JP2015078699A - Fuel injector actuator assembly and associated methods of use and manufacture - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further improve a fuel injector.SOLUTION: An integrated fuel injector provides efficient injection, ignition, and complete combustion of various types of fuels. In an example of the injector, the injector may include a body 112a having a base portion 114a at a side opposite to a nozzle portion 118a. The base portion receives a fuel in the body, and the nozzle portion can be positioned in adjacent to a combustion chamber 104a. The injector 110a further includes a valve 120a movable between a closed position and an open position to inject the fuel into the combustion chamber, and supported by the nozzle portion. An actuator 122a is coupled with the valve and extended longitudinally through the body towards the base portion. A driver 124a is supported by the body and movable between a first position and a second position. In the first position, a driver does not move the actuator, and in the second position, the driver moves the actuator to move the valve to the open position.

Description

CROSS REFERENCE TO RELATED APPLICATIONS This application includes US Provisional Application No. 61 / 237,425 entitled OXYGENATED FUEL PRODUCTION filed on August 27, 2009, and MULTIFUL MULTIBURST US Provisional Patent Application No. 61 / 237,466, filed August 27, 2009, US Patent Provisional Application 61 / 237,479, filed FULL SPECTRUM ENERGY, filed on October 19, 2009 US patent application Ser. No. 12 / 581,825 entitled MULTIFUL STORAGE, METERING AND IGNITION SYSTEM, INTEGRATED FUEL INJECTORS AND IGNITERS filed on Dec. 7, 2009 AND ASSOCIATED METHODS OF
US Patent Application No. 12 / 653,085 entitled USE AND MANUFACTURE, INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS filed on Dec. 7, 2009
PCT Application No. PCT / US09 / 67044 entitled OF USE AND MANUFACTURE, US Provisional Application No. 61 / 304,403 entitled FULL SPECTRUM ENERGY AND RESOURCE INDEPENDENCE filed February 13, 2010, and 2010 3 Priority based on US Patent Provisional Application No. 61 / 312,100 based on US Patent Provisional Application No. 61 / 312,100 entitled SYSTEM AND METHOD FOR PROVIDING HIGH VOLTAGE RF SHIELDING, FOR EXAMPLE, FOR USE WITH A FUEL INJECTOR It is. Each of these applications is incorporated herein by reference in its entirety.

  The following disclosure generally relates to an integrated fuel injector and igniter and related components for injecting and igniting various fuels directly into a combustion chamber.

  Fuel injection systems are typically used to inject a fuel spray into an intake manifold or engine combustion chamber. The fuel injection system has become the primary fuel delivery system used in automotive engines and has almost completely replaced the carburetor since the late 1980s. The fuel injectors used in these fuel injection systems are generally capable of two basic functions. First, they deliver a metered amount of fuel for each intake stroke of the engine so that an air-fuel ratio suitable for fuel combustion can be maintained. Second, they disperse the fuel to improve the efficiency of the combustion process. Conventional fuel injection systems are typically connected to a pressurized fuel supply and can meter fuel into the combustion chamber by varying the time that the injector is opened. The fuel can also be dispersed in the combustion chamber by forcing the fuel through a small orifice in the injector.

1 is a schematic cross-sectional side view of an injector configured in accordance with an embodiment of the present disclosure. 6 is a side cross-sectional view of an injector configured in accordance with another embodiment of the present disclosure. FIG. FIG. 6 is a partial side cross-sectional view of an injector configured in accordance with another embodiment of the present disclosure. FIG. 3 is an isometric view of the components of the injector of FIGS. 1B and 2. 3B is a side cross-sectional view taken substantially along line 3B-3B in FIG. 3A. FIG. 3B is a side cross-sectional view taken substantially along line 3C-3C in FIG. 3A. FIG. FIG. 6 is a partial cross-sectional side view of a nozzle portion of an injector configured in accordance with another embodiment of the present disclosure. Fig. 6 is a schematic illustration of a valve and nozzle assembly configured in accordance with a further embodiment of the present disclosure. Fig. 6 is a schematic illustration of a valve and nozzle assembly configured in accordance with a further embodiment of the present disclosure. 6 is a side cross-sectional view of an injector configured in accordance with another embodiment of the present disclosure. FIG. FIG. 6 is a partial side cross-sectional view of an injector configured in accordance with another embodiment of the present disclosure. 6B is a side cross-sectional view illustrating some of the functional parts of the components of the injector of FIGS. 6A and 6B. FIG. 6B is a side cross-sectional view illustrating some of the functional parts of the components of the injector of FIGS. 6A and 6B. FIG. 6B is a plan view of the conductive clamp assembly of the injector of FIGS. 6A and 6B. FIG. 6B is a side view of the conductive clamp assembly of the injector of FIGS. 6A and 6B. FIG. It is a partial sectional side view of the nozzle part of the injector of FIG. 6A and 6B. FIG. 6 is a side cross-sectional view of an injector configured in accordance with yet another embodiment of the present disclosure. FIG. 7B is an enlarged partial side cross-sectional view of the valve assembly of the injector of FIG. 7A. FIG. 7B is a side view of the valve guide of the injector of FIG. 7A. 7B is a side cross-sectional view taken substantially along line 7D-7D in FIG. 7A. FIG. 6 is a side cross-sectional view of an injector configured in accordance with another embodiment of the present disclosure. FIG. FIG. 8B is a front plan view of the transfer element of the injector of FIG. 8A. FIG. 6 is a partial cross-sectional side view of a valve actuation assembly for an injector configured in accordance with another embodiment of the present disclosure. FIG. 9B is an enlarged detail view of a portion of the assembly of FIG. 9A.

This application is filed on MULTIFIEL STORE, filed January 7, 2008,
The entire subject matter of US patent application Ser. No. 12 / 006,774 (currently US Pat. No. 7,628,137) entitled METERING, AND IGNITION SYSTEM is incorporated herein by reference. This application is based on the following US patent application: INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS filed on July 21, 2010 at the same time as this application.
OF USE AND MANUFACTURE (Attorney Docket No. 69545-8031US), INTEGRATED FUEL INJECTORS AND IGNITERS WITH CONDUCTIVE CABLE ASSEMBLIES (Attorney Docket No. 69545-8033US), SHAPING A FUEL CHARGE IN A COMBUSTION CHAMBER WITH MULTIPLE DRIVERS AND / OR IONIZATION CONTROL ( (Attorney docket number 69545-8034US), CERAMIC INSULATOR AND METHODS OF US AND MANUFACTURE THEREOF (Attorney docket number 69545-8036US), METHOD AND SYSTEM OF TH RMOCHEMICAL REGENERATION TO PROVIDE OXYGENATED FUEL, FOR EXAMPLE, WITH FUEL-COOLED FUEL INJECTORS (Attorney Docket No. 69545-8037US), and METHODS AND SYSTEMS FOR REDUCING THE FORMATION OF OXIDES OF NITROGEN DURING COMBUSTION IN ENGINES (Attorney Docket No. 69545-8038US ) Of each of these subjects is incorporated herein by reference.

SUMMARY This disclosure describes devices, systems, and methods for providing a fuel injector that is used with a plurality of fuels and configured to include an integrated igniter. The present disclosure further describes an integrated fuel injection and ignition device for use with an internal combustion engine, and associated systems, assemblies, components, and methods related thereto. For example, some of the embodiments described below are generally directed to adaptable fuel injectors / igniters that can optimize the injection and combustion of various fuels based on combustion chamber conditions. It is done. Certain details are set forth in the following description and in FIGS. 1-9 to provide a thorough understanding of various embodiments of the present disclosure. However, well-known structures often associated with internal combustion engines, injectors, igniters, and / or other aspects of the combustion system to avoid unnecessarily obscuring the description of the various embodiments of the present disclosure. Other details describing the body and system are not described below. Accordingly, some of the details described below describe the following embodiments in a manner sufficient to enable one of ordinary skill in the art to make and use the disclosed embodiments. It will be understood that this is provided. Some of the details and advantages described below may, however, not be necessary to implement certain embodiments of the present disclosure.

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

  Throughout this specification, reference to “one embodiment” or “an embodiment” includes a particular feature, structure, or feature described in combination with the embodiment in at least one embodiment of the disclosure. Means that Thus, the appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Moreover, the particular functional units, structures, or features may be combined in one or more embodiments in any suitable manner. The headings provided herein are for convenience only and do not explain the scope or meaning of the claimed disclosure.

  FIG. 1A is a schematic cross-sectional side view of an integrated fuel injector / igniter 110a (“injector 110a”) configured in accordance with an embodiment of the present disclosure. The injector 110a illustrated in FIG. 1A injects different fuels into the combustion chamber 104a and adapts the fuel injection or burst pattern and / or frequency based on combustion characteristics and conditions within the combustion chamber 104a. It is configured to be controlled to adjust. As described in detail below, the injector 110a and other injectors described herein can optimize the fuel injected for rapid ignition and complete combustion. In addition to injecting fuel, the injector 110a includes one or more integrated ignition functions configured to ignite the injected fuel. Thus, the injector 110a can be used to convert a conventional internal combustion engine to operate with a plurality of different fuels. Although some of the functional parts of the illustrated injector 110a are shown schematically for purposes of illustration, some of these schematically illustrated functional parts are various in the embodiments of the present disclosure. This will be described in detail below with reference to the functional part. Accordingly, the relative location, position, size, orientation, etc. of the schematically illustrated components of the injector of FIG. 1A are not intended to limit the present disclosure.

  In the illustrated embodiment, the injector 110a includes a casing or body 112a having an intermediate portion 116a extending between the base portion 114a and the nozzle portion 118a. The nozzle portion 118a extends at least partially through the port of the engine head 107a to the position of the end 119a of the nozzle portion 118a at the interface with the combustion chamber 104a. The injector 110a further includes a fuel passage or channel 123a that extends from the base portion 114a to the nozzle portion 118a through the body 112a. Channel 123a is configured to allow fuel to flow through body 112a. Channel 123a is also configured to allow other components such as operating member 122a, instrumentation components, and / or energy source components of injector 110a to pass through body 112a. In certain embodiments, the operating member 122a can be a cable or rod having a first end operatively coupled to a flow control device or valve 120a supported by the end 119a of the nozzle portion 118a. The operating member 122a can be integrated with the valve 120a or a separate component attached to the valve 120a. Therefore, the flow valve 120a is positioned in the vicinity of the boundary surface with the combustion chamber 104a. Although not shown in FIG. 1A, in some embodiments, the injector 110a is positioned in the vicinity of the combustion chamber 104a and elsewhere on the body 112a, and more than one flow valve and one or A plurality of check valves can be included.

  According to another feature of the illustrated embodiment, the operating member 122a also includes a second end that is operatively coupled to the plunger or driver 124a. The second end can be further coupled to a controller or processor 126a. The controller or processor 126a can be positioned on or remotely from the injector 110a. As described in detail below with reference to various embodiments of the present disclosure, the controller 126a and / or the driver 124a may operate via the flow valve 120a to operate the operating member 122a to inject fuel into the combustion chamber 104a. Is configured to operate quickly and accurately. For example, in certain embodiments, the flow valve 120a can move outward (eg, toward the combustion chamber 104a), and in other embodiments, the flow valve 120a can meter fuel and control injection. To move inwardly (eg, away from the combustion chamber 104a). Moreover, in certain embodiments, the driver 124a can tension the operating member 122a to hold the flow valve 120a in the closed or seated position, and the driver 124a causes the flow valve 120a to inject fuel. Therefore, the operating member 122a can be relaxed or its tension can be relaxed, and vice versa. Driver 124a may be controller 126a and other force-inducing components (e.g., acoustic components, electromagnetic components, and / or piezoelectric components) to achieve the desired frequency and pattern of injected fuel bursts. To respond to.

  In certain embodiments, the operating member 122a can include one or more integrated sensing and / or transmission components to detect combustion chamber characteristics and conditions. For example, the operating member 122a can be formed from a fiber optic cable, rod, or an insulated transducer integrated within the cable, or can include other sensors to detect and communicate combustion chamber data. it can. Although not shown in FIG. 1A, in other embodiments and as described in detail below, the injector 110a may include other sensors or monitoring devices at various locations on the injector 110a. it can. For example, the body 112a can include an optical fiber that is integrated into the material of the body 112a. In addition, the flow valve 120a can be configured to sense or convey to a sensor for transmission of combustion data to one or more controllers associated with the injector 110a. This data can be transmitted to the controller 126a or other components via radio, wiring, light, or other transmission medium. Such feedback can be, for example, fuel delivery pressure, fuel injection start timing, fuel injection duration to produce multiple stratified or stratified charge, combustion chamber pressure and / or temperature, one, multiple, or Enables very rapid and adaptive adjustments to optimize fuel injection factors and characteristics, including continuous plasma ignition or capacitive discharge timing.

  Such feedback and adaptive adjustment by controller 126a, driver 124a, and / or operating member 126a can also result in reduced or eliminated power production, fuel consumption, and generation of emissions that cause contamination including nitrogen oxides. Enable optimization. US Patent Application Publication No. 2006/0238068, which is hereby incorporated by reference in its entirety, provides a suitable driver for starting the ultrasonic transducers of injector 110a and other injectors described herein. explain.

  The injector 110a can also optionally include an ignition and flow regulator or cover 121a (shown in phantom in FIG. 1A) supported by an end 119a adjacent to the engine head 107a. The cover 121a at least partially surrounds or surrounds the flow valve 120a. Cover 121a may be configured to protect certain components of injector 110a, such as sensors or other monitoring components. The cover 121a can also act as a catalyst, a catalyst support, and / or a first electrode for ignition of the injected fuel. Moreover, the cover 121a can be configured to affect the shape, pattern, and / or phase of the injected fuel. The flow valve 120a can also be configured to affect these characteristics of the injected fuel. For example, in certain embodiments, the cover 121a and / or the flow valve 120a can be configured to provide a sudden gasification of fuel flowing through these components. More specifically, cover 121a and / or flow valve 120a includes a surface having sharp edges, a catalyst, or other feature that produces gas or vapor from a rapidly flowing liquid fuel or mixture of liquid and solid fuel. be able to. The acceleration and / or frequency of operation of the flow valve 120a can also gasify the injected fuel. In operation, this sudden gasification causes the vapor or gas emanating from the nozzle portion 118a to burn more quickly and completely. Moreover, this sudden gasification may be used in various combinations with superheated liquid fuel and the acoustic momentum of the plasma or fired fuel burst. In still further embodiments, the frequency of operation of the flow valve 120a can induce plasma firing to beneficially affect the shape and / or pattern of injected fuel. U.S. Pat. No. 4,122,816, incorporated herein by reference in its entirety, describes a driver suitable for initiating plasma firing by the injector 110a and other injectors described herein. To do.

  According to another aspect of the illustrated embodiment, and as described in detail below, at least a portion of the body 112a is for burning different fuels, including unrefined fuels or low energy density fuels. Are made of one or more dielectric materials 117a suitable for enabling high energy ignition. These dielectric materials 117a can provide high voltage sufficient electrical insulation for the production, separation, and / or delivery of sparks or plasma for ignition. In certain embodiments, the body 112a can be made from a single dielectric material 117a. In other embodiments, however, the body 112a can include two or more dielectric materials. For example, at least the segment of the middle portion 116a can be made of a first dielectric material having a first dielectric strength, and at least the segment of the nozzle portion 118a has a second dielectric strength greater than the first dielectric strength. It can be made from a dielectric material having proof stress. Due to the relatively strong second dielectric strength, the second dielectric can protect the injector 110a from thermal and mechanical shock, fouling, voltage tracking, and the like. Examples of suitable dielectric materials as well as the location of these materials on the body 112a are described in detail below.

  In addition to the dielectric material, the injector 110a can also be coupled to a power source or high voltage source to generate an ignition event and burn the injected fuel. The first electrode can be coupled to a power source (eg, a voltage source such as a capacitive discharge, induction, or piezoelectric system) via one or more conductors extending through the injector 110a. The area of the nozzle portion 118a, the flow valve 120a, and / or the cover 121a, along with the corresponding second electrode of the engine head 107a, can generate an ignition event (e.g., an ultrasonic wave that quickly induces, drives and completes combustion) First electrode to generate sparks, plasma, compression ignition operation, high energy capacity discharge, extended induction sourced sparks and / or direct current or radio frequency plasma) Can work as. As will be described in detail below, the first electrode can be configured for durability and long service life. In still further embodiments of the present disclosure, the injector 110a provides conversion of energy from the combustion chamber source and / or drives one or more components of the injector 110a from energy generated by the combustion event. Therefore, it can be configured to recover waste heat or energy via thermochemical regeneration.

  The functional part of the injector 110a described above with reference to FIG. 1A can be included in any of the embodiments described below with reference to FIGS. 1B-9.

Additional Embodiments of Integrated Fuel Injector and Igniter and Associated Components FIG. 1B is an injector configured in accordance with an embodiment of the present disclosure that includes a combined fuel injection function and ignition function. FIG. As will be described in detail below, the illustrated embodiment of the injector 100 includes an electromagnetic operating member assembly, a robust and accurate meter for fuel to achieve the desired fuel flow characteristics, and And a corresponding valve assembly that provides a versatile yet mechanically clever assembly. In the illustrated embodiment, the injector 100 includes several features that are generally similar in structure and function to the corresponding features of the injector 110a described above with reference to FIG. 1A. For example, the injector 100 includes a nozzle portion 102 on the side opposite to the base portion 104. The nozzle portion 102 is configured to extend at least partially through the port of the engine head to the position of the end of the nozzle portion 102 at the interface with the combustion chamber. As described in detail below, the base portion 104 is configured to receive one or more fuels from a fuel source (eg, a pressurized fuel source) and the nozzle portion 102 is combusted through the fuel outlet passage 103. Configured to deliver and / or accurately meter fuel into the chamber.

  In the illustrated embodiment, the injector 100 includes a force generator 106 that activates the plunger or driver 108 to move the valve assembly 110. The force generator 106 is positioned in a bobbin or housing 109 such as a conductive metal casing. Suitable materials for the force generator bobbin or housing 109 include, for example, beryllia and various graphite, silver, and / or aluminum filled polymers designed to enhance heat transfer. The force generator 108 and / or the housing 109 can also be coupled to a voltage source or other suitable energy source 111 and a controller. In certain embodiments, force generator 106 may be a solenoid winding that is an electromagnetic force generator, a piezoelectric power generator, or other suitable type of force generator for moving driver 108.

  The valve assembly 110 includes an operating member 112 (eg, cable, hardened cable, rod, etc.) having a flow valve 114 in the nozzle portion 102 and a stop 116 in the base portion 104 opposite to the nozzle portion 102. Valve extension). In certain embodiments, the flow valve 114 can be integrally formed with the operating member 112. However, in other embodiments, the flow valve 114 can be attached to the operating member 112 separately from the operating member 112. Moreover, in some embodiments, the stop 116 can be a wire such as a compression spring wire that is attached to the second end of the operating member 112. For example, the stop 116 can be at least partially incorporated into the annular groove of the operating member 112, the annular groove having a depth of at least approximately 50% of the diameter of the stop 116. In other embodiments, however, stop 116 and other stops disclosed herein may be attached to or formed integrally with operating member 112, any other on operating member 112. Type protrusions. Moreover, in still further embodiments, the stop 116 can be an attracting element such as a magnet or a permanent magnet. The stop 116 is positioned on the operating member 112 so that the force generator 106 contacts the contact surface 113 of the driver 108 when the force generator 106 starts the driver 108 to move the operating member 112 and consequently opens the flow valve 114. Is done.

  In the closed position, the flow valve 114 remains in contact with the valve seat 122 in the nozzle portion 102. In certain embodiments, the surface of the flow valve 114 that contacts the valve seat 122 can be a generally spherical surface that is finished or polished for sealing against the valve seat 122. The nozzle portion 102 also biases or attracts, such as a magnet, permanent magnet, etc., that attracts the driver 108 toward the nozzle portion 102 to contact the valve seat 122 at least partially in contact with the valve seat 122. An element 124 can be included. For example, the attraction element 124 can be coupled to a controller or computer and selectively attracts the driver 108 toward the nozzle portion 102. In other embodiments, starting the driver 108 can overcome the attractive force of the attraction element 124. As described in detail below, the valve 114 may also be held in a closed position with other biasing components and / or fuel pressure within the injector 100.

  The driver 108 is positioned within the driver cavity 118 of the injector 100 to allow the driver 108 to move longitudinally through the injector 100 in response to excitation from the force generator 106. Moreover, the operating member 112 is positioned in an operating member / cavity or opening 120 that extends longitudinally through the driver 108. The opening 120 thereby allows the driver 108 to move longitudinally with respect to the operating member 112 in the injector 100 until the driver 108 contacts the stop 116. In the illustrated embodiment, the driver 108 also includes a fuel cavity 126 extending longitudinally therein and radially spaced from the opening 120. The fuel cavity 126 is fluidly coupled to the fuel passage or channel 128 of the base portion 104. The fuel channel 128 is also coupled to a fuel conduit 136, which in turn is coupled to a fuel source, such as a pressurized fuel source. In certain embodiments, the fuel conduit 136 can include a fuel filter 142 that is configured to filter or otherwise condition the fuel prior to entering the body of the injector 100.

  In the illustrated embodiment, the base portion 104 also includes a biasing member 130 (eg, a spring such as a coiled compression spring) positioned in the fuel channel 128. The bias member 130 contacts the first bias surface 132 of the driver 108 and the second bias surface 134 of the fuel channel 128. Thus, the bias member 130 biases the driver 108 toward the nozzle portion 102 in order to hold the operation member 112 and the corresponding flow valve 114 in the closed position.

  The force generator housing 109 is coupled to the first end cap 137 at the base portion 104 and to the second end cap 138 at the nozzle portion 102. A housing 109 is attached to each of the first end cap 137 and the second end cap 138 to prevent fuel from escaping from the injector 100 (eg, soldering, brazing, welding, structural adhesive sealing). and the like can be sealed). A seal 140 such as an O-ring can also be used to maintain a fluid tight connection between the housing 109 and the first end cap 137 and the second end cap 138.

According to another aspect of the illustrated embodiment, the end 144 of the driver 108 of the base 104 has a generally conical or frustoconical shape. More particularly, the end 144 of the driver 108 has an outer end surface 146 having a generally conical or frustoconical shape. The outer end surface 146 of the driver 108 is spaced from the corresponding contact surface 148 of the first end cap 137 having a matching contour or shape. When the flow valve 114 is in the closed position in contact with the valve seat 122 and the driver 108 is in a relaxed or unstarted state, the outer end surface 146 is a first distance D ₁ from the contact surface 148 of the end cap 137. Only spaced apart. In addition, in this position, the contact surface 113 of the driver 108 is spaced from the stopper portion 116 of the operating member 112 by a second distance D _2. The second distance D ₂ thus allows the driver 108 to obtain a moment before hitting the stop 116 of the operating member 112. For example, the first distance D ₁ is a total distance that the driver 108 moves to open the flow valve 114 by moving the flow valve 114 via the operation member 112. More specifically, the first distance D ₁ is the second distance D ₂ plus the distance that the flow valve 114 moves to be spaced from the valve seat 122 enough to inject fuel into the combustion chamber. At least approximately equal. In one embodiment, the second distance D ₂ can be between approximately 10% and 40% of the first distance D ₁ . In other embodiments, however, the second distance D ₂ can be less than 10% or greater than 40% of the first distance D ₁ . In still other embodiments, the second distance D ₂ can be eliminated from the injector 100 such that the driver 108 contacts the operating member stop 116 when the valve is in the closed position.

In operation, the fuel conduit 136 introduces fuel into the base 104 of the injector 100 through the fuel filter 142. As fuel flows through the injector 100, the controller can accurately power the force generator 106 to start the driver 108, which in turn moves the operating member 112 to cause the flow valve 114 to move to the valve seat 122. Lift off (ie, move the flow valve 114 inward). The triggered driver 108 can thus move away from the nozzle portion 102, overcoming the biasing force of the biasing member 130 and / or the attraction element 124. Moreover, the illustrated embodiment provides a comparison by allowing a significant moment and associated kinetic energy to be obtained while the driver 108 moves the second distance D ₂ before moving the valve 114 against the stop 116. The flow valve 114 can be operated at a high pressure difference. Accordingly, the driver 108 can overcome a significant pressure gradient to move the flow valve 114. In embodiments where the second distance D ₂ is eliminated, the driver 108 can move the operating member 112 directly or immediately in response to current flow in the force generator 106.

  The interruption of current in force generator 106 in response to the controller causes fuel flow and resulting pressure, biasing member 130, and / or attraction element 124 to urge or force driver 108 to a normally closed position. This in turn allows the flow valve 114 to return to the normally closed position. For example, the distal end of the driver 108 can contact the flow valve 114 or otherwise be moved to a closed position on the valve seat 122. Subsequent application of current to the force generator 106 moves the driver 108 into contact with the operating member 112 and again moves or lifts the valve 114 away from the valve seat 122 to inject fuel into the combustion chamber. be able to.

In addition to filtering particles and debris from the fuel, the filter 142 in the base portion 104 also includes an injector 100 in which any monoatomic or ionic hydrogen is contained in the fuel channel 128 containing the bias member 130. It can function as a catalyst treatment device to prevent further passage through. This objective is such that alloy steels are exposed to monoatomic and ionic hydrogens that cause deterioration and embrittlement of these alloys, as may be encountered during welding and metal plating operations in acidic environments. Nevertheless, it is supported by finding that it will not be embrittled by diatomic hydrogen (H ₂ ). Therefore, the filter 142 can prevent the disadvantageous deterioration of the bias member 130 due to hydrogen embrittlement. The following equations F1 and F2 summarize the removal of hydrogen ions and atomic hydrogen by the catalytic action of the filter 142.
2H ^{+ +} 2e ^- → H ₂ Formula F1
2H → H ₂ equation F2

  In the process of Formula F1, electrons are supplied by grounding the injector 100 to an electron source via a metallic fuel conduit 136. The electrons may also be supplied by grounding one end of the force generator 106 to the conductive housing 109 to achieve the process of Formula F1. The nucleation of diatomic hydrogen from monoatomic hydrogen is an oxidation that may be incorporated into the filter 142 as fibers and / or particles including, for example, the surface of a substrate such as aluminum and / or an aluminum-silicon alloy. It can be ensured by various agents and compounds including oxides such as zinc, tin oxide, chromia, alumina, and silica. Such fibers, particles, and / or other suitable forms made of metals and / or alloys such as aluminum, magnesium, or zinc can also act as a catalyst in the filter 142. Similarly, to provide catalytic treatment as summarized by Formulas F1 and F2, chemical vapor deposition and / or sputter deposition of these metals on various substrates, followed by partial oxidation, It can be positioned in the filter 142. Providing an oxidation potential such as an “oxygenated” fuel containing steam, as described in US Provisional Application No. 61 / 237,425 entitled OXYGENATED FUEL PRODUCTION filed on August 27, 2009 The fuel allows such metal oxides to self-heal. In embodiments where a high strength alloy material such as piano wire, spring steel, precipitation-hardened (PH) steel, or chrome-silicon alloy steel is selected for the bias member 130, additional protection is provided. Alternatively, the bias member 130 may be provided by plating with a protective metal such as aluminum. For example, the bias member 130 can be plated by any suitable plating method including, for example, hot dipping, electrolytic plating, chemical vapor deposition, and / or sputtering.

  The injector 100 of the illustrated embodiment is also produced by anaerobic digestion, thermal dissociation, or electrolysis, pyrolysis, or reformation of methane from selected natural gas sources and selected hydrocarbons. Ultra high pressure fuels can be dispensed, including fuels characterized by hydrogen, produced as a mixture of hydrogen. Such pressurized fuel, such as a mixture characterized by 10,000 psi of hydrogen, methane, ammonia, or other hydrogen can be fed to the injector 100 and injected to achieve the desired fuel burst. It is accurately weighed by the vessel 100.

  According to another feature of the illustrated embodiment, the driver 108 is provisioned as a relatively long component in the injector 100. More particularly, the longitudinal length of the driver 108 and the corresponding longitudinal length of the force generator 106 may be several times larger than the diameter of the driver 108. This may allow or otherwise facilitate cooling of these components by fuel flowing through the injector 100. More specifically, fuel flowing through the injector 100 can cool the driver 108 and / or the force generator 106. For example, the fuel cavity 118 generally surrounds the driver 108 and / or along the fuel channel or passage 113 extending longitudinally along the injector 100 and through the driver 108 in the fuel bore or cavity 126. As the fuel flows around the driver 108 in the second fuel bore or passage 150, the fuel can absorb heat from the driver 108. This is because the temperature of the environment around and / or below the engine valve cover generally approaches the operating limit of the polymer compound that insulates the magnet wire in the force generator 106, so that to the outer periphery of the injector. It is advantageous for many applications of modern overhead valve engines that virtually eliminate the opportunity to dissipate heat.

  FIG. 2 is a partial cross-sectional side view of an injector 200 configured in accordance with another embodiment of the present disclosure. The injector 200 includes several features that are generally similar in structure and function to the corresponding features of the injector 100 illustrated in FIG. 1B and the other injectors disclosed herein. For example, the injector 200 illustrated in FIG. 2 includes a fuel conduit 136, a force generator 106, a driver 108, a corresponding operating member 112 and an associated flow valve 114. The illustrated injector 200 also includes a biasing or attraction element 212 (eg, a ring magnet or a permanent ring magnet) to attract or force the driver 108 to a normally closed position. The valve 114 may also be used for applications where a bubble-free sealing at the valve 114 is desired and when using a fuel that may settle or otherwise produce solid particles. A seal 218 such as an O-ring can be included.

  In the illustrated embodiment, the injector 200 allows the fuel to contact the surface of these components and to cool or otherwise transfer heat from these components to the fuel. It further includes a number of additional fuel flow paths or channels that direct fuel through the various components of vessel 200. More specifically, in order to cool the force generator 106 (which may include multiple solenoid windings) in the illustrated embodiment, the injector 200 includes a fuel conduit 136 and an inlet distributor in the force generator 106. 204 includes a first fuel cooling passage 202 coupled to 204 (eg, an annular or ring distributor). The inlet distributor 204 distributes fuel into the housing 109 around the force generator 106 through a plurality of inlet vents 206. The injector 200 also includes a plurality of outlet vents 208 that allow fuel to exit the force generator 106 and collect in an outlet distributor or collector 210 (eg, an annular or ring distributor). The second fuel cooling passage 212 extends from the outlet distributor 210 to the fuel channel 214. As the valve 114 opens, fuel can exit the injector 200 by passing through the fuel outlet passage 103 from the fuel channel 214.

  According to another feature of the illustrated embodiment, the injector 200 also has an additional radially outward extension to allow fuel to pass between the force generator 106 and the driver 108. A fuel passage 216 is included. For example, these fuel passages 216 fluidly couple the fuel bore 150 of the driver cavity 118 with the housing 109 that encloses the force generator 106. Thus, during operation, fuel also passes radially outward and / or radially inward to transfer heat from components of the injector 200, such as force generator 106 and driver 108, for example. be able to.

  In certain embodiments, such as four-stroke engine applications, the period during which fuel injection occurs typically is about 30 ° to 120 ° of all other cycles (eg, 720 °). Is the range of crank rotation. The longitudinal fuel cavities 126 and 113 (FIG. 1) can therefore provide rapid cooling of the driver 108, especially during periods of crank rotation ranging from approximately 30 ° to 120 °. Accordingly, the driver 108 can act as an internal heat sink that receives exhaust heat from the solenoid coil or force generator 106. Additional heat can also be exhausted from the power generator 106 to the circulating fuel through the various fuel distributors and passages 204, 206, 208, and 216. Thus, during the 690 ° -720 ° period of crank rotation when the driver 108 and valve 114 are in the normally closed position, the force generator 106 is superior to ensure efficient quick action and long life. An exhaust heat function can be provided.

  Such heat transfer from the components of the injectors 100, 200 can be beneficially added to the fuel delivered to the combustion chamber instead of being lost to the environment. Similarly, energy harvesting by thermoelectric, photoelectric, vibration, and pressure piezoelectric generators is facilitated by such heat transfer to the fuel that passes through these injector embodiments with such a heat sink function. Such heat transfer is beneficial for long life, minimizing friction, and rapid operation to properly cool the force generator 106 and driver 108. Transferring heat to the fuel flowing through the force generator 106 components and related features allows a low cost modular component assembly including the force generator 106 to be incorporated into the insulating glass or polymer. To do.

  3A is an isometric view of driver 108, FIG. 3B is a cross-sectional side view taken substantially along line 3B-3B in FIG. 3A, and FIG. FIG. 3B is a side cross-sectional view taken substantially along line 3C-3C of FIG. 3A illustrating some. Referring to FIGS. 3A-3C together, the driver 108 includes a body 301 with an opening 120 extending centrally and longitudinally therethrough. The opening 120 is configured to movably receive the operating member 112 of FIG. 1B. The body 301 also fluids into one or more fuel cavities 126 (eg, first to sixth fuel cavities 126a-126f illustrated in FIG. 3C) spaced radially from the opening 120. The first fuel channel 128 is included that are coupled together. A fuel cavity 126 extends through the driver 108 longitudinally to allow fuel to flow through the body 301 while in contact therewith. The driver 108 includes six fuel cavities 126 that are symmetrically spaced in the illustrated embodiment, but in other embodiments, the driver is more than positioned in a symmetric or asymmetric distribution pattern. May have fewer or fewer fuel cavities 126. The outer surface of the body 301 also includes a plurality of ridges 304 (FIG. 3C) to allow fuel to flow around the driver 108 in the driver cavity 118 (FIG. 1B).

  According to yet another feature of the illustrated embodiment, the body 301 of the driver 108 includes a slot or slit 302 that extends radially outward from one of the fuel cavities 128. In certain embodiments, the slit 302 can be a generally linear slit or slot that extends radially outward from the opening 120. In other embodiments, however, the slit 302 can have a generally curved shape or a spiral shape. The slit 302 is configured to be a material discontinuity in at least a portion of the body 301 of the driver 108 to prevent eddy currents from being generated in the driver 108 during operation. Such eddy currents can also be prevented by forming the driver 108 from a ferromagnetic alloy having a high electrical resistance.

  FIG. 4 is a partial cross-sectional side view of a nozzle portion 402 of an injector configured in accordance with another embodiment of the present disclosure. The nozzle portion 402 includes several functional portions that are generally similar in structure and function to the corresponding functional portions of the injector described above. As will be described in detail below, however, the nozzle portion 402 is triggered when a predetermined or desired pressure gradient to the combustion chamber is reached or otherwise injected into the combustion chamber. Composed. Such a pressure gradient can be referred to as, for example, a cracking pressure sufficient to open a flow valve normally biased towards the closed position. In the illustrated embodiment, for example, the nozzle portion 402 includes an outwardly opening flow valve 441 that contacts the valve seat 422 when the flow valve 441 is in the closed position. The valve 441 is coupled to an operating member 412 (eg, cable, rod, etc.) that extends into the fuel passage 426. The operation member 412 includes an end portion or a stop portion 431 that engages with the bias member 430 (for example, a compression spring). In the illustrated embodiment, the stop 431 is an integral part of the operating member 412 such as a deformed end. In other embodiments, however, the stop 431 can be a separate component attached to the operating member 412. The bias member 430 contacts the stopper 431 and applies tension to the operation member 412 in order to hold the valve 441 in the closed position in contact with the valve seat 422.

  During operation, when the pressure of the fuel in the fuel passage 426 increases to a predetermined cracking pressure, the pressure applied to the valve 441 overcomes the force of the bias member 430, thereby opening the flow valve 441; Fuel is injected into the combustion chamber. After the nozzle portion 402 injects fuel and the pressure in the fuel passage 426 decreases, the bias member 430 biases the flow valve 441 to the closed position via the stop portion 431 on the operation member 412. Provide sufficient closure force. In certain embodiments, the starting of the flow valve 441 described above can only be controlled by controlling the fuel pressure in the nozzle section 402. In other embodiments, however, the nozzle portion 402 flows via fuel pressure in combination with one or more other drivers or force generators (eg, magnets, permanent magnets, electromagnetic solenoids, piezoelectric generators, etc.). The starting of the valve 441 can be controlled. The desired cracking pressure can be adaptively selected according to the combustion chamber characteristics and fuel characteristics being monitored. Moreover, the flow valve 441 and / or the operating member 412 can contain one or more optical fibers or other monitoring components to monitor these characteristics in the combustion chamber.

  According to another feature of the illustrated embodiment, the nozzle portion 402 includes an electrode 408 adjacent to the flow valve 441. Accordingly, the electrode 408 and the flow valve 441 are configured to generate an ignition event in order to burn the fuel that the nozzle portion 402 injects into the combustion chamber. In certain embodiments, the electrode 408 and / or the flow valve 441 may start combustion to reduce or eliminate the energy of an ignition event (eg, spark or plasma energy) required for combustion of fuel entering the combustion chamber. It can be coated with or otherwise formed from a material that acts as a catalyst. Further alternatives to such coatings are fuel charge shaping in a combustion chamber with multiple drivers and / or ionization controls, filed at the same time as this application and incorporated herein by reference in its entirety. No. 69545-8034), which is to control the ionization of the injected fuel.

  5A and 5B are schematic illustrations of a valve and nozzle assembly configured in accordance with a further embodiment of the present disclosure. More specifically, FIG. 5A is a schematic diagram of a hydraulic circuit 500a illustrating a valve assembly 501 that is hydraulically started. In the illustrated embodiment, the valve assembly 501 includes a hydraulic operating member 506 and a valve 502 coupled to each of the nozzle end or tip 504. The operating member 506 thus hydraulically moves, starts, or otherwise operates the valve 502 to allow fuel to flow through the valve 502 and exit the nozzle tip 504 and enter the combustion chamber. Can be opened. FIG. 5B is a schematic diagram of an electrical circuit 500b for starting valve 502 either electrically or electromagnetically. In the illustrated embodiment, the valve assembly 501 also includes a valve 502 coupled to each of the electrical or electromagnetic operating member 506 and the nozzle 504. The manipulating member 506 may therefore be an electromagnetic solenoid, which can electrically open and open the valve 502 or otherwise move the valve 502 to allow fuel to flow through the nozzle tip 504 and into the combustion chamber. A piezoelectric actuated assembly may be included. According to further features of the embodiment illustrated in FIG. 5B, the nozzle tip 504 can be made of a conductive material and also to generate an ignition event with a corresponding grounded ignition function 508. In addition, it can be coupled to an energy source such as a high voltage source. Accordingly, a spark voltage can be delivered to the nozzle tip 504 to generate an ignition event.

  FIG. 6A may include some of the functional parts illustrated in the schematic circuit of FIGS. 5A and 5B, as well as other combined injector and igniter functional parts disclosed herein. FIG. 6B is a side cross-sectional view of an injector 600 configured in accordance with another embodiment of the present disclosure, and FIG. 6B is a partially exploded side cross-sectional view of the injector 600. Referring to FIGS. 6A and 6B together, the injector 600 includes a base portion 602 opposite the nozzle end 604. The base portion 602 supports an operation member assembly 606 including a plunger or driver 610 positioned in the operation member / cavity 609 of the operation member main body 607. The operating member assembly 606 further includes a force generator 608 that surrounds the driver 610 and the corresponding flow valve 614 in the operating member and cavity 609 (FIG. 6A). The force generator 608 can be a solenoid (eg, electromagnetic or piezoelectric) or other suitable winding that can be coupled to an energy source via a coupling 616. The bias member 612 biases the driver 610 and the corresponding flow valve 614 to the normally closed position toward the nozzle portion 604. The force generator 608 thus compresses the biasing member 612 at least partially and moves the flow valve 614 to the open position to allow fuel to flow through the fuel passage 615. The movement of the driver 610 to can be induced.

  Base portion 602 also includes an extension 617 having an introduction fuel passage 619 (FIG. 6A) therein for introducing fuel into operating member / cavity 609. A pressure coupling 603 can be attached to the extension 617 to further regulate the pressure of the fuel flowing into the injector 600.

  In the illustrated embodiment, the injector 600 includes a first insulator 618 and a second insulator 620 that surround various components of the injector 600. More particularly, the driver 610 is at least partially positioned (eg, molded) in the first insulator 618. The first insulator 618 and / or the second insulator 620 may be, for example, glass, glass-ceramic, tetrafluoroethylene-hexafluoropropylene-vinylidene (THV), polyamideimide (PAI), polyetheretherketone (polyetheretherketone). ) (PEEK), or any suitable insulating material including a polyetherimide (PEI) insulator. In still further embodiments, these insulators are transparent insulating bodies to accommodate built-in optical-instruments that receive and / or analyze radiation emitted from the combustion chamber. be able to. Moreover, these insulators, as well as other insulating components of the injectors disclosed herein, are filed concurrently with this application and are incorporated herein by reference in their entirety and ceramic insulators and uses thereof And / or a material from the process disclosed in the US patent application entitled Manufacturing Method (Attorney Docket No. 69545-8036 US).

  FIG. 6C is a cross-sectional side view illustrating several functional parts of the first insulator 618. Referring to FIG. 6C, the first insulator 618 includes a base or first end 651 opposite the nozzle or second end 653. The first end 651 includes an operating member and cavity 650 having a generally conical end 652 configured to receive a driver 610 (FIG. 6A). The first insulator 618 also includes a valve seat 654 configured to contact the valve 614 (FIG. 6A) to block fuel flow when the valve 614 is in the closed position. The fuel channel 656 extends longitudinally through the first insulator 618 from the operating member / cavity 650 to the second end 653. As will also be described in detail below, the second end 653 is configured to be coupled to the conductive nozzle tip of the injector 600.

  According to another feature of the illustrated embodiment, the outer surface of the first insulator 618 includes a plurality of ribs 658 that extend circumferentially around the first end 651. Moreover, the outer surface of the second end 653 is generally smooth or flat and extends with a generally conical or frustoconical shape. As described in detail below, the second end 653 of the first insulator 618 fits or otherwise fits within a corresponding cavity of the second insulator 620. Composed. Moreover, a conductive coil 623 (FIGS. 6A and 6B), such as a transformer coil, can be wound around the outer surface of the second end 653 of the first insulator 618, thereby assembling it. Thus, positioning can be performed between the first insulator 618 and the second insulator 620.

  FIG. 6D is a side sectional view of the second insulator 620. The second insulator 620 includes a base or first end 661 opposite the nozzle or second end 663. The first end 661 includes a first cavity portion 660 having a generally conical shape that tapers toward the second end 663 (eg, the first cavity portion 660 has a second cross-sectional dimension of second). ) And becomes smaller toward the end 663 of the). The first cavity portion 660 is configured to receive the tapered second end 653 of the first insulator 618. The second end 663 of the second insulator 620 includes a second cavity portion 662 that is opposite the first cavity portion 660 and that extends from the first cavity portion 660. The second cavity portion 662 also has a generally conical shape, but the second cavity portion 660 tapers narrowly toward the base portion 661 (eg, the cross-sectional dimension of the second cavity 662 is the second end). The portion 663 becomes smaller toward the portion 663, thereby tapering in the direction opposite to the first cavity portion 660). The second cavity portion 662 is configured to at least partially surround the conductive spray tip of the injector 600 as will be described in detail below.

  According to another feature of the illustrated embodiment, the outer surface of the first end 661 of the second insulator 620 includes a plurality of ribs 664 that extend circumferentially around the first end 661. These ribs 664 are configured to fit or otherwise generally align with the ribs 658 of the first insulator 618 (FIG. 6C).

  Referring again to FIGS. 6A and 6B, the injector 600 includes a conductive spray end or nozzle spray tip 621. The injection tip 621 can be a metal member that is supported by the first insulator 618 and / or the second insulator 620 and configured to be positioned at the combustion chamber interface. As described in detail below, the injection tip 621 is configured to selectively inject fuel, alone or in combination with other fuel metering components of the injector 600. Moreover, the injection tip 621 is coupled to an energy source such as a high voltage source. More particularly, the injector 600 includes a conductive band 625 (eg, a metal band) that extends circumferentially around the interface between the first insulator 618 and the second insulator 620. Conductive band 625 can be coupled to a voltage source via a conductor or spark lead as described below with reference to FIGS. 6E and 6F. For example, FIG. 6E is a top view and FIG. 6F is a side view of a conductive clamp assembly 630 that includes a conductive band 625 coupled to a spark or voltage lead 632. The clamp assembly 630 also includes a removable locking member 634 to facilitate attachment and removal of the conductive band 625 on the injector 600. The clamp assembly 630 can thus removably couple the conductive band 625 and the voltage lead 632 to the injector 600 of FIGS. 6A and 6B. More particularly, referring to FIGS. 6A, 6B, 6E, and 6F together, a clamp is provided to conductively couple the voltage lead 632 to the spirally wound conductor 623 via the conductive band 625. An assembly 630 can be attached to the middle of the injector 600 at the interface between the first insulator 618 and the second insulator 620.

  Accordingly, the conductive band 625 is coupled to the jet tip 621 via a conductor 623, which is an aluminum or copper wire that extends to the jet tip 621 along the second end 653 of the first insulator 618. can do. In the illustrated embodiment, for example, the conductor 623 is spirally wound around the second end 653 of the first insulator 618, and the first insulator 618 and the second insulator 620 Is positioned between. Accordingly, a spark voltage can be delivered to the injection tip 621 from a suitable high voltage source.

  Referring again to FIGS. 6A and 6B, the nozzle portion 604 further includes a combustion chamber member or seal 622 that is coupled to the second insulator 620. Combustion chamber seal 622 may be a metal member configured to threadably engage a port of the engine head with a number of threads 624. The seal 622 also supports a corresponding ignition electrode or function 626 (identified individually as a first ignition function 626a and a second ignition function 626b). In the illustrated embodiment, only two ignition features 626 are shown, but in other embodiments, the seal 622 is a plurality of ignitions suitable to provide the desired spark erosion life for any particular application. Can support the functional part. In certain embodiments, the ignition function 626 provides resistance heating ignition, catalytic ignition, and / or spark ignition at start-up, but without subsequent very low electrical energy consumption or consumption throughout the operating cycle. It can be made from materials such as Kanthal alloys that remain hot enough to provide ignition. This form of heat harvest for ignition by incorporating heat from the combustion process is engine-cycle (55-75% loss), alternator (10-30% loss), battery (10-40% loss). System weight, cost, and failure trends while also improving overall operating efficiency by avoiding losses such as losses that may contribute to ignition circuits and coils (10-40% losses) May be advantageous for purposes of minimizing.

  In certain embodiments of the present disclosure, the cracking pressure required to open the flow valve to selectively deliver fuel into the combustion chamber is determined by the force generator, driver, It can be controlled by various configurations such as an operation member and a flow valve. In the embodiment illustrated in FIGS. 6A and 6B, however, the injection tip 621 may also help prevent fuel from being injected into the combustion chamber at unintended times. Includes functional part. For example, FIG. 6G is a partial sectional side view of the nozzle portion 604 of the injector 600. As shown in FIG. 6G, the injection tip 621 is sealed between a first insulator 618 and a second insulator 620 (not shown in FIG. 6G) and coupled to a voltage source. Coupled to a lead or conductor 623.

  As shown in FIG. 6G, the injection tip 621 includes a fuel cavity 670 extending partially longitudinally therethrough. The fuel cavity 670 is fluidly coupled to the fuel channel 656 of the first insulator 618 for introducing fuel into the injection tip 621. In the illustrated embodiment, however, the fuel cavity 670 does not exit the injection tip 621 at the distal end 671 of the injection tip 621 (eg, the fuel cavity 670 is a stop that extends partially through the injection tip 621). Can be a hole). Rather, the injection tip includes a plurality of fuel outlets or delivery passages 672 that are coupled to the fuel cavity 670. In the illustrated embodiment, the individual fuel delivery passages 672 extend from the fuel cavity 670 at an angle of inclination with respect to the longitudinal axis of the injection tip 621. The injection tip 621 is further at least partially covered by a sleeve 674 such as a deformable or elastomeric sleeve 674 that seals each of the fuel delivery passages 672 under a predetermined pressure, such as a predetermined cracking pressure. The sleeve 674 is secured against axial displacement by the first insulator 618 and is confined to a diametrical space within the second insulator 620 (FIG. 6A). When a predetermined pressure is reached, the elastomer sleeve 674 can deform or expand to allow fuel to exit the fuel cavity 670 of the injection tip 621 via the fuel delivery passage 672. . Thus, the elastomer sleeve 674 provides an additional fuel metering function that can be controlled by the pressure of the fuel in the injector 600, thereby allowing it to enter the combustion chamber during the intended combustion event. Prevent inadvertent fuel entry.

  The sleeve 674 can be made from several different suitable polymers as shown in Table 1 below. For example, the sleeve 674 is made from a number of suitable polymers, including popular elastomers, because it cools fuel that passes tightly inside the sleeve 674 and can survive as a long-lived elastomeric material. May be. Extremely long-life and robust heat-resistant embodiment of the sleeve 674 braids a hollow tube of PBO or Kapton fiber over a more elastomeric film tube of Viton, silicon fluoride, PEN, aramid and / or Kapton (Weaving). Additional protection may be provided by coating the assembly with one or more thin layers of reflective aluminum or chrome.

PBO = Polybenzoxazole (Polybenzolazole)
Kapton = Poly (4,4′-oxydiphenylene-pyromellitimide)
Aramid = poly-metaphenylene isophthalamide (MPIA)
PEN = Polyethylene naphthalate

  FIG. 7A is a cross-sectional side view of an injector 700 configured in accordance with another embodiment of the present disclosure. The injector 700 illustrated in FIG. 7A is generally similar in structure and function to the corresponding features of the injectors described herein and in the patents and patent applications incorporated herein by reference. Including these functional parts. Accordingly, some functional parts of the injector 700 described above may not be described with reference to FIG. 7A. In the illustrated embodiment, the injector 700 includes a first or base portion 704 opposite the second or nozzle portion 702. Base portion 702 includes a pressure fitting 706 that is configured to be coupled to a fuel source, such as a pressurized fuel source, for introducing fuel into an initial fuel chamber or channel 708. Fuel travels from the first fuel channel 708 through the base portion 702 to a fuel passage 710 that extends longitudinally through the injector 700 to the nozzle portion 704. An outwardly opening flow valve 712 is positioned on the nozzle portion 704 to meter or otherwise control the flow of fuel from the fuel passage 710 out of the nozzle portion 704. For example, the flow valve 712 can remain in contact with the valve seat to prevent or close the flow of fuel, and the flow valve 712 can move away from the valve seat to inject fuel into the combustion chamber. Can move on. A cable assembly or operating member 714 is operably coupled to the flow valve 712 to move the flow valve 712. The operating member 714 can be a hardened rod or similar device that can accommodate one or more optical monitoring features as described in detail above. The operating member 714 can also be coupled to a computer or other processing device for controlling the injector 700.

In the illustrated embodiment, the transmission element or stop 716 is attached or otherwise coupled to the operating member 714 at the base 702 of the injector 700. The stop 716 is configured to contact the plunger or driver 718 so that the driver 718 can move the operating member 714 to open or close the flow valve 712. The driver 718 can be made of a ferromagnetic material and is configured to be mechanically, electromechanically and / or magnetically activated to move the operating member 714. More particularly, the driver 718 is positioned in the driver cavity 720 of the base 702. The first contact surface of the driver 718 is spaced from the electromagnetic pole piece 726 by a first distance D ₁ , and the second contact surface of the driver 718 is a second smaller than the first distance D ₁ from the stop 716. It is spaced a distance D _2.

  A force generator 728, such as a solenoid winding, surrounds the driver 718 in the driver cavity 720. In addition, the driver 718 is also positioned in the driver cavity 720 in the vicinity of the first bias member 722, the second bias member 724, and the electromagnetic pole piece 726. The first bias member 722 may be a compression spring that is positioned coaxially about the operating member 714 and contacts the stop 716 and the pole piece 726. Accordingly, the first bias member 722 moves the stopper 716 away from the magnetic pole piece 726 (for example, toward the base portion) in order to apply tension to the operation member 714 and hold the flow valve 712 in the normally closed position. ) Energize. The second bias member 724 is positioned between the driver 718 and the pole piece 726. In the illustrated embodiment, the second bias member 724 is a disc spring and the pole piece 726 can be an electromagnetic pole that attracts the driver 718. The second bias member 724 can be made of a nonmagnetic material such as a nonmagnetic alloy. Accordingly, the second bias member 724 can act as a compression spring to bias the driver 718 away from the pole piece 726. The second bias member 724 also provides a non-magnetic gap between the driver 718 and the pole piece 726 that is sufficient to prevent the driver 718 from sticking to the pole piece 726. In the illustrated embodiment, the base portion 702 further includes a third biasing member or attraction element 730 such as a magnet that attracts the driver 718 toward the base portion 702.

In operation, current or other energy is applied to the force generator 728 to open the flow valve 712. More specifically, applying a current to force generator 728 forces driver 718 toward pole piece 726. As driver 718 moves a _second distance D2 toward the transmission element or stop 716, driver 718 obtains a moment and associated kinetic energy before striking or contacting stop 716. By moving the stop portion 716 by a distance D ₁ toward the pole piece 726, it is released the tension of the operating member 714 becomes flow valve 712 is opened. As driver 718 moves toward pole piece 726, driver 718 compresses first bias member 722 and second bias member 724. Accordingly, the first bias member 722, the second bias member 724, and the attracting element 730 urge the driver 718 toward the base portion 702, and the stop portion 716 tensions the operation member 714 to flow. Valve 712 can be closed. Moreover, when the driver 718 is pulsed towards the pole piece 726, it applies energy to the force generator 728 according to the “hold” frequency chosen to beat or otherwise start the driver 718. Thus, a pulsating current can be generated.

  7B is an enlarged partial side cross-sectional view of the valve assembly of the nozzle portion 704 of the injector 700 of FIG. 7A, and FIG. 7C is a side view of the valve guide 740 of the valve assembly 742. Referring to FIGS. 7B and 7C together, the nozzle portion 704 includes an insulator 748 having a fuel passage or channel 746 extending longitudinally therein. Insulator 748 also includes a valve seat 746 that contacts valve 712 when valve 712 is in the closed position. In certain embodiments, the flow valve 712 can be made of any suitable material, with surface features having a precisely polished metal surface or with Viton, THV, silicon fluoride, or another suitable elastomer. The insert that is made can be included. The valve assembly 742 also includes a tubular valve support 744 that extends coaxially through the fuel passage 746 of the nozzle portion 704. Tubular valve support 744 is also coaxially aligned and coupled with the end of operating member 714. Tubular valve support 744 further supports valve 712 and thus couples valve 712 with operating member 714. To allow the valve 712 to reciprocate and support freely within the valve guide 740 as the valve 712 moves rapidly toward and away from the valve seat 746, the tubular valve support 744 is Move longitudinally through guide 740.

In the illustrated embodiment, the valve guide 740 is a spirally wound wire that forms one or more spiral diameters corresponding to the inner diameter of the fuel passage 746 in the nozzle portion 704. In the illustrated embodiment, for example, the valve guide 740 includes a first portion 750 having a _first diameter D ₁ corresponding to the outer diameter of the tubular valve support 744 and a first portion 760 of the fuel passage 746. A second portion 752 having a _second diameter D ₂ that is larger than the first diameter D ₁ corresponding to, and a fuel passage that is larger than the first diameter D _1, smaller than the second diameter D ₂ , and And a third portion 754 having a third diameter D 3 corresponding to the second portion 762 of 746. The portion of the valve guide 740 having the first diameter D ₁ can be a separate segment of the valve guide 740, or the other having the second diameter D ₂ and / or the third diameter D 3 of the valve guide 740. Can be spaced in other ways. Accordingly, the first portion of the valve guide 740 having the first diameter D ₁ supports the tubular support 746, and the second portion of the valve guide 740 having the second diameter D ₂ is the valve guide 740. And / or prevent the valve guide 740 from moving longitudinally out of the nozzle portion 702, and a third portion of the valve guide 740 having a third diameter D 3 allows the valve guide 740 to be in the fuel passage 746. Place inside. In operation, the valve guide 740 supports and dampens the tubular valve support 744 as the tubular valve support 744 moves during rapid start-up of the flow valve 712.

  In a further embodiment of the present disclosure, the injector 700 can include similar spirally wound support guides that form two or more different diameters to support other injector components. . For example, a similar spirally wound support guide can support, align, and / or suppress vibrations of the operating member 714 of FIG. 7A. In modern diesel engines, for example, particularly for large stationary engines, the distance of the operating member 714 between the driver 718 and the engine head may be approximately 30.5-61 centimeters or greater.

  FIG. 7D illustrates the functionality of the operating member in an embodiment where the operating member includes one or more optical fibers coupled to a computer or processor to provide combustion chamber data (eg, pressure, temperature, etc.). FIG. 7B is a side sectional view of the operating member 714 viewed substantially along line 7D-7D in FIG. 7A. As shown in the embodiment illustrated in FIG. 7D, the operating member 714 is surrounded by a layer of conductive wire or fiber 772 to deliver an ignition voltage to the conductive portion of the flow valve 712 (FIGS. 7A-7C). The optical fiber 770 may be configured with a core. The optical fiber 770 can be made from at least one of the following materials to convey combustion chamber characteristics: sapphire, quartz, aluminum fluoride, and / or ZABLAN. In certain embodiments, individual fibers can have a cross-sectional dimension (eg, diameter) of at least about 5 μm or less. Moreover, the cooling by the fuel flowing by the operating member 714 allows these fibers to remain essentially inert to the environment. By way of example only, sapphire has a high internal transmission of approximately 150 nm to 6000 nm in the range from deep ultraviolet to mid-infrared. While cooling resulting from the passage of fuel prevents excessive heating of the optical fiber, sapphire nevertheless maintains its structural integrity to approximately 1600-1700 degrees Celsius, above approximately 2000 degrees Celsius. Melt. The manipulation member 714 can also include another layer of braided high strength fiber made of polyimide, such as Kevlar or other high strength fiber, to surround the inner layer. The manipulating member 714 can further include an anti-friction outer sheath 774 that can be made of a suitable anti-friction material such as, for example, PTFE for THV tubing.

  FIG. 8A is a cross-sectional side view of an injector 800 configured in accordance with yet another embodiment of the present disclosure. The embodiment illustrated in FIG. 8A includes several features that are generally similar in structure and function to the corresponding features of the fuel injector described above. For example, the injector 800 includes a base portion 802 opposite to the nozzle portion 804. In the base 802, the injector 800 includes a force generator 828 (eg, solenoid winding, piezoelectric, etc.) configured to start or move the plunger or driver 818. The driver 818 can be a ferromagnetic or ferroelectric component 818 that moves in response to current flowing through the force generator 828. The base portion 802 further includes a magnetic pole piece 826 and a biasing member or attracting element 830 such as a magnet or permanent magnet that attracts the driver 818 toward the closed or stopped position toward the base portion 802. The pole piece 826 includes a fuel bore or cavity 870 that is aligned with a fuel passage 810 extending longitudinally through the injector 800. The operating member 814 extends through the fuel cavity 870 and the fuel passage 810 and is coupled to a flow valve 812 that opens outward at the nozzle portion 804.

  In the illustrated embodiment, at the base 802, the operating member 814 is coupled to the operating member or detent 816. The operating member 814 is also coupled to a valve tensioner or transmission element 880 (eg, the operating member 814 can be attached to the transmission element 880 or movably received through the central opening of the transmission element 880). The transmission element 880 is configured to contact the detent 816 to tension the operating member 814 and hold the flow valve 812 in the closed position. More particularly, the transmission element 880 is positioned between and spaced from the driver 818 and the pole piece 826. Stop 816 is positioned between driver 818 and transmission element 880. A biasing member 822 (eg, a coil or compression spring) biases the transmission element 880 against the detent portion 816 and toward the base portion 802 and away from the nozzle portion 804. Accordingly, the bias member 822 contacts the transmission element 880 and tensions the operating member 814 to hold the valve 812 in the closed position.

  When the flow valve 812 is in the normally closed position and the biasing member 822 biases the transmission element 880 against the detent 816, the transmission element 880 is separated from the driver 818 by a gap, and the transmission element 880 is also , Separated from the pole piece 826 by a gap. Accordingly, the bias member 822 preloads the operating member 814 by pushing the transmission element 880 against the detent 816. In order to open the flow valve 812 during operation, a current is applied to the force generator 828 to move the driver 818 toward the transfer element 880. Because the driver 818 is initially spaced from the transfer element 880, the driver 818 can obtain a moment and associated kinetic energy before contacting the transfer element 880. As driver 818 contacts transmission element 880, driver 818 moves transmission element 880 toward nozzle portion 804 to compress bias member 822. When the transmission element 880 and the corresponding detent 816 move toward the pole piece 826 and the transmission element contacts the pole piece 826, the tension of the operating member 814 relaxes and flows at a pressure up to at least about 1500 atmospheres. Valve 812 is quickly opened to inject fuel into the combustion chamber. At the end of the desired fuel injection period, the solenoid current in the force generator 828 stops or momentarily reverses, and the bias member 822 causes the transfer element 880 to be spaced from each of the pole piece 826 and the driver 818. Push back to. Driver 818 also moves to its normally closed position adjacent to magnet 830 and spaced from transmission element 880.

  In certain embodiments, it may be desirable to reduce the shock shock when driver 818 strikes transmission element 880. In such an embodiment, the injector 800 can include a biasing member or impact reduction portion 882 adjacent to the transmission element 880 and facing the driver 818. The impact reduction portion 882 can be, for example, a caged urethane disc spring, or one or more Bellville washers or cone disc springs. Moreover, in this case, the shock can be further reduced by providing a gradual reduction or diameter reduction of the diameter of the cylindrical bearing 803 that houses the driver 818 and the transmission element 880. More specifically, the bearing 803 can have a first diameter of the zone in which the transfer element 880 moves and a second smaller inner diameter of the zone in which the driver 818 moves. Thus, when the transmission element 880 is pushed against the diameter stop, the impact reduction portion 882 provides reduced acceleration of the operating member 814 to an equilibrium position over a normally closed dwell time during the fuel injection cycle. To do.

  FIG. 8B is a front plan view of the transfer element 880 of FIG. 8A. As shown in the embodiment illustrated in FIG. 8B, the transfer element 880 can have a disc-like configuration that includes a central opening 884 extending therethrough for movably receiving the operating member 814. The transfer element 880 also includes a number of fuel openings 886 that are configured to allow fuel to flow through the transfer element 880. The illustrated embodiment includes six fuel openings 886 that are radially spaced from the openings 884, but in other embodiments, the transfer elements 880 are arranged in a symmetric or asymmetric distribution pattern. More or fewer than six fuel openings 886 may be included.

  FIG. 9A is a partial side cross-sectional view of a valve actuation assembly for an injector that is configured in accordance with another embodiment of the present disclosure and that is particularly suitable for achieving superior control and adaptability to high pressure fuel. FIG. 9B is an enlarged detail view of a portion of the assembly of FIG. 9A. Referring to FIGS. 9A and 9B together, the assembly 901 includes the injector 800 described above with reference to FIGS. 8A and 8B, and corresponding features of other injectors disclosed herein. And several functional parts that are generally similar in structure and function. For example, in the illustrated embodiment, the assembly 901 includes an operating member 914 that is operably coupled to the flow valve 912 at the nozzle portion 904 of the injector. The operating member 914 is also coupled to the stop 916 which in turn contacts the transmission element 980. As shown in FIG. 9B, the stop 916 can be an enlarged portion attached to or integrally formed with the operating member 914 having a larger cross-sectional dimension than the corresponding cross-sectional dimension of the operating member 914. A biasing member 922, such as a compression spring, biases the transmission element 980 against the detent 916 and away from the pole piece 926 to tension the operating member 916 and close the flow valve 916 or otherwise. The method holds the flow valve 916 in the closed position. The assembly 901 further includes a driver 918 that can be driven by a force generator (not shown). Driver 918 is positioned away from transfer element 980 and adjacent to biasing member 930, such as a magnet, when driver 918 is not activated and flow valve 1612 is in the closed position. Accordingly, the transmission element 980 is spaced from each of the driver 918 and the pole piece 926 when the valve 912 is in the closed position.

  According to further features in the illustrated embodiment, the transmission element 980 has a generally cylindrical shape that is configured to fit within each of the driver 918 and pole piece 926 during assembly 901 startup. More particularly, the driver 918 includes a generally tapered, conical, or frustoconical shape that is at least partially received within a corresponding tapered, conical, or frustoconical opening at the end 929 of the pole piece 926. An end 919 having the shape of Driver 918 further includes a generally cylindrical cavity 921 at end 919. The cylindrical cavity 921 is sized to receive the transfer element 980 during startup. In addition, the end 929 of the pole piece 926 also includes a generally cylindrical cavity 931 configured to receive the transmission element 980. Accordingly, during the operation of opening the outwardly opening flow valve 912, the driver 918 is actuated to obtain a moment before striking the transmission element 980. After striking the transmission element 980, the driver 918 moves the transmission element 980, compresses the spring 922, moves the transmission element 980 toward the pole piece 926, releases the tension on the operating member 914 and turns the valve 912 on. open. At the end of the desired fuel injection period, the solenoid current in the force generator stops or momentarily reverses so that the driver 918 no longer applies force to the transmission element 980. Accordingly, the biasing member 922 pushes the transmission element 980 back to the normally closed position spaced from each of the pole piece 926 and the driver 918. Driver 918 also moves to its normally closed position adjacent to magnet 930 and away from transmission element 980.

  It will be appreciated that various changes and modifications can be made without departing from the scope of the disclosure. Throughout the description and claims, the words “comprising”, “comprising”, etc. mean an inclusive rather than an exclusive or exhaustive meaning, unless the context clearly indicates otherwise. That is, it should be interpreted in the meaning of "including but not limited to". Words using the singular or plural also include the plural or singular, respectively. When a claim uses the word “or” with respect to a list of two or more items, the words are all of the following interpretations of the words: any of the items in the list, all of the items in the list, And any combination of items in the list.

  The functional parts of the various embodiments described above can be combined to provide further embodiments. All of the U.S. patents, U.S. patent application publications, U.S. patent applications, foreign patents, foreign patent applications, and non-patent publications mentioned herein and / or described in the Application Data Sheet are: Which are incorporated herein by reference in their entirety. Aspects of the present disclosure are required to employ various configurations of fuel injectors and igniters and various patents, applications, and published concepts to provide still further embodiments of the present disclosure. Can be corrected.

  These and other changes can be made to the disclosure in light of the above detailed description. In general, in the following claims, the terms used should not be construed to limit the disclosure to the specific embodiments disclosed in the specification and the claims, but all terms operating according to the claims. It should be construed to include systems and methods. Accordingly, the invention is not limited by the disclosure, but instead its scope should be broadly defined by the following claims.

Claims (34)

A fuel injector configured to inject fuel into a combustion chamber,
A main body having a base portion opposite to the nozzle portion, the base portion configured to receive fuel in the main body, and configured to position the nozzle portion adjacent to the combustion chamber. Main body
A valve supported by the nozzle portion and movable between a closed position and an open position to inject fuel into the combustion chamber;
An operating member coupled to the valve and having a second diameter smaller than the first diameter and extending longitudinally through the body toward the base portion;
A driver supported by the body and movable between a first position corresponding to a closed position of the valve and a second position corresponding to an open position of the valve, wherein the driver in the first position; A driver spaced from the operating member and moving the operating member by movement from the first position to the second position to move the valve to the open position;
A force generator configured to move the driver from the first position to the second position, and disperse fuel around the fuel conduit and the force generator to cool the force generator A fuel injector characterized in that a first fuel cooling passage is formed to be connected to an inlet distributor for the purpose.   The fuel injector according to claim 1, wherein the operation member further includes a stop portion, and the driver contacts the stop portion when the driver moves the operation member.   The fuel injector according to claim 1, wherein the driver includes a cavity extending longitudinally therein and the operating member is movably positioned in the cavity.   The fuel injector according to claim 3, wherein the fuel flows through the cavity of the driver as the fuel passes through the injector.   The fuel injector according to claim 1, further comprising a bias member supported by the base portion of the main body, the bias member biasing the driver toward the first position.   2. The fuel injector of claim 1, wherein when the driver is in the first position, the driver contacts the valve and holds the valve in the closed position.   The force generator induces movement of the driver between the first position and the second position to achieve a desired fuel distribution through the valve. The fuel injector according to.   The fuel injector according to claim 1, wherein the driver obtains a moment before contacting the operating member to move the valve to the open position.   The fuel injector according to claim 1, wherein the operation member extends coaxially through the main body in the driver.   The manipulating member houses one or more monitoring fibers extending therethrough and operably coupled to the valve, the one or more monitoring fibers detecting one or more combustion chamber properties; The fuel injector of claim 1, wherein the fuel injector is configured to transmit the one or more combustion chamber characteristics to a controller.   2. The fuel injector according to claim 1, wherein when the driver moves from the first position to the second position, the driver moves away from the nozzle portion.   The fuel injector according to claim 1, further comprising a bias member supported by the base portion of the main body, wherein the bias member biases the driver toward the nozzle portion.   The fuel injector according to claim 1, further comprising an attracting element supported by the nozzle portion, wherein the attracting element holds the driver in the first position.   2. The fuel injector according to claim 1, wherein when the driver moves from the first position to the second position, the driver moves toward the nozzle portion. 3. A fuel injector configured to inject fuel into a combustion chamber,
A main body having a base portion opposite to the nozzle portion, the base portion configured to receive fuel in the main body, and configured to position the nozzle portion adjacent to the combustion chamber. Main body
A valve in the nozzle portion that is movable between a closed position and an open position;
An operating member having a first end coupled to the valve and a second end opposite to the first end, the second end having a stop;
A driver positioned in the body and movable between a first position corresponding to a closed position of the valve and a second position corresponding to an open position of the valve; In order to move the valve to the open position by moving the operating member axially away from the nozzle portion by moving from the first position to the second position by moving away from the stop portion at a position A driver in contact with the stop;
A force generator configured to move the driver from the first position to the second position, and disperse fuel around the fuel conduit and the force generator to cool the force generator A fuel injector characterized in that a first fuel cooling passage is formed to be connected to an inlet distributor for the purpose.   A bias member supported by the base portion of the main body is further provided, and the bias member biases the driver toward the nozzle portion and holds the driver in the first position. The fuel injector according to claim 15.   When the driver includes a first end and an opposite second end, and the driver is in the first position, the first end is connected to the valve to hold the valve in the closed position. 16. The fuel injector of claim 15, wherein the second end contacts the stop of the operating member to contact and move the valve to the open position.   The fuel injector of claim 17, wherein the second end of the driver has a generally conical or frustoconical shape.   16. The driver includes an opening extending in a longitudinal direction through a central portion of the driver, the operation member extends through the opening, and the driver is movable independently of the operation member. The fuel injector according to.   The driver further includes a fuel passage radially spaced from the opening and extending longitudinally through the driver, the fuel passage configured to allow fuel to flow through the driver. 20. The fuel injector according to claim 19, wherein:   16. The fuel injection of claim 15, further comprising a magnet supported by the nozzle portion, wherein the magnet attracts the driver toward the nozzle portion so as to hold the driver in a first position. vessel.   The fuel injector of claim 15, wherein the force generator is configured to generate electromagnetic force or piezoelectric power to move the driver.   When the driver moves away from the first position, it moves by a first distance before contacting the stop, and the driver moves away from the first position to move the valve to the open position. 16. The fuel injector of claim 15, wherein the fuel injector moves a second distance greater than the first distance.   24. The fuel injector of claim 23, wherein the first distance is at least approximately 10-40% of the second distance. A fuel injector configured to inject fuel into a combustion chamber,
A first insulator body having a first end opposite to the second end and a first fuel passage extending from the first end to the second end;
A second insulator body having an opening extending in the longitudinal direction thereof, wherein the second end of the first insulator body is in the opening of the second insulator body. A second insulator body to be positioned;
A conductor positioned between the second insulator body and the second end of the first insulator body and configured to be coupled to an energy source;
A conductive nozzle injection tip coupled to the conductor, including a second fuel passage fluidly coupled to the first fluid passage, the second end of the first insulator body; A nozzle injection tip that is supported by and extends through a portion of the second insulator body;
A valve supported by the first end of the first insulator body and movable relative to the first fuel passage between a closed position and an open position;
A driver positioned movably in the first end of the first insulator body and configured to move the valve between the open position and the closed position. Fuel injector featuring.   26. The fuel injector of claim 25, wherein the second end of the first insulator has a generally conical or frustoconical shape.   26. The fuel injector of claim 25, wherein the conductor is spirally wound around the second end of the first insulator body.   The opening of the second insulator body has a first opening portion extending away from the second opening portion, and the first opening portion having a generally conical or frustoconical shape is the nozzle. The second opening portion having a tapered shape that is narrower toward the injection tip and having a generally conical or frustoconical shape is tapered in a direction opposite to the first opening portion. Item 26. The fuel injector according to Item 25.   A conductive band coupled to an external interface between the first insulator body and the second insulator body, the conductive band coupled to the conductor and coupled to an ignition energy source; 26. The fuel injector of claim 25, wherein the fuel injector is configured. Positioned in the first end of the first insulator body adjacent to the driver and biasing the driver toward the second end of the first insulator body A biasing member configured to hold the valve in the closed position;
A force positioned within the first end of the first insulator body and configured to induce movement of the driver to move the valve between the open position and the closed position. The fuel injector according to claim 25, further comprising: a generator.   An elastically deformable seal covering at least a portion of the nozzle injection tip is further provided, the deformable seal being adapted to inject the fuel into the nozzle in response to a predetermined fuel pressure gradient in the injector. 26. The fuel injector of claim 25, wherein the fuel injector is configured to deform elastically to allow exiting the tip.   The nozzle injection tip further comprises a plurality of fuel delivery passages fluidly coupled to the second fluid passage, each fuel delivery passage having the first angle at an inclination angle with respect to a longitudinal axis of the nozzle tip. 26. The fuel injector of claim 25, wherein the fuel injector extends away from the two fluid passages.   33. The fuel injector of claim 32, further comprising a deformable seal that at least partially covers the plurality of fuel delivery passages.   A metal combustion chamber seal coupled to the second insulator body and configured to threadably engage engine components, the combustion chamber seal generating an ignition event with the nozzle tip; 26. The fuel injector of claim 25, wherein the fuel injector supports one or more ignition functions configured as described above.

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