Abstract:
New strategies for control and feeding of air/fuel homogenous mix for internal combustion engines, mainly for fuel injection engines. This new strategies are to get an air/fuel mixture homogeneous and of adequate volume. Fuel in contact with air for a sufficient length of time required for better physical combination prior to the time of ignition at the spark plug and of a volume such that the combustion flame can reach the entire mixture admitted. Strategies to prevent the problem known as “wet wall”. This consisting of a new intake manifold, new fuel injectors, injector nozzles and new algorithms and strategies in the control software program of the ECU or MCU controlling the internal combustion engines.

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
     This patent application is a non-provisional patent application of provisional patent application No. 61/540,859 filed on Sep. 29, 2011, the priority benefits of which are hereby claimed. 
    
    
     INVENTION FIELD 
     This invention relates to fuel injection systems for internal combustion engines used especially in vehicles. The invention consists of: a new feeding strategy of air/fuel mixture, new intake manifold, fuel injectors and control system programming including “software” of the computers in vehicles knows as “MCU” or “ECU”. 
     BACKGROUND OF THE INVENTION 
     The main problem to a greater or lesser extent that previous or current technologies have in the field of air/fuel supply with carburetor as well as with fuel injection is poor combustion of fuel due to a bad air/fuel mixture. This causes low efficiency of engine performance, high heat in the engine and high contamination emissions. 
     Numerous improvements have been devised to try to avoid the problem but, basically, these have only generated modest improvements. The greatest progress has been achieved with the use of injectors, oxygen sensors and electronic control of injection and ignition timing of spark plugs. Three-way catalytic converters are used to significantly reduce pollutant emissions to the atmosphere; however, gasoline consumption is not improved by this. Neither have engine emissions before treatment in the catalytic converter decreased, nor has engine overheating been reduced. The use of catalytic converters causes a small increase in gasoline consumption by being an extra burden in the exhaust and a “resistance” to the flow of gases while also adding cost and vulnerability to the system. 
     OVERALL OBJECT OF THIS INVENTION 
     The overall object of this invention is the increase in efficiency, reduction of overheating and pollution of exhaust in internal combustion engines. This is to be achieved through improvements of the air/fuel mixture ratio in combustion chambers. This is achieved through the elimination of the so-called “wet wall” effect following fuel injection into air in passages outside the combustion chambers. Other advantages, including simplification of computer programs in computers attached to engines, as well as some manufacturing efficiencies will accrue as a result. 
     BRIEF SUMMARY OF THE INVENTION 
     Note 1: In the following description I refer to or mention “fuel”; this is to be construed as any type of gasoline or alternative fuel that can be used in an internal combustion engine. This includes gasoline and/or alternative fuel injected externally of the combustion chambers; not what is known as “direct injection”. 
     Note 2. In referring to the front or cone jet of fuel injected, I intend to indicate precisely the condition of such a jet injected during the time and duration of such fuel injection shot, before being mixed with intake air, when the jet fuel is under the effect of injected pressure. It will be obvious that once outside the effect of such injection pressure in such fuel jet, the latter already mixed with the intake air will result in an object of the present invention being sucked by the vacuum present at opening of the intake valves of the combustion engine. When this happens, some fuel droplets and air injected will rub surfaces of the intake manifold and valve cavity as well as the inlet valves themselves, but they will be mixed with air and therefore, the amount of fuel that adheres to the surfaces will be minimal, counterbalanced by the amount of fuel that evaporates. The intake air that is capable of pulling up from such walls or surfaces of such small volume of fuel, will mix it with more air, resulting in virtually “zero fuel “adhering” to the surfaces outside the combustion chambers, or the walls of the combustion chambers, eliminating the effects known as wet wall. 
     The present invention has been made taking into consideration the circumstances described above, in order to eliminate major drawbacks mentioned for better performance of internal combustion engines using gasoline or other fuels. This invention consists of improvements or changes in three aspects of fuel injection systems. These are: 1) A new, improved method of injection in intake manifolds and new intake manifolds. 2) New nozzles and adaptors for actual fuel injectors and new fuel injectors with improved nozzles. 3) Different new methods and algorithms for programming “software” in the engine control computer “MCU”. A further objective of this invention is that each area of such invention can be applied separately or individually and still achieve great benefits. 
     It is an object of the present invention to provide a new method of injection of gasoline for internal combustion engines, consisting of placing the injector a relative distance from and at an angle to the intake valves of the engine. The placement of the injector at such a distance from the intake valves will result in the front of the fuel jet or cone not spraying onto any obstacles such as the walls of the cavity of intake valves, valve stems or valve surfaces as at present. Such placement will ensure that when the front of the jet of fuel is injected and mixed with air it is sucked in as a result of the valves opening at the intake stroke, not from the action of the injection pressure. Therefore, this configuration avoids accumulation of puddles of fuel on the walls and the intake valve surfaces as at present. 
     It is another object of the present invention to provide an intake manifold consisting of a set of ducts suitable for driving and feeding air from the atmosphere into the combustion chambers. These ducts, connecting the throttle body with the cavity of the engine&#39;s intake valves are a size and configuration to allow maximum air to fill the cylinders of the engine. Such a set of ducts in engines of single pistons (see  FIGS. 4 -B and  4 -C) is configured or designed in two main steps, the first shown in  211   b ,  100  driving air only, the second, in  106  and  102 , in which injected air-fuel mixture flows. For clarity, in applications having several pistons, the system will use three steps or sections rather than two (see  FIGS. 2, 3 ). These three steps or sections will be arranged as follows: the first section,  100 , only passing air to a second (middle) section  101 , and to the third section,  102 . At the junction of such first and second sections  100  and  101  will be positioned the injectors. As a result the second intermediate section receives air from the first section and is combined with gasoline or fuel injected by the injector as mentioned, passing such a combination of air and fuel to the third section and toward the intake valves of the engine as a “homogeneous” mixture. There are “n” number of unions between the first and second sections and third sections, where “n” is the number of pistons in the engine. The first section feeds air circulating in the first section to the second (intermediate) section and all third sections. Each of these third sections  102  feed their own piston through their respective inlet valves. 
     It is another object of the present invention to properly position the injectors in the second intermediate section relative to the third sections. Two prerequisites are: 
     1. that the jet atomized and injected by the injector is parallel to the longitudinal axis and preferably centered with respect to the third section and whose “cone” of expansion of such a “jet” is as straight as possible, not touching the walls of the duct of the (102) third section, and 2) that there be an appropriate distance between the output of this injector and the intake valve, such that the front of this atomized spray does not “stick to” or “shock” an obstacle, such as the walls or inlet valve stem due to the pressure of injection in this injector. The air/fuel mixture should hit the input of the intake valve when the intake valve is open, and the flowing movement of the mixture being caused by the suction be due to the opening of the intake valve and not the action of the pressure of the injection shot. 
     It is another object and further variant of the present invention to provide an intake manifold consisting of a set of ducts suitable for feeding air from the atmosphere into the combustion chambers. These ducts, connecting the throttle body with the cavities of the engine intake valves must be of a size and configuration to allow the maximum possible air to fill the engine&#39;s cylinders. Such a set of ducts (see  FIGS. 5 and 5   b ) are configured for higher and better fuel air mixing. 
     Other objectives and additional variants of the present invention are to provide an intake manifold as previously described, but unlike in such prior embodiments, the first section receives the air (usually filtered) from the atmosphere without restriction. That is, without such a restriction, the combustion chambers always fill to the maximum. Without restriction only the capacity of the combustion chambers limit the flow of the air, and only the amount of fuel injected as required by the load applied determines the power of the combustion in the engine. Under these conditions, the air/fuel ratio of the mixture introduced into the combustion chambers will almost always be extremely poor, except in the case of maximum acceleration at full load and this, being at most the stoichiometric ratio. This does not require oxygen sensor or sensors, or the continuous control of the fuel-to-air ratio based on admitted exhaust. Neither does it require the use of the throttle valve body and electronic control mechanism, nor sensors of mass air flow. The result is a very plain, simple, economical and efficient control system, cheaper than at present. 
     It is another object of the present invention to provide nozzles for injecting gasoline or alternative fuel to an engine to improve the fuel spray and its integration with air within the same nozzles. This will favor an air/fuel mixture that is more homogeneous, avoiding the wet wall effect. These new nozzles will come in three main variations: one of these is to be used in current injectors, improving performance and serving simultaneously as the mounting support on the new intake manifold; another is to be used for new injectors having the new nozzle; and a further variation is to be used in manufacturing new injectors but with the new detachable nozzles. The usefulness of the latter will be appreciated when used for purposes of adjustment and cleaning of the nozzles. 
     The main advantage of the new design of such nozzles is that the better the fuel spray injection using the best mixing of air and pulverized fuel, the better the shape and diameter as well as the length of the resulting jet. This will accommodate the needs in different and multiple potential applications and varieties of combustion engines, as well as the fuel injection pressure in the injector of fuel, according to the new method of injection and design of intake manifolds. The new nozzle will be simple and easy to manufacture. More details will be shown below. 
     Programming Methods in the Electronic Control “MCU”. 
     New methods will be used for the electronic control of the moment of activation of the fuel injectors, the aim being, firstly, that the fuel be injected at a time in the cycle of operation of the internal combustion engine to give the fuel the maximum possible exposure time with the intake air for better physical mixing between them prior to the time of admission, but without giving it time to settle to the bottom of ducts or that the inertia of the injected jet reaches the front of the intake valves when the latter are closed. On the other hand, considering the distance between the nozzle and the valve inlet and the necessary duration of the injection fuel shot, this will allow the final part of the fuel jet to be injected and mixed with air to enter fully into the same cycle in the combustion chamber safely. That is, all the fuel mixed with air will be injected before the intake valve closing, with no residue for the next cycle. 
     A new method for detecting the “knock” or detonation in an internal combustion engine will be added such as a set or electronic sections that can add and store the different peaks of voltage supplied by current detonation sensors during a selected time or window cycle. A routine computer program will monitor such voltage stored and presented in an inlet analog-to-digital converter. This time period will run from the moment of ignition of the spark plug, at a little after the top dead center, for approximately 80 degrees of crankshaft rotation. At the end of this time, the capture window analyzes and stores the voltage level, stored for later comparison with previously established limits and decision making in the software program of the control computer “MCU”, and returning the electronic system to a level of no signal, keeping it in this state until the next time the capture window again enables detection. The electronic section may be as simple as a circuit known as a half-wave rectifier (see  FIG. 16 ) fed by the corresponding knock sensor. Formed by a diode, it will conduct during the positive pulse from the knock sensor, a capacitor that will store the voltage detected by adding all the pulses from such knock sensor during such capture window time mentioned, a zener diode for protection of the entry “ADC” of the “MCU” and an enabling element for the detection time limit, for example, a transistor, which enables and discharges the capacitor as commanded by the program. 
     Another object of this invention is the ease and greater safety of the detection of detonation in an internal combustion engine by means of the previously described system of this invention. With a single “sample” voltage level stored in the above-mentioned capacitive circuit it can tell or identify what happened during the time of the aforementioned “capture window”. Currently “frequency filters” detect the possible “range” of pulse detonation and continuously monitor during a selected time when they receive a pulse whose level represents detonation present, using extensive resources and time of the microcontroller contained in the engine control computer “MCU”. 
     Here is another, different and new method for detecting the “knock” or detonation of internal combustion engines: it consists of measuring the time of rotation of crankshaft sections. Dividing the 360 degrees of rotation of the crankshaft in many degrees or fixed sections as needed and/or possible, storing for recalling the time of such sections so those times recorded in advance can be compared with the sensed times, thus being able to detect when there is a slowing down, or “braking” of the engine and indicating detonation. 
     It is not required to have electronics or sensors to detect detonation; only the crankshaft position sensor and camshaft current are required, measuring the time interval between pulses by the same sensors which are used for control and detecting times and positions of the engine. It is evident that this mode of detection is better than the currently used knock sensors. 
     This invention provides a new method for controlling the idle speed and/or power required by the load of an internal combustion engine. 
     This method solves the problem mentioned above, the problem of the volume of the air/fuel mixture minimum admitted inside the engine&#39;s combustion chambers. The basic objective of this new strategy or method to control the speed of idle and/or load of an internal combustion engine is reduced engine power based on reducing the number of power cycles of the engine, together with controlling the minimum fuel injected. The cycles in which no fuel is fed to the desired or selected engine&#39;s combustion chambers is controlled. That is, if the minimum fuel injected is achieved and yet results in more power than required by the engine, the last requiring lower rpm and/or power, rather than a further decrease of the volume of injected fuel which would cause such a minimum fuel combustion problem, we remove some engine power cycles. Normally, in an engine of four strokes and four pistons, for example, a power cycle occurs (combustion or expansion cycle) every 180 degrees of crankshaft rotation; thus, two power cycles per revolution of the engine&#39;s crankshaft and two intake cycles. With this new method fuel is fed (injected) only on some engine&#39;s intake cycle every one, two, three, four, five or six and so on engine intake cycles depending on the applied or desired load and/or the desired speed. The number of cycles of the preferred alternative is every 1, 3, 5, 7 and so on cycles to evenly spread the pistons in use. The volume of gasoline or fuel injected at least for the this cycle is an appropriate minimum and established according to the characteristics of the combustion engine in question, in order to achieve proper combustion as efficiently as possible. To accelerate or increase power, a larger volume of fuel is used and/or a greater number of power cycles with the fuel supply active is used until all cycles are fed with fuel. Conversely, to decelerate, injecting a smaller volume of fuel without having the minimum and/or decreasing the number of power cycles is used, with cycles without any fuel injected and, during deceleration or braking, fuel injection is completely cut off when so desired and/or necessary. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL DRAWINGS 
         FIG. 1 . Schematic view of the prior art showing the positioning of the injector in the systems known as “multiport”. It illustrates how the injected fuel spray hits the walls and intake valves due to the injection pressure and injector proximity to such walls and valves, causing the problem of “wet wall”. 
         FIGS. 2, 3, 4, 4B, 4C, 5 and 5B  show variations of the new fuel injection strategy and the new manifold systems of the present invention, as well as the positioning of the injector  200  in duct  101  with respect to the duct  102  of the manifold and the inlet valve. 
         FIGS. 6, 7, 8 and 9  show variations of new nozzles for current injectors fitted in the form necessary and appropriate to the new system of fuel injection strategy and intake manifold. 
         FIGS. 10, 11, 12, 13, 14 and 15  show variations of new nozzles for the construction of new injectors considering the different needs for different models and applications of internal combustion engines. 
         FIGS. 10 - b  and  10 - c  show different designs of “stems” or “pillars” for dispersion of fuel by the new nozzles. 
         FIG. 15 b    shows a different design of “slot”, “diffuser” or “dispersion” of fuel for use in the new nozzles mainly shown in  FIG. 15 , instead of the “pillar” in  FIGS. 10 - b  and  10 - c.    
         FIG. 15 c    shows an enlarged detail of the “diffuser” core  15   b  as shown as  260  is the hole injecting the fuel;  276  is the distribution chamber,  278  is a chamfered fuel inlet into the slots or nozzles  272   x  (see also  FIG. 15 b   ) and the expansion chamber  275  formed by  275   a  and  275   b  for fuel expansion control, direction and size of the jet cone of fuel injected. 
         FIG. 16  shows a new basic electronic circuit and its elements for detection of knock or detonation for internal combustion engines. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     New Intake Manifold. 
     With reference to  FIGS. 2, 3, 4 . The injectors  200  are a type of current injector, attached to the new intake manifold section  101  via bracket  113  and through the new nozzles  210 ,  211 ,  212  or  213 . Selecting said injector  200  ( FIG. 2 ) by a jet of injected fuel that is most similar to that indicated in the figures with  110 . It is preferable to use a nozzle whose jet of fuel to be injected does not touch the walls of the duct section  102  and the length or extent indicated by the distance D,  105  does not reach the intake valve as a result of injection pressure, but until the  110  jet as forming a “cloud” of air/fuel  115  is moved together with the air  120  by the sucking action of the pistons during the intake stroke when the intake valve is opening, thus avoiding the deleterious effect of wet wall. The inlet air  120  mixes inside the duct  102  with the fuel jet or cloud  110  forming a homogeneous mixture of fuel air  115  in  FIG. 2  that is sucked into the combustion chamber by opening the intake valve, continuing the physical mixing during this time, resulting in a fairly homogeneous fuel/air mixture ready to be fired at a rapid combustion and giving high power and efficiency at the end of the compression cycle with a spark plug (not shown). The intake manifold is formed by the duct  100  leading air from the atmosphere  120  through a suitable filter usually used (not shown) and air acceleration body or valve control airflow (also not shown) in the drawings. The conduit  100  connects with the duct  101  where the injectors  200  are positioned. Duct  101  in turn connects with the duct  102 . There are as many such ducts  102  as there are pistons and injectors in the engine.  FIG. 4 -B shows a simpler intake manifold for feeding single-cylinder engines, mainly small displacement ones. It is formed by an injector support  211   b  similar to  FIG. 7  but without the central stem duct  24 X and the elongate duct  106 , accommodating a  215 - b  injector whose details are shown in  FIG. 13 ; the intake air is shown as  120  entering the support  211   b . In  FIG. 5  is shown an intake manifold mode with two parallel ducts  100  and  100   b  leading air from two independent air control valves, similar to the system previously known as “two throats” and for the same purpose, (not shown) and connecting with respective ducts  101  and  101   b  which in turn are connected to the ducts  114  and  102  where flows are added and mixed with air and fuel from duct  114  with more air from the duct  100   b  if the air control valve corresponding (not shown) is open, the latter depending on the engine&#39;s operating condition. 
     It will be noted that in such a configuration or arrangement of the intake manifold shown in  FIG. 5  is another variant of the nozzles shown with air inlets in the body  230  (see  FIG. 6 ) thereof, which corresponds to the duct  100  and a nozzle duct  114  and more clearly shown in  FIG. 7  as air  220  corresponds to  120  of  FIG. 5  and nozzle  211  in  FIG. 7  which corresponds to the ducts  100 ,  101  and  114  of  FIG. 5 . 
       FIG. 5 -B shows a further variation in the geometry of an intake manifold for feeding individual cylinders and for the purpose and function as described for  FIG. 5  and with a nozzle  211   b  by changing the nozzle other than those mentioned in this description ( FIGS. 6 to 15 ) make an intake manifold of functionality as in  FIGS. 2 to 4 . Also, as another variation in the implementation of this new invention and also having the same objective, the ducts  100  and/or  100   b  and/or  101   c  may be fed with air from the atmosphere without any restriction, no valves or forced flow. In this way, the air-filling of the combustion chambers during the intake cycle will always be the maximum. Thus, it is not required to detect if the mixture is rich or poor by oxygen sensors; the mixture will always be “poor” except at full power when it may be “stoichiometric”. It will never be “rich”. Adjusting the volume of fuel injected by the injector will only happen in relation to the power required of the engine; this avoids the complex and sometimes wrong, continuous monitoring of the air/fuel ratio; therefore, no oxygen sensors will be required at the exhaust or in the air entry into the ducts  100 . This is possible because of a good homogeneous air/fuel ratio result from the present invention which produces an air/fuel mixture “poor” in fuel. 
     Referring to  FIG. 6 , there is shown a nozzle  210  suitable for housing a current injector  200  for limiting the expansion of the jet cone inside the nozzle body  210 . This nozzle is suitable for the injector jet whose fuel is injected fairly well pulverized and straight and whose cone jet is small in length, not exceeding the distance  105  in  FIG. 3  and not greater than the inside diameter of the nozzle  210  (see  FIG. 3  item  110 ). The fuel jet injected by the injector  200  is mixed with air entering into the nozzle through the holes  230  located around the nozzle  210  and near the fuel outlet nozzle  200 . This air entering through the holes  230  prevents the fuel from “sticking” to the inner wall of the nozzle  210  and also promoting the physical mixture of air and fuel, preventing the formation of “wet wall” within the nozzle and the walls of the duct inlet manifold  102  and inner cavity of the intake valve as shown in  FIGS. 2 to 5 . 
       FIG. 8  shows a section of another nozzle  212  suitable for use to contain and manage adequately the jet stream of an injector whose injection current is straight and very concentrated, say, with a single nozzle outlet orifice and without forming a cone in such a jet exit. The “pillar”, “stem” or “disperser”  24   x  (hereinafter called either “disperser” or “stem” to refer to the same element) has three functions: first, to open the jet fuel injected  232 , second, to spray more fuel as the last hit it and third, to slow down the jet  232  to prevent the injection pressure in the injector  200  making the jet reach the intake valve as seen in  FIG. 1 , which would cause a “wet wall” effect. The distance  105  in  FIGS. 3 to 5  is relatively greater than that shown in  FIG. 1 . 
     Depending on the injection pressure of fuel within the injector and the fuel outlet port and the design of the fuel outlet port and depending on the intended application, the geometry of the disperser  24   x  may be varied. Some possible variations are displayed as appropriate dispersers  240 ,  241 ,  242 ,  243  and  244  in  FIG. 10   b.    
     As stated previously in  FIG. 8 , the “disperser”  24   x , slows the jet  232  somewhat and opens as a cone, pulverizing the fuel injected by the injector  200 , mixing with air  231  from the holes  230 . This air/fuel mixture passes through windows (“vents”) formed by the outer wall of the nozzle  212  and the “bridges”  201  of the disperser  24   x . (See sectional view BB and possible geometries of the bridges  201  in the view shown in  FIG. 8  DD, forming the air/fuel mixture  233  which in turn is mixed with more air in the interior of the ducts  102 , allowing the mixture to pass through the opening of the intake valve and inside the combustion chamber, achieving the homogeneous air/fuel ratio required, with no “wet wall” effect. 
       FIG. 7  shows a section of a nozzle  211  with an air chamber  220  separate from the air within the common duct  101  ( FIG. 4 ) and disperser  24   x . This air  220  will come from one valve or orifice suitable for various engine applications, i. e. a feature that may be useful elsewhere. Such air  220  may feed the initial air/fuel mixture into the nozzle as previously explained and whose function is very similar to the intake manifold shown in  FIG. 5 , i. e., ducts  100 ,  101  and  114  and in  FIG. 5 -B air inlet  120  of nozzle  211   b , ( FIG. 4 ). In this case, the nozzle  211   b  ( FIG. 5 -B) is similar to  211  but without disperser  24   x  since this function is in injector  215  ( FIG. 13 ). 
       FIG. 9  shows a section of another nozzle  213 , suitable for use to contain and manage adequately the jet of a current injector whose jet cone is too wide, or multiple jet outlet orifices designed for applications in combustion engines of two or more intake valves per cylinder. We see in this nozzle  213  (as distinguished from  212 ), that it concentrates the jet in the “hub”  203  instead of in the opening as does the disperser  24   x.    
     The nozzle  213  of  FIG. 9  receives the jet or jets of fuel injected into the chamber  202  of the “hub”  203 . This slows down the speed of the injected fuel somewhat at wall  204  and ledge  205 . The fuel at  204  and  205  (see Detail of  FIG. 9 ), further fragments the droplets of the injected fuel flow due to the injection pressure forming a well pulverized fuel stream  232  which in turn is mixed with air  231  from the holes  230  forming the air/fuel mixture  233 . 
       FIGS. 10, 10 - b ,  11 ,  12 ,  13 ,  14  and  15  show injectors  217 ,  216 ,  214 ,  215 ,  218 ,  219   a  and  219   b . These new injectors are objects of the present invention. They incorporate in their nozzles the “disperser”  24   x  shown in  FIGS. 10 - b ,  10 - c  and/or “slots” or “diffusers” in  FIG. 15 b    with the enlarged detail in  FIG. 15 c    also an object of the present invention. 
     These new injectors  214  to  219   c  having in common the body, (not shown) contain the usual elements of current injectors, i. e., electrical winding, armature, spring connection rod movement etc. Not shown, we can see in  FIG. 13  the rod  263  with its conical tip  262  which sits on the surface  261  to close the fuel outlet port  260  of body  215  towards the disc or plate  268 . Upon energizing the coil of the injector rod, the rod  263  is moved longitudinally, opening the passage of the fuel exit through the hole  260  due to the pressure of the fuel within the injector. Hence the jet exiting the orifice  260  decreases in speed. The “disperser”  246  is embedded in the disc or plate  266  supported by the bridges  209  and  267  forming the separator chamber  276 , opening and spraying the fuel jet exiting as a fine “fog” fuel (very small drops) by circular grooves  207  of disk  266  shown in view CC of  FIG. 13  and expanded by the expansion slots of  275   a  shown with a length  275   b  expansion control. 
       FIG. 10  shows the crossection of an injector  217 . Its nozzle  280  is screwed to the injector body  217  and can be removed for possible adjustment and/or for cleaning the orifice  260 . Nozzles  282  in  FIG. 13, 283  in  FIGS. 14 and 284   a  and  284   b  shown in  FIG. 15  serve the same purpose. 
       FIG. 11  shows injector  216  with its “disperser”  24   x  and the air inlet holes  230   b  to start the air/fuel mixture within the nozzle of the injector and fuel air mixing chamber  277 , formed by the discs  291  and  292 . 
       FIG. 12  shows injector  214  consisting of a variant shown in  FIG. 11  The basic difference is that injector  216  has a larger opening for entry of air into the nozzle and fuel air mixing chamber  277  bounded by the “fins”  206  that support the “disperser”  24   x  and bridges  201  of disc  292 , views A-A and B-B. The nozzle  218  of  FIG. 14  is a variant of  215  shown in  FIG. 13 . Here the “disperser”  245  mounted on the detachable mouthpiece  283  of injector  218 , approaches the hole  260 , forming a spray chamber  276  as shown in  FIG. 14  Det- 14 , being very close to the exit orifice  260  of the injector. Spacer bolts  270  have the function of centering and maintaining the “disperser”  245  at the desired distance leaving an opening “DR” for fuel outlet, achieving a high jet fuel spray at the exit orifice  260  of nozzle-like flow  215  (not marked on the drawing of  FIG. 13 ) but, unlike the latter, the injector  218  ( FIG. 14 ) is an air/fuel mixing chamber  277  as the nozzles of  FIG. 10  with the “disperser”  245  with its detachable mouthpiece  283 , also for adjustment and/or cleaning purposes. As in  FIG. 13 , the injector  215 , the diameter “DV” from the “disperser”  245  is greater than at its base “DV inferior” as shown in FIG. Det- 14  for separating a bit the stream of fuel exiting the space “DR” at the base of the disperser for better integration and mixed with air entering through the holes  230  in chamber  277 . 
       FIG. 10 - b  shows some variants of the “disperser” indicated as  24   x , which may be more appropriate than others for different engine applications, design of injectors, fuel injection pressure and type of fuel. We have in this  FIG. 10 - b  and details in  FIG. 10 - c  a disperser  240  with spherical tip  250 . We see disperser  241  with a tapered and rounded tip  251  at the upper end. The disperser  242  has a sharp tip  252  and is also tapered but with a flange or shoulder  255  at right angle with the longitudinal axis of the disperser and perpendicular to the flow of fuel to cause an additional shock of the injected fuel jet and a greater spraying of the same. The nozzle D disperser  243  has two rounded projections  255  and  257  for fuel shock. The disperser  244  is similar to  243 , but unlike the latter, with the protrusions  256  and  258  rather than rounded straight as rod  243  and its protrusions  255  and  257 . The diameters “DO” of the orifice  260  and “DV” of disperser  24   x  and the distance “DOV” between them shall be appropriately sized to ensure that the volume of fuel flows so that the fuel (shown as  110  in  FIGS. 2-5 ) is properly pulverized and adapted in shape and size as indicated in  FIGS. 2 to 5  according to the injection pressure, fuel, application and type of engine, and adapted in shape and size as indicated in  FIGS. 2 to 5 . 
     Those experienced in the field of this invention should, based on the detailed descriptions of the objectives and new methods, be able to understand the logical possible variations. They will be able to adopt appropriate strategies, dimensions and geometries depending on the various applications and needs of different engines, not specifically shown in this application, but within the general goals and objectives of this invention.