JP5175409B1 - Integrated fuel injection and ignition system suitable for large engine applications and related uses and manufacturing methods - Google Patents

Abstract

Disclosed herein are injector embodiments that are suitable for relatively small diameter injection ports. An injector according to one embodiment includes a body. The body has a first end opposite the second end. The second end is formed to be disposed adjacent to the combustion chamber, and the first end is formed to be spaced from the combustion chamber. The injector also includes an ignition conductor and an insulator. The ignition conductor extends from the first end to the second end through the body. The insulator extends longitudinally along the ignition conductor and surrounds at least a portion of the ignition conductor. The injector further includes a valve. The valve extends longitudinally along the insulator from the first end to the second end. The valve includes a sealed end and is movable between an open position and a closed position along the insulator. The injector also includes a valve seat that is disposed at or near the second end of the body. The closed end is spaced from the valve seat when the valve is in the open position, and the closed end contacts at least a portion of the valve seat when the valve is in the closed position.

Description

  The following disclosure relates primarily to an integrated fuel injector and igniter suitable for large engine applications and other sized engine applications for injecting and igniting various fuels in a combustion chamber.

  Fuel injection systems are typically used in spraying fuel sprays into an inlet manifold or engine combustion chamber. Fuel injection systems have become the primary fuel delivery system used in automotive engines and have been used almost entirely as a replacement for carburetors since the late 1980s. Conventional fuel injection systems are typically connected to a pressurized fuel supply, and the injectors used in these fuel injection systems are typically pressurized at specific times relative to the engine power stroke. Fuel is injected into the combustion chamber or released otherwise. In many engines (especially large engines), the size of the bore or port that provides a passage for the injector to enter the combustion chamber is small. Such small ports limit the size of the components that can be used for injector operation or fuel injection from the injector. In addition, the intake and exhaust valve mechanisms are typically dense within such engines, further limiting the space available for these injector components.

1 is a schematic cross-sectional side view of an integrated injector / igniter (“injector”) configured in accordance with an embodiment of the present disclosure. FIG. FIG. 5 is a partially exploded cross-sectional side view of an injector configured in accordance with another embodiment of the present disclosure. 2 is a cross-sectional side view of a flow control valve configured in accordance with an embodiment of the present disclosure. FIG. FIG. 3 is a series of cross-sectional side views of an injector configured in accordance with a further embodiment of the present disclosure. FIG. 3 is a series of cross-sectional side views of an injector configured in accordance with a further embodiment of the present disclosure. FIG. 3 is a series of cross-sectional side views of an injector configured in accordance with a further embodiment of the present disclosure. FIG. 3 is a series of cross-sectional side views of an injector configured in accordance with a further embodiment of the present disclosure. FIG. 5B is a cross-sectional side view of the first flow path taken substantially along line 5B-5B in FIG. 5A. FIG. 5B is a cross-sectional side view of the second flow path taken substantially along line 5C-5C in FIG. 5A. FIG. 5B is a cross-sectional side view of another embodiment of the first flow path taken substantially along line 5B-5B of FIG. 5A. FIG. 5B is a cross-sectional side view of another embodiment of the second flow path taken substantially along line 5C-5C in FIG. 5A. 2 is a side view of a flow control valve configured in accordance with an embodiment of the present disclosure. FIG. 2 is a side view of a flow control valve configured in accordance with an embodiment of the present disclosure. FIG. FIG. 6 is a cross-sectional side view of an injector configured in accordance with a further embodiment 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: MULTIFUEL STORAGE, 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. 61/237425 (filing date: August 27, 2009, name: OXYGENATED FUEL PRODUCTION), US provisional application 61/237466 (filing date: August 27, 2009, name: MULTIFUEL MULTIBURST), US provisional Application No. 61/237479 (Application Date: August 27, 2009, Name: FULL SPECTRUM ENERGY), US Provisional Application No. 61/304403 (Application 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, FOR 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 the present application and named ADAPIVE CONTROL SYSTEM FOR FUEL INJECTORS AND IGNITERS. -8059US), and FUEL INJECTOR SUITABLE FOR INJECTING A PLURALITY OF DIFFERENT FUELS INTO A COMBUSTION CHAMBER (patent attorney case number 69545-8054US).

A. SUMMARY The present disclosure describes an integrated fuel injection and ignition device for use with an internal combustion engine and associated systems, assemblies, components and methods relating to the integrated fuel injection and ignition device. For example, some of the embodiments described below generally relate to adaptive injectors / igniters that can optimize the injection and combustion of various fuels based on combustion chamber conditions. In certain embodiments, these injectors / igniters are particularly suitable for large engine applications (eg, retrofit assemblies and new assemblies) that are constrained in space in the injector / igniter. 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 described in the various embodiments of the present disclosure. In order not to obscure the necessity, 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. Further, the headings provided herein are for convenience only and do not interfere with the scope or meaning of the claimed disclosure.

  FIG. 1 is a schematic cross-sectional side view of an integrated injector / igniter 100 (“injector 100”) configured in accordance with an embodiment of the present disclosure. The injector 100 shown in FIG. 1 is intended to schematically illustrate some of the injector and assembly features described below. Thus, these features described with reference to FIG. 1 are not intended to limit any of the injector and assembly features described below. As shown in FIG. 1, the injector 100 includes a main body 102. The main body 102 includes a central portion 104. The central portion 104 extends between the first end or base 106 and the second end of the nozzle portion 108. Therefore, the base portion 106 is disposed at a distance from the nozzle portion 108.

  The nozzle portion 108 is configured to extend at least partially through the engine head 110 to inject and ignite fuel at or near the interface 111 of the combustion chamber 112. In certain embodiments, the components that may be included in the nozzle portion 108 are configured to fit within relatively small injector ports that are often used in large engine applications (eg, marine propulsion engine applications). The In the illustrated embodiment, for example, the diameter D of the injection port 107 (eg, the injection port of a current diesel engine) may be approximately 8.4 millimeters (0.33 inches) or less. However, in other embodiments, the diameter D may be greater than approximately 8.4 millimeters. As will be described in detail below, the injector 100 provides a high fuel delivery pressure while eliminating unwanted fuel dripping into the combustion chamber 112 (even within such a relatively small injection port 107). It is specially adapted to adapt and operate at high speeds below. Further, as will also be described in detail below, the injector 100 also takes into account the relatively large distance or length L between the combustion chamber interface 111 and some of the operating components supported by the body 102. ing. The several actuation components are spaced from the engine head 110. For current diesel engines or other large engines (eg, dense intake and exhaust valve mechanisms in the engine head 110), the separation length L may need to be 12-36 inches or more.

  In the embodiment shown in FIG. 1, the injector 100 includes a core assembly 113. The core assembly 113 extends from the base 106 to the nozzle portion 108. The injector 110 also includes a body insulator 142. The main body insulator 142 is disposed coaxially so as to cover at least a part of the core assembly 113. Core assembly 113 includes an ignition rod or conductor 114, an ignition insulator 116, and a valve 118. The ignition conductor 114 is operably coupled to the power source at the base 106 and extends from the base 106 through the nozzle portion 108. The ignition conductor 114 includes an end 115. The end 115 is provided in the vicinity of the interface 111 of the combustion chamber 112. The combustion chamber 112 includes one or more ignition functions. The one or more ignition functions are configured to generate an ignition event by the head 110. The ignition insulator 116 extends coaxially in at least a portion of the information in the ignition conductor 114 and extends at least partially from the base 106 into the nozzle portion 108. The valve 118 is disposed coaxially over at least a portion of the insulator 116. In the illustrated embodiment, the valve 118 has a first length, the ignition insulator 116 has a second length that is longer than the first length, and the ignition conductor 114 has a length that is greater than the second length. Also has a long third length. The valve 118 is configured to move between an open position (as shown in FIG. 1) and a closed position. More particularly, the valve 118 has a sealed end 119. The closed end 119 is positioned to face the corresponding valve seat 121 when the valve 118 is in the closed position. The valve seat 121 can be supported by the main body insulator 142. When the valve 118 moves to the open position, the end 119 moves away from the valve seat 121 so that the fuel flows or passes through the valve seat 121.

  The injector 100 also has a valve actuation assembly 125. The valve operating assembly 125 is supported by the base 106. The valve operating assembly 125 includes at least an actuator or driver 120 and a processor or controller 122. More particularly, the driver 120 is disposed on the base 106 and is operably coupled to the valve 118. Driver 120 is also operably coupled to controller 122. Driver 120 can be actuated from any suitable force generation mechanism (eg, using electrical, electromechanical, magnetic, etc.) to engage and move valve 118. The controller 122 can also be operably coupled to one or more sensors. The one or more sensors are either supported by the injector 100 or are located anywhere in the engine to which the injector 100 is attached. These sensors can detect combustion chamber information or other engine related information that can be correlated with combustion chamber information. In one embodiment, for example, the controller 122 can be operably coupled to a sensor. The sensor is an optical fiber supported by the ignition conductor 114. Thus, the controller 122 can direct or control the driver 120 to actuate the valve 118 in response to one or more combustion chamber characteristics.

  In operation, fuel is introduced into the fuel flow path or passage 124 within the base 106. The fuel passage 124 extends from the base portion 106 through the central portion 104 to the nozzle portion 108 between the main body 102 and the valve 118. Accurately metered fuel can be selectively and adaptively introduced into the combustion chamber 112 by the injector 100. For example, the driver 120 operates the valve 118 to slide or move the valve 118 longitudinally along the insulator 116 to move the sealed end 119 of the valve 118 remotely from the valve seat 121. When the valve 118 moves to an open position and a closed position, generally in a direction parallel to the longitudinal axis of the injector 100, the ignition conductor 114 and the insulator 116 become stationary within the body 102. Thus, the insulator 116 functions as a central journal bearing for the valve 118 and thus has a low friction outer surface that contacts the valve 118. Further, as will be described in detail below, the ignition conductor 114 can generate an ignition event for igniting the fuel before or upon entering the combustion chamber 112. As described in detail below, the sealed end 119 of the valve 118 may be located at various locations within the injector 100 (eg, within the injection port 107 and / or near the interface 111 of the combustion chamber 112). it can.

  FIG. 2A is a cross-sectional side view of an integrated injector / igniter 200 (“injector 200”) configured in accordance with another embodiment of the present disclosure. The embodiment illustrated 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. The main body 202 has a central portion 204. The central portion 204 extends between a first end or base 206 and a second end or nozzle portion 208. The nozzle portion 208 is configured to be at least partially inserted into the injection port 207 in the engine head 210. As will be described in detail below, the injector 200 is limited to a diameter size of the injector port 207 of about 8.4 mm (0.33 inches) or less and includes an interface 211 in the combustion chamber 212 and the injector 200. Many current diesel engines where space available in a dense intake and exhaust valve mechanism is often constrained, often requiring a separation length L of approximately 12 to 36 inches or more between valve actuation components Or it is configured to eliminate the difficult problems of other large engines.

  According to features of the illustrated embodiment, the injector 200 also includes a core assembly 213. The core assembly 213 extends at least partially from the base 206 through the body 202 and into the nozzle portion 208. The core assembly 213 facilitates fuel injection and ignition. More particularly, the core assembly 213 includes a core or ignition insulator 216. A core or ignition insulator 216 is disposed coaxially over the ignition rod or conductor 214. The core assembly 213 also includes a movable tube valve 218. The movable tube valve 218 is disposed coaxially over the core insulator 216. In the illustrated embodiment, the ignition conductor 214 is a fixed ignition member and can be a conductive rod or a litz wire bundle. The ignition conductor 214 is connected to an ignition or terminal 227 in the base 206 to receive voltage energy. More specifically, the ignition terminal 227 is connected to a voltage supply conductor 209, which is connected to a suitable power source. In one embodiment, for example, the ignition terminal 227 can supply at least approximately 80 kV (DC or AC) to the ignition conductor 214. However, in other embodiments, the ignition terminal 227 can supply a higher or lower voltage to the ignition conductor 214.

  The ignition conductor 214 also includes one or more ignition function portions 234 disposed in the nozzle portion 208. In the illustrated embodiment, the ignition feature 234 can be a needle thread or other type of protrusion and extends circumferentially in the remote direction from the ignition member 214. The ignition function unit 234 is in a fixed state and functions as a first electrode. The inner diameter of the injection port 207 functions as a corresponding second electrode and generates an ignition event (eg, a plasma ignition event). In certain embodiments, for example, as shown in FIG. 2A, the nozzle portion 208 can include a thin conductive electrode liner or plating layer 235 on at least a portion of the inner surface or diameter of the injection port 207. The electrode liner 235 can be used to protect the inner surface of the injection port 207 from plasma corrosion. However, in embodiments that do not use the electrode liner 235, however, high frequency AC can be used to eliminate plasma corrosion on the inner surface of the injection port 207.

  In the illustrated embodiment, the ignition conductor 214 also includes one or more sensors (eg, one or more optical fibers 217 disposed within the ignition conductor 214). These optical fibers 217 may extend longitudinally through the ignition conductor 214 and transmit information from the combustion chamber 212 to one or more components in the injector 100 or in the engine using the injector 100. Composed.

  In accordance with certain features of the illustrated embodiment, the core insulator 216 can be secured on the ignition conductor 214 as disclosed in a co-pending application (the entirety of which is incorporated by reference above). It can be constructed from a ceramic insulator. In one embodiment, for example, the core insulator 216 is comprised of a helical long yarn shape comprised of PTFE or PEEK monofilament. However, in other embodiments, the core insulator 216 may be composed of other materials suitable for receiving the voltage delivered to the injector 200 and / or the voltage generated within the injector 200. . For example, the core insulator 216 may be composed of an insulating material suitable to receive 80 kV (DC or AC) at temperatures up to about 1000 ° F. However, in other embodiments, the insulator 216 may be configured to receive a higher or lower voltage, or may be configured to operate at higher or lower temperatures. As will also be described in detail below, the core insulator 216 is a low friction central journal bearing for the valve 218 as the valve 218 moves between the open and closed positions along the core insulator 216. It can also function as a surface.

  In the illustrated embodiment, the valve 218 is a valve that opens outwardly (eg, a valve that opens in the direction toward the combustion chamber 212) and is movable along the insulator 216, thereby allowing the nozzle 208 to Can be selectively introduced into the combustion chamber 212. More particularly, valve 218 is configured to slide along a dielectric 216 between an open position and a closed position in a direction generally parallel to the longitudinal axis of injector 200. Valve 218 includes a first end 223 that opposes a second end or sealed end 219. The sealed end 219 forms a fluid tight seal with the corresponding valve seat 221 when the valve 218 is in the closed position. Further details of valve 218 are described below with reference to FIG. 2B.

  2B is a partially exploded side cross-sectional view of valve 218 shown in FIG. 2A. Referring to FIG. 2B, valve 218 i includes a hollow core or body 244. The hollow core or body 244 has an inner surface 246 that faces the outer surface 248. The main body 244 is US Patent Application No. 12/857461 (filing date: August 16, 2010, name: INTERNALLY REINFORCED STRUCTURAL COMPOSITES AND ASSOCIATED METHODS OF MANUFACTURING). ) May be composed of a reinforced structural composite. For example, the body 244 can be constructed with a graphite or graphene structure arranged at a relatively low density, which provides the benefits of reduced inertia, achieves high strength and rigidity, and high fatigue durability strength Is obtained. More specifically, the body 244 can be constructed from a lightweight and high strength graphite structural core. This graphite structural core is reinforced by one or more carbon / carbon layers. The carbon / carbon layer (s) can be made from a suitable precursor application carbon donor (eg petroleum pitch or thermoplastic (eg polyolefin or PAN)). RF shielding and protection is also obtained from the one or more carbon / carbon layers. Additional protection is possible by plating the outer surface 248 with a suitable alloy (eg, a nickel alloy that can be brazed to the body 244 with a suitable brazing alloy composition). Inner surface 246 is configured to slide or move along core insulator 216 (FIG. 2A). Thus, at least a portion of the inner surface 246 may include a suitable low friction coating (eg, polyimide, PEEK, parylene H, or PTFE copolymer), which facilitates movement of the valve 218 along the core insulator 216. (FIG. 2A). In addition, the outer surface 248 may also include a high strength material (eg, graphite tape using a graphite filament reinforced polyimide or thermoset adhesive).

  According to further features in the illustrated embodiment, the valve 218 includes an enlarged sealed end 219. The enlarged sealed end 219 is configured to seal the valve seat 221 (FIG. 2A) or otherwise be positioned on the valve seat 221 (FIG. 2A) when the valve 218 is in the closed position. The sealed end 219 is generally funnel-shaped or is generally an annular flare shape that is larger in diameter than the body 244. More specifically, the diameter of the end of the main body 244 of the sealed end 219 is gradually increased. In certain embodiments, the sealed end 219 can include an elastomeric coating or elastomeric portion to facilitate sealing by the corresponding valve seat 221 (FIG. 2A). In the illustrated embodiment, for example, the outer surface 248 of the sealed end 219 can be elastomeric rings or coatings (eg, fluorosilicone coatings, perfluoroelastomers, or others) to at least partially conform to the shape of the corresponding valve seat. Of fluoroelastomer). In other embodiments (eg, an inwardly opening valve as described in detail below), the inner surface 246 may include an elastomeric ring or coating to facilitate sealing by a corresponding valve seat. Further, in further embodiments, the valve seat that contacts the sealed end 219 can include an elastomeric coating or elastomeric portion to facilitate sealing.

  In the illustrated embodiment, valve 218 also includes one or more stop members or stop collars 230 (shown individually as first stop collar 230a and second stop collar 230b). The one or more stop members or stop collars 230 can be attached to the outer surface 248 of the first end 223. Although the stop collar 230 is illustrated as a separate component from the valve 218 in FIG. 2B, in other embodiments, the stop collar 230 can be integrally formed on the outer surface 248 of the valve 218. As will be described in detail below, the stop collar 230 is configured to contact or engage an actuator or driver in the injector 200, thereby causing the valve 218 to be between an open position and a closed position. Can be moved.

  Referring again to FIG. 2A, as detailed below, when the valve 218 is actuated to the open position, the sealed end 219 of the valve 218 is positioned remotely from the valve seat 221 so that fuel is selected. Thus, it is introduced into the injection port 207. As shown in the illustrated embodiment, the valve seat 221 is disposed adjacent to the end of the core insulator 216. The valve seat 221 is also disposed adjacent to the ignition function portion 235 of the ignition conductor 214. However, in other embodiments, the ignition feature 235 is located at another location relative to the valve seat 221 (eg, a location spaced from the valve seat 221 and near the interface 211 of the combustion chamber 212). It is also possible.

  The first end 223 of the valve 218 is operably connected to the valve operating assembly 225. The valve actuation assembly 225 is configured to selectively move the valve 218 between an open position and a closed position. More particularly, the valve actuation assembly 225 includes a driver 220 operably coupled to the valve 218, a force generator 226 (shown schematically) configured to induce movement of the driver 220, And a processor or controller 222 operably coupled to the generator 226. The force generator 226 may be any type of suitable force generator for inducing movement of the driver 220 (eg, disclosed in any of the patents and patent applications incorporated above by reference). Electrical force generator, electromagnetic force generator, magnetic force generator and other suitable force generators). In addition, the controller 222 can be coupled to one or more sensors disposed throughout the injector 200.

  The driver 220 is coaxially disposed over the first end 223 of the valve 218 and includes a stop cavity 228. Stop cavity 228 has a first contact surface 229. The first contact surface 229 engages one or more stop collars 230 on the first end 223 of the valve 218. The biasing member or spring 232 engages the second contact surface 231 of the driver 220 opposite the first contact surface 229. The spring 232 is disposed in the spring cavity 233 in the base 206. Accordingly, the spring 232 biases the driver 220 in the remote direction from the nozzle unit 208 (for example, in the direction toward the base unit 206). As the spring 232 biases the driver 220 toward the base 206, the first contact surface 229 engages the stop collar 230 on the valve 218 and tensions the valve 218 or otherwise forces the valve 218. Biasing toward the base 206 holds the closed end 219 of the valve 218 toward the normally closed valve seat 221. In certain embodiments, the valve actuation assembly 225 may also include one or more additional biasing members 236 (eg, electromagnets or permanent magnets). These biasing members 236 selectively bias the driver 220 toward the base 206 to tension the valve 218 in the normally closed position between injection events.

  Base 206 also includes a fuel coupling or inlet 238. The fuel coupling or inlet 238 is configured to introduce fuel into the injector 200. Fuel can travel from the fuel inlet 238 through the force generator 226 as indicated by the base fuel path 239. The fuel exits the force generator 226 through a plurality of outlet passages 240. The plurality of outlet passages 240 are fluidly connected to the fuel flow path or passage 224. The fuel flow path or passage 22 extends longitudinally adjacent to the core assembly 213. More specifically, the fuel flow path 224 extends between the valve 218 and the inner surface of the insulating body 242 of the central portion 204 and the nozzle portion 208. Insulation body 242 may be comprised of a ceramic or polymer insulator suitable for receiving the high voltage generated in injector 200, as disclosed in a patent application (incorporated by reference in its entirety above). . When the sealed end 219 of the valve 218 contacts the valve seat 221, the sealed end 219 seals the fuel flow path 224 or otherwise closes it. However, when the driver 220 opens the valve 218, the fuel passes through the valve seat 221 and the closed end 219 and moves to the combustion chamber 212. As the fuel flows toward the combustion chamber 212, the ignition conductor 214 carries DC and / or AC voltage from 209 to the ionization initiation function 234, ionizes the fuel, and rapidly accelerates the fuel into the combustion chamber. Propagate. In certain embodiments, for example, when the force generator 226 actuates the driver 220 to move the valve 218, the fuel flows by the ignition function 234 of the ignition conductor 214. Due to the fuel flow, the ignition function unit 234 generates an ignition event and applies an ionization voltage to the voltage terminal 227 via the voltage supply conductor 209, thereby partially or substantially ionizing the fuel. More specifically, due to the ignition voltage applied to the ignition function unit 234, plasma discharge explosion of ionized fuel occurs, and this plasma discharge explosion is accelerated and injected into the combustion chamber 212 at high speed. By generating such a high voltage in the ignition function unit 234, ionization occurs, and then the ionization propagates at a high speed as a large number of ions in the plasma, moves outward, and enters the combustion chamber 212 via the interface 211. In the surplus air, thereby providing thermal insulation for layered chamber combustion with higher or lower thermal insulation. In this manner, injector 200 and other injectors described herein are disclosed in patent applications (the entire document is incorporated by reference) after ionizing the air in the injector. Fresh ionized air, a combination of ionized fuel and air, and a layer of ionized air that does not use a combination of fuel and ionized fuel and air.

  FIG. 3A is a cross-sectional side view of an integrated injector / igniter 300a (“injector 300a”) configured in accordance with another embodiment of the present disclosure. Some features included in the injector 300a illustrated in FIG. 3A are generally similar in structure and function to the corresponding features of the injector described above with reference to FIGS. 1-2B. For example, as shown in FIG. 3A, the injector 300 a includes a main body 302. The main body 302 has a central portion 304. The central portion 304 extends between a first end or base 306 and a second end or nozzle portion 308. The nozzle portion 308 extends at least partially into the injection port 307 in the cylinder head 310. In certain embodiments, the nozzle portion 308 is configured to fit within an injection port 307 (eg, a current diesel injection port) having a diameter D of approximately 8.4 millimeters (0.33 inches) or less. However, in other embodiments, the nozzle portion 308 can fit within a larger diameter D. Injector 300a also includes a valve actuation assembly 325 supported by base 306. The valve manipulation assembly 325 is operably coupled to the core assembly 313. The core assembly 313 injects and ignites fuel into the combustion chamber 312.

  Core assembly 313 includes a fixed core insulator 316. Fixed core insulator 316 is disposed coaxially over the fixed ignition member or conductor 314. The ignition conductor 314 can include one or more sensors or fiber optic cables 317. These sensors or fiber optic cables 317 extend longitudinally within the ignition conductor 314 and transmit information from the combustion chamber 312 to the valve actuation assembly 325 or another controller. The core assembly 313 also includes a tube valve 318. The pipe valve 318 is disposed coaxially over the core insulator 316. The valve 318 includes a first end 323 at the base 306. First end 323 engages valve actuation assembly 325. Valve 318 also includes a second or sealed end 319. This end 319 engages or contacts the valve seat 321 supported by the body insulator 342. The valve actuation assembly 325 operates or moves the valve 318 along the core insulator 316 between an open position (as shown in FIG. 3A) and a closed position. In the open position, the sealed end 319 of the valve 318 is spaced from the valve seat 321, thereby allowing fuel to flow from the fuel flow path or passage 324 through the valve seat 321 into the nozzle portion 308. The fuel flow path 324 extends through the body 302 in the annular space between the valve 318 and the body insulator 342.

  In the embodiment shown in FIG. 3A, the sealed end 319 of the valve 318 is smaller than the injection port 307. More specifically, the maximum outer diameter of the sealed end 319 is smaller than the diameter D of the injection port 307. As shown in the illustrated embodiment, the sealed end 319 is spaced apart from the combustion chamber interface 311 by a relatively large distance or length L. More specifically, in the illustrated embodiment, the length L is approximately equal to the thickness of the engine head 310. The thickness of engine head 310 is 12 inches or more in some cases. However, in other embodiments, for example, the sealed end 319 of the valve 318 can be located at other locations relative to the interface 311, for example as described in detail below with reference to FIG. . Thus, the injector 300a shown in FIG. 3A is configured taking into account the relatively large length L between the combustion chamber interface 311 and the sealed end 319 of the valve 318. In current diesel engines or other large engines, the separation length L that may be required, for example, in a dense intake and exhaust valve train mechanism is 12 to 36 inches or more.

  According to further features in the illustrated embodiment, the injector 300a also includes one or more ignition features 334. One or more ignition function portions 334 extend along a portion of the ignition conductor 314. The ignition function 334 is configured to cause the head 310 to generate ionization, propulsion thrust and / or ignition events. More specifically, as shown in FIG. 3A, the conductive material capable of constituting the ignition function portion 334 is an ignition conductor 314 in a coiled or corkscrew-like configuration including a brush-like whisker-like or rod-like conductor. Is spirally wound around Therefore, the ignition function unit 334 extends from the ignition conductor 314 toward the inner surface of the injection port 307 in the separation direction. When ignition energy is added to the ignition function 334 via the ignition conductor 314, the ignition function 334 generates an ignition event (e.g., plasma spark) to generate ionized fuel, air and / or air and fuel. Ignite the mixture. In embodiments where the ignition event is a plasma event, the fuel is ionized by ignition from a plasma explosion and the ionized fuel is accelerated into the combustion chamber 312.

  FIG. 3B is a cross-sectional side view of an integrated injector / igniter 300b (“injector 300b”) configured in accordance with yet another embodiment of the present disclosure. The illustrated injector 300b includes some of the same features of the injector 300a shown in FIG. 3A. For example, the injector 300b shown in FIG. 3B includes a core assembly 313 operably coupled to the valve actuation assembly 325. The core assembly 313 includes an ignition conductor 314, a core insulator 316, and a valve 318 and extends at least partially from the base 306 into the nozzle portion 308. However, in the illustrated embodiment, the closed end 319 of the valve 318 is positioned adjacent to or slightly behind the interface 311 of the combustion chamber 312. More particularly, the valve seat 321 and the closed end 319 of the valve 318 are disposed in the injection port 307 at a location adjacent to or adjacent to the combustion chamber interface 311. Thus, the ignition conductor 314 includes one or more ignition functions downstream from the sealed end 319 of the valve 318 and in the vicinity of the combustion chamber interface 311, which causes an ignition event at the combustion chamber interface 311. Occur.

  FIG. 4 is a cross-sectional side view of an integrated injector / igniter 400 (“injector 400”) configured in accordance with another embodiment of the present disclosure. The injector 400 shown in FIG. 4 includes several features that are generally similar in structure and function to the corresponding features of the injector described above with reference to FIGS. 1-3B. For example, as shown in FIG. 4, the injector 400 includes a body 402. The main body 402 has a central portion 404. The central portion 404 extends between the first end or base 406 and the second end or nozzle portion 408. The nozzle portion 408 is configured to extend into a threaded 14 millimeter spark plug port in the cylinder head, or is approximately 8.4 millimeters in diameter as found, for example, in many current diesel injection ports. There may be a nozzle (eg, as shown in FIG. 1, FIG. 3A, FIG. 3B or FIG. 6) that fits in a port that is (0.33 inches) or less. However, in other embodiments, the nozzle portion 408 can be configured for different sized injection ports. The nozzle portion 408 may further include another thread selection outer surface 409 suitable for positive engagement with the combustion chamber.

  The injector 400 also includes a valve actuation assembly 425 that is supported by the base 406. The valve actuation assembly 425 is operably coupled to a core assembly 413 for injecting and igniting fuel in the combustion chamber. Core assembly 413 includes a fixed core insulator 416. Fixed core insulator 416 is coaxially disposed over fixed ignition member or conductor 414. The ignition conductor 414 may include one or more sensors or fiber optic cables 417. These one or more sensors or fiber optic cables 417 extend longitudinally within the ignition conductor 414 and transmit information from the combustion chamber to the valve actuation assembly 425. The valve manipulation assembly 425 may include a radio or cable connected to a suitable computer, controller or processor via a controller or processor 422 or communication node. In the illustrated embodiment, the ignition conductor 414 includes an enlarged or expanded end 433. The enlarged or expanded end 433 is configured to be proximate to the interface with the combustion chamber. The extended end 433 expands the area of the fiber optic cable 417 at the interface with the combustion chamber. Extended end 433 also supports one or more ignition features 434. One or more ignition function portions 434 are configured to generate an ignition event with the inner surface 437 of the nozzle portion 408. More specifically, in the illustrated embodiment, the ignition feature 434 can include a plurality of threads or needle-like protrusions. The plurality of threads or needle-like protrusions extend circumferentially around the extended end 433 of the ignition conductor 414. The extended end 433 also includes a valve seat 421 as described in more detail below.

  The core assembly 413 extends through the insulating body 442 of the body 402. Insulating body 442 can be constructed from a ceramic or polymer insulator suitable for receiving the high voltage generated within injector 400. The core assembly 413 also includes a pipe valve 418 disposed coaxially over the core insulator 416. However, in the embodiment shown in FIG. 4, the valve 418 is a valve that opens inward (eg, a valve that opens away from the combustion chamber) and is movable relative to the core insulator 414, thereby The fuel from the nozzle unit 408 is selectively introduced into the combustion chamber. More particularly, valve 418 is configured to slide or move relative to core insulator 416 in a direction generally parallel to the longitudinal axis of injector 400. The valve 418 may be similar in structure to the valve described above, and may include, for example, a lightweight and tough graphite structural core reinforced by a carbon / carbon layer. Valve 418 includes a first end 423 within base 406. First end 423 engages with valve actuation assembly 425. Valve 418 also includes a second or sealed end 419. The second or sealed end 419 engages or contacts the valve seat 421 in the nozzle portion 408 supported by the ignition conductor 414. Sealed end 419 and / or valve seat 421 may include one or more elastomeric portions detailed above. The valve actuation assembly 425 operates the valve 418 relative to the core insulator 416 between an open position (as shown in FIG. 4) and a closed position. In the open position, the sealed end 419 of the valve 418 is spaced apart from the valve seat 421, thereby allowing fuel from the fuel flow path or passage 424 to flow out of the nozzle portion 408 through the valve seat 421. The fuel flow path 424 extends through a central portion 404 between the valve 418 and the core insulator 416.

  The valve actuation assembly 425 includes a force generator 426 for moving the driver 420 (eg, an electric force generator, an electromagnetic force generator, a magnetic force generator). Force generator 426 may also be operatively coupled to processor or controller 422. The processor or controller 422 may be coupled to one or more fiber optic cables 417 that extend through the ignition conductor 414. In this manner, the controller 422 can selectively energize or activate the force generator 426 in response to, for example, one or more combustion chamber conditions or engine parameters. Driver 420 engages one or more stops 430. One or more stops 430 may be integrally formed with or attached to the first end 423 of the valve 418, thereby opening the valve 418 in the open and closed positions. Move between. The valve actuation assembly 425 can also include a first biasing member 432. The first biasing member 432 contacts the valve 418 and biases the valve 418 to the closed position at least partially in the direction toward the nozzle portion 408. The valve actuation assembly 425 can further include a second biasing member 435. The second biasing member 435 biases the driver 420 at least partially toward the nozzle portion 408. In certain embodiments, the first biasing member 432 can be a spring (eg, a coil spring) and the second biasing member 435 can be a magnet or a permanent magnet. However, in other embodiments, the first biasing member 432 and the second biasing member 435 may include other components suitable for applying a biasing force toward the valve 418 and the driver 420. .

  According to further features of the embodiment shown in FIG. 4, the nozzle portion 408 includes additional functionality for detecting information from the combustion chamber and collecting and transmitting it to one or more controllers via the injector 400. obtain. For example, the nozzle portion 408 can include one or more openings 491 in the sealed end 419 of the valve 418. These openings 491 allow relevant information from the combustion chamber to be transmitted at least partially through the injector 400. The nozzle portion 408 may further include a pressure seal 493 supported by the valve seat 421 and one or more temperature sensors 495 supported by the fiber optic cable 417. These detection functions are tailored to the detection, sensing or transmission of relevant combustion chamber information (eg, temperature information, light information, pressure information, thermal information, sound information, and / or any other information from the combustion chamber). Can be configured.

  In operation, fuel enters the base 406 via a fuel coupling or inlet 438. A fuel inlet 438 introduces the fuel into the force generator 426, and the fuel exits the force generator 426 through a plurality of outlet passages 440. The plurality of outlet passages 440 are fluidly connected to the fuel flow path 424. The fuel flow path 424 extends longitudinally adjacent to the core assembly 413. When the valve operating assembly 425 moves the valve 418 from the closed position to the open position (eg, away from the combustion chamber), the nozzle portion 408 injects and ignites the fuel. More specifically, as the force generator 426 moves the driver 420, the driver 420 moves a first distance D1 and then contacts a stop 430 supported by the valve 418. In this way, the driver 420 engages the valve 418 after obtaining propulsion or kinetic energy. After the driver 420 contacts the stop 430, the driver 420 continues to move to the second distance D2 while being engaged with the valve 418, thereby applying tension on the valve 418, 418 is moved to the open position. Thus, when the valve is in the open position (as shown in FIG. 4), the sealed end 419 of the valve 418 is spaced from the valve seat 421 by a fixed opening distance. This opening distance is generally equal to a value obtained by subtracting the first distance D1 from the second distance D2. As fuel passes through the open end 419 of valve 418, one or more ignition functions 434 may generate fuel ionization, air ionization and / or ionization of mixed fuel air events, thereby causing a fuel explosion. Is performed as a stratified charge in the combustion chamber. Thus, any driver or actuator of any of the injectors described herein will engage a corresponding valve after moving a predetermined distance and at least partially gaining propulsion.

  FIG. 5A is a cross-sectional side view of an integrated injector / igniter 500 (injector 500) configured in accordance with another embodiment of the present disclosure. The injector 500 shown in FIG. 5 includes a number of features that are generally similar in structure and function to the corresponding features of the injector described above with reference to FIGS. For example, as shown in FIG. 5, the injector 500 includes a main body 502. The main body 502 has a central portion 504. The central portion 504 extends between a first end or base 506 and a second end or nozzle portion 508. The nozzle portion 508 may be configured to extend into a threaded injection port in the cylinder head as shown, or for example, as shown in FIG. 1, FIG. 3A or FIG. 3B or FIG. May be configured to fit within a port that is approximately 8.4 millimeters (0.33 inches) or less in diameter as found in other diesel injection ports. However, in other embodiments, the nozzle portion 508 can be configured for different sized injection ports. The nozzle portion 508 may further include any number of alternative thread selections on the outer surface 509 suitable for engagement with the combustion chamber.

  Injector 500 also includes a valve actuation assembly 525 at base 506. The valve manipulation assembly 525 is configured to actuate a plurality of valves disposed throughout the body 502 of the injector 500. More particularly, the valve actuation assembly 525 includes a force generator 526 (eg, a piezoelectric power generator, an electromagnetic force generator, a magnet force generator). Force generator 526 induces movement of driver 520. The force generator 526 may also be operably coupled to a processor or controller, such as pulsing the force generator 526 or activating the force generator 526 depending on, for example, one or more combustion chamber conditions or engine parameters. Can be selectively performed. Driver 520 engages first check valve or base valve 554 at base 506. More particularly, the base valve 554 can include one or more stops 530. One or more stops 530 engage the driver 520 to cause the driver 520 to move the base valve 554 between an open position and a closed position (the illustrated base valve 554 is in the closed position in FIG. 5A). is there). The one or more stops 530 can be attached to the first end 555 of the base valve 554 or can be integrally formed with the first end 555 of the base valve 554. Base valve 554 also includes a base valve head or seal 556. Base valve head or seal 556 faces first end 558 of conduit component 542 as shown. Thus, the base valve head 556 engages with the corresponding valve seat 558 during movement from the base 506 to the central portion 504 of the injector 500.

  According to further features in the illustrated embodiment, the injector 500 also includes an insulating body 542. The insulating body 542 extends through at least the central portion 504 and the nozzle portion 502. Insulating body 542 may be constructed of a ceramic or polymer insulator suitable for containing high voltages generated within injector 500. Injector 500 further includes a fuel flow path extending through insulating body 542. More specifically, the injector 500 is provided with a first fuel flow portion 562. The first fuel flow portion 562 extends from the check valve 554 into the central portion 504 in the separation direction. The first fuel flow portion 562 is fluidly connected to the second fuel flow portion 564 and extends from the central portion 504 into the nozzle portion 508.

  In certain embodiments, the material comprising the first fuel flow portion 562 and the second fuel flow portion 564 at least partially causes fuel dripping from the nozzle portion 508 at the combustion chamber interface in response to fuel expansion and contraction. Material that can be avoided. More particularly, the first fuel channel 562 and the second fuel channel 564 may each include one or more passages. The one or more passages extend through a closed cell spring (eg, a closed cell spring). The closed cell spring has an appropriate cross section so that fuel can flow inside. In certain embodiments, the first fuel flow portion 562 and the second fuel flow portion 564 can be composed of a material having suitable heat resistance and chemical resistance or fatigue resistance. More specifically, such materials include silicones, fluorosilicones, and various fluoropolymers (eg, PFA, PTFE, PVDF, and other copolymers). These components may be extruded or injection molded with multiple open cells or closed cells, or filled and sealed with a gas or working fluid. Examples of such gases include argon, carbon dioxide, nitrogen, and the like, and examples of such working fluid include ammonia, propane, butane, fluorinated methane, ethane, and butane. Furthermore, various gases and vapors can be obtained by the gas or working fluid, and the fluids and vapors can function as evaporates when heat is added, and can function as phase concentrators when heat is lost. This, in turn, can serve as a spring and thermal flywheel or barrier combination to counter undesired expansion and fuel dripping at the combustion chamber interface.

  5B and 5D illustrate various embodiments of suitable cross-sectional shapes of the first fuel flow path 562, and FIGS. 5C and 5E illustrate various implementations of suitable cross-sectional shapes of the second fuel flow path 564. The form is shown. More specifically, FIG. 5B is a cross-sectional view of first flow path 562 taken substantially along line 5B-5B in FIG. 5A. In the embodiment shown in FIG. 5B, the first fuel channel 562 includes a first channel guide 565. The first flow path guide 565 includes a plurality of first flow paths or passages 567. The first guide 565 can be composed of a closed cell spring material, and the passage 567 extends longitudinally through the first guide 565. FIG. 5C is a cross-sectional view of second flow path 564 taken substantially along line 5C-5C in FIG. 5A. In the embodiment shown in FIG. 5C, the second channel 564 includes a second channel guide 569. The second flow path guide 569 includes a plurality of separate regions or portions 563 along with corresponding second flow paths or passages 571. Although six regions 563 are illustrated in the illustrated embodiment, in other embodiments, the second guide 569 can include more or fewer second passages 571. The second flow path extends in the longitudinal direction through the second guide portion 569. FIG. 5D is a cross-sectional view of another embodiment of first flow path 562 taken substantially along line 5B-5B of FIG. 5A. In the embodiment shown in FIG. 5B, the first fuel channel 562 includes a first channel guide 565. The first flow path guide 565 includes a cross-shaped first flow path or passage 567. The first guide 565 can be composed of a closed cell spring material and the passage 567 extends longitudinally through the first guide 565. FIG. 5E is a cross-sectional view of second flow path 564 taken substantially along line 5C-5C in FIG. 5A. In the embodiment shown in FIG. 5E, the second flow path 564 includes a second flow path guide 569. The second flow path guide 569 includes a plurality of second star-shaped flow paths or passages 571. The second channel 571 extends in the longitudinal direction through the second guide portion 569.

  Referring again to FIG. 5A, in the nozzle portion 508, the injector 500 further includes a radially expanding sleeve or flow control valve 566. A sleeve or flow control valve 566 is operably connected to the core or ignition assembly 575. The ignition assembly 575 includes a fixed ignition conductor 576. The fixed ignition conductor 576 is disposed coaxially so as to cover at least a part of the second flow portion 564. In certain embodiments, the ignition conductor 576 can be a conductive casing or cover (eg, a metal casing or metal plated ceramic disposed over the second fluidic portion 564). The ignition conductor 576 is connected to the voltage supply conductor 509 via the voltage terminal 574. The voltage supply conductor 509 is coupled to a suitable power source. In one embodiment, the ignition terminal 574 can supply at least approximately 80 KV (DC or AC) to the ignition conductor 576. However, in other embodiments, the ignition terminal 574 can supply a higher or lower voltage to the ignition conductor 576. The ignition assembly 575 also includes an ignition adapter 578. The ignition adapter 578 is connected to the ignition conductor 576. The ignition adapter 578 provides one or more fuel passages 578H and is coupled to the nozzle ignition conductor or rod 580. The ignition rod 580 is housed in a threaded manner into the ignition adapter 578 and extends from the ignition adapter 578 to the distal end of the nozzle portion 508 and is disposed at the interface with the combustion chamber. In the illustrated embodiment, the ignition rod 580 includes an ignition member or electrode 584. The ignition member or electrode 584 is disposed in the nozzle portion 508. The ignition electrode 584 can be a separate component attached to the ignition rod 580. However, in other embodiments, the ignition electrode 584 can be integrally formed with the ignition rod 580. Further, the ignition function portion 586 may include a smooth portion and / or a needle-like thread or other type of protrusion that extends in the circumferential direction away from the ignition electrode 584. The ignition electrode 584 and the corresponding ignition function part 586 are in a fixed state and function as a first electrode. The inner diameter of the nozzle portion 508 functions as a corresponding second electrode, and generates an ignition event together with the ignition function portion 586 (for example, a plasma ignition event).

  The ignition assembly 575 also includes an ignition insulator 582. The ignition insulator 582 is disposed coaxially so as to cover at least a part of the ignition electrode 584. The ignition insulator 582 can be constructed of a suitable insulating or dielectric material, thus insulating the ignition rod 580 from the ignition electrode 509. The ignition insulator 582 includes an enlarged end 583. The enlarged end 583 has a larger cross-sectional dimension (eg, diameter) and is adjacent to the ignition electrode 584. The enlarged end 583 is configured to contact the flow control valve 566 as shown in the normally closed position. According to further features in the illustrated embodiment, the nozzle portion 508 can also include one or more biasing members 581. One or more biasing members 581 are configured to bias or draw portions of the flow control valve 566.

  In the illustrated embodiment, the flow control valve 566 is a flow control valve that opens or expands radially. More specifically, the flow control valve 566 is a deformable or elastomeric sleeve valve 566, as shown, a second fuel flow portion 564, an ignition conductor 576, an ignition adapter 578, an ignition rod 580 and The ignition insulator 582 is arranged coaxially so as to cover at least a part thereof. The flow control valve 566 includes a first end 568 or a fixed end 568. End 568 is anchored, bonded or coupled to ignition conductor 576 at a location downstream from ignition insulator 582. For example, the first end 568 can be adhered to the ignition conductor 576 by a suitable adhesive, thermal polymer, thermosetting material, or other suitable adhesive. The flow control valve 566 further includes a second deformable or movable end 570 opposite the fixed end 568. The movable end 570 contacts the enlarged end 583 of the ignition insulator 582 and is configured to at least partially radially expand, expand, or deform, thereby delivering fuel to the nozzle portion of the injector 500. It is possible to get out of 508. Further details of embodiments of the flow control valve 566 are described below with reference to FIGS. 5F and 5G.

  FIG. 5F is a side view of one embodiment of a first flow control valve 566a configured in accordance with an embodiment of the present disclosure. The first flow control valve 566a can be used in the nozzle portion 508 of the injector 500 of FIG. 5A. In the embodiment shown in FIG. 5F, the first flow control valve 566a generally has a cylindrical or tubular sleeve shape and includes a first or fixed end 568. The first or fixed end 568 faces the second deformable or movable end 570. The first flow control valve 566a may include a mounting collar or stop 569. A mounting collar or stop 569 extends around at least a portion of the fixed end 568. The attachment stop 569 is configured to assist in holding the fixed end 568 in a desired position on the ignition conductor 576 by at least partially engaging the insulating body 542 (FIG. 5A). According to further features in the illustrated embodiment, the deformable or movable end 570 can include a plurality of spaced apart deformable fingers or leads 571. These leads 571 are arranged in the nozzle portion 508 so as to at least partially overlap and contact the enlarged end portion 583 of the ignition insulator 582. Further, these leads 571 are configured to be deformed or expanded outward in the radial direction by leads 571 shown by broken lines as shown in the figure. In this way, pressurized fuel and / or one or more actuators can deflect or deform one or more of the leads 571, thereby exiting the fuel through a normally coated and closed port. This allows fuel injection from the nozzle portion 508 of the injector 500. In one embodiment, the first flow control valve 566a can be comprised of a metallic material (eg, spring steel). However, in other embodiments, the first flow control valve can be constructed from a suitable elastomer.

  FIG. 5G is a side view of a second flow control valve 566b configured in accordance with an embodiment of the present disclosure. The second flow control valve 566b can be used in the nozzle portion 508 (FIG. 5A) of the injector 500. The second flow control valve 566b generally has the same structure and function as the first flow control valve 566a shown in FIG. 5B. However, the second flow control valve 566b does not include a separate deformable part or lead. That is, the second flow control valve 566b includes a second deformable or movable end 570. The second deformable or movable end 570 has a generally cylindrical or tubular sleeve shape. The deformable end includes a deformable portion 573 disposed at a plurality of intervals. These portions 573 are disposed on the second flow control valve 566b. More particularly, in one embodiment, the second flow control valve 566b can be constructed from a suitable elastomer or other deformable material, and the deformable portion 573 is formed from a deposited ferromagnetic material (eg, metal May include discrete sites or segments of the coating. For example, the deformable portion 573 can include a metal coating. The metal coating includes a material (eg, glass iron, iron cobalt alloys (eg, approximately 48% cobalt and 52% iron), chrome iron silicon) or other suitable iron alloys). In this way, the deformable portion 573 can selectively deform the second end 570 of the second flow control valve 566 according to the magnetic force applied to the second flow control valve 566.

  Referring again to FIG. 5A, according to further features of the illustrated embodiment, the injector 500 also includes a fuel outlet passage 572 in the nozzle portion 508. The fuel outlet passage 572 is disposed between the flow control valve 566 and the ignition insulator 582. The fuel outlet passage 572 is fluidly connected to the second fuel flow portion 564 via the ignition adapter 578. In operation, fuel is introduced into the fuel outlet passage 572 and selectively dispersed from the nozzle portion 508 by actuation of the flow control valve 566. More particularly, in operation, fuel enters the base 506 from the injector 500 through the first fuel coupling or inlet 538a. The first fuel inlet 538 a introduces the fuel into the force generator 526, after which the fuel exits the force generator 526 through a plurality of outlet passages 540. The outlet passage 540 is fluidly connected to the fuel flow path or passage 524. However, in other embodiments, the base 506 provides an optional second fuel inlet 538b (a line indicated by a dashed line) for directing fuel into the fuel flow path 524 rather than through the force generator 526. May be included. Driver 520 includes a plurality of fuel flow paths or passages. These multiple fuel flow paths or passages extend through the driver 520 to allow fuel to flow to an intermediate fuel flow rate 560. When the base valve head 556 is positioned relative to the valve seat 558, the base valve head seals the intermediate fuel flow 560.

  By raising the base valve head 556 from the valve seat 558, when the valve operating assembly 525 moves the check valve or base valve 554 to the open position, pressurized fuel flows into the first fuel flow portion 564. To do. In certain embodiments, for example, the force generator 526 can contact the stop 530 on the base valve 554 after actuating the driver 520 to move the first distance. After obtaining propulsion and contacting the stop 530, the driver 520 can move a second distance with the base valve 554 to open the base valve head 556. Thereafter, the pressurized fuel may flow from the first fuel flow portion 564 into the fuel outlet passage 572 through the second fuel flow portion 566 and the ignition adapter 578. In one embodiment, the pressure of the fuel in the fuel outlet passage 572 is sufficient to at least partially radially expand / deform the movable end 570 of the flow control valve 566, thereby The fuel passes through the enlarged end 583 of the ignition insulator 580. Therefore, the position of the flow rate control valve 566 in the nozzle unit 508 avoids dripping of fuel from the nozzle unit 508 or undesirable liquid leakage. In other embodiments, one or more actuators, drivers, selective biasing members, or other suitable force generators can be used to at least partially radially expand and move the movable end 570 of the flow control valve 566. And / or can be deformed. When the flow control valve 566 selectively dispenses fuel from the fuel outlet passage 572, the fuel may pass through one or more ignition features 586. One or more ignition functions 586 can generate ignition events for igniting and injecting fuel into the combustion chamber.

  FIG. 6 is a cross-sectional side view of an integrated injector / igniter 600 (“injector 600”) configured in accordance with yet another embodiment of the present disclosure. As described in detail below, the injector 600 is particularly suitable for large engine applications (eg, gas turbines and various high speed rotary combustion engines operating with multiple fuel selection and / or multiburst applications). The injector 600 is also particularly suitable for applications such as the relatively small injection ports 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 injector described above with reference to FIGS. For example, as shown in FIG. 6, the injector 600 includes a main body 602. The main body 602 has a central portion 604. The central portion 604 extends between the first or base portion 606 and the second or nozzle portion 608. The nozzle portion 608 is configured to extend into an injection port in the cylinder head (eg, a port having a diameter of about 8.4 millimeters (0.33 inches) or less as found in many current diesel injection ports). Is done. However, in other embodiments, the nozzle portion 608 can be configured for different sized injection ports.

  Injector 600 further includes one or more base assemblies 629 (shown separately as first base assembly 629a and second base assembly 629b). The first base assembly 629 a and the second base assembly 629 b are configured to contain fuel into the base 606 of the injector 600 and meter the fuel into the nozzle portion 608. More particularly, each base assembly 629 includes a valve actuation assembly 625. The valve actuation assembly 625 is configured to actuate a corresponding poppet or base valve 654. More particularly, the valve actuation assembly 625 includes a force generator 626 that induces movement of the driver 620 (eg, an electric force generator, an electromagnet force generator, a magnet force generator). The force generator 626 can also be operatively coupled to a corresponding controller or processor 622 (shown separately as a first controller 622a and a second controller 622b), such as, for example, one or more combustion chambers. Depending on conditions or engine parameters, pulsing the force generator 626 or activating the force generator 626 can be selectively performed. Driver 620 engages a first check or base valve 654 at base 606. More particularly, the base valve 654 includes one or more stops 630. These stop portions 630 engage with a biasing member 617 (for example, a coil spring). The biasing member 617 is disposed in the biasing member cavity 619 and biases the base valve toward the closed position as shown in FIG. 6 (for example, in the direction toward the nozzle portion 608). The base valve stop 630 also engages the driver 620, which causes the driver 620 to move the base valve 654 between an open position and a closed position. Base valve 654 also includes a base valve head or seal 656. The base valve head or seal 656 engages a corresponding valve seat 658 in the normally closed position as shown.

  According to further features in the illustrated embodiment, the injector 600 also includes a fuel inlet joint 638 (shown separately as a first fuel inlet joint 638a and a second fuel inlet joint 638b). The fuel inlet joint is operably coupled to a corresponding base assembly 629, thereby introducing fuel into the base assembly 629. When the base valve is in the open position, in each base assembly 629, fuel passes through the force generator 626 and driver 620 and through the base valve head 656. The injector 600 further includes a fuel connection line 657 (shown separately as a first fuel connection line 657a and a second fuel connection line 657b). The first fuel connection line 657 a and the second fuel connection line 657 b are for sending the fuel from the base 606 to the fuel flow path or passage 624. The fuel flow path or passage 624 extends through the central portion 606 and the nozzle portion 608 of the main body 602. The fuel flow path 624 extends longitudinally adjacent to the core assembly 613. Core assembly 613 extends from base 606 through body 602 and at least partially into nozzle portion 608. The core assembly 613 includes a core insulator 616. The core insulator 616 is coaxially disposed over the ignition member or conductor 614. The core assembly 613 also includes a cylindrical or tubular housing member 688. A cylindrical or tubular housing member 688 defines the fuel flow path 624 at least partially with the ignition insulator 616. Core assembly 613 extends through insulating body 642 of body 402. The ignition conductor 614 is operably coupled to the ignition terminal 627, thereby supplying an ignition voltage to an ignition electrode 684 having one or more ignition function portions 686. The ignition electrode 684 is a first electrode and can generate an ignition event together with the second electrode 685. The second electrode 685 can be a conductive portion at the distal end of the nozzle portion 608. The ignition insulator 616 includes an enlarged end 683. The enlarged end 683 has a larger cross-sectional dimension (eg, a larger cross-sectional diameter) and is adjacent to the ignition electrode 684.

  The enlarged end 683 of the ignition insulator 616 is configured to contact a flow control valve 666 supported by the nozzle portion 608. The flow control valve 666 is a radially expanding valve and includes a first or fixed end 668. This end 668 is anchored, bonded or coupled to the housing member 688 at a position downstream from the enlarged end 683 of the ignition insulator 616. For example, the first end 668 can be adhered to the outer surface of the housing member 688 by a suitable adhesive, thermopolymer, thermosetting material, or other suitable adhesive. The flow control valve 666 includes a second deformable or movable end 670. The end 670 faces the fixed end 668. The movable end 670 contacts the enlarged end 683 of the ignition insulator 682 and is configured to expand, expand, or deform at least partially in the radial direction, thereby delivering fuel to the nozzle portion of the injector 600. It is a realization to get out of 608. More specifically, the housing member 688 includes a plurality of fuel outlet ports 669. A plurality of fuel outlet ports 669 are adjacent to the movable end 670 of the flow control valve 666.

  In operation, fuel is introduced into base assembly 629 via fuel inlet joint 638. The fuel passes through force generator 626 and driver 622 and arrives at base valve head 656. When the valve operating assembly 625 moves the valve 654 to the open position and moves the base valve head 656 away from the valve seat 658, the fuel passes through the base valve head 656 and passes through the fuel connection line. Flows into 657. From the fuel connection line 657, the pressurized fuel flows into the fuel flow path 624. In one embodiment, the pressure of the fuel in the fuel flow path 624 is sufficient to at least partially radially expand / deform the movable end 670 of the flow control valve 666, thereby The fuel passes through the enlarged end 683 of the ignition insulator 680. However, in other embodiments, the movable end 670 of the flow control valve 666 is at least partially radial by one or more actuators, drivers, selective biasing members or other suitable force generators. It is also possible to expand and / or deform. As the flow control valve 666 selectively dispenses fuel from the fuel outlet port 669, the fuel passes through one or more ignition features 686. The ignition function unit 686 can generate an ignition event for performing ignition and injection of fuel into the combustion chamber.

  In certain embodiments, each base assembly 629 and other fuel flow controllers can be configured to: 1) Control fuel flow by opening any of the valve assemblies. And and 2) generation of an ionization voltage upon completion of the valve opening function. To accomplish both of these functions, in certain embodiments, for example, each force generator 626 can be a solenoid winding that includes a first or main winding and a second winding. The second winding may include a greater number of turns than the first winding. Each winding may also include one or more insulating layers (eg, varnish or other suitable insulator). However, the second winding may include a greater number of insulating layers than the first winding. Force generator 626 is also electrically coupled to conductor 614. By winding a power generator 626 or solenoid as a transformer with a main winding having a larger number of turns and a second winding, the main winding can carry a high current when a voltage is applied. This creates or triggers movement of the driver 620 within the plunger. When the relay to the main winding opens, the driver 620 is released and a very high voltage is generated by the second winding. The high voltage of the second winding can be applied to the plasma generation ignition event by providing initial ionization. Thereafter, a relatively low voltage discharge from a capacitor charged by any suitable source (eg, energy collected from the combustion chamber by a photovoltaic generator, thermoelectric generator, and piezoelectric generator) into the combustion chamber. The ionization current supply and fuel push-in continue.

  Integrated injector ignition device embodiments and in particular the flow control valve disclosed in detail herein provide several advantages over conventional injectors and ignition devices. For example, as one advantage, these flow control valves have a radially compact shape and configuration, and injector nozzles used in current diesel engines or other large engines where the dimensions at the injection port are very limited Is particularly suitably placed on the part. As noted above, for example, in the case of current diesel engine injection ports, the injection port diameter is often about 8.4 mm (0.33 inches). As disclosed herein, these flow control valves and associated actuation, insulation and ignition components can operate within a limited available space. Furthermore, by placing these valves at or near the combustion chamber interface, unwanted fuel dripping can be at least partially avoided. If the fuel tends to expand due to thermal gain, resulting in pressure between injection events, using an embodiment similar to that shown in FIGS. 5B, 5C, 5D and / or 5E Thus, fuel dripping into the combustion chamber at an undesired timing can be avoided. Furthermore, the flow control valve embodiments disclosed herein are particularly suitable for resonating, thereby achieving very high operating speeds. Furthermore, the embodiments disclosed herein also allow for a fixed connection between the valve operation (eg, driver or plunger) and the corresponding valve in both an inwardly open configuration and an outwardly open configuration. To do. In addition, these embodiments allow for high temperature operating capability in applications in insulated engines and other applications that have a relatively large amount of heat ingress from the combustion chamber. Furthermore, these embodiments allow a fixed delivery of the ignition voltage, which in turn allows delivery of very high voltages and thus electrode gap currents, so that the liquid fuel is ionized vapor during the liquid fuel injection. In addition, it can be converted to a high-speed plasma explosion at a very high speed. These embodiments also allow much higher power rates to be achieved (eg selected to be able to accommodate very fast combustion completion to eliminate the need / utilization of precombustion chambers and combustion cans). 10000 HP injector for gas turbine and large piston engine applications). In addition, these embodiments also allow for central ignition or electrode assembly, which allows components to be integrated and combined functions (eg, equipped with fiber 617 (eg, optical filament, current and voltage conduction)). Thus, it functions as a fixed valve seat for a normally closed valve. Furthermore, these embodiments allow for extremely high dielectric strength that allows ionization voltages of 50 kV to 150 kV for current pulses of immediate amplitude of 1000 or more through ignition electrodes as shown.

In addition, some of the embodiments described above in detail for the injectors may be fuels characterized by hydrogen (eg, ammonia) or other fuels with low energy density (eg, one that is 3000 times lower in energy density than diesel). Carbon oxide and hydrogen) can be used in engines configured to burn. For example, marine tanker engines that carry liquid methane, propane, ammonia, methanol, and / or other items may save operating costs if they include some embodiments of the injectors disclosed herein. can do. In one embodiment, for example, the conveyed article can be modified as follows using waste heat from the engine.
2NH ₃ → 3H ₂ + N ₂
CH ₃ OH → CO + H ₂

  Convert propulsion engines (eg, heat engines (eg, compression ignition diesel engines, various rotary combustion engines, and gas turbines) to operate with fuels that can be modified by endothermic reactions. This is achieved. In endothermic reactions, the heat rejected by such heat engines is used to promote such reactions. In other embodiments, the injector may be used at power plants, chemical upgrades and / or other suitable locations using a heat engine.

  In these types of embodiments, thermochemical regeneration using heat rejected by the engine allows for attractive fuel savings. This is because the fuel characterized by hydrogen is capable of energy production yields 15-30% higher than the feedstock. In addition, the injector embodiments disclosed herein allow fuel characterized by hydrogen to be burned 12 times faster than diesel or heavy oil fuel, greatly increasing engine efficiency. Improves and eliminates particles in the engine exhaust.

  From the foregoing, it will be understood that although particular embodiments of the disclosure have been described herein for purposes of illustration, various modifications may be made without departing from the spirit and scope of the invention. For example, the dielectric strength of the insulators disclosed herein can be changed and modified to include other materials and processing means. Actuators and drivers can vary depending on the use of fuel and / or corresponding injectors. Furthermore, the components of the injector can also be changed. For example, the electrodes, optical components, actuators, valves, and nozzles or body can be constructed of different materials, or can be of other configurations other than those shown and described, such configurations 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 injectors and ignition devices with various configurations and ideas 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 (36)

An injector for introducing and igniting fuel at the interface with the combustion chamber,
An injector body,
A base configured to contain fuel in the injector body;
A nozzle portion opposed to the base and arranged near the combustion chamber and configured to inject fuel into the combustion chamber;
A body insulator extending through at least a portion of the body;
An injector body that is supported by the body insulator and includes a valve seat disposed at or near the nozzle portion;
A fuel flow path extending through the body;
A core assembly extending coaxially with at least a portion of the fuel flow path through the body,
An ignition rod extending from the base to the nozzle,
An ignition insulator disposed coaxially over the ignition rod and extending at least partially from the base into the nozzle portion;
A valve coaxially disposed over the ignition insulator, the valve including a sealing head adjacent to the valve seat, moving between the open position and the closed position along the ignition insulator; The sealing head is spaced apart from the valve seat so that fuel exits the fuel flow path, and in the closed position the sealing head is at least partially in contact with the valve seat and the fuel An injector comprising: a core assembly including a valve for closing the flow path. The injector according to claim 1, wherein a diameter of the nozzle portion is about 0.33 inches or less.   The injector according to claim 1, wherein a length of the nozzle portion is approximately 12 inches or more. Further comprising a valve actuation assembly supported by the base, the valve actuation assembly comprising:
A driver surrounding at least a portion of the valve, the driver being movable between a first position and a second position, the valve being in the closed position when the driver is in the first position; And when the driver moves to the second position, the driver engages and moves the valve to the open position;
A force generator configured to actuate the driver to move between the first position and the second position;
The injector of claim 1, comprising a controller configured to selectively activate the force generator.   5. The fuel inlet of claim 4, further comprising a fuel inlet, wherein the fuel inlet is fluidly connected to the force generator to introduce fuel into the base via the force generator. Injector.   The valve includes a first end opposite the sealing head, and the injector further includes a driver that moves between a first position and a second position within the base. And when the driver is in the first position, the valve is held in the open position, and when the driver moves to the second position, the driver moves the first of the valve. The injector of claim 1, wherein the injector is engaged with an end of the valve to move the valve to the open position.   7. The first end of the valve includes a stop, and the driver contacts the stop when the driver engages the first end of the valve. The injector as described in.   The driver of claim 6, wherein the driver engages the first end of the valve when the driver moves toward the second position after moving a predetermined distance. The described injector.   Further comprising one or more optical fibers extending through the ignition rod, wherein the one or more optical fibers are configured to transmit combustion chamber information from the combustion chamber to a controller operably coupled to the injector. The injector according to claim 1.   The ignition rod includes one or more ignition function parts, and the one or more ignition function parts are disposed in the nozzle part between the sealing head of the valve and the combustion chamber, The injector according to claim 1, wherein the ignition function unit is configured to generate an ignition event for igniting fuel exiting from the nozzle unit.   The injector according to claim 10, wherein the one or more ignition function units are spirally wound around at least a part of the ignition rod.   The injector of claim 1, wherein the sealing head of the valve is spaced from the interface with the combustion chamber by a distance of at least about 12 inches or more.   The injector of claim 1, wherein the sealing head of the valve is configured to be disposed in the nozzle portion adjacent to the interface with the combustion chamber. Which further includes a controller,
Selectively controlling movement of the valve relative to the ignition insulator;
The injector of claim 1, wherein the injector performs an ignition event generated by the ignition rod and selectively controlling.   The valve has a first length, the ignition insulator has a second length that is longer than the first length, and the ignition rod has a third length that is longer than the second length. The injector of claim 1, having a length of   The injector according to claim 1, wherein the valve is a valve that opens in an outward direction, and moves toward the combustion chamber when the valve moves from the closed position to the open position. .   The injection according to claim 1, wherein the valve is a valve that opens in an inward direction, and moves in a separation direction from the combustion chamber when the valve moves from the closed position to the open position. vessel.   The injector of claim 1, wherein the fuel flow path extends between the valve and the body insulator through the body. An injector for introducing fuel into the combustion chamber,
A body having a first end opposite the second end, wherein the second end is arranged adjacent to an interface of the combustion chamber, the first end A body configured to be spaced from the combustion chamber;
An ignition conductor extending from the first end to the second end through the body, transmitting ignition energy from the first end to the second end, An ignition conductor configured to generate an ignition event in the vicinity of the interface;
The insulator extending longitudinally along the ignition conductor and surrounding at least a portion of the ignition conductor;
A valve extending from the first end to the second end along the insulator in a longitudinal direction, including a sealed end, between the open position and the closed position along the insulator A valve that is movable at
A valve seat disposed at or near the second end of the body, wherein when the valve is in the open position, the sealed end is spaced from the valve seat; The injector includes a valve seat that comes into contact with at least a portion of the valve seat when the valve is in the closed position. The insulator is a first insulator, and the injector is
A second insulator extending in the longitudinal direction along the body and spaced radially from the valve;
20. The injection of claim 19, further comprising an annular fuel flow path extending from the first end to the second end between the second insulator and the valve. vessel.   The injector of claim 19, further comprising a fuel flow path, the fuel flow path being disposed coaxially around the valve.   The sealed end of the valve includes an enlarged end of the valve, the enlarged end of the valve having a first diameter, the first diameter being greater than the second diameter of the valve. The injector according to claim 19.   One or more photosensors further comprising the one or more photosensors extending from the first end to the second end to detect and transmit combustion chamber information from the combustion chamber. The injector according to claim 19, wherein the injector is configured as follows.   24. The injector of claim 23, wherein the one or more photosensors extend longitudinally through the ignition conductor. The valve further comprises a base opposite the sealed end, and the injector
An actuator disposed at the first end, the actuator being movable between a first position and a second position, wherein the actuator is moved from the first position to the second position; Then, the actuator is in contact with the base of the valve, and the actuator moves the valve from the closed position toward the open position;
A force generator disposed at the first end adjacent to the actuator configured to activate and move the actuator between the first position and the second position; The injector of claim 19, further comprising a force generator.   20. The valve extends at least partially through the second end of the body, and the sealed end of the valve is disposed adjacent to the interface of the combustion chamber. The injector as described in.   And further comprising one or more ignition functions supported by the ignition conductor, the one or more ignition functions disposed between the sealed end of the valve and the interface of the combustion chamber; The injector of claim 19, wherein the injector is configured to generate an ignition event for igniting fuel passing past the closed end of the fuel.   The injector of claim 19, wherein the diameter of the second end of the body is approximately 0.33 inches or less. An injector for introducing fuel into the combustion chamber,
A nozzle portion configured to be disposed adjacent to an interface with the combustion chamber;
A base configured to face the nozzle portion and to be spaced from the nozzle portion;
An ignition conductor extending at least partially through the nozzle portion;
An ignition insulator disposed coaxially over at least a portion of the ignition conductor;
A valve disposed within the nozzle portion, disposed coaxially over at least a portion of the ignition insulator and spaced radially from at least a portion of the ignition insulator;
A first end generally secured to the ignition insulator;
A second sealed end disposed between the first end and the combustion chamber, and is at least partially deformable in a direction radially away from the ignition insulator, thereby A second sealed end that moves from a closed position to an open position and injects fuel from the nozzle into the combustion chamber;
An injector comprising a valve including zero.   The valve is a first valve, and the injector further comprises a second valve disposed at the base, the second valve being in a direction generally parallel to the longitudinal axis of the injector. 30. The injector according to claim 29, wherein the fuel flows from the base portion to the nozzle portion by moving from a closed position and an open position.   The injector according to claim 30, wherein the second valve is movable independently of the first valve.   And further comprising a driver movably disposed on the base, the base coaxially surrounding at least a portion of the second valve, the driver having a first position and a second position. And when the driver moves from the first position toward the second position, the driver engages with the second valve to move the second valve to the second position. 30. The injector according to claim 29, wherein the injector is moved from a closed position toward the open position.   The ignition conductor is a first ignition conductor, and the injector further includes a second ignition conductor, the second ignition conductor being electrically connected to the first ignition conductor, the second ignition conductor 30. The injector of claim 29, wherein the ignition conductor at least partially accommodates a fuel flow path extending from the nozzle portion toward the base and extending longitudinally through the injector.   The base includes an ignition terminal, the ignition terminal is configured to be operably coupled to an ignition energy source, and the ignition conductor extends from the ignition terminal in the base to the nozzle portion. The injector according to claim 29.   35. The injector of claim 34, wherein the ignition insulator is coaxially disposed over the ignition conductor and extends at least partially from the base into the nozzle portion.   The ignition insulator includes an enlarged end, the enlarged end is disposed adjacent to the interface with the combustion chamber, and the second sealed end of the valve is the enlarged end of the ignition insulator. 30. An injector as claimed in claim 29, arranged adjacent to the end.

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