Claims
- 1. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; and a second group of said passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane, the second group having more passages than the first group.
- 2. The direct injection fuel injector nozzle tip of claim 1, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first common plane.
- 3. The direct injection fuel injector nozzle of claim 1, wherein the inner surface apertures of the first group are located distal of the inner surface apertures of the second group.
- 4. The direct injection fuel injector nozzle of claim 3, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 5. The direct injection fuel injector nozzle of claim 1, wherein the first group includes at least six passages.
- 6. The direct injection fuel injector nozzle of claim 5, wherein the second group includes at least sixteen passages.
- 7. The direct injection fuel injector nozzle of claim 1, wherein the first group includes eight passages and the second group includes sixteen passages.
- 8. The direct injection fuel injector nozzle of claim 1, wherein the first and second groups together total at least twenty four passages.
- 9. The direct injection fuel injector nozzle of claim 1, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 10. The direct injection fuel injector nozzle of claim 1, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 11. The direct injection fuel injector nozzle of claim 10, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane.
- 12. The direct injection fuel injector nozzle of claim 1, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from first common plane, the angle alpha (α) being measured in a plane perpendicular to the first common plane, and
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane.
- 13. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; a second group of said passages having inner surface apertures located substantially in a second common plane substantially parallel to the first common plane; and a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 14. The direct injection fuel injector nozzle tip of claim 13, wherein the second and third groups together total at least twice as many passages as the number of passages in the first group.
- 15. The direct injection fuel injector nozzle of claim 13, wherein inner surface apertures of the first group are located distal of the inner surface apertures of the second and third groups.
- 16. The direct injection fuel injector nozzle of claim 13, wherein the first group includes at least six passages.
- 17. The direct injection fuel injector nozzle of claim 16, wherein the second and third groups together total at least sixteen passages.
- 18. The direct injection fuel injector nozzle of claim 13, wherein the first, second and third groups each include at least six passages.
- 19. The direct injection fuel injector nozzle of claim 13, wherein the first, second and third groups together total at least twenty four passages.
- 20. The direct injection fuel injector nozzle of claim 13, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 21. The direct injection fuel injector nozzle of claim 13, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the acute angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 22. The direct injection fuel injector nozzle of claim 21, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane; and
the third group of passages each have a longitudinal axis extending at acute angles beta (β) of approximately 27.5 degrees or greater from the third common plane, the acute angles beta (β) being measured in a plane perpendicular to the third common plane.
- 23. The direct injection fuel injector nozzle of claim 13, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from the first common plane, the acute angle alpha (α) being measured in a plane perpendicular to the first common plane,
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane; and the third group of passages each have a longitudinal axis extending at a substantially common acute angle beta (β) of approximately 45 degrees or greater from the third common plane, the acute angle beta (β) being measured in a plane perpendicular to the third common plane.
- 24. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; and a second group of said passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane, and the second group including at least twice as many passages as the first group.
- 25. The direct injection fuel injector nozzle of claim 24, wherein the first group includes at least six passages.
- 26. The direct injection fuel injector nozzle of claim 24, wherein the second group includes at least sixteen passages.
- 27. The direct injection fuel injector nozzle of claim 24, wherein the first and second groups together total at least twenty four passages.
- 28. The direct injection fuel injector nozzle of claim 24, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 29. The direct injection fuel injector nozzle of claim 24, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 30. The direct injection fuel injector nozzle of claim 29, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane.
- 31. The direct injection fuel injector nozzle of claim 24, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from first common plane, the angle alpha (α) being measured in a plane perpendicular to the first common plane, and
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane.
- 32. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of passages having inner surface apertures located substantially in a first common plane; and a second group of passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane, the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the acute angles alpha (α) being measured in a plane perpendicular to the first common plane, and the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (0) being measured in a plane perpendicular to the second common plane.
- 33. The direct injection fuel injector nozzle of claim 32, wherein the first group of passages all extend at substantially the same acute angle alpha (α).
- 34. The direct injection fuel injector nozzle of claim 33, wherein the second group of passages all extend at substantially the same acute angle theta (θ), and acute angle alpha (α) is different than the acute angle theta (θ).
- 35. The direct injection fuel injector nozzle of claim 32, wherein the acute angles alpha (α) are all different than the acute angles theta (θ).
- 36. The direct injection fuel injector nozzle of claim 32, wherein the second group of passages all extend at substantially the same acute angle theta (θ).
- 37. The direct injection fuel injector nozzle of claim 32, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (a) of approximately 65 degrees or greater, and
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (0) of approximately 45 degrees or greater.
- 38. The direct injection fuel injector nozzle tip of claim 32, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 39. The direct injection fuel injector nozzle of claim 38, wherein the passages of the first common plane all extend at substantially the same acute angle alpha (α), the passages of the second common plane all extend at substantially a same acute angle theta (θ), and the passages of the third common plane all extend at substantially a same acute angle beta (β), wherein acute angle theta (θ) and acute angle beta (β) are different acute angles.
- 40. The direct injection fuel injector nozzle of claim 39, wherein acute angle alpha (α) is approximately 75 degrees, acute angle theta (θ) is approximately 60 degrees, and acute angle beta (β) is approximately 45 degrees.
- 41. The direct injection fuel injector nozzle of claim 32, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 42. The direct injection fuel injector nozzle of claim 32, wherein the first and second groups together total at least twenty four passages.
- 43. The direct injection fuel injector nozzle of claim 32, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 44. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located. substantially in a first common plane; a second group of said passages having inner surface apertures located substantially in a second common plane substantially parallel to the first common plane; and a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes,
the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the acute angles alpha (α) being measured in a plane perpendicular to the first common plane, the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane, and the third group of passages each have a longitudinal axis extending at acute angles beta (β) of approximately 27.5 degrees or greater from the third common plane, the acute angles beta (β) being measured in a plane perpendicular to the third common plane.
- 45. The direct injection fuel injector nozzle of claim 44, wherein the first group of passages all extend at substantially the same acute angle alpha (α).
- 46. The direct injection fuel injector nozzle of claim 45, wherein the second group of passages all extend at substantially the same acute angle theta (θ), and acute angle alpha (α) is different than the acute angle theta (θ).
- 47. The direct injection fuel injector nozzle of claim 46, wherein the third group of passages all extend at substantially the same acute angle beta (β), and acute angle alpha (α) is different than the acute angle beta (β).
- 48. The direct injection fuel injector nozzle of claim 47, wherein acute angle alpha (α) is approximately 75 degrees, acute angle theta (θ) is approximately 60 degrees, and acute angle beta (β) is approximately 45 degrees.
- 49. The direct injection fuel injector nozzle of claim 47, wherein the acute angle theta (θ) is substantially the same as the acute angle beta (β).
- 50. The direct injection fuel injector nozzle of claim 47, wherein acute angle alpha (α) is approximately 65 degrees or greater, acute angle theta (θ) is approximately 45 degrees or greater, and acute angle beta (β) is approximately 45 degrees or greater.
- 51. The direct injection fuel injector nozzle of claim 44, wherein the acute angles alpha (α) are all different than the acute angles theta (θ).
- 52. The direct injection fuel injector nozzle of claim 44, wherein the second and third groups of passages all extend at substantially the same acute angle so that acute angle theta (θ) is substantially the same as the acute angle beta (β).
- 53. The direct injection fuel injector nozzle of claim 44, wherein the second group and third group together total at least twice as many passages as the number of passages of the first group.
- 54. The direct injection fuel injector nozzle of claim 53, wherein the first, second and third groups together total at least twenty four passages.
- 55. The direct injection fuel injector nozzle of claim 53, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 56. A direct fuel injection combustion chamber assembly, comprising:
a combustion chamber; a piston forming a moving end wall of the combustion chamber; and a fuel injector having a nozzle tip communicating directly with the combustion chamber, the nozzle tip including,
an outer nozzle tip surface portion, an inner nozzle tip surface portion, a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into the combustion chamber, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion, and
each of the passages having a longitudinal axis that extends into the piston at a piston position of approximately 30 degrees before top dead center.
- 57. The direct fuel injection combustion chamber assembly of claim 56, wherein each of the passages have a longitudinal axis that extends into the piston at a piston position of approximately 40 degrees before top dead center.
- 58. The direct fuel injection combustion chamber assembly of claim 56, wherein the piston includes a piston crater and the axes of the passages extend into the piston crater at a piston position of approximately 50 degrees before top dead center.
- 59. The direct fuel injection combustion chamber assembly of claim 56, wherein each of the passages have a longitudinal axis that extends into the piston at a piston position of approximately 50 degrees before top dead center.
- 60. The direct fuel injection combustion chamber assembly of claim 59, wherein a first group of said passages includes inner surface apertures located substantially in a first common plane, and
a second group of said passages includes inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane.
- 61. The direct fuel injection combustion chamber assembly of claim 60, wherein the second group has more passages than the first group.
- 62. The direct fuel injection combustion chamber assembly of claim 60, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 63. The direct fuel injection combustion chamber assembly of claim 60, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 64. The direct fuel injection combustion chamber assembly of claim 60, wherein the second group includes at least twelve passages.
- 65. The direct fuel injection combustion chamber assembly of claim 60, wherein the first group includes eight passages and the second group includes sixteen passages.
- 66. The direct fuel injection combustion chamber assembly of claim 56, wherein the plurality of passages total at least twenty four.
- 67. The direct fuel injection combustion chamber assembly of claim 56, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 68. The direct fuel injection combustion chamber assembly of claim 60, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the acute angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 69. The direct fuel injection combustion chamber assembly of claim 68, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane.
- 70. The direct fuel injection combustion chamber assembly of claim 60, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 71. The direct fuel injection combustion chamber assembly of claim 70, wherein the first group of passages all extend at substantially a same acute angle alpha (α), the second group of passages all extend at substantially a same acute angle theta (θ), and the third group of passages all extend at a same acute angle beta (β), wherein acute angle alpha (α) is different than acute angles theta (θ) and beta (β).
- 72. The direct fuel injection combustion chamber assembly of claim 71, wherein acute angles theta (θ) and beta (β) are substantially the same.
- 73. The direct fuel injection combustion chamber assembly of claim 72, wherein acute angle alpha (α) is approximately 65 degrees, and acute angles theta (θ) and beta (β) are approximately 45 degrees.
- 74. The direct fuel injection combustion chamber assembly of claim 71, wherein acute angle alpha (α) is approximately 75 degrees, acute angle theta (θ) is approximately 60 degrees, and acute angle beta (β) is approximately 45 degrees.
- 75. A method of providing combustion with a combustion chamber of an internal combustion engine, comprising:
providing air into the combustion chamber; injecting fuel into the combustion chamber through a plurality of passages located in a nozzle tip of a fuel injector so as to form a plurality of fuel plumes in the combustion chamber, each of the plurality of fuel plumes corresponding to one of said plurality of passages and sharing a common axis with the corresponding passage, the axis of each passage extending into a piston of the combustion chamber at a piston position of approximately 30 degrees before top dead center; and compressing the air and fuel in the combustion chamber to auto-ignite the mixture.
- 76. The method of providing combustion according to claim 75, wherein the axis of each passage extends into a piston of the combustion chamber at a piston position of approximately 50 degrees before top dead center.
- 77. The method of providing combustion according to claim 76, wherein the plurality of fuel plumes do not substantially intersect within the combustion chamber.
- 78. The method of providing combustion according to claim 75, wherein the plurality of fuel plumes are substantially completely developed prior to contacting the piston or sidewall of the combustion chamber.
- 79. The method of providing combustion according to claim 75, wherein the injection step initiates when the piston is approximately 90 degrees before top dead center.
- 80. The method of providing combustion according to claim 75, wherein each of the plurality of passages include an inner surface aperture on an inner nozzle tip surface portion and an outer surface aperture on an outer nozzle tip surface portion,
a first group of said passages include inner surface apertures located substantially in a first common plane, and a second group of said passages include inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane.
- 81. The method of providing combustion according to claim 80, wherein the second group of passages includes a third group of said passages, the third group of passages including inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 82. The method of providing combustion according to claim 80, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 83. The method of providing combustion according to claim 80, wherein the first and second groups together total at least twenty four passages.
- 84. The method of providing combustion according to claim 80, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 85. The method of providing combustion according to claim 80, wherein the longitudinal axes of the first group of passages each extend at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from the first common plane, the acute angle alpha (α) being measured in a plane perpendicular to the first common plane.
- 86. The method of providing combustion according to claim 85, wherein the longitudinal axes of the second group of passages each extend at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane and common acute angle alpha (α) is different than common acute angle theta (θ).
- 87. A method of providing combustion with a combustion chamber of an internal combustion engine, comprising:
providing air into the combustion chamber; initiating a fuel injector to inject fuel into the combustion chamber through a nozzle tip of the fuel injector when the piston of the combustion chamber is located between the range of approximately 90 degrees to approximately 70 degrees before top dead center; and compressing the air and fuel mixture in the combustion chamber to auto-ignite the mixture,
the nozzle tip including,
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; and a second group of said passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane.
- 88. The method of providing combustion according to claim 87, further including forming a plurality of fuel plumes in the combustion chamber, each of the plurality of fuel plumes corresponding to one of said plurality of passages and sharing a longitudinal axis with the corresponding passage, the axis of each passage extending into the piston of the combustion chamber at a piston position of approximately 30 degrees before top dead center.
- 89. The method of providing combustion according to claim 87, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 90. The method of providing combustion according to claim 87, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 91. The method of providing combustion according to claim 87, wherein the second group includes at least twelve passages.
- 92. The method of providing combustion according to claim 87, wherein the first and second groups together total at least twenty four passages.
- 93. The method of providing combustion according to claim 87, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 94. The method of providing combustion according to claim 87, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from first common plane, the acute angle alpha (α) being measured in a plane perpendicular to the first common plane.
- 95. The method of providing combustion according to claim 94, wherein the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane.
- 96. A method of providing combustion with a combustion chamber of an internal combustion engine, comprising:
providing air into the combustion chamber; initiating a fuel injector to inject fuel into the combustion chamber through a plurality of passages located in a nozzle tip of the fuel injector so as to form a plurality of fuel plumes in the combustion chamber, the initiating step occurring prior to a piston position of 90 degrees before top dead center and the initiating step occurring only once per piston cycle; and compressing the air and fuel in the combustion chamber to auto-ignite the mixture.
- 97. The method of providing combustion according to claim 96, wherein an axis of each passage extends into a piston of the combustion chamber at a piston position of approximately 30 degrees before top dead center.
- 98. The method of providing combustion according to claim 97, wherein the plurality of fuel plumes do not substantially intersect within the combustion chamber.
- 99. The method of providing combustion according to claim 96, wherein the plurality of fuel plumes are substantially completely developed prior to contacting the piston or sidewall of the combustion chamber.
- 100. The method of providing combustion according to claim 96, wherein each of the plurality of passages include an inner surface aperture on an inner nozzle tip surface portion and an outer surface aperture on an outer nozzle tip surface portion,
a first group of said passages include inner surface apertures located substantially in a first common plane, and a second group of said passages include inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane.
- 101. The method of providing combustion according to claim 100, wherein the second group of passages includes a third group of said passages, the third group of passages including inner surface apertures located substantially in a third common plane substantially parallel to the first and second common planes.
- 102. The method of providing combustion according to claim 100, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 103. The method of providing combustion according to claim 100, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 104. The method of providing combustion according to claim 100, wherein the longitudinal axes of the first group of passages each extend at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from the first common plane, the acute angle alpha (α) being measured in a plane perpendicular to the first common plane.
- 105. The method of providing combustion according to claim 104, wherein the longitudinal axes of the second group of passages each extend at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane and the common acute angle alpha (α) is different than common acute angle theta (θ).
- 106. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; and a second group of said passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane, the second group having more passages than the first group, and the second group including a passage having a cross-sectional size different than a cross-sectional size of a passage of the first group.
- 107. The direct injection fuel injector nozzle tip of claim 106, wherein each of the passages of the second group include a cross-sectional size different than a cross-sectional size of each of the passages of the first group.
- 108. The direct injection fuel injector nozzle tip of claim 107, wherein the different cross-sectional size includes a different diameter.
- 109. The direct injection fuel injector nozzle tip of claim 108, wherein each of the passages of the first and second group include a substantially constant diameter.
- 110. The direct injection fuel injector nozzle tip of claim 106, wherein each of the passages of the first group include substantially the same cross-sectional size.
- 111. The direct injection fuel injector nozzle tip of claim 110, wherein each of the passages of the second group include substantially the same cross-sectional size.
- 112. The direct injection fuel injector nozzle tip of claim 106, wherein the different cross-sectional size includes a different diameter.
- 113. The direct injection fuel injector nozzle tip of claim 112, where said passage having a different cross-sectional size includes a substantially constant diameter.
- 114. The direct injection fuel injector nozzle tip of claim 106, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first common plane.
- 115. The direct injection fuel injector nozzle of claim 114, wherein the second group includes a passage having a shape different than a passage of the first group.
- 116. The direct injection fuel injector nozzle of claim 115, wherein said passage having a different shape includes a taper.
- 117. The direct injection fuel injector nozzle of claim 114, wherein each of the passages of the second group include a shape different than the shape of each of the passages of the first group.
- 118. The direct injection fuel injector nozzle of claim 117, wherein each of the passages of the second group include a taper.
- 119. The direct injection fuel injector nozzle of claim 106, wherein the inner surface apertures of the first group are located distal of the inner surface apertures of the second group.
- 120. The direct injection fuel injector nozzle of claim 119, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 121. The direct injection fuel injector nozzle of claim 106, wherein the first group includes at least six passages.
- 122. The direct injection fuel injector nozzle of claim 121, wherein the second group includes at least sixteen passages.
- 123. The direct injection fuel injector nozzle of claim 106, wherein the first group includes eight passages and the second group includes sixteen passages.
- 124. The direct injection fuel injector nozzle of claim 106, wherein the first and second groups together total at least twenty four passages.
- 125. The direct injection fuel injector nozzle of claim 106, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 126. The direct injection fuel injector nozzle of claim 106, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 127. The direct injection fuel injector nozzle of claim 126, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane.
- 128. The direct injection fuel injector nozzle of claim 106, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from first common plane, the angle alpha (α) being measured in a plane perpendicular to the first common plane, and
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane.
- 129. A direct injection fuel injector nozzle tip, comprising:
an outer nozzle tip surface portion; an inner nozzle tip surface portion; a plurality of passages allowing fluid communication between the inner nozzle tip surface portion and the outer nozzle tip surface portion and directly into a combustion chamber of an internal combustion engine, each of the plurality of passages having an inner surface aperture on the inner nozzle tip surface portion and an outer surface aperture on the outer nozzle tip surface portion; a first group of said passages having inner surface apertures located substantially in a first common plane; and a second group of said passages having inner surface apertures located substantially in at least a second common plane substantially parallel to the first common plane, the second group having more passages than the first group, and the second group including a passage having a shape different than a shape of a passage of the first group.
- 130. The direct injection fuel injector nozzle tip of claim 129, wherein each of the passages of the second group include a shape different than the shape of each of the passages of the first group.
- 131. The direct injection fuel injector nozzle tip of claim 130, wherein the different shape includes a taper.
- 132. The direct injection fuel injector nozzle tip of claim 129, wherein the different shape includes a taper.
- 133. The direct injection fuel injector nozzle tip of claim 132, wherein each of the passages of the first group include substantially the same shape.
- 134. The direct injection fuel injector nozzle tip of claim 133, wherein each of the passages of the second group include substantially the same shape.
- 135. The direct injection fuel injector nozzle tip of claim 129, wherein the second group of passages includes a third group of passages having inner surface apertures located substantially in a third common plane substantially parallel to the first common plane.
- 136. The direct injection fuel injector nozzle of claim 135, wherein each of the passages of the second group include a cross-sectional size different than a cross-sectional size of each of the passages of the first group.
- 137. The direct injection fuel injector nozzle tip of claim 136, wherein the different cross-sectional size includes a different diameter.
- 138. The direct injection fuel injector nozzle tip of claim 137, where each of the passages of the first and second group include a substantially constant diameter.
- 139. The direct injection fuel injector nozzle of claim 129, wherein the inner surface apertures of the first group are located distal of the inner surface apertures of the second group.
- 140. The direct injection fuel injector nozzle of claim 139, wherein the second group includes at least twice as many passages as the number of passages of the first group.
- 141. The direct injection fuel injector nozzle of claim 129, wherein the first group includes at least six passages.
- 142. The direct injection fuel injector nozzle of claim 141, wherein the second group includes at least sixteen passages.
- 143. The direct injection fuel injector nozzle of claim 129, wherein the first group includes eight passages and the second group includes sixteen passages.
- 144. The direct injection fuel injector nozzle of claim 129, wherein the first and second groups together total at least twenty four passages.
- 145. The direct injection fuel injector nozzle of claim 129, wherein the inner nozzle tip surface portion and the outer nozzle tip surface portion are each concavely rounded to form a portion of a nozzle tip sac.
- 146. The direct injection fuel injector nozzle of claim 129, wherein the first group of passages each have a longitudinal axis extending at acute angles alpha (α) of approximately 55 degrees or greater from the first common plane, the angles alpha (α) being measured in a plane perpendicular to the first common plane.
- 147. The direct injection fuel injector nozzle of claim 146, wherein the second group of passages each have a longitudinal axis extending at acute angles theta (θ) of approximately 27.5 degrees or greater from the second common plane, the acute angles theta (θ) being measured in a plane perpendicular to the second common plane.
- 148. The direct injection fuel injector nozzle of claim 129, wherein the first group of passages each have a longitudinal axis extending at a substantially common acute angle alpha (α) of approximately 65 degrees or greater from first common plane, the angle alpha (α) being measured in a plane perpendicular to the first common plane, and
the second group of passages each have a longitudinal axis extending at a substantially common acute angle theta (θ) of approximately 45 degrees or greater from the second common plane, the acute angle theta (θ) being measured in a plane perpendicular to the second common plane.
U.S. GOVERNMENT RIGHTS
[0001] The U.S. Government has a paid-up license in this invention and the right in limited circumstances to require the patent owner to license others on reasonable terms as provided for by the terms of Contract Nos. DE-FC05-00OR22806 and DE-FC05-97OR22605 awarded by the Department of Energy.