JP2015052323A - Adaptive control system for fuel injector and igniter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently burn a fuel in a combustion chamber at all times regardless of change of an operating condition.SOLUTION: There are provided systems and methods for adjusting an operation of a gasoline-fueled engine on the basis of monitored conditions within a combustion chamber of the engine. In some cases, the system monitors regions within the combustion chamber, identifies or determines a satisfactory condition, and applies an ionization voltage to a fuel injector to initiate a combustion event in the satisfactory condition. In some cases, the system monitors the conditions within the combustion chamber, determines a monitored condition associated with an adjustment of ionization level, and adjusts a parameter of a combustion event in order to adjust the ionization levels within the combustion chamber.

Description

  The following disclosure relates primarily to an integrated fuel injector and igniter and related components for various fuel storage, injection and ignition.

  Engines fueled by gasoline are generally designed to achieve manufacturing cost savings, thereby providing a homogeneous delivery to the combustion chamber for the purpose of throttling (limiting) the air entering the engine. Inefficiencies and losses in the intended design of the control method are possible due to the generation of a complex air fuel mixture. A gasoline engine operates at a designed operating speed or RPM (revolutions per minute) and a torque range at an approximate stoichiometric air / fuel ratio to form a homogeneous mixture. The homogeneous mixture can be ignited at any position in the combustion chamber. The control of the output produced is a function of the throttle adjustment level for reducing air intake and the corresponding reduction (limitation) of the amount of fuel added. In modern engines that achieve a certain level of harmful emissions reduction, intake air vacuum to provide a stoichiometric surplus air for complete combustion or premixing on the "lean fuel side" Fuel is supplied at a ratio according to the size.

  Modern premixed engines operate with a variable throttle (throttle adjustment) of air entering the intake system and an electronically controlled fuel injector. The electronically controlled fuel injector sprays fuel into the intake system at each position or intake manifold port of an intake valve operated by a mechanical cam. Thus, a final timing for delivering the resulting homogeneous air-fuel mixture into each combustion chamber is provided from the cam operated intake valve.

  During “idle” (lowest sustained RPM) and engine deceleration, intake vacuum conditions are highest and about 14.7 parts by mass of air is mixed with less than 1 part by mass of fuel (ie, about 14.7: 1). Thus, premixing is formed so that energy release during combustion is minimized. When running at higher RPM due to acceleration, more air is throttled into the intake system and the more fuel is added to maintain the air / fuel ratio in premixing at approximately 14.7: 1. be able to. Such an air fuel ratio is used in cruise and higher power operations.

  In order to maintain the vacuum state of the engine intake system, a high output is required, and such a high output needs to be subtracted from the output that can be delivered by the engine. In all modes of operation, including idle, cruise and acceleration, a significant amount of engine power is used for parasitic losses (eg power used to maintain intake vacuum).

  In the case of a diesel engine, throttle adjustment of air entering the combustion chamber is not performed, so that there is an advantage that output loss necessary for maintaining the intake system vacuum can be avoided. The air-fuel ratio of the diesel engine under full load is 17: 1 to 29: 1. At idle or no load, this ratio can exceed 145: 1. In the combustion chamber of the direct injection operation type diesel, the air-fuel ratio changes locally. Because diesel fuel injection is designed to deliver liquid fuel as a stream or droplet, it may not be possible to initially achieve intimate mixing of fuel and air.

  Ignition and sustained combustion can occur after “nebulization”. In atomization, by allowing sufficient hot air to permeate, the liquid fuel droplets sprayed at high speed evaporate, and then permeate additional hot air to break up large molecules into smaller components, and these small components The droplets “heat decompose” by releasing sufficient heat to continue the chain reaction.

  High-pressure diesel fuel injection results in better fuel atomization, resulting in a reduction in fuel volume and no oxidation sequence, which can result in a variety of pollutants including visible smoke particles Goes out of the combustion chamber. Recent advances have allowed higher fuel injection pressures, resulting in increased heat generated in the pumping system, and also achieved fuel pumping and fuel recirculation necessary for cooling the high pressure fuel delivery circuit Therefore, the output that needs to be diverted from the engine output is also increasing.

  The combustion characteristics of diesel fuel obtained as a result of droplet evaporation and chemical pyrolysis in compressed heated air are a function of the following variables: compression ratio, atmospheric pressure, supercharging pressure, and entering the combustion chamber Air temperature, temperature of compressed air after heat loss to piston, cylinder and head, timing to start injection, injection pressure, size and number and direction of injection ports, injection duration, injector discharge curve, etc.

  Knowing the specific ratio of compression ratio, atmospheric pressure, supercharging pressure and air temperature at the start of compression and the compressed air temperature after heat loss to the piston, cylinder, and engine head components, torque demand or engine load The electronic timing for initiating direct diesel fuel injection can be adjusted to meet. In high speed diesel engines for automotive applications, optimized injection at start-up, idling or no external load is in some cases about 2 degrees to top dead on the crankshaft before top dead center (BTDC) After the point (ATDC), it is 4 degrees, so that the start-up can be made faster.

  The start timing of diesel fuel can be partially adjusted from about 8 degrees BTDC to 4 degrees ATDC. Significant “diesel delay” time in evaporation and pyrolysis of diesel fuel droplets, depending on air temperature and pressure due to compression speed and level and heat loss to pistons, cylinders, and engine head components As it is necessary, there is a need for an advance in the timing of starting diesel fuel injection. In order to generate the maximum rated torque for full load, the start of diesel fuel injection is started at 8-16 degrees BTDC and the combustion duration at maximum fuel rate is between about 40-70 degrees crankshaft rotation. Change.

  If the timing for starting diesel fuel injection is too early during the compression stroke, significant combustion will occur when the piston is still rising, resulting in increased heat loss to the piston, cylinder and engine head components. As a result, the net torque generation amount is reduced, and the thermal efficiency is compromised. As a result, the rate of fuel consumption and engine maintenance increases. However, such operations may be deliberately performed to increase heat delivery to the catalytic reactant and other post-treatment devices. A sudden rise in cylinder pressure during compression also leads to increased bearing and ring wear and engine noise. On the other hand, if the diesel fuel injection is too slow, the net torque will similarly decrease and incomplete combustion will occur, resulting in an increase in unburned hydrocarbon emissions.

  For a more common premixed engine operating with port fuel-injected gasoline, the amount of fuel injected is directly proportional to the level of air being throttled and the level at which the injector “opens” (ie, opening time). . In contrast, for current diesel injectors, the mass flow of diesel fuel varies approximately as a function of the difference between injection pressure and combustion chamber pressure, temperature dependent fuel density, and fuel dynamic compressibility. .

  To accommodate the above variables and enable reduction of harmful emissions, a diesel fuel injector operating with electronic control should use several injection periods for different compromises and purposes, such as: Good.

By continuing the first injection in a short time, the combustion pressure increase rate is reduced, thereby reducing the combustion noise, and the generation of nitric oxide (NO _x ) during “diesel knock” combustion accompanied by a high pressure increase. Reduce to a certain level.

  Thereafter, the main injection phase is performed in the second injection, which is the main part of fuel delivery.

  In the third injection, dust emission is reduced by infiltrating a smaller amount of air. Such reduction in soot emission is made possible by burning the residue after combustion and consuming hydrocarbons remaining due to incomplete combustion in the first injection and the second injection without having to quench them. .

A fourth injection is then made at an angle of up to 180 degrees on the crankshaft to allow a post-injection delay for the purpose of eliminating output generation in reheating, specifically referred to as “regeneration” of the ceramic particulate filter In the process, the NO _x accumulator type catalytic converter is enabled and / or the average exhaust gas temperature is increased sufficiently to “completely burn” the collected hydrocarbon particles.

  Typical diesel fuel injection amounts range from about 1 cubic millimeter in the first injector pre-injection to about 50 cubic millimeters for full load delivery. The injection duration is 1-2 milliseconds.

  In most types of automotive diesel engines, fuel delivery to each diesel fuel injector is by common rail delivery. Therefore, the fuel pressurization function and the fuel injection function are separated, and the common rail system generally has a wider range of injection timing and timing than is the case with conventional systems that combine mechanical pressurization and timing operations. Fuel can be supplied over the pressure value.

  The high pressure pump pressurizes the fuel delivered by the common rail. A master fuel rail control and pressure control valve maintains the fuel pressure at a level set by the electronic controller. Each fuel injector functions by maintaining the common rail pressure. The electronic computer (ECU) receives sensor inputs for fuel pressure, engine speed, camshaft position, accelerator pedal travel, supercharger air pressure, intake air temperature, and engine coolant temperature. Depending on the application, additional sensors can report vehicle speed, exhaust temperature, exhaust oxygen concentration, catalyst back pressure and particulate trapping back pressure.

  In most cases, common rail diesel engines still often require a glow plug to preheat the air to allow starting in cold weather. In addition to glow plug control, further functions of the ECU include adjustment of mechanical supercharger or exhaust-driven turbocharger feed pressure, exhaust gas recirculation level, and in some engines, swirl or other intake air flow Adjustable intake port adjustable flaps for propulsion.

  The high pressure pump supplies diesel fuel up to 1600 bar (23500 PSI) in a common rail system. Such pumps are driven from the crankshaft and are often of a radial piston design. Lubrication of these extremely high pressure pump components is carefully performed with filtered diesel fuel. For a typical pump, an engine power from pure power capacity to about 4 kW is required.

  Fuel pressure control is typically performed by a solenoid valve. In the solenoid valve, the valve opening is changed by pulse width modulation at a frequency of 1 kHz. When the pressure control valve is not activated, the internal spring maintains the fuel pressure at about 100 bar (1500 PSI). Upon activation of the valve, the spring is assisted by a force applied from an electromagnet plunger, which reduces the net opening of the valve and increases delivery fuel pressure. The fuel pressure control valve may also function as a mechanical pressure damper to reduce high frequency pressure pulses from the pump.

  There are two approaches for reducing diesel engine exhaust: exhaust gas recirculation and urea addition into the exhaust system. In the addition of urea into the exhaust system, nitrogen oxide generated by the operation of the combustion chamber is reduced by hydrogen.

  In exhaust gas recirculation, a portion of the exhaust gas mixed with the intake air discharge is used to reduce nitrogen oxide exhaust. As a result, the oxygen concentration and availability in the combustion chamber, peak combustion temperature, and exhaust gas temperature are reduced. In addition, the volumetric efficiency of the engine is greatly reduced. In some operating conditions, the recirculation rate can reach as high as 50 percent.

  Due to recirculation, there are many similar compromises where air is generated during throttle adjustment in premixed engine operation.

  Unburned fuel oxidation catalytic converters are used to reduce hydrocarbon and carbon monoxide emissions by promoting the reaction of unburned fuel components with preheated oxygen in the combustion chamber. When unburned fuel components (eg, carbon monoxide and hydrocarbons) escape from the combustion chamber exhaust valves, these components oxidize to form water and carbon dioxide. In order to quickly reach the operating temperature, this type of catalytic converter is installed in the vicinity of the engine.

Accumulator-type catalytic converters are also used to attenuate nitric oxide generated in the combustion process. This type of reactor, by extending the residence time by storing NO _X over a period of 30 seconds to several minutes, to decompose the NO _X. If the oxygen in the fuel combustion for air-fuel ratio is fuel-lean becomes excessive, nitric oxide forms a nitrate in combination with the metal oxides on the NO _X accumulator surface.

However, such NO _x storage is only short-lived and releases and converts the stored NO _x into nitrogen and oxygen diatomic molecules when access to further nitric oxide is blocked by nitric oxide. The process requires the regeneration of a “polarized” catalytic converter. In order to perform such regeneration, it is necessary to operate the engine for a short period of time with the concentrated mixture. Illustratively, the operation of the engine, the air-fuel ratio of the enriched fuel mixture to about 13.8: With 1, temporarily combine with the metal oxide on NO _X which newly arrived NO _X accumulator surface It needs to be done for a sufficient amount of time.

After detecting when it is necessary to perform the reproduction, the process of detecting that the reproduction is sufficiently completed is complicated and causes a pseudo signal. One approach is to use a model to estimate and calculate the amount of stored nitric oxide based on the catalytic converter temperature. Another approach, by arranging a particular of the NO _X sensor downstream of the accumulator catalytic converter, there are also approaches that detects the loss of effectiveness of metal oxides in the accumulator assembly. The determination of sufficient regeneration is made by a model-based approach or by an oxygen sensor placed downstream of the catalyst bed. A signal change from high oxygen to low oxygen indicates that the end of the regeneration operation is approaching.

In order to effectively and reliably operate a NO _x storage catalyst system from cold start or light load engine operation, an electric resistance heater is often used to heat the exhaust gas. In that case, another parasitic loss occurs in the output, the fuel consumption of the engine increases, and electric power is generated, and the electric power is stored in the battery, and the stored energy cannot obtain the effective operation of the engine. Dissipate in a manner. In such a case, the cost for maintenance also increases.

As concerns the parasitic losses and operating costs of another type, a reducing agent (e.g., dilute urea) as exhaust gas treatment for of the NO _X reduction in diesel exhaust gases there is a point to be used. In this approach, a relatively small amount of reducing agent (eg, diluted urea solution) is added to the exhaust. By the hydrolysis catalytic converter, the urea is dissociated to become ammonia, and hydrogen released from the ammonia reacts with NO _x to form nitrogen and water. Fuel As this system may be sufficient to effectively reduce the NO _X exhaust such that the lean than the normal air-fuel ratio, in some cases, to offset some of the urea delivery system and operating costs Savings can be improved. The urea tank is configured to issue a warning that refilling is necessary if necessary, thereby reducing nitrogen oxide in the exhaust.

  These and other constraints exist in the operation of gasoline and diesel fuel engines.

1 is a schematic cross-sectional side view of an injector / igniter configured in accordance with some embodiments of the present disclosure. FIG. 1 is a side view of a system configured in accordance with some embodiments of the present disclosure. FIG. FIG. 3 illustrates some representative layered explosion patterns of fuel that can be injected from an injector configured in accordance with some embodiments of the present disclosure. FIG. 3 illustrates some representative layered explosion patterns of fuel that can be injected from an injector configured in accordance with some embodiments of the present disclosure. FIG. 3 illustrates some representative layered explosion patterns of fuel that can be injected from an injector configured in accordance with some embodiments of the present disclosure. FIG. 3 illustrates some representative layered explosion patterns of fuel that can be injected from an injector configured in accordance with some embodiments of the present disclosure. FIG. 2 is a block diagram illustrating a suitable system for performing adaptive control of ionization according to some embodiments of the present disclosure. 1 is a block diagram illustrating an adaptive control system according to some embodiments of the present disclosure. FIG. 1 is a longitudinal cross-sectional view of an adaptively controlled ignition device / injector according to an embodiment of the present disclosure. FIG. FIG. 7 is an end view of the adaptively controlled igniter / injector of FIG. 6 configured in accordance with an embodiment of the present disclosure. 2 is a flow diagram illustrating a combustion routine for fuel in a combustion chamber, according to some embodiments of the present disclosure. 5 is a flow diagram illustrating a routine for adjusting the ionization level in a combustion chamber according to some embodiments of the present disclosure.

  This application incorporates the entire contents of each of the following patent applications for reference: US Patent Application No. 12/841170 (filing date: July 21, 2010, name: INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTYREE), US Patent Application No. 12/804510 (Filing Date: July 21, 2010, Name: FUEL INJECTOR ACTUATOR ASSEMBLIES AND ASSOCIATED METHODS OF USE AND MANUFACTURE), US Patent Application No. 12/841146 (Filing Date: July 21, 2010, Name: INTEGRATED FUEL INJECTOR IGNITERS WITH CONDUCTIVE CABLE ASSEMBLIES, US Patent Application No. 12/841149 (Filing Date: July 21, 2010, Name: SHAPING A FUEL CHARGE IN A COMBUSTION CHAMBER WITH MULTIPLE DRIVERS AND / OR IONIZATION CONTROL), US Patent Application No. 12/841135 (filing date: July 21, 2010, name: CERAMIC INSULATOR AND METHODS OF USE AND MANUFACTURE THEREOF, US Patent Application No. 12/804509 (Filing Date: July 21, 2010, Name: METHOD AND SYSTEM OF THERMOCHEMICAL REGENERATION TO PROVIDE OXYGENATED FUEL, FOR EXAMPLE, WITH FUEL-COOLED FUEL INJECTORS ), U.S. Patent Application No. 12/804508 (Filing Date: July 21, 2010, Name: METHODS AND SYSTEMS FOR REDUCING THE FORMATION OF OXIDES OF NITROGEN DURING COMBUSTION IN ENGINES), U.S. Patent Application No. 12/58825 Date: October 19, 2009, Name: MULTIFUEL STORAGE, METERING AND IGNITION SYSTEM, US Patent Application No. 12 / 653,085 (Filing Date: December 7, 2009, Name: INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE), US patent application Ser. No. 12/006774 (current US Pat. No. 7,628,137) (filing date: January 7, 2008) Name: MULTIFUELSTORAGE, METERING AND IGNITION SYSTEM), PCT Application No. PCT / US09 / 67044 (Application Date: December 7, 2009, Name: INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE), US Provisional Application No. No. 61/237425 (filing date: August 27, 2009, name: OXYGENATED FUEL PRODUCTION), US provisional application No. 61/237466 (filing date: August 27, 2009, name: MULTIFUEL MULTIBURST), US provisional application No. 61/237479 (filing date: August 27, 2009, name: FULL SPECTRUM ENERGY), US provisional application 61/304403 (filing date: February 13, 2010, name: FULL SPECTRUM ENERGY AND RESOURCE INDEPENDENCE) ), And US Provisional Application No. 61/312100 (filing date: March 9, 2010, name: SYSTEM AND METHOD FOR PROVIDING HIGH VOLTAGE RF SHIELDING, FO) R EXAMPLE, FOR USE WITH A FUEL INJECTOR). This application is incorporated by reference in its entirety for each of the following patent applications: filed on October 27, 2010 at the same time as this application and named INTEGRATED FUEL INJECTOR IGNITERS SUITABLE FOR LARGE ENGINE APPLICATIONS AND ASSOCIATED METHODS OF USE AND. US patent applications of MANUFACTURE (patent attorney case number 69545-8039US) and FUEL INJECTOR SUITABLE FOR INJECTING A PLURALITY OF DIFFERENT FUELS INTO A COMBUSTION CHAMBER (patent attorney case number 69545-8054US).

SUMMARY In this disclosure, an apparatus, system, and method for burning fuel in a combustion chamber are described. In addition, this disclosure describes apparatus, systems and methods, associated systems, assemblies, components and methods for controlling ionization in a combustion chamber. For example, some of the embodiments described below may provide adaptive control of ionization in the combustion chamber in various states within the combustion chamber and / or various regions in or near the igniter / injector region in the combustion chamber. It relates to what to do based on the state. For a thorough understanding of various embodiments of the present disclosure, specific details are set forth in the following description and in FIGS. However, other details about well-known structures and systems often associated with internal combustion engines, injectors, ignition devices and / or other aspects of the combustion system are not required to describe various embodiments of the present disclosure. In order not to be ambiguous, it will not be described below. Thus, it is understood that some of the details described below describe the following embodiments so that those skilled in the relevant art can make and understand the described embodiments. However, some of the details and advantages, however, may not be necessary in the implementation of certain disclosed embodiments.

  Many of the details, dimensions, angles, shapes and other features described in the drawings are merely illustrative of specific embodiments of the present disclosure. Accordingly, other details, dimensions, angles and features are possible in other embodiments without departing from the spirit or scope of the present disclosure. In addition, those skilled in the art will appreciate that further embodiments of the disclosure may be practiced without some of the details described below.

  As used herein, “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. To do. Thus, references to “in one embodiment” or “in an embodiment” in various parts of the specification do not necessarily refer to the same embodiment. Furthermore, the particular features, structures, or characteristics described in connection with a particular embodiment can be combined with any suitable aspect in one or more other embodiments. The headings provided herein are for convenience only and do not interfere with the scope or meaning of the claimed disclosure.

Suitable Systems and Components FIG. 1 is a schematic cross-sectional side view of an integrated injector / igniter 110 (“injector 110”) configured in accordance with an embodiment of the present disclosure. The injector 110 shown in FIG. 1 injects different fuels into the combustion chamber 104 and adaptively adjusts and adapts the pattern and / or frequency of fuel injection or explosion based on the combustion characteristics and conditions within the combustion chamber 104. It is configured to be controlled and / or receive instructions from the control system. The adaptive control system controls ionization within the combustion chamber 104. The injector 110 can optimize fuel injection for fast ignition and complete combustion. In addition to fuel injection, the injector 110 includes one or more integrated ignition functions. The one or more integrated ignition functions are configured to ignite injected fuel. In this way, a conventional internal combustion engine can be converted using the injector 110 so that it can operate on a plurality of different selected fuels. Although some of the features of the illustrated injector 110 are schematically illustrated for purposes of illustration, some of these several schematically illustrated features are described in the embodiments of the present disclosure. This will be described in detail with reference to various features. Thus, the position, dimensions, orientation, etc. of the schematically illustrated components of the injector in FIG. 1 are not intended to limit the present disclosure. Further details on suitable injectors are disclosed in US patent application Ser. No. 12 / 653,085 (filing date: December 7, 2009, name: INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE). is there. The entire document is incorporated herein by reference.

  In the illustrated embodiment, the injector 110 includes a body 112. The main body 112 has a central portion 116. The central portion 116 extends between the base portion 114 and the nozzle portion 118. The nozzle 118 extends at least partially through a port in the engine head 107 to the position of the end 119 of the nozzle 118 at the interface with the combustion chamber 104. The injector 110 further includes a passage or passage 123. A passage or passage 123 extends from the base 114 to the nozzle portion 118 through the body 112. The passage 123 is configured to flow fuel into the main body 112. The passage 123 is also configured to allow other components (eg, actuator 122) to pass through the body 112 and the energy conversion and source components of the instrumentation and / or injector 110. In certain embodiments, the actuator 122 can be a cable or a rod and has a first end. The first end is operably connected to a flow control device or valve 120 supported by the end 119 of the nozzle portion 118. In this way, the flow control valve 120 is disposed in the vicinity of the interface with the combustion chamber 104. Although not shown in FIG. 1, in certain embodiments, the injector 110 includes one or more flow control valves, one or more check valves located proximate the combustion chamber 104, and a body 112. Other locations.

  According to another feature of the illustrated embodiment, the actuator 122 also includes a second end. The second end is operably coupled to the driver 124. The second end can be further coupled to a controller or processor 126. As described in detail below with reference to various embodiments of the present disclosure, the controller 126 and / or driver 124 operates the actuator 122 at high speed and accuracy to deliver fuel through the flow control valve 120 to the combustion chamber. It is configured to be injected into 104. For example, in certain embodiments, the flow control valve 120 can move outward (eg, toward the combustion chamber 104), and in other embodiments, the flow control valve 120 can move inward (eg, combustion). Moving away from the chamber 104), the fuel injection can be metered and controlled. Further, in a specific embodiment, the driver 124 can apply tension to the actuator 122 to hold the flow control valve 120 in the closed position or the arrangement position, and the driver 124 releases the tension applied to the actuator 122. By doing so, fuel can be injected from the flow control valve 120, and vice versa. The driver 124 may be responsive to a controller and other force generating components (eg, acoustic components, electromagnet components and / or piezoelectric components) to achieve the desired frequency and pattern of the injected fuel explosions. it can.

  In certain embodiments, the actuator 122 may include one or more integrated sensing and / or transmission components for detecting combustion chamber characteristics and conditions. For example, the actuator 122 may be formed from a fiber optic cable, a rod or an insulated transducer integrated within the cable, or may include other sensors for detecting and communicating combustion chamber information. As shown in FIG. 1, in other embodiments, the injector 110 may include other sensors or monitoring instrumentation located at various locations on the injector 110, as described in detail below. . For example, the body 112 may include an optical fiber integrated into the material of the body 112, or the material of the body 112 itself may be used to communicate combustion information with one or more controllers. In addition, the flow control valve 120 may be configured to sense or support a sensor for transmitting combustion information to one or more controllers associated with the injector 110. This information can be transmitted via wireless, wired, optical or other transmission media. Such feedback allows fuel injection elements and characteristics (eg, fuel delivery pressure, timing to start fuel injection, fuel injection duration for generation of multiple stratified or stratified charge, single, multiple or continuous plasma It is possible to make extremely fast and adaptive adjustments for the optimization of the timing of ignition or capacitive discharge.

  Such feedback and adaptive adjustments by controller 126, driver 124 and / or actuator 126 also allow optimization of results (eg, power generation, fuel economy, and minimization or elimination of harmful emissions including nitric oxide). Become. In US 2006/0238068 (incorporated herein by reference in its entirety), the ultrasonic transducers in the injector 110 and other injectors described herein are operated. Appropriate drivers for doing so are disclosed.

  The injector 110 may also optionally include an ignition and flow control device or cover 121 (shown in phantom in FIG. 1). The ignition and flow control device or cover 121 is supported by an end 119 in the vicinity of the engine head 107. The cover 121 at least partially houses or surrounds the flow control valve 120. The cover 121 may also be configured to protect certain components of the injector 110 (eg, sensors or other monitoring components). The cover 121 may also function as an ignition catalyst, a catalyst carrier, an insulating heat retaining thermal stimulator for fuel ignition, and / or a first electrode for ignition of injected fuel. Further, the cover 121 can be configured to affect the shape, pattern, and / or phase of the injected fuel. The flow control valve 120 can also be configured to affect these characteristics of the injected fuel. For example, in certain embodiments, the cover 121 and / or the flow control valve 120 can be configured to suddenly evaporate when fuel passes through these components. More specifically, the cover 121 and / or the flow control valve 120 may include surfaces having sharp edges, catalysts, or other features that generate gas or the like from a rapidly entering liquid fuel or mixture of liquid and solid fuel. . The injected fuel may be suddenly vaporized by acceleration and / or frequency of operation of the flow control valve 120. In operation, due to such sudden vaporization, steam or gas is generated from the nozzle portion 118, which makes combustion faster and more complete. Further, such sudden vaporization may be used in various combinations with liquid fuel and plasma overheating or speculative fuel explosion acoustic propulsion. In a further embodiment, due to the frequency with which the flow control valve 120 is actuated, plasma radiation can advantageously affect the shape and / or pattern of injected fuel. In U.S. Pat. No. 6,726,636 (U.S. Pat. No. 4,122,816), which is hereby incorporated by reference in its entirety, plasma radiation is delivered by injector 110 and other injectors described herein. There is a description of a suitable driver to operate.

  According to another aspect of the illustrated embodiment, as described in detail below, at least a portion of the body 112 is a high energy ignition for burning different fuels (eg, unrefined fuel or low energy density fuel). It is composed of one or more dielectric materials 117 suitable for enabling. These dielectric materials 117 allow high voltage sufficient electrical insulation for the production, insulation and / or delivery of sparks or plasma for ignition. In certain embodiments, the body 112 can be composed of a single dielectric material 117. However, in other embodiments, the body 112 can include more than one dielectric material. For example, at least a portion of the central portion 116 is made of a first dielectric material having a first dielectric strength, and at least a portion of the nozzle portion 118 has a second dielectric strength higher than the first dielectric strength. It can be comprised from the dielectric material which has. Since the second dielectric strength is relatively high, the second dielectric material can protect the injector 110 from thermal and mechanical shock, fouling, voltage tracking, and the like. Examples of suitable dielectric materials and the location of these materials with respect to the body 112 are detailed below.

  In addition to the dielectric material, the injector 110 can also be coupled to an output or high power source to generate an ignition event for burning the injected fuel. The first electrode can be coupled to a power source (eg, a voltage source and / or a multiplying source (eg, capacitive discharge, induction or piezoelectric system)) via one or more conductors extending through the injector 110. The area of the nozzle part 118, the flow control valve 120 and / or the cover 121 is for generating an ignition event (eg spark, plasma, compression ignition operation, high energy capacity discharge, long-term induction source spark and / or direct current or high frequency plasma). Can be used with an ultrasonic application to quickly induce, propel and complete combustion in conjunction with a corresponding second electrode of engine head 107. As described in detail below, the first electrode can be configured to provide durability and long life. In further embodiments of the present disclosure, the injector 110 is capable of energy conversion from a combustion chamber source and / or for driving from one or more components of the injector 110 from energy derived from a combustion event. It can be configured to recover waste heat or energy via thermochemical regeneration.

  FIG. 2 is a side view illustrating an environment of a portion of an internal combustion system 200 having a fuel injector 210 configured in accordance with some embodiments of the present disclosure. In the illustrated embodiment, the schematically illustrated injector 210 represents only one type of injector that is configured to inject and ignite different fuels in the combustion chamber 202 of the internal combustion engine 204. As shown in FIG. 2, the combustion chamber 202 is formed between the head portion including the injector 210 and the valve, and the movable piston 201 and the inner surface of the cylinder 203. However, in other embodiments, the injector 210 may use other types of combustion chambers and / or energy transfer devices (eg, various vanes, shafts, and radial piston expanders) with many types of rotary combustion engines. It can be used in the environment. As will be described in further detail below, the injector 210 not only allows for the injection and ignition of different fuels in the combustion chamber 202, but also allows the injector 210 to deliver these different fuels according to different combustion conditions or requirements. It includes several features that allow adaptive injection and ignition and / or adaptively changing the ionization level in the combustion chamber 202. For example, the one or more insulating materials included in the injector 210 are configured to allow high energy ignition to burn different types of fuel (eg, unrefined fuel or low energy density fuel). These insulating materials are also configured to withstand the harsh conditions required in the combustion of different types of fuels (eg, high voltage, fatigue, impact and corrosion degradation).

  In accordance with another aspect of the illustrated embodiment, the injector 210 can be used for various characteristics of the combustion process in the combustion chamber 202 (eg, fuel air penetration characteristics, ignition characteristics, combustion process characteristics, combustion chamber 202 characteristics). Instrumentation for sensing engine 204 characteristics). In response to these sensed conditions, the injector 210 adaptively optimizes fuel injection and ignition characteristics, changes ionization levels, etc., thereby increasing fuel efficiency and power generation, noise, engine knock. Heat loss and / or vibration reduction can be achieved, which can extend the life of the engine and / or vehicle. In addition, the injector 210 includes operating components for injecting fuel into the combustion chamber 202 to achieve a specific flow or spray pattern 205 and phase of the injected fuel. For example, the injector 210 may include one or more valves located near the interface of the combustion chamber 202. The operating components of the injector 210 allow for precise high frequency operation of the valve to control at least the following features: namely, fuel injection start and completion; timing, frequency of fuel injection repetitions and duration And / or timing and ignition event selection.

  3A-3D illustrate several fuel explosion patterns 305 (shown individually as first to fourth patterns 305a-305d) that can be obtained with an injector configured in accordance with an embodiment of the present disclosure. As will be appreciated by those skilled in the art, the illustrated pattern 305 represents only representative of some embodiments of the present disclosure. Thus, the present disclosure is not limited to the pattern 305 shown in FIGS. 3A-3D, and in other embodiments, the injector can dispense an explosion pattern that is different from the illustrated pattern 305. Although the patterns 305 shown in FIGS. 3A-3D have different shapes and configurations, these patterns 305 share the feature of having a continuous fuel layer 307. The individual layers 307 of the corresponding pattern 305 provide the benefit of a relatively large surface relative to the injected fuel volume ratio. These large surfaces to volume ratios result in higher combustion rates for the fuel supply and also assist in the adiabatic and acceleration of complete combustion of the fuel supply. Such high speed and complete combustion provides several advantages over burning the fuel supply at a lower speed. For example, if the fuel supply is burned at a lower speed, earlier ignition is required, heat loss to the combustion chamber surface is increased, and there is an earlier pressure rise from earlier ignition during the engine cycle compression process. Back work to eliminate or output torque loss occurs. In such conventional combustion operations, harmful exhausts (eg carbon-rich hydrocarbon particulates, nitric oxide, carbon monoxide, carbon dioxide, quenched and unburned hydrocarbons) and on cylinder walls, pistons, rings It is also disadvantageous in terms of harmful heating and degradation of the lubricating film and the resulting wear of pistons, rings, cylinder walls, valves and other components of the combustion chamber.

  Thus, the system and injector according to the present disclosure replaces conventional injectors, glow plugs or spark plugs (eg, diesel fuel injectors, spark plugs for gasoline) and replaces a wide variety of renewable fuels (eg, The ability to produce full-rate output is provided by hydrogen, methane, and a variety of inexpensive fuel alcohols generated from widely available sewage, waste and crop and animal waste. These renewable fuels may have an energy density that is approximately 3000 times lower compared to refined fossil fuels, and the disclosed systems and injectors provide efficient energy generation and significant greenhouse gas emissions. These renewable fuels can be injected and ignited for significant reduction or elimination.

  As described herein, in some embodiments, the ionization control system communicates with an injector to control, change, and / or individually adjust the ionization level within the combustion chamber. FIG. 4 shows a system 400 for adaptively controlling ionization. System 400 includes an adaptive control system 410. Adaptive control system 410 communicates with injector 425 or other components within combustion chamber 420. Further details regarding adaptive control system 410, combustion chamber 420 and injector 425 will be described.

  The systems, devices, components, and modules described herein (eg, as shown in FIGS. 4-6) may be software, firmware, hardware, or software suitable for the purposes described herein. , Firmware or hardware or any combination (s). Software and other modules may reside on servers, workstations, personal computers, computerized tablets, PDAs, and other devices suitable for the purposes described herein. In other words, the software and other modules described herein can be executed by a general purpose computer (eg, a server computer, a wireless device, or a personal computer). One skilled in the art will appreciate that aspects of the system can be implemented by other communications, information processing, or computer system configurations (eg, internet devices, handheld devices (eg, personal digital assistants (PDAs)). , Wearable computers, all forms of cellular or mobile phones, multiprocessor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, minicomputers, mainframe computers, etc.). Indeed, the terms “computer”, “server”, “host”, “host system” and the like are generally used interchangeably herein and refer to the devices and systems described above and any data processor. Refers to any of them. Further, the system aspects may be embodied in a dedicated computer or data processor. Such dedicated computers or data processors are specifically programmed, configured, or constructed to perform one or more of the computer-executable instructions detailed herein.

  Access to software and other modules may be through local memory, over a network, through a browser or other application in an ASP context, or other suitable for the purposes described herein. This can be done through the following means. The above example techniques may also be practiced in distributed computing environments where tasks or modules are performed by remote processing devices. Remote processing devices are connected through a communication network (eg, a local area network (LAN), a wide area network (WAN), or the Internet). A distributed computing environment, program modules may be located in both local and remote memory storage devices. The data structures described herein can be computer files, variables, programming arrays, programming structures, or any electronic information storage scheme or method, or any combination of these suitable for the purposes described herein. May be included. User interface elements described herein may include elements from graphical user interfaces, command line interfaces, and other interfaces suitable for the purposes described herein. The screenshots presented and described herein can be displayed in different ways as is known in the art for entering, accessing, changing, manipulating, modifying, adjusting and cooperating information.

  Examples of such techniques include computer readable media (eg, magnetically readable or optically readable computer disks, hardwired or pre-programmed chips (eg, EEPROM semiconductor chips), nanotechnology memory, biotechnology Logical memory, or other information storage media). Indeed, instructions executed by a computer, data structures, screen displays and other information under aspects of the system may be transmitted via the Internet or other network (eg, a wireless network) via a propagation signal (eg, a propagation medium) The electromagnetic wave (s) can be distributed over a period of time, or can be provided in any analog or digital network (packet switching, circuit switching, or other scheme).

  FIG. 5 is a block diagram illustrating an adaptive control system 410 according to some embodiments of the present disclosure. The adaptive control system 410 includes various hardware and / or software modules. These various hardware and / or software modules are configured or programmed to monitor conditions within the combustion chamber, control injectors within the combustion chamber, adjust ionization levels within the combustion chamber, and the like.

  Adaptive control system 410 includes a monitoring module or component 510 that monitors conditions in the combustion chamber. For example, the monitoring module 510 may monitor the temperature in the combustion chamber during combustion, the pressure in the combustion chamber during combustion, or other conditions described herein.

  Adaptive control system 410 also includes a determination module or component 520. The decision module or component 520 determines whether the monitored condition is alive with a particular criteria. The determination module 520 receives information from the monitoring module 510 about information about a particular condition in the combustion chamber, and the predetermined criteria or the particular criteria associated with the desired or undesirable condition in the combustion chamber and the condition. Determine if they are consistent.

  In response to information received from the determination module 520, the modification module or component 530 may modify or control one or more parameters associated with the combustion event. For example, the change module 530 may send control information to the injector to instruct the injector to change the current on the electrodes used in applying the ionization voltage and / or burning the fuel in the combustion chamber.

  Adaptive control system 410 also includes a memory module or component 540. The memory module or component 540 may include information, criteria, logs, algorithms, and / or other information associated with adaptive control of ionization levels within the combustion chamber, as well as other modules 550 or components (eg, other on the network). Modules for communicating information to the device, modules for facilitating user interaction with the adaptive control system 410 (eg, user interface, touch screen), and facilitating execution of routines and methods described herein. Save other components.

  FIG. 6 shows a suitable adaptively controlled igniter / injector 600 (eg, an injector that can be controlled by adaptive control system 410 to perform ionization control and modification within the combustion chamber). FIG. 7 shows an end view of the igniter / injector 600 of FIG. The injector 600 includes a variety of components that can measure, monitor and / or detect conditions in or near the injector 600. For example, the injector 600 includes a transparent dielectric insulator 672. The transparent dielectric insulator 672 allows light pipe transmission at a radiation frequency from the combustion chamber to the optoelectronic sensor 662P as well as changes in the distortion signal corresponding to the combustion chamber pressure condition for the stress sensor 662D.

  The embedded controller 662 detects signals for the generation of analog or digital fuel delivery and spark ignition events as an improvement in efficiency, power generation, smooth operation, fail-safety, and long life of engine components. And 662P. The controller 662 records notifications or information from the sensors to determine the time between each cylinder's torque generation and derives positive and negative engine acceleration as a function of adaptive fuel injection and spark ignition timing and flow data. This determines the adjustments necessary to optimize the desired engine operating parameters. Thus, the controller 662 can function as a master computer to control various selections of injector operation and to communicate with the adaptive control system 410 and its various modules. Of course, the injector 600 may include other components that receive control information from the adaptive control system 410.

  A substantially transparent check valve 684 may protect the fiber optic bundle or cable 660 under the flow control valve 674. In some cases, check valve 684 includes a ferromagnetic element that closes rapidly and is encapsulated within a transparent body. By using components of various geometries, it is possible to support the operation of a check valve 684 (eg, a ferromagnetic disk in a transparent disk or a ferromagnetic ball in a transparent ball as shown). In operation, the geometry allows the check valve 684 to be forcibly attracted to the normally closed position and moved very close to the flow control valve 674 and the end of the cable 660 as shown. When the flow control valve 674 is raised to provide fuel flow, the check valve 684 is forced into the open position in the well bore. The well bore is housed in a groove 688 intersecting the check valve 684. These grooves 688 allow fuel to pass through the check valve 684 through the magnetic valve seat 690 and through the grooves 688 to permeate the fuel into the air in the combustion chamber with very high surface area to volume. Thus, cable 660 monitors combustion chamber events by receiving and transmitting radiation frequencies that pass through check valve 684. Suitable materials for the transparent portion of the check valve 684 include sapphire, quartz, high temperature polymer, ceramic, and other materials that are transparent to the desired monitoring frequency.

  In some cases, it may be desirable to produce the highest torque with the lowest fuel consumption. Nitric oxide exhaust is not preferred in dense urban road areas, so adaptive fuel injection and ignition timing can provide maximum torque without peak combustion temperatures reaching 2200 ° C (4000 ° F) It becomes. The peak combustion temperature can be detected using a flame temperature detector using a small diameter optical fiber cable 660 or a large transparent insulator 672. In such cases, the insulator 672 can be manufactured with a heat and wear resistant coating (eg, a sapphire or diamond coating on the combustion chamber surface of a high temperature polymer, or quartz for multiple functions within the injector 600). , From sapphire or glass (eg light pipe transmission of radiation generated by combustion against sensor 662D of controller 662 as shown). In addition, the controllers 662, 643 and / or 632 monitor the signal from the sensor 662D in each combustion chamber to adaptively adjust fuel injection and / or spark ignition timing to adapt ionization to a desired level. Can communicate the status to the adaptive control system 410.

  Thus, the fuel control force transmitted from the insulated cable 660 to the normally closed flow control valve 674 and the integrated spark ignition at the optimal spark plug or diesel fuel injector location, from the interface to the combustion chamber, Virtually any distance to the dense valve of the engine and the position above the valve operator can be provided. Depending on the configuration of the fuel injector 600, an injector can be used in place of a spark plug or diesel fuel injector, and a very wide variety of fuel options (e.g., less expensive) regardless of octane, cetane, viscosity, temperature, or fuel energy density rating. Highly accurate fuel injection timing and adaptive spark ignition for high-efficiency stratified charge combustion, and an adaptive ionization level can be obtained in the combustion chamber. This disclosure of a lower cost and much more environmentally friendly fuel transforms engines that were traditionally limited to operation with fuels with specific octane or cetane ratings to make them more efficient and more durable It becomes possible to obtain the operation. In addition, the injector can be operated as a pilot fuel delivery and ignition system, or it can be operated as an ignition system using only sparks, with gasoline delivered from a vaporization or intake manifold fuel injection system, The engine can be returned to its original operation. Similarly, the injector 600 can be configured to operate with diesel fuel or another spark ignition fuel, depending on these various fuel metrics, ionization controls, and other ignition combinations.

  Thus, the system sets the fuel injection timing and spark ignition timing for purposes such as maximizing fuel economy, generating specific output, ensuring a lubrication film for the combustion chamber cylinder, minimizing noise, and controlling ionization levels. Adaptive control is possible. In some cases, the injector 600 can extend the cable 660 through the flow control valve 674 or in the vicinity of the combustion chamber surface of the fuel distribution nozzle, thereby allowing a combustion chamber event through the center of the groove 688 as shown. Can be visually recognized. In some cases, the cable 660 may form one or more free-motion bending ranges (eg, a loop above the armature stop ball 635). Such a loop, preferably after the armature 648 begins to move and propel, begins to raise the cable 660, thereby causing the flow control valve to suddenly rise and pass through the soft magnet core 654 in a fixed manner. The radiation wavelength can be delivered from the combustion chamber to the sensor 640 as shown.

  In some embodiments, sensor 640 may be separate or may be integrated into controller 643 as shown. For example, the optoelectronic sensor system may comprehensively monitor combustion chamber conditions as a function of pressure and / or radiation detection in the combustion chamber of engine 630 as shown (eg, combustion, expansion, exhaust, intake, fuel injection and Ignition event). Thus, due to the temperature and corresponding pressure signal from sensor 640 and / or sensor 662D and / or sensor 662P, controller 632 may cause fuel to burn as a result of combustion chamber pressure, piston position, and combustion chemistry. Temperature and time at temperature can be instantaneously and quickly correlated.

  Such correlation is achieved by the techniques described in U.S. Pat. Nos. 6,015,065, 6,446,597, 6,503,584, 5,343,699 and 5,394,852 as well as co-pending applications 60/551219 and optical fiber bundles as shown. / Combustion chamber radiation information sent from the light pipe assembly / cable 660 to the sensor 640 is easily achieved by operating the engine with a combination of piston position, combustion chamber pressure information sets. The correlation function thus obtained is used to notify the combustion chamber pressure, temperature and pattern of the combustion state as required by the radiation signal and the piston position information delivered from the cable 660 to the sensor 640, and can be used in various ways. Engine functions (eg, maximization of fuel economy, power generation, avoidance of nitric oxide, avoidance of heat loss, etc.) can be adaptively optimized. Thereafter, the information sent from the cable 660 and sensor 640 to the controller 643 enables high-speed adaptive control of the engine function, along with a very cost-effective injector.

  In some embodiments, a more comprehensively adapted injection system includes both sensor 640 and cable 660, and one or more pressure sensors as known in the art and / or for reference herein. One or more pressure sensors as disclosed in the described patent applications and co-pending applications can be used. In some cases, the system monitors engine rotational acceleration for adaptive improvement of fuel economy and power generation management via one or more controllers. Thus, engine acceleration can be monitored by a number of techniques (eg, crankshaft or camshaft timing, distributor timing, gear timing, piston speed detection). By using engine acceleration as a function of control variables (eg fuel type selection, fuel type temperature, fuel injection timing, injection pressure, injection repetition rate, ignition timing and combustion chamber temperature mapping), by conventional or less expensive fuel It is possible to promote improvements in engine performance, fuel economy, exhaust control, engine life, and the like.

  In some embodiments, the generation of spark plasma ignition using adaptive timing to optimize the combustion of various fuel viscosities, heating values, and steam pressures causes both the remote valve operator 648 and the flow control valve 674 to be in the combustion chamber. This is accomplished by placing it at or substantially near the interface. With this configuration, there are substantially no harmful events before and after dripping. This is because the amount of clearance between the flow control valve 674 and the combustion chamber becomes almost zero. By disposing the flow control valve 674 at the combustion chamber interface, the fuel flow impedance mainly generated due to the passage for delivering fuel as a circuit is avoided. In some embodiments, the flow control valve 674 can be biased to a normally closed state by a suitable mechanical spring or by a compressive force on the cable or rod 660. Such compressive force is a function of the force applied by the spring or the force applied by the magnet spring attracted to the valve seat 690 (eg, a combination of such closing motions).

  In some embodiments, pressure tolerance performance is achieved by impacting the ball 635 after allowing the armature driver 648 to freely accelerate. The ball 635 is secured to the cable 660 in a position configured to suddenly raise or displace the ball 635. In some cases, the driver 648 moves relatively freely toward the electromagnetic pole piece and passes through the fixed cable 660 as shown. After obtaining a large thrust, the driver 648 impacts the ball 635 in the illustrated spring well. Ball 635 may be attached to cable 660 in spring 636 as shown. Therefore, during operation, a sudden or sudden application of a high force or much higher force due to this impact can be generated by the direct acting solenoid valve, resulting in a relatively smaller inertia and normally closed flow control valve 674 in the seat 690. Suddenly lifts from the upper valve seat in the passage.

  Any suitable seat can be utilized for the flow control valve 674, but for small engine combustion chamber applications, the injector may use permanent magnets within seat 690 or as seat 690, As shown, the flow control valve 674 can be biased to the normally closed state. In this way, when the flow control valve 674 is suddenly impacted by the armature 648, regardless of the additional pressure that may be required to ensure fuel temperature, viscosity, the presence of slush crystals, or the desired fuel delivery layer, It is possible to ensure an accurate flow of fuel. By using permanent magnets (eg, SmCo and NdFeB), a desired magnetic force can be easily obtained at an operating temperature of up to 205 ° C. (401 ° F.), and the flow control valve 674 can be connected to the normal on the magnetic valve seat 690. By energizing to the close position reliably, the amount of clearance after dripping can be substantially eliminated.

  For example, when the armature 648 is used in the flow control valve 674 for delivery from within the bore of the insulator 664 to the conductive nozzle 670, the amount of fuel that is temporarily present or within the clearance amount shown in FIG. It can be as close as possible to the intended fuel delivery at the desired timing in the cycle. Such flow after or after may occur during the final expansion phase or may occur during the exhaust stroke phase, resulting in flame collision loss of protective cylinder wall lubrication, unnecessary piston heating, and expansion. Most if not all are wasted while causing increased friction due to the difference and overheating of the exhaust system components. Furthermore, in the case of a conventional valve operating system, the pressure drop is limited to about 7 atmospheres compared to over 700 atmospheres obtained when the driver 648 suddenly collides with the cable 660 and thus onto the flow control valve 674. Is done. Extremely difficult texture and viscosity cryogenic slush fuel comparable to apple sauce or cottage cheese is easily delivered to the normally closed flow control valve 674 through a relatively large passage. The flow control valve 674 is disposed in a large diameter opening in the seat 690. After high-speed acceleration, an extremely large lifting force is transmitted through the dielectric cable 660 due to a sudden impact by the large inertia electromagnet armature 648, and the flow control valve 674 is suddenly and reliably lifted from the large opening of the seat 690, thereby normally closing. The check valve 684 (if present) is opened and the fuel slush mixture is injected into the combustion chamber. If present, the fuel in any phase or phase mixture (eg, hydrogen and other very low viscosity fuels) at temperatures above 400 ° F. (204 ° C.) as performed intermittently Delivery is ensured whether present or restricted.

Adaptive Control of Ionization Level in the Combustion Chamber As described herein, in some embodiments, an injector (eg, injector 100 or 600) monitors conditions within the combustion chamber and is monitored information. To the control system, receive feedback from the control system, and adjust the operation based on the feedback. Thus, an injector that receives the command (s) from the control system can adaptively adjust the ionization level in the combustion chamber to achieve a desired level of ionization, thereby allowing combustion in the combustion chamber. Benefits such as realizing sustainability early. 8 and 9 are performed by a control system that directs such an injector (eg, adaptive control system 410 or other control system located on the injector or located remotely from the injector). Various routines are shown.

  FIG. 8 is a flowchart illustrating a routine 800 for burning the fuel in the combustion chamber. In step 810, the system monitors one or more regions at or near the injector (eg, the region near the electrode or check valve) for a given or specified operating period of the injector. The system may use a monitoring module 510 in cooperation with various components of the injector that monitor the condition (eg, cable 660, insulator 672, sensor 662 and / or other elements).

  Various regions can be monitored over a specific period of time (eg, the region near or between the electrodes, the region near or inside the check valve). Exemplary areas of injector 600 that can be monitored are listed below.

  A spatial region in the gap between electrodes (eg, the gap between electrodes 685 and 688) just prior to the arrival of fuel that has passed through valves 674 and / or 684 or the like.

  The area of fuel that is controlled and metered by valve 674 as it passes through the gap between the electrodes (eg, the gap between electrodes 685 and 688).

  The area of air and fuel in the gap between electrodes (eg, the gap between electrodes 685 and 688).

  The area of the air / fuel / air layer in the gap between the electrodes (eg the gap between electrodes 685 and 688 and other areas).

  In step 820, the system detects or determines a particular sufficient and / or appropriate condition within the monitored area. For example, the system uses the various components described herein above to determine that a particular condition associated with a particular amount of fuel disposed between two electrodes has been satisfied.

  In step 830, the system applies an ionization voltage to electrodes in or near the region determined to be satisfactory. For example, in response to determining that sufficient fuel is in the gap between electrodes 685 and 688, the system applies a voltage between the electrodes, thereby generating a combustion event and the desired ionization. Achieve a level.

  Thus, in some embodiments, the system provides an ionization voltage of 1 to obtain sufficient ionization at or near the combustion chamber interface in the fuel region, air and fuel region, and / or air fuel mixture region. Routine 800 is used to measure the application time more than once.

  Thus, the system can achieve sufficient and efficient ionization of these materials, thereby enabling combustion continuation to be achieved relatively earlier than in the case of conventional engine operation. By using routine 800, the system is required to fully compress the air and pump the pump fuel to an extremely high pressure to operate the glow plug when necessary to generate combustion after a characteristic delay. A relatively small amount of energy is required rather than the energy for ionization.

  When the system operates on a diesel engine, ionization, such as that performed in one or more of the areas described herein, can be used to achieve a much earlier reaction with the air in the combustion chamber. Sufficient evaporation, molecular pyrolysis and ionization can be provided. The timing for initiating ionized air and / or fuel injection is late, if not completely after TDC (ATDC), which results in a relatively high work per fuel, which leads to engine range and Benefits include increased fuel efficiency.

  In addition to adaptive control of ionization voltage application to achieve a specific combustion event, the system can also adaptively control the ionization level in the combustion chamber. That is, by adaptively increasing or decreasing the ionization level, a desired level of early completion of combustion of fuel delivered by one or more fuel injection events per engine output cycle can be achieved. FIG. 9 is a flow diagram illustrating a routine 900 for adjusting the ionization level in the combustion chamber.

  In step 910, the system monitors one or more conditions in the combustion chamber. The system may use a monitoring module 510 in cooperation with various components of the injector that monitor the condition (eg, cable 660, insulator 672, sensor 662 and / or other elements). The conditions that can be monitored are listed below: torque generated per KTU value of fuel injected at each BTU or each fuel injection event, maximum combustion temperature, pressure generated by the combustion process, and others described herein State.

  In step 920, the system compares the monitoring state with a desired or ideal state. The system may detect or determine that one or more monitoring conditions meet a rule or threshold or do not meet a rule or threshold. For example, the system may detect a maximum temperature above the threshold or a pressure below the threshold and determine that the rules associated with adjusting the ionization level have been met.

  In step 930, the system is responsive to the determination made in step 920 to adjust one or more parameters associated with the combustion event in the combustion chamber to adjust the ionization level in the combustion chamber. The system can increase or decrease the parameters. Exemplary parameters or variables are listed below: compression ratio, atmospheric pressure, supercharging pressure, temperature of air entering the combustion chamber, temperature of compressed air after heat loss to piston, cylinder and head, timing to start injection, Injection pressure, injection direction and layered ionization pattern, injection duration, injector discharge curve, etc.

  Thus, in some cases, by ionizing a relatively small amount of fuel and / or air, a small fraction of the overall homogeneous mixture that is present will be more combustible than with conventional spark generation. It can be caused relatively early. Similarly, relatively small amounts of fuel and / or air can be ionized to cause diesel fuel completion earlier than in the compression ignition sequence. In some cases, it may be desirable to ionize all or most of the fuel molecules entering the combustion chamber to ensure the most effective use of excess air as an insulator for the accelerated combustion process.

  In addition to the routines and methods described with reference to FIGS. 8 and 9, the system can accelerate combustion completion by using specific fuel types. Table 1 illustrates the use of various fuel species (eg, materials that can be derived by thermochemical regeneration of the precursor fuel to improve heating of the ionized fuel species value controlled by the adaptive control system 410). This table shows the benefits of reducing the energy required for ionization of the new fuel species as compared to the precursor fuel, new fuel type, new fuel heat, and the precursor fuel.

  Particularly useful benefits are possible from the adaptive ionization of the materials listed in Table 1 (eg, reduction or elimination of subsystems required for premixing and diesel engine operation). By eliminating the need for subsystems (such as those listed in Table 2), significant operating cost savings and emission reductions are possible.

Conclusion It will be apparent that various changes and modifications can be made without departing from the scope of the disclosure. For example, the dielectric strength can be changed or modified to include other materials and processing means. Actuators and drivers can vary depending on the fuel or injector application. Caps can be used to ensure the shape and integrity of the fuel distribution, and the size, design or position of the caps can be altered to provide different functions, performance and protection. Alternatively, the injector can also be modified, for example, electrodes, optics, actuators, various catalysts, nozzles or bodies can be constructed from different materials, or alternative configurations shown and described Such configurations may also be included and are within the spirit of this disclosure.

  Throughout this description and claims, unless the context clearly indicates, terms such as “include” are intended to be in an inclusive (ie, non-limiting) sense, rather than in an exclusive or exhaustive sense. Should be taken as “include” meaning. Words using the singular and plural include the plural and singular, respectively. Where the word “or” is used in the claims for two or more things, this word covers all of the following interpretations: any of the listed items, all listed , And any combination of those listed.

  Furthermore, further embodiments can be obtained by combining the various embodiments described above. U.S. patents, U.S. patent application publications, U.S. patent applications, foreign patents, foreign patent applications, and non-patent publications as described herein and incorporated herein by reference. Incorporated inside. If necessary, further embodiments of the present disclosure can be made by modifying aspects of the present disclosure to use fuel injectors and ignition devices with various configurations and concepts of various patents, applications and publications. .

  These and other changes can be made in the present disclosure in view of the description detailed above. In general, in the following claims, the terminology used should not be construed as limiting the present disclosure to the specific embodiments disclosed in the specification and the claims, It should be construed as including all systems and methods operating in accordance with the claims. Accordingly, the invention is not limited by the disclosure, but the scope of the invention should be determined broadly by the following claims.

Claims (20)

A method of burning fuel in a combustion chamber,
Monitoring the area within the combustion chamber during engine operation;
Detecting specific conditions such as combustion events, expansion events, exhaust events, intake events, fuel ignition events as a function of pressure and / or radiation detection in the combustion chamber;
Determining that the particular condition has been met in the monitored region within the combustion chamber;
Applying an ionization voltage between the electrodes associated with the region to be monitored in response to the specific condition being met.   The step of determining that the specific condition has been met in the monitored region of the combustion chamber includes determining that a specific amount of fuel is present in the monitored region. The method according to claim 1.   The step of determining that the specific condition is satisfied in the monitored region in the combustion chamber includes determining that a specific air-fuel ratio is present in the monitored region. The method according to claim 1.   The step of determining that the particular condition has been met in a region within the combustion chamber to be monitored comprises determining that a certain amount of air / fuel / air mixture is present in the region to be monitored. The method of claim 1, comprising:   The step of determining that the particular condition has been met in a region within the combustion chamber being monitored includes the step of determining that fuel is within the region being monitored for a particular period of time. The method according to claim 1. A method for adjusting the ionization level in a combustion chamber,
Detecting conditions such as combustion events, expansion events, exhaust events, intake events, fuel ignition events as a function of pressure and / or radiation detection in the combustion chamber;
Monitoring said condition during a combustion event in a combustion chamber during engine operation;
Comparing the value of the monitored state with a value that satisfies the monitored state;
Adjusting one or more parameters associated with the combustion event in the combustion chamber.   The step of monitoring the condition during a combustion event in a combustion chamber includes the step of monitoring the torque generated for each BTU of fuel values injected during fuel injection within the combustion event. 6. The method according to 6.   The method of claim 6, wherein the step of monitoring the condition during a combustion event in a combustion chamber includes monitoring a maximum temperature of the combustion event.   The method of claim 6, wherein the step of monitoring the condition during a combustion event in a combustion chamber includes the step of monitoring pressure generated during the combustion event.   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber increases an ionization level in the combustion chamber.   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber reduces an ionization level in the combustion chamber.   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber includes adjusting a pressure in the combustion chamber.   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber includes adjusting an air temperature in the combustion chamber.   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber includes adjusting a start time of fuel injection into the combustion chamber. Method.   The method of claim 6, wherein the step of adjusting one or more parameters associated with the combustion event in the combustion chamber includes adjusting the pressure of fuel injection into the combustion chamber. .   The method of claim 6, wherein adjusting the one or more parameters associated with the combustion event in the combustion chamber includes adjusting a layered ionization pattern in the combustion chamber.   The step of adjusting one or more parameters associated with the combustion event in the combustion chamber includes adjusting a time for which fuel injection into the combustion chamber continues. the method of. A system for adjusting a parameter associated with a combustion event,
A monitoring module configured to monitor a condition in the combustion chamber, wherein the monitored condition is a function of pressure and / or radiation detection in the combustion chamber as a function of a combustion event, an expansion event, an exhaust event, an intake event A monitoring module further including detection of a fuel ignition event;
A determination module configured to determine that one or more of the conditions being monitored satisfy a rule associated with an adjustment parameter associated with the combustion chamber;
A control module configured to adjust one or more parameters in response to a determination that one or more of the monitored conditions satisfy the rule. The monitoring module is part of a fuel injector in the combustion chamber;
19. The system of claim 18, wherein the control module sends a command to the fuel injector to cause the fuel injector to adjust fuel injection operation into the combustion chamber. The monitoring module is part of a fuel injector in the combustion chamber;
19. The control module of claim 18, wherein the control module transmits a command to the fuel injector to cause the fuel injector to adjust an ionization voltage applied to a fuel ignition gap between the electrodes of the fuel injector. The described system.

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