WO2013181718A1 - Perfectionnements apportés à des systèmes d'injection de carburant - Google Patents

Perfectionnements apportés à des systèmes d'injection de carburant Download PDF

Info

Publication number
WO2013181718A1
WO2013181718A1 PCT/AU2013/000615 AU2013000615W WO2013181718A1 WO 2013181718 A1 WO2013181718 A1 WO 2013181718A1 AU 2013000615 W AU2013000615 W AU 2013000615W WO 2013181718 A1 WO2013181718 A1 WO 2013181718A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
injector
inlet
passage
outlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/AU2013/000615
Other languages
English (en)
Inventor
John Howard Tubb
Geoffrey Paul Cathcart
Callan Murray BLEECHMORE
David James Caley
Donald Andrew Railton
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Orbital Australia Pty Ltd
Original Assignee
Orbital Australia Pty Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2012902389A external-priority patent/AU2012902389A0/en
Application filed by Orbital Australia Pty Ltd filed Critical Orbital Australia Pty Ltd
Publication of WO2013181718A1 publication Critical patent/WO2013181718A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
    • F02M69/465—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down of fuel rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/85—Mounting of fuel injection apparatus
    • F02M2200/856—Mounting of fuel injection apparatus characterised by mounting injector to fuel or common rail, or vice versa
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to fuel injection systems, such as those used with air-cooled unmanned aerial vehicles (UAV) or snowmobile engines.
  • UAV unmanned aerial vehicles
  • the present invention relates to single or dual fluid injection systems, and preferably direct injection systems, and more preferably those systems used for delivering heavy fuel.
  • UAVs and snowmobiles have certain space/packaging limitations around the engine. Both vehicles need the engine to be powerful yet compact. This is particularly relevant for UAVs where the engine typically needs to have a low profile in order to minimise wind resistance and/or maximise streamlining.
  • UAV and snowmobile engines like other engines, require a fuel system to deliver fuel into the combustion chamber(s) of the engine.
  • UAVs and snowmobiles have limited space for the packaging of certain components.
  • UAVs in particular need a low frontal profile to minimise wind resistance. This places packaging limitations on the overall height and width across the engine and engine components. Maintaining a low profile is preferred in order to improve speed through the air and/or maximise fuel efficiency and UAV performance.
  • UAV engines In respect of fuel systems for UAV engines, known UAV engines predominantly use naturally aspirated engines that rely on the airflow drawn into the combustion chambers to entrain fuel from a carburettor. Such engines are predominantly suitable for gasoline/petrol as the fuel, and have severe
  • Heavy fuels can sometimes be injected by such systems, but these typically need to be kept warm in order to avoid issues with poor vaporisation (and hence combustion) when delivered by the fuel system due in the main to high viscosity properties. That is, heavy fuels, such as diesel and kerosene based fuels, require the fuel to be kept sufficiently warm in order to efficiently be delivered to the engine by the fuel injector(s). If the fuel gets too cold, this may lead to unsatisfactory vaporisation of the fuel within the combustion chamber(s) due to the high viscosity of the fuel in turn leading to poor engine performance, stability problems (e.g. increased vibration and thereby problems with camera payloads, for example) or potentially stalling of the engine and hence UAV operation.
  • stability problems e.g. increased vibration and thereby problems with camera payloads, for example
  • such dual fluid Dl systems predominantly used on engines for road vehicles, typically utilise a fuel injector piggybacked on top of a delivery injector in an inline or axial arrangement.
  • the fuel injector outputs an amount of fuel which is entrained in pressurised air and the combined charge of fuel and air is delivered into the combustion space by the delivery injector.
  • any benefits which may ensue from some degree of heat being transferred from the warmer engine cylinder head to the fuel system by virtue of its proximity to the cylinder head (i.e. and contributing to some degree of warming of the fuel) are effectively reduced by the fuel injector being further away from this warmer part of the engine. Similar problems also exist for snowmobile applications.
  • the lower profile arrangement brings the injector(s) closer to the engine for additional warmth - which improves one or more of reliability, longevity, fuel economy and smooth running of the engine.
  • Cost, size, space and weight advantages desirably resulting from the present invention are considered particularly beneficial for small UAV and snowmobile engine applications where low ambient and low wind chill
  • one or more desirable applications of the present invention enable(s) the overall height of the fuel system (and hence the engine cowl covering the top of the engine and the fuel system injectors and fuel rail) to be reduced to in turn reduce weight and drag, and also vulnerability to damage.
  • the present invention provides in one aspect a fuel injection system injector interface including an inlet to receive a nozzle of a fuel injector, an outlet, and a passage connecting the inlet and the outlet, wherein the inlet and the outlet have different axial alignments.
  • the passage includes a first portion inclined towards the outlet.
  • a further aspect of the present invention provides a fuel injection system injector interface including an inlet to receive a nozzle of a fuel injector, an outlet for delivery of fuel to an entry to a combustion chamber of the engine, and a passage connecting the inlet and the outlet, wherein the passage varies in width between the inlet and the outlet.
  • Another aspect of the present invention provides a fuel injection system injector interface including an inlet to receive a nozzle of a fuel injector, an outlet, and a passage connecting the inlet and the outlet, the passage having a side wall arranged to guide fuel between the inlet and outlet, wherein the inlet and the outlet are not axially aligned with each other.
  • the injector interface of the present invention is a device that provides an improved interface between the fuel injector and the cylinder head/combustion chamber, and more particularly, a delivery injector arranged with respect the cylinder head/combustion chamber.
  • the passage may be an internal passage within the injector interface.
  • the passage may be integral to the injector interface.
  • the passage may be cast or machined in a body of the injector interface, or formed by combining interface components together.
  • the injector interface may be a fuel rail.
  • the passage is thus not a separate interface piece outside or inside of the fuel rail between the inlet and outlet.
  • Another aspect of the present invention provides a fuel injection system injector interface including an inlet to receive a nozzle of a fuel injector, an outlet, and a passage connecting the inlet and the outlet, wherein fuel injected by the fuel injector into the passage is incident at an angle onto a surface of the passage.
  • the fuel incident onto the surface is reflected or directed towards the outlet.
  • the present invention is applicable to angled spray injectors or injectors aligned to spray towards an interior side wall of the passage.
  • the passage is generally circular and the width varies in diameter between the inlet and the outlet.
  • the width or diameter may vary along substantially all of the passage's length or along a portion of the passage.
  • the passage first portion may be inclined at an angle ⁇ between 0.0° and 45° with respect to a central axis passing through a centre of the inlet that leads to the passage.
  • the first portion may extend in axial alignment with the inlet.
  • the first portion is inclined at an angle ⁇ of between 5.0° and 20°, and more preferably between 5.0° and 10°.
  • a preferred alignment for such an angled passage arrangement is at around 7.5° ⁇ 0.5°.
  • the inlet may include a hollow to accommodate the nozzle or plume from the injector.
  • the hollow is preferably circular.
  • the hollow may have a side wall that tapers to a base portion of the hollow.
  • the side wall may alternatively be stepped or have a smooth, continuous taper.
  • the side wall may taper at an angle a between 5° and 80° with respect to the base portion, and more preferably taper at an angle a of 45°.
  • the passage may include a narrowing aperture from the inlet, which preferably tapers for fluid connection to the passage portion. That narrowing aperture may also be inclined, such that an outlet of that aperture to the passage portion is angled to meet the passage portion.
  • the nozzle of the fuel injector is not in axial alignment with the inclined first portion of the passage.
  • the passage may include the inclined first portion in fluid connection with a second portion.
  • the second portion is in fluid connection between the first portion and the outlet.
  • the outlet of the injector interface may include an opening to receive an inlet end of a delivery injector.
  • the second portion may be shorter than the first portion.
  • the first and second portions may be connected at a corner or elbow of the passage.
  • the corner or elbow may include a radiused portion to assist flow of fuel changing direction at the corner or elbow through the passage.
  • the radius may be provided at an outside portion of the corner or elbow with respect to fuel flow through the passage at that point.
  • the radius may be between 0.5mm and 10.0mm, preferably between 0.5mm and 5.0mm, and more preferably around 1.0mm.
  • the system may be a dual fluid direct injection system with a fuel injector and a delivery injector.
  • a dual fluid direct injection system may have the passage leading from the inlet to the outlet, wherein a delivery injector is received, in use, in the outlet.
  • the delivery injector is arranged to receive the fuel under pressure and additionally pressurised air from an air supply, and to inject the fuel and air into the combustion chamber of the engine, with the fuel injector arranged to inject fuel into a hollow in a base of the inlet, the hollow leading to the passage.
  • Advantages and benefits of forms of the present invention include reducing fuel delivery problems that may be associated with an injector interface having a fuel passage therethrough that is not axially inline between a fuel injector and an entry to a combustion chamber.
  • the injector interface is arranged within a lateral fuel rail. Lateral entry of the fuel injector into the fuel rail reduces the overall height of the fuel system by having the fuel injector on its side injecting into the fuel rail relative to the engine rather than axially arranged with an engine cylinder and injecting directly towards the engine. This brings the fuel injector closer to the engine and reduces the overall packaging envelope of the fuel rail and fuel system . This also helps to warm the fuel delivered to and injected by the fuel injector because of the shorter heat conduction and convection paths to the injector and associated connections.
  • the inclined passage helps to maintain accurate fuel delivery given that the fuel has to effectively transit around a corner to a corresponding delivery injector.
  • reflecting fuel injected at high pressure, and preferably a mix of fuel and air in a dual fluid injection system, off a side wall of the inclined passage could be considered counter intuitive. Nevertheless, it has been found beneficial to reflect injected fuel off the side wall of the inclined passage portion at an angle such that the reflected portion is directed towards where the first and second portions meet.
  • a further aspect of the present invention provides a fuel injection system injector interface assembly including a fuel injector having an outlet end and an inlet end, an injector interface having an inlet body arranged to receive at least a nozzle of the fuel injector, a rear housing to receive the inlet end of the fuel injector, and at least one seal arranged to seal the fuel injector inlet and outlet ends in the respective inlet body and rear housing to prevent fuel leakage from around the fuel injector, and retaining means to retain the fuel injector inlet and outlet ends in the respective inlet body and rear housing.
  • the injector interface assembly thereby provides a 'floating' fuel injector that is readily replaceable when required.
  • the fuel injector may have restricted longitudinal movement bounded rearward by the rear housing and forward by the inlet body being in fixed positions, preferably the inlet body and rear housing being held in position by the retaining means.
  • the retaining means may be removable or releasable, or both.
  • the injector interface assembly provides a multi component assembly wherein the fuel injector is readily removable, such as for replacement or refurbishment, by removing or releasing the retaining means.
  • the retaining means may include one or more clips, such as wire or plastic clips.
  • the rear housing may include connection for a fuel delivery conduit, and optionally a fuel return conduit.
  • the inlet body and rear housing may also retain a fuel pressure regulator therebetween.
  • the inlet body may include an outlet arranged to receive an inlet of a delivery injector.
  • the delivery injector may be for a dual fluid direct injection system arranged to deliver a fuel-air mixture directly into a combustion chamber of the engine.
  • top-feed (fuel) injectors are accommodate different fuel injector types, including top-feed (fuel) injectors.
  • top-feed fuel injectors can be made to work with the lateral fuel rail despite being arranged laterally with respect to the engine cylinder.
  • the top-feed fuel injector may be provided with suitable attachments at its inlet or outlet to facilitate the use thereof in a lateral orientation.
  • the present invention may include embodiments of a fuel interface manufactured as a single piece item. Manufacturing may be by initial casting of an interface body and subsequent machining to form the passage(s), whether angled or lateral with respect to the engine cylinder, through the body.
  • the present invention may provide a UAV or snowmobile engine fuel injection system fuel rail including a first opening to receive a nozzle of a fuel injector, and a first passage having an inlet leading from the first opening to an outlet for delivery of fuel via a cylinder head passage into a combustion chamber of the engine, wherein the first opening and the outlet have different axial alignments.
  • the system may be a dual fluid direct injection system with a fuel injector and a delivery injector.
  • a dual fluid direct injection system may have the first passage leading from the first opening to a second opening in which, in use, is received an inlet of a delivery injector, the delivery injector arranged to receive the fuel under pressure and additionally pressurised air from an air supply, and inject the fuel and air into the combustion chamber of the engine, the fuel injector and the delivery injector arranged to inject the fuel in different directions relative to each other due to differing axial alignment of the first opening and nozzle of the delivery injector.
  • Advantages and benefits of forms of the present invention include reducing the weight and frontal area of the fuel system , and improving heat retention of the fuel and fuel rail to maintain or enhance fuel vaporisation and the combustion characteristics, particularly of a heavy fuel engine.
  • the fuel injector and the delivery injector of a dual fluid direct injection fuel system are not axially aligned. That is, their nozzles inject in different directions rather than one injecting directly toward the other in axial alignment.
  • the fuel injector may be arranged at an angle relative to the delivery injector such that a fuel plume from the fuel injector is directed towards the delivery injector but not axially inline with a corresponding plume from the delivery injector.
  • the fuel injector and the delivery injector may each have a longitudinal central axis. According to one or more embodiments of the present invention, the fuel injector longitudinal central axis is not in axial alignment with the delivery injector longitudinal central axis.
  • the first opening in the fuel rail, and therefore the fuel injector may be orientated at an angle between 10° and 90° relative to the second opening in the fuel rail to receive the delivery injector. Preferably at an angle between 45° and 90°, and more preferably between 80° and 90°.
  • the first opening of the fuel rail is substantially at a right angle with respect to its outlet or the second opening to receive the delivery injector.
  • the fuel injector and delivery injector can be at right angles with respect to each other.
  • the delivery injector typically aligned pointing into the combustion chamber of the engine, it will be understood that the first opening of the fuel rail to receive the fuel injector, and therefore the fuel injector itself when installed, may be aligned laterally (sideways) with its nozzle directed into the first opening.
  • Forms of the present invention beneficially provide a more compact arrangement than axially aligned fuel injectors (and for dual fluid systems, delivery injectors), and also provide shorter heat paths between the cylinder head interface and the fuel injectors to preheat the fuel for improved fuel delivery.
  • a further aspect of the present invention provides a fuel injection system injector interface including an inlet to receive fuel injected from a nozzle of a fuel injector, an outlet, and a passage connecting the inlet and the outlet, the passage including a passage first portion leading into the interface from the inlet, wherein the fuel injected by the fuel injector impinges at an acute angle on a surface of the initial passage portion.
  • the fuel deflects from the surface at or about the impinging angle i.e. an acute angle, and more preferably the opening into the interface from the inlet is positioned in a deflection path of the fuel when the fuel deflects from the surface.
  • the fuel injector may provide a fuel spray pattern as a cone or multiple streams behaving like a conical spray or some other spray pattern behaving like a conical spray pattern into the inlet, with at least a portion of the fuel spray pattern impinging on the surface at the acute angle.
  • the fuel injector may provide a fuel spray pattern as a single stream, whether lateral or angled as it leaves the fuel injector, which impinges on the surface at the acute angle.
  • a peripheral portion of the fuel spray pattern may be sprayed at the surface at the acute angle.
  • the outer portion of the fuel spray may impinge on the surface whilst any central or core portion of spray may be directed more towards an opening into the passage.
  • the passage first portion may include a first portion surface narrowing from the inlet and leading into the remaining passage of the interface.
  • the first portion surface may be tapered, conical or a curved lumen narrowing from the inlet into the rest of the passage. This opening from the inlet may be machined into the material of the interface or may be an insert received in an opening at the inlet.
  • the acute angle is preferably greater than zero degrees (0°) and no greater than forty degrees (40°), more preferably between 20° and 36°, and yet more preferably substantially 32°.
  • the cone (plume) angle of the spray from the fuel injector may be about 20° and a spray pattern included angle of about 24°, though other angles are considered to fall within the scope of the present invention provided the impinging angle remains an acute angle.
  • the fuel injector may include a multi hole orifice to create the fuel pattern for delivery into the passage.
  • Figure 1 shows a section through a fuel rail of a dual fluid direct injection system wherein a passage first portion is angled with respect to the orientation of the fuel injector according to an embodiment of the present invention
  • Figure 2 shows an exploded view of a fuel rail assembly according to an embodiment of the present invention
  • Figures 3A to 3E show alternative embodiments of the present invention incorporating a fuel spray impinging at an acute angle onto a surface of a passage first portion;
  • Figure 4 shows a section through a fuel rail of a dual fluid direct injection system wherein a passage first portion is inline or axial with respect to the orientation of the fuel injector according to an embodiment of the present invention.
  • Figure 1 shows a fuel injector interface in the form of a fuel rail 10 providing an interface between a fuel injector (not shown) and a delivery injector (not shown) to deliver dual fluids (fuel and air) directly into a combustion chamber of an engine.
  • Figure 1 includes an ellipse E highlighting the passage and its features.
  • the fuel rail 10 includes an inlet 12 to receive a nozzle end of the fuel injector and an outlet 14 to receive the inlet end of a delivery injector.
  • a passage 16 connects the inlet to the outlet.
  • the passage may be between 2.0mm and 10.0mm long, preferably around 6.0mm-7.00mm long.
  • the passage has a portion 18 inclined with respect to the inlet.
  • the inclined portion has a side wall arranged to reflect a plume of fuel (and in the case of a dual fluid injection system, fuel and air) at an angle from an angle of incidence of preferably around 7.5° ⁇ 0.5°. The reflected fuel plume is thereby directed towards the juncture between the first and second portions of the passage.
  • the inclined portion leads to a corner or elbow 20 connected to a shorter second portion 22 leading to the outlet.
  • the corner or elbow has a radius Ri of approximately 2.0mm. The radiused corner advantageously assists smooth transit of the fuel (or fuel and air) from the first portion to the second portion.
  • the passage may have an internal diameter Di of between 1 .0mm and 5mm, preferably substantially 2.0mm.
  • the bore of the passage may taper or vary in diameter along the length of the passage.
  • the inclined first portion may taper to the corner or elbow.
  • the second portion may taper.
  • the second portion may have a diameter D 2 between 1 .00mm and 5.0mm, preferably substantially 2.0mm.
  • the inlet 12 can include a shoulder 24 arranged to act as a stop for a portion of the fuel injector (not shown).
  • a space created between a nozzle end of the fuel injector and the base 28 of the hollow 26 by the fuel injector abutting the shoulder 24 provides sufficient room for the fuel plume from the fuel injector to be entrained in air entering the space via an air inlet fed by an air supply (such as a compressor).
  • an air supply such as a compressor.
  • Fuel injected by the fuel injector can efficiently and effectively mix with air from the air supply at the space formed by the hollow. That fuel-air mix is under pressure and transits the inclined passage to the delivery injector inlet by which the fuel-air mix is directly injected into the combustion chamber.
  • Figure 2 shows a fuel rail assembly 40 for use with a dual fluid direct injection system.
  • the fuel rail assembly has a fuel injector 42 having an outlet end 44 and an inlet end 46, a fuel rail inlet body 48 arranged to receive at least a nozzle 50 of the fuel injector, a rear housing 52 to receive the inlet end of the fuel injector, and at least one seal 54 arranged to seal the fuel injector inlet and outlet ends in the respective inlet body and rear housing to prevent fuel leakage from around the fuel injector, and retaining means (not shown) to retain the fuel injector inlet and outlet ends in the respective inlet body and rear housing.
  • the fuel injector may have restricted longitudinal movement bounded rearward by the rear housing and forward by the inlet body being in fixed positions, and preferably the inlet body and rear housing are held in position by the retaining means.
  • the retaining means may be removable or releasable, or both.
  • the fuel rail assembly provides a multi component assembly wherein the fuel injector is readily removable, such as for replacement or refurbishment, by removing or releasing the retaining means.
  • the retaining means may include one or more clips, such as wire or plastic clips.
  • the rear housing may include connection for a fuel delivery conduit 56a, and optionally a fuel return conduit 56b.
  • the inlet body and rear housing may also retain fuel pressure regulator 58 therebetween.
  • the inlet body 48 may include an outlet 60 arranged to receive an inlet 62 of a delivery injector 64.
  • the delivery injector may be for a dual fluid direct injection system arranged to deliver a fuel-air mixture directly into a combustion chamber of the engine. 0 ring seals 66 may be provided between components.
  • the fuel rail assembly is connected to the cylinder head of an engine to allow the fuel injector and delivery injector to deliver fuel and air to the engine.
  • the interface can receive a range of different fuel sprays from the fuel injector for transportation to the delivery injector.
  • the fuel spray from the fuel injector may be delivered as a broadening spray, such as from a multi hole spray or as a cone, or as a pencil stream, angled or bent stream.
  • the outlet holes from the fuel injector serve to create a spray which approximates a conical spray
  • the interface is preferably arranged so that the fuel streams impinge on the wall of the connecting passage at an acute angle.
  • the axis of the first portion of the connecting passage of the interface can preferably be on the same axis as the injector. The same would apply to a fuel injector arranged to deliver an angled pencil stream spray which impinges on the wall of the connecting passage at an acute angle.
  • the fuel injection system depicted in these figures includes a delivery injector 64 supplied with air and fuel under pressure from a respective fuel injector 42 and an air passage (not shown).
  • the delivery injector 64 is mounted to deliver a metered quantity of fuel entrained in air directly into a combustion chamber of an engine (such as a UAV or snowmobile engine).
  • the delivery injector 64 is supplied with the fuel assisted by air pressure within the system via a passage 22.
  • the fuel injector 42 is not mounted axially inline with and above the delivery injector 64; rather, the fuel injector 42 enters the fuel rail 10 laterally (from the side). The height of the overall fuel injection system is thereby reduced. This also brings the fuel injector 42 closer to the engine, which helps improve fuel injector warming, and therefore fuel warming.
  • the lateral rail arrangement is more able to utilise heat from the engine due to the geometry and reduced length of the heat path between it and the cylinder head.
  • Distance between the fuel injector 42 and delivery injector 64 is also shortened compared with axially aligned injectors.
  • the fuel injector 42 has a nozzle 50 received in a first opening or inlet 12 of the fuel rail 10.
  • the fuel injector 42 has a central longitudinal axis which is angled with respect to the central longitudinal axis of the delivery injector 64.
  • the delivery injector 64 has its inlet 62 received in an outlet 14 of the fuel rail 10.
  • the delivery injector of the dual fluid direct injection system is arranged to deliver the dual fluids via a delivery injector nozzle into the combustion chamber of the engine.
  • the lateral (side) entry of the fuel injector 42 into the fuel rail 10 reduces overall height (thereby reducing frontal area and reducing overall packaging space as well as, importantly, wind resistance for a UAV).
  • Heat conducted through the metal of the fuel rail 10 and also convected within the heated space above helps to heat the fuel injector 42 and associated fuel lines to and from the injector, helping to keep heavy fuel less viscous than would otherwise be the case with an axially or inline setup.
  • bringing the entry for the fuel injector 42 to a lateral position on the fuel rail 10 shortens the fuel path between the fuel injector nozzle 50 and the delivery injector inlet 62, thereby improving the metering of fuel to the delivery injector 64 and overall dual fluid delivery into the combustion chamber.
  • Figures 3A to 3E show a fuel injector 100 spraying fuel 102
  • Each interface has a passage 1 14 therethrough between an inlet 1 16 and an outlet 1 18.
  • a pencil or linear stream of fuel is sprayed into the first passage portion to impinge at an acute angle a on the surface 120 of the side wall 122 in the first passage portion.
  • the first passage portion 122 is inclined with respect to the direction of the fuel spray i.e. the fuel spray is directed straight from the injector into the passage inlet and impinges the side wall of the passage first portion at an acute angle due to the inclination of that passage portion from the axis of the fuel stream.
  • the passage first wall portion is preferably between the inlet and a change in axial direction of the passage first portion along the passage, such as prior to an elbow or corner 124 or other change of direction in the passage.
  • FIG. 3B shows an embodiment wherein the fuel spray is an angled spray or a cone pattern or multi-hole spray, and the peripheral portion of the cone spray impinges the surface at the acute angle.
  • the passage first portion forms a conical surface.
  • other shapes are considered to fall within the scope of the present invention.
  • the angle of deflection of the spray rebounding from the surface is at an acute angle equal to or substantially the same as or somewhat shallower than the acute angle of impingement, such that the spray deflected from the surface is directed into an opening leading to the remainder of the passage.
  • the passage first portion is axially aligned with the fuel injector, such that, if a linear or pencil fuel plume was injected into the inlet, the fuel would be directed straight down the passage to the elbow 124.
  • a broadening spray such as a cone or multi jet cone 106
  • the spray pattern spreads out and impinges (at least the peripheral portion impinges) onto the side wall of the first passage portion.
  • the first passage portion then narrows or tapers leading into the remainder of the passage. This narrowing or tapering provides a suitable angle of reflection for the fuel from the surface and directs the fuel into the opening to the passage.
  • Figure 3D shows an inclined passage from the inlet to the elbow with respect to the axial alignment of the injector.
  • a conical or multi stream conical fuel spray 108 all impinges on the surface at an acute angle, and thereafter is guided down the remainder of the passage.
  • the angle a is greater than zero degrees but no greater than 40°.
  • the actual acute angle of impingement onto the surface of the passage first portion is determined by the alignment of the injector relative to the opening into the passage, the shape or arrangement of the passage first portion, and the shape of the fuel spray pattern.
  • Figure 3E shows an embodiment wherein the fuel spray is an angled or bent spray which impinges the surface 120 at an acute angle. This embodiment is similar to that shown in Figure 3B, wherein the passage first portion forms a conical surface.
  • the embodiment of Figure 3E shows the fuel injector 100 and first portion 1 10 in axial alignment, but with the fuel spray issuing from the fuel injector 100 as an angled or bent stream such that it impinges the surface 120 at an acute angle, with the fuel spray then being deflected from the surface and directed into an opening leading to the remainder of the passage.
  • Figure 4 shows a fuel injector interface similar to that described with reference to Figure 1 (with similar reference numerals used to depict similar elements), but includes a connecting passage of the fuel interface that is not angled with respect to a fuel injector (not shown). Rather in this embodiment the connecting passage and fuel injector are axially arranged with respect to each other.
  • the fuel rail 210 again includes an inlet 212 to receive a nozzle end of the fuel injector and an outlet 214 to receive the inlet end of a delivery injector.
  • a passage 216 connects the inlet to the outlet.
  • the passage 216 in this instance however is not inclined with respect the inlet and rather is arranged axially with respect to the inlet.
  • the passage 216 similarly leads to a corner or elbow 220 connected to a shorter second portion 222 leading to the outlet.
  • the corner or elbow is radiused (R-i ) to advantageously assist smooth transit of the fuel (or fuel and air) from the first portion to the second portion
  • Application of the present invention facilitates a fuel rail for a fuel injection system that allows for non-axial alignment of an injector relative to an entry to a combustion chamber of an engine to enable realisation of beneficial packaging arrangements without sacrificing fuel delivery quality.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention porte sur une interface d'injecteur de système d'injection de carburant (10, 112, 210), qui comprend une entrée (12, 116, 212) destinée à recevoir un carburant injecté par une buse d'un injecteur de carburant (100), une sortie (14, 118, 214) et un passage (16, 114, 216) qui relie l'entrée et la sortie. Le passage comprend une première partie de passage (110) qui mène à l'interface à partir de l'entrée, et l'entrée et la sortie présentant des alignements axiaux différents, de telle sorte que le carburant injecté par l'injecteur de carburant frappe une surface de la partie initiale de passage selon un angle aigu a. La première partie de passage peut être inclinée par rapport à l'axe de l'injecteur. Un autre mode de réalisation comprend un ensemble rampe de carburant de système d'injection de carburant (40) comprenant un injecteur de carburant (42) qui présente une extrémité de sortie (44) et une extrémité d'entrée (46), une rampe de carburant ayant un corps d'entrée (48) agencé pour recevoir au moins une buse (50) de l'injecteur de carburant, un boîtier arrière (52) destiné à recevoir l'extrémité d'entrée de l'injecteur de carburant et au moins une garniture d'étanchéité (54) agencée pour fermer hermétiquement les extrémités d'entrée et de sortie de l'injecteur de carburant respectivement dans le corps d'entrée et le boîtier arrière pour empêcher le carburant de fuir de la région entourant l'injecteur de carburant, et des moyens de retenue destinés à retenir les extrémités d'entrée et de sortie de l'injecteur de carburant respectivement dans le corps d'entrée et le boîtier arrière.
PCT/AU2013/000615 2012-06-08 2013-06-07 Perfectionnements apportés à des systèmes d'injection de carburant Ceased WO2013181718A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AU2012902389A AU2012902389A0 (en) 2012-06-08 Improvements to fuel injection systems
AU2012902389 2012-06-08
US201261665314P 2012-06-28 2012-06-28
US61/665,314 2012-06-28

Publications (1)

Publication Number Publication Date
WO2013181718A1 true WO2013181718A1 (fr) 2013-12-12

Family

ID=49711220

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2013/000615 Ceased WO2013181718A1 (fr) 2012-06-08 2013-06-07 Perfectionnements apportés à des systèmes d'injection de carburant

Country Status (1)

Country Link
WO (1) WO2013181718A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106200674A (zh) * 2016-08-16 2016-12-07 吉林农业大学 一种无人机自适应精准施药的方法
WO2017161422A1 (fr) * 2016-03-23 2017-09-28 Orbital Australia Pty Ltd Système d'injection de carburant

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0242978B1 (fr) * 1986-04-24 1989-04-26 General Motors Corporation Injecteur électromagnétique à double cône de pulvérisation
US4979479A (en) * 1988-06-23 1990-12-25 Aisan Kogyo Kabushiki Kaisha Fuel injector and mounting structure thereof
US5170766A (en) * 1992-01-16 1992-12-15 Orbital Walbro Corporation Fuel and air injection for multi-cylinder internal combustion engines

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0242978B1 (fr) * 1986-04-24 1989-04-26 General Motors Corporation Injecteur électromagnétique à double cône de pulvérisation
US4979479A (en) * 1988-06-23 1990-12-25 Aisan Kogyo Kabushiki Kaisha Fuel injector and mounting structure thereof
US5170766A (en) * 1992-01-16 1992-12-15 Orbital Walbro Corporation Fuel and air injection for multi-cylinder internal combustion engines

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017161422A1 (fr) * 2016-03-23 2017-09-28 Orbital Australia Pty Ltd Système d'injection de carburant
CN109154271A (zh) * 2016-03-23 2019-01-04 奥比托澳大利亚有限公司 燃料喷射系统
EP3433484A4 (fr) * 2016-03-23 2019-11-20 Orbital Australia PTY Ltd. Système d'injection de carburant
CN109154271B (zh) * 2016-03-23 2021-09-28 奥比托澳大利亚有限公司 燃料喷射系统
US11719205B2 (en) 2016-03-23 2023-08-08 Orbital Australia Pty Ltd Fuel injection system
CN106200674A (zh) * 2016-08-16 2016-12-07 吉林农业大学 一种无人机自适应精准施药的方法

Similar Documents

Publication Publication Date Title
US6913210B2 (en) Fuel injector nozzle adapter
US11143153B2 (en) Fluid injector orifice plate for colliding fluid jets
EP2329134B1 (fr) Buse d'injection de carburant à double action
JP6813751B2 (ja) 衝突噴流を有する液体微粒化ノズルインサート
US20060097082A1 (en) Low pressure fuel injector nozzle
US20090200403A1 (en) Fuel injector
EP2078153B1 (fr) Système de distribution de carburant et d'admission pour moteur à piston
US7051957B1 (en) Low pressure fuel injector nozzle
WO2013181718A1 (fr) Perfectionnements apportés à des systèmes d'injection de carburant
US6116225A (en) Laminar flow nozzle
GB2274877A (en) Fuel injected i.c. engine.
US20180283339A1 (en) Spray targeting and plume shaping for colliding jet atomizer with asymmetrical radial distribution
US9441593B2 (en) Fuel injection system of an internal combustion engine
JP4502829B2 (ja) 燃料噴射弁
EP3892847B1 (fr) Injecteur de carburant
US10634097B2 (en) Combustion engine with fresh gas line to increase turbulence
US7147173B2 (en) Nitrous fuel nozzle and method of use
JP4490840B2 (ja) 燃料噴射弁
CN201381920Y (zh) 电控喷油嘴喷孔板
US6045054A (en) Air shroud for air assist fuel injector
JP2725624B2 (ja) 内燃機関の燃料噴射弁
JPH0299758A (ja) ガソリンエンジンの燃料供給装置
CN116480508A (zh) 具有带有用于增加火焰离地长度的中心体的喷射管道的燃料喷射器和喷嘴组件
CA3220021A1 (fr) Buse de carburant unidirectionnelle pour ameliorer l'atomisation du carburant dans un carburateur ou un appareil similaire
JPS58144663A (ja) 燃料供給装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13800926

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13800926

Country of ref document: EP

Kind code of ref document: A1