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This invention relates to a fuel injector, particularly to the construction of the injector nozzle.

In a known type of fuel injector, the nozzle comprises a single thin orifice disc out of which the fuel is emitted. Within the nozzle, just upstream of the

•single thin orifice disc, is a valve seat member having a centrally located seat and hole for a needle that is operated by the injector's solenoid to open and close the hole. The needle is guided by means of a needle guide member that is assembled concentrically to the valve seat member. The needle guide member contains straight holes spaced outwardly of its needle guide hole, and these straight holes provide for the passage of fuel through the needle guide member. . In this type of injector, the single thin orifice disc controls the static fuel flow because almost all the pressure drop occurs across it. Additionally, fuel ato ization is enhanced since velocity is proportional to the square root of the pressure drop across the orifice. A further attribute of this type of fuel injector is that it is generally lift-insensitive. The typical fuel spray pattern from the valve is mostly a thin column that is surrounded by a fine cloud around the outside.

It has now been discovered that the spray pattern can be enhanced without sacrificing the aforementioned advantages of a single thin orifice disc injector. This is accomplished by making the fuel holes in the needle guide member skewed instead of straight. As fuel passes through the skewed holes, angular momentum is imparted to it. Even though the diameter of the metering orifice in the single thin orifice disc is much smaller in diameter than either the diameter on which the skewed holes lie or the diameter of the hole through the valve seat member, there is a significant angular momentum in the fuel that passes through the metering orifice so that the column of fuel that exits the nozzle has significantly increased divergence. The amount of divergence is a function of the specific design. This type of a spray pattern will generally be advantageous when the injector is used to spray fuel toward the intake valve of an internal combustion engine. Yet the injector requires no more parts than the known injector described above.

The foregoing features and advantages of the invention, along with additional ones, will be seen in the ensuing description and claims, which should be considered in conjunction with the accompanying drawings. The drawings disclose a preferred embodiment of the invention according to the best mode presently contemplated for carrying out the invention.


Fig. 1 is an elevational view, having portions sectioned away, showing a fuel injector constructed in accordance with principles of the invention.

Fig. 2 is an enlarged sectional view of the nozzle end of the injector with skewed holes.

Fig. 3 is a transverse cross sectional view taken in the direction of arrows 3-3 in Fig. 2.

Fig. 4 is a cross sectional view taken in the direction of arrows 4-4 in Fig. 3.

Fig. 5 is a view of another embodiment of one of the parts of the injector.

Fig. 6 is a top view of Fig. 5.
Fig. 7 is a bottom view of Fig. 5.

Fig. 8 is a developed view taken along arrows 8-8 in Fig. 6.

Fig. 9 is a top view of still another embodiment of one of the injector parts.


Fig. 1 depicts a fuel injector 10 whose nozzle 12 is constructed in accordance with the present invention. The injector comprises an inlet 14 at the end opposite nozzle 12. Fuel passes through the injector from inlet 14 to nozzle 12. The injector further includes a needle 16 that is operated by a solenoid 17 to control the passage of fuel from nozzle 12. Fig. 2. shows the nozzle in greater detail.

Axially captured within the nozzle end of the injector are, in order from upstream to downstream, a needle guide member 18, a valve seat member 20, a thin orifice disc member 22, and a retainer member 24. Needle guide member 18 contains a central circular hole 25 that guides needle 16 for axial motion toward and away from a frusto-conically shaped seat 26 centrally located in the upper face of seat member 20. Seat 26 leads to a circular hole 28 that is concentric with the seat. A circular orifice 30 in thin orifice disc member 22 is coaxial with hole 28. Retainer member 24 contains a flared hole 32 that is sized so as not to interfere with the fuel that is emitted from orifice 30. Fig. 2 shows the condition with solenoid 17 de-energized so that the rounded tip of needle 16 seats on seat 26 to close hole 28. When the solenoid is energized, the needle unseats from the seat to open the hole.

Member 18 is provided with fuel passage holes 34 that enable fuel to pass through it. These holes are spaced radially outwardly of hole 25. In accordance with principles of the invention, holes 34 are skewed to the injector axis so that when fuel passes through them, a circumferential, or angular, component of motion, i.e. swirl, is imparted to the fuel. Figs. 3 and 4 illustrate further details of member 18. Holes 34 are straight but are skewed to the injector axis. The length, diameter, angle of skew and the number of holes are factors that are important in attaining a satisfactory design. The number of fuel passages are chosen to be the minimum number to give reasonably homogeneous angular velocity. For a given hole length, more holes give a more homogeneous angular velocity, but since the total hole area increases if the total number of holes is increased, a larger number of holes mandates that hole diameter be reduced to maintain the cone angle of the fuel spray. Small holes are less economical to produce. Test results have shown that for most four-stroke automotive engines four holes are the appropriate number. Failure to observe the need to keep the total hole area under control will result in either too much swirl and a very wide cone angle, or too little swirl and an extremely narrow or ineffective cone. A balance must be struck between cone angle and hole size, together with hole angie.

Another factor that influences cone angle is the length to diameter ratio of the holes. A very small length to diameter ratio (approaching unity) will reduce cone angle significantly. There is no optimum ratio, since the only objective is the cone angle. Generally, the steeper (or smaller) the hole angle, the easier the holes are to make, and this produces a shorter hole for a given design of member 18. Alternately, since a shorter hole produces less swirl, the hole angle will need to be increased to achieve a given cone angle as compensation for being too short.

It is also important to minimize the volume of fuel that is trapped between members 18 and 20 when needle 16 seats on seat 26 to close hole 28. It can be seen in Fig. 2 that member 18 is designed to do this. The member is shaped with a formation that fits into the upper portion of the depression forming seat 26. During operation of the injector, the fuel that is below member 18 has residual angular momentum from its passage through holes 34. This is true even for fuel that is below the seat and in the exhaust, or sack, volume. This will have the effect of keeping a small amount of fuel in the sack volume rather than allowing it to drip out after injection is complete. This small amount will be smaller than a conventional thin orifice injector because this outer layer of fuel will be displaced through the thin orifice by the angular momentum of the inner fuel.

A certain amount of fuel may flow between needle 16 and the wall of hole 25. This fuel will not have swirl and must be controlled. By combining the needle guide function with the swirl function in the one piece, member 18, precision operations are conducted on a single piece and tolerance stack-ups that might otherwise occur are avoided.

Further advantages of the invention are that the injector is less sensitive to injector aiming; fuel that ricochets off an engine intake valve is generally of comparatively small particle size; fuel particles are generally more homogeneous; the effect of the sack volume is lessened; symmetry of spray is assured.

Figs. 5, 6, 7, and 8 illustrate a further embodiment of member 18 in which the holes 34 are in the form of three spiral rectangular slots that are contiguous with guide hole 25. Fig. 9 shows still another embodiment in which member 18 is a powdered metal part in which the holes 34 are straight channels that are open to the circumferentially outer edge of the member.

While a preferred embodiment of the invention has been disclosed, principles are applicable to other embodiments.