EP3402980A1 - Injection de carburant canalisée - Google Patents

Injection de carburant canalisée

Info

Publication number
EP3402980A1
EP3402980A1 EP17738928.5A EP17738928A EP3402980A1 EP 3402980 A1 EP3402980 A1 EP 3402980A1 EP 17738928 A EP17738928 A EP 17738928A EP 3402980 A1 EP3402980 A1 EP 3402980A1
Authority
EP
European Patent Office
Prior art keywords
fuel
duct
gas
charge
combustion chamber
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Withdrawn
Application number
EP17738928.5A
Other languages
German (de)
English (en)
Other versions
EP3402980A4 (fr
Inventor
Charles J. MUELLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
National Technology and Engineering Solutions of Sandia LLC
Original Assignee
National Technology and Engineering Solutions of Sandia LLC
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US15/363,966 external-priority patent/US10161626B2/en
Application filed by National Technology and Engineering Solutions of Sandia LLC filed Critical National Technology and Engineering Solutions of Sandia LLC
Publication of EP3402980A1 publication Critical patent/EP3402980A1/fr
Publication of EP3402980A4 publication Critical patent/EP3402980A4/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
    • F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/24—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details, e.g. burner cooling means, noise reduction means
    • F23D11/38—Nozzles; Cleaning devices therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details, e.g. burner cooling means, noise reduction means
    • F23D11/40—Mixing tubes or chambers; Burner heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/283—Attaching or cooling of fuel injecting means including supports for fuel injectors, stems, or lances
    • 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

Definitions

  • each combustion cylinder of the engine includes a dedicated fuel injector configured to inject fuel directly into a combustion chamber. While such "direct injection” engines represent an improvement in engine technology over past designs (e.g., carburetors) with regard to increased engine efficiency and reduced emissions, direct injection engines can produce relatively high levels of certain undesired emissions.
  • Engine emissions can include soot, which results from combustion of a fuel-rich and oxygen-lean fuel mixture.
  • Soot comprises small carbon particles created by the fuel-rich regions of diffusion flames commonly created in a combustion chamber of an engine which may be operating at medium to high load.
  • Soot is an environmental hazard, an emission regulated by the Environmental Protection Agency (EPA) in the United States of America, and the second most important climate-forcing species (carbon dioxide being the most important).
  • EPA Environmental Protection Agency
  • soot is removed from the exhaust of diesel engines by large and expensive particulate filters in the exhaust system.
  • Other post-combustion treatments may also have to be utilized, such as NO x selective catalytic reduction, a NO x trap, oxidation catalyst, etc.
  • LLFC Leaner Lifted-Flame Combustion
  • LLFC is a combustion strategy that does not produce soot because combustion occurs at equivalence ratios less than or equal to approximately two.
  • the equivalence ratio is the actual ratio of fuel to oxidizer mass divided by the stoichiometric ratio of fuel to oxidizer mass.
  • LLFC can be achieved by enhanced local mixing of fuel with the charge-gas (i.e., air with or without additional gas- phase compounds) in the combustion chamber.
  • Described herein are various technologies designed to enhance local mixing rates inside a combustion chamber, relative to mixing produced in a conventional combustion chamber configuration/arrangement.
  • the enhanced mixing rates are used to form one or more locally premixed mixtures comprising fuel and charge-gas, such that the formed mixtures create minimal, or zero, soot and/or other undesirable emissions in the combustion chamber during the ignition and subsequent combustion of the locally premixed mixtures.
  • a jet of fuel can be directed such that it passes through a bore of a duct (e.g., down a tube, a hollow cylindroid), with passage of the fuel causing charge-gas to be drawn into the bore such that turbulence is created within the bore to cause enhanced mixing of the fuel and the drawn charge-gas.
  • a charge-gas inside the combustion chamber can comprise air with or without additional gas-phase compounds.
  • the combustion chamber can be formed as a function of various surfaces comprising a wall of a cylinder bore (e.g., formed in an engine block), a flame deck surface of a cylinder head, and a piston crown of a piston that reciprocates within the cylinder bore.
  • a fuel injector can be mounted in the cylinder head, wherein fuel is injected into the combustion chamber via at least one opening in a tip of the fuel injector.
  • a duct can be aligned therewith to enable fuel injected by the fuel injector to pass through the bore of the duct.
  • Charge-gas is drawn into the bore of the duct as a result of the low pressures locally created by the high velocity jet of fuel flowing through the bore.
  • This charge-gas mixes rapidly with the fuel due to intense turbulence created by the large velocity gradients between the duct wall and the centerline of the fuel jet, resulting in the formation of a locally premixed mixture with a distribution of fuel to charge-gas ratios exiting the duct that forms minimal, or zero, soot and/or other undesirable emissions during subsequent ignition and combustion in the combustion chamber.
  • the duct can have a number of holes or slots formed along its length to further enable charge-gas to be drawn into the bore of the duct during passage of the fuel along the bore.
  • the duct can be formed from a tube wherein the walls of the tube are parallel to each other (e.g., a hollow cylinder), hence a diameter of the bore at the first end of the duct (e.g., an inlet) is the same as the diameter of the bore at the second end of the duct (e.g., an outlet).
  • the walls of the tube can be non-parallel such that the diameter of the bore at the first end of the duct is different from the diameter of the bore at the second end of the duct.
  • the duct(s) can be formed from any material suitable for application in a combustion chamber, e.g., a metallic-containing material such as steel, F CONEL, HASTELLOY, etc., a ceramic-containing material, etc.
  • the duct(s) can be attached to the fuel injector prior to insertion of the fuel injector into the combustion chamber, with an assembly comprising the fuel injector and the duct(s) being located to form a portion of the combustion chamber.
  • the fuel injector can be located in the combustion chamber and the duct(s) subsequently attached to the fuel injector or cylinder head.
  • a temperature inside the bore of the duct may be less than an ambient temperature inside the combustion chamber such that the ignition delay of the mixture is increased, and mixing of the fuel and charge-gas prior to autoignition is further improved compared with direct injection of the fuel into the combustion chamber.
  • CI compression-ignition
  • SI spark- ignition
  • GT gas-turbine
  • FIG. 1 is a sectional view of an exemplary combustion chamber apparatus.
  • FIG. 2 is a schematic illustrating a flame deck, valves, fuel injector and ducts forming an exemplary combustion chamber apparatus.
  • FIG. 3 is a close-up view of an exemplary combustion chamber apparatus comprising a fuel injector and an arrangement of ducts.
  • Fig. 4 is a schematic of a duct having a cylindrical configuration.
  • Fig. 5A is a schematic of a duct having non-parallel sides.
  • Fig. 5B is a schematic of a duct having an hourglass profile.
  • Fig. 5C is a schematic of a duct having a funnel-shaped profile.
  • Figs. 6A-6C illustrate a duct which includes a plurality of holes along its length.
  • Figs. 7A and 7B are schematics illustrating a fuel injector and duct assembly being located in a combustion chamber.
  • FIGs. 8A and 8B illustrate an exemplary arrangement comprising three ducts and a threaded attachment portion.
  • Fig. 8C is a schematic of a duct assembly attached to a fuel injector assembly.
  • Fig. 8D is a schematic of a duct assembly attached to a flame deck to facilitate location of the duct assembly with respect to a fuel injector assembly.
  • FIGs. 9A and 9B illustrate utilizing a duct to guide formation of an opening in a tip of a fuel injector.
  • Fig. 10 is a flow diagram illustrating an exemplary methodology for creating a locally premixed mixture with a distribution of fuel to charge-gas ratios that forms minimal, or zero, soot and/or other undesirable emissions in a combustion chamber.
  • Fig. 11 is a flow diagram illustrating an exemplary methodology for locating an assembly comprising a fuel injector and at least one duct in a combustion chamber.
  • Fig. 12 is a flow diagram illustrating an exemplary methodology for locating at least one duct at a fuel injector in a combustion chamber.
  • Fig. 13 is a flow diagram illustrating an exemplary methodology for utilizing a duct to guide formation of an opening in a tip.
  • Fig. 14 is a schematic illustrating ignition of a fuel/charge-gas mixture in a ducted fuel configuration in an exemplary combustion chamber apparatus.
  • Fig. 15 is a schematic illustrating a fuel/charge-gas mixture being ignited by catalytic material located on a discharge end of a duct in an exemplary combustion chamber apparatus.
  • Fig. 16 is a schematic illustrating a fuel/charge-gas mixture being ignited by catalytic material located on an annulus in an exemplary combustion chamber apparatus.
  • Fig. 17 is a schematic illustrating a fuel/charge-gas mixture being ignited by a plurality of rods covered with catalytic material in an exemplary combustion chamber apparatus.
  • Fig. 18 is a schematic illustrating a glow plug igniting a fuel/charge-gas mixture in an exemplary combustion chamber apparatus.
  • Fig. 19 is a schematic illustrating a laser beam igniting a fuel/charge-gas mixture in an exemplary combustion chamber apparatus.
  • Fig. 20 is a flow diagram illustrating an exemplary methodology for igniting a fuel/charge-gas mixture with an ignition assist component.
  • the term "or” is intended to mean an inclusive “or” rather than an exclusive “or”. That is, unless specified otherwise, or clear from the context, the phrase “X employs A or B” is intended to mean any of the natural inclusive permutations. That is, the phrase “X employs A or B” is satisfied by any of the following instances: X employs A; X employs B; or X employs both A and B.
  • the articles “a” and “an” as used in this application and the appended claims should generally be construed to mean “one or more” unless specified otherwise or clear from the context to be directed to a singular form.
  • exemplary is intended to mean serving as an illustration or example of something, and is not intended to indicate a preference.
  • CI compression-ignition
  • SI spark- ignition
  • GT gas-turbine
  • Figs. 1, 2, and 3 illustrate an exemplary configuration(s) for a ducted fuel injection system.
  • Fig. 1 is a sectional view through a combustion chamber assembly 100, wherein the sectional view is along X-X of Fig 2.
  • Fig. 2 illustrates configuration 200 which is a planar view of the combustion chamber assembly 100 in direction Y of Fig 1.
  • Fig. 3 presents configuration 300 which is an enlarged view of the fuel injection assembly illustrated in Figs. 1 and 2.
  • Figs. 1-3 collectively illustrate a plurality of common components which combine to form a combustion chamber 105.
  • the combustion chamber 105 has a generally cylindrical shape that is defined within a cylinder bore 110 formed (e.g., machined) within a crankcase or engine block 115 of an engine (not shown in its entirety).
  • the combustion chamber 105 is further defined at one end (a first end) by a flame deck surface 120 of a cylinder head 125, and at another end (a second end) by a piston crown 130 of a piston 135 that can reciprocate within the bore 1 10.
  • a fuel injector 140 is mounted in the cylinder head 125.
  • the injector 140 has a tip 145 that protrudes into the combustion chamber 105 through the flame deck surface 120 such that it can directly inject fuel into the combustion chamber 105.
  • the injector tip 145 can include a number of openings 146 (orifices) through which fuel is injected into the combustion chamber 105.
  • Each opening 146 can be of a particular shape, e.g., a circular opening, and further, each opening 146 can have a particular opening diameter, D3
  • combustion chamber 105 has located therein one or more ducts
  • an inlet valve(s) 160 is utilized to enable inlet of charge-gas into the combustion chamber 105, and an exhaust valve(s) 165 to enable exhausting of any combustion products (e.g., gases, soot, etc.) formed in the combustion chamber 105 as a function of a combustion process occurring therein.
  • a charge-gas inside the combustion chamber 105 can comprise air with or without additional gas-phase compounds.
  • Fig. 2 illustrates the plurality of inlet valves 160 and the plurality of exhaust valves 165 which can be incorporated into the combustion chamber 105. Also, as shown in Fig.
  • one or more ducts 150 can be arranged around the tip 145, wherein, per Fig. 4, configuration 400, the duct 150 can be a tube or hollow cylindroid, comprising an external wall 152 having an external diameter of Dl, and an internal bore 153 passing through the length of the duct 150, wherein the internal bore 153 has a diameter D2. As shown in Fig. 4, configuration 400, the duct 150 can be a tube or hollow cylindroid, comprising an external wall 152 having an external diameter of Dl, and an internal bore 153 passing through the length of the duct 150, wherein the internal bore 153 has a diameter D2. As shown in Fig.
  • the first end of the duct 150 can be located nearest to (proximal, adjacent to, abut) the opening 146, while the second end of the duct 150 is located distal to the opening 146 relative to the position of the first end of the duct 150.
  • the thickness of the external wall 152 can alter along the length of the duct 150, such that while the outer surface 155 of the external wall 152 is cylindrical, the inner surface 154 can be tapered and/or have a conical shape.
  • the length L of the duct 150 can be of any desired length.
  • the duct 150 can have a length L of between about 30 to about 300 times the nominal diameter D3 of the opening 146, for example, about 30 x D3 to about 300 x D3.
  • the tip 145 can include a plurality of openings 146 to enable passage of fuel 180 therethrough (e.g., fuel injection). From an initial volume of fuel 180 flowing through the injector 140, a plurality of jets of fuel 185 can be formed in accordance with the number and size of openings 146 located at the tip 145, as the initial fuel 180 passes through the respective openings 146. A direction of injection of the injected fuel 185 can be depicted per the centerline(s), ⁇ L, illustrated on Fig. 3.
  • a duct 150 can be co-aligned (e.g., co-axially) with the centerline of the jet of fuel 185, such that the jet of fuel 185 exits from an opening 146 and passes through the bore 153 of the duct 150.
  • a first (proximal) end 157 of the duct 150 can be positioned proximate to a respective opening 146, wherein the first end 157 can be positioned such that a gap, G, exists between the first end of the duct 150 and the opening 146.
  • a second (distal) end 158 of the duct 150 can be located in the combustion chamber 105 such that the duct 150 extends from the tip 145 and into the combustion chamber 105.
  • a fuel/charge-gas mixture having equivalence ratios less than or equal to approximately two.
  • a pressure differential is generated inside of the duct 150 such that charge-gas in the combustion chamber 105 is also drawn into the duct 150.
  • the charge-gas mixes rapidly with the fuel 185 due to intense turbulence created by the high velocity gradients between the duct bore 153 (at which the fluid velocity is zero) and the centerline of the fuel jet 185 (at which the fluid velocity is large).
  • the turbulent conditions can enhance the rate of mixing between the jet of fuel 185 and the drawn charge-gas, wherein the degree of mixing of the fuel 185 and charge-gas in the bore 153 can be greater than a degree of mixing that would occur in a conventional configuration wherein thejet of fuel 185 was simply injected into the charge-gas filled combustion chamber 105 without passage through a duct.
  • the jet of fuel 185 would undergo a lesser amount of turbulent mixing with the charge-gas than is enabled by passing the jet of fuel 185 through the duct 150, per the configuration 100.
  • the jet of fuel 185 comprises a high volume of fuel-rich mixture, while at the region 187 of thejet of fuel 185, the jet of fuel 185 has undergone mixing with the drawn-in charge-gas resulting in a locally more premixed mixture at region 187 compared to the fuel-rich mixture at region 186.
  • the jet of fuel 185 has undergone mixing with the drawn-in charge-gas resulting in a locally more premixed mixture at region 187 compared to the fuel-rich mixture at region 186.
  • a "lean-enough" mixture at the region 187 can have an equivalence ratio(s) of between 0 and 2, while a "too-rich” mixture at the region 186 is a mixture having an equivalence ratio(s) greater than 2.
  • the diameter D2 of the bore 153 of the duct 150 can be greater than the diameter D3 of the respective opening 146 to which the first end 157 of the duct 150 is proximate.
  • D2 can be about 2 times larger than D3
  • D2 can be about 50 times larger than D3
  • D2 can have a diameter that is any magnitude greater than D3, e.g., a magnitude selected in the range of about 2 times larger than D3 through to a value of 50 times larger than D3, etc.
  • the duct(s) 150 can be aligned relative to the flame deck surface 120, with an alignment of ⁇ ° between the duct 150 and the flame deck surface 120.
  • ⁇ can be of any desired value, ranging from 0° (e.g., the duct 150 is aligned parallel to a plane P-P formed by the flame deck surface 120) to any desired value, wherein alignment of the duct 150 can be aligned to the centerline of travel, ⁇ L, of the jet of fuel 185.
  • the duct 150 can also be aligned substantially parallel to the plane P-P.
  • a consideration for the alignment of the duct(s) 150 is prevention of interference with the reciprocating motion of the piston 135, the intake valves 160, and the exhaust valves 165, e.g., the duct(s) 150 should be aligned such that it does not come into contact with the piston crown 130, the intake valves 160, or the exhaust valves 165.
  • duct 150 can be formed with any desired section.
  • a duct 510 can be formed having an external wall 515 that is tapered such that a first opening 520 (e.g., an inlet) at a first end of the duct 500 has a diameter D4 which is different to a diameter D5 of a second opening 530 (e.g., an outlet) at a second end of the duct 510.
  • configuration 500 can be considered to be a hollow frustum of a right circular cone.
  • a duct 560 can be formed having an external wall 565 with an "hourglass" profile, wherein a central portion can have a narrower diameter, D6, than diameters D7 (first opening) and D8 (second opening) of the respective first end and second end of the duct 560.
  • D6 diameters D7
  • D8 second opening
  • the diameter D7 of the first opening can have the same diameter as the diameter D8 of the second opening, or D7 > D8, or D7 ⁇ D8.
  • a duct 580 can be formed having an external wall 585 with a "funnel-shaped" profile, wherein a central portion having a diameter D9 is the same as a diameter D 10 at a first opening of a first end of the duct 580, while diameter D9 is less than a diameter Dl 1 of a second opening at a second end of the duct 580.
  • the duct 580 can be turned around relative to the opening 146 such that the opening having diameter Dl 1 can be located at the opening 146 such that passage of the fuel 185 is constricted before emerging from the opening having diameter D10. While not described herein, it is to be appreciated that other duct profiles can be utilized in accordance with one or more embodiments presented herein.
  • the tubular wall of a duct can have at least one hole(s) (perforation(s), aperture(s), opening(s), orifice(s), slot(s)) formed therein to enable ingress of charge-gas into the duct during passage of fuel through the duct.
  • a duct 610 is illustrated, wherein the duct 610 has been fabricated with a plurality of holes, Hi-Hu, formed in a side of the duct 610 and extending through wall 620 and into internal bore 630, where n is a positive integer. It is to be appreciated that while Fig.
  • the 6A presents five holes Hi -H n formed into the wall 620 of the duct 610, any number of holes and respective placement can be utilized to enable drawing in charge-gas and subsequent mixing of the charge-gas with fuel passing through the duct 610.
  • the holes Hi-H n can be formed with any suitable fabrication technology, e.g., conventional drilling, laser drilling, electrical discharge machining (EDM), etc.
  • Fig. 6B configuration 601 is a sectional view of duct 610 illustrating a jet of fuel 685 being injected from opening 146, at injector tip 145, and through the bore 630 of the duct 610.
  • the jet of fuel 685 initially comprises a fuel-rich region 687.
  • region 688 comprises a locally premixed mixture with a distribution of fuel to charge-gas ratios where, during subsequent combustion, the "lean- enough" mixture undergoes combustion with minimal or no generation of soot and/or other undesirable emissions.
  • duct 610 is illustrated as being perpendicularly aligned (e.g., parallel to ⁇ L) to the tip 145, the duct 610 can be positioned at any angle relative to the tip 145 (and the opening 146) to enable flow of the jet of fuel 685 through the duct 630.
  • Fig. 6C presents an alternative configuration 602, wherein a first end 611 of the duct 610 is located proximate to the tip 145 and the opening 146, with a gap G separating the first end 61 1 of the duct 610 from the tip 145.
  • the gap G enables further charge-gas to be drawn into the duct 610 to supplement charge-gas being drawn into the bore 630 via the holes, H i-H n .
  • a plurality of ducts can be located proximate to the injector tip 145, whereby the plurality of ducts can be attached to the injector tip 145, and the injector tip 145 and duct(s) assembly can be positioned in the cylinder head 125/flame deck surface 120 to form the combustion chamber.
  • the duct(s) 150 can be attached to a sleeve 710 (shroud), or similar structure, which can be incorporated with the injector 140, into a support block 720.
  • the cylinder head 125 can include an opening 730, wherein the support block 720, injector 140, sleeve 710 and duct(s) 150 are positioned relative to the flame deck surface 120 (e.g., plane P-P), per Fig. 7B, to enable location of the injector 140 and duct(s) 150 to form the combustion chamber 105, wherein the respective ducts 150 can be located with respect to the respective openings 146 of the injector 140 to enable passage of a jet of fuel (e.g., jet of fuel 185) through the bore 153.
  • a jet of fuel e.g., jet of fuel 185
  • the injector tip can already be located at the flame deck and the duct(s) can be subsequently attached to the injector tip.
  • a locator ring 810 has a plurality of ducts 150 attached thereto.
  • the locator ring 810 can include a means for attaching the locator ring 810; for example, an inner surface 815 of the locator ring 810 can be threaded, with the ducts 150 respectively attached by connectors 817.
  • configuration 850 the locator ring 810 and ducts 150 can be assembled in combination with an injector 140.
  • a sleeve 820, or similar structure, having the injector 140 incorporated therein, can further comprise an attachment means which compliments the attachment mechanism of the locator ring 810.
  • the sleeve 820 can include a threaded end 825 onto which the locator ring 810 can be threaded, wherein the respective ducts 150 can be located with respect to the respective openings 146 of the injector 140 to enable passage of a jet of fuel (e.g., jet of fuel 185) through the bore 153.
  • the number of ducts 150 to be arranged around an injector tip 145 can be of any desired number, N (e.g., in accord with a number of openings 146 in a tip 145), where N is a positive integer.
  • N e.g., in accord with a number of openings 146 in a tip 145
  • Fig 2 illustrates a configuration 200 comprising six ducts 150
  • Figs. 8A and 8B illustrate a configuration 800 comprising three ducts 150, which are positioned relative to three openings 146 at the injector tip 145.
  • the duct(s) can be attached to the flame deck, either directly, or via a locator ring or other mechanism for attachment.
  • a locator ring 870 has a plurality of ducts 150 attached thereto.
  • the locator ring 870 can include a means for attaching the locator ring 870; for example, an outer surface of the locator ring 870 can be threaded, with the ducts 150 respectively attached by connectors 817.
  • the threaded outer surface can be attached to a thread extending (e.g., at location 875) into the flame deck surface 120 to facilitate location of the respective ducts 150 relative to the respective openings 146 in the tip 145 of the injector 140. It is to be appreciated that other methods of attaching the ducts 150 to the flame deck can be utilized. In an example, the ducts 150 can be individually attached to the flame deck 120, e.g., by using screws. In another example, the locator ring 180 can be attached, e.g., by a weld, to the flame deck 120 at locations 875.
  • a bore can be utilized to aid formation of an opening.
  • a duct 150 is positioned (e.g., as described with reference to Figs. 7A, 7B, 8A, 8B, 8C) such that a first end 157 of the duct 150 abuts (e.g., there is no gap, G) an injector tip 145.
  • the duct 150 is aligned at a desired angle ⁇ ° with reference to a plane P-P of a flame deck surface 120 and a desired centerline of travel, ⁇ L, along which a jet of fuel (e.g., fuel 185, 685) will travel.
  • a jet of fuel e.g., fuel 185, 685
  • an opening 146 can be formed at the tip 145.
  • the opening 146 can be formed by electrical discharge machining (EDM), however, it is to be appreciated that any suitable fabrication technology can be utilized to form the opening 146.
  • EDM electrical discharge machining
  • the duct 150 can be utilized to enable the EDM operation to be performed at desired angle, e.g., the duct 150 can be utilized to guide a tool piece (e.g., an EDM electrode) at an angle to enable formation of the opening 146 having an alignment to enable the jet of fuel to flow in the direction of the centerline of travel, ⁇ L. It is to be appreciated that while Figs.
  • FIGS. 9A and 9B show duct 150 abutting the injector tip 145, and further, having no openings along the length of the duct 150, other arrangements (e.g., any of the various configurations shown in Figs. 1-8C) can be utilized.
  • the first end 157 of the duct 150 can be positioned proximate to the injector tip 145, e.g., with a gap G therebetween.
  • the duct 150 can include one or more holes along its length (e.g., holes Hi - H n ).
  • the duct(s) 150 can be attached proximate to the injector tip 145 per either of configurations 700 or 850.
  • the duct(s) 150 can be formed from any material suitable for application in a combustion chamber, e.g., a metallic-containing material such as steel, INCONEL, HASTELLOY, etc., a ceramic-containing material, etc.
  • oxidizer e.g., oxygen
  • fuels can include diesel, jet fuel, gasoline, crude or refined petroleum, petroleum distillates, hydrocarbons (e.g., normal, branched, or cyclic alkanes, aromatics), oxygenates (e.g., alcohols, esters, ethers, ketones), compressed natural gas, liquefied petroleum gas, biofuel, biodiesel, bioethanol, synthetic fuel, hydrogen, ammonia, etc., or mixtures thereof.
  • a compression-ignition engine e.g., a diesel engine
  • the embodiments are applicable to any combustion technology such as a direct injection engine, other compression-ignition engines, a spark ignition engine, a gas turbine engine, an industrial boiler, any combustion driven system, etc.
  • the various embodiments presented herein can also lower the emissions of other undesired combustion products. For example, if a locally premixed mixture with the correct distribution of fuel to charge-gas ratios is prepared at or downstream of the exit of the bore of a duct (e.g., bore 153 of duct 150) during combustion, emissions of nitric oxide (NO), other compounds comprising nitrogen and oxygen, unburned hydrocarbons (HC), and/or carbon monoxide (CO).
  • NO nitric oxide
  • HC unburned hydrocarbons
  • CO carbon monoxide
  • Figs. 10-13 and 20 illustrate exemplary methodologies relating to forming a locally premixed mixture with a distribution of fuel to charge-gas ratios to minimize generation of soot and/or other undesirable emissions formed during combustion. While the methodologies are shown and described as being a series of acts that are performed in a sequence, it is to be understood and appreciated that the methodologies are not limited by the order of the sequence. For example, some acts can occur in a different order than what is described herein. In addition, an act can occur concurrently with another act. Further, in some instances, not all acts may be required to implement the methodologies described herein.
  • Fig. 10 illustrates a methodology 1000 for increasing mixing of a fuel prior to combustion.
  • a duct is located and/or aligned proximate to an orifice in a tip of a fuel injector.
  • the duct can be a hollow tube, with an internal bore formed by an external wall.
  • charge-gas is drawn into the duct with turbulent mixing occurring to cause generation of a locally premixed mixture exiting the duct that forms minimal or no soot and/or other undesired emissions during combustion.
  • a number of holes can be formed in the external wall to facilitate drawing in further charge-gas from the combustion chamber to facilitate formation of a locally premixed mixture with an improved distribution of fuel to charge-gas ratios.
  • fuel can be injected by the fuel injector, with the fuel passing through the orifice and into the bore of the duct. Passage of the fuel through the duct causes the fuel to mix with charge-gas drawn into the bore to enable the level of mixing to form the desired locally premixed mixture with an improved distribution of fuel to charge- gas ratios.
  • the locally premixed mixture with an improved distribution of fuel to charge-gas ratios exiting the duct can undergo ignition as a function of operation of the combustion engine. Ignition of the locally premixed mixture results in negligible or no soot being formed, as compared with the larger quantities of undesirable emissions being formed from combustion of a "too-rich" mixture utilized in a conventional combustion engine or device.
  • Fig. 11 illustrates a methodology 1 100 for locating at least one duct at a fuel injector for incorporation into a combustion chamber.
  • at 1 1 10 at least one duct can be located proximate to an opening at a tip of a fuel injector.
  • the fuel injector can be placed in a sleeve to form an assembly such that a tip of a fuel injector protrudes from a first end of the sleeve.
  • the at least one duct can be attached to the first end of the sleeve such that the at least one duct is aligned so that when a jet of fuel passes through a respective opening in the fuel injector, the jet of fuel passes through a bore in the duct.
  • the at least one duct can be attached to the end of the first sleeve by any suitable technique, e.g., welding, mechanical attachment, etc.
  • the assembly comprising the fuel injector, sleeve, and at least one duct can be placed in an opening in the cylinder head to enable the tip of the fuel injector and the at least one duct to be positioned, as desired, in relation to a plane P-P of a flame deck surface of a cylinder head, which further forms a portion of a combustion chamber.
  • Fig. 12 illustrates a methodology 1200 for locating at least one duct on a fuel injector incorporated into a combustion chamber.
  • a fuel injector can be placed in an opening in a cylinder head to enable a tip of the fuel injector to be positioned, as desired, in relation to a plane P-P of a flame deck surface of the cylinder head.
  • the cylinder head in combination with a piston crown and a wall of a cylinder bore, forms a combustion chamber.
  • At 1220 at least one duct can be attached to, or proximate to, the tip of the fuel injector such that the at least one duct can be located and/or aligned with respect to a direction of travel of fuel injected from each opening in the tip of the fuel injector with respect to each aligned duct.
  • Fig. 13 illustrates a methodology 1300 for utilizing a duct to guide formation of an opening in a tip of a fuel injector.
  • a duct is located at a tip of a fuel injector, wherein the duct can be positioned to abut the tip, or positioned with a gap G between a first (proximate) end of the duct.
  • the duct can be aligned in accordance with a direction for which fuel is to be ejected from the fuel injector into a combustion chamber, e.g., the duct is aligned at an angle of ⁇ ° with reference to a plane P-P of a flame deck surface of the combustion chamber.
  • an opening can be formed in the tip of the fuel injector.
  • the duct can be utilized to guide formation of the opening.
  • the opening is to be formed by EDM
  • the bore of the duct can be utilized to guide an EDM electrode to a point on the tip of the fuel injector at which the opening is to be formed. Formation of the opening can subsequently occur per standard EDM procedure(s). Accordingly, the opening is formed at a desired location, e g , centrally placed relative to the center of a circle forming a profile of the bore of the duct.
  • the walls of the opening can be aligned, e.g., parallel to the centerline ⁇ L, to enable the jet of fuel being injected along the bore of the duct to be located centrally within the bore to maximize mixing between the fuel and the charge-gas drawn in from the combustion chamber.
  • incandescence which is indicative of whether LLFC was achieved when ducts were employed to inject fuel into a combustion chamber.
  • LLFC was achieved, e.g., chemical reactions that did not form soot were sustained throughout the combustion event.
  • OH* chemiluminescence was utilized to measure a lift-off length of a flame (e.g., axial distance between a fuel injector opening (orifice) and an autoignition zone). OH* is created when high-temperature chemical reactions are occurring inside an engine, and its most upstream location indicates the axial distance from the injector to where the fuel starts to burn, e.g., the lift-off length.
  • a baseline freely propagating jet (“free-jet”) flame exhibiting high soot incandescence signal saturation was observed, indicating that a significant amount of soot was produced without a duct in position.
  • the combustion of ducted j ets was studied.
  • a plurality of duct diameters and duct lengths were tested, including duct inside diameters of about 3 mm, about 5 mm, and about 7 mm, and duct lengths of about 7 mm, about 14 mm, and about 21 mm.
  • the soot incandescence signal exhibited almost no saturation, which indicates that minimal, if any, soot was produced.
  • the post-duct flame did not spread out as wide as the free-jet flame in the baseline experiment, as it moved axially across the combustion chamber.
  • the combustion flame centered about the centerline, ⁇ L resulted from a combination of the mixing caused by the duct (as previously described) and further, as a function of heat transfer to the duct.
  • the duct was operating at a temperature lower than the ambient conditions in the combustion chamber (e.g., 950 K), and accordingly, the duct allowed the injected fuel to travel in a lower temperature environment (e.g., within the bore of the duct) than would be experienced in a free jet flame.
  • a degree of turbulence generated during flow of the fuel through the duct was computed by determining a Reynolds number (Re) for conditions within the bore of the duct.
  • Re Reynolds number
  • the turbulent mixing rate established within the duct 150 can be considered to be a function of the velocity gradients within the duct, which will be roughly proportional to the centerline fluid velocity at a given axial position divided by the duct diameter at the given axial position.
  • combustion devices can include
  • CI compression-ignition
  • SI spark-ignition
  • GT gas-turbine
  • Fig. 14 presents a schematic 1400 of ignition of a fuel and charge-gas mixture.
  • a fuel injector 1410 is axially aligned along axis 1415 with a duct 1420, wherein, fuel 1430 is mixed with charge gas CG to form a fuel/charge-gas mixture 1440.
  • a first end (proximate end) 1450 of the duct 1420 is located proximate to the fuel injector 1410, and a second end (distal end) 1460 of the duct 1420 is distally located from the fuel injector 1410.
  • the fuel/charge-gas mixture 1440 is subsequently discharged from the distal end 1460 into a combustion chamber (per the various embodiments presented herein).
  • the fuel/charge-gas mixture undergoes ignition at a location 1470 to form a flame 1480, wherein the position of location 1470 depends upon such factors as configuration of a combustion chamber in which the duct is located, fuel type, ignition technology being utilized (e.g., ignition based upon glow plug, spark plug, compression), etc., wherein the location 1470 is at a distance D12 from the distal end 1460 of the duct 1420.
  • ignition technology e.g., ignition based upon glow plug, spark plug, compression
  • placement of the duct 1420 around a jet of fuel 1430 can be utilized to enhance and optimize the degree of fuel/oxidizer mixing prior to ignition, yielding lower emissions, higher combustion efficiencies, and improved flame stability.
  • the ignition of the fuel/charge-gas mixture 1440 may occur at a moment that is later than desired for operation of a particular engine in which the ducted fuel injection technology is being utilized.
  • delayed ignition can lead to a deleterious operational effect in the engine, e.g., increased noise compared with an engine that is not utilizing ducted fuel injection technology.
  • a flame holder 1475 can be utilized as part of the system presented in Fig. 14.
  • a duct(s) e.g., duct 150, 1420
  • a fuel to charge-gas mixture having an equivalence ratio of ⁇ 2 is achieved at ignition, to prevent soot formation.
  • emissions of nitrogen oxides (NO x ) may also be lowered, and to the extent that the duct (e.g., duct 150, 1420) prevents over-mixing from occurring on the sides of the jet of fuel (e.g., jet of fuel 185, 1430), HC and CO emissions may be lowered as well.
  • one or more fuel ducts can be arranged within the combustion chamber to enhance CI engine performance and reduce the need for expensive exhaust-gas aftertreatment systems.
  • the various embodiments can be applied to all size classes of CI engines fueled by, for example, liquid fuel(s), gaseous fuel(s), or both.
  • a duct e.g., duct 150, 1420
  • a directly injected jet of fuel e.g., jet of fuel 185, 1430
  • the igniting fuel/charge-gas mixture has an equivalence ratio of ⁇ 2
  • the duct can be configured such that the igniting fuel/charge- gas mixture has an equivalence ratio of ⁇ 1, NO x emissions also will be lowered, and to the extent that the duct prevents over-mixing from occurring on the sides of the jet, HC and CO emissions will be lowered as well.
  • the lower soot, HC, and CO emissions correspond to higher combustion efficiencies, and passively or actively tailoring the duct configuration to produce a narrow range of optimal equivalence ratios at the ignitor can reduce combustion cyclic variability.
  • One or more ducts can be arranged within the combustion chamber to enhance SI engine performance and reduce the need for expensive exhaust-gas aftertreatment systems. Such a configuration can be applied to all size classes of SI engines fueled by, for example, liquid fuel(s), gaseous fuel(s), or both.
  • a duct e.g., duct 150, 1420
  • a directly injected jet of fuel e.g., jet of fuel 185, 1430
  • an ignitor and/or flame-holder downstream e.g., 1475
  • the igniting fuel/charge-gas mixture has an equivalence ratio of ⁇ 1, to prevent soot formation, lower NO x emissions, and prevent the over-mixing that leads to HC and CO emissions.
  • the lower soot, HC, and CO emissions correspond to higher combustion efficiencies, and passively or actively tailoring the duct configuration can be used to enhance flame stability.
  • One or more ducts can be arranged within the combustor to enhance GT engine performance and reduce exhaust emissions.
  • Such a configuration can be applied to all size classes of mobile and stationary GT engines fueled by, for example, liquid fuel(s), gaseous fuel(s), or both.
  • a duct e.g., duct 150, 1420
  • a directly injected jet of fuel e.g., jet of fuel 185, 1430
  • an ignitor and/or flame-holder downstream e.g., 1475
  • the igniting fuel/air mixture has the desired equivalence ratio.
  • Passively or actively tailoring the duct configuration can be used to enhance performance and flame stability.
  • Fuel-rich mixtures within a narrow range of stoichiometry can be utilized to maximize radiative heat transfer without producing excessive soot emissions, whereas fuel-lean mixtures can be used to eliminate soot formation, lower NO x emissions, and to the extent that the duct prevents over-mixing from occurring on the sides of the jet of fuel, HC and CO emissions may be lowered as well.
  • the lower soot, HC, and CO emissions correspond to higher combustion efficiencies.
  • One or more ducts can be arranged within the burner system to enhance performance and/or reduce the need for expensive exhaust-gas after-treatment systems. Such a configuration can be applied to all size classes of industrial burners and boilers fueled by, for example, liquid fuel(s), gaseous fuel(s), or both.
  • a ducted ignition component can form part of a combustion device utilized in apparatus configured to burn flammable gases and other materials in a gas flare operation, e.g., a wellhead gas flare, a refinery gas flare.
  • a duct e.g., duct 150, 1420
  • a directly injected jet of flare gas e.g., jet of fuel 185, 1430
  • the igniting fuel/air mixture has an equivalence ratio of ⁇ 1, to prevent soot formation, lower NOx emissions, and prevent the over-mixing that leads to HC and CO emissions.
  • Passively or actively tailoring the duct configuration can be utilized to enhance flame stability. Such a configuration can be applied to all sizes of flaring operations.
  • ducted fuel injection can be effective at enhancing the extent of fuel/charge-gas premixing prior to ignition in directly injected fuel jets.
  • a catalytic material can be applied to one or more surfaces (e.g., the inside surfaces) of a duct and/or another feature (e.g., a ring or rods) that may be attached to the duct and/or positioned upstream or downstream of the duct.
  • the catalytic material can be configured to shorten the ignition delay of a partially premixed mixture formed within and downstream of the duct to reduce the magnitude of the heat released during an initial premixed autoignition event, thereby lowering the noise produced by the CI engine (or other combustion device) in which the duct is used.
  • the mixture near the end (e.g., at opening 158) of the duct may require ignition assistance for optimal combustion-system performance. This might occur, for example, if the autoignition delay is too long or if the cyclic variability is too large under the given conditions without ignition assist.
  • Potential ignition-assist technologies that can be coupled with DFI to enhance performance include catalytic material, a hot surface (e.g., glow plug), a spark, plasma (thermal or non-equilibrium), laser ignition, etc.
  • an ignition assist component can include material for catalytic ignition assist, wherein the catalytic ignition assist can be a straightforward implementation, particularly in situations with multiple ducts.
  • the catalytic ignition assist can be a catalytic material facilitating a complete, passive solution, e.g., the catalytic ignition assist does not require modifications to the combustion system beyond the installation of the catalytic components themselves. Such unnecessary modifications could include electrical systems, cabling, and/or windows, and these are in addition to the ignition-assist devices themselves (e.g., glow plugs, spark plugs, plasma generators, or lasers).
  • Components comprising catalytic material can be placed near the ends of multiple ducts, whereas application of multiple hot-surface, spark, plasma, or laser ignition-assist devices within a combustion system may be inherently complex and/or expensive.
  • a layer (coating) of catalytic material can be applied to one or more surfaces of a duct (e.g., the inner-diameter surface of the duct).
  • Fig. 15, configuration 1500 illustrates an exemplary configuration, wherein a layer of catalytic material 1510 has been applied to a duct 1520 (e.g., similar to duct 1420).
  • the layer of catalytic material 1510 is applied to a downstream (distal) end 1525 of the duct 1520.
  • the catalytic material 1510 can comprise any suitable material, e.g., a platinum-group metal, an ignition-promoting material, in pure form, or retained in a binder or other matrix.
  • the catalytic material 1510 can be incorporated into the duct 1520 during manufacture, or it can be applied to the duct 1520 after manufacture, e.g., by plasma-spray deposition, as a washcoat, etc.
  • the interaction of the fuel/charge-gas mixture 1440 with the catalytic material 1510 can function to shorten an ignition delay of the fuel/charge-gas mixture 1440 as a result of the catalytic material 1510 causing a chemical reaction(s) leading to ignition of the fuel/charge-gas mixture 1440 occurring earlier than in a system where no catalytic ignition assist was being utilized, e.g., as shown in Fig.
  • the catalytic coating 1510 can also help prevent carbonaceous deposits from forming on and/or within any coated parts, as the catalytic coating 1510 can assist in burning off such deposits.
  • Fig. 16, configuration 1600 illustrates another embodiment of utilizing a catalytic ignition-assist system wherein an annulus 1610 having a layer of catalytic material 1615 formed thereon is positioned such that its axis of radial symmetry is co- linear with the axis of a duct 1620, as depicted by the line 1630.
  • the layer of catalytic material 1615 can be located on an inner surface (e.g., inner concentric surface, surface of an inner ring forming the annulus 1610) such that as the fuel/charge-gas mixture 1440 passes through the inner ring, the catalytic material 1615 facilitates reactions within the fuel/charge-gas mixture 1440.
  • an inner surface e.g., inner concentric surface, surface of an inner ring forming the annulus 1610
  • the annulus 1610 can be positioned at a distance D 14 from a downstream end 1625 of the duct 1620, wherein, owing to the ignition being promoted by the catalytic material layer 1615 located on the annulus 1610, ignition of the fuel/charge-gas mixture 1440 occurs at region 1530 that is located closer to the duct 1620 than the position 1470 at which ignition of the non- catalytic ignition assist system occurs, as shown by the differences in distance D 15 and D12, D15 ⁇ D12.
  • the annulus 1610 can be fabricated from a metallic-containing material such as steel, INCO EL, HASTELLOY, etc., a ceramic-containing material, etc.
  • Fig. 17, configuration 1700 illustrates a further embodiment of utilizing a catalytic ignition-assist system wherein one or more rods 1710a-n, having a layer of catalytic material formed thereon, are positioned on a duct 1720, e.g., the rods 1710a-n are located at (protruding from) the downstream end (distal end) 1725 of the duct 1720.
  • the rods 1710a-n are respectively attached to the downstream end 1725 of the duct 1720 by a first, proximal end 1712a-n, and a second, distal end 1714a-n of each rod 1710a-n is distally located from the downstream end 1725 of the duct 1720.
  • the ignition region 1530 occurs at a distance D 16 from the downstream end 1725 of the duct 1720, wherein the distance D16 is less than the distance D12 to the ignition region 1470 at which non-catalytic assisted ignition occurs.
  • hot-surface ignition assist is hot-surface ignition assist.
  • one or more hot-surface ignition-assist devices e.g., glow plugs
  • a combustion chamber e.g., the combustion chamber 105
  • glow plugs can be located in a combustion chamber (e.g., the combustion chamber 105) to promote ignition with DFI configurations, thereby shortening the ignition delay and/or reducing a degree of variation in combustion occurring in the cyclic operation of an engine, etc.
  • Fig. 18 presents a configuration 1800, wherein a glow plug 1810 is located downstream of the duct 1820, e.g., at the downstream end 1825 of the duct 1820.
  • a heated tip 1830 of the glow plug 1810 is located in the flow path of the fuel/charge-gas mixture 1440, such that a primary axis PA of the glow plug 1810 intersects the axis 1630 of the duct 1820, with the hot glow plug end 1830 functioning as a bluff body to stabilize the flame 1540.
  • the ignition region 1530 occurs at a distance D17 from the downstream end 1825 of the duct 1820, wherein the distance D17 is less than the distance D12 to the ignition region 1470 at which non- catalytic assisted ignition occurs.
  • the glow plug 1810 and associated control electronics can be of any type utilized in production CI engines to assist with engine cold-starting, or can further incorporate design enhancements to improve performance of the glow plug in DFI applications.
  • one or more spark plugs can be installed within the combustion system to promote ignition in a DFI configuration (e.g., spark ignition assist).
  • a spark plug can be positioned in a manner similar to the glow plug 1810, wherein the spark-plug gap of the spark plug is positioned relative to the duct exit in the downstream flow of the premixed gases emanating from the duct, such that the premixed gases pass through the spark gap and can be ignited by one or more properly timed spark discharges occurring at the spark gap.
  • the spark-plug gap can be located at a similar position as the heated tip 1830 of the glow plug 1810 shown in Fig.
  • the spark plug and associated control electronics can be of any type utilized in production SI engines, or can further incorporate design enhancements to improve performance of the spark plug in DFI applications.
  • one or more plasma torches can be installed within the combustion system to promote ignition in a DFI configuration (e.g., plasma ignition assist), wherein a first end of a plasma torch emits a plasma jet.
  • a plasma torch can be positioned in a manner similar to the glow plug 1810, wherein the first end of the plasma torch is positioned relative to the downstream end 1825 of the duct 1820 in the downstream flow of the fuel/charge-gas mixture 1440, such that the fuel/charge-gas mixture 1440 passes through the plasma jet and is ignited by one or more properly timed plasma jet emissions.
  • the first end of the plasma torch can be located at the same position as the heated tip 1830 of the glow plug 1810, thereby facilitating ignition of the fuel/charge-gas mixture 1440 at the distance D17 from the downstream end 1825 of the duct 1820.
  • the plasma jet can be of any suitable technology, e.g., thermal or non-equilibrium.
  • a focused laser beam can be installed in the combustion system to promote ignition in a DFI configuration (e.g., laser ignition assist).
  • Fig. 19 illustrates a configuration 1900 utilizing a focused laser beam to ignite a fuel/charge-gas mixture.
  • a laser 1910 can be located behind a window 1912, wherein the window 1912 is located in the sidewall 1 15 or cylinder head 125 of a combustion chamber.
  • the laser 1910 can be configured to emit a focused pulsed laser beam 1915 (e.g., a converging laser beam) of sufficient energy to produce a spark at a focal point 1918 of the laser (aka, the waist), creating ions and radicals that can promote ignition of the fuel/charge-gas mixture 1440.
  • a focused pulsed laser beam 1915 e.g., a converging laser beam
  • the pulsed laser beam 1915 would produce a spark at its waist 1918 positioned near the axis 1630 of the duct 1820 and slightly downstream of the downstream end 1825 of the duct 1820.
  • the laser pulse(s) 1915 would be timed relative to the fuel -injection event such that ignition would be promoted.
  • the focal point 1918 of the laser beam 1915 can be configured to occur at a similar position as the heated tip 1830 of the glow plug 1810, thereby facilitating ignition of the fuel/charge-gas mixture 1440 at the distance D18 from the downstream end 1825 of the duct 1820.
  • the laser beam 1915 can be of any suitable technology, e.g., a laser diode, a neodymium-doped yttrium aluminum garnet (Nd:YAG) laser.
  • a timing control component 1950 can be utilized to control operation of a fuel injector driver 1960, and can further be configured to control operation of the laser 1910 such that the pulsed laser beam 1915 can be controlled for synchronous operation with the fuel injector driver 1960 to facilitate ignition of the fuel/charge-gas mixture 1440 as desired, e.g., ignition occurs at the location 1530.
  • a timing component can be utilized to control fuel flow and operation of an ignition assist component to facilitate ignition of the respective fuel/charge-gas mixtures at the desired location with the respective ignition assist component (e.g., the glow plug 1810, the spark plug, etc.).
  • Fig. 20 illustrates a methodology 2000 for igniting a fuel/charge-gas mixture after the fuel/charge-gas mixture has been emitted from a duct located in a combustion chamber.
  • an ignition assist component is located with respect to a discharge end of a duct, wherein the duct is located and aligned proximate to a fuel jet opening.
  • fuel is directed through the fuel jet opening, and mixes with charge gas in the duct, whereupon the fuel/charge-gas mixture is emitted from a discharge end of the duct.
  • the ignition assist component can comprise any suitable device, material, etc., to facilitate ignition of the fuel/charge-gas mixture being emitted from the discharge end of the duct, such as a glow plug, a spark plug, a laser equipped with optics to create a focused laser beam, etc.
  • a component either formed from a catalytic material, or having a layer of catalytic material located thereon, can be positioned with respect to the emission of the fuel/charge-gas mixture from the duct, wherein reaction of the fuel/charge-gas mixture facilitated by the catalytic material promotes ignition of the fuel/charge-gas mixture.
  • the component can be separate from the duct (e.g., an annulus that includes the catalytic material) or a layer of the catalytic material can be applied to the duct.
  • operation of the ignition assist component can be controlled to facilitate ignition of the fuel/charge-gas mixture as the fuel/charge-gas mixture is emitted from the discharge end of the duct.
  • the ignition assist component is a laser equipped with optics to create a focused laser beam
  • the laser can be controlled such that it operates as a pulsed laser, emitting bursts of energy in accordance with a timing regimen at which the fuel/charge-gas mixture is emitted from the duct.
  • the ignition assist component is a plasma torch
  • the operation can be controlled such that the plasma torch sequentially emits bursts of plasma synchronized with the timing of the fuel/charge-gas mixture being emitted from the duct.
  • the ignition assist component is a glow plug
  • the glow plug can be controlled such that the glow plug is continuously hot and ignites the fuel/charge-gas mixture as it is emitted from the duct.
  • the ignition assist component can be formed from a catalytic material that facilitates reactions within the fuel/charge-gas mixture to promote the ignition thereof.
  • the catalytic material can be incorporated into the duct (e.g., as a layer of material, or attached thereto by rods), or the catalytic material can be located on a component that is separately located to the duct, e.g., an annulus wherein the fuel/charge-gas mixture discharges from the duct and passes through the central hole in the annulus, and the central hole has catalytic material located therein.

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Abstract

Diverses technologies selon la présente invention se rapportent à l'amélioration du mélange à l'intérieur d'une chambre de combustion afin de former un ou plusieurs mélanges prémélangés localement contenant un carburant et un gaz de charge de façon à permettre, ou non, une génération minimale de suie et/ou d'autres émissions indésirables lors de l'allumage et de la combustion ultérieure des mélanges prémélangés localement. Pour permettre un mélange suffisant du carburant et du gaz de charge, un jet de carburant peut être dirigé de façon à passer à travers un alésage d'un conduit afin d'amener le gaz de charge à être aspiré dans l'alésage, ce qui crée une turbulence permettant de mélanger le carburant et le gaz de charge aspiré. Le conduit peut être situé à proximité d'une ouverture dans une pointe d'un injecteur de carburant. Les diverses technologies selon la présente invention peuvent être utilisées dans un certain nombre de systèmes de combustion, tels que des moteurs alternatifs à allumage par compression (CI), des moteurs alternatifs à allumage par bougie (SI), des moteurs à turbine à gaz (GT), des brûleurs, des chaudières, un brûlage à la torche dans une raffinerie/tête de puits, etc.
EP17738928.5A 2016-01-13 2017-01-12 Injection de carburant canalisée Withdrawn EP3402980A4 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US201662278184P 2016-01-13 2016-01-13
US15/363,966 US10161626B2 (en) 2015-07-01 2016-11-29 Ducted fuel injection
PCT/US2017/013186 WO2017123755A1 (fr) 2016-01-13 2017-01-12 Injection de carburant canalisée

Publications (2)

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EP3402980A1 true EP3402980A1 (fr) 2018-11-21
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JP7077934B2 (ja) * 2018-12-26 2022-05-31 トヨタ自動車株式会社 内燃機関
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US12060824B1 (en) * 2023-04-06 2024-08-13 Saudi Arabian Oil Company Hydrogen or hydrogen rich gas mixture fueled internal combustion engine using premixed direct gas injection

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CN108463628A (zh) 2018-08-28
JP2019505721A (ja) 2019-02-28
EP3402980A4 (fr) 2019-06-19
KR20180101395A (ko) 2018-09-12

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