Accumulator fuel injection system

• US 5,341,783 A
• Filed: 09/03/1993
• Issued: 08/30/1994
• Est. Priority Date: 02/03/1988
• Status: Expired due to Term

• Current Assignee: Clean Air Power, Inc. (Clean Air Power Ltd.)
• Original Assignee: Servojet Electronic Systems, Ltd.
• Inventors: Roach, Alan R., Pena, James A., Beck, Niels J., Johnston, Bevan H.
• Primary Examiner(s): MILLER, CARL STUART
• Application Number:
  US08/117,393
• Time in Patent Office: 361 Days
• Field of Search: 123/300, 123/299, 123/446, 123/447, 123/467
• US Class Current: 123/446
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F02B 2075/125 Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
• CPC Class Codes: F02M 2200/30 Fuel-injection apparatus having mechanical parts, the movement of which is damped
• CPC Class Codes: F02M 47/02 of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
• CPC Class Codes: F02M 57/02 Injectors structurally combined with fuel-injection pumps
• CPC Class Codes: F02M 57/025 hydraulic, e.g. with pressure amplification
• CPC Class Codes: F02M 57/026 Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
• CPC Class Codes: F02M 59/105 hydraulic drive F02M59/32 takes precedence
• CPC Class Codes: F02M 61/06 the valves being furnished at seated ends with pintle or plug shaped extensions
• CPC Class Codes: F02M 61/20 Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
• CPC Class Codes: F02M 63/0205 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors safety devices acting on engine fuel system on lubricant pressure failure F01M1/24; for cutting-out pumps for stopping the engine
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A series of method and apparatus advances in the accumulator-type fuel injector art, applicable to both intensified and unintensified accumulator injectors, which cooperate to provide major improvements in internal combustion engine fuel economy, reduction of noise, and reduction of undesirable exhaust emissions, including smoke, oxides of nitrogen and hydrocarbons. According to the invention, injector needle closure speed is increased for sharper fuel cutoff and better atomization proximate closure, and needle closure bounce is minimized to minimize fuel dribble proximate closure by reducing both mass and length of the needle, which can be accomplished by a longitudinally divided needle. Hydraulic damping also damps and cushions both needle closing and needle opening. The accumulator cavity and needle spring cavity are separated, enabling the accumulator cavity to be as small as desired for high accumulator closing pressure, while nevertheless enabling a strong, fast-acting spring to be used, both factors cumulatively contributing to good closure atomization. A two-stage needle lift is provided for first injecting a pilot fuel charge for preignition, and then injecting the main fuel charge, thereby eliminating the usual adverse premixed burning. The injection spray pattern is automatically varied for improved engine efficiency over the engine power spectrum by utilizing a pintle-type injector nozzle which is variably controlled according to the quantity of fuel delivered.

Claims

1. A method of reducing undesired premixed burning in an internal combustion engine, comprising:

A. lifting an injector needle of a fuel injector a constant low-lift increment from a valve seat of said fuel injector;

then

B. preventing lifting of said needle beyond said low-lift increment for a sufficient interval of time to inject a relatively small initial fuel charge into the engine, said interval terminating when lifting forces imposed on said needle overcome holding forces imposed on said needle by a stop plate, said stop plate having opposed first and second surfaces exposed to an ambient fluid pressure and to a fluid vapor pressure, respectively; and

then

C. lifting said needle to a higher lift position to inject a main fuel charge into the engine.

2. A method as defined in claim 1, wherein said fuel injector is a pressure intensified-type fuel injector, and wherein said ambient fluid pressure comprises intensified fluid pressure.

3. A method as defined in claim 2, wherein said intensified fluid pressure is imposed on said needle through a hole formed in said stop plate.

4. A method as defined in claim 1, wherein said preventing step commences when said needle abuts said stop plate and terminates when said stop plate lifts with said needle.

5. A method as defined in claim 4, wherein said fluid vapor pressure is formed from an essentially fluid-tight seal formed by the seating of said stop plate onto a mating flat stationary member, and wherein, when said stop plate is lifted, said seal is broken and fluid pressure at the interface between said stop plate and said stationary member increases from said fluid vapor pressure to said ambient pressure.

6. A fuel injector for an internal combustion engine comprising:

A. an injector body;

B. a nozzle provided on said injector body and defining an injector needle valve seat;

C. an injector needle slidably received in said injector body and being normally seated on said valve seat; and

D. a stop plate disposed in said injector body and being normally positioned so as to have opposed first and second surfaces thereof exposed to an ambient fluid pressure and to a fluid vapor pressure, respectively.

7. A fuel injector as defined in claim 6, wherein said second surface of said stop plate comprises a downwardly facing flat and smooth surface which is normally seated on a flat and smooth shoulder of said injector body so as to provide an essentially fluid-tight seal therebetween.

8. A fuel injector as defined by claim 7, wherein an axial clearance is formed between said stop plate and an upwardly facing surface of said injector needle when said injector needle is seated on said valve seat, said injector needle closing said clearance to abut said stop plate upon being lifted from said valve seat.

9. A fuel injector as defined in claim 8, wherein said downwardly facing surface of said stop plate has a recess formed therein the depth of which substantially defines said axial clearance, said upwardly facing surface of said injector needle entering said recess when said injector needle rises from its seated position.

10. A fuel injector as defined in claim 8, wherein said stop plate has an axial hole formed therethrough via which said ambient fluid pressure is imposed on said upwardly facing surface of said injector needle.

11. A fuel injector as defined in claim 10, further comprising a pin extending through said hole and abutting said upwardly facing surface of said injector needle.

12. A fuel injector as defined in claim 11, wherein said pin has an upper end positioned in a cavity containing pressurized fluid.

13. A fuel injector as defined in claim 18, wherein said ambient fluid pressure biases said injector needle towards said valve seat, and further comprising a needle spring which biases said injector needle towards said valve seat and a plate spring which biases said stop plate towards said shoulder of said injector body.

14. A fuel injector as defined in claim 6, wherein said fuel injector is an accumulator-type fuel injector in which the energy for injection is stored by the compression of liquid fuel within said injector.

15. A fuel injector as defined in claim 6, wherein said fuel injector is a pressure intensified-type fuel injector having a cavity exposed to intensified fluid pressure, and wherein said stop plate is provided in said cavity.

16. A fuel injector as defined in claim 6, wherein said injector needle comprises a unitary injector needle.

17. A fuel injector as defined in claim 6, wherein said injector needle comprises a two-part injector needle.

18. A fuel injector as defined in claim 6, wherein said nozzle is a sac nozzle.

19. A fuel injector as defined in claim 6, wherein said nozzle is a pintle type nozzle.

20. A method of reducing undesirable premixed burning in an internal combustion engine, comprising

A. raising an injector needle of an accumulator-type fuel injector off its valve seat a small constant low-lift increment for a sufficient interval of time to inject a small initial fuel charge into the engine;

and then

B. raising the needle to a higher lift position to inject a main fuel charge into the engine.

21. A fuel injector comprising:

A. an injector body having

(1) a longitudinal bore formed therein,

(2) a nozzle formed in a bottom end of said bore and defining a needle valve seat, and

(3) a pressurized cavity formed therein located above and in communication with an upper end of said bore;

B. an injector needle slidably received in said bore and having a lower end normally seated on said valve seat and an upper end normally disposed proximate a junction between said pressurized cavity and said bore; and

C. a stop plate disposed in said pressurized cavity and having

(1) an upper surface exposed to an ambient fluid pressure in said cavity,

(2) a lower surface sealingly contacting a shoulder of said injector body, and

(3) a hole formed therethrough permitting the imposition of forces, generated by said ambient fluid pressure in said pressurized cavity, on said upper end of said injector needle.

22. A fuel injector as defined in claim 21, wherein said stop plate has a recess formed in said lower surface thereof for receiving said upper end of said injector needle when said injector needle is lifted from said valve seat.

23. A fuel injector as defined in claim 21, wherein said ambient fluid pressure biases said injector needle towards said valve seat, and further comprising a needle spring which biases said injector needle towards said valve seat and a plate spring which biases said stop plate towards said shoulder of said injector body.

24. A fuel injector as defined in claim 21, further comprising a pin extending through said hole of said stop plate and abutting said upper end of said injector needle.

25. A fuel injector as defined in claim 21, wherein said hole in said stop plate defines a fluid flow path between said upper end of said injector needle and said pressurized cavity.

26. A fuel injector as defined in claim 21, wherein

A. the pressure at an interface between said lower surface of said stop plate and said shoulder of said injector body is approximately fluid vapor pressure, and

B. the net pressure forces on said stop plate are the product of 1) the interface area and 2) the difference between an ambient pressure in said pressurized cavity and said vapor pressure.

27. A method of reducing undesired premixed burning of fuel in an internal combustion engine, comprising:

A. first injecting a small initial charge of fuel from an accumulator-type fuel injector into said engine at a relatively low rate, said initial fuel charge being injected through a relatively small substantially constant needle aperture for a first time interval; and

then

B. injecting a main fuel charge into said engine at a relatively high rate which gradually decreases from an initial peak rate, said main fuel charge being injected through a relatively large substantially constant needle valve aperture for a second time interval, said relatively high rate of injection decreasing during said second time interval.

28. In an internal combustion engine accumulator-type fuel injector, a method of reducing undesirable premixed burning in the engine which comprises:

A. raising an injector needle off its valve seat a small low-lift increment for a sufficient interval of time to inject a small initial fuel charge into the engine;

B. then lifting the needle to a full lift position to inject the main fuel charge into the engine; and

C. controlling needle lift by controlled venting of pressurized liquid from a pressurized zone located above said needle.

29. A method as defined in claim 28, wherein said step of controlling comprises:

A. first relatively slowly venting pressurized liquid from said pressurized zone to produce said low-lift increment of lift of said injector needle; and

B. then relatively rapidly venting pressurized liquid from said pressurized zone to produce said raising of said injector needle to its said full lift position.

30. A method as defined in claim 29, further comprising:

A. placing a stop plate at a first stop position in which it is spaced said low-lift increment above the upper end of said injector needle prior to said relatively slow venting so as to positively stop said injector needle at its said low-lift increment of lift during said relatively slow venting; and

B. releasing said stop plate from its first stop position during said relatively rapid venting so as to enable said injector needle to lift to its said full lift position.

31. A method as defined in claim 30, wherein said step of releasing said stop plate enables said stop plate to be raised to a second stop position during said relatively rapid venting so as to positively stop said injector needle at its said full lift position.

32. A method as defined in claim 31, further comprising:

A. holding said stop plate in its said first stop position by fluid pressure during said relatively slow venting; and

B. decreasing said fluid pressure so as to perform said releasing of said stop plate.

33. A method as defined in claim 28, wherein said controlling step comprises controlled venting of pressurized liquid from said pressurized zone so as to provide an injection rate which increases with time.

34. A method as defined in claim 28, wherein said controlling step comprises controlled venting of pressurized liquid from said pressurized zone so as to provide an injection rate which increases with time followed by an injection rate which decreases with time.