EP2470768A1 - Methods and systems for reducing the formation of oxides of nitrogen during combustion in engines - Google Patents
Methods and systems for reducing the formation of oxides of nitrogen during combustion in enginesInfo
- Publication number
- EP2470768A1 EP2470768A1 EP10846264A EP10846264A EP2470768A1 EP 2470768 A1 EP2470768 A1 EP 2470768A1 EP 10846264 A EP10846264 A EP 10846264A EP 10846264 A EP10846264 A EP 10846264A EP 2470768 A1 EP2470768 A1 EP 2470768A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- combustion
- engine
- combustion chamber
- injector
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
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- 238000000034 method Methods 0.000 title claims abstract description 111
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2432—Methods of calibration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M33/00—Other apparatus for treating combustion-air, fuel or fuel-air mixture
- F02M33/02—Other apparatus for treating combustion-air, fuel or fuel-air mixture for collecting and returning condensed fuel
- F02M33/08—Other apparatus for treating combustion-air, fuel or fuel-air mixture for collecting and returning condensed fuel returning to the fuel tank
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
- F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
- F02M51/0664—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding
- F02M51/0685—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a cylindrically or partly cylindrically shaped armature, e.g. entering the winding; having a plate-shaped or undulated armature entering the winding the armature and the valve being allowed to move relatively to each other or not being attached to each other
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/04—Injectors with heating, cooling, or thermally-insulating means
- F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
- F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
- F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1893—Details of valve member ends not covered by groups F02M61/1866 - F02M61/188
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/36—Control for minimising NOx emissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
- F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/90—Selection of particular materials
- F02M2200/9038—Coatings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P23/00—Other ignition
- F02P23/02—Friction, pyrophoric, or catalytic ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02W—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO WASTEWATER TREATMENT OR WASTE MANAGEMENT
- Y02W10/00—Technologies for wastewater treatment
- Y02W10/30—Wastewater or sewage treatment systems using renewable energies
- Y02W10/33—Wastewater or sewage treatment systems using renewable energies using wind energy
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02W—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO WASTEWATER TREATMENT OR WASTE MANAGEMENT
- Y02W10/00—Technologies for wastewater treatment
- Y02W10/30—Wastewater or sewage treatment systems using renewable energies
- Y02W10/37—Wastewater or sewage treatment systems using renewable energies using solar energy
Definitions
- Renewable resources are intermittent for producing needed replacement energy in various forms such as electricity, hydrogen, fuel alcohols, and methane.
- Solar energy is a daytime event, and the daytime concentration varies seasonally and with weather conditions. In most areas, wind energy is intermittent and highly variable in magnitude. Falling water resources vary seasonally and are subject to extended draughts. In most of the earth's landmass, biomass is seasonally variant and subject to draughts. Throughout the world, considerable energy that could be delivered by hydroelectric plants, wind farms, biomass conversion, and solar collectors is wasted because of the lack of practical ways to save kinetic energy, fuel, and/or electricity until it is needed.
- Figure 12 is an illustration of an injector embodiment of the disclosure operated in accordance with the principles of the disclosure.
- Figure 13 is a magnified end view of the flattened tubing shown in Figure 10.
- Figure 17A is a side view of an insulator or dielectric body configured in accordance with one embodiment of the disclosure
- Figure 17B is a cross- sectional side view taken substantially along the lines 17B- 7B of Figure 17A.
- Figure 27A is a cross-sectional side view of an injector configured in accordance with another embodiment of the disclosure
- Figure 27B is a schematic graphical representation of several combustion properties of the injector of Figure 27A.
- Figures 28-30A are cross-sectional side views of injectors configured in accordance with other embodiments of the disclosure.
- Figures 30B and 30C are front views of ignition and flow adjusting devices configured in accordance with embodiments of the disclosure.
- Figures 31 and 32 are cross-sectional side view of injectors configured in accordance with further embodiments of the disclosure.
- Figure 35A is a cross-sectional side view of an injector configured in accordance with another embodiment of the disclosure.
- Figure 35B is a front view of the injector of Figure 35A illustrating an ignition and flow adjusting device configured in accordance with an embodiment of the disclosure.
- Figure 37 is a schematic cross-sectional side view of a system configured in accordance with another embodiment of the disclosure.
- the injector 110 includes a body 112 having a middle portion 116 extending between a base portion 114 and a nozzle portion 118.
- the nozzle portion 118 extends at least partially through a port in an engine head 107 to position an end portion 119 of the nozzle portion 118 at the interface with the combustion chamber 104.
- the injector 110 further includes a passage or channel 123 extending through the body 112 from the base portion 114 to the nozzle portion 118.
- the channel 123 is configured to allow fuel to flow through the body 112.
- the channel 123 is also configured to allow other components, such as an actuator 122, to pass through the body 112, as well as instrumentation components and/or energy source components of the injector 110.
- the actuator 122 can be a cable or rod that has a first end portion that is operatively coupled to a flow control device or valve 120 carried by the end portion 119 of the nozzle portion 118.
- the flow valve 120 is positioned proximate to the interface with the combustion chamber 104.
- the injector 110 can include more than one flow valve, as well as one or more check valves positioned proximate to the combustion chamber 104, as well as at other locations on the body 112.
- the driver 124 can tension the actuator 122 to retain the flow valve 120 in a closed or seated position, and the driver 124 can relax the actuator 122 to allow the flow valve 120 to inject fuel, and vice versa.
- the driver 124 can be responsive to the controller as well as other force inducing components (e.g., acoustic, electromagnetic and/or piezoelectric components) to achieve the desired frequency and pattern of the injected fuel bursts.
- Such feedback and adaptive adjustment by the controller 126, driver 124, and/or actuator 126 also allows optimization of outcomes such as power production, fuel economy, and minimization or elimination of pollutive emissions including oxides of nitrogen.
- U.S. Patent Application Publication No. 2006/0238068 which is incorporated herein by reference in its entirety, describes suitable drivers for actuating ultrasonic transducers in the injector 110 and other injectors described herein.
- the cover 121 and/or the flow valve 120 can be configured to create sudden gasification of the fuel flowing past these components. More specifically, the cover 121 and/or the flow valve 120 can include surfaces having sharp edges, catalysts, or other features that produce gas or vapor from the rapidly entering liquid fuel or mixture of liquid and solid fuel. The acceleration and/or frequency of the flow valve 120 actuation can also suddenly gasify the injected fuel. In operation, this sudden gasification causes the vapor or gas emitted from the nozzle portion 118 to more rapidly and completely combust. Moreover, this sudden gasification may be used in various combinations with super heating liquid fuels and plasma or acoustical impetus of projected fuel bursts.
- the first electrode can be coupled to the power source (e.g., a voltage generation source such as a capacitance discharge, induction, or piezoelectric system) via one or more conductors extending through the injector 110. Regions of the nozzle portion 118, the flow valve 120, and/or the cover 121 can operate as a first electrode to generate an ignition event (e.g., spark, plasma, compression ignition operations, high energy capacitance discharge, extended induction sourced spark, and/or direct current or high frequency plasma, in conjunction with the application of ultrasound to quickly induce, impel, and complete combustion) with a corresponding second electrode of the engine head 107.
- an ignition event e.g., spark, plasma, compression ignition operations, high energy capacitance discharge, extended induction sourced spark, and/or direct current or high frequency plasma, in conjunction with the application of ultrasound to quickly induce, impel, and complete combustion
- the first electrode can be configured for durability and long service life.
- the injector 110 can be configured to provide energy conversion from combustion chamber sources and/or
- the injector 210 can further include instrumentation for sensing various properties of the combustion in the combustion chamber 202 (e.g., properties of the combustion process, the combustion chamber 202, the engine 204, etc.). In response to these sensed conditions, the injector 210 can adaptively optimize the fuel injection and ignition characteristics to achieve increased fuel efficiency and power production, as well as decrease noise, engine knock, heat losses and/or vibration to extend the engine and/or vehicle life. Moreover, the injector 210 also includes actuating components to inject the fuel into the combustion chamber 202 to achieve specific flow or spray patterns 205, as well as the phase, of the injected fuel.
- instrumentation for sensing various properties of the combustion in the combustion chamber 202 (e.g., properties of the combustion process, the combustion chamber 202, the engine 204, etc.). In response to these sensed conditions, the injector 210 can adaptively optimize the fuel injection and ignition characteristics to achieve increased fuel efficiency and power production, as well as decrease noise, engine knock, heat losses and/or vibration to extend the engine and/or vehicle life.
- the injector 210 can include one or more valves positioned proximate to the interface of the combustion chamber 202.
- the actuating components of the injector 210 provide for precise, high frequency operation of the valve to control at least the following features: the timing of fuel injection initiation and completion; the frequency and duration of repeated fuel injections; and/or the timing and selection of ignition events.
- the individual layers 307 of the corresponding patterns 305 provide the benefit of a relatively large surface to volume ratios of the injected fuel. These large surface to volume ratios provide higher combustion rates of the fuel charges, as well as assist in insulating and accelerating complete combustion the fuel charges. Such fast and complete combustion provides several advantages over slower burning fuel charges. For example, slower burning fuel charges require earlier ignition, cause significant heat losses to combustion chamber surfaces, and produce more backwork or output torque loss to overcome early pressure rise from the earlier ignition.
- systems and injectors according to the present disclosure provide the ability to replace conventional injectors, glow plugs, or spark plugs (e.g., diesel fuel injectors, spark plugs for gasoline, etc.) and develop full rated power with a wide variety of renewable fuels, such as hydrogen, methane, and various inexpensive fuel alcohols produced from widely available sewage, garbage, and crop and animal wastes.
- renewable fuels such as hydrogen, methane, and various inexpensive fuel alcohols produced from widely available sewage, garbage, and crop and animal wastes.
- these renewable fuels may have approximately 3,000 times less energy density compared to refined fossil fuels
- the systems and injectors of the present disclosure are capable of injecting and igniting these renewable fuels for efficient energy production.
- Figure 4 is a longitudinal section of a component assembly of an embodiment that is operated in accordance with an embodiment of the disclosure.
- Figure 5 is an end view of the component assembly of Figure 4 configured in accordance with an embodiment of the disclosure.
- an injector 3028 enables interchangeable utilization of original fuel substances or of hydrogen-characterized fuel species that result from the processes described. This includes petrol liquids, propane, ethane, butane, fuel alcohols, cryogenic slush, liquid, vaporous, or gaseous forms of the same fuel or of new fuel species produced by the thermochemical regeneration reactions of the present disclosure.
- the injector configuration enables a high voltage for spark ignition to be applied to conductor 3068 within well 3066 and thus development of ionizing voltage across conductive nozzle 3070 and charge accumulation features 3085 within the threaded portion 3086 at the interface to the combustion chamber as shown in Figures 4 and 5.
- the flow control valve 3074 is lifted by a high strength insulator cable or light conducting fiber cable 3060, which is moved by force of driver or armature 3048 of solenoid operator assembly as shown.
- cable 3060 is 0.04 mm (0.015 inch) in diameter and is formed of a bundle of high strength light-pipe fibers including selections of fibers that effectively transmit radiation in the IR, visible, and/or UV wavelengths.
- an exemplary fast- closing check valve is comprised of a ferromagnetic element encapsulated within a transparent body. This combination of functions may be provided by various geometries including a ferromagnetic disk within a transparent disk or a ferromagnetic ball within a transparent ball as shown. In operation, such geometries enable check valve 3084 to be magnetically forced to the normally closed position to be very close to flow control valve 3074 and the end of cable 3060 as shown.
- check valve 3084 When flow control valve 3074 is lifted to provide fuel flow, check valve 3084 is forced to the open position within the well bore that cages it within the intersecting slots 3088 that allow fuel to flow through magnetic valve seat 3090 past check valve 3084 and through slots 3088 to present a very high surface to volume penetration of fuel into the air in the combustion chamber as shown in Figures 12 and 14 (discussed below). Accordingly, the cable 3060 continues to monitor combustion chamber events by receiving and transmitting radiation frequencies that pass through the check valve 3084.
- suitable materials for transparent portions of check valve 3084 include sapphire, quartz, high temperature polymers, and ceramics that are transparent to the monitoring frequencies of interest.
- cable 3060 can form one or more free motion flexure extents such as loops above armature-stop ball 3035, which preferably enables armature 3048 to begin movement and develop momentum before starting to lift cable 3060 to thus suddenly lift flow control valve 3074, and fixedly passes through the soft magnet core 3045 to deliver radiation wavelengths from the combustion chamber to sensor 3040 as shown.
- sensor 3040 may be separate or integrated into controller 3043 as shown.
- an optoelectronic sensor system provides comprehensive monitoring of combustion chamber conditions including combustion, expansion, exhaust, intake, fuel injection and ignition events as a function of pressure and/or Yadiation detection in the combustion chamber of engine 3030 as shown.
- flow control valve 3074 can be urged to the normally closed condition by a suitable mechanical spring or by compressive force on cable or rod 3060 as a function of force applied by spring 3036 or by magnetic spring attraction to valve seat 3090 including combinations of such closing actions.
- pressure-tolerant performance is achieved by providing free acceleration of the armature driver 3048 followed by impact on ball 3035, which is fixed on cable 3060 at a location and is designed to suddenly lift or displace ball 3035.
- the driver 3048 moves relatively freely toward the electromagnetic pole piece and past stationery cable 3060 as shown. After considerable momentum has been gained, driver 3048 strikes ball 3035 within the spring well shown. In the illustrated embodiment, the ball 3035 is attached to cable 3060 within spring 3036 as shown.
- This embodiment may utilize any suitable seat for flow control valve 3074; however, for applications with combustion chambers of small engines, it is preferred to incorporate a permanent magnet within or as seat 3090 to urge flow control valve 3074 to the normally closed condition as shown.
- a permanent magnet within or as seat 3090 to urge flow control valve 3074 to the normally closed condition as shown.
- Such sudden impact actuation of flow control valve 3074 by armature 3048 enables assured precision flow of fuel regardless of fuel temperature, viscosity, presence of slush crystals, or the applied pressure that may be necessary to assure desired fuel delivery rates.
- Permanent magnets such as SmCo and NdFeB readily provide the desired magnetic forces at operating temperatures up to 205°C (401 °F) and assure that flow control valve 3074 is urged to the normally closed position on magnetic valve seat 3090 to thus virtually eliminate clearance volume and after dribble.
- valve 3027 In very cold climates and to minimize carbon dioxide emissions, it is preferred to transfer and store hydrogen or hydrogen-characterized gases in accumulator 3019 by transfer through solenoid valve 3027 at times that plentiful engine heat is available to reactor 3036. In operation, at the time of cold engine startup, valve 3027 is opened and hydrogen or hydrogen-characterized fuel flows through valve 3027 to pressure regulator 3021 and to injector(s) 3028 to provide an extremely fast, very high efficiency, and clean startup of engine 3030.
- suitable control of fuel flow can be provided by solenoid action resulting from the passage of an electrical current through an annular winding 3126 within a steel cap 3128 in which solenoid plunger 3116 axially moves with connection to push rod 3112 as shown.
- the plunger 3116 is preferably a ferromagnetic material that is magnetically soft.
- sleeve bearing 3124 which is preferably a self-lubricating or low friction alloy, such as a Nitronic alloy, or permanently lubricated powder-metallurgy oil-impregnated bearing that is threaded, interference fit, locked in place with a suitable adhesive, swaged, or braised to be permanently located on ferromagnetic pole piece 3122 of unit valve 3100 as shown.
- sleeve bearing 3124 is preferably a self-lubricating or low friction alloy, such as a Nitronic alloy, or permanently lubricated powder-metallurgy oil-impregnated bearing that is threaded, interference fit, locked in place with a suitable adhesive, swaged, or braised to be permanently located on ferromagnetic pole piece 3122 of unit valve 3100 as shown.
- unit valve 3100 may be by cam displacement of ball bearing assembly 3120 with "hold-open" functions by a piezoelectric operated brake (not shown) or by actuation of electromagnet 3126 that is applied to plunger 3116 to continue the fuel flow period after passage of the camshaft 3120 as shown in Figures 8A and 9.
- Fuel flow from unit valve 3100 may be delivered to the engine's intake valve port, to a suitable direct cylinder fuel injector, and/or delivered to an injector having selected combinations of the embodiments shown in greater detail in Figures 4, 5, 6, 7, 10 and 1 1. In some applications such as large displacement engines it is desirable to deliver fuel to all three entry points. In instances that pressurized fuel is delivered by timed injection to the inlet valve port of the combustion chamber during the time that the intake port or valve is open, increased air intake and volumetric efficiency is achieved by imparting fuel momentum to cause air-pumping for developing greater air density in the combustion chamber.
- the fuel is delivered at a velocity that considerably exceeds the air velocity to thus induce acceleration of air into the combustion chamber.
- This advantage can be compounded by controlling the amount of fuel that enters the combustion chamber to be less than would initiate or sustain combustion by spark ignition.
- Such lean fuel-air mixtures however can readily be ignited by fuel injection and ignition by the injector embodiments of Figures 4, 5, 6, 7, 10 and 1 1 , which provides for assured ignition and rapid penetration by combusting fuel into the lean fuel-air mixture developed by timed port fuel injection.
- engines with multiple combustion chambers are provided with precisely timed delivery of fuel by the arrangement unit valves of embodiment 3200 as shown in the schematic fuel control circuit layout of Figure 9.
- six unit valves (3100) are located at equal angular spacing within housing 3202.
- Housing 3202 provides pressurized fuel to each unit valve inlet 3206 through manifold 3204.
- the cam shown on camshaft 3212 intermittently actuates each push rod assembly 3210 to provide for precise flow of fuel from inlet 3206 to outlet 3208 corresponding to 31 0 of Figure 8B, which delivers to the desired intake valve port and/or combustion chamber directly or through the injector/igniter such as shown in Figures 6, 7, and 10.
- the housing 3202 is preferably adaptively adjusted with respect to angular position relative to camshaft 3212 to provide spark and injection advance in response to adaptive optimization algorithms provided by controller 3220 as shown.
- solid-state controller 3062 as shown in Figure 10 to provide optical monitoring of combustion chamber events. It is also preferred to incorporate one or more pressure sensor(s) 3062P in the face of controller 3062 in a position similar to or adjacent to sensor 3062D for generation of a signal proportional to the combustion chamber pressure. In certain embodiments, the pressure sensor 3062P monitors and compares intake, compression, power, and exhaust events in the combustion chamber and provides a comparative basis for adaptive control of fuel-injection and ignition timing as shown.
- one option for providing fuel metering and ignition management is to provide the "time-on" duration by camshaft 3212 shown in Figure 9 for idle operation of the engine.
- cam location can be remote from valve component 3106 through the utilization of a push rod such as 31 12 and/or by a rocker arm for further adaptation as needed to meet retrofit applications along with the special geometries of new engine designs.
- Increased engine speed and power production is provided by increasing the "hold-on" time of plunger 31 16, push rod 31 12, and ball 3106 by passage of a low power current through annular winding 3126 for an increased fuel delivery time period after initial passage of rotating camshaft 3212. This provides a combined mechanical and electromechanical system to produce the full range of desired engine speed and power.
- ignition may be triggered by numerous initiators including Hall effect, piezoelectric crystal deformation, photo-optic, magnetic reluctance, or other proximity sensors that detect camshaft 3212 or other synchronous events such as counting gear teeth or by utilizing an optical, magnetic, capacitive, inductive, magneto-generator, or some other electrical signal change produced when plunger 31 16 moves within bushing 3124 and annular winding 3126.
- initiators including Hall effect, piezoelectric crystal deformation, photo-optic, magnetic reluctance, or other proximity sensors that detect camshaft 3212 or other synchronous events such as counting gear teeth or by utilizing an optical, magnetic, capacitive, inductive, magneto-generator, or some other electrical signal change produced when plunger 31 16 moves within bushing 3124 and annular winding 3126.
- Driver 3048 moves relatively freely toward the electromagnetic pole piece as shown past momentarily stationery dielectric fiber cable 3060. After considerable momentum has been gained, driver 3048 strikes ball 3035 within the spring well shown. Ball 3035 is attached to dielectric fiber cable 3060 within spring 3036 as shown. This sudden application of much larger force by momentum transfer than could be developed by a direct acting solenoid valve causes relatively smaller inertia normally-closed valve component 3074 to suddenly lift from the upper valve seat of the passage way in seat 3090 as shown in Figure 10.
- Figure 10 is a longitudinal section of a component assembly of an embodiment that is operated in accordance with an embodiment of the disclosure.
- Figure 1 1 is an end view of 3094 in the component assembly of Figure 10 configured in accordance with an embodiment of the disclosure.
- Figure 12 is an illustration of an injector embodiment of the disclosure operated in accordance with the principles of the disclosure.
- Figure 13 is a magnified end view of the flattened tubing shown in Figure 10.
- a selected fuel is delivered at desired times for fuel injection to a flat spring tube 3094, which is normally flat and which is inflated by fuel that enters it to provide a rounded tube for very low impedance flow into the combustion chamber as shown in Figures 10 and 1 1.
- Such patterned flat film waves of injected fuel from slots 3088 enable considerably later injection and assured ignition than possible with conventional approaches to produce homogeneous charge air-fuel mixtures or compromised stratified charge air-fuel mixtures by rebounds or ricochets from combustion chamber surfaces as necessitated by a separate fuel injector and spark plug combination.
- Adaptive timing of spark ignition with each wave of injected fuel provides much greater control of peak combustion temperature. In operation, this enables initially fuel-rich combustion to kindle the fuel film followed by transition by the expanding flame front into excess air that surrounds the stratified charge combustion to produce far air-rich combustion to assure complete combustion without exceeding the peak combustion temperature of 2,204°C (4,000°F) to thus avoid oxides of nitrogen formation.
- Figure 12 shows partial views of characteristic engine block and head components and of injector 3328 that operates as disclosed regarding embodiments 3028, 3029, or 3029' with an appropriate fuel valve operator located in the upper insulated portion 3340 and that is electrically separated from the fuel flow control valve located very near the combustion chamber in which the stratified charge fuel injection pattern 3326 is asymmetric as shown to accommodate the combustion chamber geometry shown.
- Figure 4 is a schematic illustration including sectional views of certain components of system 3402 configured in accordance with an embodiment of the disclosure. More specifically, Figure 14 shows a system 3402 by which fuel selections of greatly varying temperature, energy density, vapor pressure, combustion speed, and air utilization requirements are safely stored and interchangeably injected and ignited in a combustion chamber.
- the system 3402 can include a fuel storage tank 3404 having an impervious and chemically compatible fuel containment liner 3406 that is sufficiently over wrapped with fiber reinforcement 3408 to withstand test pressures of 7,000 atmospheres or more and cyclic operating pressures of 3,000 atmospheres or more as needed to store gases and/or vapors of liquids as densely as much colder vapors, liquids or solids.
- the tank 3404 can be quick filled by flowing fuel through various valves, for example, a fill port 3410, a first four-way valve 3411 , and a second four-way valve 3414 as shown in Figure 14.
- Reflective dielectric layers 3416 and sealing layer 3418 provide thermal insulation and support of pressure assembly 3406 and 3408, which are designed to provide support and protection of storage system 3406 and 3408 while minimizing heat transfer to or from storage in 3406 as shown.
- the dielectric layers 3416 and sealing layer 3418 can be coated with reflective metals.
- these transparent films of glass or polymers can be very thinly coated on one side with reflective metals such as aluminum or silver to provide reflection of radiant energy and reduced rates of thermal conduction.
- the dielectric materials themselves can provide for reflection because of index of refraction differences between materials selected for alternating layers.
- the length of time needed for substantial utilization of the coldest fuel stored in assembly 3406 and 3408 can be accounted for.
- the effective length of the heat conduction path and number of reflective layers of insulation 3416 selected can provide for heat blocking sufficient to minimize or prevent humidity condensation and ice formation at the sealed surface of 3418.
- the tank 3404 can provide for acceptable development of pressure storage as cryogenic solids, liquids, and vapors become pressurized fluids with very large energy density capacities at ambient temperatures.
- fluids for example, cool ethane and propane, can be filled in assembly 3404 without concern about pressure development that occurs when the tank is warmed to ambient conditions.
- tank 3404 can also provide safe storage of solids such as super cold hydrogen solids as a slush within cryogenic liquid hydrogen and super cold methane solids as a slush within cryogenic liquid hydrogen or methane. Melting of such solids and the formation of liquids and subsequent heating of such liquids to form vapors are well within the safe containment capabilities of assembly 3406 and 3408 while ice prevention on surface 3418 and damage to surface components is prevented by the insulation system 3416 and sealing layer 3418.
- solids such as super cold hydrogen solids as a slush within cryogenic liquid hydrogen and super cold methane solids as a slush within cryogenic liquid hydrogen or methane.
- utilization of hydrogen in urban areas to provide air-cleaning capabilities is contemplated while the interchangeable use of renewable producer gas mixtures of hydrogen and carbon monoxide, methanol, ethanol, ethane or propane is accommodated.
- This provides opportunities and facilitates competition by farmers and entrepreneurs to produce and distribute a variety of fuels and meet the needs of motorists and co-generators that desire storage for longer-range capabilities and/or lower-cost fuels.
- fuel delivery from tank 3404 may be from the bottom of the tank through strainer 3420 or from the top of the tank through strainer 3422 according to the desired flow path as shown.
- tank containment assembly 3406 and 3408 are subjected to severe abuse, containment of the fuel selection within liner 3406 and integral reinforcement 3408 is maintained.
- the super jacket assembly of the dielectric layer 3416 and the sealing layer 3418 minimizes radiative, conductive, and convective heat transfer, increases the fire rating by reflecting radiation, insulates against all forms of heat gain, and dissipates heat for a much longer time than conventional tanks.
- an embedded pressure sensor 3431 and temperature sensor 3433 report information by wireless, fiber optic, or wire connection to "black-box" controller 3432 to signal four-way valve 3414 to first prioritize sending additional fuel to engine 3430 as shown. If engine 3430 is not operating at the time its status is interrogated by controller 3432 to determine if it is safe and desirable to run with or without a load. In operation, engine 3430 can be started and/or shifted to operation at sufficient fuel consumption rates to prevent over pressurization or over temperature conditions within tank assembly 3404.
- the system 3402 includes an injector device 3428 to facilitate very rapid automatic starting of engine 3430 and can, contrary to the preferred normal high efficiency mode of operation, provide for low fuel efficiency with injection and ignition timing to produce homogeneous charge combustion and considerable back work. According to aspects of this embodiment, fuel can be consumed much more rapidly than with higher efficiency stratified-charge operation with adaptively adjusted fuel injection and ignition timing to optimize thermal efficiency.
- the injector device 3428 also facilitates engine operation during an abnormal application of air restriction to engine 3430 ("throttled air entry") to produce an intake vacuum and this enables the fuel delivery system to greatly reduce the pressure to allow boiling or to provide suction on tank 3404 to force evaporative fuel cooling in case it is necessary to remove very large heat gains due to prolonged fire impingement on tank 3404.
- Such modes of useful application of fuel from tank 3404 rather than dumping of fuel to the atmosphere to relieve pressure during exposure to fire is highly preferred because engine power can be delivered to water pumping applications to cool the tank and to extinguish the fire or to provide propulsion to escape from the fire.
- This mode of safe management of resources to overcome hazards is applicable in stationery power plants and emergency response vehicles, especially forest and building fire-fighting equipment.
- Safe stack 3434 is preferably to a safe zone 3465 designed for hot gas rejection such as to a chimney or to an exhaust pipe of a vehicle and to thus prevent harm to any person or property.
- This lower viscosity atmosphere synergistically reduces the windage and friction losses from the relative motion components of the engine. It also greatly improves the life of lubricating oil by elimination of adverse oxidizing reactions between oxygen and oil films and droplets that are produced in the crankcase.
- Such moisturization of hydrogen in conjunction with crankcase-sourced water removal is highly advantageous for maintenance of the proton exchange membrane (PEM) in fuel cells such as 3437 particularly in hybridized applications.
- PEM proton exchange membrane
- Equation 2 endothermic reforming of inexpensive wet ethanol can be provided with heat and/or with the addition of an oxygen donor such as water: C2H50H + H20 + HEAT -> 4H2 + 2CO Equation 2
- the present embodiment enables utilization of biomass alcohols from much lower-cost production methods by allowing substantial water to remain mixed with the alcohol as it is produced by destructive distillation, synthesis of carbon monoxide and hydrogen and/or by fermentation and distillation. In operation, this enables more favorable energy economics as less energy and capital equipment is required to produce wet alcohol than dry alcohol.
- the process and system disclosed herein further facilitates the utilization of waste heat from an engine to endothermically create hydrogen and carbon monoxide fuel derivatives and to release up to 25% more combustion energy than the feedstock of dry alcohol. Additional benefits are derived from the faster and cleaner burning characteristics provided by hydrogen. Accordingly, by utilization of the injector device 3428 to meter and ignite such hydrogen-characterized derivative fuel as a stratified charge in unthrottled air, overall fuel efficiency improvements of more than 40% compared to homogeneous charge combustion of dry alcohol(s) are achieved.
- water for the endothermic reactions shown in Equations 1 and 2 can be supplied by an auxiliary water storage tank 3409, and/or by collection of water from the exhaust stream and addition to the auxiliary tank 3409, or by pre-mixing water and, if needed, a solubility stabilizer with the fuel stored in the tank 3404 and/or by collection of water that condenses from the atmosphere in air flow channel 3423 upon surfaces of heat exchanger 3426.
- the pump 3415 provides delivery of water through check valve 3407 to the heat exchange reactor 3436 at a rate proportional to the fuel rate through valve 341 1 and check valve 3407 in order to meet stoichiometric reforming reactions.
- a pump 3403 can provide oxygen-rich exhaust gases to reactor 3436 as shown in Figure 14.
- the use of a pump in accordance with this embodiment facilitates a combination of exothermic reactions between oxygen and the fuel species present to produce carbon monoxide and/or carbon dioxide along with hydrogen along with endothermic reforming reactions that are bolstered by the additional heat release.
- the injector 3428 is capable of injecting and quickly delivering large gaseous volumes into the combustion chamber at or near top dead center or during power stroke times and conditions that do not compromise the volumetric or thermal efficiencies of engine 3430.
- fuel containing hydrogen is stored by tank 3404 in a condition selected from the group including cryogenic slush, cryogenic liquid, pressurized cold vapor, adsorbed substance, ambient temperature supercritical fluid, and ambient temperature fluid and by heat addition from the exhaust of an engine and converted to an elevated temperature substance selected from the group including hot vapors, new chemical species, and mixtures of new chemical species and hot vapors and injected into the combustion chamber of an engine and ignited.
- Sufficient heat may be removed from engine 3430's exhaust gases to cause considerable condensation of water, which is preferably collected for the purpose of entering into endothermic reactions in higher temperature zones of reactor 3436 with the fuel containing hydrogen to produce hydrogen as shown. Equation 3 shows the production of heat and water by combustion of a hydrocarbon fuel such as methane:
- Equation 4 shows the general process for reforming of hydrocarbons such as methane, ethane, propane, butane, octane, gasoline, diesel fuel, and other heavier fuel molecules with water to form mixtures of hydrogen and carbon monoxide:
- Equation 6 illustrates the advantage of reforming a hydrocarbon such as methane and burning the resultant fuel species of Equation 5 to produce more expansion gases in the power stroke of the combustion chamber along with producing more water for reforming reactions in reactor 3436.
- adequate purified water can be supplied for operation of one or more electrolysis processes at high or low temperatures available by heat exchanges from the engine 3430 or cool fuel from the tank 3404 to support regenerative operations in hybrid vehicles and/or load leveling operations along with the reactions, including catalytically supported reactions, in the heat exchanger 3436.
- This embodiment yields improved overall energy utilization efficiency, which is provided by the synergistic combinations described herein and is further noteworthy because such ample supplies of pure water do not require bulky and maintenance-prone reverse osmosis, distillation systems, or other expensive and energy-consuming equipment.
- Hydrogen burns very cleanly and assures extremely rapid combustion propagation and assures complete combustion within excess air of any hydrocarbons that pass through the reforming reactions to become additional constituents of hydrogen-characterized fuel mixtures.
- Rapid combustion of hydrogen and/or other fuel species in the presence of water vapors that are delivered by injector 3428 rapidly heats such vapors for stratified-charge insulated expansion and work production in the combustion chamber to provide much greater operating efficiency compared to homogenous charge methods of water vapor expansion.
- Rapid heating of water vapors along with production of water vapors by combustion greatly reduces oxides of nitrogen by reducing the peak temperature of products of combustion and by synergistic reaction of such reactive water vapors with oxides of nitrogen to greatly reduce the net development and presence of oxides of nitrogen in the exhaust gases.
- FIGS 15A-15D sequentially illustrate the stratified-charge combustion results by a valve actuation operator such as generally disclosed regarding piezoelectric or electromagnetic armature 3448 within the upper portion of injector 3428 and which is electrically separated from but mechanically linked with the flow control valve 3484, which is located at the interface to the combustion chamber as shown.
- flow control component 3484 serves as the moveable flow control valve that is displaced toward the combustion chamber to admit injected fuel and is moved upward to the normally closed position to serve as a check valve against combustion gas pressure. Ignition of injected fuel occurs as plasma discharge is developed by the voltage potential applied between the threaded ground to the engine head or block and the insulated flow control valve assembly of component 3484 as shown.
- injectors of the present disclosure have bodies 412 with dielectric or insulative materials that can provide for adequate electrical insulation for ignition wires to produce the required high voltage (e.g., 60,000 volts) for production, isolation, and/or delivery of ignition events (e.g., spark or plasma) in very small spaces.
- Figure 17A is a side view of an insulator or dielectric body 512
- Figure 17B is a cross-sectional side view taken substantially along the lines 17B-17B of Figure 17A.
- the body 512 illustrated in Figure 17A has a generally cylindrical shape, in other embodiments the body 512 can include other shapes, including, for example, nozzle portions extending from the body 512 toward a combustion chamber interface 531.
- the dielectric body 512 is composed of a spiral or wound base layer 528.
- the base layer 528 can be artificial or natural mica (e.g., pinhole free mica paper). In other embodiments, however, the base layer 528 can be composed of other materials suitable for providing adequate dielectric strength associated with relatively thin materials.
- one or both of the sides of the base layer 528 are covered with a relatively thin dielectric coating layer 530.
- the coating layer 530 can be made from a high-temperature, high-purity polymer, such as Teflon NXT, Dyneon TFM, Parylene HT, Polyethersulfone, and/or Polyetheretherketone. In other embodiments, however, the coating layer 530 can be made from other materials suitable for adequately sealing the base layer 528.
- the base layer 528 and coating layer 530 can be tightly wound into a spiral shape forming a tube thereby providing successive layers of sheets of the combined base layer 528 and coating layer 530.
- these layers can be bonded in the wound configuration with a suitable adhesive (e.g., ceramic cement).
- these layers can be impregnated with a polymer, glass, fumed silica, or other suitable materials to enable the body 512 to be wrapped in the tightly wound tube shape.
- the sheets or layers of the body 512 can be separated by successive applications of dissimilar films.
- separate films between layers of the body 512 can include Parylene N, upon Parylene C upon Parylene, HT film layers, and/or layers separated by applications of other material selections such as thin boron nitride, polyethersulfone, or a polyolefin such as polyethylene, or other suitable separating materials.
- film separation may also be accomplished by temperature or pressure instrumentation fibers including, for example, single-crystal sapphire fibers.
- Such fibers may be produced by laser heated pedestal growth techniques, and subsequently be coated with perfluorinated ethylene propylene (FEP) or other materials with similar index of refraction values to prevent leakage of energy from the fibers into potentially absorbing films that surround such fibers.
- FEP perfluorinated ethylene propylene
- the coating layer 530 When the coating layer 530 is applied in relatively thin films (e.g., 0.1 to 0.3 mm), the coating layer 530 can provide approximately 2.0 to 4.0 KVolts/0.001" dielectric strength from -30 degrees C (e.g., -22 degrees F) up to about 230 degrees C (e.g., 450 degrees F).
- the inventor has found that coating layers 530 having a greater thickness may not provide sufficient insulation to provide the required voltage for ignition events. More specifically, as reflected in Table 1 below, coating layers with greater thickness have remarkably reduced dielectric strength. These reduced dielectric strengths may not adequately prevent arc-through and current leakage of the insulative body 512 at times that it is desired to produce the ignition event (e.g., spark or plasma) at the combustion chamber.
- the voltage required to initiate an ignition event is approximately 60,000 volts or more.
- a conventional dielectric body including a tubular insulator with only a 0.040 inch or greater effective wall thickness that is made of a convention insulator may only provide 500 Volts/. ⁇ will fail to adequately contain such required voltage.
- the body 512 includes multiple communicators 532 extending longitudinally through the body 512 between sheets or layers of the base layers 528.
- the communicators 532 can be conductors, such as high voltage spark ignition wires or cables. These ignition wires can be made from metallic wires that are insulated or coated with oxidized aluminum thereby providing alumina on the wires. Because the communicators 532 extend longitudinally through the body 512 between corresponding base layers 528, the communicators 532 do not participate in any charge extending radially outwardly through the body 512. Accordingly, the communicators 532 do not affect or otherwise degrade the dielectric properties of the body 512. In addition to delivering voltage for ignition, in certain embodiments the communicators 532 can also be operatively coupled to one or more actuators and/or controllers to drive a flow valve for the fuel injection.
- the communicators 532 can be configured to transmit combustion data from the combustion chamber to one or more transducers, amplifiers, controllers, filter, instrumentation computer, etc.
- the communicators 532 can be optical fibers or other communicators formed from optical layers or fibers such as quartz, aluminum fluoride, ZBLAN fluoride, glass, and/or polymers, and/or other materials suitable for transmitting data through an injector.
- the communicators 532 can be made from suitable transmission materials such as Zirconium, Barium, Lanthanum, Aluminum, and Sodium Fluoride (ZBLAN), as well as ceramic or glass tubes.
- ZBLAN Sodium Fluoride
- the dielectric materials of the body 412 may be configured to have specific grain orientations to achieve desired dielectric properties capable of withstanding the high voltages associated with the present disclosure.
- the grain structure can include crystallized grains that are aligned circumferentially, as well as layered around the tubular body 412, thereby forming compressive forces at the exterior surface that are balanced by subsurface tension.
- Figures 18A and 18B are cross-sectional side views of a dielectric body 612 configured in accordance with another embodiment of the disclosure and taken substantially along the lines 18- 18 of Figure 16.
- the body 612 can be made of a ceramic material having a high dielectric strength, such as quartz, sapphire, glass matrix, and/or other suitable ceramics.
- the body 612 includes crystalline grains 634 that are oriented in generally the same direction.
- the grains 634 are oriented with each individual grain 634 having its longitudinal axis aligned in the direction extending generally circumferentially around the body 612. With the grains 634 layered in this orientation, the body 612 provides superior dielectric strength in virtually any thickness of the body 612. This is because the layered long, flat grains do not provide a good conductive path radially outwardly from the body 612.
- Figure 18B illustrates compressive forces in specific zones of the body 612. More specifically, according to the embodiment illustrated in Figure 18B, the body 612 has been treated to at least partially arrange the grains 634 in one or more compressive zones 635 (i.e., zones including compressive forces according to the orientation of the grains 634) adjacent to an outer exterior surface 637 and an inner exterior surface 638 of the body 612.
- the body 612 also includes a non-compressive zone 636 of grains 634 between the compressive zones 635.
- the non-compressive zone 636 provides balancing tensile forces in a middle portion of the body 612.
- each of the compressive zones 635 can include more grains 634 per volume to achieve the compressive forces.
- One benefit of the embodiment illustrated in Figure 18B is that as a result of this difference in packing efficiency in the compressive zones 635 and the non- compressive zone 636, the surface in compression is caused to be in compression and becomes remarkably more durable and resistant to fracture or degradation.
- compressive force development at least partially prevents entry of substances (e.g., electrolytes such as water with dissolved substances, carbon rich materials, etc.) that could form conductive pathways in the body 612 thereby reducing the dielectric strength of the body 612.
- Such compressive force development also at least partially prevents degradation of the body 612 from thermal and/or mechanical shock from exposure to rapidly changing temperatures, pressures, chemical degradants, and impulse forces with each combustion event.
- the embodiment illustrated in Figure 18B is configured specifically for sustained voltage containment of the body 612, increased strength against fracture due to high loading forces including point loading, as well as low or high cycle fatigue forces.
- Another benefit of the oriented crystalline grains 634 combined with the compressive zones 635, is that this configuration of the grains 634 provides maximum dielectric strength for containing voltage that is established across the body 612. For example, this configuration provides remarkable dielectric strength improvement of up to 2.4 KV/.001 inch in sections that are greater than 1 mm or 0.040 inch thick. These are significantly higher values compared to the same ceramic composition without such new grain characterization with only approximately 1.0 to 1 .3 KV/.001 inch dielectric strength.
- an insulator configured in accordance with an embodiment of the disclosure can be made from materials disclosed by U.S. Patent No. 3,689,293, which is incorporated herein in its entirety by reference.
- an insulator can be made from a material including the following ingredients by weight: 25-60% Si0 2 , 15- 35% R 2 O 3 (where R 2 0 3 is 3-15% B 2 0 3 and 5-25% Al 2 0 3 ), 4-25% MgO+0-7% Li 2 O (with the total of MgO+Li 2 0 being between about 6-25%), 2-20% R 2 0 (where R 2 0 is 0-15% Na 2 0, 0-15% K 2 O, 0-15% Rb 2 0), 0-15% Rb 2 0, 0-20% Cs 2 O, and with 4-20% F.
- the ingredients constituting the insulator are ball milled and fused in a suitable closed crucible that has been made impervious and non-reactive to the formula of the constituent ingredients forming the insulator.
- the ingredients are held at approximately 1400 °c (e.g., 2550 °F ) for a period that assures thorough mixing of the fused formula.
- the fused mass is then cooled and ball milled again, along with additives that may be selected from the group including binders, lubricants, and firing aids.
- the ingredients are then extruded in various desired shapes including, for example, a tube, and heated to about 800 °c (1470 °F ) for a time above the transformation temperature.
- the extruded ingredients can then be further heated and pressure formed or extruded at about 850 to 1 100 °c (1560-2010 °F ). This secondary heating causes crystals that are being formed to become shaped as generally described above for maximizing the dielectric strength in preferred directions of the resulting product.
- This provides an important a new anisotropic result of maximum dielectric strength as may be designed and achieved by directed forming including extruding a precursor tube into a smaller diameter or thinner walled tubing to produce elongated and or oriented crystal grains typical to the representational population shown in conjunction with 104B that are formed and layered to more or less surround a desired feature such as an internal diameter that is produced by conforming to a mandrel that is used for accomplishing such hot forming or extrusion.
- a method of at least partially orienting and/or compressing the grains 634 according to the illustrated embodiment may be achieved by the addition of B2O3 and/or fluorine to surfaces that are desired to become compressively stressed against balancing tensile stresses in the substrate of formed and heat-treated products.
- B2O3, fluorine, or similarly actuating agents may be accomplished in a manner similar to dopants that are added and diffused into desired locations in semiconductors.
- These actuating agents can also be applied as an enriched formula of the component formula that is applied by sputtering, vapor deposition, painting, and/or washing. Furthermore, these actuating agents by be produced by reactant presentation and condensation reactions.
- the target zone can be sufficiently heated to re-solution the crystals as an amorphous structure.
- the substrate can then be quenched to sufficiently retain substantial portions of the amorphous structure.
- heating may be in a furnace.
- Such heating may also be by radiation from a resistance or induction heated source, as well as by an electron beam or laser.
- Another variation of this process is to provide for increased numbers of smaller crystals or grains by heat-treating and/or adding crystallization nucleation and growth stimulants (e.g., B 2 0 3 and/or fluorine) to partially solutioned zones to rapidly provide recrystallization to develop the desired compressive stresses.
- crystallization nucleation and growth stimulants e.g., B 2 0 3 and/or fluorine
- FIG 19A schematically illustrates a system 700a for implementing a process including fusion and extrusion for forming an insulator with compressive stresses in desired zones according to another embodiment of the disclosure.
- the system 700a includes a crucible 740a that can be made from a refractory metal, ceramic, or pyrolytic graphite material.
- the crucible 740a can include a suitable conversion coating, or an impervious and non- reactive liner such as a thin selection of platinum or a platinum group barrier coating.
- a pressure regulator 744a can regulate the pressure in the crucible 740a to cause the fused charge 741 a to flow into a die assembly 745a.
- the die assembly 745a is configured to form a tube shaped dielectric body.
- the die assembly 745a includes a female sleeve 746a that receives a male mandrel 747a.
- the die assembly 745a also includes one or more rigidizing spider fins 748a.
- the formed tubing flows through the die assembly 745a into a first zone 749a where the formed tubing is cooled to solidify as amorphous material and begin nucleation of fluoromica crystals.
- the die assembly 745a then advances the tubing to a second zone 750a to undergo further refinement by reducing the wall thickness of the tubing to further facilitate crystallization of fluoromica crystals.
- FIG 19B schematically illustrates a system 700b for implementing a process also including fusion and extrusion for forming an insulator with compressive stresses in desired zones according to another embodiment of the disclosure.
- the system 700b includes a crucible 740b that can be made from a refractory metal, ceramic, or pyrolytic graphite material.
- the crucible 740b can include a suitable conversion coating, or an impervious and non- reactive liner such as a thin selection of platinum or a platinum group barrier coating.
- the crucible 740b is loaded with a charge 741 b of a recipe as generally described above (e.g., a charge containing approximately 25-60% S1O2, 15-35% R2O3 (where R2O3 is 3-15% B 2 0 3 and 5-25% Al 2 0 3 ), 4-25% MgO+0-7% Li 2 0 (where the total of MgO+Li 2 0 being between about 6-25%), 2-20% R 2 0 (where R 2 0 is 0-15% Na 2 O, 0- 15% K 2 0, 0-15% Rb 2 0), 0-15% Rb 2 O and 0-20% Cs 2 O, and 4-20% F), or suitable formulas for producing mica glass, such a material with an approximate composition
- the cover 742b applies pressure to the charge 741 b in the crucible 740b.
- a gas source 746b can also apply an inert gas and/or process gas into the crucible 740b sealed by the cover 742b at a seal interface 747b.
- a pressure regulator can regulate the pressure in the crucible 740b to cause the fused charge 741 b to flow into a die assembly 749b.
- the die assembly 749b is configured to form a tube shaped dielectric body.
- the die assembly 749b includes a female sleeve 750b that receives a male mandrel 751 b.
- the die assembly 749b can also include one or more rigidizing spider fins 752b.
- the formed tubing 701 b flows through the die assembly 749b into a first zone 753b where the formed tubing 701 b is cooled to solidify as amorphous material and begin nucleation of fluoromica crystals.
- Alternative systems and methods for producing insulative tubing with these improved dielectric properties may utilize a pressure gradient as disclosed in U.S. Patent No. 5,863,326, which is incorporated herein by reference in its entirety, to develop the desired shape, powder compaction, and sintering processes.
- Further systems and methods can include the single crystal conversion process disclosed in U.S. Patent No. 5,549,746, which is incorporated herein by reference in its entirety, as well as the forming process disclosed in U.S. Patent 3,608,050, which is incorporated herein by reference in its entirety, to convert multicrystalline material into essentially single crystal material with much higher dielectric strength.
- the conversion of multi-crystalline materials e.g., alumina
- single crystal materials can achieve dielectric strengths of at least approximately 1.2 to 1 .4 KV/. 001 ". This improves dielectric strength allows injectors according to the present disclosure to be used in various applications, including for example, with high- compression diesel engines with very small ports into the combustion chamber, as well as with high-boost supercharged and turbocharged engines.
- Selected substance precursors that will provide the final oxide composition percentages can be ball milled and melted in a covered crucible at approximately 1300-1400 for approximately 4 hours to provide a homogeneous solution.
- the melt may then be cast to form tubes that are then annealed at approximately 500-600 ° ° Tubes may then be further heat treated at approximately 750 for approximately 4 hours and then dusted with a nucleation stimulant, such as B2O3.
- the tubes may then be reformed at approximately 1 100 to 1250 c to stimulate nucleation and produce the desired crystal orientation.
- These tubes may also be further heat treated for approximately 4 hours to provide dielectric strength of at least approximately 2.0 to 2.7 KV/.001 ".
- the homogeneous solution may be ball milled and provided with suitable binder and lubricant additives for ambient temperature extrusion to produce good tubing surfaces.
- the resulting tubing may then be coated with a film that contains a nucleation stimulant such as B 2 O 3 and heat treated to provide at least approximately 1.9 to 2.5 KV/.001" dielectric strength and improved physical strength.
- a nucleation stimulant such as B 2 O 3
- heat treatment temperatures may be provided for shorter times to provide similar high dielectric and physical strength properties.
- FIG 20 is a cross-sectional side view of an injector 810 configured in accordance with another embodiment of the disclosure incorporating a dielectric insulator having the properties described above.
- the illustrated injector 810 includes several features that are generally similar in structure and function to the corresponding features of the injector 1 10 described above with reference to Figure 1.
- the injector 810 includes a body 812 having a middle portion 816 extending between a base portion 814 and a nozzle portion 818.
- the nozzle portion 818 at least partially extends through an engine head 807 to position the end of the nozzle portion 818 at an interface with a combustion chamber 804.
- the body 812 further includes a channel 863 extending through a portion thereof to allow fuel to flow through the injector 810.
- Other components can also pass through the channel 863.
- the injector 810 further includes an actuator 822 that is operatively coupled to a controller or processor 826.
- the actuator 822 is also coupled to a valve or clamp member 860.
- the actuator 822 extends through the channel 863 from a driver 824 in the base portion 814 to a flow valve 820 in the nozzle portion 818.
- the actuator 822 can be a cable or rod assembly including, for example, fiber optics, electrical signal fibers, and/or acoustic communication fibers along with wireless transducer nodes.
- the actuator 822 is configured to actuate the flow valve 820 to rapidly introduce multiple fuel bursts into the combustion chamber 804.
- the actuator 822 can also detect and/or transmit combustion properties to the controller 826.
- the actuator 822 retains the flow valve 820 in a closed position seated against a corresponding valve seat 872.
- the base portion 814 includes one or more force generators 861 (shown schematically).
- the force generator 861 can be an electromagnetic force generation, a piezoelectric force generator, or other suitable types of force generators.
- the force generator 861 is configured to produce a force that moves the driver 824.
- the driver 824 contacts the clamp member 860 to move the clamp member 860 along with the actuator 822.
- the force generator 861 can produce a force that acts on the driver 824 to pull the clamp member 860 and tension the actuator 822.
- the tensioned actuator 822 retains the flow valve 820 in the valve seat 872 in the closed position.
- the force generator 861 does not produce a force that acts on the driver 824, the actuator 822 is relaxed thereby allowing the flow valve 820 to introduce fuel into the combustion chamber 804.
- the nozzle portion 818 can include several attractive components that facilitate the actuation and positioning of the flow valve 820.
- the flow valve 820 can be made from a first ferromagnetic material or otherwise incorporate a first ferromagnetic material (e.g., via plating a portion of the flow valve 820).
- the nozzle portion 818 can carry a corresponding second ferromagnetic material that is attracted to the first ferromagnetic material.
- the valve seat 872 can incorporate the second ferromagnetic material. In this manner, these attractive components can help center the flow valve 820 in the valve seat 872, as well as facilitate the rapid actuation of the flow valve 820.
- the actuator 822 can pass through one or more centerline bearings (not shown) to at least partially center the flow valve 820 in the valve seat 872.
- Providing energy to actuate these attractive components of the injector 810 can expedite the closing of the flow valve 820, as well as provide an increased closing force acting on the flow valve 820. Accordingly, such a configuration can enable extremely rapid opening and closing cycle times of the flow valve 820.
- Another benefit of providing electrical conductivity to a portion of the flow valve 820 is that application of voltage for initial spark or plasma formation may ionize fuel passing near the surface of the valve seat 872. This can also ionize fuel and air adjacent to the combustion chamber 804 to further expedite complete ignition and combustion.
- the base portion 814 also includes heat transfer features 865, such as heat transfer fins (e.g., helical fins).
- the base portion 814 also includes a first fitting 862a for introducing a coolant that can flow around the heat transfer features 865, as well as a second fitting 862b to allow the coolant to exit the base portion 814.
- Such cooling of the injector can at least partially prevent condensation and/or ice from forming when cold fuels are used, such as fuels that rapidly cool upon expansion.
- heat exchange may be utilized to locally reduce or maintain the vapor pressure of fuel contained in the passageway to the combustion chamber and prevent dribbling at undesirable times.
- the flow valve 820 can be configured to carry instrumentation 876 for monitoring combustion chamber 804 events.
- the flow valve 820 can be a ball valve made from a generally transparent material, such as quartz or sapphire.
- the ball valve 820 can carry the instrumentation 876 (e.g., sensors, transducers, etc.) inside the ball valve 820.
- a cavity can be formed in the ball valve 820 by cutting the ball valve 820 in a plane generally parallel with the face of the engine head 807. In this manner, the ball valve 820 can be separated into a base portion 877 as well as a lens portion 878.
- a cavity such as a conical cavity, can be formed in the base portion 877 to receive the instrumentation 876.
- the lens portion 878 can then be reattached (e.g., adhered) to the base portion 877 to retain the generally spherical shape of the ball valve 820.
- the ball valve 820 positions the instrumentation 876 adjacent to the combustion chamber 804 interface.
- the instrumentation 876 can measure and communicate combustion data including, for example, pressure, temperature, motion, data.
- the flow valve 820 can include a treated face that protects the instrumentation 876.
- a face of the flow valve 820 may be protected by depositing a relatively inert substance, such as diamond like plating, sapphire, optically transparent hexagonal boron nitride, BN-AIN composite, aluminum oxynitride (AION including AI23O27N5 spinel), magnesium aliminate spinel, and/or other suitable protective materials.
- a relatively inert substance such as diamond like plating, sapphire, optically transparent hexagonal boron nitride, BN-AIN composite, aluminum oxynitride (AION including AI23O27N5 spinel), magnesium aliminate spinel, and/or other suitable protective materials.
- the nozzle portion 818 can include an exterior sleeve 868 comprised of material that is resistant to spark erosion.
- the sleeve 868 can also resist spark deposited material that is transferred to or from the conductive plating 874 (e.g., the electrode of the nozzle portion 818).
- the nozzle portion 818 can further include a reinforced heat dam or protective portion 866 that is configured to at least partially protect the injector 810 from heat and other degrading combustion chamber factors.
- the protective portion 866 can also include one or more transducers or sensors for measuring or monitoring combustion parameters, such as temperature, thermal and mechanical shock, and/or pressure events in the combustion chamber 804.
- the middle portion 816 and the nozzle portion 818 include a dielectric insulator that can be configured according to the embodiments described above. More specifically, in the illustrated embodiment the middle portion 816 includes a first insulator 817a at least partially surrounding a second insulator 817b. The second insulator 817b extends from the middle 1 portion 816 to the nozzle portion 818. Accordingly, at least a segment of the second insulator 817b is positioned adjacent to the combustion chamber 804. In one embodiment, the second insulator 817b can have a greater dielectric strength than the first insulator 817a. In this manner, the second insulator 817b can be configured to withstand the harsh combustion conditions proximate to the combustion chamber 804. In other embodiments, however, the injector 810 can include an insulator made from a single material.
- At least a portion of the second insulator 817b in the nozzle portion 818 can be spaced apart from the combustion chamber 804.
- the injector 810 can form a plasma of ionized air in the space 870 before a fuel injection event.
- This plasma projection of ionized air can accelerate the combustion of fuel that enters the plasma.
- this plasma projection can affect the shape of the rapidly combusting fuel according to predetermined combustion chamber characteristics.
- the injector 810 can also ionize components of the fuel to produce high energy plasma, which can also affect or change the shape of the distribution pattern of the combusting fuel.
- the injector 810 can further tailor the properties of the combustion and distribution of injected fuel by creating supercavitation or sudden gasification of the injected fuel. More specifically, and as described in detail below with reference to further embodiments of the disclosure, the flow valve 820 and/or the valve seat 872 can be formed in such a way as to create sudden gasification of the fuel flowing past these components.
- the flow valve 820 may have one or more sharp edged steps in a portion of the flow valve that contacts the valve seat 872.
- the frequency of the opening and closing of the flow valve 820 can also induce sudden gasification of the injected fuel. This sudden gasification produces gas or vapor from the rapidly entering liquid fuel, or mixtures of liquid and solid fuel constituents.
- this sudden gasification can produce a vapor as liquid fuel is routed around the surface of the flow valve 820 to enter the combustion chamber.
- the sudden gasification of the fuel enables the injected fuel to combust much more quickly and completely than non-gasified fuel.
- the sudden gasification of the injected fuel can produce different fuel injection patterns or shapes including, for example, projected ellipsoids, which differ greatly from generally coniform patterns of conventional injected fuel patterns.
- the sudden gasification of the injected fuel may be utilized with various other fuel ignition and combustion enhancing techniques.
- the sudden gasification can be combined with super heating of liquid fuels, plasma and/or acoustical impetus of projected fuel bursts. Ignition of these enhanced fuel bursts requires far less catalyst, as well as catalytic area, when compared with catalytic ignition of liquid fuel constituents.
- FIG 21 is a cross-sectional side view of an injector 910 configured in accordance with another embodiment of the disclosure.
- the injector 910 includes several features that are generally similar in structure and function to the injectors described above.
- the injector 910 includes one or more high voltage dielectric insulators 917 (identified individually as a first insulator 917a and a second insulator 917b) including the properties described above.
- the second insulator 917b at least partially surrounds a nozzle portion 918 adjacent to a combustion chamber 904. Accordingly, the second insulator 917b can have a greater dielectric strength that the first insulator 917b.
- the second insulator 917b can also have a greater mechanical strength (e.g., with a compressively stressed exteriors surface) to withstand the harsh operating conditions at the nozzle portion 9 8.
- the base portion 914 includes a fuel inlet port 902 for introducing fuel into the injector 910.
- the inlet port 302 may include leak detection features configured to monitor whether or not the fuel is leaking as it enters the injector 910.
- the inlet port 302, or other portions of the injector 910 can include "tattletale" fuel monitoring provisions as disclosed in co-pending U.S. Patent Application Nos. 10/236,820 and 09/716,664, each of which is incorporated herein by reference in its entirety.
- the base portion 914 also includes a magnetic pole component 903 of a magnetic winding 961 around a concentric bobbin 932.
- the bobbin 932 includes an inner diameter surface 933 that can serve as a linear bearing for uni-directional motions of the driver 924.
- the pole component 903 can be sealed against the bobbin 932 to prevent fuel leakage therebetween.
- the pole component 903 can include one or more grooves and corresponding o-rings 930.
- the bobbin 932 can be sealed against the insulator 917 to also prevent fuel leakage therebetween.
- the insulator 917 can include one or more grooves and corresponding o-hngs 938.
- the injector 910 further includes an energy port 964 for delivering energy (e.g., high voltage for timed development of spark, plasma, alternating current plasma, resistance heating, etc.) through metal alloy case 924 and insulator 917 for connection to conducting plating or sleeve 974.
- energy e.g., high voltage for timed development of spark, plasma, alternating current plasma, resistance heating, etc.
- the conductive sleeve 974 conducts the energy to the nozzle portion 918 to produce an ignition event in the combustion chamber 904. More specifically, the conductive sleeve 974 conducts the energy to a first electrode or cover portion 921 carried by the nozzle portion 918.
- the cover portion 921 can be an ignition and fuel flow adjusting device that at least partially covers the flow valve 920.
- a portion of the engine head 907 can act as a second electrode corresponding with the cover 921 for the ignition event.
- energy for the ignition event can be provided via powering a piezoelectric or magnetostrictive driver 934 located on a downstream portion of the driver 924.
- elevated voltage may be delivered to the conductive plating 974 and/or cover portion 921 of the nozzle portion 918 via a conductor in the insulator 917 (e.g., a spiral wound layered insulator as described above).
- the conductor can extend from the insulator 917 through the base portion 914 to be coupled to a voltage generation source. More specifically, the conductor can exit the base portion 914 through a first port 906 and a second port 908 in the pole component 903.
- the injector 910 is configured to inject fuel into the combustion chamber 904 in response a suitable pneumatic, hydraulic, piezoelectric and/or electromechanical input.
- a suitable pneumatic, hydraulic, piezoelectric and/or electromechanical input For example, considering electromechanical or electro magnetic operation, current applied to the magnetic winding 961 creates a magnetic pole in soft magnetic material facing the driver 924. This magnetic force induces travel of the driver 924 thereby tensioning the actuator 922 to retain the flow valve 920 against the valve seat 972 in a closed position. When the current is reversed or no longer applied, the driver 924 does not tension the actuator 922 thereby allowing fuel to flow past the flow valve 920.
- the injector 910 is configured to eliminate undesired movement and/or residual motion of the actuator 922 when injecting the rapid bursts of fuel.
- the injector 910 can also be configured to assure centerline alignment of the actuator 922, which can include instrumentation such as fiber-optic instrumentation.
- the injector can include one or more components or assemblies positioned in the channel 963 of the body 912 for aligning the actuator 922.
- Figure 22A is a side view of an open truss tube assembly 1080 configured in accordance with an embodiment of the disclosure for aligning an actuator.
- Figure 22B is a cross-sectional front view of the truss assembly 1080 taken substantially along the lines 22B-22B of Figure 22A.
- the inside diameter of tube truss assembly 1080 may be superfinished and/or coated with anti-friction coatings including, for example, molybdenum sulfide, diamond like carbon, boron nitride or various suitable polymers. These surface treatments may be utilized in various combinations to achieve friction reduction, corrosion protection, heat transfer, and other anti-wear purposes.
- anti-friction coatings including, for example, molybdenum sulfide, diamond like carbon, boron nitride or various suitable polymers. These surface treatments may be utilized in various combinations to achieve friction reduction, corrosion protection, heat transfer, and other anti-wear purposes.
- the truss assembly 1080 also prevents resonant ringing, whipping, or axial springing of the actuator during operation.
- Figure 22C is a side view of a truss assembly 1081 configured in accordance with another embodiment of the disclosure for aligning the actuator 922 and preventing undesirable resonant ringing, whipping, or axial springing.
- Figure 22D is a cross-sectional front view taken substantially along the lines 22D-22D of Figure 22C.
- the truss assembly 1081 includes a plurality of helical springs or biasing members 1083 arranged consecutively and in a configuration around the actuator 922. Accordingly, in operation the frequency of the individual springs 1083 cancel each other out and thereby stabilize the actuator 922.
- Figure 22E is a cross-sectional side partial view of an injector 1010 configured in accordance with yet another embodiment of the disclosure that includes a guide member 1090 for aligning an actuator 1022.
- the illustrated injector 1010 can have features generally similar in structure and function to the other injectors disclosed herein.
- the injector 1010 illustrated in Figure 22E includes the actuator 1022 that extends through a body 1012 between a driver 1024 and a flow valve 1020.
- the guide member 1090 at least partially surrounds the actuator 1022 at a location downstream from the driver 1024.
- the guide member 1090 supports the actuator 1022 and prevents undesirable resonant ringing, whipping, and/or axial springing of the actuator 1022.
- the guide member 1090 includes a first portion 1091 adjacent to the driver 1024, and a second portion 1092 adjacent to the flow valve 1020.
- the first portion 1091 has a first inner diameter surrounding the actuator 1022
- the second portion 1092 has a second inner diameter surrounding the actuator 1022.
- the second inner diameter is smaller than the first inner diameter, thereby more closely supporting the actuator 1029 adjacent to the flow valve 1020 in the nozzle portion of the injector.
- the guide member 1090 can incorporate piezoelectric, acoustical, and/or magnetoelectric devices that can be used for generating impetus for fuel bursts.
- the guide member 1090 can also incorporate instrumentation, transducers, and/or sensors for detecting and communication combustion chamber conditions.
- FIG. 23 is a cross-sectional side view of a driver 1 124 configured in accordance with another embodiment of the disclosure.
- the driver 1 124 includes features that are generally similar in structure and function to the drivers described above.
- the driver is configured to be coupled to an actuator, as well as to allow fuel to flow therethrough.
- the driver 1 124 includes a body 1 38 having a first end portion 1 140 opposite a second end portion 1142.
- the body 1 138 also includes a channel 1 144 extending therethrough.
- the channel 1 144 branches into multiple smaller channels or passages at the second end portion 1 142 of the body 1 138.
- the driver 1 124 can be configured to provide a force to inject fuel from an injector.
- the driver 1 124 can provide acoustical forces to modify or enhance fuel injection bursts.
- the driver 1 124 can be made from a composited ferromagnetic material.
- the driver 1 124 can comprise a laminated magnetostrictive transducer material or a piezoelectric material to produce acoustical impetus. Suitable methods for providing such functions in the driver 1 124 include lamination of desired materials, as described for example, in U.S. Patent No. 5,980,251 , which is incorporated herein by reference in its entirety.
- suitable piezoelectric methods for creating such desired acoustical impetus are provided in the following educational materials provided by the Valpey Fisher Corporation: Quartz Crystal Oscillator Training Seminar presented by Jim Socki of Crystal Engineering, November 2000.
- the injector 910 includes an ignition and flow adjusting device or cover 921 carried by the nozzle portion 918 that at least partially covers the flow valve 920.
- the cover 921 includes one or more conductive components such that the cover 921 can be a first electrode that generates an ignition event with a corresponding second electrode of an engine head.
- the cover 921 can be configured to protect components of the injector 910 that are configured to monitor and/or detect combustion properties.
- the cover 921 can also be configured to affect the shape, patter, and/or phase of the injected fuel. For example, the cover 921 can be configured to induce sudden gasification of the injected fuel, as described above.
- the first slots 1223 have a shorter length and greater thickness compared to the second slots 1227.
- the first cover 1221 a also includes a plurality of first holes 1225 spaced circularly around the cover between the slots, and a second hole 1229 at a central portion of the cover.
- the slots and/or holes of the first cover 1221 a, as well as in other covers described herein, can be set at orthogonal or non-orthogonal angles with reference to a combustion chamber face to achieve desired fuel flow and combustion rates.
- the first cover 1221a of Figure 24A represents one illustrative pattern or slots and holes
- Figure 24B is a side view
- Figure 24C is a side view of a second ignition and flow adjusting device or cover 1221 b configured in accordance with another embodiment of the disclosure including numerous sharp edges.
- the second cover 1221 b includes a plurality of slots 1223 extending radially outwardly from a central portion of the second cover 1221 b.
- the slots 1223 are formed between electrode portions 1231 extending from a base surface 1224.
- the electrode portions 1231 are configured to create an ignition even with a corresponding electrode portion of an engine head.
- the second cover 1221 b also includes a hole 1229 at a central portion of the second cover 1221 b. Accordingly, combustion properties can be monitored through the hole 1229, as well as through gaps 1233 between the electrode portions 1231 and the base surface 1224.
- the electrode portions 1231 and/or ignition points 1232 can include a catalyst such as a platinum metal or platinum black.
- the electrode portions 1231 and/or ignition points 1232 can include depositions including acicular structures that are deposited as a result of spark or plasma erosion and transport. Such deposits may be moved between the electrode portions 1231 by occasionally reversing the voltage polarity and/or by utilizing alternating current for the development of the plasma that is produced adjacent to the ignition points 1232.
- Figure 24D is an isometric view
- Figure 24E is a front view
- Figure 24F is a cross-sectional side view taken substantially along the lines 24F-24F of Figure 24E, of a third cover 1221c configured in accordance with yet another embodiment of the disclosure.
- the third cover 1221 c includes a first surface 1226 spaced apart from a base portion 1224.
- a hole 1229 extends through a central portion of the first surface 1226, and a plurality of slots 1223 extend through the third cover 1221c between the first surface 1226 and the base portion 1224. Similar to the embodiments described above, the hole 1229 and the slots 1223 allow instrumentation carried by an injected to monitor combustion properties.
- the nozzle portion 918 can include a mechanical check valve that is aligned with a bearing guide 943 carried by the nozzle portion 918.
- Figures 25A-25C illustrated such a check valve 1345 configured in accordance with one embodiment of the disclosure. More specifically, Figure 25A is an isometric view, Figure 25B is a rear view, and Figure 25C is a cross-sectional side view taken substantially along the lines 25C-25C of Figure 25B of the check valve 1345.
- the check valve 1345 includes a projection portion 1351 extending from a base portion 1347.
- the projection portion 1351 is configured to be at least partially received in the nozzle portion of a corresponding injector.
- the check valve 1345 includes a flow surface 1353 extending from the base portion 1347 to the projection portion 1351.
- the flow surface 1353 includes impeller fins or slots 1349.
- the check valve 1345 further includes a combustion surface 1357 that is configured to face a combustion chamber.
- An opening or slot 1355 extends into the check valve 1345 from the combustion surface 1357. The opening 1355 can at least partially receive the bearing guide 943 of Figure 21.
- This information can be useful for fuels such as gasoline, diesel, ammonia, propane, fuel alcohols and various other fuels that may be delivered as a liquid, superheated liquid, or vapor, including numerous permutations thereof with or without additional permutations further including products of thermochemical regeneration such as hydrogen and carbon monoxide.
- fuels such as gasoline, diesel, ammonia, propane, fuel alcohols and various other fuels that may be delivered as a liquid, superheated liquid, or vapor, including numerous permutations thereof with or without additional permutations further including products of thermochemical regeneration such as hydrogen and carbon monoxide.
- the check valve 1345 is configured to produce a dense flow of fuel in alternating zones to enhance the combustion of the fuel.
- the helical impeller fins or slots 1349 serve the purpose of imparting an angular velocity to the check valve 1345, while also producing the denser flow fuel flow in alternating zones.
- This design feature may be utilized to facilitate more rapid combustion of fuel as a result of enhanced rates of mixing.
- This design feature may also be utilized to collide injected fuel flow according to counter flow paths, as well as producing shear mixing according to cross flow paths as fuel is propelled into air or another oxidant that has entered the combustion chamber with angular momentum or that has been induced to have swirl by the combustion chamber geometry.
- the check valve 1345 may be configured to provide angular momentum to the injected fuel for clockwise or counterclockwise motion to produce desirable acceleration of the heat release process along with minimization of heat transfer to combustion chamber surfaces.
- Figure 26A is a cross-sectional side view of an injector 1410 configured in accordance with yet another embodiment of the disclosure.
- the injector 1410 includes several features that are generally similar in structure and function to the corresponding features of the injectors described above.
- the injector 1410 is particularly suited to fit within the very small port of the engine head 1407 in a relatively small diesel engine.
- the injector 1410 includes a middle portion 1416 extending between a base portion 1414 and a nozzle portion 1418.
- the injector 1410 utilizes a ferromagnetic alloy case 1402 as part of an electromagnetic circuit with a driver armature 1424.
- the driver 1424 is normally rested against a first magnetic or mechanical biasing member or spring 1435 downstream of the driver 1424 in the middle portion 1416.
- the driver can also be normally rested against a second biasing member 1413 upstream of the driver 1424 in a counter bore 1433 of the middle portion 1416.
- Current applied to a solenoid winding moves the driver 1424 linearly along a longitudinal axis of the injector 1410.
- the case 1402 also houses and protects a high dielectric strength ceramic insulator 1417, which can include any of the insulators described in detail above.
- the insulator 1417 insulates conductive tubing or plating 1408 for the purpose of delivering ignition energy to the nozzle portion 1418.
- a cable 1438 can supply the ignition energy to the plating 1408, which conducts the ignition energy to an ignition member or cover 1421 at the interface of the combustion chamber 1404.
- FIG 26B is a front view of the injector 1410 illustrating the ignition member 1421.
- the ignition member 1421 includes multiple radial ignition points 1412 for creating an ignition event such as spark, plasma, hot surface and/or catalytic stimulation.
- the ignition member 1421 includes multiple apertures for fuel entry into the combustion chamber 1404, as described above. Additional features for minimizing the space required for use of the injector 1410 may be provided by a fuel delivery passage 1442 extending from the base portion 1414 to the nozzle portion 1418.
- the fuel delivery passage 1442 can be coupled to one or more flexible delivery conduits to a suitable fuel distributor manifold.
- the check valve 1458 can be configured to have impeller fins or slots generally similar to the check valve 1345 described above with reference to Figures 25A-25C. These impeller fins or slots can impart an angular velocity to the fuel to produce denser fuel flow in alternating zones, which can thereby enhance type of fuel burst or pattern emitted from the nozzle portion 1418.
- This design feature may be utilized to facilitate more rapid combustion of fuel as a result of enhanced rates of mixing, to collide according to counter flow paths, and/or produce shear mixing according to cross flow paths as fuel is propelled into air or another oxidant that has entered the combustion chamber with angular momentum, or that has been induced to have swirl by the combustion chamber geometry.
- the check valve 1458 may be configured to provide angular momentum for clockwise or counterclockwise motion of the fuel to produce desirable acceleration of the heat release process along, with minimization of heat transfer to combustion chamber surfaces.
- Figure 27A is a cross-sectional side view of an injector 1500 configured in accordance with another embodiment of the disclosure.
- the illustrated injector 1500 is particularly suitable for use in engines with high or low compression ratio operation to provide much faster and more complete combustion of fuels. These fuels can contain virtually any combination of fuel characteristics including, for example, temperature, one or more mixed phases, viscosity, energy density, and octane and cetane ratings including octane and cetane ratings far below standards for conventional operation.
- the injector 1500 includes several features that are generally similar in structure and function to corresponding features of the injectors described above.
- the injector 1500 includes a middle portion 1582 extending between a base portion 1580 and a nozzle portion 1584.
- the injector also includes an actuator 1518 extending from a driver 1515 to a fuel flow valve 1524.
- the nozzle portion 1584 includes a seat at the interface to the combustion chamber 1550 that is sealed by the normally closed flow valve 1524.
- the plating or tube 1522 may be coated or plated with a high dielectric strength material 1520 within a zone 1517 proximate to the combustion chamber for the purpose of assuring electrical conduction to or from the flow valve 1524.
- the tube coating 1520 may be highly conductive or highly resistant to spark erosion, as may be needed for serving as a circuit component in spark and plasma ignition processes.
- one or more selected transition metal carbonyls such as manganese or iron may be prepared and stored for continuous or occasional additions to the fuel selection being utilized.
- one or more additives of such organic or inorganic substances that provide manganese, iron, nickel, boron, sodium, potassium, lithium, calcium, or silicon are typical agents with distinct emission signatures for such motion characterization and delineation of temperature or process rate purposes.
- Such additives may be continuously or occasionally provided from storage tanks to calibrate transducers that detect temperature along with ignition process motions of various reactants and products of the combustion process.
- Such properties are utilized by detection and analysis systems to determine temperature (including avoidance of temperatures in which oxides of nitrogen are formed), combustion process steps, and combustion process rates.
- a power or electricity generator can include a photovoltaic generator 1625, which may be located adjacent to or integral with the thermoelectric generator 1620. As such, the photovoltaic generator 1625 can convert radiation emitted from the combustion chamber into electricity. The photovoltaic generator 1625 can further serve as an instrumentation transducer for measuring the temperature or other combustion properties and events in the combustion chamber. The photovoltaic generator 1625 may be cooled by heat transfer to fuel that passes nearby in the fuel passageway through the nozzle portion of the injector 1600.
- the injector 1600 illustrated in Figure 28 may provide for each cylinder of an engine, during each cycle of operation, adaptively optimized timing of fuel delivery in one or more successive fuel injection events.
- the injector 1600 can also provide optimized timing and adaptive utilization of ignition systems .selected from piezoelectric, inductive, capacitance discharge, and plasma projection, along with control of peak combustion temperature.
- the illustrated injector 1600 may do so as a stand-alone adaptively optimized fuel injection and ignition system that only requires suitable connection to a fuel source.
- the injector 1600 may operate in concert with other similar injectors, including the application of interactive artificial intelligence to improve performance.
- the illustrated injector 1600 may also distribute electrical energy to one or more other injectors for purposes such as powering fuel control valves or instrumentation to detect temperature and pressure transducers, to power ignition events, and/or to operate microprocessors or computers.
- a fuel selection that may include large molecular weight components such as low-cetane vegetable or animal fats, distillate, paraffin, or petroleum jelly that ordinarily cannot be used to start a cold engine may be used with the present embodiments to readily start a cold engine by initially assuring production of clean exhaust by application of the projected rapid ignition and combustion process disclosed regarding the capacitance discharge processes facilitated by injectors disclosed herein, including in particular, for example, the injector 1500 described with reference to Figure 27A.
- FIG. 29 is a cross-sectional side view of an injector 1700 configured in accordance with another embodiment of the disclosure.
- the illustrated embodiment includes several features that are generally similar in structure and function to corresponding features of the injectors described above.
- the injector 1700 includes a middle portion 1703 extending between a base portion 1701 and a nozzle portion 1705.
- the injector 1700 also includes a tube fitting 1704 that also serves as a ferromagnetic pole of the solenoid and that includes an insulated winding in annular zone 1710 in the base portion 1701 .
- the injector 1700 also includes a magnetic circuit path 1708 that forces a driver 1714 against a stop collar 1716.
- the stop collar 1716 is coupled to an actuator 1718, which is also couple to a flow valve 1738 carried by the nozzle portion 1705.
- the actuator 1718 retains the flow valve 1738 in a closed position.
- the illustrated injector 1700 is configured for fuel control, metering, and injection functions resulting from one or more applications of suitable pneumatic, hydraulic, piezoelectric, and/or electromechanical processes applied to the actuating components of the injector 1700.
- the injector 1710 is suited for interchangeable utilization of a wide range of fuel types.
- the injector 1700 is also configured for use with engines having a wide turn-down ratio and that require a relatively flat torque curve.
- fuel that enters the zone between such sharp conductor zones is ionized and rapidly accelerated to velocities that typically exceed the speed of sound as ionized fuel components, along with impelled un-ionized fuel constituents, are blasted into oxidant 1740 to very rapidly complete the combustion processes.
- large blocks of parafin, compressed cellulose, stabilized animal or vegetable fats, tar, various polymers including polyethylenes, distillation residuals, off- grade diesel oils and other long hydrocarbon alkanes, aromatics, and cycloalkanes may be stored in areas suitable for disaster response.
- These illustrative fuel selections that offer long-term storage advantages cannot be utilized by conventional fuel carburetion or injection systems.
- Injector embodiments that utilize the space saving features and highspeed operational capabilities as illustrated in Figure 29 and with reference to the other embodiments of the disclosure may be held in place by various suitable arrangements including an axial clamp or forked leaf spring (not shown) that securely locks the assembly at the protection portion 1727 so that it is pressed against the lip of the engine port to the combustion chamber.
- the protection feature 1727 may serve as a heat dam and further to provide a convenient feature to hold the assembly securely in place.
- Various suitable seals to the combustion chamber may be utilized, including for example, a compressible or elastomeric annular seal or conically tapered compression seal 1729.
- the fuel control valve 1850 may be made of any suitable material including, for example, optical window materials such as fluoride glass compositions, quartz, sapphire, or polymer compositions including various composites of such materials for monitoring infrared, visible, and ultraviolet radiation, as well as pressure and motion events in the combustion chamber.
- the fuel control valve 1850 can also be plated or treated with various materials to produce desired confinement of radiation that may be received by lens and guide pin 1850.
- the valve 1850 may coated with materials including, for example, suitably protected sapphire, lithium fluoride, calcium fluoride, or ZBLAN fluoride glass including composites of such materials to deliver and or filter certain radiation frequencies of interest.
- the contact portion 1854 of the valve 1850 may be ferromagnetic or comprised of a permanent magnet that may be repelled by selection of the magnetic pole of a permanent magnet in the valve seat 1852, or the pole produced by operation of an electromagnet in the valve seat 1852 to produce desired variations in the burst frequency and character of the fuel injection bursts.
- combustion chamber properties and conditions can be detected and communicated by sensors carried by the flow valve 850 and/or the guide pin 1855.
- Optical, electrical, and/or magnetic signals from the guide pin 1856 can be transmitted to corresponding communicators or fibers in the actuator 1818 through flexing sub-cables 1855, or through transmissive media such as gaseous, liquid, gel, or elastomeric material that fills the space as needed for communication to suitable transducers and or wireless nodes.
- This enables fly-eye or other another type of suitable lens 1853 carried by the guide pin 1856 to provide for desired monitoring and characterization of events in the combustion chamber.
- Information can accordingly be transmitted through optical pin assembly 156, including transmission through window material or communication cables 1855.
- the actuation assembly 1959 also includes connectors 1958 (identified individually as first and second connectors 1958a, 1958b) operatively coupled to the corresponding actuators 1962 and to the cable 1968 to provide push, pull, and/or push and pull displacement of the cable 1968.
- the cable 1968 can freely slide between the connectors 1958 axially along the injector 1960.
- a first end portion of the cable 1968 can pass through a first guide bearing 1976 at the base portion 1901 of the injector 1960.
- the first end portion of the cable 1968 is also operatively coupled to a controller 1978 to relay combustion data to the controller 1978 to enable the controller to adaptively control and optimize fuel injection and ignition processes.
- the injector 1960 can also include a capacitor 1974 at the nozzle portion 1902.
- the capacitor 1974 may be cylindrical to include many conductive layers such as may be provided by a suitable metal selection or of graphene layers that are separated by a suitable insulator such as a selection from Table 1 , as well as any formulation such as a selection from Table 2.
- the capacitor 1974 may be charged with a relatively small current through a first insulated cable 1980, which can be coupled to a suitable power source.
- Capacitor 1974 may also be. subsequently discharged much more rapidly at relatively high current through a larger second cable 1982 extending from the capacitor 1974 to a conductive tube or plating 1984.
- the plating 1984 can include the desired sharp edges for ignition properties and propagation as described above.
- Figure 32 is a cross-sectional side view of an injector 2060 configured in accordance with yet another embodiment of the disclosure for rapidly and precisely controlling the actuation of a flow valve 2050.
- the illustrated injector 2060 includes several features that are generally similar in structure and function to the corresponding features of the other injectors disclosed herein.
- the injector 2060 includes an actuator or cable 2068 coupled to the flow valve 2050.
- the injector 2060 also include different actuation assemblies 2070 (identified individually a first actuation assembly 2070a and a second actuation assembly 2070b) for moving the cable 2068 axially along the injector 2060 (e.g., in the direction of a first arrow 2067).
- the first actuation assembly 2070a (shown schematically) includes a force generating member 2071 that contacts the cable 2068.
- the force generating member 2071 can be a piezoelectric, electromechanical, pneumatic, hydraulic, or other suitable force generating components.
- the force generating member 2071 moves in a direction generally perpendicular to a longitudinal axis of the injector 2060 (e.g., in the direction of a second arrow 2065). Accordingly, the force generating member 2071 displaces at least a portion of the cable 2068 to tension the cable 2068.
- the first actuation assembly 2070a can provide for very rapid and precise fuel injection bursts 2003 from the flow valve 2050.
- the second actuation assembly 2070b (shown schematically) includes a rack and pinion type configuration for moving the cable 2068 axially within the injector 2060. More specifically, the second actuation assembly 2070a includes a rack or sleeve 2072 coupled to the cable 2068. A corresponding pinion or gear 2074 engages the sleeve 2072. In operation, the second actuation assembly 2070b transfers the rotational movement of the gear 2074 into linear motion of the sleeve 2072, and consequently the cable. As such, the second actuation assembly 2070 can also provide for very rapid and precise fuel injection bursts 2003 emitted from the flow valve 2050.
- surfaces of the valve 2250 and/or the valve seat 2270 can be configured to affect the fuel flowing past these surfaces.
- these components can include sharp edges that induce sudden gasification of the fuel as described above.
- these components can have surfaces with grooves or patterns that affect the fuel flow, such as helical grooves, for example, to induce a swirling motion of the injected fuel.
- the dielectric insulator 2340 includes two or more portions with different dielectric strengths.
- the insulator 2340 can include a first dielectric portion 2342 positioned generally at the middle portion 2304 of the injector 2300, and a second dielectric portion 2344 at the nozzle portion 2306 of the injector 2300.
- the second dielectric portion 2344 can be configured to have a higher dielectric strength than the first dielectric portion 2342 for the purpose of withstanding the harsh combustion conditions of the nozzle portion 2306 proximate to the combustion chamber 2301 (e.g., pressure, thermal and mechanical shock, fouling, etc.) and prevent degradation of the insulator 2340.
- the second dielectric portion 2344 does not extend along the nozzle portion 2306 all the way to the interface with the combustion chamber 2301 .
- the nozzle portion 2306 includes an air gap 2337 between the engine block 2303 and a conductive portion 2338 of the injector 2300 that delivers voltage to the nozzle portion 2306 for ignition.
- This gap 2370 in the nozzle portion 2306 provides a space for capacitive discharge for plasma production from the nozzle portion 2306.
- Such discharge can also clear or at least partially prevent contaminant (e.g., oil) from depositing on the second dielectric portion 2344, thereby avoiding tracking or other types of degradation of the insulator 2340.
- the injector 2300 can further include a second check valve 2330 and check valve seat 2332 at the base portion 2302 of the injector 2300.
- the check valve 2330 and the check valve seat 2332 can include magnetic portions (e.g., permanent magnets) that are attracted to each other.
- a force applied to the check valve 2330 e.g., an electromagnetic or other suitable force that overcomes the attractive force of the check valve seat 2332 moves the check valve 2330 away from the check valve seat 2332 to allow fuel to flow through the injector 2300. Because the check valve 2330 remains in the closed position unless a force is applied to the check valve 2330, in the event of a power loss the check valve 2330 can prevent fuel from flowing or leaking into the injector 2330.
- FIG 35B is a front view illustrating an embodiment of a flow valve 2350 at the nozzle portion 2306 of the injector 2300 illustrated in Figure 35A.
- the valve 2350 can include multiple slots 2358 and/or an opening 2357 to allow and/or affect the flow of fuel thereby. These slots 2358 and opening 2357 can also allow the injector 2300 to sense combustion chamber properties and conditions through the valve 2350.
- the valve 2350 can be made from an at least partially transparent material, such as quartz or sapphire, to enable the monitoring of the combustion chamber properties and conditions.
- Figure 36A is a cross-sectional partial side view of a nozzle portion 2402 of an injector 2400 configured in accordance with yet another embodiment of the disclosure.
- the injector 2400 includes a connector 2442 that couples a cable or actuator 2440 to a first flow valve 2450.
- the first valve 2450 is an inwardly opening flow valve that rests against a valve seat 2452 when the first valve is in a closed position.
- the nozzle portion 2402 also includes a second check valve 2460 that rests against the valve seat 2452 when the second valve 2460 is in a closed position.
- the nozzle portion includes an intermediate volume 2456 between the closed first and second valves 2450, 2460.
- moving the actuator 2440 in the direction indicated by arrow 2439 moves the first valve 2450 off the valve seat 2452 to open the first valve 2450. Opening the first valve 2450 allows fuel to flow along a first fuel path 2444a to enter the intermediate volume 2456. As the fuel enters the intermediate volume 2456, the pressure of the fuel opens the second check valve 2460 so that the fuel can exit the intermediate volume 2456 along a second fuel path 2444b. Subsequently, the fuel can flow beyond the cover 2470 to be injected into a combustion chamber. When the actuator 2440 returns to its original position, the first valve 2450 closes against the valve seat 2452 to stop the fuel flow.
- FIG 37 is a schematic cross-sectional side view of a system 2500 configured in accordance with another embodiment of the disclosure.
- the system 2500 includes an integrated fuel injector/igniter 2502 (e.g., an injector according to any of the embodiments of the present disclosure), a combustion chamber 2506, one or more unthrottled air flow valves 2510 (identified individually as a first valve 2510a and a second valve 2510b), and an energy transferring device or piston 2504.
- the injector 2502 is configured to inject a layered or stratified charge of fuel 2520 into the combustion chamber 2506.
- the injector 2502 injects the layered or stratified fuel 2520 into the combustion chamber 2506 in the presence of the excess oxidant.
- the injection can occur when the piston 2504 is at or past the top dead center position. In other embodiments, however, the injector 2502 can inject the fuel 2520 before the piston 2504 reaches top dead center.
- the injector 2502 is configured to adaptively inject the layered charge 2520 as described above (e.g., by injecting rapid multiple layered bursts between ignition events, with sudden gasification of the fuel, plasma projected fuel, supercooling, etc.), the fuel 2520 is configured to rapidly ignite and completely combust in the presence of the insulative barrier 2530 of the oxidant.
- the insulative barrier 2530 shields the walls of the combustion chamber 2506 from the heat that is given off from the fuel 2520 when the fuel 2520 ignites thereby avoiding heat loss to the walls of the combustion chamber 2506.
- the heat released by the rapid combustion of the fuel 2520 is converted into work to drive the piston 2504, rather than being transferred as a loss to the combustion chamber surfaces.
- the injector 2502 injects and/or ignites the fuel after the piston 22504 passes top dead center, all of the energy released by the rapid combustion of the fuel 2520 is converted into work to drive the piston 2504 without any losses due to back work since the piston is already at or beyond top dead center. In other embodiments, however, the injector 2520 can inject the fuel before the piston 2504 is at top dead center.
- Figure 38 is a schematic diagram of a system for measuring combustion temperature of an engine 3800 and correlating it to crankshaft acceleration in accordance with an embodiment of the disclosure.
- the engine 3800 is an internal combustion engine (e.g., a four stroke engine) having at least one reciprocating piston 3804 and a corresponding combustion chamber 3806.
- An integrated fuel injector/igniter 3802 e.g., an injector at least generally similar in structure and function to any of the injector embodiments of the present disclosure
- the injector 3802 can be configured to inject and ignite the fuel 3820 in an excess amount of oxidizer 3830, such as air.
- the injector 3802 can include a high strength cable 3860 that controls the flow of fuel through an injector nozzle 3870 via a flow control valve 3874 as described above with reference to, for example, Figure 4.
- the cable 3860 can include one or more fiber optic elements that communicate with a combustion chamber interface 3883 located on a distal end portion of the cable 3860 exposed to the combustion chamber 3806.
- the combustion chamber interface 3883 can include various means and devices for measuring combustion chamber temperature and pressure using a high frequency strobe of IR, visible, and/or UV light transmitted by the fiber optic portion of the cable 3860.
- the means for measuring combustion chamber temperature and/or pressure can include a Fabry-Perot interferometer.
- the temperature and/or pressure profiles within the combustion chamber 3806 as a function of time or other parameter can be measured using other types of suitable temperature and/or pressure sensors known in the art.
- Such temperature sensors can include, for example, various types of thermocouple, resistive, and IR devices, and such pressure sensors can include, for example, various types of transducer and piezoelectric devices.
- crankshaft 3851 is mechanically driven by the piston 3804 in a conventional manner (i.e., via a corresponding connecting rod).
- a crankshaft position sensor 3854 e.g., a Hall effect sensor
- the sensor 3854 can be configured to detect one or more magnets 3852a-d equally spaced around the outer diameter of the flywheel 3850.
- the magnets 3852 are positioned at 90 degree intervals in the illustrated embodiment, in other embodiments, more or fewer magnets can be equally spaced around the periphery of the flywheel 3850 to accurately measure flywheel +/- accelerations.
- the instantaneous +/- accelerations of the flywheel 3850 can be measured using other suitable systems and techniques known in the art, including optical sensors that detect the motion of flywheel teeth 3856 or other physical features positioned near or around the outer perimeter of the flywheel 3850.
- the +/- acceleration information from the flywheel 3850 is transmitted from the sensor 3854 to the computer 3840.
- the computer 3840 can simultaneously receive temperature information from the combustion chamber 3806 and flywheel +/- acceleration information from the crankshaft 3850 during operation of the engine 3800.
- the computer 3840 correlates this information so that combustion chamber temperatures on other similar engines can be found based solely on flywheel +/- acceleration, and without the need for combustion chamber instrumentation.
- the computer 3840 simultaneously receives pressure information from the combustion chamber 3806 and flywheel +/- acceleration information from the crankshaft 3850 during operation of the engine 3800.
- the computer 3840 correlates this information so that combustion chamber pressures on other similar engines can be found based solely on flywheel +/- acceleration, and without the need for combustion chamber instrumentation.
- the crankshaft alternates between positive acceleration and negative acceleration (i.e., deceleration) a number of times during one engine cycle depending on, for example, the number of cylinders the particular engine may have.
- a four cylinder engine may have a crankshaft +/- acceleration curve similar to the curve 3990a, with four peak accelerations corresponding to the four combustion events in the four cylinders during a single 720 degree engine cycle.
- the graph 3900a is merely illustrative of one particular engine configuration, and other engines can have other crankshaft +/- acceleration behavior depending on a wide variety of factors. For example, if the load on the engine decreases, one would expect that the peak accelerations would increase for each of the power strokes, as illustrated by a curve 3990b. Conversely, increasing the load on the engine would likely decrease peak accelerations. Moreover, varying fuel types, ignition timing, ambient temperature, as well as a number of other factors can also affect the +/- acceleration pattern for a given engine.
- the graph 3900b provides some illustrative examples of how crankshaft +/- acceleration may vary as a function of combustion chamber temperature for a particular engine configuration.
- a first curve 3910a illustrates the change in crankshaft +/- acceleration as a function of peak combustion chamber temperature for a relatively low engine load
- a second curve 3910b illustrates a similar plot for an increased engine load
- a third curve 3910c illustrates a similar plot for a still higher engine load.
- the cranks 3910a-c illustrate, the crankshaft positive acceleration decreases for a given peak combustion temperature as the load on the engine increases.
- crankshaft +/- acceleration may vary as a function of combustion chamber pressure for a particular engine configuration.
- engine test data is used to correlate peak combustion chamber temperature to crankshaft (or other suitable component) +/- acceleration.
- an engine management system e.g., an engine control unit (ECU), engine control module (ECM), or other controller
- ECU engine control unit
- ECM engine control module
- a controller can be configured to sense crankshaft +/- acceleration data (in addition to other operational parameters) during engine operation and control the combustion parameters as needed if the crankshaft data indicates that the peak combustion chamber temperature is at or approaching 2,200 degrees C.
- ECU engine control unit
- ECM engine control module
- combustion chamber temperature and combustion chamber pressure can be determined for any engine configuration. Accordingly, one can prevent the formation of oxides of nitrogen in a combustion chamber by limiting the peak pressure of combustion to the pressure that corresponds to a peak temperature of 2200°C.
- engine test data is used to correlate peak combustion chamber pressure to crankshaft (or other suitable component) +/- acceleration.
- Figure 41 is a flow diagram of a routine 4100 for utilizing crankshaft acceleration correlation data to limit combustion chamber temperatures to below 2,200 degrees C in accordance with an embodiment of the disclosure.
- the routine 4100 can be performed by an engine management computer, ECU, Application- Specific-lntegrated-Circuit (ASIC), and/or other suitable programmable engine control device.
- the routine receives accelerator control input after the engine is started. This input can correspond to, for example, the position of the car's accelerator pedal which, accordingly, corresponds to the level of acceleration desired by the driver.
- the routine can adjust the pressure of the fuel injected into the combustion chamber, the timing (and duration) of the fuel injection, the ignition timing, and/or other combustion parameters as needed to provide the desired level of engine power corresponding to the accelerator input.
- the foregoing combustion parameters can be varied proportionately, inversely proportionately, or independently of each other to efficiently provide the desired level of power output from the engine.
- the routine measures the +/- acceleration of the crankshaft or other suitable engine component in response to the combustion.
- the routine determines if the +/- acceleration corresponds to the peak temperature of combustion that is understood to produce or otherwise lead to the formation of nitrogen oxides.
- this temperature will be greater than or equal to 2,200°C. If the peak temperature of combustion has not reached this level, then the routine proceeds to decision block 41 12 to confirm that nitrogen oxides are not present in the exhaust gas.
- various types of commercially available exhaust gas analyzers for analyzing exhaust gas for the presence of nitrogen oxides. Such devices can include, for example, infrared gas analyzers, chemiluminescence gas analyzers, UV fluorescence gas analyzers, oxygen analyzers, spectrometers for gas analysis, photoacoustic IR gas analyzers, integrated gas analysis systems, etc. If nitrogen oxides are not present in the exhaust gas, then the routine returns to block 4102 and repeats.
- the routine proceeds to block 41 14 and resets the peak temperature datum from what was previously assumed to cause the formation of nitrogen oxides (i.e., 2200°C) to whatever the temperature is that actually correlates to the +/- acceleration measured in block 4106.
- This step enables the correlation of +/- acceleration for control of the combustion parameters to be based on the detected temperature that results in the formation of nitrogen oxides, rather than the temperature assumed to cause formation of such oxides, because the detected peak temperature of combustion (as determined through, e.g., +/- acceleration) may mask the actual peak temperature.
- the routine proceeds to block 41 10 and adjusts the fuel injection pressure, fuel injection timing/duration, ignition timing, and/or other combustion parameters as necessary to reduce the temperature of combustion while maintaining favorable power output and fuel efficiency.
- these combustion parameters can be proportionately changed to reduce the +/- acceleration of the crankshaft and lower the peak combustion chamber temperature. In other embodiments, these parameters can be changed independently of each other or inversely to each other. After adjusting the combustion parameters to lower the peak temperature of combustion, the routine returns to block 4106 and repeats.
- combustion chamber pressure can be correlated to +/- acceleration in an analogous approach to preventing the formation of oxides of nitrogen.
- One advantage of the embodiment described above is that once the +/- crankshaft acceleration has been correlated to peak combustion chamber temperature (or pressure) for a particular engine configuration, the peak combustion chamber temperature and pressure can be controlled by solely monitoring crankshaft +/- acceleration. More particularly, this means that the peak combustion temperatures can be limited to, for example, 2,200°C or less to avoid the formation of oxides of nitrogen, without having to measure actual combustion chamber temperatures or pressures during engine operation. As a result, in this embodiment the engine can use relatively simple injectors/igniters that lack temperature and/or pressure measurement capabilities.
- a further benefit of the methods and systems described above is that they stop, or at least reduce, the formation of oxides of nitrogen at the source (i.e., in the combustion chamber), in contrast to prior art methods that focus on cleaning harmful emissions from the exhaust.
- a redundant method of engine control is provided by combining detection and correlation of data by instrumentation that monitors peak combustion temperature and/or combustion chamber pressure and/or acceleration and/or stress/strain data. In this embodiment, even if one or more of such instrumentation is masked or lost, the remaining instrumentation supplies sufficient information to continue engine operation by correlation for prevention of oxides of nitrogen.
- a fuel injection system including a fuel injector for injecting fuel, wherein the fuel is injected by means for valving the fuel, and a fuel igniter, wherein the fuel igniter is integral to the fuel injector, wherein the means for valving the fuel is occasionally opened by means for opening selected from the group comprising an insulated rod means, an insulated cable means, and an insulated fiber optic means for the opening and wherein force required by the means for opening is provided by a force generating means and wherein and the means for valving the fuel and the means for injecting the fuel and the means for igniting the fuel are integrated at the interface to a means for combusting the fuel.
- the system described herein wherein the means for opening also provides detection or communication of detected information from the combusting to the controlling means.
- the system as described herein wherein the means for igniting the fuel is selected from the group comprising a spark, multiple sparks, and a plasma means.
- the fuel is stored by a means for storage of fuel
- the means for storage of fuel is selected from the group for the storage of fuel comprised of cryogenic liquids, cryogenic solids and liquids, cryogenic solids, liquids, vapors and gases; non-cryogenic liquids, non-cryogenic solids and liquids, and non-cryogenic solids, liquids, vapors, and gases.
- the fuel is selected from the group consisting of cryogenic liquid fuel, cryogenic solid fuel and cryogenic gaseous fuel.
- the system described herein in which the means for igniting includes means selected from the group comprised of capacitance discharge, piezoelectric voltage generation, and inductive voltage generation.
- a process for energy conversion comprising the steps of storing one or more fuel substances in a containment vessel means, transferring the fuel and or derivatives of the fuel to a device that substantially separates valve operator means from a flow control valve means located at the interface of a combustion chamber means of an engine means to control the fuel or derivatives of the fuel by an electrically insulating cable or rod means to eliminate fuel dribble at problematic times into the combustion chamber means of the engine means.
- control valve means is occasionally electrically charged to provide plasma discharge means.
- a system for integrating fuel injection and ignition means in which occasionally intermittent flow to provide the fuel injection is controlled by a valve means that is electrically separated by insulation means h m an actuation means for the valve means and in which the actuation means applies force to the valve means by an electrically insulating means.
- control valve means is occasionally electrically charged to provide plasma discharge means to ignite occasionally injected fuel allowed to pass by the control valve means.
- a system for providing fluid flow valve functions in which a moveable valve element means is displaced by a plunger means that is forced by means selected from the group consisting of a solenoid mechanism means, a cam mechanism means, and a combination of solenoid and cam mechanism means in which the valve element means is occasionally held in position for allowing fluid flow by means selected from a solenoid mechanism means, a piezoelectric mechanism means and a combination of solenoid and piezoelectric mechanism means.
- the hydrogen is utilized for purposes selected from the group comprised of cooling rotating machinery, reducing windage losses of rotating machinery, as a medium to absorb and remove moisture, and as a fuel for two or more hybridized energy conversion applications.
- a fuel injection system including a microprocessor and a fuel injector for injecting fuel, wherein the fuel is injected by the opening of a valve element; a means for igniting the fuel, wherein the means for igniting the fuel is integral to the injector; wherein the valve element is opened with one of a cable or rod connected to an actuator; wherein the cable or rod are electrically insulated and further comprise a fiber-optic element for communicating combustion data to the microprocessor.
- the dielectric strength may be altered or varied to include alternative materials and processing means.
- the actuator and driver may be varied depending on fuel or the use of the injector.
- the cap may be used to insure the shape and integrity of the fuel distribution and the cap may vary in size, design or position to provide different performance and protection.
- the injector may be varied, for example, the electrode, the optics, the actuator, the nozzle or the body may be made from alternative materials or may include alternative configurations than those shown and described and still be within the spirit of the disclosure.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (9)
Application Number | Priority Date | Filing Date | Title |
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US23746609P | 2009-08-27 | 2009-08-27 | |
US23747909P | 2009-08-27 | 2009-08-27 | |
US23742509P | 2009-08-27 | 2009-08-27 | |
US12/581,825 US8297254B2 (en) | 2008-01-07 | 2009-10-19 | Multifuel storage, metering and ignition system |
PCT/US2009/067044 WO2011025512A1 (en) | 2009-08-27 | 2009-12-07 | Integrated fuel injectors and igniters and associated methods of use and manufacture |
US12/653,085 US8635985B2 (en) | 2008-01-07 | 2009-12-07 | Integrated fuel injectors and igniters and associated methods of use and manufacture |
US30440310P | 2010-02-13 | 2010-02-13 | |
US31210010P | 2010-03-09 | 2010-03-09 | |
PCT/US2010/002080 WO2011102822A1 (en) | 2009-08-27 | 2010-07-21 | Methods and systems for reducing the formation of oxides of nitrogen during combustion in engines |
Publications (2)
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EP2470768A1 true EP2470768A1 (en) | 2012-07-04 |
EP2470768A4 EP2470768A4 (en) | 2013-11-13 |
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EP20100846264 Withdrawn EP2470768A4 (en) | 2009-08-27 | 2010-07-21 | Methods and systems for reducing the formation of oxides of nitrogen during combustion in engines |
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EP (1) | EP2470768A4 (en) |
CN (1) | CN102713217B (en) |
WO (1) | WO2011102822A1 (en) |
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GB201521184D0 (en) * | 2015-12-01 | 2016-01-13 | Delphi Internat Operations Luxembourg S À R L | Gaseous fuel injectors |
US10385799B2 (en) | 2015-12-30 | 2019-08-20 | International Business Machines Corporation | Waveform analytics for optimizing performance of a machine |
CN108395936B (en) * | 2017-02-07 | 2021-10-08 | 中国石油化工股份有限公司 | Method for preparing biodiesel |
CN107152269B (en) * | 2017-07-03 | 2023-03-21 | 新疆熙泰石油装备有限公司 | Independent external liquid level adjusting device and external liquid level adjusting oil-gas separator |
TWI663813B (en) * | 2018-11-28 | 2019-06-21 | 財團法人工業技術研究院 | Output torque caculation device and caculation method thereof |
US10914274B1 (en) * | 2019-09-11 | 2021-02-09 | General Electric Company | Fuel oxygen reduction unit with plasma reactor |
TWI738140B (en) * | 2019-12-04 | 2021-09-01 | 財團法人金屬工業研究發展中心 | Heating method to inhibit the formation of nitrogen oxides |
CN111425184A (en) * | 2020-03-31 | 2020-07-17 | 凯跃(天津)测控技术有限公司 | Well completion permanent-placed type layered automatic measuring and regulating water injection oil extraction autonomous measuring system |
CN112326256B (en) * | 2020-09-04 | 2022-08-23 | 山东休普动力科技股份有限公司 | Method and system for improving FPLG combustion thermal efficiency based on constant volume combustion |
CN112525254B (en) * | 2020-11-06 | 2022-02-22 | 浙江海洋大学 | Monitoring device for tuna transportation in ultralow temperature environment |
CN113294778B (en) * | 2021-05-31 | 2023-01-31 | 常熟理工学院 | Method for reducing nitrogen oxide emission of thermal flow generator for thermal vibration test |
CN114577361B (en) * | 2022-03-09 | 2023-03-14 | 中国空气动力研究与发展中心超高速空气动力研究所 | Thin flow field rotation temperature measurement and data processing method based on electron beam fluorescence |
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- 2010-07-21 WO PCT/US2010/002080 patent/WO2011102822A1/en active Application Filing
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DE19731329C1 (en) * | 1997-07-22 | 1998-06-10 | Daimler Benz Ag | Pressure and temperature determination system for fuel-air mixture |
DE10356133A1 (en) * | 2003-12-02 | 2005-07-14 | Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. | Diesel engine combustion engine combustion initiation time measurement procedure uses acceleration value from differentiated crank shaft angular velocity meaurement |
DE102006021192A1 (en) * | 2006-05-06 | 2007-11-08 | Deutz Ag | Combustion temperature determination method for internal combustion engine, involves determining combustion temperature as average of gas temperature depending on cylinder pressure, volume of combustion chamber and measure of charging |
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Also Published As
Publication number | Publication date |
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EP2470768A4 (en) | 2013-11-13 |
WO2011102822A1 (en) | 2011-08-25 |
CN102713217B (en) | 2015-07-22 |
CN102713217A (en) | 2012-10-03 |
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