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:
[0001]    This disclosure and claims is on essence a translated version from Spanish of the previous PPA mentioned above, with some wording and paragraph order modifications to have a better understanding of the subject matter. 
       INVENTION FIELD 
       [0002]    This invention relates to fuel injection systems for internal combustion engines used in any application, especially in vehicles. Invention consisting 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 known as “MCU” or “ECU”. 
       BACKGROUND OF THE INVENTION 
       [0003]    The main problem in greater or lesser extent that previous or current technologies have in the field of air/fuel supply with carburetor as well as fuel injection is: poor combustion of fuel, due to a bad air/fuel mixture. This causes low efficiency of engine performance, high heat at the engine and high contamination emissions. 
         [0004]    Numerous improvements have been devised to try to avoid the problem but, basically, have decreased the effects not the causes. The greatest progress has been achieved with the use of injectors, oxygen sensors and electronic control of injection and ignition timing of spark plugs. The three-way catalytic converters are used to significantly reduce pollutant emissions to the atmosphere; however, gasoline consumption is not improved by this. Neither emissions from engine output before treatment in the catalytic converter, nor decreasing the engine overheating. Even the use of catalytic converter causes a small increase in gasoline consumption by being a burden extra in the exhaust, a “resistance” in the flow of gases, this by adding the high cost of the device and its vulnerability. 
       BRIEF SUMMARY OF THE INVENTION. 
       [0005]    Note 1, on the following description I refer or mention “fuel”, this will mean and be construed as any type of gasoline or alternative fuel that can be used on an internal combustion engine. Gasoline and/or alternative fuel injected externally of the combustion chambers, not what is known as “direct injection”. 
         [0006]    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 on such fuel jet, the latter already mixed with the intake air may result on an object of the present invention will in due course, sucked by the vacuum present at opening of the intake valves of the combustion engine in question, and when this happens, some fuel droplets and air injected will rub surfaces of the intake manifold and valve cavity as well inlet valves themselves, but will be mixed with air and therefore, the amount of fuel that adhere to surfaces will be minimal, counterbalanced by the amount of fuel that evaporates, and the intake air that is capable of pulling up from such walls or surfaces of such small volume of fuel, mixing it with more air, resulting in virtually “zero fuel adhering” to outer surfaces of the combustion chambers of the same, within such combustion chambers, eliminating the effects known as wet wall. 
         [0007]    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 based on gasoline or other alternative fuels. 
         [0008]    This invention consists of improvements or changes in three areas of fuel injection systems. These areas being: 1) New improved strategy for injection on intake manifolds and new intake manifolds. 2) New nozzles and adaptors for actual fuel injectors and new fuel injectors with improved nozzles. 3) Different and several new strategies and algorithms for programming “software” on the engine control computer “MCU”. Being further objective of this invention that each area of such invention can be applied separately or individually and still achieve high benefits. 
         [0009]    It is an object of the present invention to provide a new strategy on injection of gasoline for internal combustion engines, consisting in placing the injector to a relative distance and angle of the intake valves of internal combustion engine. The placement of the injector to such a distance from the intake valves that the front of the fuel jet or cone injected will prevent fuel to shock or paste into any obstacles such as walls of the cavity of intake valves, valve stem and valve surfaces as at present. Such placement and distance of the nozzle to ensure that: when the front of the jet of fuel injected and mixed with air is present at the intake valves will be by action of the suction or vacuum caused by the valves opening at its intake stroke, not by the action of the injection pressure. Therefore, this configuration avoiding accumulation of puddles or fuel on the walls and intake valves surface as at present technology. 
         [0010]    It is another object of the present invention to provide an intake manifold consisting of a set of ducts suitable for driving and feeding filtered air from the atmosphere into the combustion chambers. These pipelines, connecting the throttle body with the cavity of the engine&#39;s intake valves, of size and appropriate configuration to allow the maximum possible filling air cylinders of the engine. Such a set of pipes, in applications for engines of single piston (see  FIGS. 4-B  and  4 -C) is configured or designed in two main steps, the first  211   b,    100  driving filtered air only, the second  106  and  102  leading air-fuel injected mixture. For clarity, in applications having several pistons at engines, the system will be of three steps or sections rather than two (see  FIGS. 2 ,  3 ). These three steps or sections as follows, the first section  100 , only driving or transporting air to a second (middle section)  101  and third section  102 . At the junction of such first and second sections  100 - 101  will be properly positioned the injectors. Resulting in such second intermediate section is received such air from the first section and is combined with gasoline or fuel injected to the injector as mentioned, behaving such a combination of air and fuel to the third section and toward the intake valves of engine as a mixture “homogeneous”. It will be such a number “n” of unions between the first and second sections and third sections of “n” times as the number of pistons the engine possess. The first section being so common to such following sections, by feeding and communicating such as air circulating in the first section to the second intermediate section and all such third sections. Each of these third sections  102  feeding their own piston through their respective inlet valves. 
         [0011]    It is another object of the present invention, the proper positioning of such injectors in such second intermediate section with the third sections. In such a position should be adequate care or prerequisite two situations: 1) that the jet atomized and injected by the injector is parallel to the longitudinal axis and preferably centered to such product of such third section and whose “cone” of expansion of such a “jet” is as straight as possible, not reaching to touch the walls of the duct of such the  102  third section, 2) there must be such a distance between the output of this injector and intake valve such that the front of this atomized spray does not “stick” or “shock” at no obstacle, such walls or inlet valve stem from the pressure of injection in this injector. Of chance such that when such air/fuel mixture is present at the input of such intake valve, occurs when the such intake valve is open, and the flowing movement of the mixture being caused by the suction of the opening of the intake valve and not by the action of such existing pressure of such an injection shot. 
         [0012]    It is another object and further variant of the present invention to provide an intake manifold consisting of a set of ducts suitable for driving and feeding filtered air from the atmosphere into the combustion chambers. These pipelines, connecting the throttle body with the cavity of the engine intake valves, of size and appropriate configuration to allow the maximum possible air filling of the engine&#39;s cylinders. Such a set of ducts (see  FIGS. 5 and 5   b ) configured for a higher and better fuel air mixing. 
         [0013]    Other objective and additional variant of the present invention is to provide an intake manifold as previously described, but unlike such prior embodiments, the first section such that receives the filtered air from the atmosphere without restriction. That is, without such a current throttle body, therefore, the filling of such combustion chambers always being the maximum. The air without restriction or measurement, where the capacity of such combustion chambers limit the flow of such air, regulating or controlling only the amount of fuel injected as required by the load applied to such a combustion engine. Such a relationship, air/fuel ratio, of the mixture introduced into the combustion chambers such will almost always be extremely poor, except for maximum acceleration, at full load and this, being to be at most the “stoichiometric” relationship one, ever, “richer”. This may not be required the oxygen sensor or sensors, or the continuous control of the mixing ratio based admitted exhaust, also does not requires the use of the throttle valve body, and electronic control mechanism, nor sensors of mass air flow: resulting in a very plain, simple, economical and efficient, lower cost and lower control requirements than at present. 
         [0014]    It is another object of the present invention to provide nozzles for injecting gasoline or alternative fuel to improve the fuel spray and its integration with air within the same of such nozzles. This will favor an air/fuel mixture more homogeneous, avoiding the effect of wet wall. Such new nozzles in three main variants: One of these variants for use in current injectors improving performance and serving simultaneously as the mounting support on the new intake manifold, another of such variants for application of new injectors having including the new nozzle, a further variant to be applied in manufacturing new injectors but with the new nozzle detachable, its usefulness will be appreciated for purposes of adjustment and cleaning of the nozzles. 
         [0015]    The main functions of the new design of such nozzles being, the better the fuel spray injected, the best mixing of air with pulverized fuel with a better of such control of fuel jet injected by the injector with respect to its shape and diameter as well as the length of such a jet to, accommodate and/or adapt successfully to 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 strategy of injection and intake manifolds. Such a new nozzles in a simple and easy way to manufacture, it will be more details below. 
       Programming Strategies In The Electronic Control “MCU”. 
       [0016]    New strategy for the electronic control of the moment of activation of the fuel injectors for injecting this, the aim being, firstly, that the fuel is injected at such a time of the cycle of operation of the internal combustion engine having 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 pipelines or that the inertia of the injected jet reaches the front of it appear on 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, so that the final part of the jet fuel injected and mixed with air enter fully into the same cycle in the combustion chamber safely, that is, you have entered all the fuel injected and mixed with air before the intake valve closing, with not residual for the next cycle. 
         [0017]    New strategy or method for detecting the “knock” or detonation in internal combustion engines, such as a set or electronics section 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 to monitor such voltage stored and presented at an inlet analog to digital converter. This time period preferably still, from the moment of ignition of the spark plug and a little after the top dead center, approximately  80  degrees of crankshaft rotation. At the end of this time, 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”, returning the electronic system to a level of no signal, keeping it in this state until the next time capture window when it re-enables the detection. 
         [0018]    The electronic section may be as simple and similar as a circuit known as half-wave rectifier (see  FIG. 16 ) fed by the corresponding knock sensor. Formed by a diode 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 the entry “ADC” of the “MCU” and an enable element for the detection time limit for example, a transistor, which enables and discharges the capacitor such as commanded by the program. 
         [0019]    It is evident the ease and greater safety for the detection of detonation of an internal combustion engine by means of the previously described system object of this invention. With a single “sample” voltage level stored in the above-mentioned capacitive circuit can tell or identify what happened during the time of all the aforementioned “capture window”. Currently using “frequency filters” to detect the possible “range” pulse detonation sensor and continuous monitoring during a selected time to detect when it receives a pulse whose level represents detonation present, using extensive resources and time of the microcontroller contained in the engine control computer “MCU”. 
         [0020]    Here is another different and new strategy or method for detecting the “knock” or detonation for internal combustion engines; consisting of measuring the time of rotation of crankshaft sections. Dividing the 360° 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 you can compare those recorded time in advance with the times, thus being able to detect when a means slowing down, “braking” the engine or its detonation. This is not required or electronics or sensors to detect detonation; only the crankshaft position sensor and camshaft current, measuring the time interval between pulses, same sensors which are used for control and detection times and positions of the combustion engine. It is evident the advantages of this mode of detection with respect to the current knock sensors. 
         [0021]    This is a new invention and strategy or method for controlling the idle speed and/or power required by the load of an internal combustion engine. Strategy or method that solves the problem mentioned above as problem of volume of the air/fuel mixture minimum admitted inside engine&#39;s combustion chambers. The basic objective of this new strategy or method to control the speed of idle and/or load of a internal combustion engine is reduced engine power based on reducing the number of power cycles of engine, together of controlling the minimum fuel injected. Controlling the cycles in which no fuel is fed to the desired or selected engine&#39;s combustion chambers. That is, if the minimum fuel injected is achieved and yet results in more power than required to the engine, the last requiring less rpm and/or power, rather than further decrease 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-stroke 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 strategy object of this invention is fed (injected) fuel 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, number of cycles preferred alternative “non” that is, every 1, 3, 5, 7 and so on, cycles to evenly spread the pistons in use. In such a way that the volume of gasoline or fuel injected at least for the admission that 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 efficient as possible. To engine accelerate up or power increase, injecting a larger volume of fuel and/or selecting a larger number of power cycles with the fuel supply active until all cycles are fed with fuel inlet. To decelerate, it will conversely, injecting a smaller volume of fuel without having the minimum and/or decreasing the number of power cycles, cycles with not fuel injected and, completely cutting off fuel injection during deceleration or braking off the vehicle when so desired and/or necessary. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL DRAWINGS. 
         [0022]      FIG. 1 . Schematic view of the prior art showing the positioning of the injector in the systems known as “multiport”. Illustrating and noticing easily as the injected fuel spray hits on walls and intake valve due to the injection pressure and injector proximity of such walls and valve causing the problem of “wet wall”. 
           [0023]      FIGS. 2 ,  3 ,  4 ,  4 -B,  5  and  5 -B. Views of variants of the new fuel injection strategy and the new manifold systems object of the present invention, as well as the positioning of the injector  200  in duct  101  with respect to the duct  102  of manifold and engine&#39;s inlet valve. 
           [0024]      FIGS. 6 ,  7 ,  8  and  9 . Different variants of new nozzles for current injectors fitted in the form necessary and appropriate to the new system of fuel injection strategy and intake manifold. 
           [0025]      FIGS. 10 ,  11 ,  12 ,  13 ,  14  and  15 . Variants of new nozzles for the construction of new injectors considering the different needs for different models and applications of internal combustion engines. 
           [0026]    FIGS.  10 - b  and  10 - c . Different designs of “stem” or “pillar” for dispersion of fuel for the new nozzles object of this invention. 
           [0027]      FIG. 15   b . Different designs 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.    
           [0028]      FIG. 15   c . Enlarged detail of the “diffuser” core  15   b  as shown in as  260  is the hole injecting the fuel,  276  is the distribution chamber,  278  is a chamfer 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. 
           [0029]      FIG. 16 . Is showing a new basic electronic circuit and its elements for detection of “knock” or detonation for internal combustion engines. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0030]    New Intake Manifold. With reference to  FIGS. 2 ,  3 ,  4 . The injectors  200  are a type of injector current, coupled 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 . Preferring the use of a nozzle whose jet of fuel to be injected 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 suction action of the pistons in the intake stroke when the intake valve is opening, thus avoiding the deleterious effect of wet wall. 
         [0031]    The inlet air  120  mixes inside the duct  102  with the fuel jet or cloud  110  forming a homogeneous mixture of fuel air  115   FIG. 2  that is sucked into the combustion chamber by opening the intake valve, continuing the physical mixture during this time, resulting in a fuel/air mixture fairly homogeneous, of rapid combustion and high power and efficiency, ready to be fired at the end of the compression cycle with a spark plug not shown. 
         [0032]    The intake manifold is formed by the duct  100  leading air from the atmosphere  120  through a suitable filter not shown and air acceleration body or valve control airflow also not shown in Figs. Said conduit  100  connects with the duct  101  where the injectors  200  are positioned properly duct  101  in turn connects with the duct  102 . There so many of such ducts  102  as pistons and injectors have the engine. 
         [0033]      FIG. 4-B  show an easier intake manifold for feeding individual cylinders 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.    
         [0034]    In  FIG. 5  have an intake manifold mode with two parallel ducts  100  and  100   b  leading air from two air control valves independent, 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, 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 operating condition. 
         [0035]    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. 7 ) thereof, which corresponds with 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  FIG. 7  nozzle  211  corresponds to the duct  100 ,  101  and  114  of  FIG. 5 . 
         [0036]      FIG. 5-B  shows a further variation in the geometry of an intake manifold for feeding individual cylinders and 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   
         [0037]    Also, as another variation in the implementation of this new invention and also being of the same target, the ducts  100  and/or  100   b  and/or  101   c  may be fed with filtered air from the atmosphere without any restriction, no valves and not acceleration bodies. In this way, the air filling of the combustion chambers during the intake cycle will always be the maximum. Thus, detection is not required if the mixture is rich or poor by sensors of oxygen, the mixture will always be “poor” except at full power may be about the relationship “stoichiometric” never “rich”. Adjusting the volume of fuel injected by the injector will only in relation to the power required in the engine; avoiding the complex and sometimes wrong, continuous monitoring of the air/fuel ratio, therefore, without requiring the use of oxygen sensors at the exhaust or sensors in the air entry into the ducts  100 . This is possible because of good homogeneous mixture of air/fuel result of the present invention and, obtaining an excellent combustion nevertheless being the air/fuel mixture “poor” in fuel. 
         [0038]    Referring to  FIG. 6 , Here 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 which fuel is injected fairly well pulverized and straight and whose cone jet injected is small in length not exceeding the distance  105   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 to “stick” to the inner wall of the nozzle  210  and also promoting the physical mixture air/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 . 
         [0039]      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 “dispersor”  24   x  (hereinafter call it either “dispersor” or “stem” to refer to the same element) has three functions, the first, open the jet fuel injected  232 , the second function , the stem spray more fuel as the last hit it and third function, to slow down the jet  232  to prevent the injection pressure in the injector  200  may have the jet can reach paste or colliding with the intake valve as seen in  FIG. 1 , which would cause “wet wall” effect, observing the distance difference with  105   FIGS. 2 to 5 . 
         [0040]    Depending on the injection pressure of fuel within the injector and the fuel outlet port and the design thereof and coupled to the intended application, can vary the geometry of the dispersor  24   x,  some possible variations are displayed as appropriate dispersers  240 ,  241 ,  242 ,  243  and  244  of  FIG. 10   b.    
         [0041]    As stated previously in  FIG. 8 , the “dispersor”  24   x,  stops a little the jet  232  and opens as a cone, pulverizing fuel injected by the injector  200 , mixing with the air  231  from the holes  230 , this air/fuel passes through windows (“vent”) formed by the outer wall of the nozzle  212  and the “bridges”  201  of the dispersor  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 , continuing the mixture to pass through the opening of the intake valve and inside the combustion chamber; achieving the homogeneous air/fuel required and no effects of “wet wall”. 
         [0042]    In  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 dispersor  24   x . This air  220  will come from one valve or orifice suitable for various engine applications, ie a feature that may be useful for use as appropriate, such air  220  form the initial mixture air/fuel into the nozzle as previously explained and whose function is very similar to the target intake manifold shown in  FIG. 5  ducts  100 ,  101  and  114  and  FIG. 5-B  air inlet  120  of nozzle  211   b,  in this case, the nozzle  211   b  being similar to the  211  but without dispersor  24   x  since this function is in the same injector  215  see  FIG. 13 . 
         [0043]      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 outlets orifices designed for applications on combustion engines of two or more intake valves by cylinder. We see on this nozzle  213  as opposed to  212 , it is concentrated the jet in the “hub”  203  instead of opening as do the dispersor  24   x.    
         [0044]    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 a little of the injected fuel to stick to the wall  204  and ledge  205 , to hit the fuel at such points  204  and  205  see Det- 9 , further fragmenting more the droplets of injected fuel flow due to 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 . 
         [0045]      FIGS. 10 ,  11 ,  12 ,  13 ,  14  and  15  show injectors  217 ,  216 ,  214 ,  215 ,  218 ,  219   a  and  219   b.  These injectors being of new design and object of the present invention, incorporating in its nozzles the “dispersor”  24   x  aforementioned on FIG.  10 - b ,  10 - c  and/or “slots” or “diffuser” in  FIG. 15   b  with enlarged detail in  FIG. 15   c  also object of the present invention. 
         [0046]    These new injectors  214  to  219   c  having in common the body thereof, not shown, containing the usual elements of current injectors, 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  263  is moved longitudinally opening the passage of fuel exit through the hole  260  due to the pressure of said fuel within the injector. Hence the jet exiting the orifice  260  decreases in speed “dispersor”  246  embedded in the disc or plate  266  supported by the bridges  209  and  267  forming the separator chamber  276 , opening and spraying the said fuel jet exiting as a “fog” fuel fine (very small drops) by circular grooves  207  of disk  266  shown in view CC of  FIG. 13  and expanded by the expansion slots of the  275   a  shown with a length  275   b  expansion control. 
         [0047]      FIG. 10  shows the cut of an injector  217  of which nozzle  280  can be removed, is screwed to the injector body  217  for possible adjustment and/or for cleaning the orifice  260 , the same purpose in the nozzles  282   FIG. 13   283   FIG. 14 , the  284   a  and  284   b  shown in  FIG. 15 . 
         [0048]    In  FIG. 11  we see the injector  216  with its “dispersor”  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 . 
         [0049]    In  FIG. 12  we see the injector  214  consisting of a variant shown in  FIG. 11 , whose basic difference is the largest opening for entry of air into the nozzle and fuel air mixing chamber  277  bounded by the “fins”  206  that support the “dispersor”  24   x  and bridges  201  of disc  292 , views A-A and B-B. 
         [0050]    The nozzle  218  of  FIG. 14  is a variant of  215  shown in  FIG. 13 . Here the “dispersor”  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 maintain the “dispersor”  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  of  FIG. 13  but, unlike the latter, the injector  218   FIG. 14  is a mixing chamber  277  air/fuel ratio as the nozzles of  FIG. 10  with the “dispersor”  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 “dispersor”  245  is greater than at its base “DVinferior” as shown in Figure Det- 14  for separating a bit the stream of fuel exiting the space “DR” at the base of the dispersor for better integration and mixed with air entering through the holes  230  in chamber  277 . 
         [0051]    FIG.  10 - b  shows some variants of many that may be of the “dispersor” indicated as  24   x,  which some may be more appropriate than others for different engine applications, design of injectors, fuel injection pressure and type of fuel. 
         [0052]    We have in this FIG.  10 - b  and details on FIG.  10 - c  a dispersor  240  with spherical tip  250 . We see in the dispersor  241  with a tapered and rounded tip  251  at the upper end. The dispersor  242  with a sharp tip  252  and also tapered but with a flange or shoulder  255  of right angle with the longitudinal axis of the dispersor and perpendicular to the flow of fuel to cause an additional shock of injected fuel jet and a greater spraying the same. The nozzle D dispersor  243  taking it two rounded projections  255  and  257  for fuel shock. The dispersor  244  being 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 dispersor  24   x  and the distance “DOV” between them shall be appropriately sized to ensure that the volume of fuel flow as the injection pressure, fuel, application and type of engine is properly pulverized and adapted in shape and size as indicated in  FIGS. 2 to 5  with the reference numeral  110 . 
         [0053]    It will be clear and easily understood from the detailed description of the objectives and new techniques based on this novel invention, for people with knowledge in this field of invention, the logical and possible variants notice to adapt strategies, dimensions and geometry depending on the different applications and needs of different engines, not shown in the present specification and are within the “soul”, “spirit” basis and objectives of the present invention described in this presentation and technical description.