WO2015138987A1 - Injecteur-allumeur à préchambre pour combustion de carburant gazeux, et systèmes et méthodes associés - Google Patents

Injecteur-allumeur à préchambre pour combustion de carburant gazeux, et systèmes et méthodes associés Download PDF

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Publication number
WO2015138987A1
WO2015138987A1 PCT/US2015/020583 US2015020583W WO2015138987A1 WO 2015138987 A1 WO2015138987 A1 WO 2015138987A1 US 2015020583 W US2015020583 W US 2015020583W WO 2015138987 A1 WO2015138987 A1 WO 2015138987A1
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WO
WIPO (PCT)
Prior art keywords
chamber
fuel
ignition
combustion
combustion chamber
Prior art date
Application number
PCT/US2015/020583
Other languages
English (en)
Inventor
Phil ZOLDAK
Robert GLIEGE
David Grottenthaler
Roy E. Mcalister
Original Assignee
Advanced Green Technologies, Llc
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Application filed by Advanced Green Technologies, Llc filed Critical Advanced Green Technologies, Llc
Publication of WO2015138987A1 publication Critical patent/WO2015138987A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/08—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves opening in direction of fuel flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0281—Adapters, sockets or the like to mount injection valves onto engines; Fuel guiding passages between injectors and the air intake system or the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P23/00—Other ignition
    • F02P23/04—Other physical ignition means, e.g. using laser rays
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/54—Sparking plugs having electrodes arranged in a partly-enclosed ignition chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • TECHNICAL FIELD 0002J This patent document relates to systems, devices and processes that use a combination injector-igniter in an internal combustion engine.
  • An injector-igniter including, a pre ⁇ chamber in fluid connection with a combustion chamber of a combustion engine may be embodied as an integrated, bolt-in, singular unit that is suitable to operate heavy duty compression ignition engines in spark-ignited direct injection mode with gaseous and other fuels at dilute or lean ratios
  • Methods for combustion processes are also disclosed for operating a .lean-burn spark ignited direct injected engine.
  • the disclosed apparatuses, systems; and methods describes a device that may be configured to use existing dseseS injector hole openings in a cylinder head with minima! or no additional machining to the cylinder head and base engine piston or compression ratio.
  • a embodiment may include a method of sequential ignition of a fuel during operation of a combustion engine.
  • the method may inject a fuel into a pre-chamber of a combustion chamber.
  • the pre-chamber may be at least partially physically separated from the combustion chamber.
  • the method may also direct a portion of the fuel into the combustion chamber through one or more nozzles of the pre-chamber and initiate a first ignition event within the pre-chamber.
  • the method may also initiate a second ignition event within the combustion chamber as a result of the first ignition event,
  • a further embodiment may include a fuel ignition system for use with a combustion engine.
  • the system may comprise a fuel injector having a valve configured to dispense fuel, and an ignition site adjacent to the valve. Further, the system may include a cover defining a volume encompassing at feast part of the valve and at least part of the ignitio site. The cover may include one or more nozzles providing a fluid passage between the pre-chamber and a combustion chamber of the combustion engine.
  • a still further embodiment may include a fuel injection and ignition apparatus comprising one or more controllers and one or more computer memories communicatively coupled to the one or more controllers.
  • the one or more computer memories may include a fuel control and ignition control module storing tangible computer-executable instructions. When executed by the one o more controllers, the instructions may cause a single vaive to inject a fuel into a pre-chamber of a combustion charober and into the combustion chamber.
  • the pre-chamber may be at (east partially physically separated from the combustion chamber.
  • the instructions may also initiate a first ignition event within the pre-chamber to create a turbulent reacting jet that exits the pre-chamber through one or more nozzies of the pre-chamber and that enters a combustion chamber. There, the turbulent reacting jet may initiate a second ignition event within the combustion chamber as a result of the first ignition event:
  • Still further embodiment may include a combustion method.
  • the method may initiate a first combustion event inside a pre-chamber having a first volume consisting of an air-fuel mixture in fluid communication with a combustion chamber having a second volume.
  • the first combustion event may create a turbulent reacting jet that exits the pre- chamber and enters the combustion chamber.
  • the second volume may consist of air, and the turbulent reacting jet ma raise both a temperature and a pressure of the combustion chamber to an auto-ignition temperature of the air-fuel mixture.
  • the method may then subsequently inject a quantity of fuel through the pre-chamber and into the combustion chamber wherein the quantsty of fuel Is auto-ignited and proceeds to burn by diffusion process.
  • FIG. 1 illustrates a cross-sectional view of an embodiment of an injector-ignitor including a pre-chamber
  • FIG. 2 illustrates a fuel system for use with a combustion engine
  • FIG. 3A illustrates a cross-sectional view of an embodiment of an injector-ignitor including a pre-chamber with a single pre-chamber nozzle;
  • FIG. 36 illustrates a face view of a reacting jet in an injector-igniter embodiment including a pre-chamber wit a single pre-chamber nozzle;
  • FIG. 3C illustrates a cross-sectional view of an embodiment of an injecior-ignttor including a pre-chamber with a plurality of pre-chambe nozzles:
  • Fig. 3D illustrates a face view of a reacting jet in an embodiment of an injector- ignitor including a pre-chamber with a plurality of pre-chamber nozzles;
  • FIG. 3E illustrates a cross-sectional view of an embodiment of an injecior-ignttor including a pre-chamber with a singje pre-chamber nozzles during a combustion event: 0018J
  • FIG. 4 illustrates a side view of an embodiment of a injector-ignitor
  • FIG. 5A illustrates a cross-sectional view of one embodiment of an injector- ignitor pre-chamber tip having a single nozzle:
  • FIG. 5B illustrates a cross-sectional view of one embodiment of an injector- ignitor pre-chamber tip having a plurality of nozzles
  • FIG. SA and 6B illustrate a cross-sectional view of an embodiment of an injector-igniter including a single-hole large nozzle with offset inlet valve and high voltage igniter in a pre-chamber
  • FIG. 7A and 78 illustrate a cross-sectional view of an embodiment of an injector-igniter including multi-hole small angle nozzles with offset inlet tube and high voltage igniter in a pre-chamber
  • FIG. 8A and 88 illustrate a cross-sectional view of an embodiment of an injector-igniter including a single-hole large nozzle with center inward opening inlet and offset high voltage igniter in a pre-chamber;
  • FIGs. 9A and 9B illustrate a cross-sectional view of an embodiment of an injector-igniter including a single-hole large nozzle with center outward opening Inlet and offset high voltage igniter in a pre-chamber;
  • FIG. GA and 10B illustrate a cross-sectional view of an embodiment of an injector-igniter including a multi-hole nozzle with center inward opening inlet and offset high voltage igniter i a pre-chamber;
  • FIGs, 11 A and 1 1 B illustrate a cross-sectional view of an embodiment of an injector-igniter Including a multi-hole nozzle with center outward opening inlet and offset high voltage igniter in a pre-chamber;
  • [0027J Hgs, 12A and 128 illustrate a cross-sectional view of an embodiment of an iniecior-igniter including a nozzle with center outward opening inlet and concentric or coaxially configured voltage igniter In a pre-chamber;
  • Fig. 13 illustrates a cross-sectional view of an embodiment of an jhjector- ignitor including a channel to draw air into a pre-chamber;
  • FIG. 14 illustrates one embodiment of a method for injecting and combusting fuel in an injectorignlior pre-chamber
  • Figs, 15A-15H illustrate cross-sectional views for various embodiments of pre- chamber internal shape geometries.
  • the representative embodiments disclosed herein include an injector-igniter as an integrated, bo!t-in, ⁇ singular unit that is suitable to operate heavy duty compression ignition engines in spark-ignited direct injection mode with gaseous fuel at dilute or Sean (e.g.. Lambda > 1.3) air-fuel ratios, Methods for combustion processes are also disclosed for operating a lean-burn spark ignited direct injected engine on a gaseous fuel.
  • the disclosed technology provides an easy to install device that may be configured to use existing diese! injector hole openings i a cylinder head with minimal or no additional machining to the cylinder head and base engine piston or compression ratio.
  • an injector-igniter or injector-igniter assembly 100 includes a small volume, defined as a "pre-chamber" 108, that is at least partially physically separate from the main combustion chamber 128.
  • the pre-chamber is also located within the injector-igniter housing 102, near the point of fuel injection 107,
  • the pre-chamber 108 may include a cover or housing defining a volume that encompasses a valve 106 and an ignition site 1 1 , where the valve 106 may meter fuel 104 into the pre-chamber 108.
  • the pre-chamber 108 maintains a near-stoichiometric air-fuel mixture, or stratified mixture, at the ignition site 1 14 by containing the air-fuel mixture in a small volume.
  • the volume of the pre-chamber 108 may be fixed.
  • the volume of the pre-chamber 108 may be modifiable or configurable based on conditions within the combustion chamber or operating .conditions ⁇ e.g., load, temperature, etc) of the vehicle.
  • the air-fuel mixture is ignited in the pre-chamber 108 with an ignitson initiator or device 1 12,
  • the ignition device 1 12 includes a high-voltage ignition device that has an electrical isolating material. or fluid 1 10.
  • the ignition device 1 12 may generate an arc, corona discharge, laser, microwave, or other event to ignite the air-fuel mixture.
  • the high-pressure .combustion of primary chamber gases may then be directed via one or more nozzle holes 1 16 into the main chamber 128 to continue burn of gaseous fuel and air.
  • the nozzles 1 16 provide a passage between the pre- chamber 108 and the combustion chamber 120.
  • the burn is a lean burn.
  • the main combustion chamber 128 may contain excess air and fuel mixture from previous combustion events or may contain onl air. The result is an overall lean burn combustion process.
  • the combustion chamber may be configured for use i a heavy or medium duty diesel engines.
  • the chamber may include intake ports 122 and exhaust ports 124 with valves 120 on both intake and exhaust or scavenging port to control the air flo in and out of the main chamber 128.
  • the combustion chamber 128 may include a piston 130, cylinder liner 126, and cylinder head 118.
  • the fuel system 200 may include an injector- igniter assembly 208. an injector driver 204.
  • the injector driver may meter fuel 218 (e.g., high pressure gaseous fuel) directly into the pre-chamber 08 (Fig. 1 ), where it is ignited at near stoichiometric conditions by means of a high voltage ignition driver 206.
  • the fuel may be delivered by means of a fuel system comprised of a fuel rail 220, an accumulator 216, a pressure intensifier 214, a regulator 212, a relief valve 222, a fuei tank 210, and engine control unit (ECU) 202.
  • a fuel system comprised of a fuel rail 220, an accumulator 216, a pressure intensifier 214, a regulator 212, a relief valve 222, a fuei tank 210, and engine control unit (ECU) 202.
  • Both the injector driver 204 and ignition driver 206 may be controlled using computer-readable instructions that are stored within a tangible memory of the ECU,
  • the ECU 202 may include both a memory 202a fo storing instructions and a microcontroller or processor 202b for executing instructions to control the ignition driver 206. the injector driver 204, and any other computer-controlled functions of the fuel system 200.
  • the controller 202b may include a register set or register space which may be entirely on-chip, or alternatively located entirely or partially off-chip and directly coupled to the controller 202b via dedicated electrical connections and/or via an interconnection bus.
  • the controller 202b may be any suitable processor, processing unit or microprocessor.
  • the fuel system 200 or any system employing various embodiments of the snjector- ignitor as herein described may be a multi-processor device and, thus, may include one or more additional processors that are identical or similar to the controlle 202b and thai are communicatively coupled to an interconnection bus,
  • the controller 202b may also be eoupled to a chipset, which includes a memory controller and a peripheral input/output (I/O) controller.
  • the chipset typically provides I/O and memory management functions as well as a plurality of genera!
  • the memory controller performs functions that enable the processor controller (or processors if there are multiple processors) to access a system memory and a mass storage memory (not shown).
  • the controller 202b may also include one or more memories 202a storing instruction modules to implement fuel control and ignition strategies such as a method 1400 ⁇ Fig. 14 ⁇ for injecting and combusting fuel in the pre-chamber, adaptive control strategies, or other functions as herein described.
  • a fuel control and ignition module 202c may be stored in memory 202a and include tangible computer-executable instructions that are stored in a non-transitory computer-readable storage medium.
  • the instructions of the fuel control and ignitio module 202c are executed by the controller 202 or the instructions can be provided from computer program products that are stored in tangible computer-readable storage mediums (e.g. RAM, hard disk, optical/magnetic media, etc.).
  • an injector-igniter 300 may include a high-voltage primary ignition device 1 12 within the injector-igniter ⁇ 0 that ignites a portion of the air-fuel mixture thai has not exited the pre-chamber 10 ⁇ into the main combustion chamber 128 ⁇ i.e., a remaining portion of an air fuel plume 302 ⁇ at the ignition site 1 14 within the injector/igniter 300, The ignited remaining portion of the air-fuel piume 302 may then be directed into one or more nozzles 318 that each generate a turbulent reacting jet 310 thai spreads into the main combustion chamber 128.
  • the one or more turbulent reacting jets 310 may also act as spatiaiiy-distributed secondary ignition sources for air-fuel mixiure previously present in the main chamber.
  • the one or more reacting jets 310 are reactive and can ignite lean air-fuel mixtures.
  • Fig, 3B shows the reacting jet 310 with individual, smaller ' jets 310a from the perspective of the piston bowi 130 looking toward the nozzle 316.
  • the various injector-igniters described herein may be configurable ("tunable") to optimize various engine applications. For example combustion strategies using different configurations of the injector-igniter described herein may optimize thermal efficiency, emissions and fuel consumption for a combustion engine.
  • the lean flammabifsty limit may extend to a value greater than Lambda of 1 .3 for some fuels (e.g., natural gas), where Lambda is defined as the ratio of actual air to fuel ratio divided by stoichiometric air to fuel ratio.
  • the lean fla mm ability limit will extend to a value greater than Lambda 1 .8 for some fuels ⁇ e.g., natural gas).
  • suitable fuels may include methanol, hydrogen, hydrogen-methane mixtures, syngas, dimethyl ether (DME), diethyl ether (DEE), etc.
  • An ignition event 1 14a (Fig. 1 ) at the primary ignition site 1 14 can be supplied by the ignition driver 206.
  • the ignition driver 208 may supply any ignition type that is suitable to ignite the air-fuel mixture within the pre-chamber 108.
  • the ignition driver 206 may supply one or more of an arc, corona discharge, plasma spark, Lorentz, spark, glow plug, laser, Radio Frequency (RF), microwave frequency, chemical ignition (e.g., high reactivity fuel such as diesei or DfvtE), catalytic ignition, and thermally assisted catalytic ignition as an ignition event 1 14a.
  • the injectpr-igniter 100 can include catalytic coatings to provide reaction sites for fuel reformatio within the pre-chamber and on interface surfaces with the combustion chamber.
  • the injector-igniter 300 may infect single or multiple quantities of fuel without igniting through the pre-chamber nozzle(s) 318, 318 and into the main combustion chamber 128 to develop a stratified charge in the main combustion chamber 128.
  • the remaining portion of the air-fuel plume 302 within the pre-chamber 108 is ignited at primary ignition site 1 14 causing pressure to increase in the pre-chamber and forcing the contents to exit the pre-chamber 108 via the one or more nozzles 318, 318.
  • nozzles 318, 318 may create one or more turbulent reacting jets 310a, 312a and can ignite the stratified charge 304 in the main combustion chamber 128.
  • This method may be deseribed but not limited to "Premixed” or “Partially Premixed” o "Partially Stratified” pre-chamber combustion.
  • These embodiments may be best suited (but not limited) to low engine load operating regions, where combustion stability is of concern and knock limitations are not of primary concern.
  • fuel may be injected into the pre-chamber 108 and ignited at the ignition site 1 14. which causes pressure to build in the pre-chamber and forces a reactive fuel jet 308 now within the pre- chamber 108 to exit the pre-chamber 108 into the main combustion chamber 128, via one or more nozzles 316 ; where the reactive fuel jet 308 encounters abundant air within the combustion chamber 128, initiating a flame kernel 314 which may or may not increase the temperature ' and pressure of the main combustion chamber 128.
  • Fig. 3D shows another embodiment of a reacting jet 312 with individual jets 312a from the perspective of the piston bowl 130 looking toward the pre-eh mber 108.
  • an injector-igniter assembly 400 may include a pre- chamber assembly 402 and a injector body 404 having connections for a high voltage ignition driver 406, gaseous fuel Inlet port 408, and injector actuator control signal 410.
  • the injector-igniter 400 provides a mechanism to precisely mete the amount of gaseous fuel charge.
  • the amount of gaseous fuel charge may be metered by either an inward opening valve (e.g., Figs. 1 , 3A, 3B, 3C, 6A, 6B, 7 A, 7B, 8A, 8B, tOA, 10B ? and 13A-H) or an outward opening valve (e.g., Fig.
  • the motion of fuel valve 106 can be controlled directly or indirectl in the longitudinal direction of the Injector-igniter 400 with an actuator 410.
  • the actuator 410 may include one or more ⁇ of a piezoelectric stack(s), solenoid coil(s), hydraulic fluid, magneto- restrictive devices, or any eombination thereof
  • the primary ignition site 1 4 is isolated by a non-conductive material 1 10 and/or dielectric gaseous fuel to the inside of the body 404 along the length of the injector 412 from the fuel valve ⁇ the fuel port 408.
  • the ignition is powered using an ignition driver 206 (Fig, 2) connected to the injector-igniter 400 at the high voltage assembly 406 and may o may not include a standard spark ignition, corona discharge, laser, microwave, or other suitable energy source.
  • the high voltage assembly may be concentrically, coaxiaijy, or off-set located relative io the fuel valve 106.
  • the primary ignition site 1 1 can also foe located off-set, concentrically or coaxially to the longitudinal axis or in numerous locations within the pre-chamber 108 based on performance optimization.
  • the performance of the ignition can be optimized by combination of computational fluid dynamic (CFD) modeling and engine testing on a single cylinder engine to evaluate ignition kerne!
  • CFD computational fluid dynamic
  • the injector-igniter assembly 400 consists of a body 404 haying a connection 406 for the high voltage ignition driver 208 (Fig, 2), a connection 410 to receive control signals from the injector driver 204, and a fuel inlet port 408, to receive fuel from the tank 210.
  • the pre- chamber 108 includes a specific volume and shape/geometry as discussed herein with reference to Fig. 15, and can comprise a first embodiment 500 including a single nozzle hole 502 or, as shown- in Fig. 5B, a second embodiment 504 including multiple nozzle holes 506 With various diameters and angles relative to a centeriine axis of the pre-chamber 108.
  • the internal shape and geometry can be optimized b using (CFD) analysis to obtain an ignitable air-fuel mixture.
  • the nozzle(s) 502, 508 to the pre-chamber 108 may be of a specific geometry optimized by the use of CFD and heat transfer modeling and/or catalytic reactor modeling to maximize .performance for each individual application and is constructed of a material capable of withstanding high temperatures.
  • a target pre-chamber volume range should be within 0.1% to 7% of main chamber volume at top dead center.
  • a pre-chamber nozzle hole size could range from about 1 % to 95 % of an injector bore size in the cylinder head.
  • a number of holes could be anywhere from 1 to about 20.
  • Angle of holes with respect to centeriine of injector- igniter can be anywhere from 0 to about 120 degrees.
  • Suitable pre- chamber and nozzle materials include, for example and without limitation, Haynes®, Hastelfoy®, and Inconel® alloys, high thermal conduciivity alloys such as copper alloys, nickel alloys, graphene/graphite (as liner materials to enhance or impede themal transfer), thermal and oxidation resistant materials or coatings such as MoSi 2 , SiC, AIM, ZrC or ceramic coatings.
  • embodiments of the injector ignitor 800, 700, 800, 900, 1000, 1 100 ma include various combinations, dimensions, and angles of pre- chamber nozzles 612, 712, 812, 912, 10 2, and 1 122 as well as different configurations of inlet valves 614, 714, 814, 914, 1014, 1 1 14 and igniters 616, 716, 816, 916, 1016, 1 116, White the various elements embodiments of Figs. 8A-1 1 B are shown as corresponding to a peuiar embodiment, any of the elements may be combined or included with any of the other embodiments herein described. As shown in Figs.
  • an embodiment of the injector-igniter 600 ma include a single-bole centered nozzle 612 with offset inlet valve 614 and offset high voltage igniter 616 in the pre-chamber 108>
  • another embodiment of the injector-igniter 700 may include multi-hole directed nozzle 712 with offset inlet tube 714 and high voltage igniter 718 in the pre- chamber 108.
  • another embodiment of the injector- igniter 800 ma include a single-hole centered nozzle 8 2 with center inward opening inlet 814 and offset hig voltage igniter 816 in the pre-chamber 108.
  • the igniter 816 may extend from the non-conductive materia!
  • injector-igniter 900 may include a single- hole centered nozzle 912 with center outward opening inlet 914 and offset high voltage igniter 916 in the pre-chamber 108.
  • the igniter 918 may extend from the non-conductive material 1 10 into the pre-chamber 108.
  • an embodiment of the injector-igniter 1000 may include a multi-hole directed nozzle 1012 with center inward opening inlet 1014 and offset high voltage igniter 1018 in the pre-chamber 108.
  • Figs. 10A and 10B an embodiment of the injector-igniter 1000 may include a multi-hole directed nozzle 1012 with center inward opening inlet 1014 and offset high voltage igniter 1018 in the pre-chamber 108.
  • the igniter 1016 may extend from the ceramic materia! 1 10 into the pre- chamber 108.
  • another embodiment of the injector- igniter 1 100 may include a multi-hole nozzle 1 1 12 with center outward opening inlet 1 1 14 and offset high voltage igniter 1 1 6 in the pre-chamber 108.
  • the igniter 1 18 may extend from the non-conductive material 1 10 into the pre-chamber 108.
  • another embodiment of the injector-igniter 1200 may include a single or multi-hoie outlet nozzle or some combination thereof 1212,
  • the injector ignifor 1200 may include a center outward opening fuei inlet 1.214 and an igniter 1218 that is configured concentrically or co-axialiy within the pre-chamber 108,
  • the igniter 1216 may provide ignition sites 608a or 608b.
  • a channel 1302 may extend from the pre-chamber 108 to the main combustion chamber 128, As fuel is injected past the pre-chamber side of the channel 1302, a local low pressure region is created and thus air and/or an air-fuel mixture is drawn into the pre-chamber 10S via the air channel 1302 from the main chamber 128 using the Bernoulli Effect, Thus, passage 1302 provides additional oxygen (e.g., air) from the combustion chamber 128 to the pre- chamber 108 for ignition of gaseous mixtures in the pre-chamber 108 and n the main chamber 28,
  • additional oxygen e.g., air
  • the injector-ignitor pre-chamber and a method 1400 for injecting and combusting fuei 602 in the pre-chambe 108 may be described.
  • the method 1400 may describe both a sequential ignition of fuel and muftipfe ignition and/or combustion events to enable operation of a combustio engine.
  • the engine control unit 202 (Fig. 2) may include instructions to cause the injector driver 204 to initiate a first fuei injection event.
  • the block 1402 may include an instruction to inject fuel 602 into the pre-chamber 108 where it mixes with air 804.
  • Single or muitipie injection events can occur during the intake and compression stroke in an engine depending upon its engine cycle (e.g., 4 stroke engine cycle or 2 stroke engine cycle).
  • the engine control unit 202 may include further instructions to cause the injector driver 204 it inject fuel so that, within the pre-chamber 108, an air-fuel plume 606 may reach a mixture of air 60 and fuel 602 that is capable of ignition.
  • the mixture is or approximately a stoichiometric air-fuel mixture, or stratified mixture.
  • embodiments of the injector-ignitor pre-chamber and the method 1400 may describe a combustion event within the pre-chamber 108.
  • a discharge at an ignition point 608 or other ignition event ⁇ e.g., arc, corona discharge, laser, microwave, or other event to ignite the air-fuel mixture
  • the engine control unit 202, injector driver 204 and ignition driver 208 Fig.
  • the second ignition event may include instructions and/or be configured to time the discharge to initiate the first ignition event, i.e., the ignition of the remaining portion of the air-fuel plume 609, when the mixture is at local stoichiometric to rich conditions in the pre-chamber 108 within the vicinity of the ignition point 608.
  • the remaining portion of the air-fuel pium 609 may be partiall burned or oxidized in the pre-chamber 108 proceeding from the ignition point 608 toward a nozzle of the pre-chamber.
  • this burn may increase pre- chamber pressure as well as produce free-radicals and a turbulent reacting jet 618 (also 310 of Fig, 3A),
  • the increased pressure within the pre-chamber 108 may force the turbulent reacting jet 618 out of the pre-chamber 108 and towards the outer regions of the main combustion chamber 128 (Figs, 1 , 3A, 3B, and 3C) towards a piston bow! 130 (Fig.
  • Excess air and/or air-fuel mixture (i.e., lean) conditions ma exist within the main combustion chamber 123 generally, and within the piston bowl 130, in particular, due to at least a portion of the air-fuel plume 606 exiting the pre-chamber 108 before the first ignition event.
  • the highly reactive, turbulent reacting jet 818 exiting the one or more pre-chamber nozzles may interface with the lean air-fuel mixture condition within the combustion chamber to initiate a further or second ignition even! and ignite the lean air-fuel mixtures within the main combustion chamber 128.
  • the !ean air-fuel mixtures within the main combustion chamber 128 may be difficult to ignite, Ignition of these lean mixtures in the second ignition event may result in shorter ignition delay, enhanced rate of pressur rise within the combustion chamber, improvement of lean ignitabiiity, increased thermal efficiency, decreased fuel consumption, and clean emission combustion.
  • the method 1400 may then repeat the injection/combustion cycle of the method 1400, or end,
  • Figs 15A-15H Any of the injector-igniter embodiments described herein may include one of the geometries illustrated in Figs, 15 ⁇ -13 ⁇ or a combination of the geometries ' illustrated in Figs, 15A- 5H.
  • Fig. 15A illustrates a cylindrical geometry.
  • Fig. 15B illustrates a cylindrical geometry with chamfered bottom corners designed to direct the flow towards exit.
  • Fig. 15C illustrates a cylindrical geometry with rounded corners designed to better guide the flow for mixing and towards nozzle exit.
  • Fig. 15D illustrates a spherical geometry designed to enabl wall guided mixing of the fuel interna!
  • Fig. 15E illustrates a rounded funnel geometry design to wall guide flow towards exit.
  • Fig. 15F illustrates a sharp funnel geometry.
  • Fig, 15G illustrates a cone shaped geometry designed to better direct flow towards exit.
  • Fig. 15H illustrates a spiral geometry designed to force tangential velocity to the flow creating a spiral as it exits the pre-chamber. All geometries above ma be used in conjunction but without limit various types of nozzle holes geometries shown in Fig, 15 and ignition electrode geometries. £0O4SJ
  • aspects of the technology can be practiced on computer systems other than those described herein.
  • Aspects of th technolog can be embodied in one or more special- purpose computers or data processors, such as an engine control unit 202 (ECU), engine control module (ECM). injector driver 204, fuel system controller/ ignition driver 206, or the like, that is specifically programmed, configured, o constructed to perform one or more computer-executable instructions consistent with the technology described herein.
  • ECU engine control unit
  • ECM engine control module
  • injector driver 204 fuel system controller/ ignition driver 206, or the like, that is specifically programmed, configured, o constructed to perform one or more computer-executable instructions consistent with the technology described herein.
  • the term "computer,” “processor,” or “controller” as ma be used herein refers to any data processor and can include ECUs, EC s, and modules, as well as Internet appliances and hand-held devices (including diagnostic devices, palm-top computers, wearable computers, cellular or mobile phones, multi-processor systems, processor-based or programmable consumer electronics, network computers, mini computers and the like). Information handled by these computers can be presented at any suitable display medium, including a CRT display, LCD, or dedicated display device or mechanism (e.g., a gauge).
  • the technology can also be practiced in distributed environments, where tasks or modules are performed b remote processing devices that are linked through a communications network.
  • program modules, or subroutines may be located in local and remote memory storage devices.
  • aspects of the technology described herein may be stored or distributed on computer-readable media, including magnetic or optically readable or removable computer disks, as well as distributed electronically over networks.
  • Such network may include, for example and without limitation, Controller Area Networks (CAN), Local Interconnect Networks (LIN), and the like.
  • CAN Controller Area Networks
  • LIN Local Interconnect Networks
  • data structures and transmissions of data particular to aspects of the technology are also encompassed within the scope of the technology.

Abstract

Selon l'invention, un mode de réalisation d'un injecteur-allumeur comprenant une préchambre en communication fluidique avec une chambre de combustion d'un moteur à combustion peut être une unité unique intégrée boulonnée qui est adaptée pour faire fonctionner des moteurs à allumage par compression à fonctionnement intensif dans un mode d'injection directe à allumage par étincelle avec des carburants gazeux ou autres à des rapports dilués ou pauvres. L'invention concerne aussi des méthodes pour des processus de combustion permettant d'exploiter un moteur à injection directe allumé par étincelle à mélange pauvre. Les appareils, systèmes et méthodes de l'invention concernent un dispositif qui peut être configuré pour utiliser des ouvertures de trou d'injecteur de diesel existantes dans une tête de cylindre avec un usinage supplémentaire minime ou sans usinage supplémentaire de la tête de cylindre et du piston du moteur de base ou du rapport de compression.
PCT/US2015/020583 2014-03-14 2015-03-13 Injecteur-allumeur à préchambre pour combustion de carburant gazeux, et systèmes et méthodes associés WO2015138987A1 (fr)

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EP3267008A1 (fr) * 2016-07-06 2018-01-10 Mahle Powertrain LLC Procédé de démarrage d'un moteur à combustion interne
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EP3786424A1 (fr) * 2019-08-26 2021-03-03 MAN Truck & Bus SE Moteur à combustion interne à allumage externe à formation intérieure de mélange destiné à la combustion d'un mélange de carburant gazeux et d'air
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EP3901435A3 (fr) * 2020-04-23 2021-11-24 Liebherr Machines Bulle SA Moteur à allumage dans une préchambre et procédé de commande d'un tel moteur
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US11408329B2 (en) 2019-12-19 2022-08-09 Board Of Trustees Of Michigan State University Engine turbulent jet ignition system
US11415041B2 (en) 2019-09-16 2022-08-16 Woodward, Inc. Flame triggered and controlled volumetric ignition
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US11473551B1 (en) 2021-08-31 2022-10-18 Saudi Arabian Oil Company Flexible ignition device for gasoline compression ignition combustion in internal combustion engines
IT202100015863A1 (it) * 2021-06-17 2022-12-17 Marmotors S R L Iniettore di carburante provvisto di un dispositivo riscaldatore
DE102022133235A1 (de) 2022-12-14 2023-02-23 FEV Europe GmbH Verfahren zum Betrieb eines Wasserstoffverbrennungsmotors
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US11939905B2 (en) 2020-05-20 2024-03-26 Board Of Trustees Of Michigan State University Internal combustion engine including multiple fuel injections external to a pre-chamber

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US10907532B2 (en) 2010-11-23 2021-02-02 Woodward. Inc. Controlled spark ignited flame kernel flow in fuel-fed prechambers
US9893497B2 (en) 2010-11-23 2018-02-13 Woodward, Inc. Controlled spark ignited flame kernel flow
US11674494B2 (en) 2010-11-23 2023-06-13 Woodward, Inc. Pre-chamber spark plug with tubular electrode and method of manufacturing same
US9856848B2 (en) 2013-01-08 2018-01-02 Woodward, Inc. Quiescent chamber hot gas igniter
US10054102B2 (en) 2013-01-08 2018-08-21 Woodward, Inc. Quiescent chamber hot gas igniter
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CN108350833B (zh) * 2015-10-29 2020-09-04 伍德沃德有限公司 气态燃料燃烧
EP3267008A1 (fr) * 2016-07-06 2018-01-10 Mahle Powertrain LLC Procédé de démarrage d'un moteur à combustion interne
WO2019027800A3 (fr) * 2017-08-01 2020-03-26 Board Of Trustees Of Michigan State University Moteur diesel avec allumage de jet turbulent
US11187142B2 (en) 2017-08-01 2021-11-30 Board Of Trustees Of Michigan State University Diesel engine with turbulent jet ignition
WO2019141728A1 (fr) * 2018-01-18 2019-07-25 Elias Russegger Dispositif d'allumage pour moteur à gaz
EP3786424A1 (fr) * 2019-08-26 2021-03-03 MAN Truck & Bus SE Moteur à combustion interne à allumage externe à formation intérieure de mélange destiné à la combustion d'un mélange de carburant gazeux et d'air
US20220389858A1 (en) * 2019-09-16 2022-12-08 Woodward, Inc. Flame triggered and controlled volumetric ignition
US11415041B2 (en) 2019-09-16 2022-08-16 Woodward, Inc. Flame triggered and controlled volumetric ignition
US11965455B2 (en) 2019-09-16 2024-04-23 Woodward, Inc. Flame triggered and controlled volumetric ignition
US11408329B2 (en) 2019-12-19 2022-08-09 Board Of Trustees Of Michigan State University Engine turbulent jet ignition system
US11293336B2 (en) 2020-03-06 2022-04-05 Ford Global Technologies, Llc Liquid and/or gaseous fuel delivery system and methods thereof
US11300038B2 (en) 2020-04-23 2022-04-12 Liebherr Machines Bulle Sa Engine having prechamber ignition and method of controlling such an engine
EP3901435A3 (fr) * 2020-04-23 2021-11-24 Liebherr Machines Bulle SA Moteur à allumage dans une préchambre et procédé de commande d'un tel moteur
US11698021B2 (en) 2020-04-23 2023-07-11 Liebherr Machines Bulle Sa Engine having prechamber ignition and method of controlling such an engine
CH717344A1 (de) * 2020-04-23 2021-10-29 Liebherr Machines Bulle Sa Motor mit Vorkammerzündung und Verfahren zum Steuern eines solchen Motors.
US11939905B2 (en) 2020-05-20 2024-03-26 Board Of Trustees Of Michigan State University Internal combustion engine including multiple fuel injections external to a pre-chamber
WO2022182888A1 (fr) * 2021-02-24 2022-09-01 Aramco Services Company Préchambre active destinée à être utilisée dans un moteur à combustion interne
IT202100015863A1 (it) * 2021-06-17 2022-12-17 Marmotors S R L Iniettore di carburante provvisto di un dispositivo riscaldatore
US11352968B1 (en) * 2021-06-29 2022-06-07 Ford Global Technologies, Llc Methods and systems for reducing catalyst cooling during fuel cut via pre-chamber ignition system
US11473551B1 (en) 2021-08-31 2022-10-18 Saudi Arabian Oil Company Flexible ignition device for gasoline compression ignition combustion in internal combustion engines
WO2023183662A1 (fr) * 2022-03-23 2023-09-28 Caterpillar Inc. Moteur alternatif à carburant gazeux et méthodologie de fonctionnement pour la réduction de vitesse de flamme d'hydrogène
US11959414B2 (en) 2022-03-23 2024-04-16 Caterpillar Inc. Gaseous fuel reciprocating engine and operating methodology for reduced hydrogen flame speed
DE102022133235A1 (de) 2022-12-14 2023-02-23 FEV Europe GmbH Verfahren zum Betrieb eines Wasserstoffverbrennungsmotors

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