GB2094884A - Fuel injection for I.C. engine combustion chambers - Google Patents
Fuel injection for I.C. engine combustion chambers Download PDFInfo
- Publication number
- GB2094884A GB2094884A GB8201734A GB8201734A GB2094884A GB 2094884 A GB2094884 A GB 2094884A GB 8201734 A GB8201734 A GB 8201734A GB 8201734 A GB8201734 A GB 8201734A GB 2094884 A GB2094884 A GB 2094884A
- Authority
- GB
- United Kingdom
- Prior art keywords
- combustion chamber
- nozzle
- fuel
- air
- wall
- 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.)
- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 56
- 239000000446 fuel Substances 0.000 title claims abstract description 55
- 238000002347 injection Methods 0.000 title claims description 22
- 239000007924 injection Substances 0.000 title claims description 22
- 239000004071 soot Substances 0.000 claims abstract description 15
- 239000007921 spray Substances 0.000 claims abstract description 11
- 230000015572 biosynthetic process Effects 0.000 claims abstract description 7
- 230000006835 compression Effects 0.000 claims description 8
- 238000007906 compression Methods 0.000 claims description 8
- 238000010586 diagram Methods 0.000 claims description 4
- 238000004519 manufacturing process Methods 0.000 claims description 4
- 230000035515 penetration Effects 0.000 claims description 2
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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
-
- 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
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
A tubular member 19 extends into the combustion chamber 13 to receive the fuel spray 18 from the nozzle and it has apertures 21 through which air is drawn. The apertures 21 are positioned near the wall of the combustion chamber so that the air drawn into the member is cooler than the air in the central part of the chamber. Soot formation is minimized by the cool air. <IMAGE>
Description
SPECIFICATION
Fuel injection nozzles
This invention relates to fuel injection nozzles for internal combustion engines and of the kind comprising a body which defines a surface in which there is formed a fuel orifice, the surface in use, forming part of the wall of a combustion chamber of an associated reciprocating piston engine.
One problem with a compression ignition engine is the production of soot within the combustion chamber of the engine and hence in the exhaust of the engine. The production of soot in an engine depends on many factors and a discussion of these factors is to be found in Paper number 730169 published by the Society of
Automotive Engineers. It has been found that the formation of soot can be minimised by ensuring that the fuel rich part of the fuel spray issuing from the orifice of the nozzle entrains the coolest air which is available in the combustion chamber During the compression of air within the engine cylinder the air becomes heated but the coolest air is that which lies adjacent and has been cooled by contact with the wall of the combustion chamber.
It is therefore an object of the invention to provide an injection nozzle of the kind specified in a simple and convenient form and in which the air which is entrained with the fuel as it leaves the outlet orifice of the nozzle is as cool as possible.
According to the invention a fuel injection nozzle for an internal combustion engine comprises a tubular member into which the fuel spray which issues from the fuel orifice of the nozzle is directed when the nozzle is in use, said tubular member extending into the respective combustion chamber of the engine with which the nozzle is associated, and an aperture formed in the wall of the tubular member, said aperture in use being positioned adjacent the wall of the combustion chamber so that the cooler air lying adjacent the wall is entrained with the jet of fuel during the delivery of fuel through the nozzle.
An example of a fuel injection nozzle in accordance with the invention will now be described with reference to the accompanying diagrams in which: Figure 1 is a side elevation of the combustion chamber of an in-direct injection engine and
Figure 2 is an exterior view of part of the nozzle which is seen in the diagram of Figure 1.
Referring to Figure 1 of the drawings there is illustrated the piston 10 of a compression ignition engine, the piston being located within a cylinder 11. Communicating with the cylinder by way of a passage 12 in the end wall of the cylinder is a precombustion chamber 13, the combustion chamber being at least in part formed in the cylinder head of the engine. Extending into the combustion chamber 1 3 is a fuel injection nuzzle which is generally indicated at 14.
The nozzle 14 includes a body 1 5 defining a surface 1 6 in which is formed an outlet orifice. The body 1 5 is located within a bore 1 7 formed in the cylinder head of the engine and in known manner, incorporates a fuel pressure operable valve member which controls the flow of fuel through the outlet orifice from a fuel inlet connected in use, to a fuel injection pump. It will be noted that the combustion chamber 1 3 is of generally circular form and that the axis of the injection nozzle is offset from the centre of the combustion chamber. Moreover, the passage 1 2 is tangentially disposed to the combustion chamber, the nozzle being offset generally in the direction of flow of the air through the passage 1 2.
An arrangement as described is well known and during the compression stroke of the piston 10 air is forced into the combustion chamber 1 3 by way of the passage 12. The air by virtue of the disposition of the passage 12 swirls in the combustion chamber and is of course heated by virtue of the fact that it is compressed.
The air which lies adjacent the wall of the combustion chamber will be cooler by virtue of its contact with the wall, than the air in the central portion of the chamber. It is desirable to achieve penetration of the fuel spray indicated at 1 8 into the air in the central region of the combustion chamber in order to avoid the fuel coming into contact with the wall of the chamber.
Unfortunately as the air in the central portion of the chamber is hotter soot tends to form and this soot passes tinto the exhaust system of the engine.
In order to minimise the formation of soot, the nozzle as described has associated with it a tubular member 1 9 (figure 2) which conveniently has a flange 20 which is trapped between the body 15 and a step in the bore 17. The tubular member extends into the combustion chamber and in its wall adjacent the wall of the combustion chamber is formed at least one hole 21. In the particular example a pair of holes are provided but more may be provided if thought necessary. When fuel is delivered through the nozzle air is entrained with the fuel spray and this air flows through the holes 21 and because they are adjacent the wall of the combustion chamber, the air which passes through the holes 21 is cooler than the air in the central zone of the combustion chamber. The formation of soot is therefore minimised without having any substantial effect upon the remaining combustion characteristics.
1. A fuel injection nozzle for an internal combustion engine comprising a tubular member into which the fuel spray which issues from the fuel orifice of the nozzle is directed when the nozzle is in use, said tubular member extending into the respective combustion chamber of the engine with which the nozzle is associated, and an aperture formed in the wall of the tubular member, said aperture in use being positioned adjacent the wall of the combustion chamber so thatthe cooler air lying adjacent the wall is entrained with the jet of fuel during the delivery of fuel through the nozzle.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (3)
1. A fuel injection nozzle for an internal combustion engine comprising a tubular member into which the fuel spray which issues from the fuel orifice of the nozzle is directed when the nozzle is in use, said tubular member extending into the respective combustion chamber of the engine with which the nozzle is associated, and an aperture formed in the wall of the tubular member, said aperture in use being positioned adjacent the wall of the combustion chamber so thatthe cooler air lying adjacent the wall is entrained with the jet of fuel during the delivery of fuel through the nozzle.
2. A nozzle according to Claim 1 including a flange on the tubular member, said flange in use, being located between the body of the nozzle and a step in the bore in said wall.
3. A fuel injection nozzle for an internal combustion engine substantially as hereinbefore described with reference to the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8201734A GB2094884A (en) | 1981-03-12 | 1982-01-21 | Fuel injection for I.C. engine combustion chambers |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8107799 | 1981-03-12 | ||
| GB8201734A GB2094884A (en) | 1981-03-12 | 1982-01-21 | Fuel injection for I.C. engine combustion chambers |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2094884A true GB2094884A (en) | 1982-09-22 |
Family
ID=26278739
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8201734A Withdrawn GB2094884A (en) | 1981-03-12 | 1982-01-21 | Fuel injection for I.C. engine combustion chambers |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2094884A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2517374A1 (en) * | 1981-11-27 | 1983-06-03 | Maschf Augsburg Nuernberg Ag | INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION AND AIR COMPRESSION |
| GB2127097A (en) * | 1982-09-21 | 1984-04-04 | Deutsche Forsch Luft Raumfahrt | I c engine fuel injector with air ejector |
-
1982
- 1982-01-21 GB GB8201734A patent/GB2094884A/en not_active Withdrawn
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2517374A1 (en) * | 1981-11-27 | 1983-06-03 | Maschf Augsburg Nuernberg Ag | INTERNAL COMBUSTION ENGINE WITH DIRECT INJECTION AND AIR COMPRESSION |
| GB2127097A (en) * | 1982-09-21 | 1984-04-04 | Deutsche Forsch Luft Raumfahrt | I c engine fuel injector with air ejector |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |