Patent Application
20070246561
The present disclosure relates generally to dual mode fuel injection systems and, more particularly, to a fuel injector with the ability to produce two different spray patterns via independently controlled, adjacent needle valve members.
Over the years, engineers have been challenged to devise a number of different solutions toward the goal of a cleaner burning engine, such as, for example, a diesel engine. Experience has taught that various injection timings, quantities, and rates have a variety of different desirable results over the complete operating range of a given engine. Therefore, fuel injection systems with a variety of different capabilities can generally out-perform fuel injection systems with narrower capability ranges, at least in their ability to reduce undesirable emissions. For instance, the leap from cam control to electronic control in fuel injection systems has permitted substantially lower emissions in several categories, including but not limited to NOx, hydrocarbons, and smoke.
One area that appears to show promise in reducing undesirable emissions is often referred to as homogeneous charge compression ignition (HCCI). In an HCCI engine, fuel is injected early in the compression stroke to permit thorough mixing with cylinder air, to ideally form a lean homogeneously mixed charge before conditions in the cylinder cause auto-ignition. Engines operating in an HCCI mode have shown relatively low outputs of undesirable emissions. Although an HCCI strategy appears promising, it is not without drawbacks. For instance, HCCI can cause extremely high cylinder pressure rise rates and force loads, rendering it most desirable at the lower half of the engine's operating range. Also, it may be difficult to control ignition timing in engines operating with an HCCI strategy. Thus, at this time, a pure HCCI strategy is not viable for most commercial engine applications with conventional power density requirements.
This limitation of HCCI has been addressed in the art by equipping an engine with an HCCI fuel injection system and a conventional fuel injection system. For instance, such a dual system is shown in U.S. Pat. No. 5,875,743 to Dickey. Although such a dual system appears viable, the high expense and complexity brought by two complete injection systems renders it commercially challenged. A single fuel injector is generally not compatible with performing both HCCI and conventional injections because different spray patterns are often desirable and sometimes necessitated. Providing a structure in a single fuel injector that is capable of injecting fuel in two different spray patterns, while maintaining the ability to mass produce the fuel injector and retain consistent results, has been problematic and elusive.
The present disclosure is directed to overcoming one or more of the shortcomings set forth above.
In one aspect, the present disclosure is directed to a fuel injector having an injector body defining a hollow interior configured to receive pressurized fuel, a first nozzle configured for providing a first fuel spray pattern, and a second nozzle configured for providing a second fuel spray pattern different from the first fuel spray pattern. The first and second nozzles may be configured to inject fuel supplied from a common source into a combustion space. The fuel injector may further include first and second needle valve members corresponding to the first and second nozzles, respectively. The first and second needle valve members may be positioned within the hollow interior of the injector body, with the second needle valve member being spaced from, but adjacent to the first needle valve member.
In another aspect, the present disclosure is directed to a fuel injection system having a common fuel rail containing pressurized fuel, at least one control valve fluidly connected to the common fuel rail, and at least one fuel injector fluidly connected to said common fuel rail. The fuel injector includes an injector body having a first nozzle and a second nozzle, with the first nozzle being configured to produce a first fuel injection spray pattern and the second nozzle being configured to produce a second fuel injection spray pattern different from the first fuel injection spray pattern. Furthermore, each fuel injector may include a first needle valve member and a second needle valve member, the second valve needle member being spaced from, but adjacent to the first needle valve member.
In yet another aspect, the present disclosure is directed to a method of injecting fuel. The method includes injecting fuel through a first nozzle at least in part by moving a first needle valve member by reducing fuel pressure in a first control chamber within an injector body while maintaining fuel pressure in the remainder of the injector body. The method also includes injecting fuel through a second nozzle at least in part by moving a second needle valve member by reducing fuel pressure in a second control chamber within the injector body while maintaining fuel pressure in the remainder of the injector body. The second needle valve member being spaced from, but adjacent to the first needle valve member.
Referring to
In the illustrated embodiment, engine 10 includes an engine block 12 that defines a plurality of cylinders 14, each having a reciprocating piston 15 slidably disposed therein. Furthermore, engine 10 may include a cylinder head 16 associated with each cylinder 14. Cylinder 14, piston 15, and cylinder head 16 cooperate together to form a combustion chamber 17. Although the exemplary engine 10 is depicted as including six combustion chambers 17, one skilled in the art will readily recognize that engine 10 may include a greater or lesser number of combustion chambers 17, and that combustion chambers 17 may be disposed in an “in-line” configuration, a “V” configuration, or any other suitable configuration known in the art. Engine 10 may also include a crankshaft 18 that is rotatably disposed within engine block 12. A connecting rod 20 may connect each piston 15 to crankshaft 18, so that a sliding motion of piston 15 within the respective cylinder 14 results in a rotation of crankshaft 18.
With reference to
The timing of fuel injection into combustion chamber 17 may be synchronized with the motion of piston 15. For example, fuel may be injected as the piston 15 nears a top-dead-center position in a compression stroke to allow for conventional compression-ignited-combustion of the injected fuel. Alternatively, fuel may be injected as the piston 15 begins the compression stroke heading towards a top-dead-center position for an HCCI operation.
Returning to fuel injection system 23, each fuel injector 100 may be fluidly connected to common fuel rail 32 via a first control valve 40 and a second control valve 41. As will be discussed below, common fuel rail 32 may also be directly connected to each fuel injector 100 at one or more locations by a second fuel line 39, in order to facilitate operation of the fuel injectors 100. Pressurized fuel may be supplied to common fuel rail 32 by any suitable means known in the art. For example, pressurized fuel may be provided to common fuel rail 32 through a main fuel line 36 by a fuel transfer pump (not shown) and a high-pressure pump 34, which are adapted to draw fuel from a fuel source 28 such as, for example, a convention fuel tank containing distillate diesel fuel. High-pressure fuel pump 34 is preferably an engine driven pump that has a capacity to supply high pressure fuel to common fuel rail 32 to meet the maximum projected needs of the fuel injection system 23. Unused pumped fuel may be returned to fuel source 28 through a low pressure drain passage 99 in any conventional manner.
With reference to
First and second control valves 40, 41 may be configured to move between a first, de-activated position and a second, actuated position. In the first, de-activated position, valves 40, 41 may be configured to channel fuel entering inlets 44, 45 to outlets 46, 47, respectively. In the second, actuated position, valves 40, 41 may be configured to prevent the entry of fuel into valves 40, 41 by closing inlets 44, 45, respectively, while at the same time fluidly connecting outlets 46, 47 to drain outlets 48, 49, respectively. Those of ordinary skill in the art will appreciate that first and second control valves 40, 41 may be operated and controlled by any suitable means known in the art. For example, control valves 40, 41 may be actuated by a solenoid or piezo that responds to control signals provided by known sensors (not shown) commonly disposed in engine 10.
First and second control valves 40, 41 may include any suitable valve known in the art. Although it is contemplated that first and second control valves 40, 41 may be substantially identical in structure to one another, it will be readily apparent to those skilled in the art that first control valve 40 may differ from second control valve 41 in any of a number ways. Moreover, although the illustrated embodiments depict that first and second control valves 40, 41 may be housed separately, it will be readily apparent to those skilled in the art that first and second control valves 40, 41 may be disposed within the same housing. In addition, rather than being housed and disposed independently of fuel injector 100, those of ordinary skill will also appreciate that first and second control valves 40, 41 may be disposed within injector body 101 of fuel injector 100. Moreover, it is contemplated that first and second control valves 40, 41 may be replaced by a single master control valve (not shown) capable of performing the functions of both first and second control valves 40, 41.
As will be readily appreciated by those skilled in the art, aspects of this disclosure relating to fuel circulation, fuel pressurization, and/or fuel control can take on a wide variety of structures and configurations without departing from the scope of the present disclosure.
With continuing reference to
Injector body 101 may further include a first nozzle 103, a second nozzle 104, a first valve inlet 105 in fluid communication with first control valve 40, a first rail inlet 106 to fluidly connect common fuel rail 32 to interior 102, a second valve inlet 107 in fluid communication with second control valve 41, a second rail inlet 108 to fluidly connect common fuel rail 32 to interior 102, and a fuel inlet 900 in direct fluid communication with common fuel rail 32. First valve inlet 105, first rail inlet 106, second valve inlet 107, and second rail inlet 108 may be identical to or substantially different from one another in any of a number ways. For example, first and second valve inlets 105, 107 may include an identical size, but may be slightly larger than first and second rail inlets 106, 108. Additionally, fuel inlet 900 may have any suitable size and shape capable of allowing sufficient fuel to enter interior 102 from common fuel rail 32, such that the fuel in interior 102 is maintained at the high pressure of common fuel rail 32 at all times, even during the below-noted injection events. Those of ordinary skill in the art will appreciate that the sizes and shapes of first valve inlet 105, first rail inlet 106, second valve inlet 107, second rail inlet 108, and fuel inlet 900 may be varied without departing from the scope and spirit of the present disclosure.
First nozzle 103 may include one or more first nozzle openings 111 that are oriented at a first angle α with respect to a centerline 113 of first nozzle 103. Second nozzle 104 may include one or more second nozzle openings 112 that are oriented at a second angle β with respect to a centerline 114 of second nozzle 104. Those skilled in the art will readily recognize that the angle of orientation a may be either identical to or substantially different from the angle of orientation P. For example, first nozzle openings 111 may be oriented at a relatively large angle α, and second nozzle openings 112 may be oriented at a relatively small angle β, such that first nozzle openings 111 are adapted to inject fuel in a manner consistent with a conventional fuel injection event and second nozzle openings 112 are adapted to inject fuel in a manner consistent with an HCCI fuel injection event. Those skilled in the art will appreciate that homogeneous charge fuel injection nozzle openings, unlike conventional fuel injection nozzle openings, are oriented in a way to facilitate mixing of fuel and air while the engine piston is undergoing its compression stroke.
As shown in
At the end of interior 102 opposite from first and second bores 141, 142, interior 102 may be provided with first and second needle guides 160, 161. Needle guides 160, 161 may be adapted to receive first and second needle valve members 120, 130, respectively. Needle guides 160, 161 may be of any suitable shape and form necessary to permit reciprocal, sliding movement of first and second needle valve members 120, 130. Furthermore, needle guides 160, 161 may be fabricated by any known suitable manufacturing process, such as, for example, machining. Needle guides 160, 161 may also be made from any known suitable materials, such as, for example, steel. In some embodiments, rather than providing needle guides 160, 161 to the interior 102 of body 101 during assembly of injector 100, needle guides 160, 161 may be created as features of body 101 during the manufacturing of body 101.
First and second needle valve members 120, 130 may be arranged side-by-side within interior 102. Additionally, first and second needle valve members 120, 130 may be slidably movable within interior 102 between an upward open position and a downward closed position, and may be biased toward the closed positions by a suitable biasing spring 180. Although the illustrated embodiments depict that a single spring 180 may be sufficient to bias both first and second needle valve members 120, 130 toward their closed positions, those of ordinary skill in the art will readily recognize that biasing spring 180 may be replaced by two or more biasing springs (not shown) capable of separately urging first and second needle valve members 120, 130 toward their closed positions. Furthermore, although the illustrated embodiments depict that first and second needle valve members 120, 130 and their respective nozzles 103, 104 are disposed at substantially the same height above the associated combustion chamber 17, those of ordinary skill in the art will appreciate that the height of either of the first and second needle valve members 120, 130, along with their respective nozzles 103, 104, above the combustion chamber 17 may be varied with respect to the other of the first and second needle valve members 120, 130 and its respective nozzle. For example, first needle valve member 120 and nozzle 103 may be disposed slightly higher or lower than second needle valve member 130 and nozzle 104.
First needle valve member 120 may include a lower portion 121, an intermediate portion 122, and an upper portion 123. First needle valve member 120 may include any suitable size and shape known in the art. For example, first needle valve member 120 may include a substantially cylindrical shape. Additionally, first needle valve member 120 may also include one or more cross-sectional shapes along its length. For example, upper portion 123 may have a larger diameter than lower portion 121, and intermediate portion 122 may have a larger diameter than both lower portion 121 and upper portion 123.
Referring to
Intermediate portion 122 may extend upwards from lower portion 121. As discussed above, intermediate portion 122 may include a diameter larger than that of lower portion 121. Intermediate portion 122 may be provided with a first upper hydraulic surface 129 that is also exposed to the fuel pressure within interior 102.
Upper portion 123 may extend upwards from intermediate portion 122. As discussed above, upper portion 123 may have a diameter smaller than that of intermediate portion 122, but larger than the diameter of lower portion 121. Upper 123 may be provided with a top surface 124. Top surface 124 may have an upwardly extending projection 125 disposed thereon. As shown in
Top surface 124, together with needle guide 160, may also define a first control chamber 170. Control chamber 170 may be fluidly connected to first valve inlet 105 and first rail inlet 106. Control chamber 170, however, may be fluidly separated from the remainder of interior 102 by needle guide 160. Furthermore, control chamber 170 may have any suitable size and shape known in the art, such that when control chamber 170 is filled with pressurized fuel, the force of the pressurized fuel acting on top surface 124, together with biasing spring 180, is sufficient to urge first needle valve member 120 towards its closed position.
Like first needle valve member 120, second needle valve member 130 may include a lower portion 131, an intermediate portion 132, and an upper portion 133. Second needle valve member 130 may include any suitable size and shape known in the art. For example, second needle valve member 130 may include a substantially cylindrical shape. Second needle valve member 130 may also include one or more cross-sectional shapes along its length. For example, upper portion 133 may have a large diameter than lower portion 131, and intermediate portion 132 may have a large diameter than both lower portion 131 and upper portion 133.
Referring to
Intermediate portion 132 may extend upwards from lower portion 131. As discussed above, intermediate portion 132 may include a diameter larger than that of lower portion 131. Intermediate portion 132 may be provided with a second upper hydraulic surface 139 that is exposed to the fuel pressure within interior 102.
Upper portion 133 may extend upwards from intermediate portion 132. As discussed above, upper portion 133 may have a diameter smaller than that of intermediate portion 132, but larger than the diameter of lower portion 131. Upper portion 133 may be provided with a top surface 134. Top surface 134 may have an upwardly extending projection 135 disposed thereon. As shown in
Top surface 134, together with needle guide 161, may also define a second control chamber 171. Second control chamber 171 may be fluidly connected to second valve inlet 107 and second rail inlet 108. Second control chamber 171, however, may be fluidly separated from the remainder of interior 102 by needle guide 161. Furthermore, second control chamber 171 may have any suitable size and shape known in the art, such that when second control chamber 171 is full with pressurized fuel, the force of the pressurized fuel acting on top surface 134, together with biasing spring 180, is sufficient to urge second needle valve member 130 to the closed position.
The fuel injection system 23 and fuel injectors 100 of the present disclosure are generally applicable to any internal combustion engine. However, the present disclosure finds particular applicability in relation to compression ignition engines in which the injector nozzles are at least partially positioned in the engine cylinder for direct injection into the combustion space. Nevertheless, those skilled in the art will appreciate that the present disclosure could find potential application in other engines, including but not limited to spark ignition engines.
The present disclosure finds particular applicability to compression ignition engines because of its ability to advantageously produce two different spray patterns depending on how the engine is operated. For instance, under relatively low load conditions, it might be desirable to operate the engine in a pure homogeneous charge mode in which fuel is injected relatively early in the compression stroke when the piston is closer to a bottom-dead-center position than a top-dead-center position. Alternatively, in some instances, it may be desirable to inject fuel at the end of the intake stroke of the piston. As the piston continues moving upward, the fuel charge preferably thoroughly mixes with air in the cylinder to produce a relatively lean homogeneous mixture that spontaneously combusts when the engine piston nears its top-dead-center position.
When the engine is being operated at relatively high speeds and loads, it might be desirable to operate the fuel injection system in a conventional mode in which fuel is sprayed into the engine cylinder in a conventional spray pattern when the engine piston is at or near its top-dead-center position. In between these two extremes, it might be desirable to operate the fuel injection system in a mixed mode in which some fuel is injected through the HCCI configured nozzle early in the engine cycle and then later in the engine cycle additional fuel is injected via the nozzle configured for conventional injection when the engine piston is at or near its top-dead-center position. Since each of the needle valve members 120, 130 may be independently controlled, fuel may also be sprayed through both nozzles simultaneously, if desired.
Testing has shown that having the ability to produce the above-mentioned spray patterns at any desirable timing in the engine cycle can allow for an overall reduction in undesirable emissions, including NOx, unburned hydrocarbons, and particulates. Thus, the fuel injection system of the present disclosure allows for different spray patterns (e.g., HCCI and conventional spray patterns) that can be produced independently or simultaneously, at any desired timing, independent of engine speed or crank angle, and at a wide range of injection pressures that can be obtained through control of fuel pressure in the common fuel rail.
The operation of fuel injection system 23 and, in particular, fuel injector 100 will be explained below. The following explanation is provided for exemplary purposes only. Those skilled in the art will appreciate that a wide variety of variations could be made to the illustrated embodiments and the following exemplary description without departing from the intended scope of the disclosure.
Referring to
With renewed reference to
Referring to
With the HCCI injection event now complete, piston 15 continues to advance toward its top-dead-center position. Fuel and air within cylinder 14 begin to combine into a homogeneous mixture. In addition, fuel injector 100 prepares for the conventional injection event. Recall that fuel injector 100 will preferably only perform both the HCCI injection event and the conventional injection event during the same piston stroke when engine 10 is operating in a mixed mode, such as during a medium load condition.
To initiate the conventional injection event, as piston 15 approaches its top-dead-center position, first control valve 40 may be activated, such that pressurized fuel entering inlet 44 from common fuel rail 32 is blocked, and outlet 46 is placed in direct fluid communication with drain outlet 48 and low pressure drain passage 99. As a result of outlet 46 being in fluid communication with second valve inlet 105, second valve inlet 105 is also placed in direct fluid communication with drain passage 99. With valve inlet 105 in direct fluid communication with low pressure drain passage 99, the pressurized fuel in control chamber 170 may flow out of control chamber 170, through valve inlet 105, to drain passage 99. The flow of fuel out of control chamber 170 may result in a reduction of pressure in control chamber 170 and, consequently, a reduction in the downward forces being applied to top surface 124 of first needle valve member 120. The continuous flow of high pressure fuel through rail inlet 106 into control chamber 170 may serve to prevent the complete elimination of fuel pressure within control chamber 170, and may facilitate rapid build-up of pressure within control chamber 170 during the closing of nozzle 103 discussed below. With high pressure fuel still within interior 102, the fluid pressure acting on first lower and upper hydraulic surfaces 128, 129 is now sufficient to overcome the forces biasing spring 180 and the reduced forces of fuel pressure in control chamber 170, and urge first needle valve member 120 towards its open position. The upwards movement of needle valve member 120 results in fuel from within interior 102, and bore 141, flowing past seating surface 145 and into cylinder 14 through nozzle 103 in a conventional fuel injection spray pattern 300, as shown in
Upon conclusion of the conventional injection event, engine 10 prepares for subsequent fuel injection events. Combustion in cylinder 14 drives piston 15 downward for its power stroke. Piston 15 then performs its exhaust and intake strokes in preparation for the next mixed mode injection events. If the operating condition of engine 10 has changed, fuel injector 100 could instead operate in either a pure HCCI mode or a pure conventional mode for the subsequent injection events.
It will be apparent to those skilled in the art that various modifications and variations can be made to the fuel injection system of the present disclosure without departing from the scope of the disclosure. In addition, other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents.
