Patent Application
20120125294
Gasoline fuel injectors for an internal combustion engine are generally mounted in the intake manifold or intake port of the engine. The fuel injector injects gasoline into the intake where the gasoline is mixed with air. The resulting mixture is then delivered to one or more combustion chambers of the engine. Gasoline engines may be converted to operate using compressed natural gas (CNG). The intake manifold or intake port of the engine are often removed during this conversion to facilitate placement of a CNG fuel injector. Removal of the intake manifold or intake port increases the time required to complete the conversion, as well as the cost of the conversion.
The present application discloses a connector device for converting an engine to operate using an alternative fuel, an engine configured to operate using an alternative fuel, and a method of converting an engine to operate using an alternative fuel. The connector device of the present application reduces the time and cost required to convert an engine to operate using an alternative fuel.
In one exemplary embodiment, the connector device comprises an outlet portion, a first injector portion, and a second injector portion. The outlet portion is configured to mate with a fuel injector opening in an internal combustion engine. The outlet portion comprises an outlet channel that is in fluid communication with a combustion chamber of the engine when the connector device is installed in the fuel injector opening. The first injector portion comprises a first injector opening in fluid communication with a first injector channel. The first injector opening is configured to receive a discharge portion of a first fuel injector and the first injector channel is in fluid communication with the outlet channel. The second injector portion comprises a second injector opening in fluid communication with a second injector channel. The second injector opening is configured to receive a discharge portion of a second fuel injector configured to emit a second fuel into the second injector channel. The second injector channel is in fluid communication with the outlet channel. The second injector channel is curved to provide a laminar flow of the second fuel through the second injector channel and into the combustion chamber of the engine when the connector device is installed in the fuel injector opening.
One exemplary method of converting an internal combustion engine to operate using an alternative fuel includes removing a first fuel injector from a fuel injector opening of an internal combustion engine. A connector device of the present application is then installed in the fuel injector opening. The first fuel injector is installed in the first injector opening of the connector device. A second fuel injector is installed in the second injector opening of the connector device.
In the following embodiments, the connector device of the present application is described in reference to the conversion of a gasoline engine to operate using an alternative fuel. However, it should be understood, that the connector device of the present application may be used to convert various engines types configured to operate using various types of fuel. For example, the connector device of the present application may be used to convert engines configured to operate using gasoline, diesel, propane, ethanol, or the like.
In the following embodiments, the connector device of the present application may be described as converting a gasoline engine to operate using compressed natural gas (CNG). However, it should be understood, that the connector device of the present application may be used to convert any type of engine to operate using various types of alternative fuel. For example, the connector device of the present application may be used to convert any type of engine to operate using CNG, Liquid Natural Gas (LNG), Liquid Petroleum Gas (LPG), Hydrogen, Hythane, Butane, or other gaseous fuels and mixtures thereof.
Furthermore, it should be understood that the connector device of the present application may be used to convert a single-point or multi-point fuel injection engine. For example, in one embodiment, eight connector devices are coupled to each fuel injector opening or port of an eight cylinder engine to convert the engine to operate using an alternative fuel.
The outlet portion 210 of the connector device 200 is configured to mate with the opening 122 in the intake 106 of the engine. For example, as illustrated in
The outlet portion 210 of the connector device 200 also comprises an outlet channel 220 formed within the body of device. The outlet channel 220 provides a conduit for the fuel from a first fuel injector 230 and a second fuel injector 202 to exit the outlet of the connector device 200 and enter the intake 106 of the engine, which is in fluid communication with at least one combustion chamber of the engine.
The first injector portion 212 of the connector device 200 comprises a first injector opening and a first injector channel 224 formed within the body of the device. The first injector opening is shaped and configured to receive the first fuel injector 230. As shown, the first fuel injector 230 is installed in the first injector opening and connected to a first fuel source 232. The first injector portion 212 is generally configured to receive a gasoline fuel injector connected to a gasoline fuel source, such as the gasoline fuel injector 100 and the gasoline fuel source 102 illustrated in
The first injector opening and/or the first injector channel 224 of the first injector portion 212 are configured to form a seal with the first fuel injector 230. For example, as illustrated in
The first injector channel 224 of the first injector portion 212 is in fluid communication with the outlet channel 220 of the outlet portion 210 of the connector device 200. The first injector portion 212 may be configured such that the first fuel injector 230 can be selectively positioned relative to the outlet portion 210 of the connector device 200.
The second injector portion 214 of the connector device 200 comprises a second injector opening and a second injector channel 222 formed within the body of the device. The second injector opening is shaped and configured to receive the second fuel injector 202. As shown, the second fuel injector 202 is installed in the second injector opening and connected to a second fuel source 204. The second injector portion 214 is generally configured to receive a CNG fuel injector connected to a CNG fuel source, such as a CNG fuel rail or a CNG fuel line. However, the second injector portion 214 may be configured to receive any fuel injector, including a gasoline fuel injector (e.g., the gasoline fuel injector 100 illustrated in
The second injector portion 214 and second injector channel 222 may be shaped and configured in a variety of ways. For example, a longitudinal axis of the second injector portion 214 and/or the second injector channel 222 may be substantially parallel, substantially perpendicular, or angled relative to a longitudinal axis of the first injector portion 212.
The second injector channel 222 may include one or more smooth or gentle curves. As illustrated in
The second injector opening and/or second injector channel 222 of the second injector portion 214 are configured to form a seal with the second fuel injector 202. For example, as illustrated in
The second injector channel 222 of the second injector portion 214 is in fluid communication with the outlet channel 220 of the outlet portion 210 of the connector device 200. As shown, the connector device 200 is configured such that the second injector channel 222 intersects the outlet channel 220 at a location below the end of a body portion 254 of the first fuel injector 230 to prohibit blockage of the second injector channel. Fuel 208 travels from the second fuel injector 202, through the second injector channel 222, through the outlet channel 220, and exits the outlet of the outlet portion 210 into the intake 106. The intake 106 is in fluid communication with at least one combustion chamber of the engine.
The second injector portion 214 may be configured such that the second fuel injector 202 can be selectively positioned relative to the outlet portion 210 of the connector device 200. Positioning the discharge portion 270 of the second fuel injector 202 in close proximity to the outlet of the connector device 200 results in a sufficient charge of fuel being delivered to the combustion chamber.
As illustrated in
As illustrated in
As illustrated in
As illustrated in FIGS. 3 and 5A-5B, when the connector device 300 is installed in the opening 122 in the intake 106, the longitudinal axis 370 of the outlet 360 and the outlet channel 320 is substantially parallel to and aligned with the longitudinal axis 370 of the opening in the intake. Furthermore, the longitudinal axis 370 of a gasoline fuel injector 500 and 550 (
As illustrated in
As illustrated in
The first injector portion 312 may be configured to receive the first fuel injector. For example, the first injector opening 364 and a first portion 324A of shaped and configured to mate with a circular face of the recess 150 of the opening 122. However, it should be understood that the connector devices of the present application may also be installed in a fuel injector opening having no recess or counterbore. For example, in such embodiments, a bottom surface 380 of the connector device 300 may act as a stop to facilitate installation of the connector device in the fuel injector opening without a recessed or counterbored portion.
As illustrated in
As stated above, the bottom surface 380 of the first injector portion 312 may act as a stop to facilitate insertion of the connector device 300 into a fuel injector opening in the intake manifold or intake port of an engine. For example, the outlet portion 310 of the connector device 300 may be inserted into the fuel injector opening a distance OH (
The outlet portion 310 of the connector device 300 comprises an outlet 360 and an outlet channel 320 formed within the body of device. The outlet channel 320 provides a conduit for the fuel from the first and second fuel injectors to exit the outlet 360 of the connector device 300 and enter the intake manifold or intake port of the engine. As illustrated in
As illustrated in
The second injector portion 314 of the connector device 300 comprises a second injector opening 362 and a second injector channel 322 formed within the body of the device. As illustrated in
The connector device 300 is configured to facilitate installation of the second fuel injector for injecting a second fuel into the engine. For example, the second injector portion 314 of the connector device 300 extends upward and away from the first injector portion 312 and the first fuel injector. In this configuration, the second injector opening 362 of the second injector portion 314 is accessible for installation of the second fuel injector. As illustrated in
The second injector portion 314 also extends away from the first injector portion 312. As illustrated in
The second injector opening 362 and the first portion 322A of the second injector channel 322 are shaped and configured to receive the second fuel injector. As illustrated in
The second injector opening 362 and/or the circular face formed by the first counterbore 352 or the second counterbore 354 act as a stop to position the second fuel injector within the second injector channel 322 of the connector device 300. For example, as illustrated in
As illustrated in
The fuel from the second fuel injector is emitted into the second portion 322B of the second injector channel 322. The second portion 322B of the second injector channel 322 is in fluid communication with the outlet channel 320 of the outlet portion 310. Further, as discussed above, the connector device 300 is configured such that the intersection of the second injector channel 322 and the outlet channel 320 is located relative to the first fuel injector such that the second injector channel is not blocked as to prohibit fuel from the second fuel injector from entering the outlet channel.
The second portion 322B of the second injector channel 322 is configured to provide a laminar or non-turbulent flow of fuel from the second fuel injector to the outlet channel 320 of the connector device 300. For example, as illustrated in FIGS. 3 and 5A-5B, the curved second portion 322B of the second injector channel 322 is configured such that the flow of fuel from the second injector (e.g., the CNG emitted from the CNG fuel injector 502) through the second portion 322B has a Reynolds Number less than 10,000. As such, the flow of fuel is considered to be of a laminar or non-turbulent type. In one embodiment, the flow of CNG emitted from the CNG fuel injector 502 through the curved second portion 322B has a Reynolds Number between about 1900 and 7000. In another embodiment, the flow of CNG emitted from the CNG injector 502 through the curved second portion 322B has a Reynolds Number greater than 2100 but less than 10,000.
Using the standard Reynolds Number Formula, a straight tube having the same or similar interior diameter as the curved second portion 322B will produce a flow of fuel having a Reynolds Number greater than 2,500, or about 2,573. However, the threshold for laminar or non-turbulent flow of a straight tube with the same or similar interior diameter as the curved second portion 322B is a Reynolds Number less than 2100. As such, a straight tube having the same or similar interior diameter as the curved second portion 322B will not produce laminar flow and instead create turbulence. However, the curve in the second portion 322B increases the threshold for laminar flow due to the Dean Effect. The curve in the second portion 322B increases the threshold for laminar flow to a Reynolds Number greater than 2100 but less than 10,000. Therefore, the curve in the second portion 322B causes laminar flow to be provided.
The laminar flow of fuel provided by the second portion 322B of the second injector channel 322 is important for proper functioning of the engine. In this regard, the laminar flow of fuel results in a more consistent fuel charge delivered to the intake manifold or intake port of the engine. As such, accurate metering of the fuel charge from the second fuel injector is possible in a short amount of time, e.g., approximately 6 milliseconds or the firing time of the second fuel injector.
Alternatively, abrupt angles, sharp turns, and/or rough surfaces in the flow channel leading from the second injector may result in a more turbulent flow of fuel. As illustrated in FIGS. 3 and 5A-5B, no portion of the second injector channel 322 causes the flow of the second fuel from the second injector, such as the CNG emitted from the CNG injector 502, to abruptly change direction. The second injector channel 322 is free of abrupt angles and sharp turns, such as, for example, a 90 degree bend in the channel, that would force the fuel from the second injector to abruptly change direction. Further, as illustrated in FIGS. 3 and 5A-5B, no portion of the second injector channel 322 at least partially blocks the outlet of the second fuel injector or forces the fuel emitted from the second fuel injector to abruptly change direction. Still further, the surface of the second injector channel 322 is smooth and does not comprise a rough surface that would result in a more turbulent flow of fuel.
A turbulent flow of fuel results in a less consistent fuel charge delivered to the combustion chamber of the engine. An inconsistent fuel charge changes the Stoichiometric mixture of air and fuel and causes the engine to run lean and/or rich. If the engine runs lean and/or rich, emission level requirements at the tailpipe may not be met and/or may cause engine failure. As such, the smooth, laminar flow of fuel provided by the curved second portion 322B of the second injector channel 322 permits the connector device 300 to meet emission level requirements, such as those outlined in U.S. Environmental Protection Agency standard 40 CFR 86.1801-01 through 40 CFR 86.1815-02.
As illustrated in FIGS. 3 and 5A-5B, the second portion 322B of the second injector channel 322 has a smooth surface and a gentle curve resulting in a laminar flow of fuel from the second fuel injector, such as the CNG from the CNG injector 502, to the outlet channel 320 of the connector device 300. As illustrated in
The connector device of the present application facilitates the conversion of a gasoline engine to operate using CNG. The connector device may be described as a “plug and play” system. In other words, the connector device permits the gasoline engine to be converted to operate using CNG without removal of the intake manifold or intake port to install the CNG fuel injector. Thus, the time required to complete the conversion, as well as the cost of the conversion, is reduced by use of the connector device.
One exemplary method of installing a connector device of the present application is described below. The exemplary method is described with reference to connector device 300; however, the method may be applicable to any connector device of the present application. A method of installing connector device 300 includes removing a gasoline fuel injector (e.g., the gasoline fuel injector 100 illustrated in
The gasoline fuel injector is inserted into the first injector opening 364 of the first injector portion 312. The gasoline fuel injector is selectively positioned within the first injector channel 324. As described above, the first injector opening 364 and/or the counterbore 350 may be used to facilitate positioning of the gasoline fuel injector within the first injector channel 324. The fuel source and/or electrical connection for the gasoline fuel injector may or may not be disconnected from the fuel injector to permit removal of the fuel injector from the intake manifold or intake port and/or installation of the fuel injector in the connector device 300.
A CNG fuel injector is inserted into the second injector opening 362 of the second injector portion 314. The CNG fuel injector is selectively positioned within the second injector channel 322. As described above, the second injector opening 362, the first counterbore 352, and/or the second counterbore 354 may be used to facilitate positioning of the CNG fuel injector within the second injector channel 322. The fuel source and electrical components may be connected to the CNG fuel injector. The steps above may be repeated for each fuel injector opening of the internal combustion engine to convert the engine to operate using CNG.
It should be understood that the method described above may be used to convert any type of engine to operate using various types of alternative fuel. For example, the method may be used to convert engines configured to operate using gasoline, diesel, propane, ethanol, or the like to operate using CNG, Liquid Natural Gas (LNG), Liquid Petroleum Gas (LPG), Hydrogen, Hythane, Butane, or other gaseous fuels and mixtures thereof. Further, it should be understood that the fuel injectors used may be inserted to either or both of the injector openings. For example, a conventional fuel injector (e.g., gasoline) may be inserted into the second injector opening 362 and an alternative fuel injector (e.g., the CNG injector) may be inserted into the first injector opening 364.
As described herein, when one or more components are described as being connected, joined, affixed, coupled, attached, or otherwise interconnected, such interconnection may be direct as between the components or may be in direct such as through the use of one or more intermediary components. Also as described herein, reference to a “member,” “component,” or “portion” shall not be limited to a single structural member, component, or element but can include an assembly of components, members or elements.
While the present invention, has been illustrated by the description of embodiments thereof, and while the embodiments have been described in considerable detail, it is not the intention of the applicants to restrict or in any way limit the scope of the invention to such details. Additional advantages and modifications will readily appear to those skilled in the art. For example, where components are releasably or removably connected or attached together, any type of releasable connection may be suitable including for example, locking connections, fastened connections, tongue and groove connections, etc. Still further, component geometries, shapes, and dimensions can be modified without changing the overall role or function of the components. The connector device of the present application may be configured with more or less injector portions. For example, the connector device of the present application may include a third injector portion shaped and configured to receive a third fuel injector. Therefore, the inventive concept, in its broader aspects, is not limited to the specific details, the representative apparatus, and illustrative examples shown and described. Accordingly, departures may be made from such details without departing from the spirit or scope of the applicant's general inventive concept.
While various inventive aspects, concepts and features of the inventions may be described and illustrated herein as embodied in combination in the exemplary embodiments, these various aspects, concepts and features may be used in many alternative embodiments, either individually or in various combinations and sub-combinations thereof. Unless expressly excluded herein all such combinations and sub-combinations are intended to be within the scope of the present inventions. Still further, while various alternative embodiments as to the various aspects, concepts and features of the inventions—such as alternative materials, structures, configurations, methods, devices and components, alternatives as to form, fit and function, and so on—may be described herein, such descriptions are not intended to be a complete or exhaustive list of available alternative embodiments, whether presently known or later developed. Those skilled in the art may readily adopt one or more of the inventive aspects, concepts or features into additional embodiments and uses within the scope of the present inventions even if such embodiments are not expressly disclosed herein. Additionally, even though some features, concepts or aspects of the inventions may be described herein as being a preferred arrangement or method, such description is not intended to suggest that such feature is required or necessary unless expressly so stated. Still further, exemplary or representative values and ranges may be included to assist in understanding the present disclosure, however, such values and ranges are not to be construed in a limiting sense and are intended to be critical values or ranges only if so expressly stated. Moreover, while various aspects, features and concepts may be expressly identified herein as being inventive or forming part of an invention, such identification is not intended to be exclusive, but rather there may be inventive aspects, concepts and features that are fully described herein without being expressly identified as such or as part of a specific invention, the inventions instead being set forth in the appended claims. Descriptions of exemplary methods or processes are not limited to inclusion of all steps as being required in all cases, nor is the order that the steps are presented to be construed as required or necessary unless expressly so stated.
This application is a U.S. Non-Provisional Patent Application which claims priority to U.S. Provisional Patent Application No. 61/416,879, filed on Nov. 24, 2010 and titled “Fuel Injector Connector Device and Method,” and U.S. Provisional Patent Application No. 61/476,982, filed on Apr. 19, 2011 and titled “Fuel Injector Connector Device and Method,” both of which are hereby incorporated by reference in their entirety.
| Number | Date | Country | |
|---|---|---|---|
| 61416879 | Nov 2010 | US | |
| 61476982 | Apr 2011 | US |
