansion of the piezoelectric actuator. There are only two valve positions—fully open and fully closed—without the ability for analog or variable injection. A mechanical transmission is placed between the piezoelectric actuator and the valve in order to invert the displacement produced by expansion of the piezoelectric actuator and displace the valve in an inward direction. This mechanism adds complexity to the injector assembly. Thus, the injector of Neretti et al. does not have a one-to-one relationship between prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Boecking, U.S. Pat. No. 6,585,171 B1 issued Jul. 1, 2003, describes a fuel injector system comprising a fuel return, high pressure port, piezoelectric actuator stack, hydraulic amplifier, valve, nozzle needle, and injection orifice. The piezoelectric stack of the Boecking injector does not directly actuate the nozzle needle. Close examination reveals that the piezoelectric stack instead actuates a separate hydraulic amplifier to open the valve, which allows the nozzle needle to move off the injection orifice. The needle of the Boecking injector is not directly actuated by the piezoelectric stack. Furthermore, the Boecking injector is limited to operation in two discrete modes: on and off. Hence, Boecking's injector does not have a one-to-one relationship between prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Takahashi, U.S. Pat. No. 4,803,393 issued Feb. 7, 1989, describes a piezoelectric actuator for moving an object member wherein the actuator includes a piezoelectric element, an envelope having a bellows, and a pressure chamber where work oil is hermetically enclosed. The invention disclosed by Takahashi is directed to the need for an improved piezoelectric actuator that can prevent the breakdown of the piezoelectric element due to slanting attachments and defective sliding. This is achieved by an envelope between the piezoelectric element and the valve or object member, the envelope containing a resilient member and hermetically containing a fluid. The inclusion of the envelope and spring mechanisms in the injector of Takahashi introduces the problem of valve float at higher operational frequencies, along with indirect actuation limitations. Additionally, the piezoelectric actuator of Takahashi is not used to directly actuate the needle which controls flow but, instead, is used to move a separate upstream control valve which then allows flow to be delivered to the injector assembly. Hence, Takahashi's injector does not have a one-to-one relationship between prime actuating force and the flow control member without interposing elements and is therefore not directly actuated.
Consequently, there exists a need for a fuel injector having the rapid response afforded by direct actuation of an injector nozzle pin (flow control member) by a piezoelectric stack without interposing elements between the prime actuating force and the flow control member. There is also a need for such an injector able to provide dynamic, controlled variable flow throughout an entire combustion/injection cycle, avoiding limitations to flow rate resulting from simplistic on/off operation and selection of orifice size. There is a further need for a fuel injector able to accommodate higher frequency cycling and higher pressure operating conditions. There is also a need for a high frequency injector having minimal latency and response lag. There is an additional need for a high frequency injector able to accommodate relatively high flow rates. There is also a need for an injector that does not require boost or amplification of the actuator mechanism to meet operational requirements.
In view of the foregoing described needs, an aspect of the present invention includes a directly actuated piezoelectric fuel injection system having no interposing elements between the actuating mechanism, the piezoelectric stack, and the flow control member. This configuration significantly increases control which directly improves fuel economy and reduces emissions in a plurality of engine systems. The present invention comprises a directly actuated piezoelectric fuel injector apparatus that satisfies the above needs for a simplistic mechanism, rapid control response, minimal response lag, high frequency operation, the ability to accommodate high flow rates, high fuel supply and fuel injection pressures, and the capability to deliver variable control of flow throughout the combustion/injection cycle.
An embodiment of the present invention includes a directly actuated fuel injector apparatus comprising a piezoelectric driving stack and a flow nozzle assembly wherein a flow control member of the fuel injector apparatus is driven directly by the piezoelectric stack without interposing elements including additional amplification means while the flow area of the nozzle portion is variably adjustable to deliver controlled flow rates in a desired flow profile. The injector is adapted to support required flow rates with minimal linear movement of the flow control member portion of the nozzle away from a seating portion of the nozzle. Thus, the injector is able to accommodate the displacement limitations of piezoelectric actuating mechanisms.
Another embodiment of the fuel injector assembly according to the present invention comprises a cylindrical housing, a flow control member, a piezoelectric driving stack, and a flow nozzle portion wherein the flow control member is directly controlled by the piezoelectric stack without additional amplification means or interposing elements. The piezoelectric stack is controlled via drive electronics comprising a power amplifier, filters, and a processor providing custom design of a driving waveform; and a user interface providing user control of said waveform in real time. The current and voltage delivered to the stack which establishes the amount of expansion or contraction from a prestressed state is controlled by these drive electronics.
The flow control member and nozzle portion are configured to provide a variably adjustable flow area to deliver controlled flow rates in a desired flow profile despite miniscule movement of the flow control member by the piezoelectric stack. The injector is uniquely adapted to support required flow rates with minimal linear movement of the flow control member away from a sealing seat of the nozzle. The actuating piezoelectric stack is placed in a pre-stressed state to ensure the piezoelectric stack is continually in compression during operation. In one aspect, the pre-stress is delivered by screwing the housing end cap down on top of the stack, thereby applying an initial downward force on the top of the piezoelectric stack. The initial downward force can be adjusted by tightening or loosening the end cap. The flow control member is unseated by a reduction in the piezoelectric stack driving force which, in combination with the contraction of the piezoelectric stack, allows the existing fuel pressure to assist to move the flow control member away from the seat of the nozzle, thus allowing fuel to flow into the combustion chamber at a prescribed rate as determined by fuel type, pressures and available flow area.
These and other features, aspects and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:
A first objective of the present invention is to provide a fuel injector capable of providing much greater control over fuel flow rate throughout the combustion cycle, thereby significantly improving fuel efficiency and substantially reducing the emission of harmful air pollutants.
Another objective of the present invention is to provide rapid fuel injector response to support high frequency operation along with highly granular control of fuel flow rate during each injection cycle.
Another objective of the present invention is to provide a fuel injector having the ability to operate at extremely high frequencies to support improved performance in advanced and emerging engine designs.
Another objective of the present invention is to provide a fuel injector with the ability to vary the fuel delivery profile for each injection/combustion cycle, which further enhances desirability for inclusion in more sophisticated combustion configurations, particularly those operating at higher frequencies.
Another objective of the present invention is to provide a fuel injector having minimal control signal response lag further supporting use and operation at higher frequencies.
Another objective of the present invention is to create a fuel injection device that is operated electronically rather than mechanically, eliminating the need for the plethora of mechanical components found in current engine configurations such as rotary valves, rocker arms, poppet valves, push rods, valve springs, cam shafts, oil pumps, and other ancillary equipment necessary to support mechanically-driven engine valve assemblies.
Another objective of the present invention is to provide an operable fuel injector using minimal linear movement of the actuating mechanism.
Another objective of the present invention is to provide an injector with a minimal number of moving parts to increase operational longevity.
Another objective of the present invention is to provide an injector where the actuator displacement is sized to avoid the inclusion of a sliding seal, thereby supporting the use of an elastomeric seal which wobbles rather than slides within the chamber of the injector.
Another objective of the present invention is to provide an injector wherein the back pressure on the nozzle and flow control member of the injector can be adjusted via changes to a downstream flow orifice.
Another objective of the present invention is to provide an injector wherein the flow control member and nozzle shapes may be readily adjusted to deliver different flow profiles while still using the equivalent piezoelectric actuating mechanism.
The following description is merely exemplary in nature and is in no way intended to limit the invention, its application, or its uses. As illustrated in
The housing 20 includes a body 21 with a fuel inlet nozzle 22 penetrated by a fuel flow passage 23 for receiving pressured fuel from an external fuel source (not shown). The injector housing 20 includes a bottom 24, and a top 26 for attachment of the end cap 50 to the housing 20. As shown in
As further illustrated in
Now, in even greater detail,
As illustrated in
With reference to
To reach an open state, as shown in
The expansion or contraction of the piezoelectric stack 70 can be controlled with sufficient granularity to allow very precise control over the movement of the flow control member 40, resulting in very precise control over the fuel flow rate. The stack 70 may be expanded or contracted multiple times during any cycle, by arbitrary magnitudes each time, thus allowing arbitrary fuel flow profiles in each cycle to be realized. Coupled with the novel geometric configuration of the injector 10 based upon the first radius of curvature C1 of the nose 48 of the valve member 40 and the second radius of curvature C2 of the inner nozzle surface 34, even more precise control of flow rate is afforded.
In operation, the present embodiment of the fuel injector assembly 10 creates a dynamic flow area which allows very precise variable control of fuel flow from the injector 10 into a combustion chamber. Precise control is afforded by direct actuation of the flow control member 40 which allows controlled variability of an annular flow area 37 to provide variable fuel delivery profiles to optimize engine performance for efficiency, distance, power, velocity, emission control, or any combination of multiple performance objectives. Integration of the fuel injector assembly 10 with other sensors, control circuitry, and operational intelligence will deliver substantially enhanced engine and vehicle control, shifting methods used for engine component actuation from primarily mechanical actuation to primarily electronic actuation means.
As previously described and illustrated in
Now, the rationale for the design and operation of the fuel injector assembly 10 is described. First, to accommodate significantly reduced displacement of the flow control member 40 from the seat 38 caused by the use of a piezoelectric stack 70 as a direct actuator of the flow control member 40, a different flow control conformation is used. Generally, the flow control member of a fuel injector, commonly known as a “pin” or “needle,” has approximately the same diameter as the orifice through which fuel is jetted into the combustion chamber of an engine. The pin in a conventional injector is simply used to shut flow on and off, and hence, the orifice serves as the primary means of flow control. Consequently, there is an inability to adjust flow without changing the size of the orifice.
Following conventional injector design approaches, the pin (flow control member) would be sized to close off an orifice having a diameter of approximately 1 mm. In contrast, in the present embodiment of the invention, the flow control member 40 has a diameter of approximately 15 mm. One skilled in the art would recognize that the diameter of the flow control member 40 may be adapted to various flow requirements, and could be scaled up or down as desired.
Thus, the injector 10 of the present embodiment of the invention takes a contrary approach to conventional configurations by incorporating a significant modification to the physical size and relationship between the flow control member 40 and the displacement of the flow control member 40 made available by the piezoelectric stack 70. The stroke or displacement of the piezoelectric actuator stack 70 is typically on the order of tens of microns. Hence, to accommodate the desired flow rate, the injector 10 is sized to accommodate a much larger flow control member 40 to provide a significantly greater annular flow area 37 around the nose 48 of the flow control member 40. The available flow area is driven by the annular area 37 presented as the nose 48 of the flow control member 40 is moved away from the sealing seat 38 by the stack 70. In the present embodiment, the available flow area is determined by the smallest annular cross-section presented by the geometric difference between the nose 48 having a first radius of curvature C1 and the inner nozzle surface 34 having a second radius of curvature C2. As the stack 70 contracts to move the nose 48 of the flow control member 40 in an upward direction, the available flow area increases as a function of the geometric relationship between the nose 48 and the inner nozzle surface 34. Hence, the available flow area as a function of available stroke of the stack 70 may be adjusted by changing the shape of the nose 48, the shape of the inner nozzle surface 34, or both.
For conventional injectors having an essentially equivalent needle diameter slightly greater than 1 mm and effective orifice diameter of 1 mm, where the exposed orifice area is considered independent of the stroke length, the calculated flow area of a 1 mm diameter orifice is 0.125 sq. mm. Based upon desired flow rates, pressures and an initially selected fuel of JP-10, this flow area alone is insufficient to achieve the desired flow rates associated with the operation of a preferred pulse detonation engine. Hence, in a conventional injector, the small flow control member, i.e., the “pin” or “needle,” is a “bottleneck”.
When considering various size constraints and operating parameters, the height of the piezoelectric stack 70 determines the available stroke displacement S. By expanding the diameter of the flow control member 40 significantly, a desired effective flow rate can be maintained despite miniscule stroke displacement S of the stack 70.
As an example, to accommodate desired fuel flow rates for a pulse detonation engine operating on JP-10 fuel, a first embodiment of the fuel injector 10 according to the invention uses a flow control member 40 having a diameter of 15 mm. A diameter of 15 mm accommodates and reliably supports the square cross section of the actuating stack 70 having side dimensions of 10 mm×10 mm (approximately 14 mm across diagonally) with stroke S between 10 and 40 microns. This correlation between the size of the stack 70 and the diameter of the flow control member 40 is selected as a desirable design point that delivers appropriate performance in a suitable package size for inclusion in various engine applications.
As illustrated in
In the present embodiment, the injector 10 is shown as including a smaller 1 mm diameter outlet nozzle 36 in conjunction with a larger diameter flow control member 40 and nose 48. The flow control member 40 and nose 48 geometrically interact with the sealing seat 38 and the inner nozzle surface 34. Alternative embodiments of the present invention do not include the outlet nozzle 36 and flow would be controlled by the geometric interaction between the nose 48 and sealing seat 38. Other embodiments would include differently shaped inner nozzle surfaces 34 which would likewise adjust flow rate and pattern. However, in various aspects, the outlet nozzle 36 can be sized to limit flow, configured to provide a specific spray pattern or droplet size, or provide a means for attachment of the injector 10 to an engine combustion chamber. Further, in other embodiments, the outlet nozzle 36 can be modular and removable from the injector 10. Still further, the outlet nozzle 36 in a removable, modular form, could be used to serve as an additional means for adjustably or fixedly prestressing the piezoelectric stack 70 in an equivalent manner to the end cap 50, wherein an adjustable desired prestress load is delivered to the piezoelectric stack 70 via rotation of a modular outlet nozzle 36 to compress the stack 70 via the flow member 40. Additionally, although tested with a 50 bar supply line connected to the fuel inlet nozzle 22, the injector assembly 10 can be adjusted to accommodate different pressure supplies. The present embodiment of the invention accommodates piezoelectric stacks 70 having side dimensions of 10×10 mm with a stack height of 20 to 40 mm. The injector assembly 10 can be scaled up or down to accommodate differing stack sizes and flow requirements.
The end cap 50 is screwed onto the top of the housing 20 using the upper top threads 26 to seal the injector 10 and apply a prestress compression to the stack 70. Other means for adjusting the desired prestress load would be suitable including such approaches as finer threads, geared micrometers, geared stepper motors, and other such devices that could precisely control the placement of an adjustable or fixed desired prestress load on the stack 70. The injector 10 is configured to operate at high combustion operating temperatures and high pressure, as well as with volatile fuel and corrosive chemicals. In the president embodiment, stainless steel was chosen as the preferred material for mechanical and chemical robustness along with ease and practicability of machining. Other materials, including ceramic, would be suitable and adaptable for particular uses.
Referring to
In use and operation, compressive prestress forces are placed on the stack 70 to ensure the piezoelectric crystal layers are never placed in tension, where the ceramic piezoelectric material is weaker and the bonds between layers are weaker. In most circumstances, prestress is applied to a piezoelectric stack prior to insertion in a system; however, in this case, the prestress is applied after insertion of the stack 70 in the housing 20. By applying a desired prestress load after the stack 70 is within the housing 20 of the injector 10, differing means may be used to adjust the load on the stack 70 during operation to provide real-time calibration during differing operating scenarios.
Initial desired prestress load is applied to the stack 70 via a screw end cap 50 attached via top threads 26 of the injector housing 20. The end cap 50 can be tightened or loosened to vary the prestress on the stack 70. The ability to adjust and vary the prestress load ensures that there is sufficient downward force on the flow control member 40 to resist opposing opening forces caused by high pressures associated with the combustion cycle and associated fuel supply pressure. In the present embodiment, it was determined that the downward force on the stack 70 required to keep the flow control member 40 closed at 50 bar (6 MPa) is well within the operable stress range of the piezoelectric materials used in the stack 70. Since the stack 70 is initially prestressed and in compression with downward force placed on the flow control member 40 to keep it seated with fuel flow shut off, to operate the injector 10 and lift the flow control member 40 off the sealing seat 38, the stack 70 is powered to contract further, rather than expand. This powering method ensures that the stack 70 is never placed in tension, which would likely damage the stack 70 early in its operational life cycle.
In the present embodiment, the injector 10 accommodates multiple variables associated with control of fuel delivery. As illustrated in
For liquid discharge flow through an orifice, the flow rate, q, is given by:
q=CA√{square root over (2g144Δp/ρ)}
where q is the volumetric flow rate in ft3/s, C is the dimensionless discharge coefficient (approximately 1, depending on the orifice-to-pipe diameter ratio and the Reynolds number (Re), A is the flow area in ft2, g is a units conversion factor (=32.17 lbm-ft/lbf-s2), Δp is the driving overpressure in psi, and ρ is density in lbm/ft3. Other related units conversion factors are: for density, 1 g/cc=1 kg/m3=62.4 lbm/ft3; for pressure, 1 bar=14.50 psi; for viscosity, 1 mPa-s=10-3 g/s-mm=0.000672 lbm/ft-s; and for mass, 1 lbm=453.515 g.
The extrapolated density of JP-10 fuel at 420° K is 0.85 kg/m3 (53 lbm/ft3). Cd=0.98 for Re˜5×104 which is 0.2% below the asymptotic value of 0.982 for fully turbulent flow. The viscosity extrapolates to 0.68 mPa-s.
With reference to
The disclosed fuel injector 10 will provide opportunities for substantial improvement in many types of combustion engine designs, significantly improving fuel efficiency and reducing emissions. The size of the injector 10 can be scaled down and up to accommodate varied injection requirements. Standard diesel and jet engines stand to benefit greatly from the superior capabilities of this fuel injector technology due to an ability to deliver analog control of flow. In addition, pulse detonation engines, having unique and rigorous operational requirements which heretofore have been previously unmet, now have a greater opportunity to become a legitimate and viable engine modality through the use of the present invention.
Further, the piezoelectric fuel injector 10 of the present invention will serve as foundational and pioneering technology to support substantial redesign of today's combustion engine technologies. An important outcome associated with the use of this electronically-controlled, direct actuation piezoelectric injector configuration is the opportunity to eliminate a plethora of existing engine components including rocker arms, push rods, valve springs, cam shafts, timing belts, and associated equipment. These components would be supplanted by one or more versions of the described piezoelectrically-driven injector assembly 10.
Although the present invention has been described in considerable detail with reference to certain preferred versions thereof, other versions are possible. For example, several versions can be delivered where the inner nozzle surface 34 and the outlet nozzle 36 are removed in their entirety with flow controlled by the annular gap between the nose 48 of the flow control member 40 and the sealing seat 38. Additionally, versions can include multiple stacks which allow further adjustment of the power and displacement of the stack 70 where multiple stacks in parallel increase overall power or force and multiple stacks in series increase overall displacement. Multiple stacks or larger stacks are easily accommodated by increasing either the length or the diameter of the injector housing 20. In addition, versions are possible wherein a second adjustment stack is interposed between the end cap 50 and a first driving stack 70 to provide real-time adjustment of prestress on the driving stack 70. Multiple stacks 70 in parallel relation can be used to adjust alignment of the flow control member 40 within the cylindrical chamber 30 of the housing 20. Additionally, multiple stacks can be used to skew and vibrate the flow control member 40 as a means of mechanically cleaning any scale or deposits which might accumulate during operation and impact the flow profile. Still further, an injector 10 according to the invention hereof can include an operational approach wherein the piezoelectric stack 70 or an ancillary piezoelectric stack is driven at frequencies which would resonate and cause scale and other deposits to be cleaned from the inner cylindrical chamber 30, the inner wall 32, the inner nozzle surface 34, the outlet nozzle 36, and the sealing seat 38. In light of the plurality of versions of the invention described above, the spirit and scope of the appended claims should not be limited to the description of the preferred versions contained herein.
The reader's attention is directed to all papers and documents which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All the features disclosed in this specification, including any accompanying claims, abstract, and drawings, may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
Any element in a claim that does not explicitly state “means for” performing a specified function, or “steps for” performing a specific functions, is not to be interpreted as a “means” or “step” clause as specified in 35 U.S.C. Sec. 112, par. 6. In particular, the use of “step of” in the claims herein is not intended to invoke the provisions of 35 U.S.C. Sec. 112, par. 6.
The present invention is applicable to all internal combustion engines using a fuel injection system. This invention is particularly applicable to diesel engines which require accurate fuel injection control by a simple control device to minimize emissions. It is further applicable to advanced engine designs, including gas turbines and pulse detonation engines, where accurate, high frequency control with delivery of fuel at high rates and with a specific profile during each cycle is necessary. In its versions, embodiments, and aspects, the invention is still further applicable to gasoline or ethanol powered combustion engines where it is desirable to replace many moving parts in favor of a simple, electronically-control fuel injection system capable of reducing emissions while improving overall performance. Such internal combustion engines which incorporate a fuel injector in accordance with the present invention can be widely used in all industrial fields, commercial, noncommercial and military applications, including trucks, passenger cars, industrial equipment, stationary power plants, airborne vehicles, rockets, jets, missiles, and others.
This invention was made with government support under U.S. Navy Contract Number N00014-08-C-0546 awarded by the Office of Naval Research. The government has certain rights in the invention.
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