Patent Application
20100229827
Generally, a multiple electrode spark gap fuel injector and methods of utilizing a multiple electrode spark gap fuel injector for internal combustion engines. Specifically, at least one pair of electrodes having a corresponding pair of electrode ends radially located and axially located in relation to an amount of dispersed fuel to increase efficiency of fuel combustion.
Fuel injectors convert fuel into a fine spray which is mixed with air in engine combustion chambers. The major advantage of the system is that the amount of fuel being mixed with air can be more precisely controlled and the mixture can be more evenly spread throughout the air coming into the engine. In combination with an electronic computer which monitors engine conditions and exhaust emissions, fuel injection can increase fuel efficiency and reduce pollution.
Fuel injection was adapted for use in petrol-powered aircraft during World War II and was first used in a car in 1955 with the introduction of the Mercedes-Benz 300SL Fuel injection became widespread with the introduction of electronically controlled fuel injection systems in the 1980s and the gradual tightening of emissions and fuel economy laws.
Today, fuel injection is conventionally used in diesel engines. The diesel engine is a type of internal combustion engine; more specifically, a compression ignition engine, in which the fuel is ignited by the high temperature of a compressed gas, rather than a separate source of energy, such as a spark plug. Many modern diesel engines use direct injection, in which the injection nozzle is located inside the combustion chamber. Today automobile manufacturers conventionally use fuel injection with gasoline engines.
A commonly used injector utilizes a closed-needle injector having a needle valve assembly which utilizes a spring-biased needle positioned adjacent to the orifice of a fuel metering chamber. The needle reciprocally operates to open and close communication between a fuel metering chamber and the engine combustion chamber allowing fuel to be injected into the cylinder and resisting blow back of exhaust gas into the fuel metering chamber of the injector. In many fuel systems, when the pressure of the fuel within the fuel metering chamber exceeds the biasing force of the needle spring, the needle moves outwardly to allow fuel to pass through the orifice(s) of the fuel metering chamber, thus marking the beginning of injection.
In another type of system disclosed by U.S. Pat. No. 5,676,114 to Tarr et al., the beginning of injection is controlled by a servo-controlled needle. The assembly includes a control volume positioned adjacent an outer end of the needle valve, a drain circuit for draining fuel from the control volume to a low pressure drain, and an injection control valve positioned along the drain circuit for controlling the flow of fuel through the drain circuit so as to cause the movement of the needle valve element between open and closed positions. Opening of the injection control valve causes a reduction in the fuel pressure in the control volume resulting in a pressure differential which forces the needle valve open, and closing of the injection control valve causes an increase in the control volume pressure and closing of the needle valve. U.S. Pat. No. 5,463,996 issued to Maley et al. discloses a similar servo-controlled needle valve injector.
U.S. Pat. No. 5,458,292 to Hapeman discloses a fuel injector with inner and outer injector needle valves biased to close respective orifices and operable to open at different fuel pressures. The inner needle valve is reciprocally mounted in a central bore formed in the outer needle valve. However, the opening of each needle valve is controlled solely by injection fuel pressure acting on the needle valve in the opening direction such that the valves necessarily open when the injection fuel pressure reaches a predetermined level.
United Kingdom Patent Application No. 2266559 to Hlousek discloses a closed needle injector assembly including a hollow needle valve for cooperating with one valve seat formed on an injector body to provide a main injection through all the injector orifices and an inner valve needle reciprocally mounted in the hollow needle for creating a pre-injection through a few of the injector orifices.
U.S. Pat. No. 5,199,398 to Nylund discloses a fuel injection valve arrangement for injecting two different types of fuels into an engine which includes inner and outer poppet type needle valves. During each injection event, the inner needle valve opens a first set of orifices to provide a pre-injection and the outer needle valve opens a second set of orifices to provide a subsequent main injection. The outer poppet valve is a cylindrical sleeve positioned around a stationary valve housing containing the inner poppet valve.
U.S. Pat. No. 5,899,389 to Pataki et al. discloses a fuel injector assembly including two biased valve elements controlling respective orifices for sequential operation during an injection event. A single control volume may be provided at the outer ends of the elements for receiving biasing fluid to create biasing forces on the elements for opposing the fuel pressure opening forces. However, the control volume functions in the same manner as biasing springs to place continuous biasing forces on the valve elements. As a result, the needle valve elements only lift when the supply fuel pressure in the needle cavity is increased in preparation of a fuel injection event to create pressure forces greater than the closing forces imparted by the control volume pressure.
Other types of injectors may coupled to a fuel supply which delivers fuel to a pump chamber within the fuel injector at a predetermined supply pressure, this pressure then being increased within the fuel injector to a higher injection pressure to effect actuation of the needle valve assembly. A commonly used means to increase pressure within the storage chamber includes plunger which reciprocates within the pump chamber which is actuated by an engine driven cam or other reciprocating means. Fuel in the pump chamber is delivered to the fuel metering chamber at a pressure sufficiently high to move the needle from the valve seat.
In one form of such a fuel injector, the plunger is provided with helices which cooperate with suitable ports in the pump chamber to control the pressurization and therefore the injection of fuel during a pump stroke of the plunger.
In another form of such a fuel injector, a solenoid valve is incorporated in the fuel injector so as to control, for example, the drainage of fuel from the pump chamber. In this latter type injector, fuel injection is controlled by energizing the solenoid valve. An exemplary embodiment of such an electromagnetic fuel injector is disclosed, for example, in U.S. Pat. No. 4,129,253 to Ernest Bader, Jr., John I. Deckard and Dan B. Kuiper.
Other types of fuel injection systems may use piezoelectric actuators or elements, in which the piezoelectric actuators or elements exhibit a proportional relationship between an applied voltage and a linear expansion. Thus, it is believed that using piezoelectric elements as actuators may be advantageous in fuel injection nozzles for internal combustion engines as disclosed by European Patent Specifications EP 0 371 469 B1 and EP 0 379 182 B1.
An example of a fuel injector which uses the expansion and contraction of piezoelectric elements with double-acting, double-seat valves to control corresponding injection needles in a fuel injection system is shown by German Patent Applications DE 197 42 073 A1 and DE 197 29 844 A1.
As can be understood from the above discussion, there is a large commercial market for fuel injectors for use in various types of reciprocating, rotary and other types of engines which has wide application in automotive and aircraft industries with respect to both compression ignition and spark ignition engines.
First, with respect to compression ignition engines, there is a compelling argument for stronger penetration in the market as a means of reducing CO2 emissions. With the focus of the Kyoto Protocol on emissions of greenhouse gases, and the contribution of transportation sources to this problem. Moreover, compression ignition engines are able to extract almost double the useful work than conventional spark ignition engines.
However, while compression ignition is an attractive solution for CO2 reduction, exhaust emissions associated with diesel fuel are increasingly coming under the environmental spotlight. Most notable are the oxides of nitrogen (NOx) and particulate matter (PM), which are regarded almost exclusively as “diesel problems”. The difficulty in meeting the increasingly stringent limitations on particulate and NOx emissions has stimulated interest in ethanol-fueled compression ignition engines because ethanol diffusion flames produce virtually no soot. Unfortunately ethanol does not have suitable ignition properties under typical diesel conditions because the temperatures and pressures characteristic of the diesel engines causes a longer ignition delay while using ethanol. Therefore, in order to make use of ethanol in a diesel engine, either a system to improve the ignition quality of ethanol or an ignition aid may be necessary.
Similarly, compression ignition engines can be operated with fuels made from other organic stock such as soybeans, rapeseed, and animal tallow produced through a process called transesterification which removes fatty particulates that cause coking and other problems in diesel engines. These additional bio-fuels used undiluted or mixed with diesel fuel have demonstrated reduced particulate emission. However, as the concentration of bio-fuel is increased cold engine start may require additional engine cranking and cold engine operation may be substantially inferior to diesel fuel. Similarly, in order to make use of bio-fuels either a system to improve the ignition quality of bio-fuels or an ignition aid may be necessary.
Second, with respect to lower compression spark ignition engines, the composition of fuels and the manner of operation, especially in automobiles, has significantly altered over the past thirty years. To meet air pollution regulations in the United States, and in other countries, the lead in gasoline was removed substantially lowering octane of the fuel. To compensate for the lowered octane, automobile manufacturers altered the timing in cars to prevent the resulting “ping” or “knock” and to reduce NOx formed at higher combustion temperatures and pressure.
In spark ignition engines, as you retard timing from top dead center, both peak combustion temperatures and peak cylinder pressures go down (as does “knock” and the production of NOx). At some point, however, spark ignition comes too early and the pressure produced from combustion works against the piston (on the up stroke) more than it works with the piston (on the down stroke).
In newer vehicles, how much fuel to deliver to the fuel combustion cylinder and when to provide ignition spark is typically monitored by computers which use sensors to detect engine “ping” or “knock” and to reduce emissions; however, the amount of ignition control that can be achieved under a broad range of operating conditions may be insufficient to completely eliminate “ping” or “knock” under certain circumstances, for example when low octane fuel is used. Also, the computer may be reacting to something that is already happening or has happened, and engine “ping” or “knock” has the potential to be harmful with relatively few occurrences.
Third, aviation remains the only transportation industry in the United States whose engine emissions are not yet regulated. The piston engine fleet uses the only fuel still containing lead as an octane enhancer. While turbine engine manufacturers have dedicated considerable resources to reduce engine emissions, the airline industry has experienced unprecedented growth and the aggregate pollution has increased dramatically. In addition to the problem caused locally by pollutants, fossil fuels used in aircraft worldwide have a significant impact on global warming because of the altitude at which they are emitted. Therefore, there are two pending crises in the aviation world: 1. the mounting pressure to remove lead from the aviation gasoline used by the piston engine fleet, and 2. the commercial aviation's environmental impact escalating both at the local and global level.
With the removal of lead from aviation fuel, use of the resulting lower octane fuel will require technical innovations to avoid “ping” and “knock”. Because existing technology may not allow sufficient ignition control to eliminate “ping” and “knock” under certain circumstances and aircraft engines may then experience increased wear similar to that experienced in automobile engines using lower octane fuels.
Also, the Federal Aviation Administration has provided certifications for engines and aircraft powered by ethanol. Supplemental Type Certificates have also been issued for the use of 100% denatured ethanol for the 10-540 series of 260 HP Lycoming engines, for the 0-235 series of Lycoming engines, and the Cessna 152 series of training aircraft. In May of 2000, dual fuel certification was obtained for a Piper Pawnee, an agricultural spray aircraft for the use of either ethanol or Avgas.
While aviation applications of bio-fuels are economically competitive with aviation fossil fuels, and are actually less expensive if the real cost of the fossil fuels is taken into account, the use of bio-fuels may be limited due to reduced performance of aviation engines under certain conditions as above-described and may require an ignition aid.
The instant invention can address certain aspects of the problems encountered by the use of lower octane or bio-fuels in fuel injected spark ignition engines.
Accordingly, a broad object of the invention can be to provide a fuel injector which further includes at least one pair of conductors having a corresponding pair of conductor ends radially located and axially located in relation to an amount of fuel dispersed from the fuel injector nozzle to increase efficiency of ignition and fuel combustion upon discharge of an electrically current across the gap established between a first conductor end and a second conductor end.
Another broad object of the invention can be to provide a fuel injector which further includes at least one pair of conductors having a corresponding pair of conductor ends radially and axially located proximate a fuel dispersion boundary of a fuel dispersion pattern of an amount of fuel dispersed from the fuel injector nozzle to increase efficiency of ignition and fuel combustion upon discharge of an electrically current across the gap established between a first conductor end and a second conductor end.
Another broad object of the invention can be to provide a fuel injector which further includes at least one pair of conductors having a corresponding pair of conductor ends with the first of the pair of conductors and the second of the pair of conductors aligned radially about the longitudinal axis of the injector nozzle with the first of the pair of conductor ends disposed closer to the nozzle of the fuel injector than the second of the pair of conductor ends to increase efficiency of ignition and fuel combustion upon discharge of an electrically current across the gap established between a first conductor end and a second conductor end.
Another broad object of the invention can be to provide a fuel injector which further includes at least two pair of conductors having a corresponding at least two pair of conductor ends with the first of the pair of conductor ends disposed in substantially oppose relation radially about the longitudinal axis of the nozzle of the fuel injector, and in addition as to other embodiments, locating the first pair of conductor ends proximate the nozzle and the second pair of conductor ends distal from the nozzle, and in addition as to other embodiments, locating a first of each pair of conductor ends proximate the nozzle and a second of each pair of conductor ends distal from the nozzle, and in addition as to other embodiments, locating each conductor end proximate the fuel dispersion boundary of the fuel injection pattern of the amount of fuel dispersed from the nozzle of the fuel injector, each embodiment configured to increase efficiency of ignition and fuel combustion upon discharge of an electrically current across the gap established between a first conductor end and a second conductor end.
Naturally, further objects of the invention are disclosed throughout other areas of the specification and drawings.
Generally, a multiple electrode spark gap fuel injector and methods of utilizing a multiple electrode spark gap fuel injector for internal combustion engines. Specifically, at least one pair of electrodes having a corresponding pair of electrode ends radially located and axially located in relation to an amount of dispersed fuel to increase efficiency of fuel combustion.
Now referring primarily to
A fuel system (7) provides a fuel source (8), such as a fuel tank, and a fuel passage (9) which communicates between the fuel source (8) and the fuel injector (5). A fuel transfer means (10), such as a fuel pump, delivers an amount of fuel (6) from the fuel source (8) through the fuel passage (9) to the fuel injector (5). With respect to certain embodiments of the invention, a fuel return passage (not shown in the figure) may communicate between the fuel injector (5) and the fuel supply (8). The cylinder head (3) can be configured to define a portion of the fuel passage (9) or a portion of the fuel return passage, or both, as to certain embodiments of the invention. One or more fuel filters (11) may be can be arranged in fluid communication between the fuel source (8) and the fuel injector(s) (5).
It should be understood that the above description of the engine and fuel injection system is not intended to be limiting with regard to the scope of the invention, but rather is intended to provide a general example of the numerous and varied configurations of internal combustion engines, whether diesel, spark ignition, rotary engines, turbine, modified cycle engines, or the like, that may be used in aircraft, automobiles, motorcycles, snowmobiles, lawnmowers, or otherwise, that can be operated utilizing certain embodiments of the invention.
Similarly, while
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An injector valve (16) or valve means operates to open and close communication between the nozzle chamber (14) and the corresponding one of the fuel combustion chambers (2). As to certain embodiments of the invention as shown by the non-limiting example of
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One non-limiting mechanism for increasing fuel pressure delivered to the nozzle chamber (14) is shown in
Again referring primarily to
The electric current generator (30) which functions to generate and time the discharge (31) (spark) of electrical current (30) (spark) across the gap (31) of the one or more pairs of conductors (33)(34) proximate the corresponding one or more pairs of conductor ends (35)(36), can take a conventional constructional form such as a magneto system in which the engine spins a magnet inside a coil, ignition coil and distributor, electronic ignition (whether analog or digital), engine management system, or the like. Certain embodiments of the electric current generator (29) can take the form of a piezoelectric element (37) or piezoelectric crystal located in whole or in part in the nozzle chamber (14) as described by U.S. Pat. No. 7,131,423, hereby incorporated by reference herein. The electric current generator (29) and the one or more pairs of conductors (33)(34) can be electrically isolated or insulated from the nozzle (13) and each other to prevent a short circuit of the electrical current (30) preventing a discharge (31) of the electrical current (30) across the gap (32) defined by location of the conductor ends (35)(36). The manner of electrically isolating the electric current generator (29) and the one or more pairs of conductors (33)(34) can vary between embodiments of the inventive fuel injector (5), as discussed in greater detail below.
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The conical fuel dispersion pattern (40) shown in the Figures is intended to provide clarity with respect to certain embodiments of the invention which position or locate the conductor ends (35)(36) or the gap (32) established by the relation of the conductor ends (35)(36) in relation to the fuel dispersion pattern (40) to enhance ignition of the amount of fuel (6) injected into the corresponding one of the fuel injection chambers (2). The fuel dispersion pattern (38) and the fuel dispersion boundary (39) which the fuel dispersion pattern (38) defines can be assessed by a variety of methods such as Phase Doppler Analysis which utilizes the scattering of light by dispersed fuel particles, Particle Image Velocimetry and Particle Trajectory Velocimetry which graphically process the tracks of sprayed fuel particles, and the method for measuring tip velocity of sprayed fuels as described by United States Pat. No. 7,405,813, or the like. While each method may define the fuel dispersion boundary (39) of a given fuel dispersion pattern (38), somewhat differently, the fuel dispersion boundary (39) defined by each method can be suitable for use in positioning or locating the conductor ends (35)(36) with respect to the fuel dispersion pattern (38) for the purposes of locating a discharge (31) of the electrical current (30) across the gap (32) for certain embodiments of the invention further described below.
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For clarity purposes,
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As to certain embodiments, where the first conductor end (35)(46) and the second conductor end (36)(47) have locations at different distances (43) from the nozzle orifice (15) along the longitudinal axis (42) and also have a location at about the fuel dispersion boundary (39) (in the example shown, the conical fuel dispersion boundary (41)), the distance (44) radially outward from the longitudinal axis (42) of the distal second conductor end (36)(47) will be greater than the distance (44) radially outward from the longitudinal axis of the proximate first conductor end (35)(46) (the difference in distance shown as arrows (54)).
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Twenty seven ignition tests were performed each test consisting of a specific conductor configuration including, but not limited to, the above-described embodiments of the invention. As to each test of a specific conductor configuration, the pair of conductor ends were disposed in a fixed relation to the nozzle orifice of the fuel injector as fuel was emitted from the nozzle orifice with the fuel disperson pattern substantially the same between tests. Each test included approximately 43 trials each trial including a discharge (spark) between the pair of conductor ends with even polarity change. Each discharge and the resulting level of fuel ignition was video recorded. The interval between trials in each test was sufficient to allow recovery of the fuel dispersion pattern prior to the next discharge of the electrical current between the pair or multiple pairs of conductors. The video recordings were analyzed for fuel ignition and fuel ignition characteristics.
Configurations of the conductor pairs in which each conductor end has a location substantially the same distance from the nozzle orifice and radially spaced a distance apart about the longitudinal axis of the nozzle (as shown for example by
Configurations of the conductor pairs which locate a first conductor end or a second conductor end at a greater distance from the nozzle orifice whether radially aligned (as shown for example in
The tests show that configurations of the conductor pairs which locate the conductor ends at different distances from the nozzle orifice (as shown for example by
As can be easily understood from the foregoing, the basic concepts of the present invention may be embodied in a variety of ways. The invention involves numerous and varied embodiments of a multiple electrode spark gap fuel injection system which provides at least one pair of electrodes having corresponding pair of electrode ends radially and axially located in relation to an amount of dispersed fuel to increase efficiency of fuel combustion upon discharge of an electrical current across a gap and methods of using such multiple electrode spark gap fuel injection system.
As such, the particular embodiments or elements of the invention disclosed by the description or shown in the figures accompanying this application are not intended to be limiting, but rather exemplary of the numerous and varied embodiments generically encompassed by the invention or equivalents encompassed with respect to any particular element thereof. In addition, the specific description of a single embodiment or element of the invention may not explicitly describe all embodiments or elements possible; many alternatives are implicitly disclosed by the description and figures.
Additionally, for the purposes of the present invention, ranges may be expressed herein as from “about” one particular value to “about” another particular value. When such a range is expressed, another embodiment includes from the one particular value to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent “about,” it will be understood that the particular value forms another embodiment. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint. The term “about” has the ordinary meaning of “approximately” in the absence of a clear expression and description to the contrary.
Moreover, for the purposes of the present invention, the term “a” or “an” entity refers to one or more of that entity; for example, “a pair of conductors” refers to one or more pairs of conductors. As such, the terms “a” or “an”, “one or more” and “at least one” can be used interchangeably herein.
It should be understood that each element of an apparatus or each step of a method may be described by an apparatus term or method term. Such terms can be substituted where desired to make explicit the implicitly broad coverage to which this invention is entitled. As but one example, it should be understood that all steps of a method may be disclosed as an action, a means for taking that action, or as an element which causes that action. Similarly, each element of an apparatus may be disclosed as the physical element or the action which that physical element facilitates. As but one example, the disclosure of a “injector” should be understood to encompass disclosure of the act of “injecting”—whether explicitly discussed or not—and, conversely, the disclosure of the act of “injecting”, should be understood to encompass disclosure of an “injector” and even a “means for injecting.” Such alternative terms for each element or step are to be understood to be explicitly included in the description.
In addition, as to each term used it should be understood that unless its utilization in this application is inconsistent with such interpretation, common dictionary definitions should be understood to included in the description for each term as contained in the Random House Webster's Unabridged Dictionary, second edition, each definition hereby incorporated by reference.
Thus, the applicant(s) should be understood to claim at least: i) each of the fuel injectors herein disclosed and described, ii) the related methods disclosed and described, iii) similar, equivalent, and even implicit variations of each of these devices and methods, iv) those alternative embodiments which accomplish each of the functions shown, disclosed, or described, v) those alternative designs and methods which accomplish each of the functions shown as are implicit to accomplish that which is disclosed and described, vi) each feature, component, and step shown as separate and independent inventions, vii) the applications enhanced by the various systems or components disclosed, viii) the resulting products produced by such systems or components, ix) methods and apparatuses substantially as described hereinbefore and with reference to any of the accompanying examples, x) the various combinations and permutations of each of the previous elements disclosed.
The claims set forth in this specification are hereby incorporated by reference as part of this description of the invention, and the applicant expressly reserves the right to use all of or a portion of such incorporated content of such claims as additional description to support any of or all of the claims or any element or component thereof, and the applicant further expressly reserves the right to move any portion of or all of the incorporated content of such claims or any element or component thereof from the description into the claims or vice-versa as necessary to define the matter for which protection is sought by this application or by any subsequent continuation, division, or continuation-in-part application thereof, or to obtain any benefit of, reduction in fees pursuant to, or to comply with the patent laws, rules, or regulations of any country or treaty, and such content incorporated by reference shall survive during the entire pendency of this application including any subsequent continuation, division, or continuation-in-part application thereof or any reissue or extension thereon.
The claims set forth below are intended describe the metes and bounds of a limited number of the preferred embodiments of the invention and are not to be construed as the broadest embodiment of the invention or a complete listing of embodiments of the invention that may be claimed. The applicant does not waive any right to develop further claims based upon the description set forth above as a part of any continuation, division, or continuation-in-part, or similar application.
