RU2556152C2 - Fuel nozzle (versions) and method of its operation - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: this invention relates to built-in atomizers/spark plugs for efficient injection, ignition and complete combustion of various fuels. In compliance with one version, such atomizer/spark plug can comprises the body with main part opposed to nozzle part and fuel line extending from the former to the latter. Force generator and first valve are arranged in said main part. Said first valve can be displaced in response to the force by force generator between closed and open positions. Besides, said atomizer/spark plug includes second valve arranged in said nozzle part that can be deformed in response to fuel line pressure between said closed and said open positions.

EFFECT: application of various fuels, optimized injection and combustion.

36 cl, 78 dwg, 2 tbl

Description

FIELD OF TECHNOLOGY

The present invention generally relates to integrated fuel injectors and spark plugs and related components for storing, injecting and igniting various types of fuel.

BACKGROUND

Renewable energy sources necessary for the manufacture of substitute energy in various forms, such as electricity, hydrogen, motor alcohols and methane, are volatile. Solar energy is effective only in the daytime, and its daily concentration varies depending on the season and weather conditions. Wind energy in most areas is unstable, and its value varies greatly. Falling water resources depend on the season and are subject to extensive depletion due to drought. Biomass in most of the Earth’s land varies from season to season and is depleted in drought. All over the world, significant energy that could be extracted by hydroelectric power plants, wind farms, biomass conversion and solar collectors is wasted due to the lack of practical ways to save kinetic energy, fuel and / or electricity until it is used.

The world's population and energy demand have grown to the point beyond which more oil is needed than can be produced. Future production will decrease, while the expansion of the needs of an expanding population and the increase in dependence on energy-intensive goods and services will accelerate. This will increase the rate of depletion of fossil resources. Cities suffer from smog caused by burning fossil fuels. The non-fuel use of natural gas, including liquid hydrocarbons derived from natural gas, such as ethane, propane and butane, is growing exponentially, in particular for the manufacture of packaging, fabrics, carpets, paints and equipment, which largely contains thermoplastic and thermosetting polymeric materials.

Coal has a relatively low hydrogen to carbon ratio. Oil has a higher hydrogen to carbon ratio, and natural gas has the highest hydrogen to carbon ratio of all fossil hydrocarbons. Using oil as a representative carrier, we can say that the global rate of burning of fossil hydrocarbons currently exceeds the equivalent of 200 million barrels (31,800 million liters) of oil per day.

World oil production is constantly growing to meet growing needs, but the pace of oil exploration is behind the pace of its production. The maximum level of oil production has been reached, and the rate of its production in almost all known fields is steadily declining. After reaching the peak of oil production, the global economy is experiencing a decline in every energy-intensive and petrochemical-related manufacturing industry. The struggle for the remaining reserves of fossil fuels and the use of oil as fuel and lubricant for military vehicles caused the First and Second World Wars, as well as all subsequent wars. An equivalent replacement of fossil fuels in the amount of 200 million barrels (31,800 million liters) of oil every day will require improvements in virtually every practical approach to the manufacture, distribution, storage and use of renewable energy.

Air and water pollution caused by the extraction and burning of fossil fuels currently poisons every large city with its suburbs, as well as fishing grounds, rural areas and forests. The poisoning by mercury and other heavy metals of fish lands and fertile soils is increasingly a consequence of the burning of coal. Global climate changes, which are manifested in powerful hurricanes and tornadoes, heavy rains, and increased losses from lightning-caused fires in forests and cities, are closely associated with an increase in the concentration of greenhouse gases in the atmosphere generated by burning fossil fuels. Increasing the collection of solar energy by the greenhouse gases present in the atmosphere increases the work done by the global atmospheric machine, including increased evaporation of sea water, the melting of glaciers and polar ice caps, with subsequent extreme weather events that lead to huge losses of human values and natural resources .

Previous attempts to use multi-fuel options, including hydrogen, generator gas, and fuels with a higher hydrogen to carbon ratio, such as methane, fuel alcohols and various other alternative fuels along with or instead of gasoline and diesel, have encountered various problems that they couldn’t decide, and these attempts were expensive, led to undesirable results and often caused deterioration in engine performance or damage, including:

(1) An increase in its own weight to increase the compression ratio and the corresponding requirements for more expensive, more durable and heavier pistons, connecting rods, crankshafts, bearings, flywheels, engine blocks and supporting structure for acceptable power generation and thus heavier suspension springs, shock absorbers, starters, batteries, etc.

(2) The need to use more expensive valves, hardened valve seats and factory-installed to prevent increased wear on the valves and seats.

(3) The need to use turbocharging to compensate for the loss of power and road performance of a car due to a decrease in the specific energy of the fuel and to increase the deteriorated volumetric and thermal efficiency.

(4) Multistage pressure regulation of gaseous fuels with the most fine filtration and extremely small tolerance for changing the quality of the fuel, including steam pressure, as well as octane and cetane numbers.

(5) Heat exchangers in the engine cooling system to prevent freezing of the gaseous fuel pressure regulator in the winter.

(6) Expensive and bulky solenoid-controlled tank shut-off valve (TSOV) and pressure reducing valve (PRD).

(7) Significantly increased flow control systems.

(8) Residual drip fuel supply in useless periods of time, as well as during periods of reverse torque.

(9) Residual drip of fuel during harmful periods of time, such as an exhaust cycle, resulting in reduced fuel economy and causing damage to engines or exhaust systems.

(10) Deterioration of engine performance or damage due to early ignition and detonation.

(11) Engine malfunctions or damage due to inaccurate compliance with fuel viscosity, vapor pressure, octane or cetane numbers and combustion rate.

(12) Deterioration of engine performance or its damage due to flushing by fuel, evaporation and burning of oil film from cylinder walls and O-rings or rotary seals.

(13) Inability to prevent the formation of nitrogen oxides during combustion.

(14) Inability to prevent particulate formation due to incomplete combustion.

(15) Inability to prevent contamination due to the formation of aerosol from the lubricant in the upper regions of the cylinders.

(16) Inability to prevent overheating of pistons, cylinder walls and valves caused by increased friction and deterioration.

(17) Failure to prevent crying damage to the backfire in the intake manifold and components of the air filter. (18) Failure to prevent damaging ignitions and / or explosions in the exhaust system.

(19) Inability to prevent overheating of exhaust components.

(20) Inability to prevent the blocking of fuel vapor and the resulting interruptions in operation or engine failure.

In addition, special fuel tanks are required for fuels with low specific energy consumption. Storage tanks designed for gasoline, propane, natural gas and hydrogen are subject to different requirements corresponding to a wide variety of chemical and physical properties of each type of fuel. For each type of fuel that the vehicle uses, a separate fuel tank is required. Such an approach with a separate tank for each type of fuel requires considerable space, leads to an increase in weight, requires additional strengthening of springs and shock absorbers, shifts the center of gravity and the center of axial pressure and increases costs.

In traditional solutions, the metered supply of alternative fuels, such as gasoline, methanol, ethyl alcohol, propane, ethane, a mixture of butane-hydrogen or methane, can be achieved using at least one gas carburetor, fuel nozzles located in the throttle body dampers, or fuel nozzles for phased cylinder fuel supply. The power loss caused by each of these traditional approaches varies due to the large percentage of the intake air volume occupied by the expanding molecules of the gaseous fuel. Thus, with a decrease in the intake air supply, less fuel is burned and less energy is generated.

At normal temperature and pressure (NTP), gaseous hydrogen occupies a volume that is 2800 times larger than the volume of liquid gasoline, which provides equal energy during combustion. Methane gas occupies a volume of approximately 900 times the volume of liquid gasoline, providing equal combustion energy.

The creation of devices for pumping such large volumes of gaseous hydrogen or methane through the vacuum region of the intake manifold, through the intake valve or intake valves and supplying to the vacuum region of the cylinder during the intake period, and also to do all this while supplying enough air to maintain complete combustion fuel and thermal energy equivalent to the characteristics of gasoline, is a very difficult task, which is still not completely solved. Some degree of power recovery can be achieved by using engines with a large displacement. Another approach requires the use of expensive, heavier, more complex and less reliable components to achieve much higher degrees of compression and / or turbocharging of the intake system. However, these approaches shorten the life of the engine and significantly increase the initial costs and / or maintenance costs if the main engine design does not provide the appropriate structural profiles to increase rigidity and strength.

It is well known that gasoline engines are inefficient. The main reason is that gasoline is mixed with air to form a homogeneous mixture, which is fed into the throttle-controlled combustion chamber during the intake cycle. Then this charge of the homogeneous mixture is compressed almost to the state of top dead center (TDC) and ignited by the spark plug. Homogeneous combustion of the charge of the mixture causes direct heat transfer from combustion products with temperatures from 4500 ° F to 5500 ° F (from 2482 ° C to 3037 ° C) to the cylinder head, cylinder walls and piston, or to the corresponding components of rotary engines. At the same time, grease protective films are burned or evaporate, causing environmental pollution, and the cylinder and piston rings wear out due to lack of lubricant. Homogeneous combustion of the charge of the mixture also results in energy loss, since heat is transferred to the cooled surfaces of the combustion chamber, the temperatures of which are kept at a relatively low level from 160 ° F to 240 ° F (from 71 ° C to 115 ° C) by the liquid and / or air systems cooling.

The use of hydrogen or methane as a homogeneous charge of the fuel mixture instead of gasoline is a complex task that has an expensive solution, requiring the use of a sufficiently capacious fuel tank to compensate for the significant energy losses that are typical of gasoline engines. Using such cleaner combustion and potentially numerous types of gaseous fuels instead of diesel is even more difficult. Diesel fuel has a higher energy intensity compared to gasoline. Additional difficulties are associated with the fact that gaseous fuels, such as hydrogen, generator gas, methane, propane, butane and fuel alcohols, such as ethanol or methanol, have a low cetane number and do not ignite in rapidly compressed air as fast as This is required for the efficient operation of the diesel engine. Nozzles for diesel fuel are designed to work with a protective film of lubricant, which creates diesel fuel. In addition, nozzles for diesel fuel only cyclically pass a relatively small volume of fuel, which at normal temperature and pressure is approximately 3000 times less than the volume of hydrogen required to produce an equivalent amount of heat.

Most modern engines are designed to achieve a minimum dead weight and to operate with a substantially high coefficient of excess oxygen in homogeneous mixtures of air and fuel to reduce the formation of nitrogen oxides by limiting the peak combustion temperature. To achieve a minimum dead weight, smaller cylinders and higher piston speeds are used. High engine speeds for transmitting traction are reduced to the required shaft speeds by means of a transmission with a high gear ratio and / or differential gear unit.

Operation with a high oxygen redundancy ratio requires a large amount of air to be supplied, and the heads of the combustion chambers often have two or three inlet valves and two or three exhaust valves. This design leaves little space in the area of the head for the fuel injector direct injection into the cylinder or spark plugs. The control of high-speed valves by means of overhead camshafts further complicates the design and reduces the space for accommodating direct injection fuel nozzles and spark plugs. Designers actually used all the available space above the pistons for valves and valve control devices, and left room for them to hardly squeeze spark plugs to ignite gasoline or diesel nozzles for compression ignition engines.

Thus, it is extremely difficult to deliver through any pipeline having a larger cross-section than a spark plug of a gasoline engine or a fuel nozzle of a diesel engine, equal energy using alternative fuels, such as hydrogen, methane, propane, butane, ethyl alcohol or methanol, which have a lower calorific value per unit volume compared to gasoline or diesel fuel. The problem of limited available space for spark plugs or diesel injectors is exacerbated by large thermal loads acting on the cylinder head, due to the large increase in heat from three to six valves that transfer heat from the combustion chamber to the cylinder head and the components that relate to it. An additional aggravation of spatial problems and problems associated with thermal loads occurs due to the large heat generation in the cramped main area caused by the friction of the cams, valve springs and valve followers when the engine is operating at high speeds.

During the Industrial Revolution, reciprocating engines in various ways caused changes and essentially provided energy conversion. At present, compression-ignition piston internal combustion engines using high-cetane diesel fuel drive most of the machines in agriculture, mining, rail and offshore heavy haulage, and stationary power systems, along with new efforts to create smaller engines with higher piston speeds to increase the fuel efficiency of passenger and light cargo vehicles transport vehicles. Low compression piston internal combustion engines with spark ignition are less expensive to manufacture and use high-octane fuels to power most of the growing population of 900 million passenger and light-duty vehicles.

The use of high-octane and high-cetane hydrocarbon fuels in traditional internal combustion engines creates unacceptably high levels of polluting the environment, such as unburned hydrocarbons, particulate matter, nitrogen oxides, carbon monoxide and carbon dioxide.

Traditional spark ignition uses high voltage, but provides low ionization energy of the air-fuel mixture. Conventional ignition spark energies ranging from about 0.05 joules to 0.15 joules are typical of conventional atmospheric (naturally aspirated) engines equipped with spark plugs that work with compression ratios of 12: 1 or less. At higher ambient pressure in the spark gap, the corresponding voltage must be increased to create such an ionization. Factors requiring a higher voltage, including a reduced ratio of the components of the fuel mixture (lean mixture) and a wider spark gap, which may be necessary for ignition, lead to an increase in the effective compression ratio, turbocharging and a decrease in the resistance to air inlet into the combustion chamber. Known spark ignition systems do not provide adequate voltage generation for reliable spark ignition, for example, in diesel engines with compression ratios of 16: 1 to 22: 1 and often do not provide adequate voltage for non-throttle engines, in which, in order to increase energy production and increase fuel economy, turbocharging.

The inability to provide adequate voltage in the spark gap most often results from the insufficient electrical strength of the components of the ignition system, such as the porcelain insulator of the spark plug and high voltage wires.

The high voltage applied to the traditional spark plug, which is essentially located in the wall of the combustion chamber, causes heat loss of flammable homogeneous air-fuel mixtures, which are located near all surfaces of the combustion chamber, including the piston, cylinder wall, cylinder head and valves. These heat losses reduce engine efficiency and can cause damage to combustion chamber components that are susceptible to oxidation, corrosion, thermal fatigue, increased friction due to thermal expansion, deformation, warping, and wear due to loss of properties of overheated or oxidized lubricating films.

Even if the ignition spark near the surface of the combustion chamber causes delayed combustion of a homogeneous air-fuel mixture, the limited flame propagation velocity sets a limit for complete combustion. The greater the amount of heat that is lost on the surface of the combustion chamber, the less is the possibility of complete combustion. This undesirable situation is associated with the problem of increased concentration of unburned fuel in the exhaust gas, for example, hydrocarbon vapors, hydrocarbon particulates and carbon monoxides.

As a result of efforts to control the ratio of the components of the fuel mixture and provide lean combustion conditions to increase fuel economy and reduce peak combustion temperatures and possibly to reduce the formation of nitrogen oxides, numerous additional problems arise. For example, lean-burn fuel mixtures burn more slowly than stoichiometric or enriched fuel mixtures. In addition, slower combustion requires more time for two- or four-stroke operation of the engine and thus reduces the potential design specific power of the engine. When choosing natural gas as a replacement for gasoline or diesel, it should be recognized that natural gas ignites much slower than gasoline and that natural gas does not facilitate compression ignition if it is used instead of diesel fuel.

In addition, in modern engines there is too little space for access to a combustion chamber equipped with well-known electrical insulating components having sufficient electrical strength and reliability to protect components susceptible to cyclic application of high voltage, corona discharges and layered degradation due to shock loading, vibration and sharp thermal cyclic differences between high and low temperatures. In addition, the well-known approaches to the combustion of a homogeneous charge of a fuel mixture with a layered distribution are not able to overcome the restrictions related to the octane or cetane dependence, and are not able to eliminate fuel leakage during malicious time periods or provide an appropriate combustion rate to increase thermal efficiency, and also unable to prevent the formation of nitrogen oxides caused by combustion.

To ensure multi-fuel use, along with reducing its own weight and increased air inlet, it is first of all necessary to ensure the possibility of non-throttle air inlet to the combustion chambers, direct injection of gaseous, completely combustible and inexpensive types of fuel and to ensure combustion of the charge of the fuel mixture with layered distribution instead of gasoline and diesel fuel. However, the listed requirements face extremely difficult problems associated with providing reliable dosing of parameters that vary over a wide range, such as fuel density, vapor pressure, and viscosity, to ensure subsequent accurate synchronization of ignition and complete combustion. To achieve forced ignition, it is necessary to provide a flammable spark-ignition air-fuel mixture in a relatively small gap between the electrodes of the spark plug.

If, in order to form a charge of a fuel mixture with a layered distribution, fuel is supplied to each combustion chamber by means of a separate fuel nozzle, carefully worked out conditions must be fulfilled, such as instant swirling, rebounding, or throwing fuel from the surfaces of the combustion chamber into the spark gap, but these approaches always cause an increase heat losses on the surface of the combustion chamber, since they sacrifice the advantages of the concept of charge of the fuel mixture with a layered distribution. If the fuel is controlled by a metering valve located at a distance from the combustion chamber, there is a “residual leakage” of fuel during useless or harmful periods of time, including periods of action of the reverse torque opposite to the operating output torque. Any of these approaches inevitably causes “spilling” or spraying of most of the fuel on the cooled cylinder walls in order to deliver to the spark gap a certain reduced amount of fuel in the form of a flammable spark of the air-fuel mixture at the exact time of the desired ignition. This leads to heat loss, loss of lubrication by the walls of the cylinder, deformation of the cylinders and pistons caused by increased heat generation due to friction, and loss of heat efficiency due to heat loss due to work performed by expanding gases acting on non-expanding engine components.

Attempts to form a swirl of air entering the combustion chamber and to introduce low density fuel into the swirling air suffer from two significant drawbacks. The excitation of the swirl causes resistance to the flow of air into the combustion chamber and thus reduces the amount of air that enters the combustion chamber, and therefore reduces the volumetric efficiency. After ignition, the combustion products are quickly carried by a vortex flow on the surface of the combustion chamber, and the adverse effect of heat loss is compounded.

Past attempts to provide internal combustion engines with multi-fuel capabilities, such as the ability to run on various types of fuel, such as gasoline, natural gas, propane, fuel alcohols, generator gas and hydrogen, have proven to be extremely complex and extremely unsuccessful. Past approaches have led to the rejection of tuning for all types of fuel and the abolition of optimization methods for specific fuel characteristics. Such attempts revealed a tendency to malfunction and required the use of very expensive components and controls. These difficulties are exacerbated by significantly different values of the specific energy of such fuels, a wide range of vapor pressures and viscosities, and other differences in the physical properties between gaseous fuels and liquid fuel. In addition, instantaneous retune of the ignition timing is required, since methane burns more slowly than all the above types of fuel, while hydrogen burns about 7-10 times faster than any other of the above types of fuel.

Additional problems arise between the use of low-temperature liquids or mixtures and the storage of combustible compressed gas of the same fuel substance. For example, liquid hydrogen is stored at -420 ° F (-252 ° C) at atmospheric pressure, while uninsulated supply lines, pressure regulators, and nozzles cause condensation of atmospheric water vapor, freeze it and turn it into ice, creating the risk of damage resulting from contact with atmospheric moisture. Low temperature methane creates similar problems associated with ice formation and the risk of damage. Similarly, these low temperature fluids also cause malfunctions and clogging of conventional metering openings, in particular small openings.

A very difficult problem that still remains unresolved is the method of quickly filling a vehicle with dense liquid fuel in a low temperature state (hydrogen or methane) or at ambient temperature (propane or butane), in the method of using such fuel vapors at idle or at low power, as well as in the method of using liquid fuel of these types at high power levels, in accordance with the requirements of energy production.

At atmospheric pressure, the injection of low-temperature liquid hydrogen or methane requires accurate dosing of a very small volume of dense liquid compared to a very large volume of supply of gaseous hydrogen or methane. In addition, it is necessary to ensure the accurate formation, ignition and combustion of the charge of the fuel mixture with a layered distribution of fuel and air, regardless of the specific type of fuel that is fed into the combustion chamber.

Achieving essential goals, including the highest thermal efficiency, the highest mechanical efficiency, the highest volumetric efficiency and the longest engine life with each type of fuel, requires precise control of the timing of the fuel supply, filling the combustion chamber and the configuration of the intake of fuel, as well as fine-tuning the angle ignition timing to optimize air use and maintain excess air to isolate the combustion process expanding media.

To effectively meet the energy consumption of the global economy, it is necessary to improve the manufacture, transportation and storage of methane and hydrogen by virtually all known methods. A gallon of low-temperature liquid methane at a temperature of -256 ° C provides a specific energy consumption of 89,000 BTUs (British thermal units) / gallon (5902 kcal / dm ³ ), i.e. about 28% less than a gallon of gasoline. Liquid hydrogen at -252 ° C provides only about 29,700 BTU / gallon (1967.3 kcal / dm ³ ), or 76% less than gasoline.

There has long been a need for the interchangeable use of methane, hydrogen or a mixture of methane and hydrogen in the form of low-temperature liquids or compressed gases instead of gasoline in spark ignition engines. But this task still does not have a satisfactory solution, as a result of which a huge number of vehicles are forced to consume gasoline even though the costs of producing methane and various other forms of renewable hydrogen are much lower than the costs of producing gasoline. Similarly, there has long been a need for the interchangeable use of methane, hydrogen or a mixture of methane and hydrogen in the form of low-temperature liquids or compressed gases instead of diesel in compression ignition engines, but this task remains even more difficult, and most diesel engines still consume polluting environment and expensive diesel fuel.

Thus, according to a first aspect of the present invention, there is provided a fuel injector configured to inject fuel into a combustion chamber and comprising: a housing having a main portion opposite to the nozzle portion; a fuel line passing through the housing from the main part to the nozzle part; force generator located in the main part; a first valve located in the main part, the first valve being movable in response to actuation of force from the generator to move from a closed position to an open position for introducing fuel into the fuel pipe; and a second valve located in the nozzle portion, the second valve being able to deform in response to pressure in the fuel line to deform from the closed position to the open position for injecting fuel into the combustion chamber.

Preferably, the first valve is made of ferromagnetic material, and the second valve is made of elastomeric polymer.

Preferably, the first valve comprises a fuel channel passing through it, the fuel flowing through the valve through the fuel channel as the valve moves from a closed position to an open position.

Preferably, the valve comprises an end portion generally with a conical or truncated conical shape facing the nozzle portion.

Preferably, the fuel nozzle further comprises a casing in which at least partially a force generator is located, the casing comprising a fuel inlet for introducing fuel into the casing and an fuel outlet for allowing fuel to exit the casing.

Preferably, in the closed position, the first valve blocks the fuel outlet, and in the open position, the first valve opens the fuel outlet and allows fuel to flow from the fuel outlet to the fuel line.

Preferably, the fuel nozzle further comprises a dielectric insulator passing through a portion of the housing coaxially with the fuel line.

Preferably, the fuel line comprises a fuel channel formed in the insulator and extending longitudinally along the insulator.

Preferably, the size of the fuel channel decreases as it approaches the nozzle portion.

Preferably, the fuel line comprises several fuel channels formed in the outer surface of the insulator and circumferentially located on the insulator at a distance from each other.

Preferably, the dielectric insulator is a first dielectric insulator, the nozzle further comprising a second dielectric insulator extending coaxially through a portion of the housing and spaced apart from the first insulator.

Preferably, a fuel line is provided between the first insulator and the second insulator.

Preferably, the fuel line as a whole extends parallel to the longitudinal axis of the housing, the nozzle further comprising several injection holes made in the nozzle portion that are in fluid communication with the fuel pipe, with individual injection holes generally not parallel to the longitudinal axis of the housing.

Preferably, the fuel nozzle further comprises a magnetic pole portion located in the main portion, the pole portion being spaced apart from the valve when the valve is in the closed position. Preferably, the force generator magnetizes the pole portion to move the first valve from the closed position to the open position.

Preferably, the fuel nozzle further comprises a biasing member located between the pole portion and the valve, the biasing member made of non-magnetic material causing the valve to move away from the pole portion.

Preferably, the fuel nozzle further comprises an electrical conductor extending longitudinally through the central part of the housing, the conductor being adapted to be connected to an ignition energy source.

Preferably, the fuel nozzle further comprises an ignition element located in the nozzle portion and operatively connected to the conductor.

Preferably, the fuel nozzle further comprises at least one or more optical fibers coaxially located in the conductor, and at least one or more optical fibers are configured to detect at least one parameter of the combustion chamber.

According to a second aspect of the present invention, there is provided a fuel injector configured to inject fuel into a combustion chamber and comprising: a housing having a main portion opposite the nozzle portion, the main portion receiving fuel into the housing, and the nozzle portion configured to be adjacent to the combustion chamber; a casing located in a main part in which a force generator is at least partially located, the casing comprising an inlet fuel opening and an outlet fuel opening, wherein the inlet fuel opening is adapted to receive fuel from a fuel source, and the outlet fuel opening is configured to fuel outlet from the casing; a fuel line in fluid communication with the fuel outlet in the casing extending longitudinally through the housing from the main part to the nozzle part; a first valve located adjacent to the force generator, the first valve being movable in response to external actuation of the force generator to move between the closed position and the open position and thereby allowing fuel to flow from the fuel outlet to the fuel line; and a second valve located in the nozzle portion, the second valve being adapted to move in response to a predetermined pressure of the fuel in the fuel line to move generally radially outward from the longitudinal axis of the housing between the closed position and the open position, and thereby injecting fuel into the combustion chamber.

Preferably, the first valve is a ferromagnetic valve and the second valve is a deformable polymer valve.

Preferably, the housing has a longitudinal axis, the first valve moving generally parallel to the longitudinal axis between the closed and open positions, and the second valve moving generally radially outward from the longitudinal axis between the closed and open positions. Preferably, the fuel nozzle further comprises a conductor extending longitudinally through the housing from the main part to the nozzle part, the conductor being configured to be connected to an ignition energy source; and at least one of the ignition elements is operatively connected to the conductor and configured to ignite in the combustion chamber to ignite the fuel.

Preferably, the fuel nozzle further comprises at least one tracking element coaxially located relative to the conductor and extending from the main part to the nozzle part.

According to a third aspect of the present invention, there is provided a fuel injector configured to inject fuel into a combustion chamber and comprising: a housing having a main part opposite the nozzle part; a valve located in the nozzle portion, wherein the valve is movable between an open position and a closed position; an actuator operably connected to the valve and extending from the valve to the main body, the actuator moving the valve to the closed position if a tensile force is at least partially applied to the actuator; and an actuator brake adapted to come into contact with the actuator, the actuator being movable between the first position and the second position, wherein in the first position the actuator brake exerts a compressive force on the actuator to at least partially immobilize the actuator devices under the action of tensile forces to hold the valve in the closed position, and in the second position the brake is used ADDITIONAL device releases the actuator.

Preferably, the fuel nozzle further comprises a force generator that causes the actuator brake to move between the first and second positions.

Preferably, the fuel nozzle further comprises a stop connected to the actuator, the stop being arranged to contact the brake of the actuator to limit the distance the valve moves from the closed position to the open position.

Preferably, the fuel nozzle further comprises a stop connected to the actuator; and a biasing element adjacent to the restrictor, the biasing element causing the restrictor to move away from the nozzle portion to tension the actuator and at least partially hold the valve in the closed position.

Preferably, the fuel nozzle further comprises an attractive element connected to an actuator; and a stationary ferromagnetic disk connected to the main part, and the attracting element is biased towards the disk in the direction from the nozzle part to tension the actuator and at least partially hold the valve in the closed position.

According to a fourth aspect of the present invention, there is provided a method of operating a fuel injector for injecting fuel into a combustion chamber, in which: fuel is injected into the main part of the fuel injector, the first valve is actuated in a direction generally parallel to the longitudinal axis of the fuel injector to allow fuel to flow from the main part into the fuel line extending from the main part to the nozzle part of the fuel nozzle, and actuate the second valve in a direction generally non-parallel to the longitudinal si for dosed supply of fuel from the fuel line to the combustion chamber.

Preferably, actuating the first valve includes moving the first valve from a closed position to an open position by using a solenoid coil.

Preferably, actuating the second valve involves moving the second valve by at least partially deforming the second valve in response to a predetermined pressure in the fuel line.

Preferably, the second valve comprises a spool valve coaxially located on the nozzle portion, the actuation of the second valve comprising radially expanding at least a portion of the spool valve.

Preferably, actuation of the first valve includes electromagnetic actuation of the first valve, and actuation of the second valve includes actuation of the second valve by means of fluid.

Preferably, actuating the second valve includes automatically actuating the second valve in response to a predetermined pressure in the fuel line.

Preferably, the fuel in the combustion chamber is additionally ignited using an ignition element located in the nozzle portion.

BRIEF DESCRIPTION OF THE DRAWINGS

In FIG. 1 is a schematic cross-sectional side view of a built-in nozzle / spark plug made in accordance with an embodiment of the invention.

In FIG. 2 shows a side view of a system made in accordance with an embodiment of the invention.

In FIG. 3A-3D show representative stratified fuel combustion patterns that can be injected by nozzles made in accordance with embodiments of the invention.

In FIG. 4 is a longitudinal sectional view of a component assembly according to an embodiment that is controlled in accordance with an embodiment of the invention.

In FIG. 5 shows an end view of the component assembly shown in FIG. 4, made in accordance with an embodiment of the invention.

In FIG. 6 is a longitudinal sectional view of a component assembly according to an embodiment that is controlled in accordance with an embodiment of the invention.

In FIG. 7 is an end view of the component assembly shown in FIG. 6, made in accordance with an embodiment of the invention.

In FIG. 8A and 8B show valve unit assemblies made in accordance with an embodiment of the invention.

In FIG. 9 schematically shows an arrangement of a fuel control circuit according to one embodiment of the invention.

In FIG. 10 is a longitudinal sectional view of a component assembly according to an embodiment that is controlled in accordance with an embodiment of the invention.

In FIG. 11 is an end view of the component assembly shown in FIG. 10, made in accordance with an embodiment of the invention.

In FIG. 12 shows an embodiment of a nozzle that is controlled in accordance with the principles of the present invention.

In FIG. 13 is an enlarged end view of the flattened hose shown in FIG. 10.

In FIG. 14 is a schematic sectional view of some components of a controlled system in accordance with an embodiment of the invention.

In FIG. 15A-15D illustrate the operation of a device according to the present invention in accordance with its principles.

In FIG. 16 is a partial sectional side view of a nozzle made in accordance with an embodiment of the invention.

In FIG. 17A is a side view of an insulator or dielectric housing made in accordance with one embodiment of the invention, and FIG. 17B is a cross-sectional side view essentially along lines 17B-17B shown in FIG. 17A.

In FIG. 18A and 18B show sectional side views essentially along lines 18-18 shown in FIG. 16 showing an insulator or dielectric housing made in accordance with another embodiment of the invention.

In FIG. 19A and 19B schematically illustrate systems for forming an insulator or dielectric housing by compressive forces in the required areas according to another embodiment of the invention.

In FIG. 20 and 21 are sectional side views of nozzles made in accordance with further embodiments of the invention.

In FIG. 22A is a side view of a bundle alignment unit made in accordance with an embodiment of the invention for aligning an actuator, and FIG. 22B is a front view sectional view substantially along lines 22B-22B shown in FIG. 22A.

In FIG. 22C is a side view of an alignment ligament assembly made in accordance with another embodiment of the invention for aligning a drive, and FIG. 22D is a front view sectional view substantially along lines 22D-22D shown in FIG. 22C.

In FIG. 22E is a sectional view of a partial side view of a nozzle made in accordance with yet another embodiment of the invention.

In FIG. 23 is a cross-sectional side view of a drive constructed in accordance with an embodiment of the invention.

In FIG. 24A-24F illustrate representative nozzle igniters and flow control devices or caps in accordance with embodiments of the invention.

In FIG. 25A is a perspective view; FIG. 25B is a rear view and in FIG. 25C is a cross-sectional side view essentially along lines 25C-25C shown in FIG. 25B, a shutter valve in accordance with an embodiment of the invention.

In FIG. 26A is a cross-sectional side view of a nozzle made in accordance with yet another embodiment of the invention, and FIG. 26B is a front view of the nozzle shown in FIG. 26A illustrating a device for adjusting flow and ignition.

In FIG. 27A is a sectional side view of a nozzle made in accordance with another embodiment of the invention, and FIG. 27B is a diagrammatic representation of the combustion characteristics related to the nozzle shown in FIG. 27A.

In FIG. 28-30A are cross-sectional side views of nozzles made in accordance with other embodiments of the invention.

In FIG. 30B and 30C show front views of ignition and flow control devices in accordance with embodiments of the invention.

In FIG. 31 and 32 are sectional side views of nozzles made in accordance with further embodiments of the invention.

In FIG. 33A is a side view sectional view, and in FIG. 33B is a rear view of a shutter valve in accordance with an embodiment of the invention.

In FIG. 34A is a cross-sectional side view, FIG. 34B is a rear view, and in FIG. 34C is a front view of a valve seat made in accordance with an embodiment of the invention.

In FIG. 35A is a cross-sectional side view of a nozzle made in accordance with another embodiment of the invention.

In FIG. 35B is a front view of the nozzle shown in FIG. 35A illustrating a device for ignition and flow control, made in accordance with a variant implementation of the invention.

In FIG. 36A is a sectional view of a partial side view of a nozzle made in accordance with yet another embodiment of the invention.

In FIG. 36B is a front view of the nozzle shown in FIG. 36A illustrating a device for ignition and flow control, made in accordance with a variant implementation of the invention.

In FIG. 37 is a schematic cross-sectional side view of a system made in accordance with another embodiment of the invention.

In FIG. 38A is a cross-sectional side view of a nozzle made in accordance with yet another embodiment of the invention.

In FIG. 38B is an enlarged detail view of the nozzle valve assembly of FIG. 38A.

In FIG. 38C is a cross-sectional side view essentially along lines 38C-38C shown in FIG. 38A; in FIG. 38D is a cross-sectional side view essentially along lines 38D-38D shown in FIG. 38A; and in FIG. 38E is a side view sectional view substantially along lines 38E-38E shown in FIG. 38A.

In FIG. 38F is a side sectional view of an embodiment of a force generator substantially along lines 38F-38F shown in FIG. 38A.

In FIG. 39 is a sectional view of a nozzle made in accordance with another embodiment of the invention.

In FIG. 40A is a cross-sectional side view of a nozzle made in accordance with yet another embodiment of the invention.

In FIG. 40B is a plan view of the upper portion of the nozzle biasing element shown in FIG. 40A.

In FIG. 41 is a sectional view of a partial side view of a nozzle made in accordance with another embodiment of the invention.

In FIG. 42 is a sectional side view of a nozzle made in accordance with yet another embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

This application fully includes by reference the subject matter of the invention described in provisional patent application US No. 12/006774 (now US patent No. 7628137), filed January 7, 2008 and named "Multi-fuel system for storing, dispensing and igniting the fuel." This application fully includes by reference the objects of the inventions described in the following US patent applications filed simultaneously with it on July 21, 2010 and named: "Units for driving a fuel injector and methods for their use and manufacture" (Attorney Register No. 69545-8032US); "Built-in fuel nozzles and glow plugs with conductive cable assemblies" (Attorney Register No. 69545-8033US); “Formation of a charge of a fuel mixture in a combustion chamber with various drives and / or ionization control” (Attorney Register No. 69545-8034US); "Ceramic insulator and methods for its use and manufacture" (attorney register No. 69545-8036US); "Method and system for thermochemical regeneration for oxygen saturation of fuel, for example with fuel nozzles for refrigerated fuel" (attorney registry No. 69545-8037US); and "Methods and systems for reducing the formation of nitrogen oxides during combustion in engines" (Attorney Register No. 69545-8038US).

A. SUMMARY

This specification describes devices, systems and methods for providing a fuel injector configured to be used with various fuels and with an integrated glow plug. In addition, this specification describes an integrated fuel injection system and ignition devices for use with internal combustion engines, as well as related systems, components, components and methods for their manufacture and use. For example, some of the embodiments described below are generally directed to adaptive fuel injectors / glow plugs that can optimize the injection and combustion of various fuels based on conditions in the combustion chamber. Some details are set forth in the following description and shown in FIG. 1-42 to provide a thorough understanding of various embodiments of the invention. However, other details describing known structures and systems, often associated with internal combustion engines, nozzles, glow plugs and / or other aspects of combustion systems, are not described below in order to avoid unnecessarily complicating the description of various embodiments of the invention. Thus, it should be understood that some of the details set forth below are provided to describe the following implementation options in a manner sufficient to assist a person skilled in the use of the described implementation options. However, some of the details and advantages described below are not necessary for the practical implementation of certain embodiments of the invention.

Many of the details, sizes, angles, shapes, and other distinguishing features shown in the drawings are simple illustrations of specific embodiments of the invention. Accordingly, other embodiments may have other details, dimensions, angles and features without departing from the idea or scope of the present invention. In addition, those skilled in the art will agree that further embodiments of the invention may be practiced without some of the details described below.

A reference throughout the present description to “one embodiment” or “embodiment” means that the distinguishing feature, structure or characteristic described in connection with said embodiment is included in at least one embodiment of the present invention. Thus, the phrases “in one embodiment” or “in an embodiment” found in various places of the present description do not necessarily refer to the same embodiment. Furthermore, features, structures, or characteristics may be combined in any suitable manner in at least one embodiment. The headings used in the present description are for convenience only and do not interpret the scope or meaning of the claimed invention.

Integrated nozzles / spark plugs

In FIG. 1 is a schematic cross-sectional side view of an integrated nozzle / spark plug 110 (“nozzle 110”) made in accordance with an embodiment of the invention. The nozzle 110 shown in FIG. 1, is configured to inject various types of fuel into a combustion chamber 104 and adaptively control a pattern and / or frequency of fuel injection or ignitions based on combustion parameters and conditions in the combustion chamber 104. As described in detail below, the nozzle 110 can optimize the injected fuel for quick ignition and complete combustion. In addition to fuel injection, the nozzle 110 comprises at least one integrated means configured to ignite the injected fuel. In addition, the nozzle 110 can be used to convert traditional internal combustion engines to work with various fuels. Although some of the distinguishing features of the described nozzle 110 are shown schematically for purposes of illustration, some of these schematically shown distinctive features are described in detail below in connection with various distinguishing features of embodiments of the present invention. Accordingly, the position, size, orientation, etc. schematically shown in FIG. 1 nozzle components are not intended to limit the present invention.

In the described embodiment, the nozzle 110 comprises a housing 112 having a middle portion 116 extending between the main portion 114 and the nozzle portion 118. The nozzle portion 118 extends at least partially through an opening in the engine head 107 so that the end portion 119 of the nozzle portion 118 is located on the boundary surface of the combustion chamber 104. The nozzle 110 further has a passage or channel 123 extending through the housing 112 from the main body 114 to the nozzle portion 118. The channel 123 is configured to allow fuel to flow through the housing 112. The channel 123 is also configured to allow other components to pass through the housing 112, such as the actuator 122, as well as the measuring components and / or components associated with the energy source of the nozzle 110. According to some embodiments, the actuator 122 may be a cable or rod that has a first end portion, in operation position it is connected with the control device or flow pressure relief valve 120 disposed on the end portion 119 of the nozzle portion 118. As such, the reducing valve 120 is located near the boundary surface of the combustion chamber 104. Although not shown in FIG. 1, in some embodiments, the nozzle 110 may include at least one pressure reducing valve as well as at least one shutter valve located adjacent to the chamber 104 or elsewhere on the housing 112.

According to another distinguishing feature of the illustrated embodiment, the actuator 122 also comprises a second end portion operatively connected to the actuator 124. The second end portion may further be connected to a controller or processor 126. As described in more detail below in connection with various embodiments of the invention, the controller 126 and / or actuator 124 is configured to quickly and accurately actuate actuator 122 to inject fuel into combustion chamber 104 through pressure reducing valve 120. For example, according to certain in other embodiments, the pressure reducing valve 120 may be moved in an external direction (e.g., towards the combustion chamber 104), and according to other embodiments, the pressure-reducing valve 120 may be moved in the internal direction (e.g., in the direction from the combustion chamber 104) for dispensing and controlling fuel injection. In addition, according to some embodiments, the actuator 124 can pull the actuator 122 to hold the pressure relief valve 120 in a closed or pressed position, and the actuator 124 can release the actuator 122 to allow fuel to be injected by the pressure relief valve 120, and vice versa. The drive 124 may be driven by a controller or other force exciting components (e.g., acoustic, electromagnetic, and / or piezoelectric components) to achieve the desired frequency and pattern of fuel charge injection.

In some embodiments, drive 122 may include at least one integrated recognition and / or transmitting component for detecting properties and conditions of the combustion chamber. For example, drive 122 may include fiber optic cables, insulated transducers embedded within the rod or cable, or may contain other sensors for detecting and transmitting data about the combustion chamber. Although not shown in FIG. 1, according to other embodiments, and as described in detail below, the nozzle 110 may include other sensors or tracking measuring means located at different places on the nozzle 110. For example, the housing 112 may include optical fibers embedded in the material of the housing 112, or the material of the housing 112 directly can be used to transmit combustion data to at least one controller. In addition, the pressure reducing valve 120 may be configured to detect, or may include sensors for transmitting combustion data to at least one controller associated with the nozzle 110. This data may be transmitted via wireless, wired, optical, or other means of communication. This feedback provides extremely fast and adaptive adjustment to optimize factors and characteristics of fuel injection, including, for example, fuel injection pressure, synchronization of fuel injection initiation, duration of fuel injection to form multilayer or stratified charges of the fuel mixture, synchronization of one, several or continuous plasma ignitions or electrical discharges using capacitors, etc.

Such feedback and adaptive adjustment by the controller 126, drive 124 and / or actuator 126 also provide the ability to optimize results such as power generation, fuel economy, and minimizing or eliminating polluting emissions, including nitrogen oxides. US Patent Application Publication No. 2006/0238068, which is incorporated herein by reference in its entirety, describes suitable drives for actuating ultrasonic transducers in nozzle 110 and other nozzles described herein.

The nozzle 110 may also further comprise an ignition and flow control device or cap 121 (shown in dashed lines in FIG. 1) located on the end portion 119 adjacent to the engine head 107. The cap 121 at least partially closes or surrounds the pressure reducing valve 120. The cap 121 may also be configured to protect some components of the nozzle 110, such as sensors or other tracking components. Cover 121 may also act as a catalyst, a catalyst carrier, and / or a first electrode for igniting the injected fuel. In addition, cap 121 may be configured to affect the shape, pattern, and / or phase of the injected fuel. Pressure reducing valve 120 may also be configured to affect the above indicated properties of the injected fuel. For example, in some embodiments, cap 121 and / or pressure reducing valve 120 may be configured to rapidly gasify fuel flowing past said components. More specifically, cap 121 and / or pressure reducing valve 120 may include surfaces having sharp edges, catalysts, or other distinctive features that contribute to the formation of gas or vapor from a high speed liquid fuel or a mixture of liquid fuel and solid fuel. The acceleration and / or increased frequency of operation of the pressure reducing valve 120 may also contribute to the rapid gasification of the injected fuel. During operation, said rapid gasification causes the formation of steam or gas discharged from the nozzle portion 118 for faster and more complete combustion. In addition, this rapid gasification can be used in various combinations with superheated liquid fuel and plasma or acoustic pulses of propagating outbreaks of fuel. According to other further embodiments, the increased frequency of operation of the pressure reducing valve 120 may cause plasma propagation to advantageously affect the shape and / or pattern of the injected fuel. U.S. Patent Application Publication No. 672636, (U.S. Patent No. 4122816), which is incorporated herein by reference in its entirety, describes suitable actuators for exciting plasma propagation by nozzle 110 and other nozzles described herein.

According to another aspect of the illustrated embodiment, and as described in detail below, at least a portion of the housing 112 is made of at least one dielectric material 117 suitable for providing ignition with a high voltage spark to ignite various fuels, including unrefined fuels or low specific fuels energy intensity. Said dielectric materials 117 may provide sufficient high voltage electrical insulation to generate, isolate and / or deliver an ignition spark or plasma for ignition. In some embodiments, the housing 112 may be made of a single dielectric material 117. However, in other embodiments, the housing 112 may comprise at least two dielectric materials. For example, at least one segment of the middle portion 116 may be made of a first dielectric material having a first dielectric strength, and at least one segment of a nozzle portion 118 may be made of a dielectric material having a second dielectric strength that is greater than the first dielectric strength. A second dielectric having a relatively high second dielectric strength can protect the nozzle 110 from thermal and mechanical shock, clogging, tracking (formation of breakdown traces on the surface), and the like. Examples of suitable dielectric materials, as well as the arrangement of these materials on the housing 112 are described in detail below.

In addition to dielectric materials, the nozzle 110 may also be connected to an energy or high voltage source to form ignition conditions necessary for combustion of the injected fuel. The first electrode may be connected to an energy source (eg, a voltage generating source, such as a capacitor discharge, induction or piezoelectric system) via at least one conductor passing through the nozzle 110. The area of the nozzle portion 118, the pressure reducing valve 120 and / or cover 121 can act as the first electrode to form conditions for ignition (for example, an ignition spark, plasma, conditions of compression ignition, discharge of a large capacitor, tion ignition spark source of induction and / or DC or RF plasma in conjunction with the use of ultrasound for quick excitation, the ignition and complete combustion) with the appropriate second electrode 107 of the engine head. As described in detail below, the first electrode may be configured to provide increased reliability and extended service life. According to other embodiments, the nozzle 110 may be configured to provide energy conversion from the sources of the combustion chamber and / or recover the waste heat or energy by thermochemical regeneration to drive at least one component of the nozzle 110 from the energy received from the combustion of the fuel.

Injection / ignition systems

[00115] In FIG. 2 is a side view showing the environment of a portion of an internal combustion system 200 comprising a fuel injector 210 made in accordance with one embodiment of the invention. In the shown embodiment, as a simple illustration of one type of nozzle, a nozzle 210 is shown schematically which is configured to inject and ignite various types of fuel in the combustion chamber 202 of the internal combustion engine 204. As shown in FIG. 2, a combustion chamber 202 is formed between the head containing the nozzle 210 and valves, a movable piston 201, and the inner surface of the cylinder 203. However, according to other embodiments, the nozzle 210 can be used in a different environment with other types of combustion chambers and / or devices for energy transfer, including various guide vanes, axial and radial piston expanders, along with various types of rotary internal combustion engines. As described in more detail below, the nozzle 210 contains some features that not only allow the injection and ignition of various types of fuel in the combustion chamber 202, but also provide adaptive injection and ignition by the nozzle 210 of these various types of fuel in accordance with various conditions or requirements of combustion. For example, nozzle 210 may include at least one insulating material that is configured to provide a high voltage ignition spark to ignite various types of fuel, including unrefined fuel or low specific energy fuel. These insulating materials can also be configured to withstand the harsh operating conditions necessary for the combustion of various fuels, including, for example, high voltage, fatigue loads, shock loads, oxidation and poor performance due to corrosion.

According to another aspect of the illustrated embodiment, the nozzle 210 may further comprise measuring means for recognizing various combustion properties in the combustion chamber 202 (for example, properties of the combustion process, combustion chamber 202, engine 204, and the like). In response to these measured conditions, the nozzle 210 can adaptively optimize the system for fuel injection and ignition characteristics to achieve increased fuel economy and energy production, as well as to reduce noise, engine detonation, heat loss and / or vibration to increase engine life and / or vehicle. In addition, the nozzle 210 also contains activating components for injecting fuel into the combustion chamber 202 to achieve specific flow or spray patterns 205, as well as the injected fuel phase. For example, the nozzle 210 may include at least one valve located adjacent to the boundary surface of the combustion chamber 202. The activating components of the nozzle 210 provide accurate, high-frequency valve operation to control at least the following distinguishing features: system synchronization to initiate and complete fuel injection; frequency and duration of repeated fuel injections; and / or synchronization and selection of ignition conditions.

In FIG. 3A-3D show some fuel ignition patterns 305 (individually identified as first through fourth patterns 305a-305d) with which fuel can be injected with a nozzle made in accordance with embodiments of the invention. Those skilled in the art will recognize that the patterns 305 shown in the drawings are merely representative of some embodiments of the present invention. Accordingly, the present invention is not limited to the patterns 305 shown in FIG. 3A-3D, and according to other embodiments, nozzles may dispense fuel in accordance with ignition patterns that differ from patterns 305 shown in the drawing. Although the patterns 305 shown in FIG. 3A-3D, have various shapes and configurations, they share a distinctive feature consisting in the formation of successive layers of fuel 307. The individual layers 307 of the respective templates 305 provide the advantage of having a relatively large surface to volume fractions of the injected fuel. The specified large surface in relation to volume fractions provides higher rates of combustion of the charges of the fuel mixture, and also helps to isolate and accelerate the complete combustion of the charges of the fuel mixture. Such fast and complete combustion provides some advantages over slower combustion of the fuel mixture charges. For example, slow-burning charges of the fuel mixture require earlier ignition, cause significant heat loss on the surface of the combustion chamber and lead to increased reverse work or loss of output torque due to the need to overcome an early increase in pressure due to earlier ignition. Such engine operation due to early combustion also leads to an increase in polluting emissions (for example, carbon-rich hydrocarbon particulates, nitrogen oxides, carbon monoxide, carbon dioxide, extinguished and unburned hydrocarbons, etc.), as well as deteriorating engine characteristics for heating and wear of pistons, rings, cylinder walls, valves and other components of the combustion chamber.

Thus, the systems and nozzles according to the present invention provide the ability to replace traditional nozzles, glow plugs or spark plugs (e.g. diesel nozzles, spark plugs for gasoline, etc.) and generate full rated power using a wide variety of renewable fuels, such as hydrogen, methane, and various low-cost fuel alcohols made from widely available wastewater, garbage, and agricultural and livestock waste. Despite the fact that these types of renewable fuels can have a specific energy consumption, which is about 3000 times less compared to purified fossil fuels, the systems and nozzles according to the present invention provide the possibility of injection and ignition of these types of renewable fuels for efficient energy generation.

Various fuel injection system

[00119] In FIG. 4 is a longitudinal sectional view of a component assembly according to one embodiment, which is controlled in accordance with an embodiment of the invention. In FIG. 5 shows an end view of the component assembly shown in FIG. 4, made in accordance with an embodiment of the invention. According to aspects of the embodiment shown in FIG. 4, nozzle 3028 provides for the interchangeable use of starting fuel materials or hydrogen-based fuels that can be obtained from the described processes. They include gasoline mixtures, propane, ethane, butane, fuel alcohols, a low-temperature mass, the same types of fuel, or newly formed atomized fuel in liquid, steam or gas forms, made using regenerative thermochemical reactions according to the present invention.

As shown in FIG. 4, nozzle 3028 provides the choice of optimal fuels, including the selection of flows by the various valves shown in FIG. 4, by means of valve-shaped circuits for using atomized fuel and conditions, including initial fuel from a tank, heated initial fuel from heat exchangers 3036, vaporized initial fuel from heat exchangers 3036, newly formed atomized fuel from reactor 3036, heated fuel from reactor 3036 combinations with fuel from the heat exchanger, as well as the choice of pressure for delivering atomized fuel to the 3028 nozzle by controlling a pressure regulator to optimize variables, including the feed rate to the combustion chamber Ia and distributing therein the local and overall air-fuel mixture at the time point selected for ignition, the combustion rate and various other combinations and permutations of these variables. The design of the fuel injector 3028 improves control of adaptive fuel injection, fuel distribution pattern, air usage, ignition and combustion, and contributes to various other optimization goals according to the present invention.

In FIG. 4 shows an example embodiment of a nozzle 3028 with a solenoid drive used in the fuel injection and positive ignition system shown in other drawings illustrating the system. According to aspects of an embodiment, the nozzle 3028 provides accurate volumetric injection and ignition of a fuel whose temperature, viscosity and density can vary within wide limits, including thick hydrogen mixtures of solid and liquid hydrogen at a temperature of -254 ° C (-425 ° F), hot hydrogen and carbon monoxide obtained from converted methanol at a temperature of 150 ° C (302 ° F) or higher temperatures, up to liquid diesel fuel and gasoline at ambient temperature. The huge range of volumes that is necessary to achieve partial or full rated power when using these types of fuel by efficiently controlling the engine requires adaptive timing of the supply and forced synchronization of ignition of the exact volumes at precisely specified times with rapid repetition during one cycle of the engine, and all this without leakage of the nozzle before or after the specified optimally synchronized moment of injection. Preventing such leakage is extremely difficult and important to avoid fuel loss during the exhaust stroke, reverse operation and / or heat loss due to spontaneous and improper fuel supply during the exhaust, intake, or early compression periods.

In some embodiments, a reduction in fuel leakage is achieved by dividing the gap between the control valve 3074 and the valve actuator, such as a solenoid valve actuator comprising an insulated coil 3046, soft magnetic core, armature 3048, and spring 3036 shown in the drawing. To meet the requirements of extremely limited space in the conditions of "hot condensate" inside the valve group of the engine and camshafts of modern engines, the lower part of the nozzle 3028 has the same thread, the length of the threaded part and the diameter of the housing as a conventional spark plug in parts 3076 and 3086 below the high-voltage insulated socket 3066 Likewise, to replace the nozzles for diesel fuel, small compartments are provided for the nozzles while retaining the significant advantages of accurate spark ignition and the formation of a stratified charge of fuel, which can have various properties from diesel fuel with low vapor pressure to hydrogen and / or hydrogen-containing fuel.

According to the embodiment shown in FIG. 4, the nozzle design allows the application of a high voltage spark ignition to the conductor 3068 in the socket 3066 and thus enables the transmission of ionizing voltage through the conductive nozzle 3070 and charge-accumulating element 3085 located inside the threaded portion 3086 near the boundary surface of the combustion chamber, as shown in FIG. 4 and 5. According to some embodiments, the control valve 3074 may be raised by a strong insulated cable or fiber optic cable 3060, which is moved by the force of the actuator or armature 3048 of the assembly of the solenoid actuator, as shown in the drawing. According to aspects of one embodiment, cable diameter 3060 is 0.04 mm (0.015 in) and is formed by a bundle of strong optical fibers, including types of fibers that efficiently transmit radiation in the infrared, visible and / or ultraviolet wavelength ranges.

One distinctive feature of the shown embodiment is that this bundle is enclosed in a protective heat-shrink tube or assembled in a thermoplastic or thermosetting binder and forms a high-strength and flexible actuator with high insulating properties for the control valve 3074 and a data-collecting component that continuously reports data pressure in the combustion chamber, temperature and conditions of the combustion pattern using infrared, visible and / or ultraviolet light . According to additional embodiments, the boundary surface 3083 of the combustion chamber is provided with a protective lens or coating for a cable 3060 transmitting data on the combustion pressure obtained from a fiber-optic Fabry-Perot interferometer, a micro-sensor based on a Fabry-Perot resonator or a side-polished optical fiber. In use, pressure data from the end of a cable 3060 located in the boundary surface or substantially adjacent to the boundary surface of the combustion chamber is transmitted by the specified light guide, as shown in the drawing, which, for example, can be protected from abrasion and thermal degradation. According to aspects of the present invention, suitable materials for a protective lens include, but are not limited to, diamond, sapphire, quartz, magnesium oxide, silicon carbide, and / or other ceramic materials in addition to heat resistant superalloys and / or ducts.

In FIG. 6 is a longitudinal sectional view of a component assembly according to an embodiment that is controlled in accordance with an embodiment of the invention. In FIG. 7 is an end view of the component assembly shown in FIG. 6, made in accordance with an embodiment of the invention. According to a further embodiment of the nozzle shown in FIG. 6, the nozzle 3029 comprises a transparent dielectric insulator 3072. The insulator 3072 provides light transmission at radiation frequencies from the combustion chamber to the 3062P optoelectronic sensor, as well as a varying strain signal corresponding to the pressure conditions in the combustion chamber, to the mechanical stress sensor 3062D.

According to additional embodiments, the on-board controller 3062 preferably receives signals from the 3062D and 3062P sensors to generate analog or digital signals about fuel supply and spark ignition events as an additional increase in efficiency, improved power generation, increased engine smoothness, fault tolerant conditions and extended service life engine components. In some embodiments, controller 3062 stores a sensor to determine the time between each acceleration of the cylinder’s torque and obtain positive and negative engine accelerations as a function of adaptive fuel injection data and synchronization of spark ignition and flow to determine the adjustments needed to optimize the desired engine performance. Accordingly, the controller 3062 serves as the main computer controlling the system shown in FIG. 14 (as described below), including various modes of operation of the nozzles, for example the nozzles 3028, 3029 or 3029 ′ shown in FIG. 4, 5, 6, 7, 9, 11 and 13.

In some embodiments, the protection of the fiber optic bundle or cable 3060 below the control valve 3074 is provided by a substantially transparent shutoff valve 3084, as shown in FIG. 6 and 7. According to one embodiment, the high-speed shutter valve comprises a ferromagnetic element located inside the transparent body. This combination of functions can be provided by various geometric configurations, including a ferromagnetic disk located inside the transparent disk, or a ferromagnetic ball located inside the transparent ball, as shown in the drawing. In use, such configurations permit the positioning of the gate valve 3084, which magnetically switches to the normally closed position, very close to the control valve 3074 and the end of the cable 3060, as shown in the drawing. When the control valve 3074 is raised to allow fuel to flow, the shutter valve 3084 moves to the open position inside the socket opening, which holds it inside the intersecting slots 3088, which allows the fuel to pass through the seat of the magnetic valve 3090 past the shutter valve 3084 and into the slot 3088 to form an enlarged the surface of the volumetric penetration of fuel into the air in the combustion chamber, as shown in FIG. 12 and 14 and are described below. Accordingly, the cable 3060 continues to monitor events in the combustion chamber by receiving and transmitting signals at frequencies of radiation that passes through the gate valve 3084. According to aspects of the present invention, suitable materials for the transparent portions of the gate valve 3084 include sapphire, quartz, high temperature polymers and ceramics, which are transparent to the frequencies of interest.

In general, it is desirable to produce the highest torque at the lowest fuel consumption. In areas such as crowded city streets where nitrogen oxide emissions are undesirable, adaptive fuel injection and an ignition timing provide maximum torque without reaching peak combustion temperatures of 2200 ° C (4000 ° F). According to one method for determining the peak combustion temperature, a flame temperature sensor is used that includes a small diameter fiber optic cable 3060 or a larger diameter transparent insulator 3072. The insulator 3072 can be provided with heat-resistant and wear-resistant coatings, such as sapphire, or with a diamond coating applied to the surface of the combustion chamber made of heat-resistant polymer or from quartz, sapphire, or glass to perform combined functions in the nozzle 3028, including fiber-optic transmission of light emitted from during combustion, to the sensor 3062D of the controller 3062, as shown in the drawings. Furthermore, as shown in FIG. 4 and 5, controllers 3062 and / or 3043 monitor the signal from a 3062D sensor in each combustion chamber to adaptively control fuel injection and / or synchronize spark ignition and prevent the formation of nitric oxide.

Thus, in a modern engine, fuel control efforts together with integrated spark ignition can be transferred to a normally closed control valve 3074 via an insulating cable 3060 to the most optimal location of the spark plug or diesel nozzle from the boundary surface of the combustion chamber to the location above it, i.e. e. virtually any distance that substantially separates the valves and their actuators. This design of a fuel injector with integrated ignition according to the present invention enables the replacement of a spark plug or diesel nozzle to ensure accurate synchronization of fuel injection and adaptive spark ignition to ignite a highly efficient stratified charge with a wide selection of fuels, including less expensive fuels, regardless of octane and cetane numbers, viscosity, temperature or specific energy consumption of the fuel. Engines whose operation was previously limited to the use of fuels with predetermined octane or cetane numbers can now be converted based on the present invention for more efficient continuous operation using fuels that are less expensive and more environmentally preferable. In addition, it is possible to control the nozzle 3028, 3029 or 3029 'in the pilot mode of fuel supply and ignition, or only in the ignition mode, to return the engine to the initial mode of operation on gasoline with the formation of the fuel mixture by means of a carburetor or using intake manifold fuel injection systems. Similarly, the nozzle 3028, 3029 or 3029 'can be made to operate on diesel fuel or other types of fuel with spark ignition in accordance with the described combinations of metering and ignition of various types of fuel.

According to additional aspects of the present invention, the prevention of the formation of nitrogen oxides is provided by adaptively controlling the timing of the fuel injection and the synchronization of spark ignition for such purposes as maximizing fuel economy and specific power of the engine, preserving the lubricant film in the cylinders of the combustion chamber and / or minimizing noise. According to some embodiments, preferably cable 3060 passes through the control valve 3074 with fixation to or near the surface of the fuel nozzle facing the combustion chamber to track events in the combustion chamber through the central portion of slots 3088, as shown in FIG. 5, 7 and 11. According to additional embodiments, the cable 3060 forms at least one freely bending extension, such as a loop located above the ball limiter 3035 of the armature travel, which preferably allows the armature 3048 to begin moving and increase the moment of movement before starting to lift the cable 3060 and thus for a sharp rise in the control valve 3074, and passes with fixation through the soft core of the magnet to deliver radiation with the used wavelength from the combustion chamber I am on the 3040 sensor as shown in the drawing. According to some embodiments of the invention, the sensor 3040 may be implemented separately or integrated into the controller 3043, as shown in the drawing. According to one embodiment, an optoelectronic sensor system provides comprehensive monitoring of conditions in the combustion chamber, including ignition, expansion, exhaust, intake, fuel injection and ignition results as a function of pressure and / or radiation detection in the combustion chamber of the engine, as shown in the drawing. Thus, as shown in FIG. 4 and 6, during fuel combustion, the sensor 3040 and / or sensor 3062D and / or sensor 3062P transmit temperature and corresponding pressure signals for immediate correlation of temperature and temperature holding time with the pressure in the combustion chamber, the position of the piston and the chemical composition of the combustion products.

Such a correlation is easily achieved by controlling the engine using a combined technology for collecting data on the position of the pistons and pressure in the combustion chamber, described in US patent No. 6015065; 6,446,597; 6503584; 5343699 and 5394852; along with the pending patent application No. 60/551219 and the data emitted from the combustion chamber and transmitted by the fiber optic bundle / light guide assembly / cable 3060 to the sensor 3040, as shown in the drawing. The correlation functions obtained in this way transmit the emitted signal through a cable 3060 to the sensor 3040 and data on the position of the pistons to indicate the pressure in the combustion chamber, temperature and the template of the combustion conditions necessary for adaptively optimizing various engine functions, such as maximizing fuel economy, energy generation, preventing the formation of nitrogen oxides, preventing heat loss, and the like. After that, the data transmitted by cable 3060 and sensor 3040 to controller 3043 can provide quick and adaptive control of engine functions using a highly cost-efficient nozzle.

Thus, according to one embodiment, a maximally comprehensive adaptive injection system may include both a sensor 3040 and a cable 3060, together with at least one pressure sensor known from the prior art and / or described in the patents referred to above, and in pending patent applications, which are incorporated into this application by reference. Thus, it is preferable to monitor the rotational acceleration of the engine for adaptively improving power generation control and fuel economy. Acceleration of the engine, respectively, can be monitored in various ways, including synchronizing the crankshaft or camshaft, synchronizing the ignition distributor, synchronizing gears in the gearbox, or determining the speed of the piston. Acceleration of the engine depending on the controlled variables, including the choice of atomized fuel, atomized fuel temperature, fuel injection timing, injection pressure, injection repetition frequency, ignition timing and display of the temperature in the combustion chamber, provides a significant improvement in engine performance, increased fuel economy, improved control of exhaust gases and increase engine life using traditional or less expensive fuels.

According to aspects of the present invention, this new combination of a remote valve actuator 3048 and a control valve 3074 located at or substantially adjacent to the boundary surface of the combustion chamber provides an improved plasma-assisted ignition with synchronous synchronization to optimize fuel combustion with significantly varying viscosity, calorific value and pressure vapor phase. This configuration effectively eliminates harmful pre-leakage or residual drip due to the fact that the volume between the control valve 3074 and the combustion chamber is minimal or completely absent. Due to the location of the control valve 3074 in the boundary surface of the combustion chamber, the resistance to fuel flow, usually present in the bypass channels through which it is delivered, is eliminated. In some embodiments, the control valve 3074 may be brought into a normally closed position by means of a suitable mechanical spring or compressive force applied to a rigid cable or rod 3060, depending on the force of the spring 3036, or by magnetic attraction of the spring to the valve seat 3090, as well as using combinations of such closing actions.

According to aspects of the present invention, pressure-resistant characteristics are achieved by providing acceleration of the armature actuator 3048 without load, accompanied by impact on the ball 3035, mounted on the cable 3060 in a predetermined position with the possibility of a sharp rise or movement. In some embodiments, the actuator 3048 moves relatively freely toward the pole portion of the electromagnet past the fixed cable 3060, as shown. After receiving a significant impulse, the actuator 3048 hits the ball 3035 located inside the spring, as shown in the drawing. In the embodiment shown in the drawing, the ball 3035 is connected to the cable 3060 inside the spring 3036. Thus, when using the sharp application of a much greater force provided by this blow, compared with the force that the direct acting solenoid valve develops, it causes relatively little inertia, and normally closed control valve 3074 rise sharply from the upper valve seat passage in the seat 3090.

In the described embodiment, any suitable seat may be used for control valve 3074; however, for applications with combustion chambers in low power engines, it is preferable to use a built-in permanent magnet in the seat 3090 or as a seat 3090 to move the control valve 3074 to its normally closed position, as shown in the drawing. Such fast activation of the impact of the control valve 3074 by the anchor 3048 ensures guaranteed accuracy of the fuel flow, regardless of the temperature of the fuel, its viscosity, the presence of crystallized masses or the applied pressure, which may be necessary to provide the desired fuel delivery speeds. Permanent magnets based on alloys such as SmCo and NdFeB easily provide the required magnetic force at operating temperatures up to 205 ° C (401 ° F) and allow the control valve 3074 to move to the normally closed position on the magnetic seat 3090 of the valve, and thus actually eliminate the amount of "dead" space in the combustion chamber and residual drip leakage.

In the above comparison, if the control valve 3074 contains an integrated armature 3048 configured to deliver fuel in the bore of the insulator 3064 in the direction of the conductive nozzle 3070, the residual drip of fuel that is temporarily located in the indicated dead volume may be in such an amount that corresponds to a given amount of fuel supply at a desired point in time of the engine's duty cycle. Such a stream of residual drip leakage can form during the last expansion strokes or during the exhaust stroke and thus can be for the most part, if not completely, wasted and at the same time cause a burst of flame, burning protective grease of the cylinder walls, useless heating of the piston, as well as increased friction due to the relative expansion and overheating of the exhaust system components. The present invention is extremely important for ensuring the interchangeable use of traditional fuels or fuels with lower cost, regardless of the octane number, vapor phase pressure or energy intensity of fuel per unit volume.

In addition, traditional valve actuator systems can be limited to pressure drops of up to about 7 atmospheres compared to pressure drops of more than 700 atmospheres resulting from a quick impact of the 3048 actuator acting on cable 3060 and thus to control valve 3074. Low-temperature fuel masses with extremely thick consistencies and viscosities comparable to apple sauce or cottage cheese are easily delivered via relatively large channels to the normally closed control valve 3074, which lives on a large-diameter hole in the seat 3090. Rapid acceleration followed by a quick hit of the electromagnetic armature 3048, which has a large inertia, transmits a very large lifting force by means of a dielectric cable 3060 to sharply and completely lift the control valve 3074 above the large-diameter hole in the seat 3090 and thereby opens the normally closed shut-off valve 3084, if any, and injects the mass of the fuel mixture into the combustion chamber. The same reliable fuel delivery is carried out without residual drip when using different types of fuel in any phase or mixture of phases, including hydrogen and other low-viscosity types of fuel at temperatures of 400 ° F (204 ° C) or higher, which can be used alternately

According to aspects of the present invention, regardless of whether the fuel used has the density of liquid gasoline or low temperature hydrogen when the engine is cold started and then becomes hundreds or thousands of times less dense when the engine is heated and heat is generated to convert the liquid fuel into a gaseous, accurate fuel metering and ignition introduced into the combustion chamber is provided without undesirable residual drip leakage. This approach provides the vehicle driver with the opportunity to choose the most suitable and affordable fuel for the next replenishment of the fuel tank 3404 (shown in Fig. 14). After that, the heat of the engine exhaust is recovered by the heat exchanger or heat exchangers shown in FIG. 14, and the nozzle provides the most suitable optimization of the fuel selected when using engine exhaust heat to realize the benefits of burning a stratified hydrogen-containing charge. In regions with very cold climates and in order to minimize carbon dioxide emissions, it is preferable to transport and store hydrogen or hydrogen-containing gases in an accumulator with transmission through the solenoid valve at the time when sufficient engine heat becomes available for the 3036 reactor. In use, during engine cold start the valve opens, and hydrogen or hydrogen-containing fuel passes through the valve to the pressure regulator and to the nozzle or nozzles 3028 for extremely fast, ysokoeffektivnogo and pure starting the engine.

In FIG. 8A and 8B show valve manifold assemblies made in accordance with an embodiment of the invention. Ensuring the possibility of using renewable fuels and increasing the efficiency and service life of large engines in sea freight, agriculture, mining, construction and heavy railway transport, as well as in freight vehicles, is essential, but in large engines originally designed to run on diesel fuel It is extremely difficult to deliver enough gaseous fuel energy. In FIG. 8A and 8B show a partial section through a valve block 3100 providing controlled delivery of large volumes of pressurized fuel having a relatively low specific energy consumption to each engine cylinder. According to aspects of the present invention, valve block 3100 is particularly preferred for providing low specific energy consumption fuel in large engines in conjunction with a nozzle as a substantially stratified charge of combustible materials at higher thermal efficiencies compared to conventional fuels. The valve block 3100 also allows the partial use of such fuels to significantly improve the volumetric efficiency of the converted engines by increasing the amount of air that is introduced into the combustion chamber during each intake stroke.

In use, the pressurized fuel is delivered via an inlet fitting 3102 to a valve chamber in which a spring 3104 places the valve, such as ball 3106, in the closed position on the seat 3108, as shown in the drawing. In high-speed engines or in engines in which the use of a spring 3104 is undesirable for the reason that there is a tendency to increase the amount of solid particles in the fuel mass, it is preferable to design the saddle 3108 in the form of a pole of a permanent magnet, which helps to quickly close the hole in the saddle with a ball 3106 If it is necessary to supply fuel to the combustion chamber, the pusher 3112 raises the ball 3106 above the seat 3108, and the fuel can flow around the ball 3106 and through the passage to the fitting 311 shown in the drawing 0 for delivery to the combustion chamber. In some embodiments, the pusher 3112 is sealed by precisely matching the size of the hole 3122 or by means of an elastic seal, such as the seal 3114. The pusher 3112 can be actuated by any suitable method or combination of methods.

According to one embodiment, suitable control of the fuel flow can be ensured by the action of the solenoid, which is the result of the flow of electric current in the ring winding 3126 located in the steel cover 3128, in which the plunger 3116 of the solenoid connected to the pusher 3112, moves in the axial direction, as shown in drawing. In some embodiments, plunger 3116 is preferably a ferromagnetic material that exhibits soft magnetic properties. The rectilinear movement of the plunger 3116 is guided by a sliding bearing 3124, which is preferably self-lubricating or made of a low friction alloy such as Nitronic, or is a bearing made in accordance with oil-impregnated powder metallurgy technology that does not require regular lubrication, which can be screwed in, tightened, fixed in place with a suitable adhesive, crimped or soldered with the possibility of permanent placement on ferromagnetic -pole portion 3122 of the valve block 3100, as shown in the drawing.

According to other embodiments, the valve ball 3106 can also be opened by a pulsed action in which a significant impulse is given to the plunger 3116 before providing a significantly greater opening force after the said ball is freely moved before the plunger 3112 hits the indicated ball 3106 sharply. According to this embodiment, it is preferably in a resting state there is sufficient play between the ball 3106 and the end of the pusher 3112 if the plunger 3116 is in the neutral position at the beginning of acceleration when moving toward the ball 3106 to enable the development of a significant impulse before a sharp hit on the ball 3106.

An additional method of periodically controlling the pusher 3112 and thus the ball 3106 can be carried out using a rotary solenoid or a mechanically controlled cam operating at the same frequency as the valve or valves for air intake and / or the engine’s working cycle are controlled. Such mechanical activation can be used both as the sole source of displacement for the ball 3106, and in conjunction with a reciprocating or rotary solenoid. In use, the bracket 3118 holds the ball bearing assembly 3120, in which the roller or outer ring of the anti-friction bearing assembly rotates through the corresponding cam and thereby causes the plunger 3116 and pusher 3112 to move linearly toward the ball 3106. After hitting the ball 3106 and the required amount of fuel flows the ball 3106 and plunger 3116 are returned to the neutral position by the magnetic seat and / or springs 3104 and 3105, as shown in the drawing.

Similarly, it is contemplated that suitable control of the valve block 3100 can be accomplished by shifting the cam of the ball bearing assembly 3120 with the function of holding it open by means of a piezoelectric brake (not shown) or by activating an electromagnet 3126 connected to the plunger 3116 to continue the period of fuel flow after passage camshaft 3120 as shown in FIG. 8A and 9. This provides valve functions for a fluid stream in which a movable valve element, such as ball 3106, is moved by a plunger 3112 actuated by suitable mechanisms, including a solenoid, cam actuator, and a combination of solenoid and cam actuators wherein the valve member 3106 is, if necessary, held in a position allowing fluid to flow through such a solenoid, a piezoelectric brake and / or a combination iey solenoid and piezoelectric mechanisms.

The fuel flow from valve block 3100 may be delivered to an engine inlet valve opening suitable for a fuel injector of the cylinder and / or delivered to an injector containing selected combinations of embodiments shown in more detail in FIG. 4, 5, 6, 7, 10 and 11. In some applications, such as engines with large cylinder volumes, it is necessary to deliver fuel to all three inlet points. In cases where fuel under pressure is delivered to the inlet of the combustion chamber inlet valve by a synchronized injection at a time when the inlet or valve is open, increased air supply and increased volumetric efficiency are achieved by pulsed fuel transfer to cause air injection to increase air density in the chamber combustion.

In this case, the fuel is delivered at a speed that is significantly higher than the speed of air, so as to cause an accelerated flow of air into the combustion chamber. This advantage can be enhanced by controlling the amount of fuel introduced into the combustion chamber, which should be less than that required to initiate or maintain ignition by spark ignition. However, such depleted air-fuel mixtures are easily ignited by fuel injection, as well as using ignition according to the injector embodiments shown in FIG. 4, 5, 6, 7, 10, and 11, which provide for reliable ignition and rapid penetration of the ignited fuel into the lean air-fuel mixture formed during synchronized cylinder fuel injection.

Additional energy can be provided by direct cylinder injection through a separate fuel nozzle, which adds fuel to the combustion initiated by the nozzle. Direct injection by means of at least one separate cylinder nozzle in accordance with a combustion pattern, which is initiated and controlled by the nozzle / spark plug, provides quick and complete combustion of excess air in the medium and reduces heat losses, usually associated with separate direct injection and spark ignition components, which require the fuel to form turbulences, ricochet and / or drop off the surfaces of the combustion chamber and then burn on the surfaces around Sources of ignition or spark near them.

In large high-speed engines and if it is necessary to minimize electric current and heat generation in the ring winding 3126, in particular, the combined use of a cam with a mechanical drive and a solenoid plunger 3116 with a ball 3112 is preferable. This approach provides the main movement of the plunger 3116 due to the camshaft, such as the camshaft 3212 shown in FIG. 9. After establishing the initial valve action of the ball activated by the cam 3106 with a fuel supply corresponding to the engine idle mode, increased fuel supply and increased energy production are achieved by increasing the “retention time” during which the plunger 3116 continues to be held close to the limiter 3122 as a result of formation relatively small electric current in the ring winding 3126. Thus, reliable valve operation and precise control of increased power are ensured by increasing Nia retention time of the action of the solenoid plunger 3116 after the rapid opening of the ball under the action of a cam 3106, as shown in FIG. 8A, 8B, 9 and 12.

In accordance with aspects of the present invention, engines with multiple combustion chambers are provided with precisely synchronized fuel delivery via valve block 3200 according to an embodiment of the present invention, as shown in the fuel control circuit shown in FIG. 9. As shown in the drawing, six valve blocks (3100) are located in the housing 3202 at an equal angular distance from each other. Housing 3202 provides pressurized fuel to each inlet 3206 of the valve block via manifold 3204. A cam located on the camshaft 3212 periodically actuates each pusher assembly 3210 and thereby ensures that fuel flows accurately from the inlet 3206 to the outlet 3208 corresponding to a hole 3110 in the valve block shown in FIG. 8B, from which fuel is delivered to the desired inlet of the intake valve and / or to the combustion chamber directly or by means of a nozzle / spark plug, as shown in FIG. 6, 7 and 10. According to some embodiments, it is preferred that the angular position of the housing 3202 is adaptively adjusted relative to the camshaft 3212 to generate an ignition spark and advancing injection in response to adaptive optimization algorithms implemented by the controller 3220, as shown in the drawing.

In some embodiments, the 3220 controller and related components can preferably provide adaptive optimization of the fuel supply to each combustion chamber and spark ignition results, such as an additional increase in efficiency, increased energy production, improved engine smoothness, increased fault tolerance, and increased engine component life. . The 3220 controller stores sensor readings to determine the time between each acceleration of cylinder torque and to obtain positive and negative engine accelerations as a function of adaptive fuel injection and spark ignition timing to determine the adjustments needed to optimize the desired engine performance.

In general, it is preferable to achieve maximum torque with minimum fuel consumption. However, in places such as crowded city streets where nitrogen oxide emissions are undesirable, adaptive fuel injection and an ignition timing provide maximum torque without peak combustion temperatures reaching 2200 ° C (4000 ° F). This is achieved by the described and shown embodiments of the present invention.

The peak combustion temperature is preferably detected by a flame temperature sensor using a small diameter fiber optic cable or a larger diameter transparent insulator 3072, as shown in FIG. 10. According to some embodiments, the insulator 3072 is provided with heat-resistant and wear-resistant coatings, such as sapphire or diamond coating, on the surface facing the combustion chamber made of high-temperature polymer or quartz, sapphire, or glass in case of performing combined functions in the nozzle, including a light guide transmitting the radiation emitted during combustion to the sensor 3062D of the controllers 3043 and / or 3432, as shown in the drawing. Controller 3043, for example, monitors a wireless signal from sensors 3062D located in each combustion chamber to adaptively control fuel injection and / or synchronize spark ignition to prevent the formation of nitric oxide or other nitric oxides.

In some embodiments, it is preferable to use an injection molded insulating polymer with a through hole 3064 in a light guide 3072 for a high voltage contact 3068 that protects and seals said contact 3068, a nozzle 3070, and a controller 3062 located adjacent to the sensors 3062D and 3062P, and in which insulating socket 3066, as shown in the drawing. According to other embodiments, it is preferable to use the same insulator to form another insulating socket 3066, similar to the socket 3050, located adjacent but lower and in a rotated position relative to the socket 3050, to protect electrical connections to the controller 3062.

In some embodiments, in high speed engines as well as in single or single cylinder engines, it may be preferable to use a solid state controller 3062, as shown in FIG. 10, to provide optical tracking of processes in the combustion chamber. It is also preferable to use at least one pressure sensor 3062P on the surface of the controller 3062 at a location similar to or adjacent to the sensor 3062D to generate a signal proportional to the pressure in the combustion chamber. In some embodiments, the pressure sensor 3062P monitors and compares the characteristics of the intake, compression, exhaust, and energy in the combustion chamber and forms a comparative basis for adaptively controlling fuel injection and the ignition timing, as shown in the drawing.

According to one embodiment, the control of fuel metering and ignition is provided by adjusting the length of the on-time period by means of a camshaft 3212, as shown in FIG. 9, for the engine to idle. According to some embodiments, the cam may be located at a distance from the valve member 3106 and act upon it via a pusher, such as a pusher 3112, and / or rocker arm to further adapt, if necessary, to modified application conditions, as well as to specific engine configurations of new designs. The increased engine speed and power generation are provided by increasing the “retention” time of the plunger 3116, the plunger 3112 and the ball 3106 by flowing a weak electric current in the ring winding 3126 to increase the fuel supply time interval after the initial passage of the rotating camshaft 3212. Thus, it can be formed combined mechanical and electromechanical system operating in the full range of desired engine speeds and powers.

According to the present invention, ignition can be initiated by various means, including the Hall effect, piezoelectric crystalline deformation, photo-optical or magnetic resistance, or other proximity sensors that detect a 3212 camshaft or other synchronously acting means and methods, such as counting gear teeth or using optical, magnetic , capacitive, inductive, magnetoelectric or other electrical effects that cause a change in signal when moving the plunger 3116 inside the sleeve 3124 and the ring winding 3126. After generating the indicated plunger movement signal, it is preferable to use a computer 3072 or a separate computing unit for the engine, such as 3220 or 3062, to provide adaptive fuel injection and ignition timing to optimize at least one the desired result selected from increased energy production, improved fuel economy, reduced nitric oxide formation and easier engine starting with minimal otrebleniem starter energy, or in order to reverse the motor direction for eliminating the need for reverse gear in the transmission.

The present invention solves the problem of fuel waste that occurs when the valve controlling the dosage of fuel is located at a distance from the combustion chamber. This problem consists in continuing the flow of fuel after closing the control valve and results in the supply of fuel when it cannot be ignited during the optimal time interval, the most preferred in the operating cycle. This portion of the fuel is wasted and causes a deterioration in the performance of the engine and the exhaust system, especially if the fuel continues to leak during the exhaust stroke. To overcome this difficult task of delivering sufficient volumes of gaseous fuel without leakage and seepage at a point in time when the specified fuel cannot be optimally used, it is preferable to use nozzles 3028, 3029 or 3029 as the delivery end point for quick and accurate injection of fuel into the combustion chambers internal combustion engines that power the system shown in FIG. 14, local engines or engines for vehicles that are powered by fuel delivered according to the present invention.

Fuel for combustion is delivered to the nozzle as shown in FIG. 10 using an appropriate pressure matched by inlet 3042. At a point in time suitable for injecting fuel into the combustion chamber of a modified diesel engine or spark ignition engine, a solenoid actuator assembly 3043, 3044, 3046, 3048 and 3054 is used. The ferromagnetic actuator 3048 moves in response to the electromagnetic force generated by applying a voltage to the contact 3052 located in the insulating receptacle 3050 that causes an electric current in the ring windings of the insulated conductor 3046, as a result of which the actuator 3048 moves toward the pole portion of the solenoid core, as shown in drawing.

The actuator 3048 moves relatively freely towards the pole portion of the electromagnet, as shown in the drawing, past the currently stationary dielectric fiber optic cable 3060. After receiving a significant pulse, the actuator 3048 hits the ball 3035 located inside the spring, as shown in the drawing. The ball 3035 is connected to a dielectric fiber optic cable 3060 extending inside the spring 3036. Such a rapid application of a much greater force due to the transmission of a pulse than can be applied by a direct acting solenoid valve causes a relatively small inertia of the normally closed valve element 3074 when it rises sharply from upper valve seat 3090, as shown in FIG. 10.

In FIG. 10 shows a longitudinal section through an assembly according to an embodiment which is controlled in accordance with an embodiment of the invention. In FIG. 11 shows an end view of the flattened elastic tube 3094 of the assembly shown in FIG. 10, made in accordance with an embodiment of the invention. In FIG. 12 shows an embodiment of a nozzle that is controlled in accordance with the principles of the present invention. In FIG. 13 is an enlarged end view of the flattened tube shown in FIG. 10. According to another embodiment of the multi-fuel nozzle 3029 ′, the selected fuel is delivered at a predetermined point in time for injection into the flattened elastic tube 3094, which is usually flat and inflated with the fuel that enters it and gives the said tube a rounded shape to reduce resistance to flow flowing into combustion chamber, as shown in FIG. 10 and 11. After completion of such directed flow of fuel into the combustion chamber, the flattened elastic tube 3094 is compressed to substantially zero dead volume in the closed position and thus effectively acts as a shutoff valve preventing the backward flow of pressurized gases from the combustion chamber . Fiber optic cable 3060 passes through the control valve 3074 'below the magnetic seat 3090 to track events in the combustion chamber when fuel passes through the flattened tube 3094 to the central convergence point of the slots 3088, as shown in the drawing, or according to another embodiment for passing as 3096 through the central hole from the group of holes located at predetermined angles, which can also serve to distribute fuel for the desired combustion of a stratified charge. (This additional specific view is not shown).

In FIG. 10 shows a profile of a flattened elastic tube 3094 that is flat between fuel injections to effectively act as a shutter valve preventing gases from escaping from the combustion chamber between fuel injections. In FIG. 13 shows enlarged end views of a tube in a flattened form and a tube blown up by fuel to a circular shape, which alternately serves as a normally closed shutter valve and an open channel for delivering fuel to the combustion chamber. Suitable elastic polymers that can be used as the fabrication material for flattened elastic tube 3094 include polytetrafluoroethylene, ethylenetetrafluoroethylene, perfluorinated copolymer, polyetheretherketone, and fluoropolymer suitable for a wide range of operating temperatures from -251 ° C to 215 ° C (from -420 ° F to + 420 ° F). It is assumed that such flat / round tubes when transferring fuel elastically inflate to approximately the size of the channel 3092 and compress, occupying a minimum space in the intervals between injections of portions of fuel. Thus, the flattened tube shown in FIG. 13 may take a crescent, woven, curved and / or corrugated shape in accordance with the dimensions and geometry of the channel 3092. The synergistic advantages are in cooling the tube 3094 with the flowing fuel from the heat exchanger, as shown in FIG. 14, which helps to increase the life of the elastic tube 3094.

In use, since the flattened elastic tube 3094 is compressed after bursts of injected fuel, the combustion products pass through the slots 3088 and 3089 inward and fill the space left between the walls of the channel 3092 of the nozzle 3072 and the flattened tube, as shown in the end view shown in FIG. 13. In adiabatic engines and engines having very high characteristics, this design facilitates the transfer of a large amount of heat to the specified flat tube and thus to the fuel that cyclically passes through it. In such cases, a particular advantage is the possibility of heating the dense chilled or supercooled fuel flowing in the tube. This unique design also provides cooling of the upper regions of the nozzle assembly, accompanied by heat transfer to the fuel to increase the vapor phase pressure and / or to initiate phase transitions immediately before injection and ignition in the combustion chamber. Thus, the elastic tube 3094 can additionally serve as a cyclic heat exchanger for improved operation with various types of fuel and its conditions of use, which vary widely.

In cases where it is necessary to start a cold engine and work on fuel liquids with low vapor pressure, such as methanol, ethanol, diesel fuel or gasoline, the nozzle 3028 or 3029 performs very quickly repeating cycles of opening and closing the control valve 3074 and thereby provides fuel in a new way, which provides an extremely large specific surface area (surface per unit volume). When the control valve acts in duty cycles, such as 0.0002 seconds in the open position and 0.0001 seconds in the closed position, which are achieved by the shock opening action of the armature 3048 on the cable or rod 3060 and ball 3074 having a very low inertia, fuel is injected from slots 3088 and 3089, as shown in FIG. 4 and 5, in the form of a structured sequence of rarefied and condensed waves, as shown in FIG. 2, 3A, 3B, 3C and 3D. This approach provides reliable spark ignition, accompanied by a high rate of combustion of thin, high specific surface areas of the fuel layers, resulting in total total injection cycles of from about 0.001 seconds at idle to about 0.012 seconds during engine acceleration. Such structured plane waves of films of fuel injected from slots 3088 provide significantly later injection and more reliable ignition compared to traditional methods of forming air-fuel mixtures in the form of a homogeneous mixture charge or compromise air-fuel mixtures in the form of a stratified charge by repulsion or rebounding from surfaces combustion chambers, as required for the normal operation of a separate fuel injector in combination with a spark plug.

Adaptive synchronization of spark ignition with each wave of injected fuel provides significantly improved control of the peak combustion temperature. In using the mixture initially enriched in fuel during combustion, the fuel film is primarily burned, accompanied by the transition of the expanding combustion front to the region of excess air that surrounds the burning stratified charge, resulting in the combustion of remote areas enriched in air, and thus reliable complete combustion without exceeding a peak combustion temperature of 2204 ° C (4000 ° F), and thus without the formation of nitrogen oxides.

The combination of the described embodiments provides a method and a reliable energy conversion process comprising the steps of storing at least one fuel substance in a tank, transferring such fuel and / or thermal, thermochemical or electrochemical derivatives of such fuel to a device that essentially divides the actuator a valve, such as an actuator 3048, from a control valve 3074 located on the boundary surface of the engine combustion chamber to control the decree fuel or its derivatives by means of an electrically insulated cable and thereby essentially to prevent leakage of fuel at arbitrary points in time into the combustion chamber of the engine. This combination provides the effective use of virtually any gaseous, vaporous, liquid or condensed fuel, regardless of the specific energy consumption of the fuel, viscosity, or octane or cetane numbers. The supply of sufficient electric potential to or through a valve 3074 located adjacent to the combustion chamber provides adaptive plasma or spark ignition of the injected fuel at exact times and thus optimizes engine performance.

According to aspects of the present invention, a multi-fuel injection and ignition system for energy conversion can be applied to mobile and stationary engines. Hybrid vehicles and distributed energy systems are particularly representative examples of such applications. In cases where it is necessary to obtain maximum power from the engine 3430, it is preferable to use hydrogen, if such can be supplied from the fuel tank 3404, or hydrogen-containing fuel made according to the embodiment 236, which is then cooled in the device 3426 according to the embodiment, and / or by mixing with the cooled starting fuel from the fuel tank 3404, and stratified charge is injected during the compression stroke in the engine 30 to cool the non-throttle charge of air to decrease reverse operation due to work of compression, with the adaptive synchronization ignition timing to accelerate the combustion of hydrogen or hydrogen-containing fuel and thus maximize brake mean effective pressure (BMEP).

In cases where it is necessary to minimize nitrogen oxides, it is preferable to use hydrogen or hydrogen-containing fuel and adaptively control the injection timing and the ignition timing to achieve maximum braking average effective pressure without exceeding the peak temperature in the combustion chamber of 2204 ° C (4000 ° F). In cases where it is necessary to ensure the quietest operation of the engine, it is preferable to monitor working noise using at least one acoustic sensor, such as a 3417 sensor located next to the exhaust manifold and the exhaust pipe, and adaptive regulation of the fuel injection timing and ignition timing with The goal is to minimize noise with acoustic wavelengths perceived by the human ear. In cases where it is necessary to ensure the maximum engine life, it is preferable to adaptively control the synchronization of fuel injection and the ignition timing in order to achieve maximum braking average effective pressure with minimal heat transfer to the surfaces of the combustion chamber.

In FIG. 12 is a partial view of a typical engine block and components of the head and nozzle 3328, which operate according to the described embodiments 3028, 3029 or 3029 ′, with a corresponding fuel valve actuator located in the upper insulated part 3340 and electrically isolated from the fuel control valve located adjacent with a combustion chamber in which the stratified fuel charge injection pattern 3326 is asymmetric, as shown in the drawing, to implement the geo etrii combustor. Such asymmetric fuel distribution patterns are preferably formed by using suitably large fuel supply channels, such as wide gaps in portions of the slots 3088 and 3089 shown in FIG. 4, 5, 6, 7, and 10, to increase the penetration of fuel entering the combustion chamber along the corresponding rays of fuel penetration according to pattern 3326, as shown in the drawing, for optimized use of air as a combustion agent and insulating excess air surrounding the combustion region , to minimize the loss of heat exhausting to the components of the piston head, including the intake or exhaust valve 3322, or to the engine block, including a cooler in the channels, as shown in the drawing.

In cases where it is necessary to maximize the yield of nitrogen oxides for medical, industrial, chemical and synthetic and agricultural applications, it is preferable to maximize the combustion temperature of the stratified charge and to operate pistons at high speeds for the rapid formation and release of nitrogen oxides formed in the combustion chamber. In this case, the combined production of the necessary chemical elements and the efficient generation of motor energy for generating electricity, traction and / or for other applications using power on the motor shaft are provided. A system combining work as described above and shown in FIG. 4, 6, 8, 9, 10, and 12, is particularly effective in providing these new results and benefits.

In FIG. 14 is a schematic sectional view of some components of a system 3402 made in accordance with an embodiment of the invention. In particular, in FIG. 14 shows a system 3402 whereby fuel options with wide temperature, specific energy, vapor pressure, combustion rate, and air demand requirements are reliably stored and are interchangeably used for injection and ignition in the combustion chamber. System 3402 may include a fuel tank 3404 having an impervious and chemically compatible fuel liner 3406 that is wrapped with a sufficient amount of reinforcing fiber and can withstand a test pressure of at least 7000 atmospheres and a cyclic operating pressure of at least 3000 atmospheres required to store gases and / or vapor of liquids having a density of chilled vapors, liquids or solids.

As further shown in FIG. 14, the regulator 3412 can deliver fuel to the fuel cell 3437 via a control valve 3439. According to one embodiment, the fuel cell 3437 may be a reversible fuel cell configured to produce hydrogen from a feedstock such as water, and may be of any suitable type, including low temperature and high temperature fuel cells, as well as fuel cells with various types of electrolyte. According to the present embodiments, the fuel stored in the fuel tank 3404 can be converted to atomized fuel, which is more suitable for more efficient conversion in the fuel cell 3437 compared to a system that produces such a preferred atomized fuel by conventional methods. Thus, the combination of such components and operations provides extremely effective hybridization and convenience in achieving high efficiency and functionality.

According to one embodiment, the fuel tank 3404 can be quickly filled with fuel flowing through various valves, for example, a filler neck 3410, a first four-way valve 3411 and a second four-way valve 3414, as shown in FIG. 14. The reflective dielectric layers 3416 and the sealing layer 3418 provide thermal insulation and support for the pressure unit, the design of which is designed to support and protect the storage system with minimal heat transfer to or from storage 3406, as shown in the drawing. According to aspects of an embodiment, the dielectric layers 3416 and the sealing layer 3418 may be coated with reflective metals. For example, transparent films of glass or polymers on one side can be coated with a very thin layer of reflective metals, such as aluminum or silver, to provide reflection of radiant energy and reduce thermal conductivity. According to further embodiments, the dielectric materials themselves can provide reflection due to the difference in refractive indices between the materials selected for the alternating layers.

According to additional aspects of the present invention, the time period necessary for the substantial use of the most cooled fuel stored in the pressure unit can be taken into account. For example, the selected effective heat-conducting path length and the number of reflective insulation layers 3416 can provide sufficient heat transfer blocking to minimize or prevent moisture, condensation and ice formation on the seal surface 3418. Accordingly, the fuel tank 3404 can be suitably improved for storage under pressure as low temperature solids and liquids, and vapors, which under pressure turn into a liquid with a very large specific energy-intensive Tew at ambient temperature. Similarly, assembly 3404 can be filled with fluids, such as chilled with ethane and propane, without the risk of an increase in pressure that occurs if the fuel tank is heated to ambient temperature.

According to additional aspects of the present invention, fuel tank 3404 can also provide safe storage of solids, such as clots of supercooled solid hydrogen in low temperature liquid hydrogen and supercooled solid methane in low temperature liquid hydrogen or methane. The melting of such solids and the formation of liquids from them, followed by heating of such liquids to form a vapor, is preferable under safe conditions of storage of the pressure unit, while the formation of ice on the surface 3418 and the resulting damage to the components are prevented by the heat-insulating system 3416 and the sealing layer 3418.

According to additional aspects of the present invention, liquid fuels suitable for transfer to and storage in fuel tank 3404 include low temperature hydrogen and / or methane. It may be convenient to use filling the fuel tank 3404 with ethane, propane, butane, methanol or ethanol and storing the indicated types of fuel in it. In addition, gasoline or clean diesel fuel can also be stored in the fuel tank 3404 after appropriate treatment of the fuel tank 3404 with at least two fuel tanks of ethanol or methanol before the tank is filled again with low temperature fuel. Accordingly, it provides convenient storage of a wide range of the most preferred types of fuel with pollution prevention and low costs. According to aspects of the present invention, the use of hydrogen in urban areas is contemplated to prevent air pollution in the interchangeable use of renewable gaseous mixtures of hydrogen and carbon monoxide, methanol, ethanol, ethane or propane. This provides an opportunity and facilitates competition for farmers and entrepreneurs manufacturing and selling various types of fuels to meet the needs of vehicle owners and suppliers of combined energy, which carry out long-term storage of various types of fuel and / or low-cost types of fuel.

As shown in FIG. 14, when opening / closing valve 3414, fuel is drawn from the bottom of the fuel tank 3404 using a strainer 3420 or from the top of the specified fuel tank using a strainer 3422 in accordance with the selected fuel flow path, as shown in the drawing. In cases where the fuel tank retaining pressure units are operated under harsh conditions, the fuel contained in the tank is kept safe thanks to cladding 3406 and integrated fittings. According to aspects of the present invention, the outer jacket assembly, made in the form of a dielectric layer 3416 and a sealing layer 3418, minimizes radiative, conductive and convection heat transfer, increases the fire resistance class in reflected radiation, isolates from all forms of heat reception and dissipates its own heat for a significantly longer time compared to traditional fuel tanks.

According to additional embodiments, in the case of extended contact with fire, the temperature of the pressure unit or the storage pressure can ultimately reach the level at which pressure release is required. At the point at which the temperature and / or pressure has risen to an appropriate percentage of the maximum allowable storage level, an integrated pressure sensor 3431 and a temperature sensor 3433 are used that transmit information via a wireless, fiber optic or wired connection to the black box controller 3432, which signals the four-way valve 3414 about the need for priority transfer of additional fuel to the engine 3430, as shown in the drawing. If the 3430 motor is not currently operational, the 3432 controller will query its status to determine the safety of immediately starting the engine with or without load. In use, the engine 3430 can be started and / or put into operation at a sufficient fuel consumption rate to prevent exceeding a threshold pressure or threshold temperature in a fuel tank assembly 3404.

As shown in FIG. 14, the system 3402 comprises an atomizer 3428 for facilitating quick automatic starting of the engine 3430 and, in contrast to the preferred normal mode of operation with high performance, a change in injection and an ignition timing, can set the mode of operation of the engine with low fuel economy to effect a homogeneous charge of the fuel mixture and significant back work. According to aspects of this embodiment, in this mode, fuel can be consumed much faster than in a mode with highly efficient stratified charge combustion with adaptive control of fuel injection and ignition timing to optimize thermal efficiency. According to the present invention, the nozzle device 3428 also facilitates the operation of the engine during an abnormal restriction of the air supply to the engine 3430 (“throttled air inlet”) to form an intake vacuum, as a result of which the fuel supply system significantly reduces the pressure and thereby allows vaporization in the tank 3404 or sucks off fuel vapors and thus causes evaporative cooling of the fuel if it is necessary to compensate for a significant increase in heat due to prolonged operation fire to the fuel tank 3404. Such methods for the beneficial use of fuel from the fuel tank 3404 instead of releasing fuel into the atmosphere to reduce pressure during contact with fire are more preferable since engine power can be used in water pump installations while cooling the fuel tank and extinguishing the fire or providing traction to exit the fire zone. This mode of safe resource management to eliminate the danger is most suitable for stationary power plants and for vehicles of emergency services, in particular forest and civil fire services.

If such precautions are not sufficient to prevent overpressure or temperature in the fuel tank 3404, the additional fuel is discharged by pressure relief means located in the valve 3414 into the air using a safe outlet pipe 3434, as shown in the drawing. The safe exhaust pipe 3434 preferably exits into a safe zone 3465 intended for exhausting hot gases, such as a chimney or exhaust pipe of a vehicle, and thereby prevents damage to a person or property.

As further shown in FIG. 14, it is preferable to use hydrogen from the accumulator 3419 by means of a regulator or a regulator-like device for supplying treated fuel as a buffer gas to rotary equipment such as electric power generators and a 3430 engine, in order to remove heat generated by said rotary equipment and to reduce losses from due to air resistance and frictional losses. It was found that the purity of such hydrogen is not a critical factor, and a substantial amount of methane, carbon monoxide, etc. may be present. without harm to rotating equipment, and that as a result of such use, the efficiency and energy conversion performance can be significantly increased. Thus, virtually any starting fuel that contains hydrogen or reacts with a hydrogen-containing compound, such as water, with the subsequent production of hydrogen, can be converted according to embodiments of the present invention to cool hydrogen and reduce losses of air resistance in generators and increase efficiency and safety of internal combustion engines. The embodiments shown in FIG. 14, along with devices 3028, 3029, 3100, 3200 and 3029 ′, provide hydrogen having a low specific energy consumption as an excellent heat transfer medium and as a preferred fuel for a 3437 fuel cell and a 3430 engine.

A particularly important application is the use of such hydrogen to reduce the operating temperature in the windings of rotating electric generators to increase their efficiency and energy conversion performance. After heating, when passing through such rotating equipment, hydrogen can be directed to the crankcase of the piston engine and then to the nozzles and / or valve assembly 3200 of such engines for use as fuel. This improves the efficiency of combined generation applications and increases the performance of the resulting system. Filling the crankcase 3455 of a piston engine with a hydrogen atmosphere increases operational safety due to the fact that a combustible mixture of air and hydrogen cannot form in the crankcase to maintain inadvertent ignition. Such a low viscosity atmosphere synergistically reduces air resistance and frictional losses in the relative movement of engine components. It also significantly increases the life of lubricants by eliminating undesirable oxidative reactions between oxygen and oil films and droplets that form in the crankcase. Maintaining a dry hydrogen atmosphere in the crankcase, the temperature of which is higher than the temperature of evaporation of water, provides an additional advantage consisting in the removal of water and the prevention of corrosion of bearings and O-rings, etc., due to the presence of electrolytic water.

Such hydration with hydrogen in conjunction with the removal of water from the crankcase is extremely preferred for serving the proton exchange membrane (PEM) in fuel cells such as 3437, in particular in hybrid applications. This provides extremely flexible and efficient operation of systems based on the embodiments of the present invention shown in FIG. 14, which are in great demand in the range of output powers from a few kilowatts, like the 3437 fuel cell, to several megawatts when combining the specified motor generator with such a fuel cell to meet demand changing due to daily fluctuations, needs caused by seasonal changes in weather , or due to technological requirements.

During normal operation, under conditions of starting a cold engine with cold fuel in a fuel tank 3404, fuel vapors are removed from the top of the fuel tank 3404 through a strainer 3422, a multi-way valve 3414, and fed through an insulated pipe 3425 to the nozzle device 3428 for injection and ignition followed by combustion of a stratified charge and rapid heating of excess air in all combustion chambers of the engine 3430, which perform a working cycle. If it is necessary to obtain a higher power than the stable current flow rate of the fuel vapors supplied from the upper part of the fuel tank 3404, liquid fuel is taken from the lower part of the fuel tank 3404 through a strainer 3420 and delivered to the nozzle device 3428. According to aspects of the present invention after warming up the engine, the heat of the exhaust can be used to increase the pressure and evaporate the liquid fuel in the heat exchanger 3436. According to other additional aspects of the present invention The heat exchanger 3436 may comprise at least one built-in suitable catalyst for generating new atomized fuel from liquid fuel, steam, or gaseous fuel components.

According to the present invention and depending on the chemical composition of the fuel housed in the fuel tank 3404, the heat exchanger 3436 can form various types of hydrogen-containing fuel to improve the operation of the engine 3430. For example, wet methanol can be evaporated and dissociated by adding heat to produce hydrogen and carbon monoxide, such as shown in Equality 1:

Expression 1

2CH ₃ OH + H ₂ O + HEAT -> 5H ₂ + CO + CO ₂ .

As shown in Equality 2, the endothermic conversion of inexpensive wet ethanol can be provided by heat and / or the addition of an oxygen donor such as water:

Expression 2

C ₂ H ₅ OH + H ₂ O + HEAT -> 4H ₂ + 2CO

Accordingly, this embodiment provides the use of alcohols made from biomass in much cheaper ways in which a substantial amount of water remains mixed with alcohol, since it is made by destructive distillation, synthesis of carbon monoxide and hydrogen and / or fermentation and distillation. In use, this provides a more preferable energy saving, since the production of moisture-containing alcohol requires less energy and less expensive production equipment than for the production of pure alcohol. Without theoretical details, the process and system described here further facilitate the use of exhaust heat from the engine to endothermally produce hydrogen and carbon monoxide fuel derivatives and produce up to 25% more combustion energy compared to pure alcohol. Additional benefits can be obtained through improved characteristics of faster and cleaner combustion provided by hydrogen. Accordingly, the use of a nozzle device 3428 for dosing and igniting hydrogen-containing fuel derivatives such as stratified charge in non-throttle air can increase the overall fuel economy by more than 40% compared with the combustion of a homogeneous charge of a fuel mixture based on pure alcohol or alcohols.

According to other further embodiments, the water for the endothermic reactions shown in Equals 1 and 2 can be removed from the auxiliary storage water tank 3409 and / or taken from the exhaust stream and added to the additional tank 3409, or obtained by pre-mixing the water and, in if necessary, a solubility stabilizer with the fuel stored in the fuel tank 3404 and / or can be collected from atmospheric condensate in the channel 3423 for air flow passing over the surface of the heat exchanger a 3426. As shown in FIG. 14, a pump 3415 delivers water through a shutter valve 3407 to a heat exchange reactor 3436 at a rate proportional to fuel consumption through a valve 3411 and a shutter valve 3407 to maintain stoichiometric conversion reactions.

Fuel alcohols, such as ethanol, methanol, isopropyl alcohol, and the like, dissolve in water in stoichiometric proportions and form much more hydrogen upon endothermic conversion, as generally shown and summarized in Equations 1 and 2. This makes it possible the manufacture of large quantities of cheap fuel for preferred use, for example, on farms and other small enterprises. Cost savings occur, among other things, by reducing energy for refining to remove water and transportation from remote processing plants.

When any hydrocarbon, hydrogen, or hydrogen-containing fuel is burned in an engine 3430, water forms in the engine exhaust. According to aspects of the present invention, a significant portion of such water in the exhaust stream can be recovered by, for example, a riser 3405 after cooling the exhaust gas to a temperature below the dew point. In one embodiment, the counterflow heat exchanger / reactor 3436 provides most of the heat, if not all of the heat needed for the endothermic reactions described in Equations 1 and 2, and substantially cools the exhaust. Depending on the countercurrent flow rates and surface area, the exhaust gases can be cooled to a temperature close to the storage temperature of the fuel. This easily provides condensation of water, and in numerous additional new embodiments, the present invention using this application can be combined with fuel storage processes and / or for using exhaust heat to power additional energy generation cycles, and / or in combination with hybrid engines, electrolyzers, reversible fuel cells, and / or to collect water, as described in US patent No. 6756140; 6155212; 6015065; 6,446,597; 6503584; 5343699; 5394852 and in any unconditional patent application claiming priority over pending preliminary patent application No. 60/551219, which are incorporated by reference in their entirety into the present application.

In cases where there is insufficient heat or the temperature required for the endothermic conversion reactions in the reactor 3436 is not reached, the pump 3403 can supply oxygen-enriched exhaust gases to the reactor 3436, as shown in FIG. 14. The use of a pump according to this embodiment facilitates the combination of exothermic reactions between oxygen and the atomized fuel present to produce carbon monoxide and / or carbon dioxide along with hydrogen along with endothermic conversion reactions, which is facilitated by additional heat transfer. In the traditional use of the reaction products, undesired by-products such as nitrogen are generated in the 3436 reactor, however, the nozzle device 3428 is capable of injecting and rapidly delivering large volumes of gas to the combustion chamber at or near top dead center, or during a working cycle and under conditions that do not impair the volumetric or thermal efficiency of the 3430 engine.

Thus, hydrogen containing fuel is stored in the fuel tank 3404 in any of the following conditions, including low temperature condensed fuel, low temperature liquid, cold vapor under pressure, adsorbed material, supercritical fluid at ambient temperature and fluid at ambient temperature, with the addition of heat from engine exhaust and from a transformed fuel substance with an elevated temperature, including hot vapors, new chemicals, and mixtures of new chemicals with hot Arami injected into the engine combustion chamber and ignited therein. Sufficient heat can also be extracted from the exhaust gases of engine 3430 to significantly condense the water, which is preferably collected for use in endothermic reactions in the higher temperature regions of the hydrogen-containing fuel reactor 3436 to produce hydrogen, as shown in the drawing. Equality 3 shows the generation of heat and water from the combustion of hydrocarbon fuels such as methane:

Expression 3

CH ₄ + 3O ₂ -> CO ₂ + 2H ₂ O

Equality 4 shows the general process for the conversion of hydrocarbons, such as methane, ethane, propane, butane, octane, gasoline, diesel, and other fuels having heavier molecules with water to form mixtures of hydrogen and carbon monoxide:

Expression 4

C _x H _y + XH ₂ O + HEAT -> (0,5Y + X) H ₂ + XCO

Equations 3, 5 and 6 show that the amount of water obtained after the combustion of a hydrocarbon, such as methane, is two or three times more than is necessary to convert methane to a more preferred hydrogen-containing fuel:

Expression 5

CH ₄ + H ₂ O + HEAT -> 3H ₂ + CO

Equality 6 shows the advantage of converting a hydrocarbon such as methane and burning the resulting atomized fuel from Equality 5 to produce gases that expand more during the working cycle in the combustion chamber, along with the production of more water for the conversion reaction in reactor 3436.

Expression 6

3H ₂ + CO + 2O ₂ -> 3H ₂ O + CO ₂

Accordingly, the methane-water conversion reaction for the manufacture and combustion of generator gas (hydrogen and carbon monoxide) provides greater combustion energy and about three times more water than is necessary for the endothermic conversion of methane in a 3436 reactor. Thus, in a vehicle or stationary installation according to the present invention, along with the water condensed in the heat exchanger 3426, a sufficient amount of water can be collected. The collection of water reduces its own weight, because in the 3430 engine, the majority of the water used in the 3436 reactor is obtained from the combustion of oxygen in the air with hydrogen or hydrogen-containing fuel. Thus, each gram of hydrogen combines with eight grams of atmospheric oxygen to produce nine grams of water collected from the exhaust of an 3430 engine.

According to other further embodiments, suitably treated water can be used to control at least one electrolysis process at high or low temperatures, which can be achieved by heat exchange with an engine 3430 or cold fuel from a fuel tank 3404 to support regeneration operations in hybrid vehicles means and / or load balancing operations along with catalytic reactions in the heat exchanger 3436. This embodiment improves bschey energy efficiency resulting from the synergistic combinations described in this application, and is further preferable because such an ample supply of pure water does not require bulky and require frequent maintenance reverse osmosis distillation system or other costly and energy-consuming equipment.

Other advantages provided by hydrogen-containing fuels made according to the present invention are as follows:

Hydrogen burns 7-10 times faster than methane and similar hydrocarbons, which allows you to set the ignition timing much later compared to the original hydrocarbon fuels, and also helps to prevent significant reverse work and heat losses that can be caused by ignition in the early moments of cycles compression.

Hydrogen and carbon monoxide produced as a result of endothermic conversion reactions during combustion increase heat production by up to 25% compared to the original hydrocarbon fuel. This effect takes place due to the thermodynamic contribution of endothermic heat during the formation of hydrogen and carbon monoxide from the initial hydrocarbon. This method is particularly preferred for utilizing waste heat from a water jacket of an engine or air cooling system along with a higher amount of heat from an exhaust system, as shown in the drawing.

Hydrogen burns very cleanly, reliably provides an extremely fast propagation of the flame front and in an environment of excess air provides complete combustion of any hydrocarbons resulting from the conversion reaction, which become additional components of hydrogen-containing air-fuel mixtures.

The rapid combustion of hydrogen and / or other atomized fuel in the presence of water vapor, which is delivered by the nozzle device 3428, quickly heats such vapors to expand the isolated stratified charge and to perform work in the combustion chamber with much greater productivity compared to methods for expanding a homogeneous charge based on water couple.

Rapid heating of water vapor along with the production of water vapor during combustion significantly reduces the content of nitrogen oxides by lowering the peak temperature of the combustion products and the synergistic reaction of such reactive water vapor with nitrogen oxides to significantly reduce the final yield and presence of nitrogen oxides in the exhaust gases.

The rapid ignition and heating by rapid combustion of hydrogen-containing oxidized fuel, thanks to the unique design of the 3428 nozzle device, provides more time in the combustion chamber for preferred synergistic reactions, which completely oxidize all fuel components and reduce the content of nitrogen oxides in the exhaust stream.

In FIG. 15A-15D successively show the results of stratified charge combustion using an actuator for activating a valve, such as the generally described piezoelectric or electromagnetic armature, which is located at the top of nozzle device 3428 and is electrically isolated from control valve 3584 but mechanically coupled to the control a valve 3584 located at the boundary surface of the combustion chamber, as shown in the drawing. In this case, the flow control element 3584 serves as a movable control valve, which is biased towards the combustion chamber to inject fuel and moves upward to a normally closed position to serve as a shutter valve to withstand the pressure of the combustion gases. Ignition of the injected fuel occurs, the plasma discharge spreads under the action of an electric potential applied between the head or engine block grounded to the housing and the insulated control valve assembly 3584, as shown in the drawing.

Dielectric Features of Injectors / Glow Plugs

In FIG. 16 is a partial sectional side view of a nozzle 410 made in accordance with an embodiment of the invention. The nozzle 410 shown in FIG. 16 illustrates some features of dielectric materials that may be used according to some embodiments of the invention. The nozzle 410 shown in the drawing contains some features that may be at least substantially similar in structure and function to the corresponding features of the nozzles described above and shown in FIG. 1-3D. For example, the nozzle 410 includes a housing 412 that has a nozzle portion 418 extending from the middle portion 416. The nozzle portion 418 extends into an opening or inlet channel 409 formed in the head of the engine 407. Various engines, such as diesel engines, have inlet channels 409 s very small diameters (for example, approximately 7.09 mm or 0.279 inches in diameter). Such small sizes hardly provide sufficient insulation for the spark or plasma ignition of atomized fuels, which are assumed in the present invention (for example, fuels whose energy density is approximately 3000 times lower than that of diesel fuel). However, as described in detail below, the nozzles of the present invention have bodies 412 with dielectric or insulating materials that provide sufficient electrical insulation to produce high voltage (e.g. 60,000 V) wire and / or ignition (e.g., spark or plasma ignition) at very short distances . These dielectric or insulating materials are also resistant and protected against oxidation or other degradation due to cyclical contact with high-temperature high-pressure gases generated during fuel combustion. In addition, as described in detail below, these dielectric materials can be configured to incorporate optical or electrical communication channels from the combustion chamber to the sensor, such as a converter, meter, filter, amplifier, controller, and / or computer. In addition, the insulating materials can be rigidly connected or integrated at the location of the seal with the metal main part 414 of the housing 412.

Features of spiral dielectric winding

According to one embodiment of the housing 412 of the nozzle 410 shown in FIG. 16, dielectric materials comprising a middle portion 416 and / or nozzle portion 418 of nozzle 410 are shown in FIG. 17A and 17B. More specifically, in FIG. 17A is a side view of an insulator or dielectric housing 512, and FIG. 17B is a cross-sectional side view essentially along lines 17B-17B shown in FIG. 17A. Although the housing 512 shown in FIG. 17A is generally cylindrical in shape; according to other embodiments, the housing 512 may have other shapes, including, for example, nozzle portions extending from the housing 512 towards the boundary surface 531 of the combustion chamber. As shown in FIG. 17A and 17B, in the shown embodiment, the dielectric body 512 has a spiral or wound bottom layer 528. According to some embodiments, the bottom layer 528 may be made of artificial or natural mica (for example, sheet mica without microchannels). However, according to other embodiments, the lower layer 528 may be made of other materials providing sufficient dielectric strength with a relatively small thickness. In the shown embodiment, at least one side of the lower layer 528 is coated with a relatively thin dielectric coating layer 530. The coating layer 530 may be made of a high temperature, high purity polymer such as NXT Teflon, TFM dyneon, Parylene HT, polyethersulfone and / or polyetheretherketone. However, according to other embodiments, the cover layer 530 may be made of other materials suitable for correspondingly sealing the bottom layer 528.

The lower layer 528 and the covering layer 530 can have a tight spiral winding that forms a tube and thus forms consecutive layers of sheets of the combined lower layer 528 and the covering layer 530. According to some embodiments, these layers can be wound together with suitable adhesives (for example, ceramic cement) . In other embodiments, these layers may be impregnated with polymer, glass, fine silica, or other suitable materials to wrap the body 512 in the form of a tightly wound tube. In addition, the sheets or layers of the housing 512 may be separated by sequentially heterogeneous films. For example, the separating films between the layers of the housing 512 may include parylene N laid on top of parylene C laid on top of parylene HT, as well as film layers and / or layers separated by films of other materials, such as thin boron nitride, polyethersulfone or polyolefin, such as polyethylene, or other materials suitable for separation. Such separating films can also be formed under the influence of high temperature or pressure from fibers, for example, from fibers of single crystal sapphire. Such fibers can be made by pedestal growth using a thermal laser and subsequently coated with perfluorinated ethylene propylene (fluoropolymer) or other materials with a similar refractive index to prevent energy from leaking from the fibers into the potentially absorbing films that surround such fibers.

The coating layer 530, applied in the form of relatively thin films (e.g., from 0.1 to 0.3 mm), can provide an electrical strength of from about 2.0 KV / 0.001 inch to 4.0 KV / 0.001 (from 787.4 KV / cm to 1574.8 KV / cm) at temperatures from -30 ° C (e.g. -22 ° F) to about 230 ° C (e.g. 450 ° F). It has been found that the coating layers 530 with a larger thickness do not provide sufficient insulation to provide the necessary voltage for ignition. In particular, as shown in Table 1 below, coating layers with a greater thickness have significantly reduced dielectric strength. This reduced dielectric strength may not be sufficient to prevent an electric through arc and current leakage through the insulating body 512 at times when it is necessary to carry out ignition in the combustion chamber (for example, spark or plasma). For example, in various high compression pressure engines, such as typical diesel engines or turbocharged engines, the voltage required to initiate ignition (for example, by spark or plasma ignition) is about 60 kW or more. A traditional dielectric housing containing a tubular insulator with an effective wall thickness of only 0.04 inches (1 mm) or more, made of a traditional insulating material, provides an electrical strength of only 500 V / 0.001 inch (196.85 KV / cm) and therefore cannot withstand indicated required voltage.

Table 1
Comparison of dielectric strength of selected materials Material Dielectric Strength (kV / mil)
(films <0.06 mm or 0.002 inches thick) Dielectric Strength (kV / mil)
(films with a thickness> 1.0 mm or 0.04 inches) Teflon NXT 2.2-4.0 kV / mil
(866.14 - 1574.8 KV / cm) 0.4-0.5 kV / mil
(157.48-196.85 KV / cm) Polyimide (Kapton) 7.4 kV / mil
(2913.38 kW / cm) - Parylene (N, C, D, HT) 4.2-7.0 KV / mil (1653.54-2755.9 KV / cm) - Dineon TFM 2.5-3.0 KV / mil (984.25-1181.1 KV / cm) 0.4-0.5 kV / mil
(157.48-196.85 KV / cm) CYTOP perfluoropolymer 2.3-2.8 KV / mil (905.51-1102.36 KV / cm) - Sapphire (single crystal) 1.3 -1.4 KV / mil (511.81-551.18 KV / cm) 1.2 kV / mil (472.44 kV / cm) Mica 2.0-4.5 kV / mil
(787.4-1771.65 kW / cm) 1.4 -1.9 KV / mil (551.18-748.03 KV / cm) Boron nitride 1.6 kV / mil
(629.92 kW / cm) 1.4 kV / mil
(551.18 kW / cm) Polyetheretherketone 3.0-3.8 KV / mil (1181.1-1496.06 KV / cm) 0.3-0.5 kV / mil
(118.11-196.85 KV / cm) Polyethersulfone 4.0-4.2 KV / mil (1574.8-1653.54 KV / cm) 0.3-0.5 kV / mil
(118.11-196.85 KV / cm) Quartz Silica 1.1 -1.4 KV / mil (433.07-551.18 KV / cm) 1.1 -1.4 KV / mil (433.07-551.18 KV / cm)

[00209] An embodiment of the insulating body 512 shown in FIG. 17A and 17B, can provide an electrical strength of about 3,000 V / 0.001 in (1181.1 KV / cm) at temperatures ranging from -30 ° C (e.g. -22 ° F) to about 450 ° C (e.g. 840 ° F). In addition, the coating layers 530 can also serve as a seal for the lower layer 528, which prevents the penetration of combustion gases and / or other contaminants into the housing 512. The coating layers 530 can also provide a refractive index over a sufficiently wide range to improve the light transmission through the housing 512 for optical communication channels passing in the housing 512.

According to another feature of the illustrated embodiment, the housing 512 comprises channels 532 extending longitudinally through the housing 512 between sheets or layers of lower layers 528. According to some embodiments, the channels 532 may be conductors, for example high voltage spark ignition wires or cables. These ignition wires can be made of a metal wire that is insulated or oxidized with aluminum and thus is coated with aluminum oxide. Channels 532 extend longitudinally through the housing 512 between the respective lower layers 528 and therefore do not contribute to the passage of charge radially outwardly through the housing 512. Accordingly, the channels 532 do not violate or otherwise degrade the dielectric properties of the housing 512. In addition to supplying voltage for ignition according to some options implementations, channels 532 may also be operatively connected to at least one actuator and / or controller for controlling a pressure reducing valve for injection.

According to other embodiments, the channels 532 may be configured to transmit fuel combustion data from the combustion chamber to at least one converter, amplifier, controller, filter, processing computer, and the like. For example, channels 532 may be optical fibers or other channels formed from optical layers or fibers, such as silica, aluminum fluoride, ZBLAN fluoride, glass and / or polymers, and / or other materials suitable for transmitting data through a nozzle. In other embodiments, channels 532 may be made of suitable transmission materials, such as zirconium, barium, lanthanum, aluminum, and sodium fluoride (ZBLAN), and may also be ceramic or glass tubes.

Features of the orientation of dielectric domains

[00212] According to another embodiment of the nozzle 410 shown in FIG. 16, the dielectric materials of the housing 412 (for example, the middle portion 416 and / or the nozzle portion 418) can be configured with a given orientation of the domains to achieve the desired dielectric properties capable of withstanding high voltages that are used according to the present invention. For example, the domain structure may contain crystallized domains aligned around the circumference, as well as located in layers around the tubular body 412, which thus form compressive forces at the outer surface, which are balanced by stretching the surface layer. In particular, in FIG. 18A and 18B are cross-sectional side views of a dielectric housing 612 made in accordance with another embodiment of the invention, taken substantially along line 18-18 shown in FIG. 16. As shown in FIG. 18A, the housing 612 may be made of a ceramic material having high dielectric strength, such as quartz, sapphire, a glass matrix, and / or other suitable ceramic material.

According to the present embodiment, the housing 612 comprises transparent domains 634, which are oriented generally in one direction. For example, domains 634 are oriented in such a way that the individual longitudinal axis of each individual domain 634 is aligned in a generally circular direction around the housing 612. With domains 634 layered in this orientation, the housing 612 provides excellent dielectric strength for virtually any thickness . This is due to the fact that layered long, flat domains prevent the formation of a conductive path in the radial direction to the outer side of the housing 612.

In FIG. 18B shows compressive forces in specific areas of the housing 612. In particular, according to the embodiment shown in FIG. 18B, the housing 612 is processed such that the domains 634 are at least partially located in at least one compressible region 635 (i.e., the region in which compressive forces act according to the orientation of the domains 634) adjacent to the outer outer surface 637 and the inner outer the surface 638 of the housing 612. The housing 612 also has an incompressible region 636 formed by domains 634 located between the compressible regions 635. The incompressible region 636 generates balancing tensile forces in the middle of the housing 612. According to some variations ntam embodiment, each of the compressible area 635 may comprise a larger number of domains per unit volume 634 to achieve compressive forces. According to other embodiments, each of the compressible regions 635 may comprise domains 634 processed locally to retain the amorphous structure, or initially made with an amorphous structure or crystal lattice with a lower packing ratio than domains 634 located in the incompressible region 636. According to others additional options for the implementation of the outer surface 637 and the inner surface 638 can be brought into a compressed state by ion doping, metallization surface layers and / or diffusion into the surface of at least one substance, such that the surface has a lower packing coefficient compared to the incompressible region 636 of the housing 612. According to the embodiment shown in FIG. 18B, the compressible regions 635 of the outer surface 637 and the inner surface 638 of the housing 612 have higher anisotropic dielectric strength.

One advantage of the embodiment shown in FIG. 18B, that as a result of the above difference in packing coefficients in the compressible regions 635 and the incompressible region 636, the pressure-affected surface becomes compressed and much more durable and resistant to cracking or fracture. For example, such an improvement based on compressive force at least partially prevents the penetration of substances (such as electrolytes, such as water with dissolved substances, carbon-rich materials, etc.) that can form conductive channels in the housing 612 and thus cause deterioration the dielectric strength of the housing 612. Such an improvement based on compressive force also at least partially prevents degradation of the performance of the housing 612 due to thermal and / or mechanical shock When contact with the rapidly changing temperature, pressure, and chemical degradantov impulse forces during combustion of each episode. For example, the embodiment shown in FIG. 18B, in particular, is configured to withstand electrical stress for a long time on the housing 612, has increased crack resistance due to high loading forces, including concentrated load, as well as low-cycle or multi-cycle fatigue strength.

Another advantage of oriented crystalline domains 634, combined with compressible regions 635, is that this configuration of domains 634 provides maximum electrical strength under the voltage applied to the housing 612. For example, the described configuration provides a significant improvement in electrical strength up to 2.4 KV / 0.001 inches (944.88 kW / cm) in sections with a thickness greater than 1 mm or 0.040 inches. These values are higher than ceramic materials having the same composition, without the above-described orientation of domains whose dielectric strength is only about 1.0 KV / 0.001 inch to 1.3 KV / 0.001 inch (from 393, 7 KV / cm to 511.81 KV / cm).

Some processes for making the insulators described above with compressive surface features are described in detail below. According to one embodiment, for example, an insulator made according to an embodiment of the invention may be made of materials described in US Pat. No. 3,689,293, which is incorporated herein by reference in its entirety. For example, the insulator may be made of a material containing the following ingredients by weight: SiO ₂ in an amount of 25-60%, R ₂ O ₃ in an amount of 15-35% (where R ₂ O ₃ represents B ₂ O ₃ in an amount of 3- 15% and Al ₂ O ₃ in an amount of 5-25%), MgO in an amount of 4-25% + Li ₂ O in an amount of 0-7% (with a total amount of MgO + Li ₂ O of approximately 6-25%), R ₂ O in an amount of 2-20% (where R ₂ O represents Na ₂ O in an amount of 0-15%, K ₂ O in an amount of 0-15%, Rb ₂ O in an amount of 0-15%), Rb ₂ O in the amount of 0-15%, Cs ₂ O in the amount of 0-20% and F in the amount of 4-20%. In particular, according to one embodiment, the illustrative formulation contains SiO ₂ in an amount of 43.9%, MgO in an amount of 13.8%, Al ₂ O ₃ in an amount of 15.7%, K ₂ O in an amount of 10.7%, B ₂ O ₃ in the amount of 8.1% and F in the amount of 7.9%. However, according to other embodiments, insulators made according to the embodiments of the present invention can be made with larger or lower percentages of the materials listed above, as well as other various materials.

According to one embodiment of the invention, the ingredients for the insulator material are ground in a ball mill and melted in a suitable closed melting crucible, which is made of materials that are insensitive to, and do not react with, these insulator forming ingredients. The ingredients are aged at a temperature of about 1,400 ° C (e.g., 2,550 ° F) for a period of time sufficient to allow them to fully mix in the melt. Then the molten mass is cooled and again crushed in a ball mill along with additives that can be selected from the group including binders, lubricants and supports for firing. The ingredients are then extruded in various desired forms, including, for example, tubular, heated to about 800 ° C (1470 ° F), and held for a while at a temperature above the conversion temperature. By heating above the transformation temperature, the formation of crystallization centers of fluoride mica is stimulated. Then extruded by extrusion of the ingredients can be further heated and re-molded under pressure or extruded by extrusion at a temperature of from about 850 ° C to 1100 ° C (1560 ° F-2010 ° F). With this secondary heating, crystals that are already formed are finally formed, as generally described above, to maximize electrical strength in the preferred directions of the resulting product.

The crystallization of such materials, including, for example, glass microfibre, having the composition K ₂ Mg ₅ Si ₈ O ₂₀ F ₄ , exothermically transfers heat, since the volume coefficient of domain packing increases and, accordingly, the density increases. Transformation parameters, such as the formation of crystallization centers, exothermic heat transfer rate, crystallization characteristics and crystallization temperature, depend on the content of fluorine in the insulator and / or the content of B ₂ O ₃ . Accordingly, the manufacture of an insulator with the control of these variables provides an improvement in the output product, its tensile strength, fatigue strength and / or electric strength, and also increases the chemical resistance of the insulator.

This process provides an important new anisotropic product having the maximum dielectric strength that can be set and achieved by directional molding, including extrusion, by extruding a semi-finished tube into a tube of a smaller diameter or thin-walled tube, to form elongated and / or oriented crystalline domains typical of a representative the sample shown in FIG. 104B, which are formed and layered in order to more or less densely surround a desired feature, such as an inner diameter formed around a pin that is used in a hot molding or extrusion process.

According to another embodiment, the method of at least partially orienting and / or compressing the domains 634 according to the described embodiment can be carried out by adding B ₂ O ₃ and / or fluorine on the surface, which must be made compressively tensioned to counteract the balancing tensile stress in the substrate of the formed products, heat treated. Such an addition of B ₂ O ₃ , fluorine, or similar activating agents can be achieved by the addition of dopants that are added and sprayed to desired locations on the semiconductors. These activating reagents can also be added as enrichment mixtures to the composition of the component, which can be applied by spraying, vapor deposition, staining and / or washing. In addition, these activating reagents can be made using reagent exposure and condensation reactions.

The increased content of B ₂ O ₃ and / or fluorine in the material and near surfaces that it is desirable to make compression-loaded causes an accelerated formation of crystallization centers of fluoride mica. This formation of crystallization centers causes an increase in the number of small crystals competing with the material added by diffusion, compared with incompressible regions of the product substrate. This process accordingly provides a higher packing coefficient in incompressible regions of the substrate than in compressible regions close to the surface, which are enriched with reagents such as B ₂ O ₃ , fluorine and / or other activating reagents, which contribute to the formation of crystallization centers of fluoride mica. As a result, the desired surface preformed compression compression increases the resistance of the component against the effects of ignition and chemicals.

Another method for generating or increasing compressive forces balanced by tensile forces in the respective substrates involves heating the target region in which compression is to be formed. The target region can be sufficiently heated until the crystals turn into an amorphous structure. The substrate can then be rapidly cooled to sufficiently preserve a substantial portion of the amorphous structure. Depending on the type of components covered, such heating can be carried out in a melting furnace. Such heating can also be carried out by radiation of a resistive or induction heating source, as well as an electron beam or laser. Another variant of this process can be carried out by increasing the number of small crystals or domains during heat treatment and / or by adding reagents that form crystallization centers and growth stimulants (for example, B ₂ O ₃ and / or fluorine) to regions partially covered by the solution for fast recrystallization and most to form the necessary compression stress.

In FIG. 19A schematically shows a system 700a for carrying out a process comprising melting and extrusion pressing to form an insulator with compression stresses in desired regions according to another embodiment of the invention. In particular, in the embodiment shown, system 700a comprises a melting crucible 740a, which may be made of refractory metal, ceramic, or pyrolytic graphite material. The melting crucible 740a may have a suitable conversion coating or an impermeable and non-reactive lining, such as a thin protective coating of platinum or a platinum group metal. The melting crucible 740a is charged with a charge of a mixture 741a, the composition of which is generally described above (for example, with a charge of a mixture containing SiO ₂ in an amount of about 25-60%, R ₂ O ₃ in an amount of 15-35% (where R ₂ O ₃ is B ₂ O ₃ in an amount of 3-15% and Al ₂ O ₃ in an amount of 5-25%), MgO in an amount of 4-25% + Li ₂ O in an amount of 0-7% (where the total amount of MgO + Li ₂ O is about 6-25%), R ₂ O in an amount of 2-20% (where R ₂ O represents Na ₂ O in an amount of 0-15%, K ₂ O in an amount of 0-15%, Rb ₂ O in an amount of 0- 15%), Rb ₂ O in an amount of 0-15%, and Cs ₂ O in an amount of 0-20%, and F in an amount of 4-20%), or from suitable materials for otovleniya stekloslyudenita, such a material with an approximate composition of K ₂ Mg ₅ Si ₈ O ₂₀ F _4.

In a melting crucible, charge 741a of the mixture in a protective atmosphere can be heated and molten. For example, in the melting crucible 740a, the charge 741a of the mixture can be heated by any suitable method, including, for example, resistive, electron beam, laser, inductive heating and / or radiation from sources that are heated by such energy conversion methods. After suitable mixing and melting to produce a substantially homogeneous charge 741a, the jacket or cover 742a applies pressure to the charge 741a in the melting crucible 740a. An inert and / or process gas can also be supplied from the gas source 743a to the melting crucible 740a, which is closed by a sealable cap 742a. The pressure regulator 744a can regulate the pressure in the melting crucible 740a, under the influence of which the molten charge 741a flows into the mold 745a. The mold 745a is configured to form a tubular dielectric body. The mold 745a comprises a socket sleeve 746a into which the plug pin 747a is received. Mold 745a also contains at least one supporting star-shaped crosspiece 748a. The formed tube passes through the mold 745a to the first region 749a in which it cools and solidifies as an amorphous material and in which the formation of crystallization centers of fluoride mica begins. The tube then moves to the second region 750a of the mold 745a, in which it is further processed by reducing its wall thickness to further facilitate the formation of mica fluoride crystals.

In FIG. 19B schematically shows a system 700b for carrying out a process also including melting and extrusion to form an insulator with compression stresses in desired regions according to another embodiment of the invention. In particular, in the embodiment shown, system 700b comprises a melting crucible 740b, which may be made of refractory metal, ceramic, or pyrolytic graphite material. The melting crucible 740b may have a suitable conversion coating or an impermeable and non-reactive lining, such as a thin protective coating of platinum or a platinum group metal. A charge 741b of the mixture is loaded into the melting crucible 740b, the composition of which is generally described above (for example, a charge containing SiO ₂ in an amount of about 25-60%, R ₂ O ₃ in an amount of 15-35% (where R ₂ O ₃ represents B ₂ O ₃ in an amount of 3-15% and Al ₂ O ₃ in an amount of 5-25%), MgO in an amount of 4-25% + Li ₂ O in an amount of 0-7% (where the total amount of MgO + Li ₂ O is about 6 -25%), R ₂ O in an amount of 2-20% (where R ₂ O represents Na ₂ O in an amount of 0-15%, K ₂ O in an amount of 0-15%, Rb ₂ O in an amount of 0-15% ), Rb ₂ O in an amount of 0-15% and Cs ₂ O in an amount of 0-20% and F in an amount of 4-20%), or suitable substances for the manufacture of glasses osludenite, such a material with an approximate composition of K ₂ Mg ₅ Si ₈ O ₂₀ F ₄ .

System 700b also includes a housing or cover 742b comprising a reflective assembly and heaters 744b. System 700b can heat and melt a charge 741b in a protective atmosphere, such as vacuum or inert gas, injected between the melting crucible 740b and the lid 742b. For example, system 700b can heat a charge 741b by means of melting crucible heaters 745b, lid heaters 744b, and / or by any suitable heating process, including, for example, resistive, electron beam, laser, inductive heating, and / or radiation from sources that heated by such energy conversion methods. After mixing and melting appropriately to produce a substantially homogeneous charge 741b, the lid 742b applies pressure to the charge 741b in the melting crucible 740b. An inert gas and / or process gas from a gas source 746b may also be supplied to the melting crucible 740b, hermetically sealed by a cap 742b at the seal boundary surface 747b. The pressure regulator can regulate the pressure in the melting crucible 740b, under the influence of which the molten charge 741b flows into the mold 749b. The mold 749b is configured to form a tubular dielectric body. Mold 749b comprises a receptacle sleeve 750b into which a plug pin 751b is received. Mold 749b may also contain at least one reinforcing star-shaped rib 752b. The formed tube 701b passes through the mold 749b to the first region 753b, in which it is cooled to solidify as an amorphous material and the formation of crystallization centers of fluoride mica begins.

Then, at least a portion of the mold 749b, including the formed tube 701b with the formed crystallization centers of glass fluoride fluoride, rotates or otherwise moves to position 702b located in the second mold. The cylinder 755b moves the formed tube 701b from the first region 756b to the second region 757b. In the second region 757b, the second mold may reheat the formed tube 701b to accelerate the growth of crystals, as well as for additional cleaning, while continuing to manufacture preferably oriented domains, as described above. Then, the formed tube 701b is moved to the third region 758b for additional processing and orientation of the domains. The selected contact surfaces of the third region 758b are sprinkled from time to time or lubricated with an additive accelerating the formation of domain crystallization centers, including, for example, AlF ₃ , MgF ₂ and / or B ₂ O ₃ . In the third region 758b, the formed tube 701b is further cleaned by reducing its wall thickness to further facilitate the formation of mica fluoride crystals and thereby form the necessary compressive forces in the regions according to the domain structures described above, along with balancing tensile forces in the regions described above. At the end of the process, a formed tube 701b having exceptionally high mechanical and electrical strength due to compression stress and impermeable surfaces can be stacked on the conveyor 759b for transportation.

Additional systems and methods for manufacturing an insulating tube with these improved dielectric properties can use a pressure gradient, as described in US Pat. No. 5,863,326, which is incorporated herein by reference in its entirety to form a given shape, powder compaction and sintering processes. In addition, these systems and methods may include a single crystal conversion process described in US Pat. No. 5,549,746, which is incorporated by reference in its entirety into the present patent application, as well as a molding process described in US Pat. No. 3,608,050, which is incorporated by reference in its entirety into the present patent. application for converting a polycrystalline material essentially into a single crystal material having a higher dielectric strength. According to embodiments of the invention, the conversion of polycrystalline materials (e.g. alumina) having an electric strength of only about 0.3 KV / 0.001 inch to 0.4 KV / 0.001 inch (118.11 KV / cm to 157.48 KV / cm) monocrystalline materials can achieve an electrical strength of at least about 1.2 KV / 0.001 inch to 1.4 KV / 0.001 inch (472.44 KV / cm to 551.18 KV / cm). This improved dielectric strength makes it possible to use the nozzles of the present invention in various applications, including, for example, use in diesel engines with high compression ratios and very small openings in the combustion chamber, as well as with boosted and turbocharged engines.

According to another embodiment of the invention, any of the compositions shown in Table 2 can be used to form insulators with high electrical strength. embodiments of the invention.

Table
Dielectric Composition Examples COMPOSITION D COMPOSITION R 44% SiO2
16% Al2O3
15% MgO
9% K2O
8% B2O3
8% F 41% SiO2
21% MgO
16% Al2O3
9% B2O3
9% F
4% K2O

Selected precursors that are included according to the percentage of the final oxide composition, such as the materials shown in Table 2, can be milled in a ball mill and melted in a closed melting crucible at a temperature of about 1300 ° C to 1400 ° C with holding for approximately 4 hours to ensure homogeneity of the solution. The melt can then be cast to form tubes, which are then annealed at a temperature of about 500 ° C to 600 ° C. Then the tubes can be subjected to additional heat treatment at a temperature of about 750 ° C for about 4 hours, and then they are sprinkled with a stimulator of the formation of crystallization centers, such as B ₂ O ₃ . Then the tubes can be converted at a temperature of from about 1100 ° C to 1250 ° C to stimulate the formation of crystallization centers and the formation of the necessary crystalline orientation. These tubes can also be further heat treated for about 4 hours to give them an electrical strength of at least about 2.0 KV / 0.001 inch to 2.7 KV / 0.001 inch (787.4 KV / cm to 1062.99 KV / cm).

According to other further embodiments, the homogeneous solution can be milled in a ball mill and supplemented with suitable binder and lubricants for extrusion pressing at ambient temperature to produce tubes with good surfaces. The resultant tube may then be coated with a film that contains a stimulator of the formation of crystallization centers, such as B ₂ O ₃ , and is heat treated to provide an electrical strength of at least about 1.9 KV / 0.001 inch to 2.5 KV / 0.001 inch ( from 748.03 KV / cm to 984.25 KV / cm) and increase physical strength. Depending on the ability to maintain suitable tube dimensions, including, for example, “roundness” of the extruded tube or tube profile, heat treatment can be performed at higher temperatures for shorter periods of time to provide similar high dielectric and physical strength characteristics.

The above-described embodiments of systems and methods for the manufacture of dielectric materials facilitate the achievement of high dielectric strength of materials in various combinations and thus solve rather complex problems associated with maintaining the high voltage voltage necessary for burning fuel with a low specific energy consumption. For example, nozzles made on the basis of materials with high electric strength can be extremely durable and capable of working with various types of fuel from low-temperature mixtures of solid particles, liquids and vapors to superheated diesel fuel, as well as other types of fuel.

Fuel Injectors and Related Components

Any of the nozzles described herein may be made of any of the dielectric materials described above. For example, in FIG. 20 is a cross-sectional side view of a nozzle 810 made in accordance with another embodiment of the invention, which comprises a dielectric insulator having the properties described above. The nozzle 810 shown in the drawing contains some features that are generally similar in structure and function to the corresponding features of the nozzle 110 described above and shown in FIG. 1. For example, as shown in FIG. 20, the nozzle 810 comprises a housing 812 having a middle portion 816 extending between the main portion 814 and the nozzle portion 818. The nozzle portion 818 at least partially extends through the head of the engine 807, the end of the nozzle portion 818 being located at the boundary surface of the combustion chamber 804. The housing 812 further has a channel 863 extending through a portion thereof and allowing fuel to flow through the nozzle 810. Other components may also pass through the channel 863. For example, the nozzle 810 further comprises an actuator 822 that is operatively connected to a controller or processor 826. An actuator 822 is also connected to a valve or clamping element 860. An actuator 822 extends through a channel 863 of the actuator 824 located in the main body 814 to pressure reducing valve 820 located in the nozzle portion 818. In some embodiments, actuator 822 may be a cable or rod assembly containing, for example, optical fibers , Electrical signal conductors and / or acoustic fiber for communication, in addition to transforming the wireless nodes. As described in detail below, the actuator 822 is configured to actuate a pressure reducing valve 820 for quickly introducing portions of the multi-fuel mixture into the combustion chamber 804. Actuator 822 may also detect and / or transmit combustion characteristics data to controller 826.

According to one feature of the illustrated embodiment, an actuator 822 holds the pressure reducing valve 820 in the closed position on the corresponding valve seat 872. In particular, the main body 814 comprises at least one force generator 861 (shown schematically). The force generator 861 may be an electromagnetic, piezoelectric, or other suitable type of force generator. The force generator 861 is configured to generate a force that moves the actuator 824. The drive 824 is connected to the clamping element 860 to move the specified clamping element 860 together with the actuator 822. For example, the force generator 861 can generate a force that acts on the actuator 824, which in turn, pulls the clamping element 860 and creates a tensile stress acting on the actuator 822. The actuator 822 under the action of the specified voltage saves the pressure valve 820 in seat 872 in the closed position. If the generator 861 does not generate a force that acts on the actuator 824, the actuator 822 is released and thus allows fuel to be introduced via a pressure reducing valve 820 into the combustion chamber 804.

According to yet another aspect of the illustrated embodiment, the nozzle portion 818 may comprise some attractive components that facilitate the activation and positioning of the pressure reducing valve 820. For example, according to one embodiment, the pressure reducing valve 820 may be made of a first ferromagnetic material or otherwise contain an integrated first ferromagnetic material ( for example, by metallizing parts of a pressure reducing valve 820). The nozzle portion 818 may comprise a corresponding second ferromagnetic material that is attracted to the first ferromagnetic material. For example, valve seat 872 may comprise a second ferromagnetic material. In this way, these attracting components can facilitate the centering of the pressure reducing valve 820 in the seat 872, as well as facilitate the quick activation of the pressure reducing valve 820. According to other embodiments, the actuator 822 can extend through at least one axial bearing (not shown) for at least partial alignment. pressure relief valve 820 in seat 872.

Energy supply for driving said attracting components of the nozzle 810 (for example, magnetic components related to the pressure reducing valve 820) can accelerate the closing of the pressure reducing valve 820 and also provide increased closing force acting on the pressure reducing valve 820. Accordingly, such a configuration can provide extremely fast opening and closing time cycles for pressure relief valve 820. Another advantage of providing electrical conductivity for a portion of pressure reducing valve 8 20 is that the applied voltage for the initial formation of a spark or plasma can ionize the fuel passing near the surface of the valve seat 872. This voltage can also ionize fuel and air adjacent to the combustion chamber 804 to further accelerate complete ignition and combustion.

In the embodiment shown in the drawing, the main body 814 also comprises heat transfer means 865, such as heat transfer ribs (e.g., spiral ribs). The main body 814 also includes a first chiller inlet 862a that can flow around the heat transfer means 865, and a second choke 862b that allows the cooler to be removed from the main part 814. Such cooling of the nozzle may at least partially prevent moisture condensation and / or formation ice using cold fuels, such as fuels that cool rapidly when expanded. However, when using hot fuel, such heat transfer can be used to locally reduce or maintain the vapor pressure of the fuel contained in the passage leading to the combustion chamber and to prevent leakage at undesirable times.

According to another feature of the embodiment shown in the drawing, the pressure reducing valve 820 may carry measuring means 876 for monitoring events in the combustion chamber 804. For example, pressure reducing valve 820 may be a ball valve made in general and of a transparent material such as quartz or sapphire. According to some embodiments, the ball valve 820 may carry measuring means 876 (eg sensors, transducers, etc.) located in the ball valve 820. According to one embodiment, for example, a cavity can be formed in the ball valve 820 by cutting the specified valve in a plane generally parallel to the surface of the engine head 807. Thus, the ball valve 820 can be divided into the main part 877, as well as the lens part 878. In the main part 877, a cavity, for example a conical cavity, can be formed to receive the measuring means 876. Then, the lens part 878 can be reattached (for example, glued) to the main body 877 to maintain the generally spherical shape of the ball valve 820. Thus, the measuring means 876 located in the ball valve 820 can be located adjacent to the boundary surface of the combustion chamber 804. Accordingly, measuring means 876 can measure and transmit combustion data, including, for example, pressure, temperature, displacement, and data. In other embodiments, the pressure reducing valve 820 may comprise a machined surface that protects the measuring means 876. For example, the surface of the pressure reducing valve 820 can be protected by deposition of a relatively inert material, for example plating with materials such as diamond, sapphire, optically transparent boron nitride hexagons, composition BN-AlN (boron nitride-aluminum-nitride), aluminum oxynitride (AlON, including spinel Al ₂₃ O ₂₇ N ₅ ), spinel magnesium aluminate, and / or other suitable protective materials.

As shown in FIG. 20, the housing 812 has a conductive metallization 874 extending from the middle portion 816 to the nozzle portion 818. The conductive metallization 874 is connected to an electrical conductor or cable 864. Cable 864 can also be connected to an energy generator, such as a suitable piezoelectric, inductive, capacitive, or high voltage a circuit for supplying energy to the nozzle 810. The conductive metallization 874 is configured to deliver energy to the nozzle portion 818. For example, the conductive metallization 874 in the valve seat 872 can act as a first electric ktroda which causes the ignition of the effect (e.g., spark or plasma) with corresponding conductive portions of the head 807 of the engine.

According to another feature of the embodiment shown in the drawing, the nozzle portion 818 may comprise an outer sleeve 868 made of a material that is resistant to spark erosion. The sleeve 868 can also be made of a material that is resistant to spark precipitation of substances transmitted during the arc to the conductive metallization 874 (for example, to the electrode of the nozzle portion 818) or from it. In addition, the nozzle portion 818 may further comprise a reinforced thermal barrier or a protective portion 866 configured to at least partially protect the nozzle 810 from thermal and other destructive factors acting in the combustion chamber. The shield portion 866 may also include at least one transducer or sensor for measuring or monitoring combustion parameters, such as temperature, thermal and mechanical shock, and / or resulting pressure in the combustion chamber 804.

In FIG. 20 also shows that the middle portion 816 and the nozzle portion 818 contain a dielectric insulator, which can be made according to the implementation options described above. In particular, in the embodiment shown in the drawing, the middle portion 816 comprises a first insulator 817a with which the second insulator 817b is at least partially surrounded. The second insulator 817b extends from the middle portion 816 to the nozzle portion 818. Accordingly, at least one segment of the second insulator 817b is located adjacent to the combustion chamber 804. In one embodiment, the second insulator 817b may have a higher dielectric strength than the first insulator 817a. Thus, the second insulator 817b can withstand the harsh combustion conditions existing near the combustion chamber 804. However, according to other embodiments, the nozzle 810 may comprise an insulator made of a single component material.

According to another feature of the embodiment shown in the drawing, at least a portion of the second insulator 817b in the nozzle portion 818 may be located at a distance from the combustion chamber 804. This forms a gap or volume of air space 870 between the engine head 807 (for example, the second electrode) and the conductive metallization 874 (for example, the first electrode) of the nozzle portion 818. The nozzle 810 can form a plasma of ionized air in the space 870 before fuel injection. This plasma spread of ionized air can accelerate the combustion of fuel that enters the plasma. In addition, such a plasma distribution can affect the shape of a rapidly burning fuel according to predetermined characteristics of the combustion chamber. Likewise, nozzle 810 can also ionize fuel components to produce high voltage plasma, which can also affect or modify the shape of the distribution pattern of burning fuel.

The nozzle 810 can further adapt the combustion characteristics and distribution of the injected fuel by creating super-cavitation or rapid gasification of the injected fuel. In particular, and as described in detail below with respect to further embodiments of the invention, a pressure reducing valve 820 and / or valve seat 872 may be formed to allow rapid gasification of fuel flowing past said components. For example, the pressure reducing valve 820 may have at least one projection with a sharp edge in the part of the pressure reducing valve that comes into contact with the valve seat 872. In addition, the frequency of opening and closing the pressure reducing valve 820 can also cause rapid gasification of the injected fuel. As a result of said rapid gasification, gas or steam is formed from the rapidly incoming liquid fuel or a mixture of liquid and solid fuel components. For example, this rapid gasification may contribute to the formation of steam when liquid fuel flows around the surface of the pressure reducing valve 820 before entering the combustion chamber. Fast gasification of fuel provides much faster and more complete combustion of injected fuel compared to non-gasified fuel. In addition, the rapid gasification of the injected fuel can contribute to the formation of various patterns or forms of fuel injection, including, for example, elongated ellipsoids, which are significantly different from conventional conventional conical fuel injection patterns. According to other further embodiments, the fast gasification of the injected fuel can be used with various other advanced methods of ignition and combustion of the fuel. For example, rapid gasification can be combined with increased heating of liquid fuel, a plasma and / or acoustic pulse of propagating portions of fuel. To ignite these improved portions of fuel, a much smaller amount of catalyst and also less catalytic space are required compared to the catalytic ignition of liquid fuel components.

In FIG. 21 is a cross-sectional side view of a nozzle 910 made in accordance with another embodiment of the invention. The nozzle 910 contains some features that are generally similar in structure and function to the nozzles described above. For example, the nozzle 910 comprises at least one high voltage dielectric insulator 917 (identified individually as the first insulator 917a and the second insulator 917b) having the properties described above. A second insulator 917b at least partially surrounds the nozzle portion 918 located adjacent to the combustion chamber 904. Accordingly, the second insulator 917b may have a higher dielectric strength compared to the first insulator 917a. The second insulator 917b may also have higher mechanical strength (for example, due to the compression of the stressed external surface) and withstand the harsh operating conditions operating in the nozzle portion 918.

The nozzle 910 also includes a housing 912 having a middle portion 916 extending between the main portion 914 and the nozzle portion 918. The nozzle portion 918 at least partially passes through the engine head 907 so that its end is located at the boundary surface of the combustion chamber 904. Housing 912 additionally has a channel 963 passing through its part and allowing fuel to flow through the nozzle 910. Other components can also pass in the channel 963. For example, the nozzle 910 further comprises an actuator 922 that is in operative position connected to a controller or processor 926. An actuator 922 in operative position is also connected to an actuator 924 located in the main body 914. Further details regarding a suitable actuator are described below and are shown in FIG. . 23. According to the embodiment shown in FIG. 21, an actuator 922 extends in a channel 963 from an actuator 924 to a pressure relief valve 920 located in a nozzle portion 918. According to some embodiments, the actuator 922 may be a cable or rod assembly, including, for example, optical fibers, electrical signal wires, and / or acoustic signal fibers, as well as nodes of wireless converters. The actuator 922 is configured to actuate a pressure reducing valve 920 for quickly introducing portions of the multi-fuel mixture injected into the combustion chamber 904. The actuator 922 can also detect and / or transmit combustion parameters to the controller 926. If the pressure relief valve 920 is in the closed position, it is close to the valve seat 972.

The main body 914 has an inlet 902 for introducing fuel into the nozzle 910. According to some embodiments, the inlet 902 may have leak detection means configured to detect fuel leakage as it enters the nozzle 910. For example, the inlet 902 or other parts of the nozzle 910 may include indicators that track fuel delivery, as described in co-pending U.S. Patent Applications Nos. 10/236820 and 09/716664, each of which is incorporated herein by reference in its entirety. standing patent application.

The main body 914 also comprises a magnetic pole component 903 of the magnetic coil 961 wound around a concentric coil 932. The coil 932 has an inner surface 933 that can serve as a linear bearing for unidirectional movements of the actuator 924. The pole component 903 can have a seal between it and the coil 932 to prevent fuel leaks between them. For example, the pole component 903 may include at least one groove and a corresponding O-ring 930. In addition, the coil 932 may have a seal between it and the insulator 917 also to prevent fuel leakage between them. For example, the insulator 917 may include at least one groove and a corresponding O-ring 938.

The nozzle 910 further has an opening 964 for supplying electricity (for example, high voltage for synchronized formation of sparks, plasma, AC plasma, resistive heating, etc.) in a metal alloy housing 924 and an insulator 917 for connecting to conductive metallization or sleeve 974. A conductive sleeve 974 transfers electricity to the nozzle portion 918 to effect ignition in the combustion chamber 904. In particular, the conductive sleeve 974 transfers electric power to the first electrode or the cover portion 921 located on the nozzle portion 918. The cover portion 921 may be a device for controlling ignition and fuel flow, at least partially closing the pressure reducing valve 920. Part of the engine head 907 may act as a second electrode for the corresponding ignition portion 921.

In other embodiments, ignition energy can be provided by powering a piezoelectric or magnetostrictive actuator 934 located on the technologically lower portion of the actuator 924. In addition, in applications with limited space for access to the combustion chamber 904, high voltage can be delivered via conductive metallization 974 and / or the closing part 921 of the nozzle part 918 using a conductor passing through the insulator 917 (for example, spirally wound in layers insulator as described above). According to the present embodiment, the conductor may pass from the insulator 917 through the main portion 914 for connection to a voltage source. In particular, the conductor may exit the main body 914 through the first hole 906 and the second hole 908 in the pole component 903. Suitable systems for supplying and / or matching energy (for example, to generate a spark or plasma) for operating the solenoid assemblies according to the present invention are described in US patent No. 4122816 and 7349193, each of which by reference is fully incorporated into the present patent application.

According to another embodiment of the invention, the nozzle part 918 of the nozzle 910 includes a thermal barrier or a protective part 966, which is configured to limit the transfer of heat from the combustion chamber 904. In addition, the main body 914 may comprise heat transfer means 965 (e.g., heat transfer ribs). A heat transfer fluid may be provided in the nozzle 910, which flows around the heat transfer means 965. The heat transfer fluid may be maintained at a relatively constant temperature, such as a suitable thermostat temperature of about 70 ° C to 120 ° C (160 ° F to 250 ° F). As such, the heat transfer fluid flowing around the heat transfer means 965 can maintain the operating temperature of the nozzle 910 to prevent the formation of frost or ice from atmospheric moisture when cold fuel (e.g., low temperature fuels) flows in the nozzle 910.

The nozzle 910 is configured to inject fuel into the combustion chamber 904 in response to a suitable pneumatic, hydraulic, piezoelectric and / or electromechanical input signal. For example, when using electromechanical or electromagnetic control, an electric current applied to the magnetic coil 961 creates a magnetic pole in the soft magnetic material facing the actuator 924. This magnetic force causes the actuator 924 to move and thus creates tensile stress in the holding actuator 922 pressure reducing valve 920 in the closed position on the seat 972. When reversing or turning off the electric current, the actuator 924 does not create tensile stress m device 922, and thus the possibility of fuel flow past the pressure relief valve 920.

According to some embodiments, the nozzle 910 is configured to eliminate unwanted movement and / or residual movement of the actuator 922 during the rapid injection of portions of fuel. The nozzle 910 may also be configured to reliably align the midline of the actuator 922, which may include measuring means, such as fiber optic measuring means. For example, the nozzle may comprise at least one component or assembly located in the channel 963 of the housing 912 to align the actuator 922. In particular, in FIG. 22A is a side view of an open tube bundle assembly 1080 according to an embodiment of the invention for aligning an actuator. In FIG. 22B is a cross-sectional front view of the bundle assembly 1080 substantially along line 22B-22B shown in FIG. 22A. As shown in FIG. 22A and 22B, according to the present embodiment, the bundle assembly 1080 comprises braided fibers 1082 surrounding the actuator 922. The fibers 1082 may include optical fibers, electrical wires, transducers, and / or reinforcing fibers. These fibers 1082 can be braided or coiled around an actuator 922, so that the bundle assembly 1080 aligns the actuator 922 in the nozzle. Materials suitable for outer fibers 1082 may include graphite, diamond coated graphite, fiberglass, ceramic filaments or fibers, polyetheretherketone and various suitable fluoropolymers. These materials may be configured to provide the desired axial drag moment and low coefficient of friction to allow axial movement of actuator 922 in node 1080. For example, in some embodiments, the inner diameter of tube bundle assembly 1080 may be subjected to ultra-thin processing and / or coated with anti-friction coatings, including, for example, molybdenum sulfide, diamond-like carbon, boron nitride, or various suitable polymers. These types of surface treatments can be used in various combinations to reduce friction, protect against corrosion, heat transfer and other wear-resistant purposes. In addition to aligning the actuator 922, the assembly 1080 also prevents resonant vibrations, vibration, or axial springing of the actuator during operation.

In FIG. 22C is a side view of a bundle assembly 1081 made in accordance with another embodiment of the invention for aligning the actuator 922 and preventing unwanted resonant vibrations, vibration, or axial springing. In FIG. 22D is a front view section taken substantially along lines 22D-22D shown in FIG. 22C. As shown in FIG. 22C and 22D, the assembly 1081 comprises several coil springs or biasing elements 1083 arranged in series around the actuator 922. Accordingly, when used, the vibrations of the individual springs 1083 cancel each other, and thus the actuator 922 is stabilized.

In FIG. 22E is a sectional view of a partial side view of a nozzle 1010 made according to another embodiment of the invention, which comprises a guide element 1090 for aligning the actuator 1022. In particular, the nozzle 1010 shown in the drawing may have features generally similar in structure and function to the other nozzles described above. For example, the nozzle 1010 shown in FIG. 22E includes an actuator 1022 that extends through the housing 1012 between the actuator 1024 and the pressure reducing valve 1020. However, in the embodiment shown, the guide element 1090 at least partially surrounds the actuator 1022 technologically below the actuator 1024. The guide element 1090 supports the actuator 1022 and prevents unwanted resonant vibrations, vibration, or axial springing of actuator 1022. In the embodiment shown, a guide e element 1090 has a first part 1091 located adjacent to the actuator 1024 and a second part 1092 located adjacent to the pressure reducing valve 1020. The first part 1091 has a first inner diameter surrounding the actuator 1022, and the second part 1092 has a second internal diameter surrounding the actuator 1022. As shown in FIG. 22E, the second inner diameter is smaller than the first inner diameter, thereby providing more precise support for the actuator 1029 located adjacent to the pressure reducing valve 1020 in the nozzle portion of the nozzle. In addition, according to some embodiments, the guide element 1090 may comprise embedded piezoelectric, acoustic, and / or magnetoelectric devices that can be used to generate an impulse for portions of fuel. The guide element 1090 may also include integrated measuring means, transducers and / or sensors for detecting and transmitting data on the state of the combustion chamber.

In FIG. 23 is a cross-sectional side view of a drive 1124 made in accordance with another embodiment of the invention. The drive 1124 contains features that are generally similar in structure and function to the drives described above. According to the embodiment shown in the drawing, the drive is configured to be connected to an actuator, as well as to allow fuel to flow through it. In particular, the actuator 1124 comprises a housing 1138 having a first end portion 1140 and an opposite second end portion 1142. The housing 1138 also has a channel 1144 passing through it. Channel 1144 branches into several smaller channels or passages located in the second end portion 1142 of the housing 1138. For example, the second end portion 1142 has fuel channels 1146 (identified individually as a first fuel channel 1146a and a second fuel channel 1146b) fuel flowing in and flowing out of the drive 1124. The second end portion 1142 also has an actuator channel 1148 configured to receive the actuator.

According to some embodiments, the actuator 1124 may be configured to provide the force necessary to inject fuel from the nozzle. For example, actuator 1124 may provide acoustic force to alter or improve bursts of injected fuel. According to one embodiment, the actuator 1124 may be made of a composite ferromagnetic material. In other embodiments, actuator 1124 may comprise laminated material for a magnetostrictive sensor or piezoelectric material to generate an acoustic pulse. Suitable methods for providing such functions in the drive 1124 include layering the desired materials as described, for example, in US Pat. No. 5,980,251, which is incorporated herein by reference in its entirety. In addition, suitable piezoelectric methods for generating such a desired acoustic impulse are described in the following educational materials published by Valpey Fisher Corporation: “Training Workshop on the Crystal Oscillating Crystal Oscillator” conducted by Jim Socki of Crystal Engineering, November 2000.

As shown in FIG. 21, the nozzle 910 comprises a device for controlling ignition and flow or a cap 921 located on the nozzle portion 918, which at least partially closes the pressure reducing valve 920. The cap 921 contains at least one conductive component, so that the cap 921 may be a first electrode, which produces a spark for ignition together with its corresponding second electrode, i.e. engine head. Cover 921 may be configured to protect components of nozzle 910 designed to track and / or detect combustion characteristics. Cover 921 may also be configured to affect the shape, pattern, and / or phase of the injected fuel. For example, cap 921 may be configured to induce rapid gasification of the injected fuel, as described above.

Further details of the cover 921 are described and shown in FIG. 24A. In particular, in FIG. 24A is a front view of a first cover 1221a according to an embodiment of the invention. In the embodiment shown in the drawing, the first cover 1221a has several slots and openings through which fuel enters the combustion chamber. The first cover 1221a also acts as a spark plug for spark, plasma, catalytic or glow ignition of the fuel in the combustion chamber. The holes and slots in the first cover 1221a provide partial access to the combustion chamber to monitor combustion characteristics. In particular, the first cover 1221a has several radially extending first slots 1223 and second slots 1227. As shown in FIG. 24A, the first slots 1223 have a shorter length and wider width than the second slots 1227. The first cover 1221a also has several first holes 1225 spaced circumferentially around the cover between the slots, and several second holes 1229 located in the central parts of the cover. The slots and / or openings in the first cover 1221a, as well as in the other covers described herein, can be oriented at right or indirect angles to the surface of the combustion chamber to achieve the desired fuel consumption and combustion rates.

Although the first cover 1221a shown in FIG. 24A is a single demo template or a set of slots and holes; according to other embodiments, various templates can be used to achieve the desired injection and ignition characteristics. For example, in FIG. 24B and 24C show side views of a second ignition and flow control device or cap 1221b formed according to another embodiment of the invention and having sharp edges. As shown in FIG. 24B and 24C, the second lid 1221b has several slots 1223 extending radially outwardly from the center of the second lid 1221b. Slots 1223 are formed between the electrode parts 1231 extending from the base surface 1224. The electrode parts 1231 are configured to initiate ignition even with the corresponding electrode part of the engine head. The second cover 1221b also has an opening 1229 located in its central part. Accordingly, the combustion characteristics can be tracked through the hole 1229, as well as through the gaps 1233 between the electrode parts 1231 and the base surface 1224.

In some cases, for reliable ignition, a combination of spark, plasma, glow, and / or catalytic ignition may be desirable. For example, in the case of catalytic ignition, the electrode parts 1231 and / or the ignition points 1232 may comprise a catalyst, such as a platinum group metal or sponge platinum. In the case of glow ignition, the electrode parts 1231 and / or the ignition points 1232 may contain needle structures formed as a result of deposition during spark or plasma erosion and transfer. Such deposition can move between the electrode parts 1231 by accidentally reversing the polarity of the voltage and / or by using alternating current to improve the plasma that forms near the ignition points 1232.

One advantage of the embodiment shown in the drawing is that the second cover 1221b can provide protection for sensors or transducers that are used to monitor combustion characteristics. Another advantage is that the slots 1223 extending between the electrode parts 1231 form multiple spark points 1232 or act as hot surfaces to initiate ignition. Since the second cover 1221b has numerous ignition points 1232, it is particularly suitable for extended use. For example, even if one of the ignition points 1232 is dirty or otherwise malfunctioning or has lost its function, the second cover 1221b still has other ignition points 1232 for generating ignition.

In FIG. 24D is a perspective view; FIG. 24E is a front view, and FIG. 24F is a cross-sectional side view essentially along line 24F-24F shown in FIG. 24E, of a third lid 1221c in accordance with another embodiment of the invention. In the embodiment shown, the third cover 1221c has a first surface 1226 located at a distance from the main body 1224. A hole 1229 passes through the central part of the first surface 1226, and several slots 1223 pass through the third cover 1221c between the first surface 1226 and the main part 1224. Similar to the embodiments described above, the aperture 1229 and the slots 1223 provide the ability to track combustion characteristics using a measuring tool located in the nozzle. In the embodiment shown, slots 1223 extend through the third lid 1221c at an angle of about 45 ° with respect to the first surface 1226. However, according to other embodiments, the slots 1223 in the third lid 1221c can be made with a larger or smaller angle. The third cover 1221c further has a channel 1237 passing through the main part 1224, through which fuel flows through the third cover 1221c.

As shown in FIG. 21, in some applications, it may be desirable to use a mechanical shutoff valve in the nozzle portion 918 to prevent the combustion pressure developed in the combustion chamber 904 from penetrating the nozzle 910. Accordingly, according to some embodiments, the nozzle portion 918 may comprise a mechanical shutoff valve aligned with the guide 943 of the bearing located on the nozzle portion 918. In FIG. 25A-25C illustrate such a shutoff valve 1345 according to one embodiment of the invention. In particular, in FIG. 25A is a perspective view; FIG. 25B is a rear view, and in FIG. 25C is a side sectional view substantially along line 25C-25C shown in FIG. 25B, shutter valve 1345. As shown in FIG. 25A-25C, in this embodiment, the shutter valve 1345 comprises a protruding portion 1351 extending from the main portion 1347. The protruding portion 1351 is configured to at least partially receive a corresponding nozzle into the nozzle portion. The shutter valve 1345 has a streamlined surface 1353 extending from the main part 1347 to the protruding part 1351. The streamlined surface 1353 located on the protruding part 1351 contains ribs or splines 1349 forming a blade wheel. The shutter valve 1345 further has a combustion surface 1357 facing the combustion chamber. A hole or slot 1355 extends from the combustion surface 1357 into the gate valve 1345. The hole 1355 may at least partially receive the bearing guide 943 shown in FIG. 21.

In use, the gate valve 1345 can be moved to the closed position by pressure in the combustion chamber, a mechanical spring, and / or magnetic force, which provides an electric or permanent magnet built into the valve seat. The positive pressure of the fuel flow flowing through the seat of the corresponding valve opens the shutter valve 1345 to enable the flow and thus to inject fuel into the combustion chamber. This flow can create the Coanda effect, whereby the shutter valve 1345 is held open while fuel is flowing into the combustion chamber. In some embodiments, the ratio of flow rate to pressure (including, for example, the ratio between appropriately delivered fuel and pressure in the combustion chamber), which due to the Coanda effect corresponds to the position of the shutter valve 1345, can be monitored. This information can be used for various types of fuel such as gasoline, diesel, ammonia, propane, fuel alcohols and various other types of fuel that can be used in the form of a liquid, superheated liquid or steam Including their various combinations with or without additional combinations of them, further comprising thermochemical regeneration products, such as hydrogen and carbon monoxide.

According to one feature of the embodiment shown in the drawing, the shutter valve 1345 is configured to generate a dense fuel flow in alternating regions to improve fuel combustion. For example, spiral ribs or splines 1349 of a blade wheel serve to impart angular velocity to the gate valve 1345 and at the same time form a compacted flow of fuel in alternating regions. This design feature can be used to facilitate accelerated fuel combustion as a result of increased mixing speed. This design feature can also be used to collide injected fuel directed by oncoming flows, as well as the formation of such displaced mixing in accordance with mutually intersecting flow paths when injecting fuel into air or another oxidizing agent, which is introduced into the combustion chamber with an angular momentum, or which is introduced for the formation of vortices due to the geometry of the combustion chamber. Accordingly, the shutter valve 1345 may be configured to give an angular momentum to the flow of injected fuel in a clockwise or counterclockwise direction to desirably accelerate the heat transfer process while minimizing heat transfer to the surface of the combustion chamber.

In FIG. 26A is a cross-sectional side view of a nozzle 1410 in accordance with another embodiment of the invention. The nozzle 1410 contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above. For example, the nozzle 1410 is particularly suitable for use within a very small hole in the head of a relatively low-power diesel engine 1407. For example, the nozzle 1410 includes a middle portion 1416 extending between the main portion 1414 and the nozzle portion 1418. In the embodiment shown, the nozzle 1410 uses a ferromagnetic alloy housing 1402 as part of an electromagnetic circuit with an actuator armature 1424. The actuator 1424 is typically supported by a first magnetic or mechanical biasing element or spring 1435 located nologically lower than the actuator 1424 in the middle part 1416. The actuator can also usually be supported by a second biasing element 1413 located technologically above the actuator 1424 in the counterbore 1433 in the middle part 1416. An electric current flowing in the solenoid winding moves the actuator 1424 linearly along the longitudinal axis of the nozzle 1410. The housing 1402 also contains and protects the ceramic insulator 1417 with high electrical strength, which may be any of the insulators described in detail above. An insulator 1417 insulates a conductive tube or metallization 1408 delivering electrical energy for ignition to the nozzle portion 1418. For example, a cable 1438 can transmit electrical energy for igniting a metallization 1408 that transmits electrical energy for ignition to an ignition element or cover 1421 located at a boundary surface of the combustion chamber 1404.

In FIG. 26B is a front view of a nozzle 1410 comprising an ignition member 1421. As shown in FIG. 26A and 26B, the ignition element 1421 comprises numerous radial ignition points 1412 for initiating an ignition effect, such as spark, plasma, glow and / or catalytic stimulation. In addition to the ignition points 1412, the ignition element 1421 contains numerous openings for introducing fuel into the combustion chamber 1404, as described above. Additional features to minimize the space required to use the nozzle 1410 may be provided by a fuel supply passage 1442 extending from the main body 1414 to the nozzle portion 1418. For multi-cylinder engines, the fuel supply passage 1442 may be connected via at least one flexible discharge pipe with a suitable manifold for fuel distribution.

In use, an electric current flows in an electromagnetic coil that draws the actuator 1424 to the pole portion 1441 for supplying pressurized fuel to the nozzle 1410. The actuator 1424 hits the limiter clip 1460, which may be part of a polymer sheath having high mechanical and electrical strength, such like polyetheretherketone, which protects and clamps the actuator 1422 interconnected. The actuator 1422 is connected to a pressure reducing valve 1420 in the nozzle portion 1418. Pressure reducing valve 1 420 adopted in the seat 1425 valve. In some embodiments, actuator 1422 may include a terminal or cable into which a conduit or a group of different optical fiber strands is integrated. In addition, the pressure reducing valve 1420 and the valve seat can be made of a ferromagnet. The nozzle portion 1418 further comprises a shutter valve 1458, which can also be made of a ferromagnet. The shutter valve 1458 extends through the hollow bearing tube 1426 and provides access for pressure measurement and exhaustive viewing of the outlines of temperature and movements in the combustion chamber 1404. This provides tracking of conditions and events in the combustion chamber, including the movement of the piston to determine its speed and acceleration, the pressure in the combustion chamber during periods of intake, compression, injection, ignition, flame propagation, working and exhaust strokes, as well as the temperature of the combustion along with the temperature of the components combustion chambers, including piston surfaces, cylinder walls, valves and heads. The optical fiber strands and other measuring components for transmitting data (including, for example, multilayer insulation of electrically conductive measuring fibers) pass through a fuel transport channel 1432 located in the pole portion 1441.

As shown in FIG. 26A and 26B, to minimize the diameter of the nozzle 1410 in the hole in the engine head 1407 providing access to the combustion chamber 1404, the total diameter of the nozzle 1410, including the housing 1402 and the power source cable 1438, is minimized. In addition, an actuator 1422 may be located within the nozzle 1410. Data lines from the actuator 1422 may extend from the main body 1414 through an outlet and a seal and may be connected to an external controller, processor, or memory device. Similarly, insulated cable 1440 may be located in the main body 1414 and may transmit electricity to control at least one piezoelectric or magnetostrictive device, including, for example, actuator 1424.

In some applications, the check valve 1458 may have ribs or slots forming the impeller, generally similar to the check valve 1345 described above and shown in FIG. 25A-25C. These blade-shaped ribs or slots can impart an angular velocity to the fuel to form a densified fuel flow in alternating regions, so that the type of fuel portion or the combustion pattern of the fuel injected by the nozzle portion 1418 can be improved. This design feature can be used to facilitate accelerated fuel combustion as a result of an increase in the mixing speed in the event of a collision of oncoming fuel flows and / or the formation of displaced mixing in accordance with cut-off flow paths during fuel injection into air or another oxidizing agent that is introduced into the combustion chamber with an angular momentum, or which forms turbulence in accordance with the geometry of the combustion chamber. Accordingly, the shutter valve 1458 may be configured to communicate a clockwise or counterclockwise angular momentum to the fuel flow to give the necessary acceleration to the heat transfer process while minimizing heat transfer to the surface of the combustion chamber.

In FIG. 27A is a cross-sectional side view of a nozzle 1500 made in accordance with another embodiment of the invention. The nozzle 1500 shown in the drawing is particularly suitable for use in engines with a high or low compression ratio to provide faster and more complete combustion of various fuels. These fuels can have virtually any combination of characteristics, including, for example, temperature, at least one mixed phase, viscosity, specific energy consumption, as well as octane and cetane numbers, including octane and cetane numbers, which are far from the standards for normal operation. In the embodiment shown in the drawing, the nozzle 1500 contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above. For example, the nozzle 1500 comprises a middle portion 1582 extending between the main portion 1580 and the nozzle portion 1584. The nozzle also comprises an actuator 1518 extending from the actuator 1515 to the fuel pressure reducing valve 1524.

In the embodiment shown, any fuel that is not ignited by spark ignition (such as diesel fuel made from energy crops, animal fat, and / or other organic waste) can be delivered to nozzle 1500 through inlet 1502. Fuel can leak along the fuel path past some components of the nozzle 1500. For example, fuel can flow in the main body 1580 past a suitably armored measuring signal cable 1504, covers 1506 of the spring holder, compression spring 1508, additional magnet 1514, actuator 1515 and additional compression spring 1516. The fuel path continues in the middle part through the channel 1531 made in the insulator 1530 with high electric strength, and passes into the hole made in the conductive metallization or tube 1522, for delivery to the nozzle portion 1584. In the embodiment shown in the drawing, the nozzle portion 1584 comprises a seat located at the boundary surface of the combustion chamber 1550, which is sealed with a normally closed reduction valve 1524. In some applications, metallization or tube 1522 may be coated or clad with material 1520 having high dielectric strength within the region 1517 adjacent to the combustion chamber in order to ensure reliable electrical contact with pressure reducing valve 1524. In other applications, the tube coating 1520 may have high electrical conductivity or high resistance to spark erosion, necessary for use as a component of the circuit in the processes of spark and plasma ignition i.

Thus, depending on the application, the metallization or tubular component 1522 can be conductive metallization deposited on the hole in the dielectric insulator 1530, or conductive metal, ceramic, polymer or composite, which provide a special seal at the boundary surface for pressure relief valve 1524. This metallization or tubular component 1522 together with an actuator 1518 and an actuator 1515 minimize the outer diameter of the nozzle 1500. Thanks to this design, the nozzle can t have a relatively large length necessary to reach areas in which at least one overhead camshaft and valve actuator are located.

The biasing or traction generating elements may be springs (including, for example, mechanical spring forms such as spiral, conical, flat and curved sheet or multilayer, elliptical, coil springs, as well as various disk-forming disk springs), magnets and / or piezoelectric components that can be configured to create traction or pushing force if necessary. In various applications, combinations of such options can be effective to provide the desired performance, resonant tuning and / or damping of undesired characteristics.

In the embodiment shown in the drawing, the normally closed pressure reducing valve 1524 is forcibly tightly brought close to the metallization seat 1521 or tube 1522 under the tensile force transmitted by the actuating device 1518 and created by the compression spring 1508 and the spring cover 1506. These springs can be connected to the actuating device 1518 with the possibility of mechanical limitation of the unidirectional movement of the actuator 1518 with the aim of applying a tensile closing force to the reduction valve well 1524. In addition, the pressure reducing valve 1524 may be equipped with a sharp annular element or may have sharp ignition points located on a circle at a distance from each other. The conductive housing 1510 may serve as part of the magnetic circuit for the solenoid coil 1519 and the actuator 1515. The housing 1510 may also serve as a multifunctional component extending to the boundary surface of the combustion chamber. A portion of the housing 1510 located at the boundary surface of the combustion chamber may also include internal ignition elements 1528, such as radially inwardly directed protrusions or an annular concentric element. In addition, the main body 1580 may include at least one groove and O-ring 1537 or an adhesive composition, such as urethane or epoxy resin, to seal the fuel within the main body 1580.

In use, nozzle 1500 can receive fuel under pressure through inlet 1502. Fuel flows to a normally closed pressure reducing valve 1524 and then is discharged into the combustion chamber by activating pressure reducing valve 1524 with a suitable force generator, such as a piezoelectric device or solenoid device, to move the actuator 1515. The drive 1515 counteracts the tensile force exerted by the spring 1508, and thus allows fuel to be injected into the combustion chamber from the nozzle portion 1 584. In this case, any methods of delivering high-power electric current pulses into the space between the ignition elements 1528 and the metallization or tube 1522, and / or into the gap between the pressure reducing valve 1524 and the ignition elements 1528 can be used. For example, an insulated cable 1532 can transmit such electric current movable conductive cables 1533 connected to conductive metallization or fibers located on top of the actuator 1518, for transmission thus an insulating current reduction valve 1524.

Such an operation can be repeated with a high frequency, including a resonance-tuned frequency, to form a sequence of injection of portions of fuel. These repeated portions can be accompanied by the application of an acoustic impulse to each portion of the fuel, which can be created by piezoelectric or magnetostrictive forces. These pulsed forces can include forces generated by the multifunctional embodiment of actuator 1515. For example, ignition can be accomplished by at least one ionization of air in at least one of the annular gaps between the pressure reducing valve 1524 and the nearest annular portion 1511 of the casing 1522. Such ionized air may continue to exit the annular region 1517 to ensure reliable ignition of the fuel injected into the combustion chamber 1550 through the outwardly open hole of the pressure reducing valve 1524.

The development of a spark in the relatively small gap that originally exists between the pressure reducing valve 1524 and the ignition elements 1528 of the annular portion 1511 can be triggered by a capacitor discharge, as described in US Pat. No. 4122816, which is incorporated herein by reference in its entirety to generate a plasma current the pulses of which can sequentially exceed 500 A for initiating the plasma following the outward movement of the valve 1524, for injection and acceleration of fuel in the combustion chamber with a super-sound at a faster rate and for spraying it and giving impulse to portions of a stratified charge of fuel for accelerated completion of combustion processes. This process of pervasive ignition and accelerated combustion can be adaptively repeated with each portion of the injected fuel or adaptively developed to implement the propagating rapid ignition of at least two successive portions of the injected fuel.

In some applications, plasma formation can be synchronized by initiating and generating from ionized fuel molecules that enter the gap between sharp or protruding surfaces or ignition elements 1524 and 1528. As the pressure reducing valve 1524 continues to open, the plasma of ionized fuel molecules is injected into the combustion chamber with supersonic speed for reliable and fast combustion of each portion of fuel. This pervasive ignition process can be adaptively controlled and repeated with each portion of the injected fuel, or adaptively developed to effect propagating rapid ignition of at least two successive portions of the injected fuel. An unexpected and noteworthy fact was found out, consisting in the fact that due to the adaptive application of the indicated process of fast ignition and combustion at virtually any piston speed, a much higher torque per calorie of the energy potential of the fuel can be provided.

An additional advantage of this plasma discharge is that, due to the very fast injection, ignition and combustion, fuel injection can be started at or after top dead center to reduce heat loss during the compression period. Accordingly, the engine runs more smoothly and friction caused by heat loss, which can cause a change in the size of components moving relative to each other, as well as friction caused by deterioration of the characteristics of the lubricant films, in particular on the cylinder walls and piston rings, are reduced. As a result, the life of the cylinder and piston rings increases, heat loss is reduced, fuel efficiency is increased, and maintenance costs are reduced.

In FIG. 27B is a schematic diagram of some combustion characteristics relating to the nozzle shown in FIG. 27A, as well as other nozzles made in accordance with embodiments of the invention. As shown in FIG. 27B, compression ignition of diesel fuel (which must have a predetermined cetane number) requires initiating high pressure fuel injection at the beginning of the compression stroke. Under the action of high pressure, liquid diesel fuel breaks up into microdrops, and then these microdrops advance and spread far enough in heated compressed air to provide sufficient heat, and the liquid fuel evaporates and continues to penetrate additionally heated air, followed by the splitting of large molecules of evaporated fuel into micromolecules, that start the ignition process. If the air is not sufficiently heated, and / or if the microdrops are not small enough, and / or if the piston speed is too low or too high, then diesel fuel reaches cooler areas of the combustion chamber and heat is lost on the surfaces of the combustion chamber, such as piston surfaces, cylinder walls and components of the head, and unburned particles and hydrocarbons go into the exhaust, part of which looks like black smoke, while the other part in the form of microparticles is released into the environment and is especially harmful to the lungs, heart tsa and vessels of people and animals.

Curve 1596 on the schedule of the diesel engine contains a part that reflects the increase in pressure in front of the top dead center (hereinafter TDC). This part (in front of the TDC) reflects the increase in pressure and characterizes the “reverse operation”, which is larger for earlier initiation of injection and the start of combustion. The higher the piston speed, the earlier initiation of injection and combustion should begin to completely complete the events of evaporation, fission, and combustion. In each diesel fuel injection period during the combustion cycle, the part of the fuel that is most isolated by the hot excess air quickly evaporates, breaks down and quickly burns, reaching a temperature above 2200 ° C (4000 ° F), which is the threshold for the formation of nitrogen oxides.

For comparison, the use of the built-in nozzles / spark plugs according to the present invention, as shown by curve 1598, provides faster initiation and completion of combustion at all piston speeds and operating conditions and forms an increased working area of the graph under the pressure curve (a significant part, if not all of the working space torque for revolutions per minute) with the resulting improvement in fuel economy and an increase in rated power compared to conventional diesel th engine. Fuel can be injected quickly through large fuel lines (much later than with compression ignition or after TDC) for complete accelerated combustion. This is because in any situational condition of the inlet air temperature, atmospheric pressure, or type of fuel (in particular including combustion characteristics) that cause undesirable results, such as the formation of nitrogen oxides, extremely high pressure on critical engine components or heat loss due to the development of penetration of an insulating oxidizer, multi-port multi-fuel operation can adaptively provide sufficient plasma energy and / or gas formation (supercavitation) to eliminate the need ti in typical injection type diesel engines with high pressure through a small hole and a corresponding offset necessary penetration of fuel in the hot air for a distance to evaporation and combustion cleavage. In addition, the nozzles described in this application can stop multiple fuel injections at any time if the maximum combustion temperature of 2200 ° C (4000 ° F) is reached, or if the combustion area goes beyond the excess air insulation and approaches the area of rapid cooling. After such cessation of injection, at least one additional fuel injection can be resumed to achieve the desired completion of work in each operating cycle. In addition, the nozzles described herein can stop multiple injections of fuel at any time if the combustion pressure approaches a predetermined maximum to prevent damage to the piston, connecting rod, bearings or crankshaft and / or to avoid pressure-induced unwanted formation of radicals or compounds such as various nitrogen oxides.

The process of pervasive rapid ignition and combustion facilitates smooth engine operation over a much larger range of capacities, including the number of cylinders of a multi-cylinder engine that is necessary to instantly satisfy load requirements. For example, pervasive rapid ignition provides a much faster and more efficient response to a driver’s requirement (or requesting a cruise control system, i.e., an automatic speed control system) with respect to increased torque or engine speed. This further enhances the benefits of a longer cylinder and piston ring life, along with lower heat losses, to significantly increase fuel economy and reduce polluting emissions, as well as lower maintenance costs.

The problems of emissions polluting the environment are a consequence of the "start-stop" mode of operation and starting of a cold engine, as well as the state of the catalytic filter, in which the processes of catalytic correction of the operation of a heated engine in a steady state do not occur. However, another advantage of the propagating rapid ignition and combustion process is a much cleaner exhaust at any engine temperature, including, for example, a cold engine or a start-stop engine. Accordingly, in these problematic states, the duty cycle can be started with light or absent requirements for starter power consumption or starting energy consumption, which is required for conventional engines. Through the application of the propagating fast ignition and combustion process to each cylinder that performs a working cycle, starting can be achieved without the traditional requirement of a relatively high starting power for starting the engine. Normal operation requires that when starting the engine, the pistons reciprocate and take a suction stroke to create a vacuum in the intake system, into which fuel is added to make a homogeneous mixture, any part of which must be ignited by a spark, followed by a starting rotation of the camshaft to ensure opening the intake valve and closing the exhaust valve, while a more or less homogeneous charge of the mixture, which is expected to be manufactured in the intake system, is transmitted the combustion chamber. Further rotation of the crankshaft causes compression of a more or less homogeneous mixture and requires an effort to withstand the pressure that increases if ignition of the homogeneous mixture is achieved in order to carry out the reverse work process until the transition through top dead center. Whatever energy remains in the ignited gases, it is used to perform positive work during the working cycle to maintain the engine starting mode.

Likewise, a compression ignition diesel engine that is modernized according to the present invention and uses propagating fast ignition and combustion processes in each cylinder that performs a working cycle, provides starting without the traditional requirement of high power consumption for starting the engine. The normal operation of a compression ignition diesel engine requires that the pistons reciprocate when turning the crankshaft, passing suction strokes to transfer air to the intake system, and then turning the crankshaft causes the camshaft to rotate to open the intake valve and close the exhaust valve, air from the intake system is transferred to the combustion chamber, and subsequent rotation of the crankshaft causes air compression until a sufficient rate is reached In this case, diesel fuel injected under high pressure as a result of subsequent rotation of the crankshaft evaporates and splits so as to initiate ignition of the evaporated and split fuel when it is mixed with hot air, and with further rotation of the crankshaft, reverse work is performed until top dead center, and the energy remaining in the ignited gases must reach a sufficient amount to perform positive work during the working cycle to maintain p engine start mode.

As shown in FIG. 27A, the measuring means and signal cable 1504 may have additional reinforcement in the middle section 1518 between the upper spring seat 1506 and the mount or mechanical travel stop in the fuel valve 1524. Such reinforcement may include means for applying operating force by the actuator 1515 to the annular protrusion 1515 of the mechanical travel stop to ensure adequate tensile strength, fatigue strength and electric strength, and as a result, for reliable stable operation, contributing to life is personal. The measuring cable 1526 located in the boundary surface of the combustion chamber is movable and can withstand the high temperature and pressure acting on the valve 1524 located at the boundary surface of the combustion chamber. This measuring means may also provide wireless communication with a microprocessor 1539 located in the nozzle 1500, and / or with another microprocessor or computer 1540 located at the far end of the housing 1510 or outside.

Thermal data on gaseous, plasma and solid substances on the surfaces of the combustion chamber, including infrared, visible and ultraviolet frequencies of the electromagnetic spectrum, can be processed, along with pressure and acceleration data, and transmitted via integrated wireless nodes or transmitting and / or conducting fibers to actuator 1518. For example, actuator 1518 may comprise suitable measuring means, such as transducers, for transmitting data to microprocessor 1539, and / or A transmission through an appropriate seal through the cable 1504 or remote computer 1540 microprocessor.

To power a sensor assembly that can operate at frequencies from a few kilohertz to several gigahertz, a suitable energy conversion device or a combination of devices such as photovoltaic, thermoelectric, electromagnetic, electrical and piezoelectric power generators can be used. Sensors can be supported by operating systems such as TinyOS, an open source component operating system, and a wireless sensor networking platform developed at the University of California, Berkeley. Such operating systems can be used to initiate and facilitate the operation of relays, system outputs and / or alarm systems that trigger when specified events occur. These events can be detected by a measuring tool located in the nozzle portion 1584, or a signal converter and analyzer 1535, and may include data recorded by pressure sensors and optical sensors transmitted through a functional connection or transparent insulator 1530, or using fibers or channels passing in the insulator 1530.

These combinations increase the corresponding mechanical and electrical strength of the assembled components to ensure the production of high voltage plasma by components that are very small. In particular, a multi-function valve can be provided that moves to excite the ejection of plasma and prevents ash and sediment contamination when using untreated and relatively inexpensive fuels. Such advantages can also be provided by a synergistic combination of pressure reducing valves and shutter valves described herein, which block the pressure created during combustion and also provide fuel control at the boundary surface of the combustion chamber to prevent leakage or leakage of fuel at undesirable times.

Additional benefits that facilitate measurement processing can be achieved by adding reagents to the fuel that help detect the movement and shape of the combustion process, as well as preferred thermal signatures, in order to control the combustion processes and / or peak combustion temperature. When used, such additives in relatively small quantities are delivered as miscible reagents or colloidal suspensions that emit photons at some known frequencies after heating, ionization or deionization. Finely dispersed or otherwise activated transition metals can also be used, which can be stored and combined with carbon monoxide released as a result of endothermic reactions, in accordance with embodiments of the fuel storage according to the present invention, or for the formation of carbonyls, which can be used as another family of additives used as emitting indicators for the results of the ignition and combustion process. Alternatively, at least one of the selected transition metal carbonyls, such as manganese or iron, can be prepared and stored for regular or occasional addition to the fuel used. For example, at least one of the additives of such organic or inorganic substances that contain manganese, iron, nickel, boron, sodium, potassium, lithium, calcium or silicon is a typical reagent with clearly distinguishable images of the emission source for the purpose of characterizing the dynamics and display temperature or process speed. Such additives can be continuously or occasionally supplied from storage tanks for calibrating transducers that detect temperature, along with the dynamics of the ignition process of various reagents and products of the combustion process. Such properties are used by detection and analysis systems to determine the temperature (including the prevention of temperatures at which nitrogen oxides are formed), the stages of the combustion process, and the speed of the combustion process. These results can be used to comprehensively record improvements in fuel economy along with cumulative benefits, such as reduced emissions of carbon dioxide, nitrogen oxides and particulate matter.

In FIG. 28 shows a nozzle 1600 made in accordance with another embodiment of the invention. In particular, in FIG. 28 is a cross-sectional side view of the nozzle 1600, which contains some features that are generally similar in structure and function to the corresponding features of the nozzle 1500 described and shown in FIG. 27A, as well as other nozzles described herein. Accordingly, these similar features of the nozzle 1600 will not be described and shown in FIG. 28. However, the nozzle according to the embodiment shown in FIG. 28 is configured to provide some or most of the energy conversion processes for at least the following: 1) monitoring the state and events in the combustion chamber, including, for example, temperature, combustion processes, pressure, movement of fluids such as gases, vapors, and liquids, as well as the position of the piston or rotor, speed and acceleration; 2) control of electronic converters, processors, computers and controllers (for example, processors 1535 and 1539 described above and shown in Fig. 27A) in response to the monitored states in order to adaptively optimize fuel injection initiation, complete fuel injection, and adjust delays between any of the following initiation of fuel injection, as well as selection and synchronization of accordingly optimized ignition processes; 3) activation and power supply of actuating devices for the valve and actuators that apply force to the corresponding pressure reducing and / or gate valves; and 4) activation and power functions of an adaptively optimized ignition system.

Thermoelectric power generation for these purposes, along with wired or wireless transmission of signals to and from the electronic controller, can be provided due to the part of the energy transferred through the temperature difference between the combustion process and a lower temperature, such as the temperature of the fuel injected, which may have an ambient temperature air or lower. For example, at least one device, including any one such as a semiconductor thermoelectric generator 1620, may be located in the nozzle to capture radiant energy from the combustion process and generate the necessary high temperature. The corresponding low temperature may be equal to the temperature of the fuel that flows through the 1622 conductive tube. Suitable thermoelectric films and circuits may be purchased from companies such as Perpetua Power Source Technologies, Inc, 4314, Southwest Highway Resech, Corvalis, Oregon 97333 (See, for example, http://www.perpetuapower.com/products.htm). In addition, wireless sensor nodes for these purposes can be purchased from companies such as Microchip, Atmel, and Texas Instruments.

According to another embodiment, the power or electricity generator may comprise a photovoltaic generator 1625, which may be located adjacent to or be integral with the thermoelectric generator 1620. Also, a photovoltaic generator 1625 can convert radiation emitted from a combustion chamber into electricity. The photovoltaic generator 1625 can additionally serve as a measuring transducer for measuring temperature or other characteristics of the combustion and events in the combustion chamber. The photovoltaic generator 1625 can be cooled by transferring heat to the fuel that flows nearby in the fuel line in the nozzle portion of the nozzle 1600. To reliably transfer heat to the fuel flowing in the nozzle portion, the photovoltaic generator 1625, as well as the cold side of the thermoelectric generator 1620, can be mounted on the material with high thermal conductivity or connected to it, such as silver, copper, aluminum, beryllium oxide or diamond, which transfers heat to the conductive tube 1622.

Other power generation subsystems that can be integrated into the 1600 nozzle include vibration-controlled electrets and electromagnetic generators. A slightly larger amount of energy can be generated by at least one piezoelectric device 1631 as part of the insulator 1630 of the nozzle 1600. The piezoelectric device 1631 can be used to generate a spark or plasma to ignite the fuel that is injected into the combustion chamber. The generation of sparks in such piezoelectric processes can be used to initiate the discharge of high current plasma, as generally described in US patent No. 4122816, which by reference is fully incorporated into the present patent application. The piezoelectric device 1631 as an integrated component of the nozzle 1600 can be installed to receive the force exerted by the events in the combustion chamber by selecting a material for the insulator 1630 with a relatively low modulus of elasticity, which provides mechanical stress to the piezoelectric device 1631.

Accordingly, the piezoelectric device 1631 can serve as a pressure sensor and as an electric generator. For example, it can transform the deformation that occurs when it is compressed during a compression stroke and / or with an increase in the combustion pressure in the combustion chamber, and at the initial stage serve as an electrically open system that can be connected to the spark gap between the pressure relief valve 1624 and the igniter element 1628. Due to breakdown voltage, a spark discharge occurs in the spark gap. In some operating modes, such a breakdown for the formation of a discharge can be stimulated by additives to the fuel, which reduce the breakdown voltage, so that the synchronization of such ignition coincides with the supply of fuel to the spark gap. Fuel additives for such purposes may include the additives described above to form the desired emitted radiation after they have been sufficiently heated, ionized and / or deionized.

In some applications, the additional energy that is generated by the piezoelectric device 1631 as a result of the pressure created by combustion can be applied via a high voltage cable 1632 to a separate nozzle that is used in another cylinder. This additional energy can also be used for other purposes, such as controlling a piezoelectric or solenoid valve actuator, actuators and / or actuators. In such applications, a suitable circuit for matching, storing and switching energy may include a transformer, capacitor, diode and switch, as shown in the following sources: Operation manual for piezoelectric sensors for measuring force and pressure simultaneously with energy generation, "Piezoelectric ceramics, characteristics and application, "J. W. Waanders, published by NV Phillips in April 1991; as well as information published on the website www.morganelectroceramics.com/pzbook.html, each of which is incorporated by reference in its entirety into the present patent application.

Accordingly, the nozzle 1600 shown in FIG. 28 can provide for each engine cylinder during each operation cycle an adaptively optimized fuel supply timing for at least one of the successive fuel injection events. The nozzle 1600 can also provide optimized timing and adaptive use of ignition systems selected from piezoelectric, inductive, capacitor discharges and plasma ejection, along with control of the peak combustion temperature. The nozzle 1600 shown in the drawing may act as a stand-alone adaptively optimized system for injecting and igniting fuel, which only needs to be properly connected to the fuel source. In other embodiments, the nozzle 1600 may work in conjunction with other similar nozzles, including the use of interactive artificial intelligence to improve performance. The nozzle 1600 shown in the drawing may also distribute electrical energy to at least one other nozzle in applications such as powering control fuel valves or measuring means for detecting temperature and pressure sensors, powering the ignition, and / or controlling microprocessors or computers.

When used, numerous combinations of the embodiments described herein provide efficient use of virtually any type of fuel. For example, according to embodiments of the present invention, to facilitate the starting of a cold engine with the initial reliable formation of a clean exhaust by applying the propagating fast ignition and combustion process described in the example of capacitor discharge processes using the nozzles described in this application, including, for example, nozzle 1500 described above and shown in FIG. 27A, a fuel may be used that contains high molecular weight components, such as low acetane vegetable or animal fats, refined oil, paraffin or petroleum jelly, which typically cannot be used to start a cold engine. After the engine begins to produce a sufficiently warm cooler and / or exhaust gas to control the thermochemical regeneration process to produce hydrogen, as obtained in Equality 7 below, the energy required for complete clean combustion is significantly reduced, and to significantly reduce energy costs for ignition, ignition can be used with a piezoelectric generator 1631 or a thermoelectric generator 1620 located in the nozzle 1600 shown in FIG. 28.

Expression 7

H _x C _y + yH ₂ O + HEAT -> yCO + {y + 0,5 (x)} H ₂

Similarly, the partial oxidation of such hydrocarbons can be used as presented in Equality 8 to produce sufficient hydrogen contained in the reaction products to provide reliable ignition of the relatively low-energy spark plasma generated by the piezoelectric generator 1631 or thermoelectric generator 1620.

Expression 8

H _x C _y + 0.5yO ₂ -> HEAT + yCO + 0.5 (x) H ₂

The heat generated in the process described by Expression 8 can be used in endothermic processes, such as those shown in Equality 7.

In FIG. 29 is a cross-sectional side view of a nozzle 1700 made in accordance with another embodiment of the invention. The embodiment shown in the drawing contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above. For example, the nozzle 1700 comprises a middle portion 1703 extending between the main portion 1701 and the nozzle portion 1705. The nozzle 1700 also includes a tubular fitting 1704, which also serves as the ferromagnetic pole of the solenoid and which contains an insulated coil located in the annular region 1710 in the main portion 1701 The nozzle 1700 also contains a magnetic circuit 1708, which forces the drive 1714 to come closer to the annular protrusion 1716 of the limiter. The annular protrusion 1716 is connected to an actuator 1718, which is also connected to a pressure reducing valve 1738 located in the nozzle portion 1705. The actuator 1714 creates tensile stress in the actuator 1718, which holds the pressure reducing valve 1738 in the closed position. Like the other nozzle embodiments described in this application, the nozzle 1700 shown in the drawing is configured to perform fuel control, metering and fuel injection functions using at least one of the suitable pneumatic, hydraulic, piezoelectric and / or electromechanical processes applied to activating components of the nozzle 1700. In addition, the nozzle 1710 is suitable for the interchangeable use of a wide variety of different types of fuel. In addition, the nozzle 1700 is also configured to be used with engines that have a wide power range and which require a relatively flat torque curve.

In use, the flow of electric current in the winding 1710 closes the pressure reducing valve 1738. In particular, the electric current in the winding 1710 forces the actuator 1714 to come closer to the pole part 1704, which exerts a tensile force on the actuator 1718. The pressure reducing valve 1738 can adaptively open when the tensile force exerted on the actuator 1718 is weakened. If the actuator 1714 does not exert a tensile force on the actuator 1718, the biasing member 1722 may cause the actuator 1714 to move away from the pole portion 1704. Examples of suitable biasing members 1722 include mechanical springs along with the corresponding spring-loaded permanent magnets of the ring type or electromagnets. The biasing element 1722 can be located technologically below the nozzle 1700 in the middle part 1703 of the nozzle 1700. If the actuator 1714 is displaced to the pole part 1704, a solenoid must apply much less force to move the actuator 1714 than when the actuator 1714 is located farthest from the pole parts of the 1704 position.

If the actuator 1714 is biased toward the pole portion 1704, a voltage must be applied to the coil winding 1710 to generate an electric current pulse in accordance with the selected “holding” frequency. Each time a pulse of electric current passes through the winding 1710, an anti-electromotive force (counter-EMF) occurs. The charging circuit 1705 (shown schematically) may use an anti-electromotive force to charge the capacitor 1712, which may be located in the position shown in the drawing. Various schemes may be suitable for this purpose. Circuit 1705 may be located in nozzle 1700, on the surface of nozzle 1700, or in other suitable places and may contain at least one integrated circuit that provides appropriate application of the principles described in US Pat. Nos. 4122816 and 7349193, each of which is incorporated by reference in its entirety. included in the present patent application. The output may be connected to conductive fibers or a conductive coating (not shown for clarity) located on the actuator 1718 and / or via an electric cable 1707.

At the appropriate point in time, when the act of injecting fuel into the oxidizer 1740 of the combustion chamber is adaptively optimized by the microcontroller 1706, the voltage applied to the winding 1710 is turned off, and the anti-electromotive force can be applied to the capacitor 1712, which is switched to transmit an electric current that is adaptively adapted to optimize fuel ignition requirements. As indicated above, these fuel injection requirements can be determined by analyzing combustion chamber data, including optical and pressure information transmitted by transducers located on the boundary surface 1736 of the combustion chamber, and / or sensors 1709 and / or controller 1706 that transmit this data using wireless nodes or optically transmitting or electrically conductive communication lines that can be integrated into an actuator 1718.

With cold fuel, a cold engine, in acceleration mode, in cruise control mode with a hot engine or in cases where the start-stop mode is used to initiate ionization between the conductive part of the sharp rim of the pressure reducing valve 1738 and / or the conductive part of the sharp rim of the tube 1738 in the region 1725 an adaptively optimized electric current, including adaptively determined values of a sufficiently strong electric current and a sufficiently high voltage, can be delivered by at least one suitable conductor as described above. An additional pulse applied to at least one portion of the injected fuel may be generated by an audible signal, as described above. Accordingly, the fuel that enters the region between such sharp parts of the conductor is ionized and rapidly accelerated to supersonic speeds by injecting the ionized fuel components together with the activated non-ionized fuel components into the oxidizer 1740, resulting in very fast and complete combustion.

This new technology allows achieving or exceeding the rate of conventional hydrogen combustion using very cold or slowly burning fuel, the rate of combustion of which is usually 7-12 times lower than the rate of hydrogen combustion. If this new technology is applied to hydrogen or hydrogen and hydrocarbon mixtures, even faster combustion occurs. These advantages can be applied to low-power engines, which can provide a very high specific power factor by increasing operational efficiency, which is achieved by reducing heat losses and reverse work losses to improve the average effective pressure (P) when tested on a brake system along with an increase in the limits the frequency (N) of the cycle. Thus, as shown in Equality 9 below, energy production (HP) in a heat engine increases with increasing average effective pressure (P) and frequency (N) of the cycles.

Expression 9

HP = PLAN,

where: НР - received power;

L is the stroke length;

A is the area of application of the braking mean effective pressure;

N is the frequency of the cycles (rotation speed in rpm).

The embodiments of new high-strength dielectric materials described here also make it possible to carry out new processes with various hydrocarbons that can be stored for a long period to provide heat and energy in various combinations and in cases where motor generators with heat exchangers are used for emergency rescue works, including cold storage and ice making along with clean and / or safe water and equipment for sterilization for medical purposes . Fuel substances with a low vapor pressure and / or viscous fuel substances can be heated to sufficiently increase the vapor pressure and decrease the viscosity for quick flow and manufacture of injected fuel portions with a high specific surface area coefficient, during which the combustion processes of stratified or layer-by-layer fuel charges. For example, large blocks of paraffin, pressed cellulose, stabilized animal or vegetable fats, tar, various polymers, including polyethylene, distillation waste, low-grade diesel fuel and other long hydrocarbon alkanes, aromatic hydrocarbons and cycloalkanes can be saved in the event of a natural disaster. These representative fuel options, which provide the benefits of long-term storage, cannot be used in conventional carbureted or injection systems. However, these embodiments provide for the use of fuels that can be heated using a hot cooler or exhaust streams from a heat engine in heat exchangers 3436, 3426 (as shown in FIG. 14) to provide appropriate temperatures, for example, from about 150 ° C. to 425 ° C (300 ° F to 800 ° F) for direct injection with the nozzles described in this application for very fast combustion using injection and plasma propagating ignition.

In use, such a preheated liquid fuel can be cooled to some extent by heat exchange with the surrounding atmosphere or a cooler that passes through heat exchangers in order to locally reduce the vapor phase pressure and thereby reduce the force required according to the nozzle embodiments described in this application, for storing such fuels, so as to prevent leakage at undesirable times. Additional storage reliability can be achieved, if necessary, depending on the specific type of fuel by using at least two valves, such as shut-off valves, described in this application.

However, low-power engines and advanced designs of high-speed diesel engines have complex problems, since there is very little space left for the built-in nozzle / glow plug to enter the combustion chamber. Optimized process operations can be provided in particular for those engines that have very small inlet channels that limit the diameter of the nozzle part of the nozzle 1705, which extends to the boundary surface of the combustion chamber. The thermal barrier or protective part 1728 can provide the high mechanical, fatigue and electric strength that are necessary for use without reinforcing with a metal jacket in the nozzle part 1705. The electrical conductivity provided by the metal engine housing next to the nozzle part 1705 surrounding the insulator 1730 can be continued by means of a conductive region 1734, which may be a suitable metallic metallization, a metal alloy tip that is welded to an end with lovoy portion 1705 in place or crimped metallic mold, which is thus connected to the tubular insulator 1730, as shown in the drawing. Each of these methods can be used in accordance with the size requirements for various engines, including newly designed engines that are under development.

Injector embodiments that provide space saving and high-speed performance, as shown in FIG. 29, as well as other embodiments of the present invention, can be locked in place by various appropriate means, including an axial clamp or a forked flat spring (not shown), which securely lock the assembly in the protective part 1727 so that it interacts tightly with the edge of the hole in the engine leading to the combustion chamber. Thus, the protective part 1727 can serve as a thermal barrier and further provide a convenient means for reliably holding the assembly in place. Various suitable gaskets for the combustion chamber may also be used, including for example a compressible or elastomeric O-ring or a cone-shaped compression gasket.

In cases in which at least two nozzles according to the present invention should be used for injection and / or ignition of fuel in the combustion chamber of a very large engine, and it is desirable to place such nozzles in key locations that require the use of relatively small inlets, the fuel nozzle pressure reducing valve may be made as shown in FIG. 30A. In particular, in FIG. 30A is a sectional view of a partial side view of a nozzle comprising a control valve 1850 in accordance with another embodiment of the invention. According to one embodiment, the valve 1850 shown in the drawing may be used with the nozzle 1700 described above and shown in FIG. 29, and / or with other variations of the nozzles described herein. As shown in FIG. 30A, a larger diameter portion of the control valve 1850 may be held in close position with the seat 1852 by means of a cable assembly or actuator 1818. The actuator 1818 may be connected (eg, by welding, landing, etc.) to the valve 1850 A suitable actuator (eg, a piezoelectric or electromagnetic actuator, such as an actuator 1714 shown in FIG. 29) can pull and release the actuator 1818 to move the valve 1850. In addition, the valve 1850 can be directed or faceted chen unidirectional movement within the inner diameter of the valve case. For example, valve 1850 may be guided by an electrode. In other embodiments, the valve 1850 for alignment may also extend along the guide pin 1856.

The fuel control valve 1850 may be made of any suitable material, including, for example, optically transparent materials, such as glass fluoride, quartz, sapphire, or polymeric materials, including various composites based on such materials, to track infrared, visible, and ultraviolet radiation, as well as pressure and acts of movement in the combustion chamber. The fuel control valve 1850 can also be clad or treated with various materials to enhance the desired radiation that can be received by the lens and guide pin 1850. For example, the valve 1850 can be coated with materials, including, for example, appropriately protected sapphire, lithium fluoride, calcium fluoride or ZBLAN fluoride glass containing compositions of such materials, for transmitting and / or filtering some radiation frequencies of interest.

In use, the tensile force exerted on the cable or actuator 1818 is eliminated or weakened to a desired value to allow fuel to flow past valve 1850 and produce a complete steady flow for at least one portion of injected fuel, or fuel injections that receive momentum from suitable acoustic signal. The movement of the valve 1850 in the external direction under the action of fuel pressure and / or other force that can be applied to the valve provides at least one fuel injection per cycle of the combustion chamber. Shown in the drawing, the valve according to a variant implementation also contains a seat 1852, which may contain a permanent magnet and / or electromagnet. Valve 1850 includes a contact portion 1854, which is located in front of the seat 1852. The contact portion 1854 of the valve 1850 can be a ferromagnet or contain a permanent magnet that can be repelled by a pole of a permanent magnet located in the valve seat 1852, or a pole excited by an electromagnet located in the seat 1852 , for the desired change in the frequency of injection of portions of fuel and the nature of the portions of injected fuel.

According to some embodiments, the properties and conditions of the combustion chamber can be detected and transmitted by sensors that are located in the valve 1850 and / or the guide pin 1856. Optical, electrical and / or magnetic signals from the guide pin 1856 can be transmitted by corresponding channels or fibers passing into actuator 1818, by means of flexible subcables 1855 or a transmission medium, such as gas, liquid, gel or elastic material, which optionally fills the space for transmission yes GOVERNMENTAL corresponding converters and / or wireless nodes. This makes it possible to track and determine events in the combustion chamber using a facet or other type of appropriate lens 1853 located in the guide pin 1856. The tracked information can be transmitted appropriately via the optical pin assembly 156, including transmission through window material or transmission cables 1855 data. This information can also be received by channels 1855 passing through valve 1850 through slots 1858 or hole 1858 made in the first ignition and flow control device or cap 1880, which is located on the nozzle portion. In FIG. 30B is a front view showing the first cover 1880a and corresponding slots 1858 and hole 1857, which are configured to allow fuel to flow from the outside, as well as providing access to the combustion chamber to record its state and parameters. Corresponding converters, wireless communication units and / or light or electric subcables located in the actuator 1818 can transmit this information to the controller located in the nozzle to control adaptive fuel injection and the ignition timing.

In FIG. 30C is a front view of a second ignition and fuel consumption control device according to an embodiment of the invention. The second cover 1880b comprises an opening 1857 that provides access to the guide pin 1856. The second cover 1880b further comprises slots 1859. The covers 1880a and 1880b shown in FIG. 30B and 30C can also be used for ignition. For example, an ignition device can be selected from devices for glow, catalytic, spark, plasma ignition, or for ignition by means of a high-energy plasma excited by a capacitor discharge that pushes ionized air or an ionized mixture of air and fuel, or ionized fuel from the slots 1858, 1859, as well as from the annular region 1862 formed between the protrusion 1860 of the access hole in the engine head and the sharp rim 1857 (as shown in FIG. 30B) or the sharp rim ohm 1864 (as shown in FIG. 30C) of the respective covers.

In FIG. 31 is a cross-sectional side view of a nozzle 1960 made in accordance with another embodiment of the invention. The nozzle 1960 contains some space-saving means. For example, the nozzle 1960 includes a cable or actuator 1968 connected to a pressure reducing valve 1950, which is located in the nozzle portion of the nozzle 1960. The nozzle 1960 also includes an actuator assembly 1968 that is capable of moving the cable 1968 to actuate the pressure reducing valve 1950. B in particular, the actuator assembly 1959 also comprises actuators 1962 (individually identified as first through third actuators 1962a-1962c) that are configured to by moving the cable 1968. Despite the fact that in FIG. 31 shows three actuators 1962, according to other embodiments, the nozzle 1960 may comprise one actuator 1962, two actuators 1962, or more than three actuators 1962. Actuators 1962 may be piezoelectric, electromechanical, pneumatic, hydraulic components or other components generating appropriate effort in a different way.

The actuator assembly 1959 also includes connectors 1958 (individually identified as first and second connectors 1958a, 1958b), in operative position connected to respective actuators 1962 and to a cable 1968 for pushing, pulling and / or pushing and pulling offsets of the cable 1968. Cable 1968 can slide freely between connectors 1958 axially along nozzle 1960. According to another embodiment of actuator assembly 1959, the first cable end portion 1968 can pass through the first radial bearing 1976 located in the main part 1901 of the nozzle 1960. The first end part of the cable 1968 in the working position is also connected to the controller 1978 for transmitting combustion data to the controller 1978 to provide adaptive control of the ignition and fuel injection processes and to optimize these processes through the controller. The second end portion of the 1968 cable passes through a radial bearing 1970 located in the nozzle portion 1902 of the 1960 nozzle to align the 1968 cable with the pressure reducing valve 1950.

In use, actuators 1962 move cable 1968 to tension or loosen cable 268B to move pressure relief valve 1950 to a desired distance. In particular, actuators 1962 force the connectors to move the cable 1968 in a direction that is generally perpendicular to the longitudinal axis of the nozzle 1960.

In cases where it is desirable to deliver relatively large current portions of plasma to the boundary surface of the combustion chamber by ionizing the fuel, air, or a mixture of air and fuel, the nozzle 1960 may also include a condenser 1974 located in the nozzle portion 1902. The capacitor 1974 may be cylindrical and may contain a large the number of conductive layers that can be provided with an appropriate choice of metal or graphene layers that are separated by a suitable insulator, such as those shown in Table 1, as well as any by a composition such as those presented in Table 2. The capacitor 1974 can be charged with a relatively weak electric current flowing in the first insulated cable 1980, which can be connected to an appropriate energy source. Then, the capacitor 1974 can also be very quickly discharged with a relatively large electric current flowing in the second cable 1982, passing from the capacitor 1974 to the conductive tube or metallization 1984. Metallization 1984 may have desirable sharp edges to facilitate ignition and plasma propagation as described above.

In FIG. 32 is a cross-sectional side view of a nozzle 2060, made in accordance with another embodiment of the invention, for quickly and accurately controlling the activation of a pressure reducing valve 2050. The nozzle 2060 shown in the drawing contains some features that are generally similar in structure and function to the corresponding features of the other nozzles described in this application. As shown in FIG. 32, the nozzle 2060 comprises an actuator or cable 2068 connected to the pressure reducing valve 2050. The nozzle 2060 also contains various actuator assemblies 2070 (individually identified as the first actuator assembly 2070a and the second actuator assembly 2070b) for axially moving the cable 2068 along nozzles 2060 (e.g., in the direction of the first arrow 2067).

The first assembly 2070a (shown schematically in the drawing) comprises a force generating element 2071 that comes into contact with the cable 2068. The force generating element 2071 may be a piezoelectric, electromechanical, pneumatic, hydraulic component or other component that otherwise generates a corresponding force. When excited or otherwise actuated, the force generating element 2071 moves in a direction generally perpendicular to the longitudinal axis of the nozzle 2060 (for example, in the direction of the second arrow 2065). Accordingly, the force generating element 2071 moves at least a portion of the cable 2068 and thereby pulls it. If the force generating element 2071 is not energized or is not actuated, a tensile force is not applied to the cable 2068. Accordingly, the first actuator assembly 2070a can provide very fast and accurate 2003 fuel injection portions with a pressure reducing valve 2050.

The second actuator assembly 2070b (shown schematically in the drawing) comprises a gear rack and a gear structure for axially moving the cable 2068 in the nozzle 2060. In particular, the second assembly 2070b comprises a gear rack or sleeve 2072 connected to the cable 2068. A corresponding gear or gear the transmission 2074 interacts with the sleeve 2072. When using the second node of the actuator 2070b converts the rotational movement of the gearbox 2074 into the linear movement of the sleeve 2072 and, therefore, the cable. In addition, the second assembly 2070b can also provide very fast and accurate portions of fuel injection 2003 emitted by a pressure reducing valve 2050.

In FIG. 33A is a side sectional view of FIG. 33B is a left side view of an outwardly open pressure reducing valve 2150 according to another embodiment of the invention. In FIG. 34A is a cross-sectional side view, FIG. 34B is a left view, and FIG. 34C is a right side view of a valve seat 2270 made in accordance with an embodiment of the invention. As shown in FIG. 33A-34C, the pressure reducing valve 2150 is configured to control the fuel flow at the boundary surface of the combustion chamber, and the valve seat 2270 is configured to align the valve 2150 in the nozzle. In the embodiment shown, the valve 2150 comprises an elongated first end portion 2153 opposite the flanged second end portion 2152. The first end portion 2153 includes a cavity 2156 that can be connected to a cable or actuator, as described in detail above. The second end portion 2152 comprises a first contact surface 2154.

The valve seat 2270 comprises a first end portion 2273 opposite the second end portion 2271. The first end portion 2273 contains multiple channels or passages 2276 configured to allow fuel to flow and / or the passage of the measuring means through the seat 2270. The channels are connected to a single channel or hole 2272 made in the second end part 2271 of the saddle 2270. The second end part 2271 also contains a second contact surface 2274. The saddle 2270 is configured to at least partially receive the first end part 2153. In particular, the central channel or passage 2276 may receive a first end portion 2153 of the valve 2150. If the valve 2250 is brought to the closed position in the seat 2270, the first contact surface 2154 of the valve 2150 comes into contact or interacts with the second contact surface 2274 of the seat 2270, and thereby preventing the flow of fuel between them. In some embodiments, the surfaces of the valve 2150 and / or seats 2270 may be configured to affect the fuel flowing past these surfaces. For example, these components may contain sharp edges that contribute to the rapid gasification of the fuel, as described above. In addition, these components may have surfaces provided with grooves or reliefs affecting the flow of fuel, such as spiral grooves, for example, to form eddies of injected fuel. Although in the embodiments of FIG. 34A-34C show one design of a pressure reducing valve and corresponding seat 2270, one skilled in the art will recognize that other valves and seats may have different designs and features.

In FIG. 35A is a cross-sectional side view of a nozzle 2300 made in accordance with another embodiment of the invention. The nozzle 2300 contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above. For example, the nozzle 2300 comprises a middle portion 2304 extending between the main portion 2302 and the nozzle portion 2306. The nozzle portion 2306 extends through the engine head 2303 to the combustion chamber 2301. The nozzle 2300 also contains a dielectric insulator 2340.

According to one feature of the embodiment shown, the dielectric insulator 2340 comprises at least two parts having different dielectric strengths. For example, the insulator 2340 may comprise a first dielectric portion 2342 located generally in the middle portion 2304 of the nozzle 2300 and a second dielectric portion 2344 located in the nozzle portion 2306 of the nozzle 2300. In some embodiments, the second dielectric portion 2344 may have a higher dielectric strength than the first dielectric part 2342 and withstand severe combustion conditions in the nozzle part 2306 located next to the combustion chamber 2301 (for example, high pressure, thermal and mechanical shock loads, ar carbon deposits, etc.), and prevent the deterioration of the characteristics of the insulator 2340. According to some of the options for implementation, these dielectric parts can be made of various materials. However, according to other embodiments, the second dielectric part 2344 can be made of the same material as the first dielectric part 2342, however, the second dielectric part 2344 can be sealed or otherwise processed to increase its electric strength (for example, by compressive loading of its outer surfaces, as described above). The first and second dielectric parts 2342, 2344 can be made of any of the dielectric materials and / or using the processes described above, including, for example, the materials listed in Table 1.

According to another aspect of the embodiment shown in the drawing, the second dielectric portion 2344 does not extend along the nozzle portion 2306 all the way to the boundary surface of the combustion chamber 2301. Accordingly, the nozzle portion 2306 comprises an air gap 2370 between the engine block 2303 and the conductive portion 2338 of the nozzle 2300, which transmits the voltage of the ignition nozzle portion 2306. This gap 2370 in the nozzle portion 2306 provides space for a capacitive discharge, which produces plasma exiting the nozzle portion 2306. Such a discharge can also clean or at least partially prevent the deposition of impurities (eg, oil) on the second dielectric part 2344 and so to eliminate tracking or other degradation of the performance of the insulator 2340.

According to another feature of the embodiment shown in the drawing, the nozzle 2300 may further comprise a second shutter valve 2330 and a shutter valve seat 2332 located in the main body 2302 of the nozzle 2300. According to some embodiments, the shutter valve 2330 and the shutter valve seat 2332 may comprise magnetic parts (e.g. , permanent magnets) that are attracted to each other. In use, the force applied to the shutter valve 2330 (eg, electromagnetic or other appropriate force that overcomes the attractive force to the seat 2332) moves the shutter valve 2330 away from the seat 2332 to allow fuel to flow through the nozzle 2300. Since the shutter valve 2330 remains in the closed position, if no force is applied to it, in the event of a power loss, the shutter valve 2330 prevents the flow or leakage of fuel into the nozzle 2330.

In FIG. 35B is a front view showing an embodiment of a pressure reducing valve 2350 located in the nozzle portion 2306 of the nozzle 2300 shown in FIG. 35A. As shown in FIG. 35B, valve 2350 may include multiple slots 2358 and / or orifice 2357, thereby allowing fuel to flow and / or affect fuel flow. These slots 2358 and hole 2357 can also provide recognition through the valve 2350 of the properties and condition of the combustion chamber through the nozzle 2300. In addition, the valve 2350 can be made at least partially of a transparent material, such as quartz or sapphire, to ensure tracking properties and combustion chamber conditions.

In FIG. 36A is a sectional view of a partial side view of a nozzle portion 2402 of a nozzle 2400 made in accordance with yet another embodiment of the invention. In the embodiment shown, the nozzle 2400 includes a connector 2442 that connects the cable or actuator 2440 to the first pressure reducing valve 2450. The first valve 2450 is an inward opening pressure reducing valve that rests on the seat 2452 in the closed position. The nozzle portion 2402 also includes a second shutter valve 2460, which in the closed position rests on the seat 2452. In addition, the nozzle portion contains an intermediate volume 2456 between the closed first and second valves 2450, 2460. The nozzle portion 24 02 also includes a device for controlling ignition and fuel flow or a cover 2470. In some embodiments, the nozzle portion 2402 may also include at least one biasing component configured to control a valve device for fuel injection. These biasing components may include, for example, springs, such as mechanical springs, and / or magnets, including permanent magnets. In particular, the first valve may comprise a first magnetic portion 2451, and the second valve 2460 may comprise a second magnetic portion 2463, each of which is attracted or biased towards a corresponding third magnetic portion 2454 of the seat 2452. In addition, the cover 2470 may also comprise a fourth magnetic a portion 2472 that, however, extends or is otherwise biased away from the valve seat 2460. For example, the valve seat 2460 may comprise a fifth magnetic portion 2462 that is biased away from the fourth magnetic portion 2472 of the cover 2470. Accordingly, these biasing portions can help keep the valves in their closed position. These biasing parts can further improve valve activation, at least in part, by applying elastic force to accelerate the return of these valves to their closed position. The components of the nozzle portion shown in the drawing (for example, actuator 2440, first valve 2450, valve seat 2452, second valve 2460 and / or cover 2470) may include various sensors and / or measurement tools for monitoring and transmitting the states and / or properties of the combustion chamber .

In use, moving the actuator 2440 in the direction of the arrow 2439 causes the first valve 2450 to move away from the seat 2452 and thereby opens the first valve 2450. Opening the first valve 2450 allows fuel to flow along the first path 2444a and then enter the fuel into the intermediate volume 2456. When fuel enters the intermediate volume 2456, the pressure created by the fuel opens the second shutter valve 2460 so that the fuel can exit the intermediate volume 2456 along the second path 2444b. Fuel can then flow past cap 2470 for injection into the combustion chamber. When the actuator 2440 returns to its main position, the first valve 2450 closes by approaching the seat 2452 and stops the flow of fuel. When the pressure in the intermediate volume 2456 decreases, the second valve 2460 closes by approaching the seat 2452 and thus prevents leakage of fuel from the nozzle portion 2402. Accordingly, the quick activation of the actuator 2440 ensures accurate metering of portions of fuel from the nozzle portion 2402.

In FIG. 36B is a front view of the nozzle shown in FIG. 36A illustrating an apparatus for controlling ignition and fuel consumption, or a cap 2470 made in accordance with an embodiment of the invention. The cover 2470 shown in the drawing contains slots 2474 for fuel flow and monitoring the combustion chamber, as described in detail above. In addition, cover 2474 may include numerous circumferentially illuminated ignition parts 2476 that, together with the engine head, facilitate ignition.

In FIG. 37 is a schematic cross-sectional side view of a system 2500 constructed in accordance with another embodiment of the invention. The illustrated system 2500 of an embodiment comprises an integrated fuel injector / glow plug 2502 (e.g., an injector according to any embodiment of the present invention), a combustion chamber 2506, at least one non-throttle air pressure reducing valve 2510 (individually identified as first valve 2510a and a second valve 2510b), and a power transmitting device or piston 2504. As described above, the nozzle 2502 is configured to inject a layered or stratified fuel charge 2520 into the combustion chamber 2506. According to one aspect of the embodiment shown in the drawing, system 2500 is configured to inject and ignite fuel 2520 into oxidizer 2530 enriched or excessively present, such as, for example, air. In particular, system 2500 is configured such that valves 2510, prior to the act of combustion, maintain ambient atmospheric pressure or even above atmospheric pressure in the combustion chamber 2506. For example, the system 2500 can operate without throttling or otherwise preventing air from flowing into the combustion chamber, so that a vacuum in the combustion chamber 2506 is not created prior to the act of fuel ignition 2520. Due to a pressure that is equal to or higher than the ambient pressure in the combustion chamber 2506, excess oxidizing agent forms an insulating barrier 2530 near the surface of the combustion chamber (for example, a cylinder wall, a piston, an engine head, etc.).

In use, an injector 2502 injects layered or stratified fuel 2520 into a combustion chamber 2506 containing excess oxidizing agent. In some embodiments, injection may occur with the piston 2504 at and after top dead center. However, in other embodiments, nozzle 2502 can inject fuel 2520 before piston 2504 reaches top dead center. Since the nozzle 2502 is configured to adaptively inject a layered charge 2520, as described above (for example, quickly injecting multilayer portions between ignitions with fast gasification of fuel, plasma spreading fuel, supercooling, etc.), fuel 2520 quickly ignites and completely burns out in the presence of an insulating barrier 2530 formed from an oxidizing agent. As such, an insulating barrier 2530 shields the walls of the combustion chamber 2506 from heat that is emitted by the fuel 2520 when it is ignited, and thus eliminates heat loss on the walls of the combustion chamber 2506. As a result, the heat released during the rapid combustion of fuel 2520 is converted into operation and controls the piston 2504, instead of being transferred as losses to the surfaces of the combustion chamber. In addition, in embodiments where the nozzle 2502 injects and / or ignites the fuel after the piston 2504 passes the top dead center, all the energy released by the rapid combustion of the fuel 2520 is converted to operation and controls the piston 2504 without loss of reverse operation because the piston is already located at or behind the top dead center. However, in other embodiments, nozzle 2520 can inject fuel before piston 2504 reaches top dead center.

In FIG. 38A is a cross-sectional side view of a nozzle 3800 made in accordance with yet another embodiment of the invention. The nozzle 3800 contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above with reference to FIG. 1-37. For example, the nozzle 3800 contains a first or main part 3802 opposite the second or nozzle part 3804. The nozzle 3800 also contains a sleeve or body 3808 extending between the main part 3802 and the nozzle part 3804. The housing 3808 surrounds the dielectric part or dielectric insulator 3810 of the housing extending along nozzles 3800. Further details regarding the materials and / or formation of the insulator 3810 are described in detail below. The insulator 3810 contains a longitudinally extending electrically conductive hole 3812, the longitudinal axis of which coincides with the longitudinal axis of the insulator. The conductive hole 3812 is configured to allow the electrode or electrical conductor 3814 to pass through the nozzle 3800 from the nozzle portion 3804 to the main body 3802. For example, the conductor 3814 may be connected to an energy source, such as a voltage source, to provide at least one electrode with ignition energy or an ignition element 3816 located at the nozzle tip of the nozzle portion 3804. The conductor 3814 may also contain at least one optical fiber or tracking means 3818 extending along go. Optical means 3818 for tracking made with the possibility of detecting or otherwise recognizing the properties of the combustion chamber and transmitting data related to these properties, the controller or processor.

The main body 3802 also contains a dielectric insulator 3807, which is capable of withstanding the high voltage transmitted to the main body 3802 through the conductor 3814. For example, the main body insulator 3807 can dielectric isolate the receiver 3809 located in the main body 3802 into which the conductor can be received 3814. The main body insulator 3807 may be further hermetically connected to the ferromagnetic body or housing 3820 of the force generator by stamping, hard soldering, soft soldering or adhesive such as epoxy Dnyan resin, or any other suitable sealing method or composition. In cases where the connection with the solder or soft solder of the insulator 3807 of the main part with the body 3820 of the force generator should be made in the contact region 3813, this contact region 3813 can be metallized by masked or otherwise localized hydrogen reduction products from copper oxide and / or silver oxide . According to another embodiment of the invention, the contact region 3813 may be clad using other suitable methods, including, for example, metallization or vapor deposition.

According to additional features of the embodiment shown in the drawing, the main body 3802 comprises a force generator 3806 (for example, a corresponding pneumatic, hydraulic, electromagnetic solenoid, piezoelectric component, etc.) located in the housing 3820. The housing 3820 has an inlet 3822 connected to fuel fitting 3826, for receiving fuel from a fuel source. The casing 3820 also includes an outlet 3824 allowing fuel to exit the casing 3820 through the valve assembly 3828, which is shown in detail in FIG. 38B.

[00340] In particular, in FIG. 38B is an enlarged detail view of the valve assembly 3828 of the nozzle 3800. As shown in FIG. 38A and 38B, the fuel outlet 3824 in the force generator allows fuel to exit from the force generator housing 3820 into the valve cavity 3830. The valve cavity 3830 encompasses a pressure reducing valve 3832, such as a ferromagnetic valve, that is movable in response to the force generated by the force generator 3806. Valve 3832 also includes at least one fuel channel 3834 passing through it. Fuel channel 3834 is configured to allow fuel to flow through valve 3832 and exit the valve cavity 3830 through fuel exhaust pipe 3836. In the embodiment shown, the fuel channel 3834 passes through the valve 3832 at an inclined angle relative to the longitudinal axis of the nozzle 3800, which is at least approximately equal to the inclined angle of the output fuel line relative to the longitudinal axis of the nozzle 3800. However, according to other variations ntam implementation fuel passage 3834 and fuel outlet 3836 may extend at other angles relative to the longitudinal axis of the injector. The output fuel line 3836 is further connected to at least one fuel channel 3840 extending in the insulator 3810 between the housing 3808 and the insulator 3810. Additional features of the fuel channels 3840 passing in the insulator are described in detail below.

According to another feature of the embodiment shown in the drawing, the valve assembly 3828 also comprises an attractive element 3838 (for example, a magnet, a permanent magnet, and the like) that attracts or otherwise biases the valve 3832 toward its original or closed position. The valve assembly 3832 may also further comprise a biasing member 3839 (for example, a spring, a compression coil spring, etc., schematically shown in FIG. 38B) that moves the valve 3832 to the closed position.

When using the valve assembly 3828, the force generator 3806 generates a force for quickly and repeatedly moving the valve 3832 between the closed position and the second or open position. In the embodiment shown, for example, the valve 3832 is shown in the closed position, so that the valve 3832 prevents the fuel from leaving the fuel cavity 3830 through the fuel outlet 3836. When opening the valve 3832 by moving towards the main body 3802, the fuel available in the fuel cavity 3830 may flow around valve 3832 or through valve 3832 through fuel channel 3834 of the valve. After passing through the valve fuel channel 3834, the fuel can exit the fuel cavity 3830 through the fuel outlet pipe 3836 for transmission to the nozzle portion 3804 through the fuel channels of the insulator 3840.

In applications where the assembly of the solenoid generator 3806 forces are used to actuate (for example, in a manner other than the piezoelectric, pneumatic, hydraulic or mechanical) valve 3832 located in the main body 3802, the solenoid generator 3806 forces can provide extremely fast operation of the ferromagnetic 3832 valve by applying 24-240 V DC to the isolated windings. This is used to develop an exceptionally strong electric current and valve activation force on for a brief period of time ranging from about 3% to 21% duty cycle depending on the operating mode, and thereby provide cooling of the generator components 3806 efforts by the transfer of heat the fuel that passes through the force generator 3806.

As shown in FIG. 38A, the fuel channels 3840 in the insulator extend in the nozzle 3800 along the outer surface of the insulator 3810. Accordingly, the fuel channels of the insulator facilitate the flow of fuel through the nozzle 3800 between the insulator 3810 and the housing 3808. The nozzle 3800 also contains a deformable or elastomeric spool valve 3842 located at the nozzle portion 3804. In particular, the spool valve 3842 is coaxially located on the insulator 3810 between the insulator 3810 and the housing 3808. In the nozzle portion 3804, the housing 3808 extends to the seal 3844 (for example, an annular or the like lotneniya) in the opening of the combustion chamber. However, spool valve 3842 extends beyond seal 3844 to the combustion chamber. As described in detail below, the elastomeric spool valve 3842 acts as a deformable elongated valve that allows fuel to exit the nozzle portion 3804 in response to sufficient hydraulic pressure or differential pressure in the 3800 nozzle. For example, the fuel channels of the insulator 3840 are narrowed or otherwise reduced along of the insulator 3810 with their approach to the nozzle part 3804. The fuel channels 3840 of the insulator respectively deliver fuel to the nozzle part 3804, however, the spool valve 3842 is hermetically sealed interacting with the insulator 3810, and thereby prevents the fuel injection as long as valve assembly 3828 does not form a sufficient pressure drop across the valve spool technologically above 3842 to at least partial deformation of the spool valve 3842 and form an annular opening around the insulator 3810 for the injection of fuel. As such, the nozzle 3800, as well as some other nozzles described in this application, provide the advantage of using at least two means for controlling fuel consumption. For example, in the embodiment shown, the valve assembly 3828 provides primary or initial control of fuel consumption that responds to a force applied to drive, while spool valve 3842 provides secondary control of fuel consumption that responds to pressure (e.g., hydraulic ) fuel in the nozzle 3800.

In some embodiments, the 3842 spool valve may be made of a suitable, durable polymer, such as polyamidoimide (Torlon material) or a thermoset composite with Kapton material, fiberglass, and / or reinforced graphite fiber. In other embodiments, spool valve 3842 may be metallic and made of aluminum, titanium, alloy steel, or other suitable metallic material. In addition, the sealing of the opening 3844 can be carried out using elastic materials, such as fluorine rubber (FKM), whiton and / or silicon fluorosilicon, to seal the housing 3808 in the nozzle portion 3804 against gases formed in the combustion chamber and / or against engine lubrication.

In FIG. 38C-38E shows a sequence of cutaways of a side view of nozzle 3800 in various positions along insulator 3810. In particular, in FIG. 38C is a side sectional view of the nozzle 3800 substantially along line 38C-38C shown in FIG. 38A. As shown in FIG. 38C, in this position along the insulator 3810 near the main part 3802, the insulator fuel channels 3840 are made sufficiently large relative to the insulator 3810. For example, the fuel channels 3840 form a generally concave surface or recesses formed with an inclination in the outer surface of the insulator 3810 adjacent to the inner surface casing 3808. However, according to other embodiments, the fuel channels of the insulator 3840 may have other profiles or cross-sectional shapes, including, for example, curved, straight and / or e form. Although the embodiment shown in the drawing contains six fuel channels 3840, according to other embodiments, the insulator 3810 may comprise more or less than six fuel channels 3840. According to another aspect of the embodiment shown, the conductor 3814 passes through a conductive hole 3812 in the insulator 3810 In addition, optical fibers or tracking means 3818 pass through conductor 3814.

In FIG. 38D is a side view sectional view substantially along line 38D-38D shown in FIG. 38A. In this generally middle position along the insulator 3810, the insulator fuel channels 3840 are narrowed or tapered and form relatively reduced recesses or channels between the insulator 3810 and the adjacent inner surface of the housing 3808. For example, compared to the size of the individual fuel channels 3840 shown in FIG. 38C shown in FIG. 38D, the individual channels 3840 are reduced and spaced apart.

In FIG. 38E is a side view sectional view substantially along the line 3E-3E shown in FIG. 38A, nozzle part 3804 of the nozzle 3800. In this position along the insulator 3810, the fuel channels are completely absent or significantly reduced or narrowed compared to other positions along the insulator 3810 located closer to the main part 3802. In addition, in this position along the insulator 3810, the elastomeric sleeve 3842 is coaxially located and sealed around the insulator (for example, between the insulator 3810 and the housing 3808). Accordingly, as shown in FIG. 38A, channels 3840 are narrowed or reduced along the insulator 3810 to the nozzle portion 3804. In the nozzle portion 3804 near the combustion chamber, the elastomeric spool valve 3842 is normally closed and sealed around the insulator 3810.

In use, fuel flows through the fuel channels of the insulator 3840 from the valve assembly 3828 located in the main part 3802. The fuel pressure in the fuel channels 3840 stretches or deforms the spool valve 3842 located in the nozzle part 3804, and thus forms an annular hole around the injection isolator 3810 fuel into the combustion chamber. After the act of fuel injection, the pressure in the channels 3840 decreases, as a result of which it is possible to return the spool valve 3842 to a normally closed or sealed position by approaching the cylindrical part of the insulator 3810.

According to some embodiments of the invention, the dielectric insulator of the housing provides an electric strength of more than 80,000 V DC with a frequency of several megahertz in sections whose size is less than 1.8 mm (0.071 inches) between the electrical conductor 3814 on the outer surface of the insulator 3810. In cases where high-frequency voltage is used to excite ionic electric currents or ionic vibrations between the electrodes, which are the 3816 ignition elements and the hole in the engine head, shnyaya electrode surface 3814 may be coated with a conductive layer of copper or silver. The conductive layer can also be enhanced by additional metallization, providing increased high-frequency conductivity. However, according to other embodiments, over the means 3818 for tracking (for example, optical fibers) located in the core of the conductor 3814, a multicore high-frequency winding wire can be placed to reduce resistive losses.

The insulator 3810 of the body and / or the insulator 3807 of the main part can be made of a material such as glass having approximately the following percentage by weight according to Formula 1. It can be dielectric insulating materials, crushed in a ball mill and melted in a suitable melting crucible coated platinum, silicon, magnesium oxide or alumina, and then molded under pressure, stamped, extruded or molded, suitable for re-heating and molding in the form of parts with specified molds oh and sizes. Formula 1 may contain, for example: SiO ₂ in an amount of 24-48%; MgO in an amount of 12-28%; Al ₂ O ₃ in an amount of 9-20%; Cr ₂ O ₃ in an amount of 0.5-6.5%; F in an amount of 1-9%; BaO in an amount of 0-14%; CuO in an amount of 0-5%; SrO in an amount of 0-11%; Ag ₂ O in an amount of 0-3.5%; NiO in an amount of 0-1.5%; and B ₂ O ₃ in an amount of 0-9%. In another embodiment, Formula 2 may use an additional appropriate percentage by weight when the material is melted at a temperature of at least between about 1350 ° C. and 1550 ° C. in a platinum, alumina, magnesium oxide, or silicon coated crucible. Formula 2, for example, may contain: SiO ₂ in an amount of 31%; MgO in an amount of 22%; Al ₂ O ₃ in an amount of 17%; Cr ₂ O ₃ in an amount of 2.2%; F in an amount of 4.5%; BaO in an amount of 13%; CuO in an amount of 0.4%; SrO in an amount of 9.5%; Ag ₂ O in an amount of 0.3%; and NiO in an amount of 0.1%.

The tubular profiles of these insulating materials can be extruded from molten material or chilled material that has been hot formed at temperatures between about 1050 ° C and 1200 ° C. Then, the injection masses providing the volume necessary for hot pressing by extrusion in the form of a tube or in another form, or for stamping parts in the form and with sizes close to the specified ones, can be slowly cooled. Such bulk masses can be heated for hot molding to an appropriate temperature, such as between about 1050 ° C and 1250 ° C, and formed by extrusion in the desired shape with the required dimensions using appropriate dies from a refractory material such as platinum, molybdenum or graphite. The extruded profile may be coated with at least one suitable crystallizer, forming crystallization centers, such as boron nitride, B ₂ O ₃ , AlF ₃ , boron, AlB ₂ , AlB ₁₂ or aluminitride, to produce more small crystals in the resulting surface regions in difference from the central regions in order to thereby reduce the packing volume factor and provide compression stresses in the surface regions and tensile stress in the central regions. In addition, further improvement of such compression stresses, if necessary, can be achieved by elongating the crystals in the outer layers due to deformation and stretching during pressing, since the product is shaped into a smaller cross section. In other embodiments, more complex configurations and shapes can be achieved by injection molding or molding of a heat-resistant alloy or graphite coated with a suitable mold to form crystallization centers such as B ₂ O ₃ or boron nitride, for example, to form like compression stresses in subsurface areas.

In ordinary applications for the mechanized manufacture of insulating materials, the necessary combinations of chemical formulas and heat treatment methods are used. However, the present invention provides an opposite method. For example, the embodiments of the present invention ultimately provide the manufacture of products that are not suitable for machining, since their surface areas are highly hard and are characterized by compression stresses that are balanced by tensile stress in the central areas between or adjacent to areas with compression stress. The proposed embodiments accordingly overcome the problems inherent in the fabricated material by selectively worsening the material properties in areas in which the cutters apply mechanical stress to provide improved crack formation and increase manufacturability. Despite the fact that this characteristic cracking provides the possibility of improving manufacturability, it also by its nature provides the possibility of adverse penetration into the insulating material through such cracks of undesirable substances, such as organic compounds, including machine lubricant, surfactants, fat present on the hands, fogging, etc. Such an organic material ultimately tends to dehydrate or otherwise becomes a carbon donor, which subsequently forms electrically conductive channels in the insulating material, such as various electrolytes that penetrate such cracks, and can compromise the dielectric strength of the ceramic machine-made processing, and thus ultimately leads to the inability of the insulator to withstand high voltage.

According to another embodiment of the invention, another suitable percentage by weight specified in Formula 3 can be used to form the body insulator 3810 and / or the main body insulator 3807. For example, Formula 3 may contain the following substances in an approximate percentage by weight: SiO ₂ in amount of 30%; MgO in an amount of 22%; Al ₂ O ₃ in an amount of 18%; Cr ₂ O ₃ in an amount of 3.2%; F in an amount of 4.3%; BaO in an amount of 12%; SrO in an amount of 3.6%; CuO in an amount of 4.9%; Ag ₂ O in an amount of 1.3%; and NiO in an amount of 0.1%. According to one embodiment, the insulator tube, after being formed by extrusion, is cooled to about 650 ° C by hydrogen passing through the hole, thereby reducing the consumption of copper oxide and / or silver oxide for making a surface metallized with copper and / or an alloy of silver and copper. After reaching the appropriate thickness of the conductive metal, the outer surface of the tube can be heated with heat from a suitable source, such as radiation from a heated induction tube or an oxidizing flame, such as an excess flame of an oxygen-hydrogen burner, and then a suitable mold and / or reagent can be applied to the surface final finishing for the formation of compression stresses, which are balanced by tensile forces in the region of the inner part of the insulator tube.

In embodiments comprising a solenoidal winding force generator 3806, the appropriate insulation of the copper magnet wire for such applications may include polyimide varnish and aluminum metallization deposited on the copper wire. Aluminum metallization can be oxidized or partially oxidized to form alumina. Such aluminum metallization and oxidation can also be used in combination with polyimide or polyamidoimide and / or parylene insulation films. The ferromagnetic components of the main body 3802 can appropriately direct the magnetic flux excited by the winding in the force generator 3806 through the ferromagnetic valve 3832 to provide accelerated actuation of the valve 3832.

In FIG. 38F is a side sectional view of an embodiment of a force generator 3806 substantially along line 38F-38F shown in FIG. 38A, made in accordance with another embodiment of the invention. In the embodiment shown in FIG. 38F, the force generator 3806 comprises numerous individual force generators or valve actuators 3850 (schematically shown and individually identified as first through fourth valve actuators 3850a-3850d). Each of actuators 3850 is configured to selectively actuate a corresponding valve in valve assembly 3828, such as valve 3832. Accordingly, in an embodiment comprising a force generator 3806 shown in FIG. 38F, with four 3850 valve actuators, the valve assembly may comprise four corresponding pressure reducing valves. In the illustrated embodiment, the force generator 3806 also comprises a fuel flow area or a region 3852 surrounding each of the valve actuators 3850. The region 3852 is configured to allow fuel to flow past each of the actuators 3850 and thus at least partially for cooling actuators 3850. This design provides the advantage of a relatively large specific cooling surface of the force generator 3806.

In some embodiments, valve actuators 3850 may be openable simultaneously, at different times, or individually. For example, a single actuator 3850 can be used to allow fuel to flow for a first engine operation, such as idle or reduced power, two actuators 3850 can be used simultaneously for a second engine operation, such as cruise control or moderate power, and three, four or more actuators 3850 can be used simultaneously for the third mode of operation of the engine, such as acceleration or work with full power.

Various features of the nozzle 3800 and related components described above with reference to FIG. 38A-38F provide several advantages over conventional fuel injectors. For example, the combustion chamber of a modern diesel engine is generally equipped with openings with a very small diameter for a pencil-type direct injection fuel injector, which should be located in a complex and cramped space of actuators for intake and exhaust valves. The typical diameter of the hole for installing the diesel injector into the combustion chamber is limited to about 8.4 mm (0.331 in). In addition to such severe space limitations, hot engine oil is constantly sprayed under the valve cover in the engine head, heating the fuel injector assembly to temperatures above 115 ° C (240 ° F), taking into account the requirements for most 1 million miles ( 1.6 million km), which respectively prohibit the use of traditional designs of air-cooled solenoid valves.

Thus, there is a need to overcome the problem of limiting the operation of a diesel engine, which consists in using only compression ignition and diesel fuel with a narrow range of cetane number and viscosities, along with strict requirements for the elimination of particulate and water. The proposed solution provides the possibility of using a wide variety of fuels at extremely low costs for the conversion of the engine. As such, one objective of the proposed embodiments according to the present invention is to use less expensive fuels with a wide variety of cetane and / or octane numbers, along with the presence of impurities such as water, nitrogen, carbon dioxide, carbon monoxide and various particulates. For example, traditional ethanol plants that currently produce pure ethanol, separated from non-fuel compounds, such as water and carbon dioxide, which are a by-product of fermentation, can double the production of a suitable fuel, such as a mixture of ethanol, in excess water and methanol or butanol.

The nozzle 3800 and other nozzles described in this application overcome the above problems of the prior art by providing and resolving at least the following: 1) an increase of 3,000 times or more fuel consumption compared to the known nozzle for conventional diesel fuel, to enable the use of cheap fuels, such as gas from organic waste, methane from anaerobic fermentation, and various mixtures of hydrogen and other atomized fuels, along with a significant amount of non-heating overt substances such as water vapor, carbon dioxide and nitrogen; 2) plasma ignition of such fuel during its distribution in the combustion chamber; and 3) replacement of diesel fuel nozzles during adjustment.

In FIG. 39 shows a section through a nozzle 3900 made in accordance with another embodiment of the invention. The nozzle 3900 contains some features that are generally similar in structure and function to the corresponding features of the nozzle 3800 described above with reference to FIG. 38A-38F, as well as other nozzles described herein. For example, the nozzle shown in FIG. 39, contains a main part 3802 opposite the nozzle part 3804. The main part 3802 contains a force generator 3806 and a corresponding valve assembly 3828, and the nozzle part contains an elastomeric spool valve 3842 coaxially located on top of the part of the dielectric body of the insulator 3810. In addition, the conductive hole 3812 in the housing of the insulator 3810 allows the passage of the electrode or electrical conductor 3814 through the nozzle 3900 from the nozzle part 3804 to the main part 3802.

Conductor 3814 also comprises at least one optical fiber or tracking means 3918 extending along it. Optical fibers 3918 are configured to track or otherwise detect the properties of the combustion chamber in the nozzle portion. However, according to other embodiments, the optical tracking means 3918 exits the main body 3802 for relaying or otherwise transmitting data about the combustion chamber to the controller or processor 3901. According to some embodiments, processor 3901 may be located in nozzle 3900. However, according to other embodiments, processor 3901 may be located at a distance from the nozzle 3900. In addition, the optical fibers 3818 can be configured to transmit data about the combustion chamber to the processor by means of Wireless or wireless connection.

According to yet another aspect of the embodiment shown in the drawing, the main body 3802 also comprises a dielectric insulator 3907 that can withstand the high voltage applied to the main body 3802 by means of a conductor 3814. In particular, the conductor 3814 contains a continuous portion 3913 in the main body 3802, separate from the optical fibers 3818. In addition, in the embodiment shown in the drawing, the main part 3802 comprises an inlet fuel fitting 3926, which extends at an angle of 90 ° relative to the longitudinal axis of the nozzle 3900.

In FIG. 40A is a cross-sectional side view of a nozzle 4000 made in accordance with another embodiment of the invention. The nozzle 4000 contains some features that are generally similar in structure and function to the corresponding features of the nozzles described above with reference to FIG. 1-39. For example, the nozzle 4000 comprises a first or main part 4002 opposite the second or nozzle part 4004. The nozzle 4000 also includes a sleeve or body 4008 extending between the main part 4002 and the nozzle part 4004. The body 4008 surrounds the first dielectric part or dielectric insulator 4009 extending along nozzles 4000 and coaxially located in the second dielectric part or dielectric insulator 4010 of the housing. The second housing insulator 4010 is separated radially from the outside of the first housing insulator 4009 by a gap forming a channel 4 for flowing fuel, passing along the nozzle 4000 from the main part 4002 to the nozzle part 4004.

The first housing insulator 4009 has a conductive hole 4012 extending coaxially along the housing. The conductive hole 4012 is configured to allow the electrode or electrical conductor 4014 to pass through the nozzle 4000 from the nozzle portion 4004 to the main part 4002. For example, the conductor 4014 may be connected to an energy source, such as a voltage source, to supply ignition energy to at least one an electrode or ignition element 4016 located in the nozzle portion 4004. The conductor 4014 may also comprise at least one optical fiber or tracking means 4018 extending along it. The optical tracking means 4018 is configured to detect or otherwise recognize the properties of the combustion chamber and to transmit data about these properties to the controller or processor.

According to additional features of the embodiment shown in the drawing, the main body 4002 comprises a force generator 4006 (for example, a suitable pneumatic, hydraulic, electromagnetic solenoid, piezoelectric component, etc.) located in the housing 4020 of the force generator. The casing 4020 comprises an inlet fuel port connected to the fuel fitting 4026 for receiving fuel into the casing 4020 from a fuel source. The housing 4020 also includes a fuel outlet 4024 configured to allow fuel to exit the housing 4020 through the valve assembly 4028. In particular, the valve assembly 4028 includes a valve 4032 (eg, a ferromagnetic valve) that is located in the valve cavity 4021. The valve cavity 4021 is in fluid communication with the interior of the force generator housing 4020 through the fuel outlet 4024. Valve 4032 seals or closes the fuel outlet 4024 if the valve 4032 is in the normally closed position, as shown in FIG. 40A.

The valve assembly 4028 also includes a fixed ferromagnetic pole portion or pole element 4033 located in the valve cavity 4021. In the closed position, the valve 4032 is located at a distance from the pole portion 4033 defined by the cavity 4030. A biasing element 4830, such as a non-ferromagnetic spring, a disk spring, and the like, can also be additionally located between the pole portion 4033 and the valve 4032 in the cavity 4030 and move the valve 4032 in the direction from the pole portion 4033 to the closed position. The valve assembly 4028 further comprises an attractive element 4038 (e.g., an electromagnet, a permanent magnet, etc.) that attracts or otherwise biases the valve 4032 toward the closed position. In particular, in the embodiment shown in the drawing, the valve 4032 has a generally cylindrical body and a generally wedge-shaped, conical or truncated-conical end part 4037 located adjacent to the attracting element 4038. As such, the conical end part 4037 has a smaller section size compared to with cylindrical part of valve 4032.

In use, the electric current supplied to the force generator 4006 magnetizes the pole portion 4033 and thereby causes the valve 4032 to move toward the pole portion 4033 to the open position (e.g., away from the nozzle portion 4004). When the valve 4032 in the cavity 4021 is moved from the closed position to the open position near the pole portion 4033, the conical end portion 4037 of the valve 4032 is located next to the fuel generator outlet 4024, so that the valve 4032 does not seal or close the fuel outlet 4024. As such, fuel can flow from the force generator 4006 into the fuel window or hole 4013 in the valve cavity 4021 and then into the fuel channel 4011 between the first housing insulator 4009 and the second housing insulator 4010. In addition, when moved to the open position, valve 4032 allows fuel to flow from the fuel outlet 4024 to the fuel channel through the fuel window 4013 in the valve cavity 4021. After returning to the normally closed position (for example, to the nozzle portion 4004), the valve 4032 by sliding movement closes the fuel outlet 4024 and thereby stops the flow of fuel.

Accordingly, the valve 4032 in the main body 4002 moves longitudinally in the nozzle 4000. However, according to additional features of the embodiment shown in the drawing, the nozzle 4000 may also include a second valve 4042 located in the nozzle part 4004. In particular, the second valve 4042 is a deformable or elastomeric spool valve 4042, which is coaxially located on top of the first and second housing insulators 4009, 4010 located in the nozzle portion. The main body of the spool valve 4042 may be attached to the second housing insulator 4010 with a suitable adhesive, thermopolymer, thermosetting composition, or other suitable adhesives. In addition, in the embodiment shown, the spool valve 4042 comprises an end portion 4043 configured to hold the spool valve 4042 adjacent to the second housing insulator 4010 by the second elastomeric holding means 4041. As such, the holding means 4041 can compress the valve sleeve against compression the second insulator 4010 housing.

In addition, valve sleeve 4042 extends over multiple outlet or injection holes 4041 located in the nozzle portion. In particular, the second housing insulator 4010 includes numerous injection holes 4041 that are fluidly connected to the fuel channel 4011 passing between the first housing insulator 4009 and the second housing insulator 4010. Accordingly, when opening the first valve 4032 and injecting the fuel under pressure into the fuel channel 4011, extending longitudinally towards the nozzle portion 4004, the spool valve 4042 expands over the injection holes 4041 and thereby allows fuel to exit the nozzle portion 4004.

In FIG. 40B is a plan view of the top of the biasing member 4039 shown in FIG. 40A, made in accordance with one embodiment of the invention. In the embodiment shown, the biasing element 4039 may have a biased central portion 4051 separated from the peripheral portion of the biasing element by at least one channel 4053 passing through the biasing element 4039. According to some embodiments, the biasing element 4039 may be made of non-magnetic stainless steel sheet 0.1 mm (0.004 in) thick. In addition, the biasing member 4039 can be stamped or photo-etched to achieve the geometric shape shown in the drawing. The biasing member 4039 may further be heat treated to form the desired spring properties in the central portion 4051, as a result of which the central portion 4051 is slightly raised. The non-magnetic nature of the biasing member 4039 allows the quick return of the valve 4032 shown in FIG. 40A to a normally closed position due to a gap of about 0.1 mm (0.004 in) wide to prevent the formation of attractive forces by solid magnetic domains, whereby the open period of valve 4032 can be increased. However, according to other embodiments, the biasing element may be a biasing element of another type including, for example, a taper spring, a spring washer, a spiral compression spring, and the like. In addition, according to still further embodiments, the biasing member 4039 may be removed from the valve assembly 4028 shown in FIG. 40A.

In FIG. 41 is a sectional view of a partial side view of a nozzle 4100 made in accordance with another embodiment of the invention. In the embodiment shown, the nozzle 4100 comprises a body 4102 comprising a valve assembly 4128, which is generally similar in structure and function to the valve assembly 4028 described above with reference to FIG. 40A. For example, valve assembly 4128 shown in FIG. 41 comprises a valve 4132 located in the cavity 4121 of the valve. The cavity 4121 is in fluid communication with the fuel inlet 4124 of the force generator. However, in the embodiment shown, the portion of the valve cavity 4121 surrounding the fuel outlet 4124 has a conical shape generally corresponding to a conical or truncated conical shape of the end portion of the valve 4132. In particular, the end portion of the valve 4132 contains a first tapered, conical or truncated conical a surface 4138 extending from a second wedge-shaped, conical, or truncated conical surface 4139. The surface of the valve cavity 4121 that comes into contact with the valve 4132 has the same or generally a tapered, tapered or truncated tapered shape like the second tapered surface 4139 of the valve 4132. An advantage of this embodiment is that the tapered or tapered shape provides increased tolerances between the valve 4132 and the surface of the valve cavity 4121 that comes into contact with the valve 4132 .

In FIG. 42 is a sectional side view of a nozzle 4200 made in accordance with another embodiment of the invention. The nozzle 4200 contains some means that are generally similar in structure and function to the nozzles described in this application, and in particular the nozzle 1600 described above with reference to FIG. 28. In the embodiment shown in FIG. 42, for example, nozzle 4200 comprises a main body 4202 opposite the nozzle portion 4204. An actuator rod or cable 4214 extends from the main body 4202 toward the nozzle portion 4204 in the longitudinal fuel line. Cable 4214 is connected to an outwardly opening pressure reducing valve 4224 located in nozzle portion 4204. Cable 4214 may include at least one tracking element, such as a fiber optic cable, to transmit data about the combustion chamber to a controller or processor. The fuel inlet 4209 in the main part is in fluid communication with said fuel line.

The main body 4202 also includes a force generator 4206 (eg, a corresponding pneumatic, hydraulic, electromagnetic solenoid, piezoelectric component, etc.) that provides an activating force for the cable stop or brake 4266. The cable brake 4266 applies a compressive or radial compressive force to cable 4214 to maintain tensile force in cable 4214 and hold valve 4244 closed. The main body 4202 further comprises an attracting element 4270, such as a magnet or permanent magnet, connected to the cable 4214 technologically below the cable brake 4266. The attracting element 4270 is attracted to the stationary ferromagnetic disk 4268, which is connected to the main part 4202 and is located between the attracting element 4270 and the cable brake 4266. Accordingly, the attracting member 4270 also exerts a tensile force on the cable 4214 to at least partially hold the valve 4224 in the closed position.

According to additional aspects of the embodiment shown in the drawing, the main body 4202 also includes a first stop 4264 connected to the cable 4214 configured to interact with the cable brake 4266 to provide a threshold for the axial displacement of the cable 4214. The main body 4202 also includes a second stop 4260 connected with cable 4214 technologically above the first limiter 4264. The first limiter 4260 comes into contact with the biasing element 4262 (for example, a spring, a spiral compression spring, etc.) to further tension the cable 4214 at least partially hold the valve 4224 in the closed position.

In use, fuel is introduced into the fuel line through the fuel inlet 4209. The cable brake 4266 blocks the cable 4214 and prevents the valve 4224 from opening by applying compressive force to the cable 4214. If fuel injection is necessary, the force generator 4206 puts the cable brake 4266 in the released position. If the cable brake 4266 is in the released state, the fuel pressure in the fuel line opens the valve 4244. In particular, the pressure gradient in the fuel line overcomes the tension force of the cable 4214, applied by the second stop 4260 and the biasing element 4262, as well as the attracting element 4270 and the ferromagnetic disk 4268. In addition Moreover, the total movement of the cable 4214 is limited by the first limiter 4264 when it comes into contact with the cable brake 4266.

An embodiment of the nozzle 4200 shown in FIG. 42, respectively, provides variable pressure control and advanced injection management. For example, cable brake 4266 may apply a variable restraining force to cable 4214 to control the pressure required to open valve 4224. In addition, the second stop 4260 and associated bias 4262, alone or in combination with the attractor 4270 and the corresponding ferromagnetic disk 4268, may additionally selectively control the pressure required to open the valve. Similar to other embodiments described herein, adaptive control of the 4200 fuel injector can also be provided in response to at least one monitored combustion chamber parameter.

According to additional embodiments of the invention, and as described in detail above, nozzles made in accordance with embodiments of the invention may have at least one ignition element or electrode that comprises a nozzle portion of a corresponding nozzle. Such nozzles may additionally have a cap located in the nozzle portion for guiding or controlling a fuel dispersion pattern. According to some embodiments, for example, such nozzle parts and corresponding pressure reducing valves, electrodes and end caps may have at least the following structures: an outward opening fuel control valve with fixed electrodes located outside the valve; outward opening fuel control valve with a fixed electrode located in the valve; an inward opening fuel control valve with fixed electrodes located outside the valve; an inward opening fuel control valve with a fixed electrode located in the valve; electrodes that move in the outer direction, with a valve moving in the outer direction; electrodes that move inwardly, with valve moving inwardly, etc.

In addition, in some embodiments, nozzles with these nozzle parts (for example, a combination of valve, electrode, and / or cap) can propagate the plasma in the axial direction from the corresponding nozzle part. For example, an end cap or electrode, such as the end cap described above with reference to FIG. 24a may at least partially excite a plasma extending radially or axially from the nozzle portion. In particular, end caps, which have structural components located on the axial path of the fuel, can accordingly excite a plasma that propagates axially from the nozzle portion. Plasma excitation in these directions, and in particular in the axial direction from the nozzle portion, can compensate for or otherwise take into account the circulating movement of the injected fuel. In addition, such plasma excitation also provides improved formation and control of fuel injection patterns.

Additional implementation options

A fuel injection system comprising a fuel injector for injecting fuel, the fuel being injected by means of a valve, and a glow plug for igniting the fuel, the glow plug for igniting the fuel being an integral part of the fuel injector, the means for supplying fuel through the valve being opened if necessary for opening, selected from the group consisting of an insulated rod, an insulated cable and an insulated optical fiber, while the force required by the means for opening tearing is provided by a force generating means, the means for supplying fuel through the valve, the means for injecting fuel and the means for igniting the fuel are integrated at the boundary surface of the means for burning fuel.

The system described in this application, in which the means for opening also provides for the detection or transmission of detected information from the igniting means to the control means.

The system described in this application, in which the control means is an integral part of the means for injecting fuel.

The system described in this application, in which the force generating means is electromechanical.

The system described in this application, in which the force generating means providing the impact force is selected from the group consisting of a cable, a rod or an optical fiber.

The system described in this application, in which the means for igniting the fuel is selected from the group consisting of a spark means, a multi-spark tool and a plasma tool.

The system described in this application, in which the control means is cooled by fuel.

The system described in this application, in which at least a force generating means or means for feeding through a valve is cooled by fuel.

The system described in this application, in which fuel is injected into at least one of a heat engine or fuel cell.

The system described in this application, in which the fuel is stored by means for storing fuel, and the means for storing fuel is selected from the group of means for storing fuel, which are low-temperature liquids, low-temperature solids and liquids, low-temperature solids, liquids, vapors and gases ; non-cryogenic liquids, non-cryogenic solids and liquids, and non-cryogenic solids, liquids, vapors and gases.

The system described in this application, in which the fuel is selected from the group comprising low-temperature liquid fuel, low-temperature solid fuel and low-temperature gaseous fuel.

The system described in this application, in which the fuel is selected from the group consisting of solid fuel, liquid fuel, fuel vapor and gaseous fuel.

The system described in this application, in which the fuel is a mixture of low temperature and non-cryogenic fuel.

The system described in this application, in which the fuel is delivered and burned according to one of the modes of combustion of a stratified charge, combustion of a homogeneous charge and combustion of a stratified charge within a homogeneous charge.

The system described in this application, in which the means for feeding through the valve is protected by a material selected from the group consisting of sapphire, quartz, glass and a high-temperature polymer.

The system described in this application, in which the fuel passes through a means for heat exchange before being fed to the nozzle.

The system described in this application, in which the means for ignition contains a means selected from the group consisting of a capacitor discharge, a piezoelectric voltage generation and inductive voltage generation.

An energy conversion process comprising the steps of storing at least one fuel substance in a storage tank, transferring fuel and / or fuel derivatives to a device that essentially separates the valve actuator from the control valve located at the boundary surface of the engine combustion chamber for controlling fuel or fuel derivatives by means of an electrically insulated cable means or rod means to prevent leakage of fuel into the combustion chamber vigatelya unwanted moments in time.

The process described in this application, in which the control valve is optionally electrically charged to provide a plasma discharge.

The process described in this application, in which the electrically insulated cable means or the rod means also provide for the detection and / or transmission of the detected information from the combustion chamber to the process control means.

The process described in this application, in which the fuel derivatives are manufactured using means selected from the group consisting of a heat exchanger, a reversible fuel cell and a catalytic heat exchanger.

The process described in this application, in which the fuel or fuel derivatives contain hydrogen, which is used as a heat transfer agent and / or to reduce losses during operation relative to moving components in the process of energy conversion.

The process described in this application, in which the relatively moving component is an electric power generator.

The process described in this application, in which the relatively moving component is a heat engine.

The process described in this application, in which the tank isolates low-temperature substances.

The process described in this application, in which the tank contains stocks of fuel and / or derivatives of fuel under pressure.

A system for integrating a fuel injection means and an ignition means, in which, if necessary, a valve electrically isolated by an insulating means from the valve driving means controls the discontinuous fuel flow to provide fuel injection, the valve driving means applying a force to the valve with using an electrically insulating agent.

The system described in this application, in which the means for actuating applies force to the valve using an electrically insulating means, which consists of an electrically insulating cable or rod.

The system described in this application, in which the cable or the rod also provides for the detection and / or transmission of the detected information from the combustion chamber to the control means for controlling the system.

The system described in this application, in which the control valve is optionally electrically charged to provide a plasma discharge to ignite, if necessary, injected fuel, which can flow past the control valve.

A system for providing the functions of a pressure reducing valve in which a movable valve element is moved by plunger means which is driven by means selected from the group consisting of a solenoid mechanism, a cam mechanism and a combination of solenoid and cam mechanisms, the valve element being held in place if necessary a predetermined position to allow fluid flow using a means selected from a solenoid mechanism, a piezoelectric eskogo coupling mechanism and a solenoid and piezoelectric mechanisms.

The system described in this application, in which at least part of the fluid is delivered to the engine to accelerate the air intake and increase the volumetric efficiency of the engine.

The system described in this application, in which at least a portion of the fluid stream is delivered to the engine combustion chamber using a system comprising integrated fuel injection means and ignition means, wherein a valve that is electrically isolated controls a discontinuous flow providing fuel injection insulating means from the means for actuating the valve, wherein the means for actuating exerts a force on the valve using an electrically insulating dosing agent.

The system described in this application, in which such work provides adaptively maximized effective pressure of the braking means during cyclic combustion of various types of fuel, regardless of the octane number, cetane number, viscosity, energy density or fuel temperature.

The system described in this application, in which the fuel and / or hydrogen-containing compounds are converted into hydrogen and / or mixtures of hydrogen and other components of the fluid using a heat exchanger that supports endothermic reactions by transferring heat from the engine to the fuel and / or hydrogen-containing compounds.

The system described in this application in which hydrogen is used for purposes selected from the group including cooling of rotating mechanisms, reducing air resistance losses of rotating mechanisms, as a medium for absorbing and removing moisture, and as a fuel for at least two hybridized energy converters applications.

The system described in this application, in which the fluid contains hydrogen, which is used for purposes selected from the group consisting of cooling rotating mechanisms, reducing air resistance losses of rotating mechanisms, as a medium for absorbing and removing moisture, and as fuel at least for at least two hybrid energy-converting applications.

A fuel injection system comprising: a microprocessor and a fuel injector for injecting fuel, in which fuel is injected by opening a valve member; means for igniting the fuel, the means for igniting the fuel is an integral part of the nozzle; wherein the valve element is opened by at least one of a cable or a rod connected to an actuator; moreover, the cable or rod is electrically isolated and further comprise a fiber optic element for transmitting combustion data to the microprocessor.

The system described in this application, in which the means for igniting the fuel is located next to the valve element.

The system described in this application, in which the actuator is an electromechanical actuator.

The system described in this application, in which the actuator applies impact force to the cable or terminal.

The system described in this application, in which the means for igniting the fuel is a means selected from a spark means, a multi-spark means or means for a plasma discharge.

The system described in this application, in which the microprocessor is located in the housing of the fuel injector.

The system described in this application, in which the microprocessor is located next to the pipeline for supplying fuel to the nozzle, and the fuel passing through the pipeline cools the microprocessor.

The system described in this application, in which the fuel is used to cool at least one of the valve element or actuator.

The system described in this application, in which fuel is injected into at least one of a heat engine or fuel cell.

The system described in this application in which fuel is stored in a fuel tank suitable for storing low temperature fuels.

The system described in this application in which the fuel is selected from the group consisting of low-temperature liquid fuel, low-temperature solid fuel and low-temperature gaseous fuel.

The system described in this application, in which the fuel is selected from the group consisting of solid fuel, liquid fuel and gaseous fuel.

The system described in this application, in which the fuel is a mixture of low temperature and non-cryogenic fuel.

The system described in this application, in which the fuel is delivered and burned according to one of the stratified charge combustion mode, the homogeneous charge combustion mode and the stratified charge combustion mode within the homogeneous charge.

The system described in this application, in which the valve element is made from one of the group comprising sapphire, quartz, glass and a high temperature polymer.

The system described in this application, in which fuel passes through a heat exchanger before being fed to the nozzle.

A system for converting energy, comprising means for cycling to achieve an oxidizer inlet, fuel injection, ignition, combustion and work, the oxidizer being admitted in an amount exceeding that required for complete combustion of the injected fuel, wherein the fuel is injected with a means capable of multiple deliveries of fuel in each cycle of work, and ignition and combustion of fuel is monitored to determine information selected from the group containing the temperature, d pressure, rate of combustion and location of combustion, wherein the specified information is used by the controller to initiate fuel injection and stop fuel injection after at least one fuel supply in order to prevent a condition selected from the group comprising a temperature not reaching a predetermined temperature exceeding a predetermined pressure in excess of a predetermined one, a combustion rate not reaching a predetermined one, a combustion rate exceeding a predetermined one, combustion outside a predetermined area.

The energy conversion system described herein, wherein fuel injection is provided by a valve located substantially at or adjacent to a boundary surface of the combustion chamber to achieve energy conversion.

The energy conversion system described herein, in which ignition is provided at or substantially adjacent to a boundary surface of a combustion chamber to achieve energy conversion.

The energy conversion system described in this application, wherein after any act of stopping fuel injection, at least one fuel injection resumes until the energy conversion system reaches the desired level of performance.

The system for energy conversion described in this application, in which the oxidizing agent in an amount exceeding that necessary for complete combustion of the fuel delivered by fuel injection, is supported as a shell for insulation of each of the combustion acts.

Obviously, various changes and modifications can be made without departing from the scope of the present invention. For example, dielectric strength can be changed or modified to use additional materials and processing means. Actuators and actuators may vary depending on the type of fuel or nozzle use. The cap may be used to ensure the shape and integrity of the fuel distribution, and the size, design, or location of the cap may be varied to provide various performance and protection. According to another embodiment of the invention, the nozzle may be modified, for example, an electrode, optical means, an actuator, a nozzle or a housing may be made of other materials or may contain additional structures, unlike those shown and described above, and nevertheless remain within ideas of the present invention.

Unless the context clearly indicates otherwise, throughout the description and claims, the words “comprise,” “comprising,” and the like. should be considered in an inclusive sense, as opposed to an exclusive or restrictive meaning; those. in the sense of "including but not limited to." Words in the form of a singular or plural also contain a plural or singular, respectively. If the word “or” is used in claims, in relation to a list of two or more points, this word covers all its subsequent interpretations: any of the items in the list, all items in the list and any combination of items in the list.

The various implementations described above can be combined to create additional implementations. All US patents, publications of US patent applications, US patent applications, foreign patents, foreign patent applications and non-patent publications mentioned in this specification and / or listed in the Appendix, by reference are fully incorporated into this patent application. Aspects of the present invention, if necessary, can be modified to use fuel nozzles and ignition devices with various configurations and concepts of various patents, applications and publications to create additional embodiments of the invention.

In light of the above detailed description, these and other changes may be made in the present invention. In general, the terms used in the appended claims should not be construed as limiting the present invention to the specific embodiments described in the specification and appended claims, but should be construed as including all systems and methods that operate in accordance with the appended claims. Accordingly, the present invention is not limited to the present disclosure, but instead, its scope should be determined by the broad interpretation of the paragraphs of the attached claims.

Claims (36)

1. A fuel injector configured to inject fuel into a combustion chamber and comprising:
a housing having a main part opposite the nozzle part;
a fuel line passing through the housing from the main part to the nozzle part;
force generator located in the main part;
a first valve located in the main part, the first valve being movable in response to actuation of force from the generator to move from a closed position to an open position for introducing fuel into the fuel pipe; and
a second valve located in the nozzle portion, the second valve being able to deform in response to pressure in the fuel line to deform from a closed position to an open position for injecting fuel into the combustion chamber. 2. The fuel injector according to claim 1, wherein the first valve is made of ferromagnetic material and the second valve is made of elastomeric polymer. 3. The fuel injector according to claim 1, wherein the first valve comprises a fuel channel passing through it, the fuel flowing through the valve through the fuel channel as the valve moves from a closed position to an open position. 4. The fuel injector according to claim 1, wherein the valve comprises an end portion as a whole with a conical or truncated conical shape facing the nozzle portion. 5. The fuel injector according to claim 1, further comprising a casing in which at least partially a force generator is located, the casing comprising a fuel inlet for introducing fuel into the casing and an exit fuel opening for allowing fuel to exit the casing. 6. The fuel injector according to claim 5, in which in the closed position the first valve blocks the fuel outlet, and in the open position, the first valve opens the fuel outlet and allows fuel to flow from the fuel outlet to the fuel line. 7. The fuel injector according to claim 1, further comprising a dielectric insulator passing through a portion of the housing coaxially with the fuel line. 8. The fuel injector according to claim 7, wherein the fuel pipe comprises a fuel channel formed in the insulator and extending longitudinally along the insulator. 9. The fuel injector according to claim 8, wherein the size of the fuel channel decreases as it approaches the nozzle portion. 10. The fuel injector according to claim 7, in which the fuel pipe contains several fuel channels formed in the outer surface of the insulator and circumferentially located on the insulator at a distance from each other. 11. The fuel injector according to claim 7, wherein the dielectric insulator is a first dielectric insulator, the nozzle further comprising a second dielectric insulator passing coaxially through a portion of the housing and spaced apart from the first insulator. 12. The fuel injector according to claim 11, in which the fuel pipe is made between the first insulator and the second insulator. 13. The fuel nozzle according to claim 12, in which the fuel pipe as a whole runs parallel to the longitudinal axis of the housing, the nozzle further comprising several injection holes made in the nozzle portion that are in fluid communication with the fuel pipe, with separate injection holes as a whole are not parallel to the longitudinal axis of the housing. 14. The fuel injector according to claim 1, further comprising a magnetic pole portion located in the main portion, the pole portion being spaced apart from the valve if the valve is in the closed position. 15. The fuel injector according to claim 14, wherein the force generator magnetizes the pole portion to move the first valve from the closed position to the open position. 16. The fuel injector according to claim 14, further comprising a biasing element located between the pole portion and the valve, the biasing element made of non-magnetic material causing the valve to move away from the pole portion. 17. The fuel injector according to claim 1, further comprising an electrical conductor extending longitudinally through the central part of the housing, the conductor being configured to connect to an ignition energy source. 18. The fuel injector according to claim 17, further comprising an ignition element located in the nozzle portion and operatively connected to the conductor. 19. The fuel injector according to claim 17, further comprising at least one or more optical fibers coaxially located in the conductor, and at least one or more optical fibers are configured to detect at least one parameter of the combustion chamber. 20. A fuel injector configured to inject fuel into a combustion chamber and comprising:
a housing having a main portion opposite the nozzle portion, the main portion receiving fuel into the housing, and the nozzle portion configured to be adjacent to the combustion chamber;
a casing located in a main part in which a force generator is at least partially located, the casing comprising an inlet fuel opening and an outlet fuel opening, wherein the inlet fuel opening is adapted to receive fuel from a fuel source, and the outlet fuel opening is configured to fuel outlet from the casing;
a fuel line in fluid communication with the fuel outlet in the casing extending longitudinally through the housing from the main part to the nozzle part;
a first valve located adjacent to the force generator, wherein the first valve is movable in response to actuation of the force from the generator side to move between the closed position and the open position, and thereby allowing fuel to flow from the fuel outlet to the fuel line; and
a second valve located in the nozzle portion, the second valve being adapted to move in response to a predetermined pressure of the fuel in the fuel line to move generally radially outward from the longitudinal axis of the housing between the closed position and the open position and thus injecting fuel into the combustion chamber. 21. The fuel injector according to claim 20, wherein the first valve is a ferromagnetic valve and the second valve is a deformable polymer valve. 22. The fuel injector according to claim 20, wherein the housing has a longitudinal axis, the first valve moving generally parallel to the longitudinal axis between the closed and open positions, and the second valve moving generally radially outward from the longitudinal axis between the closed and open positions. 23. A fuel injector according to claim 20, further comprising:
a conductor extending longitudinally through the housing from the main part to the nozzle part, the conductor being configured to be connected to an energy source for ignition; and
at least one of the ignition elements is operatively connected to the conductor and configured to ignite in the combustion chamber to ignite the fuel. 24. The fuel injector according to claim 23, further comprising at least one tracking element coaxially located relative to the conductor and extending from the main part to the nozzle part. 25. A fuel injector configured to inject fuel into a combustion chamber and comprising:
a housing having a main part opposite the nozzle part;
a valve located in the nozzle portion, wherein the valve is movable between an open position and a closed position;
an actuator operably connected to the valve and extending from the valve to the main body, the actuator moving the valve to the closed position if a tensile force is at least partially applied to the actuator; and
an actuator brake configured to contact an actuator, the actuator being movable between a first position and a second position, wherein in the first position the actuator brake exerts a compressive force on the actuator to at least partially immobilize the actuator under the action of a tensile force to hold the valve in the closed position, and in the second position the brake is applied body device releases the actuator. 26. The fuel injector according to claim 25, further comprising a force generator that causes the actuator brake to move between the first and second positions. 27. The fuel injector according to claim 25, further comprising a stop connected to the actuator, the stop being arranged to contact the brake of the actuator to limit the distance the valve moves from the closed position to the open position. 28. The fuel injector according to claim 25, further comprising:
a limiter connected to the actuator; and
a biasing element located next to the restrictor, the biasing element causing the limiter to move away from the nozzle portion to tension the actuator and at least partially hold the valve in the closed position. 29. A fuel injector according to claim 25, further comprising:
an attracting element connected to an actuator; and
a stationary ferromagnetic disk connected to the main part, and the attracting element is biased towards the disk from the nozzle part to tension the actuator and at least partially hold the valve in the closed position. 30. A method of operating a fuel injector for injecting fuel into a combustion chamber, wherein:
introducing fuel into the main part of the fuel nozzle, actuating the first valve in a direction generally parallel to the longitudinal axis of the fuel nozzle, to allow fuel to flow from the main part into the fuel line extending from the main part to the nozzle part of the fuel nozzle, and
the second valve is actuated in a direction generally non-parallel to the longitudinal axis for dosing fuel from the fuel line to the combustion chamber. 31. The method of claim 30, wherein actuating the first valve includes moving the first valve from a closed position to an open position by using a solenoid coil. 32. The method according to p. 30, in which the actuation of the second valve includes moving the second valve by at least partially deforming the second valve in response to a given pressure in the fuel line. 33. The method of claim 30, wherein the second valve comprises a spool valve coaxially located on the nozzle portion, the actuation of the second valve comprising radially expanding at least a portion of the spool valve. 34. The method according to p. 30, in which the actuation of the first valve includes electromagnetic actuation of the first valve, and the actuation of the second valve includes actuation of the second valve by means of a fluid. 35. The method of claim 30, wherein actuating the second valve includes automatically actuating the second valve in response to a predetermined pressure in the fuel line. 36. The method according to p. 30, wherein the fuel is additionally ignited in the combustion chamber using an ignition element located in the nozzle portion.

Images