Patent Abstract:
A fuel injector having an injector axis, comprising a first nozzle aiming in a first radial direction; a first nozzle pair aiming in radial directions each equally angled relative to the first direction, closest to the first radial direction, and having a longest radial offset; a nozzle second pair in radial directions each equally angled relative to the first direction; and another nozzle aiming opposite the first radial direction and having a shortest radial offset.

Full Description:
FIELD 
     The present application relates to a fuel injector having multiple nozzles angled in preselected directions to provide a range of spray patterns for improved fuel efficiency and combustion characteristics. 
     BACKGROUND AND SUMMARY 
     Direct-Injection Spark-Ignition (DISI) internal combustion engines, which may include Gasoline Turbocharged Direct Injection (GTDI) combustion engines, may provide more precise control over the amount, and timing of the fuel provided for combustion according to engine load. DISI engines generally provide increased fuel efficiency and improved emissions control as compared with engines without DISI. 
     Efforts have been made to provide even greater levels of fuel efficiency and improved emissions control using DISI and/or GTDI. For example, U.S. Pat. No. 7,418,940 discloses a fuel injector spray pattern for direct injection spark ignition engines having a first plurality of jets oriented to spray fuel generally downward toward the piston bowl and a second plurality of jets oriented to spray fuel generally across the cylinder toward the exhaust valves. However, the inventors herein have recognized at least one shortcoming with the disclosed approach. 
     For example, the inventors herein have discovered that the injector nozzles can be directed to provide spray patterns, within a particular range of configurations that tends to reduce valve wetting and to minimize liner and piston wetting. In addition, some of the example spray configurations disclosed herein tend to interact with the direct-injection piston bowl to produce a more stable stratified mixture around the spark plug during cold start operation for cold start combustion stability and reduced emissions. 
     Embodiments in accordance with the present disclosure may provide a fuel injector having an injector axis, comprising a first nozzle aiming in a first radial direction; a first nozzle pair aiming in radial directions each equally angled relative to the first direction, closest to the first radial direction, and having a longest radial offset; a nozzle second pair in radial directions each equally angled relative to the first direction; and another nozzle aiming opposite the first radial direction and having a shortest radial offset. In this way, fuel impingement on surfaces, such as the piston, intake valves, and the liner, and the like may be reduced while reducing soot formation and maintaining effective and efficient combustion. 
     Further embodiments in accordance with the present disclosure may provide a fuel injector system for an internal combustion engine and a fuel injector for a combustion chamber. The fuel injector system may include a fuel injector having an injector axis. Six injector nozzles may be disposed around the injector axis. Each of the six injector nozzles may be configured to direct six respective streams of fuel such that each respective stream of fuel may travel respective predetermined six radial distances from the injector axis as measured on a plane normal to the injector axis. A fourth radial distance may be a shortest distance relative to the other five radial distances. A second and a sixth radial distance may be approximately equal to each other and longer than the other four radial distances. A third and a fifth radial distance may be approximately equal to each other and may be intermediate radial distances being shorter than the second and sixth radial distance and longer than the fourth radial distance. In addition, a first radial distance may be shorter than the second and sixth radial distance and longer than the fourth radial distance. In this way, fuel impingement on surfaces, such as the piston, intake valves, and the liner, and the like may be reduced. In this way, combustion emissions may be reduced, and/or fuel economy may be improved. Also in this way, a source of soot emissions may be reduced. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram of an example engine in accordance with the present disclosure. 
         FIG. 2  is a schematic perspective view of a fuel injector showing one nozzle as a generic representation of a plurality of nozzles in accordance with the present disclosure. 
         FIG. 3  is a plan view of an example spray pattern illustrating individual spray plumes from the six injector nozzles in accordance with the present disclosure. 
         FIGS. 4 and 5  are plan views similar to  FIG. 3  illustrating details relative to  FIG. 3 . 
         FIG. 6  is a side view of the spray pattern illustrated in  FIG. 3 . 
     
    
    
     DETAILED DESCRIPTION 
     As described herein, various fuel injector nozzle configurations are described. For example, a pattern of six nozzles may be arranged in a particular way to solve issues with combustion stability, cold start emissions, soot generation, etc. In one example, the nozzles may be arranged so that five nozzles aim to one side of the injector axis, and a single nozzle aims to the other side. The single nozzle may have the shortest radial offset from the axis, while the other five nozzles are arranged with one nozzle opposite the single nozzle, and two additional pairs of nozzles flanking the one opposite nozzle. 
     Additional embodiments in accordance with present disclosure may provide particular radial distances by one, or both, of directing each of the six nozzles in particular angular directions as measured in a normal plane and a side plane. For example, the first radial distance may be effected by the first nozzle being oriented at a first normal plane angle of between −5 degrees and +5 degrees as measured from a centerline located to correspond with, and/or parallel with, a combustion chamber centerline with a positive direction toward one or more intake ports and a first side angle of between 10 degrees and 20 degrees as measured in a side plane that may be perpendicular to the normal plane and substantially parallel with, or coplanar with, the centerline. The second radial distance may be effected by the second nozzle being oriented a second normal plane angle of between 33.5 degrees and 53.7 degrees as measured in a way similar to the measurement of the first normal plane angle, and a second side angle of between 26.2 degrees and 36.2 degrees as measured in a way similar to the measurement of the first side angle. The third radial distance may be effected by the third nozzle being oriented a third normal plane angle of between 66.8 degrees and 76.8 degrees as measured in a way similar to the measurement of the first normal plane angle, and a third side angle of between 10.1 degrees and 20.1 degrees as measured in a way similar to the measurement of the first side angle. The fourth radial distance may be effected by the fourth nozzle being oriented a fourth normal plane angle of between 175 degrees and 185 degrees as measured in a way similar to the measurement of the first normal plane angle, and a fourth side angle of between 0 degrees and 10 degrees as measured in a way similar to the measurement of the first side angle. The fifth radial distance may be effected by the fifth nozzle being oriented a fifth normal plane angle of between 10.1 degrees and 20.1 degrees as measured in a way similar to the measurement of the first normal plane angle, and a fifth side angle of between 10.1 degrees and 20.1 as measured in a way similar to the measurement of the first side angle. The sixth radial distance may be effected by the sixth nozzle being oriented a sixth normal plane angle of between −33.5 degrees and −53.7 degrees as measured in a way similar to the measurement of the first normal plane angle, and a sixth side angle of between 26.2 degrees and 36.2 degrees as measured in a way similar to the measurement of the first side angle. In this way, the third and fifth nozzles may minimize intake valve wetting, and may provide good air-fuel mixing during homogeneous-charge operation, which may lead to reduced soot emissions and increased fuel economy. 
     Also in this way, the first, second, and sixth nozzles may tend to contain fuel clouds in the piston bowl which may tend to provide advantageous combustion stability for light stratified-charge at cold-start operation. Also in this way the first second and sixth nozzles may also tend to reduce piston wetting which may lead to reduced smoke emissions. 
     Also in this way, the fourth nozzle may tend to reach the liner first which may better fit in a smaller cylinder bore engine and may provide reduced liner wetting. In this way, oil dilution may be reduced and particulate emissions may be reduced. 
       FIG. 1  is a cross-sectional diagram with schematic portions, illustrating a cross-section of an engine  10  in accordance with the present disclosure. Various features of the engine  10  may be omitted, or illustrated in a simplified fashion, for ease of understanding of the current description. For example, areas may be illustrated with continuous cross hatching that may otherwise indicate a solid body, however actual embodiments may include various engine components, and/or hollow, or empty, portions of the engine. 
     The cross-sectional view shown in  FIG. 1  may be considered taken through one cylinder  12  of the engine  10 . The cylinder  12  may be defined by or at least partially enclosed by a cylinder wall  13 . Various components of the engine  10  may be controlled at least partially by a control system that may include a controller (not shown), and/or by input from a vehicle operator via an input device such as an accelerator pedal (not shown). The cylinder  12  may include a combustion chamber  14 . A piston  16  may be positioned within the cylinder  12  for reciprocating movement therein. The piston  16  may include a piston face formed in one or more ways. For example the piston  16  may include a piston bowl  17 . The piston  16  may be coupled to a crankshaft  18  via a connecting rod  20 , a crank pin  21 , and a crank throw  22  shown here combined with a counterweight  24 . Some examples may include a discrete crank throw  22  and counterweight  24 . The reciprocating motion of the piston  16  may be translated into rotational motion of the crankshaft  18 . The crankshaft  18 , connecting rod  20 , crank pin  21 , crank throw  22 , and counterweight  24 , and possibly other elements not illustrated may be housed in a crankcase  26 . The crankcase  26  may hold oil. Crankshaft  18  may be coupled to at least one drive wheel (not shown) of a vehicle via an intermediate transmission system. Further, a starter motor may be coupled to crankshaft  18  via a flywheel to enable a starting operation of engine  10 . 
     Combustion chamber  14  may receive intake air from an intake passage  30 , and may exhaust combustion gases via exhaust passage  32 . Intake passage  30  and exhaust passage  32  may selectively communicate with combustion chamber  14  via respective intake valve  36  and exhaust valve  34 . Intake valve  36  and exhaust valve  34  may be configured to operatively open and close respective intake port  31  and exhaust port  33 . A throttle  35  may be included to control an amount of air that may pass through the intake passage  30 . In some embodiments, combustion chamber  14  may include two or more intake valves and/or two or more exhaust valves. 
     In this example, intake valve  36  and exhaust valve  34  may be controlled by cam actuation via respective cam actuation systems  38  and  40 . Cam actuation systems  38  and  40  may each include one or more cams  42  and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or variable valve lift (VVL) systems that may be operated by the controller to vary valve operation. The cams  42  may be configured to rotate on respective revolving camshafts  44 . As depicted, the camshafts  44  may be in a double overhead camshaft (DOHC) configuration, although alternate configurations may also be possible. The position of intake valve  36  and exhaust valve  34  may be determined by position sensors (not shown). In alternative embodiments, intake valve  36  and/or exhaust valve  34  may be controlled by electric valve actuation. For example, cylinder  16  may include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT systems. 
     In one embodiment, twin independent VCT may be used on each bank of a V-engine. For example, in one bank of the V, the cylinder may have an independently adjustable intake cam and exhaust cam, where the cam timing of each of the intake and exhaust cams may be independently adjusted relative to crankshaft timing. 
     Fuel injector  50  is shown coupled directly to combustion chamber  14  for injecting fuel directly therein in proportion to a pulse width of a signal that may be received from the controller. In this manner, fuel injector  50  may provide what is known as direct injection of fuel into combustion chamber  14 . The fuel injector  50  may be mounted in the side of the combustion chamber  14  or in the top of the combustion chamber  14 . Fuel may be delivered via fuel line  51  to fuel injector  50  by a fuel system that may include a fuel tank, a fuel pump, and a fuel rail (not shown). The fuel line  51  may be a hose, or passage which may be coupled to a mating engine component, such as cylinder head  60 . The fuel injector  50  may have an injector axis  70  that may be oriented at an installation angle  72  relative to a reference line  74 . The reference line  74  may correspond with, or be parallel with a reference, or reference-able plane  76  in or on the engine  10  as indicated with phantom lines shown at the bottom of the crankcase  26 . Reference-able plane  76  may, for example, correspond with, or be parallel with an engine deck, or engine deck face. 
     Ignition system  52  may provide an ignition spark to combustion chamber  14  via spark plug  54  in response to a spark advance signal from the controller, under select operating modes. In this example the spark plug  54  is shown located at a top  55  of the combustion chamber  14 . 
     Cylinder head  60  may be coupled to a cylinder block  62 . The cylinder head  60  may be configured to operatively house, and/or support, the intake valve(s)  36 , the exhaust valve(s)  34 , the associated valve actuation systems  38  and  40 , and the like. Cylinder head  60  may also support the camshafts  44 . A cam cover  64  may be coupled with and/or mounted on the cylinder head  60  and may house the associated valve actuation systems  38  and  40 , and the like. Other components, such as spark plug  54  may also be housed and/or supported by the cylinder head  60 . A cylinder block  62 , or engine block, may be configured to house the piston  16 . In one example, cylinder head  60  may correspond to a cylinder  12  located at a first end of the engine. While  FIG. 1  shows only one cylinder  12  of a multi-cylinder engine  10 , each cylinder  12  may similarly include its own set of intake/exhaust valves, fuel injector, spark plug, etc. 
     The engine  10  may include a turbocharger (not shown) having a turbo compressor disposed on an induction air path for compressing an induction fluid before the induction fluid is passed to the intake passage  30  of the engine  10 . In some applications, an inter-cooler (not shown) may be included to cool the intake charge before it enters the engine. The turbo compressor may be driven by an exhaust turbine which may be driven by exhaust gasses leaving the exhaust manifold  32 . In some cases, the throttle  35  may be upstream from the turbo compressor  94  instead of downstream as illustrated. The turbo compressor may be coupled for rotation with the exhaust turbine via a turbine shaft. Although not illustrated, the engine  10  may include an exhaust gas recirculation EGR line and/or EGR system. 
     The exhaust line may include one or more emission control devices (not shown), which may be mounted in a close-coupled position in the exhaust line. The one or more emission control devices may include, for example, a three-way catalyst, lean NOx trap, diesel particulate filter, oxidation catalyst, etc. 
       FIGS. 2-6  are various views illustrating a fuel injector system  200  for an internal combustion engine  10  in accordance with the present disclosure.  FIG. 2  is a schematic perspective view of a fuel injector  50  showing one nozzle  21 X as a generic representation of a plurality of nozzles, for example six injector nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  [or jets], disposed around the injector axis  70 . Other details are illustrated in  FIGS. 3-6 .  FIG. 3  is a plan view of a spray pattern illustrating individual spray plumes from the six injector nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  in a plane  238  normal to the injector axis  70  at a predetermine distance downstream from the injector tip, for example at 30 mm. Normal plane angles  241 ,  242 ,  243 ,  244 ,  245 ,  246  are indicated to show example orientations of each respective nozzle  211 ,  212 ,  213 ,  214 ,  215 ,  216  with respect to a positive X-axis. Positive angles may be considered to be measured counterclockwise. A Y-axis may be along, or parallel with the crank shaft  18  ( FIG. 1 ), and a Z-axis may be along the injector axis  70 . Nozzle  211 , or jet  1 , may point towards the piston bowl  17  wherein jet nozzle  214 , or jet  4 , may point towards the spark plug  54  location.  FIGS. 4 and 5  are plan views similar to  FIG. 3  illustrating other details relative thereto.  FIG. 6  is a side view of in the center of the cylinder bore with the positive direction toward the intake ports. 
     Various embodiments may provide a fuel injector system  200  for an internal combustion engine  10 . The fuel injector system  200  may include a fuel injector  50  having an injector axis  70 . Six injector nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  [or jets] may be disposed around the injector axis  70 . Each of the six injector nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may be configured to direct six respective streams  221 ,  222 ,  223 ,  224 ,  225 ,  226  of fuel such that each respective stream  221 ,  222 ,  223 ,  224 ,  225 ,  226  of fuel may travel respective predetermined six radial distances  231 ,  232 ,  233 ,  234 ,  235 ,  236  ( FIG. 4 ) from the injector axis  70  as measured on a plane  238  normal to the injector axis  70 . A fourth radial distance  234  may be a shortest distance relative to the other five radial distances  231 ,  232 ,  233 ,  235 ,  236 . A second and a sixth radial distance  232 ,  236  may be approximately equal to each other and longer than the other four radial distances  231 ,  233 ,  234 ,  235 . A third and a fifth radial distance  233 ,  235  may be approximately equal to each other and may be intermediate radial distances being shorter than the second and sixth radial distance  232 ,  236  and longer than the fourth radial distance  234 . In addition, a first radial distance  231  may be shorter than the second and sixth radial distance  232 ,  236  and longer than the fourth radial distance  234 . 
     Some embodiments may provide a fuel injector system wherein the first radial distance  231  may be effected by the first nozzle  211  being oriented at a first normal plane angle  241  of between −5 degrees and +5 degrees as measured from a centerline  248  located to correspond with, and/or be parallel with, a combustion chamber centerline  249  ( FIG. 1 ) with a positive direction toward one or more intake ports  31  and a first side angle  251  of between 10 degrees and 20 degrees as measured in a side plane  250  that may be perpendicular to the normal plane  238  and substantially parallel with, or coplanar with, the centerline  248 . 
     The second radial distance  232  may be effected by the second nozzle  212  being oriented a second normal plane angle  242  of between 33.5 degrees and 53.7 degrees as measured in a way similar to the measurement of the first normal plane angle  241 , and a second side angle  252  of between 26.2 degrees and 36.2 degrees as measured in a way similar to the measurement of the first side angle  251 . The third radial distance  233  may be effected by the third nozzle  213  being oriented a third normal plane angle  243  of between 66.8 degrees and 76.8 degrees as measured in a way similar to the measurement of the first normal plane angle  241 , and a third side angle  253  of between 10.1 degrees and 20.1 degrees as measured in a way similar to the measurement of the first side angle  251 . The fourth radial distance  234  may be effected by the fourth nozzle  214  being oriented a fourth normal plane angle  244  of between 175 degrees and 185 degrees as measured in a way similar to the measurement of the first normal plane angle  241 , and a fourth side angle  254  of between 0 degrees and 10 degrees as measured in a way similar to the measurement of the first side angle  251 . The fifth radial distance  235  may be effected by the fifth nozzle  215  being oriented a fifth normal plane angle  245  of between −66.8 degrees and −76.8 degrees as measured in a way similar to the measurement of the first normal plane angle  241 , and a fifth side angle  255  of between 10.1 degrees and 20.1 as measured in a way similar to the measurement of the first side angle  251 . The sixth radial distance  236  may be effected by the sixth nozzle  216  being oriented a sixth normal plane angle  246  of between −33.5 degrees and −53.7 degrees as measured in a way similar to the measurement of the first normal plane angle  241 , and a sixth side angle  256  of between 26.2 degrees and 36.2 degrees as measured in a way similar to the measurement of the first side angle  251 . 
     In some example embodiments the first normal plane angle  241  may be approximately 0 degrees. The third normal plane angle  243  may be approximately 71.8 degrees. The fourth normal plane angle  244  may be approximately 180 degrees. The fifth normal plane angle  245  may be approximately −71.8 degrees. 
     In some example embodiments—the second normal plane angle  242  may be approximately 38.5 degrees, and the sixth normal plane angle  246  may be approximately −38.5 degrees. However, in some other example embodiments the second normal plane angle  242  may be approximately 48.7 degrees, and the sixth normal plane angle  246  may be approximately −48.7 degrees. 
     Table A illustrates example ranges of normal plane angle and side plane angles. Table B illustrates some particular example normal plane angle and side plane angles. Table C illustrates other particular example normal plane angle and side plane angles. Other ranges or particular angles may be used. 
     
       
         
               
               
               
             
           
               
                 TABLE A 
               
               
                   
               
               
                   
                 normal plane angle 
                 side plane angles 
               
               
                 Nozzle 
                 (24X) 
                 (25X) 
               
               
                   
               
             
             
               
                 211 
                 −5 to 5  
                 10 to 20 
               
               
                 212 
                 33.5 to 53.7 
                 26.2 to 36.2 
               
               
                 213 
                 66.8 to 76.8 
                 10.1 to 20.1 
               
               
                 214 
                 175 to 185 
                  0 to 10 
               
               
                 215 
                 −66.8 to −76.8 
                 10.1 to 20.1 
               
               
                 216 
                 −33.5 to −53.7 
                 26.2 to 36.2 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
             
               
               
               
             
           
               
                 TABLE B 
               
               
                   
               
               
                   
                 normal plane angle 
                 side plane angles 
               
               
                 Nozzle 
                 (24X) 
                 (25X) 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                 211 
                 0.0 
                 15.0 
               
               
                 212 
                 38.5 
                 31.2 
               
               
                 213 
                 71.8 
                 15.1 
               
               
                 214 
                 180 
                 5.0 
               
               
                 215 
                 −71.8 
                 15.1 
               
               
                 216 
                 −38.5 
                 31.2 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
             
               
               
               
             
           
               
                 TABLE C 
               
               
                   
               
               
                   
                 normal plane angle 
                 side plane angles 
               
               
                 Nozzle 
                 (24X) 
                 (25X) 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                 211 
                 0.0 
                 15.0 
               
               
                 212 
                 48.7 
                 31.2 
               
               
                 213 
                 71.8 
                 15.1 
               
               
                 214 
                 180 
                 5.0 
               
               
                 215 
                 −71.8 
                 15.1 
               
               
                 216 
                 −48.7 
                 31.2 
               
               
                   
               
             
          
         
       
     
     Some embodiments may provide a fuel injector  50  for a combustion chamber  14 . The fuel injector  50  may include an injector axis  70 . The fuel injector  50  may also include six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  for spraying a fuel from the injector  50 . Each nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may be oriented at respective predetermined normal plane angles  241 ,  242 ,  243 ,  244 ,  245 ,  246  from a centerline  248  located to correspond with a combustion chamber centerline  249  with a positive direction toward one or more intake ports  31  and as measured within a normal plane  238  which may be oriented normal to the injector axis  70 . The six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may include: a first nozzle  211  oriented at a first normal plane angle  241  of between −5 degrees and +5 degrees; a second nozzle  212  oriented at a second normal plane angle  242  of between 33.5 degrees and 53.7 degrees; a third nozzle  213  oriented at a third normal plane angle  243  of between 66.8 degrees and 76.8 degrees; a fourth nozzle  214  oriented at a fourth normal plane angle  244  of between 175 degrees and 185 degrees; a fifth nozzle  215  oriented at a fifth normal plane angle  245  of between −66.8 degrees and −76.8 degrees; and a sixth nozzle  216  oriented at a sixth normal plane angle  246  of between −33.5 degrees and −53.7 degrees. 
     Some embodiments may provide a fuel injector  50  wherein each of the six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may also oriented at respective predetermined side angles  251 ,  252 ,  253 ,  254 ,  255 ,  256  as measured in a side plane  250  that may be perpendicular to the normal plane  238 , and may be substantially parallel with the centerline  248 . The six side angles  251 ,  252 ,  253 ,  254 ,  255 ,  256  may be oriented as follows: the first nozzle  211  may be oriented at a first side angle  251  of between 10 degrees and 20 degrees; the second nozzle  212  may be oriented at a second side angle  252  of between 26.2 degrees and 36.2 degrees; the third nozzle  213  may be oriented at a third side angle  253  of between 10.1 degrees and 20.1 degrees; the fourth nozzle  214  may be oriented at a fourth side angle  254  of between 0 degrees and 10 degrees; the fifth nozzle  215  may be oriented at a fifth side angle  255  of between 10.1 degrees and 20.1 degrees; and the sixth nozzle  216  may be oriented at a sixth side angle  256  of between 26.2 degrees and 36.2 degrees. 
     Some embodiments may provide a fuel injector  50  for a combustion chamber  14  wherein: the first nozzle  211  may be oriented at a first normal plane angle of approximately 0 degrees; the third nozzle  213  may be oriented at a third normal plane angle  243  of approximately 71.8 degrees; the fourth nozzle  214  may be oriented at a fourth normal plane angle  244  of approximately 180 degrees; and the fifth nozzle  215  may be oriented at a fifth normal plane angle  245  of approximately −71.8 degrees. 
     With some examples the second nozzle  212  may be oriented at a second normal plane angle  242  of approximately 38.5 degrees; and the sixth nozzle  216  oriented at a sixth normal plane angle  246  of approximately −38.5 degrees. With other examples the second nozzle  212  may be oriented at a second normal plane angle  242  of approximately 48.7 degrees; and the sixth nozzle  216  may be oriented at a sixth normal plane angle  246  of approximately −48.7 degrees. 
     With some example embodiments the fuel injector  50  may be installed into combustion chamber  14  at an approximately 25° installation angle  72  measured from a horizontal plane  76  of an engine deck face ( FIG. 1 ). The nozzle  211  may then point substantially toward a piston bowl  17  of a piston  16  operatively installed within the combustion chamber  14 . The fourth nozzle  214  may point substantially toward the spark plug  54  operatively installed at a top  55  of the combustion chamber  14 . 
     In some examples, the second nozzle  212  may be oriented at a second normal plane angle  242  of between 33.5 degrees and 43.5 degrees, and the sixth nozzle  216  may be oriented at a sixth normal plane angle  246  of between −33.5 degrees and −43.5 degrees. In other examples, the second nozzle  212  may be oriented at a second normal plane angle  242  of between 43.7 degrees and 53.7 degrees, and the sixth nozzle  216  may be oriented at a sixth normal plane angle  246  of between −43.7 degrees and −53.7 degrees. 
     Some embodiments may provide a fuel injector a system  200 . The system  200  may include, a cylinder  12  having a cylinder wall  13  and a cylinder axis  249 . The system  200  may also include a spark plug  54 , and a piston  16  positioned internally to the cylinder  12 . The piston  16  may have a piston bowl  17  at a top end thereof. A fuel injector  50  may have an injector axis  70  and may be positioned in the cylinder wall  13 . The fuel injector  50  may include: six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  each oriented at respective predetermined normal plane angles  241 ,  242 ,  243 ,  244 ,  245 ,  246  from the cylinder axis  249  with a positive direction toward one or more intake ports  31  and as measured within a plane normal  238  to the injector axis  70 . The six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may include: a first nozzle  211  oriented at a first normal plane angle  241  of between −5 degrees and +5 degrees; a second nozzle  212  oriented at a second normal plane angle  242  of between 33.5 degrees and 53.7 degrees; a third nozzle  213  oriented at a third normal plane angle  243  of between 66.8 degrees and 76.8 degrees; a fourth nozzle  214  oriented at a fourth normal plane angle  244  of between 175 degrees and 185 degrees; a fifth nozzle  215  oriented at a fifth normal plane angle  245  of between −66.8 degrees and −76.8 degrees; and a sixth nozzle  216  oriented at a sixth normal plane angle  246  of between −33.5 degrees and −53.7 degrees. 
     With some example of the system  200  each of the six nozzles  211 ,  212 ,  213 ,  214 ,  215 ,  216  may also oriented at respective predetermined side angles  251 ,  252 ,  253 ,  254 ,  255 ,  256  as measured relative to the injector axis  70 . The first nozzle  211  may be oriented at a first side angle  251  of between 10 degrees and 20 degrees. The second nozzle  212  may be oriented at a second side angle  252  of between 26.2 degrees and 36.2 degrees. The third nozzle  213  may be oriented at a third side angle  253  of between 10.1 degrees and 20.1 degrees. The fourth nozzle  214  may be oriented at a fourth side angle  254  of between 0 degrees and 10 degrees. The fifth nozzle  215  may be oriented at a fifth side angle  255  of between 10.1 degrees and 20.1 degrees. The sixth nozzle  216  may be oriented at a sixth side angle  256  of between 26.2 degrees and 36.2. 
     With some examples of the system  200  the first side angle  251  may be approximately 15 degrees; the second side angle  252  may be approximately 31.2 degrees; the third side angle  253  may be approximately 15.1 degrees; the fourth side angle  254  may be approximately 5 degrees; the fifth side angle  255  may be approximately 15.1 degrees; and the sixth side angle  256  may be approximately 31.2 degrees. The injector axis  70  may be oriented at approximately 25° from a horizontal plane  76  of an engine deck face. 
     With some examples of the system  200  the first nozzle  211  may be oriented at a first normal plane angle  241  of approximately 0 degrees; the second nozzle  212  may be oriented at a second normal plane angle  242  of approximately 38.5 degrees; the third nozzle  213  may be oriented at a third normal plane angle  243  of approximately 71.8 degrees; the fourth nozzle  214  may be oriented at a fourth normal plane angle  244  of approximately 180 degrees; the fifth nozzle  215  may be oriented at a fifth normal plane angle  245  of approximately −71.8 degrees; and the sixth nozzle  216  may be oriented at a sixth normal plane angle  246  of approximately −38.5 degrees. 
     With some examples of the system  200  the first nozzle  211  may be oriented at a first normal plane angle  241  of approximately 0 degrees. The second nozzle  212  may be oriented at a second normal plane angle  242  of approximately 48.7 degrees. The third nozzle  213  may be oriented at a third normal plane angle  243  of approximately 71.8 degrees. The fourth nozzle  214  may be oriented at a fourth normal plane angle  244  of approximately 180 degrees. The fifth nozzle  215  may be oriented at a fifth normal plane angle  245  of approximately −71.8 degrees. The sixth nozzle  216  may be oriented at a sixth normal plane angle  246  of approximately −48.7 degrees. 
     It should be understood that the systems and methods described herein are exemplary in nature, and that these specific embodiments or examples are not to be considered in a limiting sense, because numerous variations are contemplated. Accordingly, the present disclosure includes all novel and non-obvious combinations of the various systems and methods disclosed herein, as well as any and all equivalents thereof.

Technology Classification (CPC): 5