Fuel Injector nozzle for an internal combustion engine

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Application

No. 61 /475,966, filed April 15, 201 1.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR

DEVELOPMENT

[0002] Not Applicable

BACKGROUND

1. Field of Invention

[0003] This invention pertains to fuel injectors for internal combustion engines. More particularly, this invention pertains to an insert or nozzle for a fuel injector where the inboard end of the nozzle is configured to conform to the chamber of a rotary engine and includes ports that direct the fuel spray in an efficient pattern.

2. Description of the Related Art

[0004] Fuel injectors provide a combustible fuel/ air mix in the combustion chamber for many internal combustion engines. The fuel injectors spray fuel in very small droplets into the hot, compressed air in the combustion chamber, which causes the fuel to evaporate quickly and either ignite from the heat of the compressed air for a diesel engine or ignite from an ignition device for a gasoline fueled engine.

[0005] One of the design goals regarding proper combustion chamber design consists of limiting fuel spray contact with engine components (wetting). Contact with the relatively cool engine (compared to the hot compressed air) cools the fuel and extends evaporation time. Fuel may not evaporate completely until the exhaust process begins, discharging unburned fuel into the atmosphere. Incomplete combustion causes severe pollution problems and efficiency losses. In reciprocating engines, the injector is located in the cylinder head near the center of the cylinder.

[0006] Rotary engines, such as the rotary planetary engines disclosed in

United States Patents 6,932,047; 7,044, 102; 7,350,501 ; 7,614,382; and

8, 109,252 have rotating and orbiting elements that wipe or slide across an inside surface of the engine. Such types of rotary engines have a main rotor with circular cutouts. Inside each circular cutout is a planetary rotor that orbits the center of rotation of the main rotor. The planetary rotor has faces that

sequentially cycle through intake, compression, combustion, and exhaust. Other rotary engines include those such as the Wankel engine. These engines operate with a different configuration than described herein. For example, the Wankel- type engines operate with a rotor mounted on an eccentric with the rotor moving within a two-lobed cavity.

[0007] For rotary planetary engines, the compression and combustion cycles occur sequentially as a face of the planetary rotor passes through top dead center (TDC). At TDC, a face of the planetary rotor defines a trailing volume and a leading volume, with the two volumes divided by a bridge protruding from the housing. The trailing volume contains the compressed gas from the compression cycle. The leading volume becomes the combustion chamber as the planetary rotor continues its orbit past TDC.

[0008] Unlike reciprocating engines, rotary engines have a combustion chamber that is not axially symmetric. Conventional fuel injectors have a nozzle that provides a circular spray cone that is not suitable for the configuration of combustion chambers in rotary engines. Reciprocating engines have a cylindrical chamber that changes height. In contrast, rotary engines have a somewhat rectangular chamber with increasing length and thickness as the chamber volume increases. Conventional fuel injectors are unsuitable because they typically would project through the side housing into the combustion chamber, and an axial spray pattern would impinge on the orbiting member at a short distance from the housing. The distance from the housing to the orbiting member must be small near TDC to provide a high compression ratio. [0009] In a rotary engine, it is desirable to introduce or inject fuel near

TDC. At this position, the leading volume is small because of the proximity of the planetary rotor face to the engine housing. It is desirable to keep the leading volume small at the beginning of the combustion cycle and it is desirable to avoid having the injected fuel impinge upon or wet the face of the planetary rotor.

BRIEF SUMMARY

[0010] According to one embodiment of the present invention, a fuel injector nozzle that engages the housing of an internal combustion engine is provided. The nozzle provides an interface between the fuel injector valve assembly and the orbiting members sweeping across the surface of the housing that defines the combustion chamber. The nozzle also provides a desired fuel spray pattern that is dispersed into the volume of the chamber and not directed toward a chamber wall.

[0011] In one embodiment, the nozzle has an inboard end that has a surface contoured the same as the surface of the housing that forms one wall of the combustion chamber. The exposed surface of the nozzle does not protrude into the combustion chamber so as to interfere with the seals of the orbiting member as the seals engage the surface. The exposed surface of the nozzle is minimally recessed, if at all, relative to the combustion chamber surface so as to minimize leakage as the seals of the orbiting member engage the surface and move past the nozzle.

[0012] The nozzle has ports aligned to direct a fan of fuel along the major dimension of the combustion chamber in the direction of rotation. In this way the fuel spray fills the expanding combustion chamber volume as the orbiting member moves.

[0013] In one embodiment, the fuel injector valve assembly engages an insert or nozzle that is fitted to the engine housing. The insert has an inboard end that is flush or slightly inset with the surface of the combustion chamber bounded by the housing. The insert includes an integral nozzle with a plurality of ports aligned to direct a fan of fuel along the major dimension of the combustion chamber. In one such embodiment, the fuel injector insert or nozzle engages an opening in the housing with an interference fit. The insert is fixed in the housing and maintains its alignment regardless of the fuel injector assembly being replaced or serviced. In another embodiment, the insert or nozzle is integral with the fuel injector valve assembly. The nozzle and fuel injector valve assembly are removable as a unit. In such an embodiment, the fuel injector is keyed or indexed such that the nozzle is correctly oriented when the fuel injector is installed in the housing. In one embodiment, a clamp engages flats on the fuel injector, thereby ensuring that the fuel injector has the proper orientation.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0014] The above-mentioned features will become more clearly understood from the following detailed description read together with the drawings in which:

[0015] FIG. 1 is a partial perspective view of a rotary engine with a fuel injector valve assembly;

[0016] FIG. 2 is a partial cross-sectional view of one embodiment of a fuel injector nozzle in an engine housing;

[0017] FIG. 3 is a perspective view showing the outboard end of one embodiment of the fuel injector nozzle separate from the fuel injector valve assembly;

[0018] FIG. 4 is a perspective view showing the inboard end of one embodiment of the fuel injector nozzle;

[0019] FIG. 5 is a cross-sectional view of one embodiment of the fuel injector nozzle;

[0020] FIG. 6 is an outboard end view of one embodiment of the fuel injector nozzle;

[0021] FIG. 7 is an inboard end view of one embodiment of the fuel injector nozzle; and

[0022] FIG. 8 is an exploded perspective view of one embodiment of a fuel injector valve assembly and nozzle with a clamp. DETAILED DESCRIPTION

[0023] An apparatus for interfacing a fuel injector assembly to an engine housing is disclosed. Many factors apply to the introduction of fuel into an internal combustion engine, including chamber geometry and the injector characteristics such as fuel injection direction and fuel dispersion. By improving fuel delivery and atomization, efficiency is improved and pollution is reduced. The fuel injector inserts or nozzles 202 described herein are not limited to any particular type of fuel injector valve assembly or fuel injection system.

Accordingly, only the insert or nozzle configurations are described. Also, insert and nozzle are used interchangeably herein.

[0024] FIG. 1 illustrates a partial perspective view of a rotary engine with a fuel injector valve assembly 102 protruding from the outside of the housing 104. In the illustrated embodiment, a rotary engine includes a housing 104 that contains a rotor 106 that rotates in conjunction with orbiting, or rotating, members 108. A fuel injector valve assembly 102 is attached to the engine housing 104. The fuel injector valve assembly 102 includes a valve mechanism for selectively discharging fuel to the engine. The valve mechanism, in various embodiments, is mechanical, for example, a solenoid, or piezoelectric. In various embodiments the fuel injector valve assembly 102 is connected to a high pressure common rail system. The fuel injector valve assembly 102 controls the injection of the fuel based on the timing of the fuel injection from the electronic control unit (ECU).

[0025] The illustrated engine is a planetary piston rotary engine, such as that disclosed in United States Patents 6,932,047; 7,044, 102; 7,350,501 ;

7,614,382; and 8, 109,252, all incorporated by reference. Those skilled in the art will recognize that the invention is not limited to use only with such rotary engines.

[0026] FIG. 2 illustrates a partial cross-sectional view of one embodiment of a fuel injector insert or nozzle 202 in an engine housing 104. In the illustrated embodiment, the engine housing 104 includes a plurality of lobes 204 that engage the orbiting members 108 as the rotor 106 rotates within the housing 104. The fuel injector valve assembly 102 is positioned in the housing 104 and engages an insert 202 in the housing 104. The fuel injector valve assembly 102 has a longitudinal axis 212 that does not pass through the center of rotation of the engine and generally points in the direction of rotation of the rotor 106.

Although the illustrated embodiment is for a planetary rotary engine, the insert 202 is suitable for use in other types of engines, for example, a Wankel-type engine.

[0027] With respect to the direction of rotation of the rotor 106, which in the illustrated embodiment the direction is clockwise, the lobes 204 have surfaces that define one or more chambers 110 within the engine. The leading lobe 204-L is ahead of the trailing lobe 204-T considering the direction of rotation of the rotor 106. As the orbiting member 108 moves along the inside of the housing 104, a surface of the orbiting member 108 and the surface of the leading lobe 204-L define a combustion chamber 110. The combustion chamber 110 has a rectangular cross-section with a coincident chamber axis. As the rotor 106 rotates within the housing 104, the volume of the combustion chamber 110 increases and the chamber axis bounded by the combustion chamber 110 lengthens and slightly changes its angle relative to the longitudinal axis 212 of the fuel injector valve assembly 102.

[0028] The fuel injector valve assembly 102 and nozzle 202 are positioned such that the fuel spray has a direction 208 generally parallel with the surface of the leading lobe 204-L. Because the leading lobe 204-L is a curved surface, generally parallel means that the direction 208 of the fan-shaped cloud is not directed toward or away from the surface 204-L to any significant degree when the nozzle 202 is injecting fuel into the chamber 110. In one such embodiment, the fuel spray has a direction 208 that is generally coincident with the chamber axis that is bounded by the cross-section, which substantially bisects the combustion chamber 110 when the nozzle 202 is injecting fuel into the chamber 110. In this way, the direction 208 of the fuel cloud is such that the combustion chamber 110, at the time of fuel injection, is bisected radially, that is, the direction 208 splits the chamber 110 into halves with one half proximate the center of rotation and the other half distal to the center of rotation. The fuel spray is directed 208 in an asymmetrical manner relative to the longitudinal axis 212 to optimize fuel combustion. The direction 208 is at an obtuse angle to the longitudinal axis 212 of the fuel injector valve assembly 102. [0029] In one embodiment, the longitudinal axis 212 that passes through the fuel injector valve assembly 102 and the fuel injector nozzle 202 is at an angle of 20.6 degrees toward the direction of rotation of the rotor 106. The 20.6 degree angle is measured in a plane normal to the axis of rotation and is relative to a radius from the axis of rotation. The longitudinal axis 212 that passes through the fuel injector valve assembly 102 and the fuel injector nozzle 202 is approximately normal to the surface of the leading lobe 204-L. In other embodiments, the angle of the longitudinal axis 212 varies based on the manufacturability of the orifices 402 in the nozzle 202. For example, a larger angle of the longitudinal axis 212 relative to the radius of the rotor 106 allows the angle of the conduits 502, with respect to the longitudinal axis 212 of the injector nozzle 202, to be less. Such changes in the angle affects

manufacturability of the nozzle 202.

[0030] FIG.3 illustrates a perspective view showing the outboard end 302 of one embodiment of the fuel injector nozzle 202 separate from the fuel injector valve assembly 102. FIG.4 illustrates a perspective view showing the inboard end 404 of one embodiment of the fuel injector nozzle 202. In one embodiment, the nozzle 202 is a one-piece member or insert secured in the housing 104 and the nozzle 202 receives a portion of the fuel injector valve assembly 102. The nozzle 202 has an inboard end 404 that has a surface 406 that is substantially flush to the surface of the leading lobe 204-L and directs fuel from the fuel injector valve assembly 102 in a specified direction 208 with a fan-shaped pattern. In the illustrated embodiment, the nozzle 202 has an outboard end 302 with a flange, or lip. In another embodiment, the cylindrical body 306 extends between the inboard end 404 and the outboard end 302, and the outboard end 302 does not have a flange or lip. The outboard end 302 also has an opening 304 for receiving the fuel injector valve assembly 102.

[0031] The nozzle 202 has a cylindrical body 306 for positioning in an opening in the housing 104 with the inboard end 404 flush with the surface of the leading lobe 204-L. The illustrated embodiment shows that inboard end 404 has a surface 406 that includes a plurality of discharge ports 402. In another embodiment, the surface 406 has one or more discharge ports 402 that eject fuel in a desired direction 208. [0032] Opposite the outboard end 302 is an inboard end 404 that has a surface 406 contoured to match the surface of the leading lobe 204-L. In one embodiment, the nozzle 202 is secured in the housing 104, such as by shrink- fitting, with the surface of the inboard end 404 flush or slightly protruding past the surface. The lobes 204, with the slightly protruding inboard ends 404 of the nozzles, are then machined to a precise contour with the inboard end 404 flush with the surface of the lobe 204. The machining ensures that the inboard end 404 of the nozzles 202 precisely follows the contour of the lobes 204, thereby allowing the seals at the tips of the orbiting members 108 to slide across the surface 406 of the inboard end 404 of the nozzles 202 without compromising the seal by either forming a gap between the end 404 and the seal or raising the seal as it rides up a protruding end 404.

[0033] In another embodiment the nozzle 202 is integrally attached to the fuel injector valve assembly 102. In one such embodiment, the outboard end 302 is attached to the discharge end of the fuel injector valve assembly 102 with a fluid tight seal. For example, the outboard end 302 is welded to the fuel injector valve assembly 102. In another such embodiment, a portion of the fuel injector valve assembly 102 incorporates the body 306 and inboard end 404.

[0034] For the embodiment with the nozzle 202 integrated with the fuel injector valve assembly 102, the orientation and insertion depth of the

combination fuel injector valve assembly 102 and nozzle 202 are controlled. The rotational orientation of the combination fuel injector valve assembly 102 and nozzle 202 is controlled to ensure that the surface 406 of the inboard end 404 is aligned with the surface of the chamber 110. In various embodiments the orientation is controlled by indexing indicia that allows manual alignment and/ or a keyed mechanism that mechanically fixes the orientation relative to the opening in the housing 104.

[0035] The insertion depth of the combination fuel injector valve assembly

102 and nozzle 202 is controlled to ensure that the inboard end 404 is substantially flush with the surface of the lobe 204-L. In one embodiment, a stop or ledge is provided in the opening in the housing 104 to engage the flange at the outboard end 302 or similar structure on the fuel injector valve assembly 102. In one embodiment, manufacturing tolerances ensure that the inboard surface 404 does not protrude into the combustion chamber 110 past the surface of the lobe 204-L. In another embodiment, shown in Fig. 8, copper "crush" washers 804 are disposed between a flange on the fuel injector 102 and a shoulder on the hole 802 through the housing 104. The thickness of the washer 804 controls the depth of insertion such that the end of the nozzle 202 is flush to minimally below the surface of the housing 104.

[0036] FIG. 5 illustrates a cross-sectional view of one embodiment of the fuel injector nozzle 202. In the illustrated embodiment, the opening 304 in the nozzle 202 is cylindrical with a conical inside end. Illustrated in FIG. 5 is a bisected conduit 502 that connects the opening 304 to the surface of the inboard end 404. The conduit 502 has an inlet port 504 in the nozzle opening 304 for receiving fuel from the fuel injector valve assembly 102. The conduit 502 has a discharge port 402 on the inboard end 404 for discharging the fuel from the fuel injector 102. The angle of the conduits 502 relative to the inboard end 404 defines the trajectory of the fuel as it leaves the ports 402 on the inboard end 404.

[0037] The surface 406 at the inboard end 404 in the illustrated

embodiment is oblique to the longitudinal axis 212 of the body 306 of the nozzle 202. In another embodiment, the longitudinal axis 212 is normal to the surface 406. The angle of the surface 406 relative to the longitudinal axis 212 is such that, when the nozzle 202 is positioned in the opening in the housing 104, the surface 406 is substantially parallel with the portion of the surface of the lobe 204-L where the surface 406 is located. The angle of the surface 406 varies with respect to the angular position of the fuel injector valve assembly 102 relative to the surface of the lobe 204-L defining the combustion chamber 110.

[0038] The surface 406 at the inboard end 404 is substantially planar, that is, the surface is either planar or has a shallow concave arcuate

configuration that conforms to a cylindrical shape, such as a cylinder with a radius several times greater than the radius of the body 306. Such an arcuate surface 406 is linear in the direction that is parallel with the axis of rotation of the rotor 106, just like a cylinder. The arcuate surface 406 is concave with a radius that matches the curvature of the portion of the lobe 204-L where the surface 406 is located. In this way, the surface 406, when substantially flush with the surface of the lobe 204-L, does not obstruct the seals of the orbiting member 108 nor does it allow significant leakage past the seals of the orbiting member 108.

[0039] FIG. 6 illustrates an outboard end 302 view of one embodiment of the fuel injector nozzle 202. FIG. 7 illustrates an inboard end 404 view of one embodiment of the fuel injector nozzle 202. In the illustrated embodiment, the nozzle 202 has three conduits 502, each with an inlet port 504 and a

corresponding discharge port 402. The number of conduits 502 and ports 402 varies in other embodiments. For example, an embodiment of a nozzle 202 with two ports 402 has conduits 502 with a larger diameter than a nozzle 202 with three ports 402, such as the one illustrated. In this way the fuel cloud with two ports 402 is substantially the same volume as with three ports 402. The inlet ports 504 are grouped closer together than the discharge ports 402, thereby discharging the fuel with a spreading, fan-shaped pattern. That is, the center discharge port 402-B discharges fuel in the plane of the longitudinal axis 212 of the nozzle 202. The adjacent discharge ports 402-A, 402-C direct fuel at an acute angle relative to the fuel discharged from the center port 402-B.

[0040] The orientation of the conduits 502 is such that a fan-shaped fuel cloud is formed along the direction 208 illustrated in FIG. 2. The angle between the outermost conduits is such that the fan-shaped fuel cloud has a spread confined by an acute angle. That is, the conduits 502 and the ports 402 are arranged asymmetrically relative to the longitudinal axis 212 such that the outer boundary of the fuel cloud in the major plane, the spread, is bounded by an acute angle. For example, a nozzle 202 with two conduits has the conduits 502 at an angle of 60 degrees relative to each other. Depending upon the

configuration of the combustion chamber 110, in other embodiments the angle between the outer conduits 502 can be up to 75 degrees without undue risk of impinging a surface in the combustion chamber 110. The fan-shaped cloud has a major dimension or spread that is in the direction 208, which is generally parallel to the surface 204-L of the housing 104. It is noted that the surface 204- L, in the illustrated embodiment, is a curved surface. It is desirable to minimize condensation of the fuel in the cloud. Such condensation occurs when the fuel impinges a cool surface, such as the surface 204-L and the orbiting member 108 for a rotary engine. With the fuel cloud flowing in the direction 208 into the combustion chamber 110, fuel impingement is minimized and fuel dispersion is maximized. In another embodiment, the spread is larger than an acute angle. In such an embodiment, the nozzle 202 is positioned in the combustion chamber 110 so as to minimize the outer edges of the fuel cloud from impinging on any surfaces of the combustion chamber 110.

[0041] A prototype built in accordance with the embodiment illustrated in

FIGS. 2 to 7 has a surface 406 substantially perpendicular to longitudinal axis 212 and the longitudinal axis 212 is normal to the surface of the lobe 204-L. The prototype has an angle of 105 degrees between the longitudinal axis 212 that passes through the fuel injector valve assembly 102 and the fuel injector nozzle 202 and longitudinal axis of the conduits 502. Such a configuration results in the angle between the longitudinal axis 212 of the nozzle 202 and the direction 208 of the fuel cloud being 105 degrees. The angle of the conduits 502 relative to the longitudinal axis 212 varies depending upon the angle of the longitudinal axis 212 relative to the radius of the rotor 106. With the longitudinal axis 212 normal to the surface of the leading lobe 204-L at its intersection, the angle between the orifice axis and the tangent to the housing inner surface 204-L is approximately 15 degrees in the prototype. The included angle of the cone of the spray cloud is 20-25 degrees. The 15 degree angle with the housing tangent keeps the spray cloud from impinging on the housing inner surface 204-L. In various embodiments, angles between the conduit 502 and the nozzle 202 longitudinal axis 212 between 105 and 1 15 degrees provide acceptable results, although, depending upon the configuration of the combustion chamber 110, the risk of impingement of the orbiting member 108 may be increased.

[0042] FIG. 8 illustrates exploded perspective view of one embodiment of a fuel injector valve assembly 102 and nozzle 202 with a clamp 808. The end of the fuel injector valve assembly 102 and the nozzle 202 are shown aligned to be inserted into an opening or hole 802 in the housing 104. A washer 804 is disposed against a flange. The washer 804 is a crush washer made of a malleable material such as copper. The washer 804 engages a shoulder in the hole 802 so as to allow control of the insertion depth of the nozzle 202. The thickness of the washer 804 controls the depth of insertion. For example, a thicker washer 804 causes the surface 406 of the nozzle 202 to be more recessed into the housing 104. [0043] The fuel injector valve assembly 102 includes a pair of flats 812 that are engaged by the jaws 810 of a clamp 808. The clamp 808 engages a stud 806 extending from the housing 104. A nut (not shown) engages the stud 806 to draw down the clamp 808, which pivots about the distal end 814 of the clamp 808. As the clamp 808 pivots, the fuel injector valve assembly 102 is pushed into the hole 802. In another embodiment, a bolt replaces the nut and stud 806.

[0044] The jaws 810 form a slot with sidewalls that engage the flats 812 of the fuel injector valve assembly 102. The bottom of the jaws 810 engage the lower ledge formed by the flats 812 and it is this engagement that forces the fuel injector valve assembly 102 into the hole 802. The engagement of the flats 812 by the sidewalls of the jaws 810 prevents axial rotation about the longitudinal axis 212 of the fuel injector valve assembly 102 and the nozzle 202 and ensures that the fuel injector valve assembly 102 has the correct orientation for the nozzle 202 to direct fuel in the desired direction 208.

[0045] The fuel injector nozzle 202 includes various functions. The function of removably receiving a fuel injector valve assembly 102 is

implemented, in one embodiment, by the opening 304 in the body 306 of the nozzle 202. The opening is dimensioned and configured to receive the discharge end of a fuel injector valve assembly 102. The nozzle 202 remains in the housing 104 when the fuel injector valve assembly 102 is removed from the engine (and the nozzle 202). In another embodiment, the function of removably receiving a fuel injector valve assembly 102 is implemented by the integral combination of the fuel injector valve assembly 102 and nozzle 202 engaging an opening in the housing 104. In such an embodiment, the orientation and insertion depth are controlled to ensure alignment of the inboard end 404 with the surface of the lobe 204-L and that the inboard end 404 is substantially flush with the surface of the lobe 204-L.

[0046] The function of interfacing a fuel injector valve assembly 102 with a combustion chamber is implemented, in one embodiment, by the nozzle 202 having a plurality of conduits 502 in the body 306 of the nozzle 202 and the conduits 502 allow fuel to flow from the fuel injector 102 to the discharge ports 402. [0047] The function of creating a fan-shaped fuel cloud is implemented, in one embodiment, by the plurality of conduits 502 and discharge ports 402 in the inboard end 404 of the nozzle 202. The conduits 502 are configured to discharge fuel at an oblique angle relative to the longitudinal axis 212 of the nozzle 202 and with a spreading pattern. The spreading pattern is achieved by the conduits having a diverging configuration.

[0048] The function of minimizing the combustion volume is implemented, in one embodiment, by the nozzle 202 having an inboard end 404 with a surface that is contoured the same as the adjacent inside surface of the lobe 204-L of the housing 104 and the end 404 is not recessed in that surface 204-L. That is, the inboard end 404 is not appreciably recessed in the housing 104 such that a cavity is formed in the surface 204-L, thereby increasing the chamber volume.

[0049] The function of providing a sealing surface is implemented, in one embodiment, by the surface of the inboard end 404 having a surface that is contoured the same as the adjacent inside surface of the lobe 204-L of the housing 104. The inboard end 404 does not protrude into the housing 104 and the seal of the orbiting member 108 maintains its seal of the chamber 110 when engaging the inboard end 404.

[0050] The function of maintaining alignment of the discharge ports 402 is implemented, in one embodiment, by the nozzle body 306 being dimensioned and configured to be securely fixed in the housing 104. The inboard end 404 of the nozzle 202 must both direct the fuel in a selected direction and remain flush with the inside surface 204-L of the housing 104. During normal maintenance of internal combustion engines, the fuel injector valve assemblies occasionally have to be removed and serviced. Because the nozzle 202 is separate from the fuel injector valve assembly 102 and the nozzle 202 is securely fixed to the housing 104, the nozzle 202 does not need to be removed when the fuel injector 102 is removed for servicing. In another embodiment in which the nozzle 202 is integral with the fuel injector valve assembly 102, the function of maintaining alignment of the discharge ports 402 is implemented by controlling the orientation and insertion depth of the combination fuel injector valve assembly 102 and nozzle 202. [0051] From the foregoing description, it will be recognized by those skilled in the art that a device that interfaces with a fuel injector valve assembly 102 and has a nozzle 202 for directing a fuel cloud has been provided. The fuel injector nozzle 202 receives fuel from a fuel injector valve assembly 102 and includes discharge ports 404 directing the fuel in a selected direction 208 with a fan-shaped pattern. The nozzle 202 has an inboard end 404 that is substantially flush with the inside surface 204-L of the housing 104. In one embodiment, the nozzle 202 has an outboard end 302 that includes an opening 304 into the body 306 that receives the discharge end of a fuel injector valve assembly 102. In another embodiment, the nozzle 202 is integral with the fuel injector valve assembly 102. Between the opening 304 and the inboard end 404 are a plurality of channels 502 that are dimensioned and configured to discharge the fuel in an asymmetrical, fan-shaped pattern in a direction 208 that is generally parallel to the inside surface 204-L of the housing 104 adjacent the nozzle 202.

[0052] While the present invention has been illustrated by description of several embodiments and while the illustrative embodiments have been described in considerable detail, it is not the intention of the applicant to restrict or in any way limit the scope of the appended claims to such detail. Additional advantages and modifications will readily appear to those skilled in the art. The invention in its broader aspects is therefore not limited to the specific details, representative apparatus and methods, and illustrative examples shown and described.

Accordingly, departures may be made from such details without departing from the spirit or scope of applicant's general inventive concept.