Patent Application
20140027543
The present invention relates to internal combustion engine fuel injection systems, and more particularly to the mounting of fuel injectors.
Direct injection is a common type of fuel injection system in which fuel is injected directly into the combustion chambers of an internal combustion engine cylinder by fuel injectors. The fuel injectors are connected to a fuel supply by a fuel rail, typically a tubular member The fuel injectors typically are mounted in fuel injector sockets in the fuel rail. Fuel rails in direct injection fuel systems are commonly mounted on the engine's cylinder head or engine block, with the fuel injectors also mounted on or resting on or in direct contact with the cylinder head or engine block.
A typical fuel injector has a nozzle which extends through the cylinder head for fluid communication with a combustion chamber. A seal is mounted on the nozzle and seals the nozzle against the cylinder head to block combustion gases. The seal moves with the nozzle in the event of movement between the nozzle and the cylinder head bore in which the nozzle is positioned. Such movement may be caused by vibrations of the fuel injector as will be described.
Direct injection fuel rails experience significantly higher fuel pressures than other types of fuel injection systems. High-pressure fuel pumps used in these systems commonly create pressure pulsations that can cause the fuel rail and the fuel injectors to pulsate or vibrate. This can cause wear and create undesirable noise, especially noticeable at idle speeds. Vibration also has been known to cause premature wearing of the injector seals between the injector nozzles and the cylinder head.
Forces originating from the structure of a fuel injector can also cause undesirable noise and wear. Energizing of the magnetic solenoid valve in the injector and the impact of the pin seating at injector closing can create a hammering effect which can cause component wear. Fuel injector noise can also be transmitted to the cylinder, and from there to other engine components such as the oil pan, front cover, cam cover, and intake manifold.
Attempts to alleviate noise and wear problems have included designs for suspending fuel injectors from the fuel rail, but such attempts have been complicated and not flexible enough to be used with various injector designs. A simple and flexible design for suspending a fuel injector from a fuel rail is needed which can support relatively high fuel pressure and combustion pressure loads.
The present invention is a fuel injector assembly comprising a fuel rail cap and a fuel rail received within the fuel rail cap. A clip extends through the fuel rail cap and engages the fuel rail to secure the fuel rail within the fuel rail cap. Preferably, the clip has a “C” shape and the fuel rail cap includes slots circumferentially spaced generally 180 degrees from each other so that the legs of the clip extend through the slots. The fuel rail cap may include a groove joining the slots to secure an intermediate portion of the clip. The clip may engage a flange on the injector body or on an adapter secured to the injector body.
a is an exploded cross-sectional view of a portion of the fuel rail mounting assembly of
Referring to
In
The fuel rail 22 includes a fuel passageway 23 in communication with an injector fuel passageway 33. The injector nozzle 32 extends into the bore 26 in the cylinder head 24 to provide fluid communication with a combustion chamber 36 in the engine block 38. An annular seal 34 fits snuggly around the nozzle 32 and sealingly engages the bore 26 to seal the combustion chamber 36. The seal 34 may experience limited axial sliding relative to the bore 26.
The fuel rail 22 is welded to an arm 51 of a fuel rail bracket 50 which supports the fuel rail assembly. Stainless steel is a preferred material for the fuel rail 22, the cap 60, and the bracket 50, but other materials and attachment methods may be used as well.
The fuel rail assembly is mechanically mounted on the cylinder head 24 with a shock absorbing mounting assembly 40. The mounting assembly 40 includes a fastener in the form of a mounting bolt 41 having a head 43, a shaft 42, and a threaded end 47 opposite the head 43. In a preferred embodiment, the bolt 41 is a standard M8 bolt having a shaft diameter of approximately 7.7 millimeters, but other sizes may be preferred depending on the engine, the size and weight of the fuel rail assembly 20, etc. In addition, other types of fasteners may be used, such as a screw, rivet, etc.
The bolt shaft 42 extends through a cylindrical mounting sleeve 44 and is threaded into the cylinder head 24. The sleeve 44 positions the fuel rail assembly 20 at a desired height. A cylindrical opening 48 in the sleeve 44 is slightly larger than the bolt shaft diameter to allow a small radial clearance therebetween, forming an annular gap. Of course, the sleeve 44, opening 48, and bolt shaft 42 can have other cross-sectional shapes, such as square.
The upper end of the mounting sleeve 44 includes a reduced diameter flange 45 for aligning the stacked mounting assembly components. Together, the sleeve 44, flange 45, and bolt head 43 define an annular channel 46. A small annular gap 47 is defined by the top surface 49 of the flange 45 and the bolt head 43. The bracket 50, a pair of isolator washers 60, 60′, and a washer 58 are stacked in the channel 46. The illustrated flange 45 and apertures in the bracket 50, isolator washers 60, 60′ and washer 58 are cylindrical, but other shapes are possible, such as a square shape.
Referring to
Isolator washers 60, 60′ are stainless steel for compatibility with bracket 50, but other materials, such as plastics, may be acceptable as well. Isolator washers 60, 60′ have a stepped configuration. Each isolator washer 60, 60′ has a cylindrical center aperture 62, 62′, respectively, with a diameter substantially the same as that of the bracket aperture 52, about 8.2 millimeters in one preferred embodiment. The bracket aperture 52 and isolator washer apertures 62, 62′ are slightly larger than the outer diameter of the flange 46, thereby leaving a small annular gap therebetween. Contact of the isolator washers 60, 60′ with the sleeve flange 45 could alter the stiffness and reduce effectiveness of the isolator washers 60, 60′, and therefore is preferably avoided. While the preferred embodiment includes two isolator washers 60, 60′, a single isolator washer may be used in certain applications.
Each isolator washer 60, 60′ has a generally planar inner annular portion 64, 64′ which respectively define the apertures 62, 62′, and a generally planar outer annular portion 66, 66′. Frusto-conical intermediate portions 68, 68′ connect the inner and outer portions of the isolator washers 60, 60′.
The illustrated isolator washers 60, 60′ are identical but are reversed or flipped relative to each other to engage the bracket 50, washer 58 and sleeve 44. The annular outer portion 66, 66′ of each isolator washer is seated in a bracket pocket 55. The diameter of the outer peripheral annular walls 67, 67′ of the isolator washers 60, 60′ is about 15.5 millimeters in one preferred embodiment. The diameter of each pockets 55 is_slightly larger than that of the isolator washers 60, 60′ to allow limited radial expansion of the isolator washers 60, 60′ within the pockets 55.
Referring again to
During assembly, the bottom isolator washer 60 is positioned around the flange 45. Next, the bracket 50 is positioned around the flange 45, followed by the top isolator washer 60′. Washer 58 is then positioned on the bolt shaft 42 adjacent the head 43. The bolt 41 is then inserted into the sleeve 44 and threaded into the cylinder head 24 to the extent that the isolator washers 60, 60′ are compressed to a desired degree, as measured by a torque wrench, to lock the bracket 50 in place. This compression can create a preload of about 800 Newtons in a preferred embodiment, but the amount of compression could range from about 500 to 1500 Newtons or more, depending on the particular fuel rail to be supported. After compression, the isolator washers 60, 60′ serve as lock washers to prevent the bolt 41 from backing out of the threaded hole in the cylinder head 24.
The isolator washers 60, 60′ provide a tunable stiffness to the mounting assembly that allows for calculation and more control over vibration frequencies. The isolator washer intermediate portions 68, 68′ deflect to absorb any desired compression. The clamping forces exerted on the bracket 50 by the isolator washers 60, 60′ can readily be calibrated because the deflection of the isolator washers 60, 60′ can be controlled. Radial expansion of the isolator washers 60, 60′ under compression is minimal.
In a preferred embodiment, the metal thickness of each of the inner, outer and intermediate portions of the isolator washers 60, 60′ is about 1.3 millimeters, while the total pre-stressed axial thickness of each of the isolator washers 60, 60′ is about 1.5 millimeters. After loading, the total thickness of each isolator washer 60, 60′ could be reduced to about 1.4 millimeters.
The height of the sleeve flange 45 is such that the desired compression level of the isolator washers 60, 60′ will be reached before the bolt head 43 bottoms out on the top surface 49 of the flange 45. Alternatively, the height of the flange 45 could be calculated to allow optimum compression when the bolt head 43 bottoms out against the top surface 49 of the flange 45. This would allow threading of the bolt 40 without determining a compression level with a torque wrench. However, this method may require precise calculations for each different engine or fuel rail assembly design, as opposed to using a torque wrench setting which may be more consistent for most engine or fuel rail designs.
When preloaded, the frusto-conical shaped intermediate sections 68, 68′ of the isolator washers 60, 60′ deform, thereby acting as a spring. Adequate spring stiffness can be designed to reduce unwanted high frequency force transmitted to the cylinder head 24 at idle conditions. When the engine is running at speeds other than idle, dynamic loads applied by the fuel rail 22 will increase, which will cause the isolator washers 60, 60′ to compress further and become more rigid to limit fuel rail vibration. This also limits movement and increases durability of the injector seals 34. Isolator stiffness and maximum compression or displacement can be controlled by the metal thickness, total height, conical shape, and diameters of the isolator washers 60, 60′.
The fuel injector cap 60 includes an upper portion 62 attached to the fuel rail 22 and a lower portion 64. The illustrated upper portion 62 and the lower portion 64 are generally cylindrical and co-axial, but other configurations are possible. The walls of the cap portions 62 and 64 define an internal downwardly facing annular shoulder 66.
Referring also to
Referring to
A clip 90 (shown in phantom in
The clip 90 has an arcuate outer periphery 97 and a slotted inner periphery 98. The inner periphery 98 includes two opposed arcuate walls 99. The arcuate clip walls 99 have a radius substantially the same as that of injector surface 72 and may be in contact with the injector surface 72 for maximum supporting contact with the shoulder 76 on the flange 74. Referring again to
The inner periphery 98 of the clip 90 further includes a notch 101 with parallel walls 102 joined by an arcuate wall 103. The arcuate wall 103 has a radius similar to that of the lower cap portion groove 69. The purpose of the clip notch 101 is to allow the clip 90 fit into groove 69 formed around the unslotted portion 65 of the cap lower portion 64. This allows the clip 90 to encompass approximately 220 degrees of the periphery of the lower cap portion 64 without unduly weakening the cap.
As used herein, the term “clip” is intended to encompass devices in addition to those illustrated, such as pins, wedges, etc. While the illustrated embodiment of the present invention includes a one-piece clip 90, other configurations are possible, such as two separate clips, one on each side of the fuel injector cap, or possibly even a single clip. Such alternatives could allow greater structural integrity of the fuel injector cap if required for certain engine or fuel injector assembly designs.
Referring to
The fuel injector assembly 170 also includes an adapter 180 shown more clearly in
The descriptions of specific embodiments of the invention herein are intended to be illustrative and not restrictive. The invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope as defined by the appended claims.
