RU2511802C2 - Integrated fuel igniters for use in large engines and related methods of use and manufacturing - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to engine building industry, particularly to fuel equipment of internal combustion engines. According to the proposed version, an injector includes a housing with the first tail-piece opposite to the second tail-piece. The second tail-piece is designed with possibility of location near the combustion chamber, and the first one - with possibility of location at a distance from the combustion chamber. The injector also includes an igniting conductor, passing through the housing from the first tail-part to the second tail-part, and an isolation passing along the igniting conductor and embracing at least a part of igniting conductor. The injector also includes a valve passing along the isolation from the first tail-part to the second tail-part. The valve includes a sealing tail-part, and the valve is designed with possibility of movement along the isolation between open and closed position. The injector also involves a valve seat in the second tail-part of the housing or near the second tail-part of the housing. When the valve is in open position, the sealing tail-part is at a distance of the valve seat, and when the valve is in closed position, the sealing tail-part contacts with at least a part of the valve seat.

EFFECT: proposed are the versions for implementation of injectors for injection passages with relatively small diameters.

36 cl, 15 dwg

Description

FIELD OF TECHNOLOGY

The following disclosure generally relates to integrated fuel igniters for use in large engines and engines of other sizes, for injection and ignition of various fuels in a combustion chamber.

BACKGROUND

Fuel injection systems are typically used to inject a jet of fuel into the intake manifold or engine combustion chamber. Fuel injection systems have become the main fuel delivery system used in automotive engines, almost completely replacing carburetors since the late 1980s. Standard fuel injection systems are usually connected to a source of pressurized fuel, and the fuel injectors used in these fuel injection systems typically inject or otherwise deliver pressurized fuel into the combustion chamber at a certain time relative to the engine's stroke. In many engines, and in particular in large engines, the size of the channel or passage through which the fuel injector enters the combustion chamber is small. This small passage, accordingly, limits the size of the components that can be used to propel, or, otherwise, inject fuel from the injector. In addition, such engines also typically have multi-element intake and exhaust valve mechanisms, which further limits the space available for the components of these fuel injectors.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a schematic cross-sectional side view of an integrated injector / igniter (“injector") configured in accordance with one embodiment.

Fig. 2A shows a sectional side view of a partially exploded state of an injector configured in accordance with another embodiment.

2B shows a cross-sectional side view of a feed valve configured according to one embodiment.

Figa-5A show a sequence of side views in section of injectors configured according to other variants of implementation.

Fig. 5B shows a cross-sectional view along line 5B-5B of Fig. 5A illustrating the first fuel flow section, and Fig. 5C shows a cross-sectional view along line 5C-5C of Fig. 5A illustrating the second fuel flow section. Fig. 5D shows a cross-sectional view along line 5B-5B of Fig. 5A illustrating an alternative embodiment of the first fuel flow section, and Fig. 5E shows a cross-sectional view along line 5C-5C of Fig. 5A illustrating an alternative embodiment of the second section. fuel flow.

5F and 5G show side views of supply valves configured according to the above embodiments.

6 shows a sectional side view of an injector configured according to a further embodiment.

DETAILED DESCRIPTION

The following documents are fully incorporated by reference into the present invention:

US Patent Application No. 12/841170, filed July 21, 2010, entitled "INTEGRATED FUEL INJECTORS AND IGNITORS AND APPROPRIATE USES AND MANUFACTURING METHODS",

US Patent Application No. 12/804510, filed July 21, 2010, entitled "KITS FOR OPERATING A FUEL INJECTOR AND APPROPRIATE METHODS FOR USE AND MANUFACTURE",

US Patent Application Serial No. 12/841/146, filed July 21, 2010, entitled “IGNITORS OF AN INTEGRATED FUEL INJECTOR WITH CONDUCTOR CABLE BLOCKS”,

US Patent Application No. 12/841149, filed July 21, 2010, entitled "FORMING A FUEL DOSE IN A COMBUSTION CAMERA WITH MULTIPLE DRIVE MECHANISMS AND / OR IONIZATION CONTROL",

application for US patent No. 12/841135, filed July 21, 2010 and titled "CERAMIC INSULATOR AND METHODS OF ITS USE AND MANUFACTURE",

US Patent Application No. 12/804509, filed July 21, 2010, entitled "METHOD AND SYSTEM OF THERMOCHEMICAL REGENERATION FOR PROVIDING OXYGEN-CONTAINING FUEL, FOR EXAMPLE, IN COOLED FUEL, FUEL INJECTORS"

application for US patent No. 12/804508, filed July 21, 2010 and titled "METHODS AND SYSTEMS FOR REDUCING THE FORMATION OF NITROGEN OXIDES DURING BURNING IN ENGINES",

US Patent Application No. 12/581825, filed October 19, 2009 and entitled "SYSTEM FOR STORAGE, DOSING AND IGNITION OF MULTI FUELS",

US Patent Application No. 12/653085, filed December 7, 2009, entitled "INTEGRATED FUEL INJECTORS AND IGNITORS AND APPROPRIATE METHODS FOR USE AND MANUFACTURE",

Application for US patent No. 12/006774 (for which US patent No. 7628137 was obtained), filed January 7, 2008 and entitled "SYSTEM FOR STORAGE, DOSING AND IGNITION OF MULTI FUELS",

PCT Application No. PCT / US09 / 67044, filed December 7, 2009 and entitled "INTEGRATED FUEL INJECTORS AND IGNITORS AND APPROPRIATE METHODS FOR USE AND MANUFACTURE",

provisional application for US patent No. 61/237425, filed August 27, 2009 and titled "PRODUCTION OF OXYGEN-CONTAINING FUEL",

provisional application for US patent No. 61/237466, filed August 27, 2009 and titled "BURNER OF MULTIPLE FUEL SPECIES",

provisional application for US patent No. 61/237479, filed August 27, 2009 and titled "ENERGY FULL SPECTRUM",

provisional application for US patent No. 61/304403, filed February 13, 2010 and entitled "ENERGY OF THE FULL SPECTRUM AND RESOURCE INDEPENDENCE", and

provisional application for US patent No. 61/312100, filed March 9, 2010 and entitled "SYSTEM AND METHOD FOR PROTECTING HIGH VOLTAGE PROTECTION, FOR EXAMPLE, FOR USE WITH A FUEL INJECTOR."

This application is fully incorporated by reference, the US patent application filed simultaneously with this application on October 27, 2010 and called “ADAPTIVE CONTROL SYSTEM FOR FUEL INJECTORS AND Igniters” (number assigned by patent attorney 69545-8059US) and “FUEL INJECTOR FOR APPROACH INJECTION OF SEVERAL DIFFERENT FUELS INSIDE THE COMBUSTION CHAMBER ”(number assigned to patent attorney 69545-8054US).

A. General view

The present disclosure describes integrated fuel injection and ignition devices for use with internal combustion engines, as well as related systems, components, components and methods related thereto. For example, several embodiments described below relate generally to adaptable fuel injectors / igniters that can optimize the injection and combustion of various fuels based on conditions in the combustion chamber. In some embodiments, these fuel injectors / igniters are also specifically intended for use in large engines, such as retrofit assemblies and new assemblies having limited space for such injectors / igniters. Some details are set forth in the following description and in FIGS. 1-6 to provide a thorough understanding of various embodiments of the disclosure. However, other details describing well-known structures and systems, often related to internal combustion engines, injectors, ignitors, and / or other aspects of fuel combustion systems, are not set forth below to avoid overly complicating the description of the various embodiments given. Thus, it must be understood that the details set forth below are provided to describe the following embodiments in a manner that is sufficient for one skilled in the art to make and use the described embodiments. The details and advantages described below, however, may not be necessary for the practical implementation of certain implementation options.

Many of the details, sizes, angles, shapes, and other features shown in the figures are merely features of the specific embodiments given. Accordingly, other embodiments may have other details, dimensions, angles, and features without departing from the spirit or scope of the present disclosure. In addition, specialists with an average level of knowledge in this field should understand that the other options for implementation can be put into practice without some of the details described below.

The reference in this document to “one implementation option” or “implementation option” means that a specific feature, structure or characteristic described in relation to this implementation option is included in at least one given implementation option. Thus, the use of the expressions “in one embodiment” or “in an embodiment” in various places in this document does not necessarily mean that they all refer to the same embodiment. Further, specific features, structures, or characteristics described with reference to a particular embodiment may be combined in any suitable manner in at least one other embodiment. In addition, the headings provided herein are for convenience only and do not provide an interpretation of the scope or meaning of the disclosure disclosed.

FIG. 1 shows a schematic cross-sectional side view of an integrated injector / igniter 100 (“injector” 100) configured in accordance with one embodiment. The injector 100 shown in FIG. 1 is intended to schematically illustrate several of the features of the injectors and assemblies described below. Accordingly, these features described with reference to FIG. 1 are not intended to limit any of the features of the injectors and assemblies described below. As shown in FIG. 1, the injector 100 includes a housing 102 having a middle portion 104 extending between a first end portion or a base portion 106 and a second end portion or an outlet portion 108. The base portion 106, respectively, is spaced from graduation part 108.

The exhaust portion 108 is configured to at least partially pass through the cylinder head 110 to inject and ignite fuel at a boundary 111 or close to a boundary 111 of the combustion chamber 112. In some embodiments, the exhaust portion 108 may include components that are configured to fit within a relatively small injection passage, often used in large engines, such as, for example, ship engines. In the depicted embodiment, for example, an injection passage 107, such as the injection passage of a modern diesel engine, may have a diameter D of approximately 8.4 mm (0.33 inches) or less. In other embodiments, however, the diameter D may be greater than about 8.4 mm. As described in detail below, the injector 100 is configured to provide adaptive and quick propulsion at high pressure of the fuel supply while eliminating undesired fuel leakage into the combustion chamber 112 even in such relatively small injection passages 107. In addition, as also described in detail below, the injector 100 is also configured to take into account the relatively large distance or relatively large length L between the boundary 111 of the combustion chamber and several driven components carried by the housing 102 and which are located at a distance from the head 110 cylinder. In modern diesel engines or other large engines, for example, multi-element intake and exhaust valve mechanisms on cylinder head 110 may require distances L of 12-36 inches or more.

In the embodiment shown in FIG. 1, the injector 100 includes a central assembly 113 extending from the base portion 106 to the exhaust portion 108. The injector 100 also includes housing insulation 142 concentrically located over at least a portion of the central assembly 113. The central assembly 113 includes the ignition rod or conductor 114, the ignition conductor insulation 116 and the valve 118. The ignition conductor 114 is operatively connected to a voltage source in the base portion 106 and extends from the base portion 106 to the outlet portion 108. The igniter the conductor 114 includes an end portion 115 located near the boundary 111 of the combustion chamber 112, which (end portion 115) includes at least one ignition element that is configured to generate an ignition act with the head 110. The insulation of the ignition conductor 116 is concentrically located on top of at least part of the igniter conductor 114 and extends from the base portion 106 at least partially into the outlet portion 108. The valve 118 is concentrically arranged over at least a portion of the insulation 116. In the image Hinnom embodiment, the valve 118 has a first length, an ignition conductor insulation 116 has a second length greater than the first length, and flammable conductor 114 has a third length greater than the second length. Valve 118 is configured to move between an open position (as shown in FIG. 1) and a closed position. In particular, valve 118 includes a sealing end portion 119 that is pressed against the corresponding valve seat 121 when valve 118 is in the closed position. Valve seat 121 may be supported by housing insulation 142. When valve 118 moves to an open position, end portion 119 moves away from valve seat 121 to allow fuel to flow or otherwise pass past valve seat 121.

The injector 100 also includes a valve control assembly 125, which is supported by the base portion 106. The valve control assembly 125 includes at least a drive means or actuator 120 and a processor or controller 122. In particular, the actuator 120 is located in the base portion 106 and is operatively connected to the valve 118 The drive 120 is also operatively connected to the controller 122. The drive 120 may be driven by any suitable force generating mechanism (eg, electrical, electromechanical, magnetic, etc.) for interactions tviya with the valve 118 and moving the valve 118. The controller 122 may also be operatively connected to the at least one sensor, which is supported by the injector 100, or located elsewhere in the engine, wherein the injector 100 is mounted. These sensors can detect combustion chamber data or other engine related data, which may be in some proportion to combustion chamber data. In one embodiment, for example, controller 122 may be operatively connected to sensors that are optical fibers that are supported by ignition conductor 114. Accordingly, controller 122 may direct or otherwise control actuator 120 to actuate valve in response to at least at least one property of the combustion chamber.

During operation, fuel is introduced into the base portion 106 into the path or passage 124 of the fuel flow. A fuel flow passage 124 extends between the housing 102 and the valve 118 from the base portion 106 through the middle portion 104 to the exhaust portion 108. Accurately metered amounts of fuel can be selectively and adaptively introduced into the combustion chamber 112 by the injector 100. For example, the actuator 120 drives valve 118 so so that it slides or otherwise moves longitudinally along the insulation 116 so as to divert the sealing end portion 119 of the valve 118 from the valve seat 121. When the valve 118 is moved between open and closed positions In general, parallel to the longitudinal axis of the injector 100, the igniter conductor 114 and the insulation 116 remain stationary inside the housing 102. The insulation 116 thus acts as a central sliding bearing for the valve 118 and may accordingly have an outer surface with a low coefficient of friction, in contact with the valve 118. In addition, as described in detail below, the ignition conductor 114 may create an act of ignition to ignite the fuel before or during the entry of fuel into the combustion chamber 112. As also described in detail below, the sealing end portion 119 of the valve 118 may be located at various places inside the injector 100, including, for example, inside the injection passage 107 and / or near the boundary 111 of the combustion chamber 112.

FIG. 2A shows a sectional side view of an integrated injector / igniter 200 (“injector 200”) configured in accordance with another embodiment. The embodiment depicted in FIG. 2A includes several features that are generally similar in structure and function to the corresponding features of the injector 100 described above with reference to FIG. For example, the injector 200 shown in FIG. 2 includes a housing 202 having a middle portion 204 extending between a first end portion or a base portion 206 and a second end portion or an outlet portion 208. The outlet portion 208 is configured to at least as it is partially inserted into the passage 207 for injection in the cylinder head 210. As described in detail below, the injector 200 is configured to solve the complex problem of many modern diesel engines or other large engines that limit the size of the injection passage 207 with a diameter of approximately 8.4 mm (0.33 inches) or less, and which also limit the available space containing many elements of the mechanisms of the intake and exhaust valves, which often requires a distance of length L of approximately 12-36 inches between the boundary 211 of the combustion chamber 212 and the control valve comp nents of the injector 200.

According to the features of the illustrated embodiment, the injector 200 also includes a central assembly 213 extending through the housing 202 from the base portion 206 at least partially into the exhaust portion 208. The central assembly 213 provides fuel injection and ignition. In particular, the central assembly 213 includes an ignition conductor or rod insulation 216 located on top of the ignition rod or conductor 214. The central assembly 213 also includes a movable tubular valve 218 concentrically arranged over the ignition rod insulation 216. In the illustrated embodiment, the ignition conductor 214 is a fixed ignition element, which may be an electrically conductive rod or a stranded wire. The ignition conductor 214 is connected to the ignition connector 227 in the base portion for receiving electric power. In particular, the ignition plug 227 is connected to a power source conductor 209, which, in turn, is connected to a suitable power source. In one embodiment, for example, the ignition connector 227 can supply at least about 80 kV (direct or alternating current) to the ignition conductor 214. In other embodiments, however, the ignition connector 227 can supply more or less voltage to the ignition conductor 214.

The ignition conductor 214 also includes at least one ignition element 234 located at the outlet portion 208. In the illustrated embodiment, the ignition elements 234 may be triangular turns or other types of protrusions extending in a circumferential direction from the ignition conductor 214. The ignition elements 234 remain stationary and act as the first electrode. The inner diameter of the injection passage 207 acts as the corresponding second electrode to create an ignition act, such as a plasma ignition act. In some embodiments, for example, as shown in FIG. 2A, the outlet portion 208 may include a thin conductive electrode sleeve, or a thin conductive electrode coating, 235 on at least a portion of the inner surface or inner diameter of the injection passage 207. The electrode sleeve 235 can be used to protect the inner surface of the injection passage 207 from plasma erosion. In embodiments without the electrode sleeve 235, however, high frequency alternating current can be used to eliminate plasma erosion on the inner surface of the injection passage 207.

In the illustrated embodiment, the ignition conductor 214 also includes at least one sensor, such as one or more optical fibers 217, located inside the ignition conductor 214. The optical fibers 217 can extend longitudinally through the ignition conductor 214 and are configured to transmit data from the combustion chamber 212 at least one component in the injector 200 or in an engine using the injector 200.

According to some features of the illustrated embodiment, the ignition conductor insulation 216 remains stationary on the ignition conductor 214 and can be made of ceramic insulator, as disclosed in the pending applications listed above, the reference to which means their full inclusion in the description of this application. In one embodiment, for example, the ignition conductor insulation 216 may be made of a large pitch helical product made of monofilament of polytetrafluoroethylene or polyetheretherketone. In other embodiments, however, the ignition conductor insulation 216 may be made of other materials suitable for containing voltage supplied to the injector 200 and / or generated within the injector 200. For example, the ignition conductor insulation 216 may be made of insulating materials suitable for containment of 80 kV (direct current or alternating current) at temperatures up to approximately 1000 ° F. In other embodiments, insulation 216 may be configured to contain more or less voltage, as well as to operate at higher or lower temperatures. As also described in detail below, the ignition conductor insulation 216 can also serve as a central sliding bearing having low friction surfaces for the valve 218 when the valve 218 moves between open and closed positions along the ignition conductor insulation 216.

As shown in the illustrated embodiment, the valve 218 is an outward opening valve (for example, opening toward the combustion chamber 212) that is movable along the insulation 216 to selectively introduce fuel from the exhaust portion 208 into the combustion chamber 212. In particular, the valve 218 is configured to slide along the insulation 216 between the open and closed positions and in directions that are generally parallel to the longitudinal axis of the injector 200. The valve 218 includes a first end portion 223 opposite the second or sealing end portion 219. The sealing end a portion 219 forms a fluid tight seal with a corresponding valve seat 221 when the valve 218 is in the closed position. Other details of valve 218 are described below with reference to FIG.

FIG. 2B shows a sectional side view in a partially exploded state of the valve 218 shown in FIG. 2A. As seen in FIG. 2B, the valve 218 includes a hollow shaft, or body, 244 having an inner surface 246 opposite to the outer surface 248. The body 244 may be made of reinforced structural composites, as disclosed in US patent application No. 12/857461, filed on August 16, 2010 and entitled "CONSTRUCTION COMPOSITES WITH INTERNAL REINFORCEMENT AND RELATED METHODS OF MANUFACTURE", the reference to which means its full inclusion in this document. For example, the housing 244 may be made of spaced graphite or graphene structures having a relatively low density, which provides the benefits of reducing inertia, achieving high strength and stiffness, and providing high fatigue strength. In particular, the housing 244 may be made of a lightweight but strong rod of graphite structure, which is reinforced with at least one carbon-carbon layer. At least one carbon-carbon layer may be prepared from a suitable carbon source that has undergone a primary treatment (e.g., from oil pitch or thermoplastic, such as polyolefin or polyacrylonitrile). At least one carbon-carbon layer may also provide shielding and protection against electromagnetic radiation. Additional protection can be formed by coating the outer surface 248 with a suitable alloy, such as nickel, which can be soldered to the housing 244 using a suitable refractory solder. The inner surface 246 is configured to slide or otherwise move along the ignition conductor insulation 216 (FIG. 2A). Accordingly, at least part of the inner surface 246 may include a suitable coating with a low coefficient of friction, for example, a coating of polyimide, polyetheretherketone, parylene H or a polytetrafluoroethylene copolymer, to facilitate the movement of valve 218 along the ignition conductor insulation 216 (FIG. 2A). In addition, the outer surface 248 may also include high strength materials such as graphite fiber reinforced polyimide or a graphite film with a thermosetting binder.

According to other features of the illustrated embodiment, the valve 218 includes an enlarged sealing end portion 219 that is configured to seal with the valve seat 221 or, alternatively, to press against the valve seat 221 (FIG. 2A) when the valve 218 is in the closed position. The sealing end portion 219 has a generally funnel-shaped or generally annularly expanding shape, having a diameter that is larger than the diameter of the casing 244. In particular, the sealing end part 219 is an end part of the casing 244, which has a gradually increasing diameter. In some embodiments, the sealing end portion 219 may include an elastomeric coating or an elastomeric portion to improve sealing with a corresponding valve seat 221 (FIG. 2A). In the depicted embodiment, for example, the outer surface 248 of the sealing end portion 219 may include an elastomeric ring or coating, such as a coating of fluorosilicone, perfluoroelastomer or other fluoroelastomers, so as to at least partially correspond to the shape of the corresponding valve seat. In other embodiments, such as inward opening valves, as described in detail below, the inner surface 246 may include an elastomeric ring or coating to improve sealing with a corresponding valve seat. In addition, in other embodiments, a valve seat that is in contact with the sealing end portion 219 may include an elastomeric coating or an elastomeric portion to improve sealing.

In the illustrated embodiment, the valve 218 also includes at least one thrust element, or at least one thrust ring 230 (individually identified as the first thrust ring 230a and the second thrust ring 230b), which either can be attached or attached to the outer surfaces 248 of the first end portion 223. Although the snap rings 230 in FIG. 2B are shown as separate components from the valve 218, in other embodiments, the snap rings 230 may be integral with the outer surface 248 of the valve 218. As described in detail below, the thrust washers 230 are configured to contact or otherwise engage with the driving means or actuator in the injector 200 to move the valve 218 between the open and closed positions.

As shown in FIG. 2A, and as described in detail below, when the valve 218 is moved to the open position, the sealing end portion 219 of the valve 218 becomes separated from the valve seat 221 for selectively introducing fuel into the injection passage 207. As shown in the illustrated embodiment, the valve seat 221 is located near the end of the ignition conductor insulation 216. The valve seat 221 is also located near the electrode 235, which interacts with the ignition conductor 214. In other embodiments, however, the electrode 235 may be located in other places relative to the valve seat 221, including, for example, a place located at a distance from the valve seat and near the boundary 211 of the combustion chamber 212.

The first end portion 223 of the valve 218 is operatively connected to the control valve assembly 225. The valve control assembly 225 is configured to selectively move the valve 218 between open and closed positions. In particular, the valve control assembly 225 includes an actuator 220 operatively coupled to the valve 218, a force generator 226 (shown schematically) configured to cause movement of the actuator 220, and a processor or controller 222 operably connected to the force generator 226. The force generator 226 may be any type of force generator for causing movement of the actuator 220, including, for example, an electric, electromagnetic, magnetic and other force generator, as disclosed in any of the patents and patent applications listed above and incorporated herein . In addition, the controller 222 may also be connected to one or more sensors located in the injector 200.

The actuator 220 is concentrically located over the first end portion 223 of the valve 218 and includes a thrust cavity 228 having a first contact surface 229 that engages with at least one thrust ring 230 on the first end portion 223 of the valve 218. The biasing element, or spring, 232 interacts with the second contact surface 231 of the actuator 220 opposite the first contact surface 229. The spring 232 is located inside the cavity 233 for the spring in the base part 206. Accordingly, the spring 232 forces the actuator 220 to move be directed in the direction from the outlet portion 208 (e.g., to the base portion 206). When the spring 232 forces the actuator 220 to move to the base portion 206, the first contact surface 229 engages with the thrust ring 230 on the valve 218 so as to stretch the valve 218, otherwise, force the valve 218 to move to the base portion 206 to hold the sealing end portion 219 of the valve 218 is pressed against the valve seat 221 in a closed position under normal conditions. In some embodiments, the valve control assembly 225 may also include at least one additional biasing element 236, such as electromagnets or permanent magnets, that can selectively bias the actuator 220 to the base portion 206 so as to stretch the valve 218 when closed under normal conditions positions between acts of injection.

The base portion 206 also includes a fuel fitting, or inlet, 238, configured to introduce fuel into the injector 200. Fuel can pass from the fuel inlet 238 through a force generator 226, as shown by fuel 239 in the base portion. The fuel exits the force generator 226 through a plurality of outlet channels 240, with the possibility of fluid exchange connected to the path or channel 224 of the fuel flow extending longitudinally near the central node 213. In particular, the path 224 of the fuel flow passes between the valve 218, the inner surface of the insulation 242 of the housing the middle part 204 and the exhaust part 208. The electrical insulation 242 of the housing can be made of ceramic or polymer insulator, suitable for holding the high voltage developed in the injector 200, as covered in patent applications listed above and incorporated herein. When the sealing end portion 219 of the valve 218 is in contact with the valve seat 221, the sealing end portion 219 seals or otherwise closes the fuel flow path 224. However, when actuator 220 opens valve 218, fuel flows to combustion chamber 212 through valve seat 221 and sealing end portion 219. When fuel flows to combustion chamber 212, ignition conductor 214 transmits DC and / or AC voltage from power source conductor 209. flammable elements 234 for ionization, rapid spread (ionization) and pushing fuel to the combustion chamber. In some embodiments, for example, when the force generator 226 drives the actuator 220 so that it, in turn, moves the valve 218, the fuel flows past the ignition elements 234 of the ignition conductor 214. When the fuel flows past the ignition elements 234, the ignition elements 234 perform an ignition act so as to partially or substantially ionize the fuel by applying an ionizing voltage to the ignition connector 227 through an electric power source conductor 209. In particular, a flammable voltage applied to the flammable elements 234 develops a plasma discharge jet in ionized fuel, which is rapidly accelerated and injected into the combustion chamber 212. Generating such a high voltage on the ignition elements 234 initiates ionization, which then rapidly spreads as more and more ions in the plasma form and move outward to push the fuel through the boundary 211 into the combustion chamber 212 inside the excess air to provide more or less adiabatic insulation layered combustion in the chamber. As such, the injector 200, as well as the other injectors described herein, is able to ionize the air inside the injector before introducing the fuel into the ionized air, ionize the fuel in combination with air, and ionize the layers of air without fuel and ionize the combination of ionized fuel and air, as disclosed in the patent applications listed above and incorporated herein.

FIG. 3A shows a cross-sectional side view of an integrated injector / igniter 300a (“injector 300a") configured according to yet another embodiment. The injector 300a depicted in FIG. 3A includes several features that are generally similar in structure and function to the corresponding features of the injectors described above with reference to FIGS. 1-2B. For example, as shown in FIG. 3A, injector 300a includes a housing 302 having a middle portion 304 extending between a first end portion, or a base portion 306, and a second end portion, or an outlet portion 308. The outlet portion 308 at least partially extends into the passage 307 for injection in cylinder head 310. In some embodiments, the exhaust portion 308 is configured to extend into an injection passage 307 having a diameter D of approximately 8.4 mm (0.33 inches) or less, as, for example, in modern diesel injection passages. In other implementations, however, the exhaust portion 308 may extend into a larger diameter D. The injector 300a also includes a valve control assembly 325, which is supported by the base part 306. The valve control assembly 325 is operatively connected to a central fuel injection and ignition assembly 313 inside the chamber 312 combustion.

The central assembly 313 includes a fixed ignition conductor insulation 316 concentrically arranged over a fixed ignition rod or conductor 314. The ignition conductor 314 may include at least one sensor or at least one optical fiber 317 extending or longitudinally passing through it to transmit data from the combustion chamber 312 to the valve control assembly 325 or another controller. The central assembly 313 also includes a tubular valve 318 concentrically located over the ignition conductor insulation 316. The valve 318 includes a first end portion 323 at the base portion 306, which cooperates with the control valve assembly 325. The valve 318 also includes a second, or sealing, end portion 319 that engages or otherwise contacts the valve seat 321, which is supported by insulation 342 buildings. The valve control assembly 325 drives or moves the valve 318 along the ignition conductor insulation 316 between the open position (as shown in FIG. 3A) and the closed position. In the open position, the sealing end portion 319 of the valve 318 is located at a distance from the valve seat 321 so as to allow fuel to flow out of the path or channel 324 of the fuel flow through the valve seat 321 into the exhaust portion 308. The channel 324 of the fuel flow passes through the body 302 in an annular the space between the valve 318 and the housing insulation 342.

In the embodiment shown in FIG. 3A, the sealing end portion 319 of the valve 318 is smaller than the injection passage 307. In particular, the sealing end portion 319 has a maximum outer diameter that is smaller than the diameter D of the injection passage 307. As also shown in the depicted embodiment, the sealing end portion 319 is located at a distance from the boundary 311 of the combustion chamber, which is relatively large and has a length L. In particular, in the depicted embodiment, the length L is approximately equal to the thickness of the cylinder head 310, which in some cases may be 12 or more inches. In other embodiments, however, as described in detail below with reference to FIG. 3B, for example, the sealing end portion 319 of the valve 318 may be located elsewhere relative to the boundary 311. Accordingly, the injector 300a of FIG. 3A is configured to take into account the relatively large length L between the boundary 311 of the combustion chamber and the sealing end portion 319 of the valve 318. In modern diesel engines or other large engines, for example, intake and exhaust mechanisms containing many elements valves may require a length of L 12-36 inches or more.

According to additional features of the illustrated embodiment, the injector 300a also includes at least one ignition element 334 extending along part of the ignition conductor 314. The ignition elements 334 are configured to provide ionization, pushing force and / or ignition to the head 310. In particular, as 3A, the ignition elements 334 may be made of a conductive material that is wound around the ignition conductor 314 like a screw or drill, including Coarse villi or rod-shaped conductors. The ignition elements 334, respectively, extend from the ignition conductor 314 to the inner surface of the injection passage 307. When flammable energy is applied to the ignition elements 334 through the ignition conductor 314, the ignition elements 334 generate an ignition act (for example, create a plasma spark) to ignite or ionize the fuel, air and / or air and fuel mixtures. In an embodiment where the act of ignition is the act of generating a plasma, ignition by a plasma jet ionizes the fuel and accelerates the ionized fuel into the combustion chamber 312.

FIG. 3B shows a cross-sectional side view of an integrated injector / igniter 300b (“injector 300b”) configured according to yet another embodiment. The illustrated injector 300b includes several of the same features as the injector 300a shown in FIG. 3A. For example, the injector 300b shown in FIG. 3B includes a central assembly 313 operably connected to a control valve assembly 325. The central assembly 313 includes a flame conductor 314, a flame conductor insulation 316, and a valve 318 and extends from the base portion 306 at least partially inwardly exhaust portion 308. In the illustrated embodiment, however, the sealing end portion 319 of the valve 318 is located near or slightly recessed relative to the boundary 311 of the combustion chamber 312. In particular, the valve seat 321 and the sealing end portion 319 of the valve 318 are located in the injection passage 307 at a location that is close to or adjacent to the boundary 311 of the combustion chamber. Accordingly, the ignition conductor 314 includes at least one ignition element downstream of the sealing end portion 319 of the valve 318 and near the boundary of the combustion chamber 311 to generate an ignition act at the boundary 311 of the combustion chamber.

FIG. 4 shows a cross-sectional side view of an integrated injector / igniter 400 (“injector 400”) configured in accordance with yet another embodiment. The injector 400 shown in FIG. 4 includes several features that are generally similar in structure and function to the corresponding features of the injectors described above with reference to FIGS. 1-3-3. For example, as shown in FIG. 4, the injector 400 includes a housing 402 having a middle portion 404 extending between a first end portion or a base portion 406 and a second end portion or an outlet portion 408. The outlet portion 408 is configured to extend into a threaded holes with a diameter of 14 mm of the spark plug in the cylinder head, or it may have an outlet, such as shown in FIGS. 1, 3A, 3B or 6, inserted into an opening having a diameter of approximately 8.4 mm (0.33 in) or less, such as, for example, the passage for the injection of many lies nnyh diesel engines. In other implementations, however, the outlet 408 may be configured for different sized injection passages. The exhaust portion 408 may also include an external surface 409 with a different thread so that it is suitable for reliable interaction with the combustion chamber.

The injector 400 also includes a valve control assembly 425, which is supported by the base portion 406. The valve control assembly 425 is operatively connected to a central assembly 413 for injecting and igniting fuel into the combustion chamber. The center assembly 413 includes a fixed ignition conductor insulation 416 concentrically arranged over a fixed ignition rod or conductor 414. The ignition conductor 414 may include at least one sensor or at least one optical fiber 417 extending or longitudinally passing through it for data transmission from the combustion chamber to the valve control unit 425, which may include a controller or processor 422 or a wireless or wired communication unit with a suitable computer, a suitable controller rum or a suitable processor. In the illustrated embodiment, the ignition conductor 414 includes an enlarged, or expanded, end portion 433 configured to be close to the boundary with the combustion chamber. The expanded end portion 433 provides an increased area for the optical fiber 417 at the boundary with the combustion chamber. The expanded end portion 433 also carries at least one flammable element 434, which is configured to generate an act of ignition with the inner surface 437 of the exhaust portion 408. In particular, in the depicted embodiment, the flammable elements 434 may include multiple turns or triangular protrusions extending in the circumferential the direction around the expanded end portion 433 of the ignition conductor 414. The expanded end portion 433 also includes a valve seat 421, as described in more detail below.

The central assembly 413 passes through the insulation 442 of the housing 402. The insulation 442 of the housing may be made of a ceramic or polymer insulator suitable for holding the high voltage developed in the injector 400. The central assembly 413 also includes a tubular valve 418 concentrically located on top of the insulation of the ignition conductor 416. In the embodiment shown in FIG. 4, however, the valve 418 is an inward opening valve (eg, opening away from the combustion chamber) and is configured to move relative to the ignition conductor insulation 416 to selectively introduce fuel from the exhaust portion 408 into the combustion chamber . In particular, the valve 418 is configured to slide, or otherwise move, relative to the insulation of the ignition conductor 416 in directions that are generally parallel to the longitudinal axis of the injector 400. The valve 418 may be similar in structure to the valve described above and may include, for example, Lightweight but strong graphite structural core reinforced with carbon-carbon layer. The valve 418 includes a first end portion 423 in the base portion 406, which interacts with the control valve assembly 425. The valve 418 also includes a second, or sealing, end portion 419, which engages or otherwise contacts the valve seat 421 in the exhaust portion 408, which carries a flammable conductor 414. The sealing end portion 419 and / or valve seat 421 may include at least one elastomeric portion, as described in detail above. The valve control assembly 425 drives the valve 418 relative to the ignition conductor insulation 416 between the open position (as shown in FIG. 4) and the closed position. In the open position, the sealing end portion 419 of the valve 418 is located at a distance from the valve seat 421 to allow fuel to flow from the path or channel 424 of the fuel flow past the valve seat 421 and from the exhaust portion 408. The channel 424 of the fuel flow passes through the middle part 404 between the valve 418 and an ignition conductor insulation 416.

The valve control assembly 425 includes a force generator 426 (eg, an electric, electromagnetic, magnetic, etc. force generator) that causes the actuator 420 to move. The force generator 426 may also be operatively connected to a processor or controller 422, which may, in its in turn, to be connected to at least one optical fiber 417 passing through the ignition conductor 414. As such, the controller 422 can selectively energize or otherwise activate the force generator 426, for example, in response to at least more than one combustion chamber condition or at least one engine parameter. The actuator 420 engages with one or more stops 430 integrally formed with the first end portion 423 of the valve 418 or otherwise attached to the end portion 423 of the valve 418 to move the valve 418 between open and closed positions. The valve control assembly 425 may also include a first biasing element 432, which contacts the valve 418 and at least partially forces the valve 418 to move to a closed position toward the outlet 408. The valve control assembly 425 may also include a second biasing element 435, which at least partially forces the actuator 420 to move toward the outlet 408. In some embodiments, the first biasing member 432 may be a spring, such as a coil spring, and a second ayuschy element 435 may be a magnet or a permanent magnet. In other embodiments, however, the first biasing element 432 and the second biasing element 435 may include other components suitable for applying biasing force to the valve 418 and actuator 420.

According to additional features of the embodiment depicted in FIG. 4, the outlet 408 may include further features for detecting or otherwise collecting and transmitting data from the combustion chamber to at least one controller via the injector 400. For example, the outlet 408 may include at least one hole 491 in the sealing end portion 419 of the valve 418 to enable at least partially transmitting relevant data from the combustion chamber through the injector 400. The outlet portion 408 may also include a pressure seal a reference 493, which is supported by the valve seat 421, as well as at least one temperature sensor 495, which is supported by the optical fiber 417. These recording elements can be configured to record, measure or otherwise transmit relevant combustion chamber data, such as temperature data, optical data, pressure data, thermal data, acoustic data and / or any other data from the combustion chamber.

During operation, fuel enters the base portion 406 through the fuel fitting or inlet 438. The fuel inlet 438 introduces fuel into the force generator 426, and the fuel exits the force generator 426 through a plurality of outlet channels 440, with the possibility of fluid exchange connected to flow path 424 of fuel extending longitudinally near the central assembly 413. When the valve control assembly 425 moves the valve 418 from a closed position to an open position (for example, away from the combustion chamber), the exhaust portion 408 injects and ignites the fuel about. In particular, when the force generator 426 causes the actuator 420 to move, the actuator 420 travels a first distance D1 before it comes into contact with an abutment 430, which is supported by the valve 418. As such, the actuator 420 may acquire momentum or kinetic energy before interacting with the valve 418. Thereafter as the actuator 420 comes into contact with the stop 430, the actuator 420 continues to move a distance D2 in conjunction with the valve 418 to exert a tensile force on the valve 418 and move the valve 418 to the open position. When the valve is in the open position (as shown in FIG. 4), the sealing end portion 419 of the valve 418 is at a distance from the valve seat 421, generally equal to the second distance D2 minus the first distance D1. When fuel flows through the open sealing end portion 419 of the valve 418, at least one ignition element 434 can perform the act of ionizing the fuel, ionizing the air and / or ionizing the mixed fuel and air to ignite the fuel as a charge in the combustion chamber. The actuators or driving means of any of the injectors described herein can, respectively, travel a predetermined distance to at least slightly acquire a pulse before interacting with the corresponding valve.

FIG. 5A shows a cross-sectional side view of an integrated injector / igniter 500 (“injector 500”) configured according to yet another embodiment. The injector 500 shown in FIG. 5 includes several features that are generally similar in structure and function to the corresponding features of the injectors described above with reference to FIGS. 1-4. For example, as shown in FIG. 5, the injector 500 includes a housing 502 having a middle portion 504 extending between a first end portion or a base portion 506 and a second end portion or an outlet portion 508. The outlet portion 508 is configured to extend inwardly a threaded injection passage in the cylinder head, as shown, or it may be configured as shown in FIGS. 1, 3A or 3B or 6, with the ability to enter an opening having a diameter of approximately 8.4 mm (0.33 in) or less, as, for example, in the injection passages pl Many modern diesel engines. In other implementations, however, the exhaust portion 508 may be configured for different size injection passages. The exhaust portion 508 may also include an outer surface 509 for suitable interaction with the combustion chamber.

The injector 500 also includes a valve control assembly 525 in the base portion 506. The valve control assembly 525 is configured to drive a plurality of valves located in the injector housing 502 502. In particular, the valve control assembly 525 includes a force generator 526 (eg, piezoelectric, electromagnetic , magnetic, etc. force generator) that causes the drive 520 to move. The force generator 526 can also be operatively connected to a processor or controller for selectively moving or selectively activation of the force generator 526, for example, in response to at least one condition of the combustion chamber or at least one engine parameter. The actuator 520 interacts with the first non-return valve, or base valve 554, in the base portion 506. In particular, the base valve 554 may include at least one stop 530 that engages with the actuator 520 so that the actuator 520 moves the base valve 554 between open and closed positions (base valve 554 is shown in the closed position in FIG. 5A). At least one stop 530 may be attached to the first end portion 555 of the base valve 554 or, alternatively, be integral with the first end portion 555 of the base valve 554. The base valve 554 also includes a head, or a sealing portion, 556 of the base valve, opposite the first end portion 558 of the first fuel flow section 562, as shown in the drawings. Thus, the base valve head 556 interacts with the corresponding valve seat 558 when moving from the base portion 506 to the middle portion 504 of the injector 500.

According to additional features of the illustrated embodiment, the injector 500 also includes a housing insulation 542 passing through at least the middle portion 504 and the outlet portion 508. The housing insulation 542 may be made of a ceramic or polymer insulator suitable for holding the high voltage developed in the injector 500 The injector 500 also includes a fuel flow path through the housing insulation 542. In particular, the injector 500 has a first fuel flow section 562 extending from a non-return valve 554 to the inside of the middle portion 504. A first fluid exchange fuel section 562 is connected to the second fuel flow section 564 and extends from the middle portion 504 to the inside of the exhaust portion 508.

In some embodiments, the first fuel flow section 562 and the second fuel flow section 564 may be made of materials that are adapted to expand and contract fuel in order to at least partially prevent fuel leakage from the exhaust portion 508 at the boundary of the combustion chamber. In particular, each of the first fuel flow section 562 and the second fuel flow section 564 may include at least one channel extending through the closed-cell spring, such as a closed-cell sponge spring having a suitable cross section for allowing fuel to flow through it. In some embodiments, the first and second sections 562, 564 of the flow of fuel can be made of materials with suitable heat resistance and chemical resistance, as well as fatigue resistance. In particular, these materials may include silicone, fluorosilicon and various fluoropolymers, including, for example, polyurethane foam, polytetrafluoroethylene, polyvinylidene fluoride and other copolymers. These components can be made by extrusion or injection molding with a variety of open or closed cells or closed volumes, which are filled with gas or working fluid. For example, such a gas may include argon, carbon dioxide, nitrogen, etc., and such a working fluid may include ammonia, propane, butane, fluorinated methane, ethane or butane. In addition, this gas or this working fluid makes a transition to the liquid or gas phase, so that it can serve as an evaporated substance when heat is added and as a condensed substance when heat is reduced, in order to serve simultaneously as a spring and a “thermal shock absorber” or a barrier against adverse expansion and fuel leaks at the border of the combustion chamber.

FIGS. 5B and 5D illustrate various embodiments of suitable cross-sectional shapes of a first fuel flow section 562, and FIGS. 5C and 5E illustrate various embodiments of suitable cross-sectional shapes of a second fuel flow section 564. In particular, FIG. 5B shows a cross-sectional view of a first fuel flow section 562 essentially along line 5B-5B shown in FIG. 5A. In the embodiment shown in FIG. 5B, the first fuel flow section 562 includes a first fuel flow section section guide 565 including a plurality of first flow passages or channels 567. The first guide 565 may be made of closed-cell spring material, and the channels 567 extend longitudinally through the first guide 565. FIG. 5C shows a cross-sectional view of the second fuel flow section 564 essentially along line 5C-5C shown in FIG. 5A. In the embodiment depicted in FIG. 5C, the second fuel flow section 564 includes a second fuel flow section section guide 569 including a plurality of separate sections or sections 563 with corresponding second flow passages or channels 571. Although six sections 563 are shown in the illustrated embodiment, in other embodiments, the second guide 569 may include more or fewer second channels 571. The second flow channels extend longitudinally through the second guide 569. FIG. 5D shows a cross-sectional view of an alternative embodiment of the first section 562 fuel flow substantially along line 5B-5B shown in FIG. 5A. In the embodiment depicted in FIG. 5D, the first fuel flow section 562 includes a first fuel flow section section guide 565 including a cross-shaped first passage or flow channel 567. The first guide 565 may be made of closed-cell spring material, and the channel 567 extends longitudinally through the first guide 565. FIG. 5E shows a cross-sectional view of the second fuel flow section 564 essentially along line 5C-5C shown in FIG. 5A. In the embodiment shown in FIG. 5E, the second fuel flow section 564 includes a second fuel flow section section guide 569 including a star-shaped second passage or flow channel 571. The second flow channel 571 extends longitudinally through the second guide 569.

Returning to FIG. 5A. At the outlet portion 508, the injector 500 also includes a radially expanding tube 566, or a supply valve 566 operatively connected to or connected to a central or igniting unit 575. The igniting unit 575 includes a stationary igniting conductor 576 concentrically located over at least part of the second section 564 fuel flow. In some embodiments, the igniter conductor 576 may be a conductive sheath or conductive coating, for example, a metal sheath or metal-coated ceramic, located or located on top of the second fuel flow section 564. The ignition conductor 576 is connected to the voltage supply conductor 509 via the ignition connector 574. The voltage supply conductor 509, in turn, is connected to a suitable voltage source. In one embodiment, the ignition connector 574 may supply at least about 80 kV (direct current or alternating current) to the ignition conductor 576. In other embodiments, however, the ignition connector 574 may supply more or less voltage to the ignition conductor 576. The ignition assembly 575 also includes an ignition adapter 578 connected to the ignition conductor 576. The ignition adapter 578 provides at least one fuel passage 578H, and is connected to the output ignition with a lead conductor, or rod, 580. The ignition rod 580 is threadedly inserted into the ignition adapter 578 and extends from the ignition adapter 578 to the distal end portion of the exhaust portion 508 to be located at the boundary with the combustion chamber. In the illustrated embodiment, the ignition rod 580 includes a ignition element, or electrode, 584 located in the outlet portion 508. The ignition electrode 584 may be a separate component that is attached to the ignition rod 580. In other embodiments, however, the ignition electrode 584 may be formed integrally with the ignition rod 580. In addition, the ignition elements 586 may include smooth irregularities and / or triangular turns or other types of protrusions extending into the surrounding the direction from the ignition electrode 584. The ignition electrode 584 and the corresponding ignition elements 586 remain stationary and act as the first electrode. The inner diameter of the outlet portion 508 acts as the corresponding second electrode to create an ignition act, such as a plasma ignition act, with ignition elements 586.

The igniter assembly 575 also includes an ignition electrode insulation 582 concentrically arranged over at least a portion of the ignition electrode 584. The ignition electrode insulation 582 may be made of a suitable insulating or dielectric material and, accordingly, isolates the ignition rod 580 from the inside of the outlet portion 508. Insulation The flammable electrode 582 includes an enlarged end portion 583 having a larger cross-sectional size (e.g., diameter) near the flammable the lead electrode 584. The enlarged end portion 583 is configured to contact the feed valve 566, as shown, in a closed position under normal conditions. According to additional features of the illustrated embodiment, the outlet portion 508 may also include at least one biasing member 581 configured to bias, or otherwise attract, portions of the feed valve 566.

In the illustrated embodiment, the supply valve 566 is a radially opening or expanding supply valve. In particular, the supply valve 566 is a deformable valve or an elastomeric tube that is concentrically arranged over at least a portion of the second fuel flow section 564, the ignition conductor 576, the ignition adapter 578, the ignition rod 580, and the ignition electrode insulation 582 as shown in the drawings. The supply valve 566 includes a first, or fixed, end portion 568 that is secured, glued, or otherwise attached to the ignition conductor 576 at a location downstream of the ignition electrode insulation 582. For example, the first end portion 568 may be glued to the igniter conductor 576 with a suitable adhesive, thermopolymer, thermosetting composition, or other suitable binder. The supply valve 566 also includes a second deformable, or movable, end portion 570 opposite the stationary end portion 568. The movable end portion 570 is in contact with the enlarged end portion 583 of the ignition electrode insulation 582 and configured to at least partially radially expand, expand, or otherwise deform in order to allow fuel to exit the outlet portion 508 of the injector 500. Other details of embodiments of the supply valve 566 are described below with reference to FIG. 5F 5G.

FIG. 5F shows a side view of one embodiment of a first valve 566a configured according to an embodiment that can be used in the outlet portion 508 of the injector 500 of FIG. 5A. In the embodiment shown in FIG. 5F, the first feed valve 566a is generally in the form of a cylinder or tube that either includes a first or fixed end portion 568 opposite the second deformable or movable end portion 570. First feed valve 566a may include a mounting ring, or a fixing latch, 569 extending or passing around at least a portion of the fixed end portion 568. The fixing latch 569 is configured to help hold the fixed end portion 568 in a desired location on flammable conductor 576 by at least partial interaction with the insulation 542 of the housing (figa). According to additional features of the illustrated embodiment, the deformable, or movable, end portion 570 may include a plurality of spaced apart deformable protruding portions or plates 571. The plates 571 are located in the outlet portion 508 such that at least partially cover the enlarged end portion 583 of the ignition electrode insulation 582 and are in contact with this enlarged end portion. In addition, the plates 571 are configured to deform, or otherwise expand radially outward, as shown by the plates 571 shown in dashed lines. As such, pressurized fuel and / or one or more driving means can deflect or deform one or more of the plates 571 so as to allow the fuel to exit through covered and closed under normal conditions passages to allow fuel to be injected from the outlet portion 508 of the injector 500 In one embodiment, the first feed valve 566a may be made of a metal material, such as spring steel. In other embodiments, however, the first supply valve may be made of a suitable elastomer.

FIG. 5G shows a side view of a second feed valve 566b configured according to an embodiment that can also be used in the outlet portion 508 of the injector 500 (FIG. 5A). The second feed valve 566b is generally similar in structure and function to the first feed valve 566a shown in FIG. 5B. The second feed valve 566b, however, does not include individual deformable parts or plates. Instead, the second feed valve 566b includes a second deformable or movable end portion 570, which is generally in the form of a cylinder or tube. The deformable end portion includes a plurality of spaced apart deformable sections 573 that are supported on a second feed valve 566b. In particular, in one embodiment, the second feed valve 566b may be made of a suitable elastomer or other deformable material, and the deformable sections 573 may include separate sections or segments of the applied ferromagnetic material, for example, a metal coating. For example, deformable sections 573 may include a metal coating consisting of materials such as iron-stained glass, an alloy of cobalt and iron (e.g., approximately 48% cobalt and 52% iron), an iron-chromium-silicon alloy, or other suitable iron alloy. As such, deformable sections 573 can selectively deform the second end portion 570 of the second feed valve 566b in response to the magnetic force applied to the second feed valve 566b.

Returning to FIG. 5A. According to additional features of the illustrated embodiment, the injector 500 also includes a fuel exit passage 572 in the exhaust portion 508 located between the supply valve 566 and the ignition electrode insulation 582. A fluid exit passage 572 is coupled to a second fuel flow section 564 through a flammable adapter 578. During operation, fuel is introduced into the fuel exit passage 572 and selectively dispersed from the outlet portion 508 by driving a supply valve 566. In particular, during operation, fuel enters the injector 500 inside the base portion 506 through the first fuel fitting or inlet 538a. The first fuel fitting or inlet 538a introduces fuel into the force generator 526, and the fuel exits the force generator 526 through a plurality of output channels 540. The fluid exchange channels 540 are connected to a fuel flow path or channel 524. In other embodiments, however, the base portion 506 may include an optional second fuel inlet 538b (shown in dashed lines) for introducing fuel directly into the fuel flow path 524, rather than through a force generator 526. The drive 520 includes a plurality of fuel flow channels or passages passing therethrough so as to allow fuel to flow into the intermediate fuel flow volume 560. When the base valve head 556 is pressed against the valve seat 558, the base valve head closes the intermediate fuel flow volume 560.

When the valve control assembly 525 moves the non-return valve, or base valve, 554 to an open position by lifting the base valve head 556 from the valve seat 558, pressurized fuel is introduced into the first fuel flow section 562. In some embodiments, for example, the force generator 526 can drive the actuator 520 to move it a first distance before it contacts the stop 530 on the base valve 554. After acquiring a pulse and makes contact with the stop 530, the actuator 520 can move a second distance together with a base valve 554 to open the base valve head 556. The pressurized fuel then flows from the first fuel flow section 562 through the second fuel flow section 564 and through the ignition adapter 578 into the fuel exit passage 572. In one embodiment, the fuel pressure in the fuel exit passage 572 is sufficient to at least partially radially expand or otherwise deform the movable end portion 570 of the supply valve 566 to allow fuel to flow through the enlarged end portion 583 of the ignition electrode 582. Placing the supply valve 566 in the exhaust portion 508, respectively, prevents leakage or undesired leakage of fuel from the exhaust portion 508. In other embodiments, at least one driving means, at least one actuator, at least one selectively biasing element, or other suitable generator forces can at least partially radially expand or otherwise deform the movable end portion 570 of the supply valve 566. When the supply valve 566 selectively dispenses fuel from the fuel exit passage 572, the fuel flows through at least one ignition member 586, which can generate an ignition act to ignite and inject fuel into the combustion chamber.

6 shows a cross-sectional side view of an integrated injector / igniter 600 (“injector 600”) configured in accordance with yet another embodiment. As described in detail below, the injector 600 is particularly designed for large engines, including, for example, gas turbines and various high-speed rotary combustion engines, to select from multiple fuels and / or to burn multiple fuels at once. The injector 600 is also particularly designed for devices comprising relatively small injection passages, as described above. The injector 600 shown in FIG. 6 includes several features that are generally similar in structure and function to the corresponding features of the injectors described above with reference to FIGS. 1-5G. For example, as shown in FIG. 6, the injector 600 includes a housing 602 having a middle portion 604 extending between a first or base portion 606 and a second or exhaust portion 608. The exhaust portion 608 is configured to extend into an injection passage in a cylinder head, for example, a passage having a diameter of approximately 8.4 mm (0.33) inches or less, as, for example, in the injection passages of many modern diesel engines. In other implementations, however, the outlet 608 may be configured for other sizes of injection passages.

The injector 600 also includes at least one base unit 629 (the first base unit 629a and the second base unit 629b are individually identified) configured to receive fuel inside the injector base portion 606 and selectively dispense the fuel to the exhaust portion 608. In particular, each base unit 629 includes a valve control unit 625 configured to drive a corresponding poppet valve or base valve 654. In particular, the valve control unit 625 includes a generator 626 force (eg, an electric, electromagnetic, magnetic, etc. force generator) that causes the drive 620 to move. Force generator 626 can also be functionally connected to a corresponding controller or processor 622 (the first controller 622a and the second controller 622b are individually identified) for selectively moving or selectively activating the force generator 626, for example, in response to at least one condition of the combustion chamber or other engine parameters. The actuator 620 interacts with a first non-return valve, or base valve, 654 in the base portion 606. In particular, the base valve 654 includes at least one stop 630, which interacts with a biasing element 619 (for example, a coil spring) located in the cavity for biasing element 619 and designed to bias the base valve in a closed position, as shown in Fig.6 (for example, in the direction of the exhaust part 608). The stop valve 630 of the base valve also engages with the actuator 620, so that the actuator 620 moves the base valve 654 between the open and closed positions. The base valve 654 also includes a head, or a sealing portion 656 of the base valve, which engages with the corresponding valve seat 658 in a closed position under normal conditions, as shown in the drawings.

According to additional features of the illustrated embodiment, the injector 600 also includes a fuel inlet fitting 638 (individually identified the first fuel inlet fitting 638a and the second fuel inlet fitting 638b) operably connected to a corresponding base unit 629 for introducing fuel into the base unit 629. In each base unit 629, fuel flows through force generators 626 and actuator 620 to pass through the base valve head 656 when the base valve is in an open position. The injector 600 also includes fuel connecting pipes 657 (individually identified the first fuel connecting pipe 657a and the second fuel connecting pipe 657b) for transporting fuel from the base portion 606 to a path or channel 624 of the fuel flow passing through the middle portion 604 and the exhaust portion 608 of the housing 602 The channel 624 of the flow of fuel runs longitudinally near the Central node 613, which passes through the housing 602 from the base part 606 at least partially inward of the exhaust part 608. The Central node 613 also includes a cylindrical or tubular female element 688, which at least partially defines a fuel flow path 624 with an ignition conductor insulation 616. The central assembly 613 passes through the insulation 642 of the housing 602. The ignition conductor 614 is operatively connected to the ignition connector 627 for supplying the ignition voltage to the ignition electrode 684 having at least one ignition element 686. The ignition electrode 684 is a first electrode that can generate an ignition act with a second electrode 685, which may be the electrically conductive portion of the distal end of the outlet portion 608. Insulation 616 of the ignition conductor includes an enlarged chennuyu end portion 683 having a larger cross-sectional size (e.g., larger diameter cross-section) near the ignition electrode 684.

The enlarged end portion 683 of the ignition conductor insulation 616 is configured to contact a supply valve 666, which is supported by an exhaust portion 608. The supply valve 666 is a radially expanding valve that includes a first, or fixed, end part 668 at a location downstream of the enlarged end part 683 insulation 616 flammable conductor. For example, the first end portion 668 may be glued to the outer surface of the enclosing member 688 with a suitable adhesive, thermopolymer, thermosetting composition, or other suitable binder. The supply valve 666 also includes a second deformable, or movable, end portion 670 opposite the stationary end portion 668. The movable end portion 670 contacts the enlarged end portion 683 of the ignition conductor insulation 616 and is configured to at least partially radially expand, expand, or otherwise deform in order to allow the fuel to exit the outlet 608 of the injector 600. In particular, the female member 688 includes a plurality of fuel outlet openings 669 for of the movable end portion 670 of the supply valve 666.

During operation, fuel is introduced into the base assembly 629 through a fuel inlet fitting 638. Fuel flows through a force generator 626 and an actuator 620 so as to arrive at the base valve head 656. When the valve control assembly 625 moves the valve 654 to the open position by diverting the base valve head 656 from the valve seat 658, fuel flows through the base valve head 656 into the fuel connecting pipes 657. From the fuel connecting pipes 657, pressurized fuel flows into the fuel flow passage 624 . In one embodiment, the fuel pressure in the fuel flow passage 624 is sufficient to at least partially radially expand or otherwise deform the movable end portion 670 of the supply valve 666 to allow fuel to flow through the enlarged end portion 683 of the ignition conductor insulation 616 . In other embodiments, however, at least one driving means, at least one drive, at least one selective biasing element, or at least one other suitable force generator can at least partially radially expand or otherwise deform the movable end portion 670 feed valve 666. When the supply valve 666 selectively dispenses fuel from the fuel outlet 669, the fuel flows through at least one ignition element 686 that can generate an ignition act to ignite and inject fuel into the combustion chamber.

In some embodiments, each base assembly 629, as well as other fuel flow controllers, may be configured to: 1) adjust fuel consumption by opening any of the valve assemblies; and 2) produce ionizing voltage when the valve open function is complete. To perform both of these functions, in some implementations, for example, each force generator 626 may be an electromagnet winding including a first or primary winding and a secondary winding. The secondary winding may include more turns than the primary winding. Each winding may also include at least one layer of insulation (for example, from varnish or another suitable insulator), however, the secondary winding may include more insulating layers than the first winding. The force generator 626 can also be electrically connected to the conductor 614. By winding the force generator 626 or a solenoid according to the principle of a transformer with a primary winding and a secondary winding, the secondary winding containing a much larger number of turns, the primary winding can carry a high current when voltage is applied to produce traction, or, otherwise, causing movement of the actuator 620 of the base valve. When the relay is opened to the primary winding, the 620 actuator is activated, and a very high voltage will be produced by the secondary winding. A high voltage of the secondary winding can be used to ignite the plasma, namely to provide initial ionization, after which the discharge of a relatively lower voltage of the capacitor, which was charged by any suitable source (including energy collected from the combustion chamber by photoelectric, thermoelectric and piezoelectric generators), continues to supply ionizing current and push fuel into the combustion chamber.

Embodiments of integrated injectors / igniters, and in particular feed valves, described in detail herein, provide several advantages over standard injectors and igniters. One advantage, for example, is that these supply valves have a radially compact shape and configuration, which are particularly suitable for placement in the outlet of the injector used in modern diesel engines or other large engines with a very limited size of the passage for injection. As noted above, for example, the injection hole of a modern diesel engine often has a diameter of approximately 8.4 mm (0.33 inches). As disclosed herein, these supply valves and associated propelling, insulating and igniting components can operate within such limited available space. In addition, the location of these supply valves near the boundary of the combustion chamber can at least partially prevent unwanted fuel leakage. In cases where a heat gain can cause fuel expansion to create pressure between the injection acts, embodiments similar to those shown in FIGS. 5B, 5C, 5D and / or 5E can be used to prevent fuel from leaking into the combustion chamber into undesired moments. In addition, the embodiments of the supply valves disclosed herein are particularly suitable for resonance, thereby achieving a very high level of operational capability. In addition, the embodiments disclosed herein are capable of providing a rigid connection to a valve control assembly, such as an actuator or pusher, with a corresponding valve, both inwardly opening and outwardly opening configurations. In addition, these embodiments provide the possibility of operating at high temperature for use in adiabatic engines and other applications that require the reception of a relatively large amount of heat from the combustion chamber. In addition, these implementation options can provide a stable supply of flammable voltage, thereby ensuring the delivery of very high voltage and, as a result, provide very high currents in the interelectronic gap for the rapid conversion of liquid fuels when they are injected into high-speed jets of ionized vapors and plasmas. These options for implementation can also provide a much larger amount of horsepower, for example, 10,000 hp. to the injector, for the selected gas turbine and large piston engine, in which or which can occur extremely fast combustion, thereby eliminating the need for pre-combustion chambers and flame tubes. In addition, these embodiments may also ensure that the central igniter or electrode assembly includes different components and has different functions, including the measuring function provided by fibers 617, such as optical fibers, the function of conducting electric current and voltage, and also the function fixed valve seat for a normally closed valve. Further, these embodiments can have a very high dielectric strength, capable of withstanding an ionizing voltage of 50-150 kV at current pulses with an instantaneous current of 1000 A or more in igniting electrodes, as shown.

In addition, several of the embodiments described in detail above, fuel injectors can be used in engines that are configured to burn hydrogen-containing fuel (e.g., ammonia) or other low specific energy fuels (e.g., carbon monoxide and hydrogen) that can have 3000 times less specific energy than diesel. For example, the engines of ocean tankers that transport liquid methane, propane, ammonia, methanol and / or other substances can have a cost-savings when they are equipped with several options for the implementation of the injectors disclosed in this document. In one embodiment, for example, the transported substance can be converted using heat from engines as follows:

2NH ₃ → 3H ₂ + N ₂

CH ₃ OH → CO + H ₂

This is achieved by converting marching engines (which include heat engines such as compression ignition diesel engines, various rotary combustion engines, and gas turbines) so that they run on fuels that can be obtained by converting from these loads using endothermic reactions in which the heat removed from such heat engines is used to drive such reactions. In other embodiments, the injector may also be used in power plants, chemical plants and / or other suitable areas with heat generating engines.

In these types of embodiments, thermo-chemical regeneration using heat removed from the engine provides attractive fuel savings, since the hydrogen-containing fuels that are produced produce 15-30% more energy when they are burned than the raw materials from which they are obtained. In addition, the injector embodiments disclosed herein may allow hydrogen-containing fuels to burn up to 12 times faster than diesel or bunker fuels, thereby significantly increasing engine efficiency and eliminating particulate matter in the engine exhaust.

After studying the foregoing, it must be understood that specific embodiments have been described herein for purposes of explanation only and that various modifications may be made without departing from the spirit and scope of the invention. For example, the dielectric strength of the insulation disclosed herein can be changed or varied by using alternative materials and processing methods. The driving means and drives may vary depending on the fuel and / or the application of the respective injectors. In addition, the components of the injector may vary, including, for example, electrodes, optics, driving means, valves and exhaust parts of the housings may be made of alternative materials or may include alternative configurations other than those shown and described, without going beyond essence of disclosure.

Unless the context explicitly requires otherwise, in the description and claims, the words “comprise,” “comprising,” and the like should be construed in an inclusive sense, and not in an exclusive or exhaustive sense; in other words, in the sense of "includes the following, but is not limited to this." The use of words in the singular or plural also implies the possibility of the plural or singular, respectively. When using the union “or” in a list of two or more elements, this union covers the following interpretations: any of the elements in the list, all of the elements in the list, and any combination of elements in the list. In addition, the various implementations described above may be combined to provide other implementations. All US patents, publications of US patent applications, US patent applications, foreign patents, foreign patent applications and non-patent publications referred to in this document and / or listed in the application data sheet are considered to be fully included in this document. Aspects of the disclosure may be modified, if necessary, to use fuel injectors and ignitors with various configurations and concepts of various patents, applications and publications in order to obtain other options for implementing the disclosure.

These and other changes may be made to the disclosure in light of the above detailed description. In general, in the following claims, the terms used should not be construed in such a way that they limit the disclosure to the specific embodiments disclosed in the description and claims, but should be construed so that all systems and methods that operate according to the claims are included. Accordingly, the invention is not limited by the disclosure, but, on the contrary, its scope is defined broadly by the following claims.

Claims (36)

1. An injector for introducing and igniting fuel at the boundary of the combustion chamber, comprising
injector body including
a base part configured to receive fuel inside the injector body;
an outlet portion opposite the base portion, the outlet portion configured to be located close to the combustion chamber to inject fuel into the combustion chamber;
housing insulation passing through at least a portion of the housing; and
a valve seat, which is supported by the insulation of the housing, the valve seat being located at or near the outlet;
fuel flow path through the housing; and
a Central node passing through the housing concentrically with at least part of the flow path of the fuel, and the Central node includes
flammable rod extending from the base to the outlet;
an ignition rod insulation concentrically arranged over the ignition rod, wherein the insulation of the ignition rod extends from the base portion at least partially into the outlet portion; and
a valve concentrically located over the insulation of the ignition rod, the valve including a sealing head near the valve seat, and the valve moving along the insulation of the ignition rod between the open position in which the sealing head is located at a distance from the valve seat so as to allow fuel to exit the flow path fuel, and a closed position in which the sealing head is at least partially in contact with the valve seat to close the fuel flow path. 2. The injector according to claim 1, in which the outlet part has a diameter of approximately 0.33 inches or less. 3. The injector according to claim 1, in which the exhaust part has a length of approximately 12 inches or more. 4. The injector according to claim 1, further comprising a valve control assembly that is supported by a base portion, the valve control assembly comprising
an actuator surrounding at least a portion of the valve and movable between the first position and the second position, wherein when the actuator is in the first position, the valve is held in a closed position, and when the actuator is moved to the second position, the actuator engages with the valve and moves the valve to an open position;
a force generator configured to drive the drive to move it between the first and second positions; and
a controller configured to selectively activate a force generator. 5. The injector according to claim 4, further comprising a fuel inlet, fluidly coupled to the force generator for introducing fuel into the base portion through the force generator. 6. The injector according to claim 1, in which the valve includes a first end portion opposite the sealing head, and which further comprises an actuator located in the base part with the possibility of movement between the first position and the second position, and when the actuator is in the first position, the valve held in the open position, and when the actuator moves to the second position, the actuator interacts with the first end part of the valve and moves the valve to the open position. 7. The injector according to claim 6, in which the first end part of the valve includes a stop, and in which the actuator contacts the stop when the actuator interacts with the first end part of the valve. 8. The injector according to claim 6, in which the actuator moves to a predetermined distance when moving to the second position before pairing with the first end portion of the valve. 9. The injector according to claim 1, additionally containing at least one optical fiber passing through the ignition rod, and at least one optical fiber is configured to transmit data about the combustion chamber from the combustion chamber to a controller operably connected to the injector. 10. The injector according to claim 1, in which the ignition rod includes at least one ignition element located in the outlet between the sealing head of the valve and the combustion chamber, and in which at least one ignition element is configured to generate an ignition act for igniting the fuel, coming out of the outlet. 11. The injector according to claim 10, in which at least one ignition element is wound around at least a portion of the ignition rod. 12. The injector according to claim 1, in which the sealing head of the valve is located at a distance from the boundary with the combustion chamber equal to at least about 12 inches or more. 13. The injector according to claim 1, in which the sealing head of the valve is configured to be located in the exhaust part near the boundary of the combustion chamber. 14. The injector according to claim 1, further comprising a controller for
selective control of valve movement relative to the insulation of the ignition rod; and
selective control of the ignition act generated by the igniting rod. 15. The injector according to claim 1, in which the valve has a first length; the insulation of the flammable rod has a second length greater than the first length; and the ignition rod has a third length greater than the second length. 16. The injector according to claim 1, wherein the valve is an outward opening valve moving toward the combustion chamber when the valve moves from a closed position to an open position. 17. The injector according to claim 1, wherein the valve is an inward opening valve that moves away from the combustion chamber when the valve moves from a closed position to an open position. 18. The injector according to claim 1, in which the flow path of the fuel passes through the housing between the valve and the insulation of the housing. 19. An injector for introducing fuel into the combustion chamber, comprising
a housing having a first end portion opposite the second end portion, the second end portion configured to be near the boundary of the combustion chamber, and the first end portion configured to be located at a distance from the combustion chamber;
an ignition conductor passing through the housing from the first end portion to the second end portion, wherein the ignition conductor is configured to transmit ignition energy from the first end portion to the second end portion and generate an ignition act near the boundary of the combustion chamber;
insulation extending longitudinally along the igniting conductor and surrounding at least a portion of the igniting conductor;
a valve extending longitudinally along the insulation from the first end part to the second end part, wherein the valve includes a sealing end part, and wherein the valve is arranged to move along the insulation between the open position and the closed position; and
a valve seat in the second end portion of the housing or near the second end portion of the housing, wherein when the valve is in the open position, the sealing end portion is at a distance from the valve seat, and when the valve is in the closed position, the sealing end portion contacts at least a portion valve seat. 20. The injector according to claim 19, in which the insulation is a first insulation, and which further comprises
a second insulation extending longitudinally along the body and located radially at a distance from the valve; and
an annular passage for fuel flow extending from the first end portion to the second end portion between the second insulation and the valve. 21. The injector according to claim 19, further comprising a passage for fuel flow, concentrically located around the valve and surrounding it. 22. The injector according to claim 19, in which the sealing end portion of the valve comprises an enlarged end portion of the valve having a first diameter that is larger than the second diameter of the valve. 23. The injector according to claim 19, further comprising at least one optical sensor extending from the first end portion to the second end portion, in which at least one optical fiber is configured to detect or transmit data of the combustion chamber from the combustion chamber. 24. The injector according to item 23, in which at least one optical sensor passes longitudinally through the igniting conductor. 25. The injector according to claim 19, in which the valve further comprises a base portion opposite the sealing end portion, and the injector further comprises
a driving means located in the first end portion, the driving means being movable between the first position and the second position, and when the driving means moves from the first position to the second position, it contacts the valve body and moves the valve from the closed position to the open position and
a force generator located in a first end portion close to the driving means, the force generator being configured to activate the driving means to move the driving means between the first and second positions. 26. The injector according to claim 19, in which the valve passes, at least partially, through the second end part of the housing, and the sealing end part of the valve is located near the boundary of the combustion chamber. 27. The injector according to claim 19, further comprising at least one ignition element supported by the ignition conductor, at least one ignition element located between the sealing end portion of the valve and the boundary of the combustion chamber, and wherein at least one ignition element is configured with the ability to generate an act of ignition to ignite the fuel that extends beyond the sealing end portion of the valve. 28. The injector according to claim 19, in which the second end portion of the housing has a diameter of approximately 0.33 inches or less. 29. An injector for introducing fuel into the combustion chamber, comprising
an outlet configured to be located near the boundary with the combustion chamber;
a base part opposite the outlet and configured to be spaced from the outlet;
a flammable conductor at least partially passing through the outlet;
an ignition conductor insulation concentrically arranged over at least a portion of the ignition conductor; and
a valve located in the outlet portion and concentrically located on top of at least a portion of the insulation of the igniting conductor and located radially at a distance from at least a portion of the insulation of the igniting conductor, the valve including
a first end portion that remains generally stationary relative to the insulation of the combustible conductor; and
a second sealing end part located between the first end part and the combustion chamber, the second sealing end part being at least partially deformable in the direction radially from the insulation of the igniting conductor to move from a closed position to an open position in order to inject fuel from the exhaust part into the combustion chamber . 30. The injector according to clause 29, in which the valve is a first valve, and which further comprises a second valve located in the base part, the second valve moving in a direction generally parallel to the longitudinal axis of the injector, from a closed position to an open position, for ensure the flow of fuel from the base part to the exhaust part. 31. The injector according to claim 30, wherein the second valve is movable independently of the first valve. 32. The injector according to clause 29, further comprising a actuator movably located in the base portion and concentrically surrounding at least a portion of the second valve, the actuator being movable between the first position and the second position, wherein when the actuator moves from the first position to the second position, it interacts with the second valve and moves the second valve from the closed position to the open position. 33. The injector according to clause 29, in which the ignition conductor is a first ignition conductor, and which further comprises a second ignition conductor electrically connected to the first ignition conductor, the second ignition conductor extending from the outlet to the base part and at least partially accommodates a passage for the flow of fuel passing longitudinally through the injector. 34. The injector according to clause 29, further comprising a flammable connector at the base part, the flammable connector configured to be operatively connected to the flammable energy source, and the flammable conductor extending from the flammable connector in the base portion to the exhaust portion. 35. The injector according to clause 34, in which the insulation of the igniting conductor is concentrically located on top of the igniting conductor and extends from the base part at least partially into the outlet part. 36. The injector according to clause 29, in which the insulation of the combustible conductor includes an enlarged end portion located near the boundary with the combustion chamber, and in which the second sealing end portion of the valve is located near the enlarged end portion of the insulation of the combustible conductor.

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