Spark control based on predictive model

Abstract

In certain embodiments, significant improvements in H2-ICE performance may be achieved by the combination of active purge pre-chamber technology and predictive model-based spark control to overcome the disadvantages of known combustion technologies. The improvements may be achieved by creating a flow substantially orthogonal to the electrode gap to achieve a consistent laminar flow between the two or more electrode surfaces. In certain embodiments, the flow direction may be achieved substantially orthogonal to the electrode gap by locating the purge port upstream of the electrode gap at a predetermined angle (alpha) with respect to the direction of the rotational flow and at a predetermined distance (delta) from the electrode gap. In some embodiments, the predetermined angle (alpha) and the predetermined distance (delta) may depend on the average speed of the rotational flow and the average speed of the radial flow over the entire range of engine speeds.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is a continuation-in-part of U.S. Patent Application No. 18 / 732,374, filed on June 3, 2024, entitled “Predictive Model-Based Spark Control,” which is a continuation-in-part of U.S. Patent Application No. 18 / 219,692, filed on July 9, 2023, entitled “Predictive Model-Based Spark Control,” which claims priority to U.S. Patent Application No. 63 / 388,359, filed on July 12, 2022, entitled “Predictive Model-Based Spark Control.” The entire contents of the foregoing patent applications are incorporated herein by reference to the extent consistent with the present disclosure. Technical Field

[0003] The present disclosure relates generally to systems and methods for predictive model-based spark control, and more particularly to methods and systems for adjusting spark energy / power characteristics during same-cycle spark events to minimize start-of-combustion (SOC) variations and significantly reduce the propensity for combustion anomalies (e.g., backfire, knock, and pre-ignition) that prevent achievement of high engine power density and efficiency. Background Art

[0004] The following references describe problems in the prior art, which are described in more detail below. To the extent consistent with the present disclosure, these references are incorporated herein by reference:

[0005] [1] “Prechamber Combustion: Enabling the Competitive Carbon-NeutralICE”, Emmanuella Sotiropoulou, Prometheus Applied Technologies, et al., 23rd CIMAC Conference, June 12-16, 2023.

[0006] [2] “Ignition Energy and Ignition Probability of Methane-Hydrogen-Air Mixtures”, Hankinson G, Mathurkar H, Lowesmith BJ, Loughborough University, Leicestershire, UK, September 2009, h2knowledgecentre.com.

[0007] [3] "Arc Travel Ignition Technology", Tozzi L, Sotiropoulou E, Zhu S, Prometheus Applied Technologies, LLC, Lepley D.T, Altronic, LLC, Hoerbiger Engine Solutions, Yasueda S, GDEC, Inc. 15. Tagung "DER ARBEIT SPROZESS DES VERBRENNUNGSMOTORS", September 24 - 25, 2015.

[0008] [4] "Optimizing High-Energy Tunable Ignition Technology: Preventing Electrode Damage while Extending the Lean Flammability Limit of Gas Engines", Lepley, D.T et al., GMRC, October 2014.

[0009] [5] Tozzi L, Sotiropoulou E, 2017, "Active Scavenge Prechamber", U.S. Patent No. 9,850,806.

[0010] [6] Sotiropoulou et al., 2020, "Prechamber Spark Plugs: The Evolution from Low Emission Natural Gas to Zero Emission H2 Operation", MTZ Worldwide, 6:46 - 50.

[0011] Natural gas (NG) internal combustion engines (designated as NG-ICE) and hydrogen (H2) internal combustion engines (designated as H2-ICE and defined as engines using any fuel mixture that includes at least 10% hydrogen in addition to NG, ammonia (NH3) and other fuels) are generally subject to large variations in the coefficient of variation of indicated mean effective pressure (COV-IMEP), a high tendency to lubricating oil autoignition (LOA), engine misfires, backfire, knock and pre-ignition, which are defined as extreme combustion instabilities. Due to these constraints, H2-ICEs are particularly limited to relatively low levels of engine power density (IMEP) and indicated thermal efficiency (ITE), and to relatively high nitrous oxide (NOx) emissions. The best performance currently achieved by state-of-the-art H2-ICEs is limited to the following:

[0012] -COV-IMEP>2%

[0013] -IMEP≤16bar

[0014] -ITE≤41%

[0015] -NOx≥100mg / Nm 3

[0016] On the other hand, the performance level required to consider H2-ICE as a competitive and sustainable energy conversion solution suitable to compete with hydrogen fuel cells (H2-FC) requires the following parameters to be met:

[0017] -COV-IMEP ≤ 1%

[0018] -IMEP≥20bar

[0019] -ITE ≥ 49%

[0020] -NOx≤25mg / Nm 3

[0021] This level of performance requires an ultra-lean hydrogen mixture with high Lambda (λ) values ​​greater than λ=3 (and in some cases greater than λ=4). These levels of fuel mixture dilution require a high energy / power spark ignition system to reliably ignite the hydrogen mixture at ultra-lean Lambda to reduce variations in the start of combustion (SOC) that can result in combustion anomalies such as backfire, knock, and pre-ignition that significantly reduce the maximum achievable engine power density and efficiency.

[0022] An advanced SOC can result in rapid combustion, which can lead to knock and pre-ignition. Conversely, a retarded SOC can result in slow combustion, which can lead to backfire, flame failure, and engine misfire.

[0023] Figure 1 A graph 100 is plotted indicating that the minimum ignition energy required for H2 is 50 times higher at λ=4 (φ=0.25) 110 than at stoichiometry (λ=φ=1.0) 120 .

[0024] However, proper operation using adjustable / programmable high power spark requires the proper flow rate between the electrodes, which is high enough to prevent high electrode wear rates and hot spots that can cause flashback, detonation and pre-ignition, but low enough to avoid flame kernel extinguishment, resulting in an engine misfire.

[0025] The mechanism of this combustion anomaly is as follows:

[0026] Insufficient arc travel of high-power sparks can lead to hot spots on the spark plug electrodes, which lead to advance of SOC, resulting in high cylinder combustion pressures and temperatures, which create hot areas on the valves, spark plugs, cylinder heads and piston crowns. These hot areas will then ignite the incoming flow of H2-rich mixture during intake, resulting in combustion anomalies such as backfire, knock and pre-ignition.

[0027] Figure 2 A series of phenomena leading to combustion anomalies originating from hot spots on the electrodes due to incorrect arc travel by high-power sparks is described.

[0028] The formation of hot spots on the electrodes can lead to an advance in SOC, resulting in higher cylinder pressures and combustion chamber temperatures (see Figure 2 These conditions will increase the combustion heat release rate (HRR) of the next cycle, resulting in higher cylinder pressures and combustion chamber temperatures (see Figure 2 Therefore, knocking may occur in subsequent cycles (see Figure 2 cycle #85 230) and intake flashback (also called frontfire) / pre-ignition (see Figure 2 Cycle #86 240 in .

[0029] The occurrence of these combustion anomalies prevents H2-ICE from achieving power density (IMEP) levels above about 16 bar and therefore limits the engine efficiency (ITE) and emissions (NOx) levels required to consider H2-ICE as a sustainable energy conversion solution and thereby competitive with H2-FC.

[0030] There is a need to address the aforementioned deficiencies in the art. Summary of the invention

[0031] To address the aforementioned defects, a method for controlling combustion start in an internal combustion engine is provided, comprising providing a pre-combustion chamber, the pre-combustion chamber comprising: an outer surface and an inner surface, the outer surface and the inner surface enclosing a pre-combustion chamber space; one or more electrode gaps, located between a corresponding pair or pairs of electrodes; one or more rotating ports, connecting the outer surface and the inner surface to introduce a fuel-air mixture into the pre-combustion chamber space, and comprising a port axis, the port axis defining an indexing angle, a rotational offset and a penetration angle for generating a spiral flow in the pre-combustion chamber space; one or more scavenging ports, connecting a main combustion chamber and the pre-combustion chamber space, and being located between the one or more rotating ports and the one or more electrode gaps to generate a spiral flow in the pre-combustion chamber space. a spark is introduced across at least one of the one or more electrode gaps to ignite a fuel-air mixture; an initial trend of a spark voltage or spark current of the spark is measured; a determination is made as to whether the spark is initiated at a leading edge or a trailing edge of the electrode gap; a determination is made as to whether the flow at the location of the spark is fast or slow; and a power of the spark is adjusted based on whether the spark is initiated at a leading edge or a trailing edge and whether the flow of the spark is fast or slow to control the initial rate of flame propagation by adjusting the ignition delay so as to maintain a substantially constant start of combustion. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 Depicted is a graph of minimum ignition energies required for CH4 and H2 according to certain embodiments.

[0033] Figure 2 Depicted is a sequence of events leading to combustion anomalies in a H2-ICE, according to certain embodiments.

[0034] Figure 3 A spark gap and corresponding spark current curve 320 of an electrode 310 are depicted in accordance with certain embodiments.

[0035] Figure 4 A spark gap and corresponding spark current curve 420 of an electrode 410 are depicted in accordance with certain embodiments.

[0036] Figure 5 Depicted is a spark gap and corresponding spark current curve 520 of an electrode 510 in accordance with certain embodiments.

[0037] Figure 6 Depicted is a spark gap and corresponding spark current curve 620 of an electrode 610 in accordance with certain embodiments.

[0038] Figure 7 An active scavenging pre-chamber design for operation with a H2-ICE is depicted in accordance with certain embodiments.

[0039] Figure 8 Depicted are electrode gaps and four typical spark locations according to certain embodiments.

[0040] Fig. 9 Depicted are typical ranges of spark voltage and current variations achieved during engine operation using an actively scavenged pre-chamber and a high energy programmable open loop ignition system in accordance with certain embodiments.

[0041] Fig.10 An ignition system with the addition of spark voltage and current sensors and an intelligent spark control module according to certain embodiments is described.

[0042] Fig.11 A flow chart of a predictive model based spark control system according to certain embodiments is depicted.

[0043] Fig.12 A flow chart of a predictive model based spark control method according to certain embodiments is depicted.

[0044] Fig.13 Depicted is a sharp increase in arc voltage after spark breakdown according to certain embodiments.

[0045] Fig.14 Depicted is a gradual increase in arc voltage after spark breakdown according to certain embodiments.

[0046] Fig.15 Depicted is the arc voltage flattening out after spark breakdown and then increasing sharply in accordance with certain embodiments.

[0047] Fig.16 Depicted is a reduction in arc voltage after spark breakdown according to certain embodiments.

[0048] Fig.17 Depicted is a combustion CFD simulation for a leading edge spark occurring at a slow position, according to certain embodiments.

[0049] Fig.18 A lookup table correlating the initial position of the spark to the spark waveform required to achieve a target SOC value is depicted in accordance with certain embodiments.

[0050] Fig.19 A conventional spark ignition system is depicted in accordance with certain embodiments.

[0051] Fig. 20 Depicted is laminar flow within an electrode gap characterized by velocity vectors being parallel to one another, in accordance with certain embodiments.

[0052] Fig.21 Depicted is turbulent flow within an electrode gap characterized by localized, small-scale eddies, according to certain embodiments.

[0053] Fig. 22 Flow velocity flow through the gap between electrodes is depicted, exhibiting a distinct laminar flow regime, according to certain embodiments.

[0054] Fig.23 Depicted is the interaction between radial flow from a scavenge port and rotational flow in a pre-chamber according to certain embodiments.

[0055] Fig.24 Depicted is a top view of a pre-combustion chamber according to certain embodiments.

[0056] Fig.25 Depicted is a cross section of a pre-combustion chamber according to certain embodiments.

[0057] Fig.26A Depicted is a vertical view of a pre-combustion chamber according to certain embodiments.

[0058] Fig.26B Depicted is a bottom view of a pre-combustion chamber according to certain embodiments.

[0059] Fig. 27 Depicted is a top view of a pre-combustion chamber according to certain embodiments.

[0060] Fig.28 Depicted is a side view of a pre-combustion chamber according to certain embodiments. DETAILED DESCRIPTION

[0061] In certain embodiments, the spark current curve (ie, spark power) can be tailored based on the flow rate in the electrode gap and the location where the spark occurs. This can result in less variation in SOC, thereby enabling the aforementioned engine performance targets to be met with an ultra-lean hydrogen fuel mixture.

[0062] In certain embodiments, the above-mentioned deficiencies may be mitigated by a) detecting the location of the spark and associated flow rate based on the spark voltage trend after voltage breakdown, b) predicting the SOC based on a simulation that relates the spark location, flow rate, spark power, and SOC, and c) adjusting the spark waveform / power during the same spark event to minimize variations in SOC.

[0063] In certain embodiments, enhanced precision of predictive model-based spark control may be achieved to maintain start of combustion (SOC) within a much tighter range of variation, thereby improving engine performance in terms of fuel efficiency, power density, transient response, and emissions.

[0064] In certain embodiments, a method for controlling the start of combustion in an internal combustion engine is disclosed, comprising: providing a pre-chamber, the pre-chamber comprising: an outer surface and an inner surface, the outer surface and the inner surface enclosing a pre-chamber volume; one or more injection ports, communicating the outer surface and the inner surface, for introducing a fuel-air mixture into the pre-chamber volume; a spark gap electrode assembly, comprising: a main electrode, disposed in the pre-chamber volume; and one or more ground electrodes, disposed in the pre-chamber volume and offset from the main electrode to form one or more electrode gaps; introducing a spark across at least one of the one or more electrode gaps to ignite the fuel-air mixture; measuring an initial trend of a spark voltage or spark current of the spark; determining whether the spark is initiated at the leading edge or trailing edge of the electrode gap, determining whether the flow at the location of the spark is fast or slow; and adjusting the power of the spark based on whether the spark is initiated at the leading edge or trailing edge and whether the flow of the spark is fast or slow, to control the initial rate of flame propagation by adjusting the ignition delay so as to maintain a substantially constant start of combustion. The one or more electrode gaps may have a length of about 2 mm. -1 To about 4mm -1 From about 2mm for an engine power density of about 10 bar BMEP -1 To about 4mm for engine power density of about 20 bar BMEP -1 The surface to volume ratio of the one or more electrode gaps may vary in proportion to the BMEP. The fuel-air mixture may have a uniform velocity profile in the pre-chamber space and the electrode gaps that varies by less than 50% between cycles.

[0065] The power of the spark may be adjusted by a predetermined amount determined using a combustion simulation and stored in one or more ignition control module lookup tables to achieve a target combustion initiation value and achieve stable engine operation. If the spark is initiated at the leading edge, the power of the spark may be increased. The power of the spark may be increased inversely proportional to the flow rate at the location of the spark. If the spark is initiated at the trailing edge, the power of the spark may be decreased. The power of the spark may be decreased inversely proportional to the flow rate at the location of the spark.

[0066] The determining step may include comparing an initial trend of a spark voltage or spark current of the spark to a predetermined spark waveform. The predetermined spark waveform may be determined by considering at least one of whether the spark is initially located between the leading edge and the trailing edge, and whether the spark initially has a flow velocity between an average leading edge velocity and an average trailing edge velocity. The step of adjusting the power of the spark may be performed in the same cycle as the spark is introduced to achieve a target combustion initiation.

[0067] The method may also include: determining that an arc extinction condition exists when a sharp, short-term increase in spark voltage is detected that oscillates exponentially or sinusoidally. The method may also include: determining that a stable flame condition exists when any of the following conditions are detected: (1) a flat trend in spark voltage follows a voltage breakdown event with a subsequent rate of increase exceeding a predetermined value; or (2) an increase in spark voltage immediately follows a voltage breakdown event that does not oscillate exponentially or sinusoidally and has a rate of increase below a predetermined value. The method may also include: determining that a flame extinction or slow burn condition exists when any of the following conditions are detected: (1) a decrease in spark voltage follows a voltage breakdown event that indicates insufficient arc travel and stretch from the leading edge of the electrode; or (2) an increase in spark voltage at a rate greater than a predetermined value follows a voltage breakdown event that indicates arc extinction is predicted from the trailing or leading edge of the electrode. The method may also include: determining that a fast burn or detonation condition exists when an increase in spark voltage within a predetermined range is detected following a voltage breakdown event. The method may further include using at least one of a spark voltage trend or a spark current trend following a voltage breakdown event to predict combustion initiation based on one or more of: engine design, fuel characteristics, and one or more operating conditions.

[0068] In certain embodiments, a high energy programmable ignition system for an internal combustion engine is disclosed, comprising: at least one of a spark voltage sensor and a spark current sensor, the spark voltage sensor being used to sense a spark voltage from one or more spark gap electrodes in a pre-combustion chamber, the spark current sensor being used to sense a spark current from one or more spark gap electrodes in the pre-combustion chamber; and an ignition control module configured to: receive at least one of a spark voltage and a spark current from the one or more spark gap electrodes, measure an initial trend of the spark voltage or the spark current of the one or more spark gap electrodes; determine whether a spark is initiated at a leading edge or a trailing edge of the one or more spark gap electrodes; determine whether a flow at the location of the spark is fast or slow; and adjust the power of the spark based on whether the spark is initiated at a leading edge or a trailing edge and whether the flow of the spark is fast or slow to control an initial rate of flame growth by adjusting an ignition delay so as to maintain a substantially constant combustion start.

[0069] The ignition control module may be configured to adjust the power of the spark by a predetermined amount to achieve a target combustion initiation value and achieve stable engine operation, the predetermined amount being determined using a combustion simulation and stored in one or more ignition control module lookup tables. The ignition control module may be configured to increase the power of the spark if the spark is initiated at a leading edge. The ignition control module may be configured to increase the power of the spark inversely proportional to the flow rate at the location of the spark. The ignition control module may be configured to decrease the power of the spark if the spark is initiated at a trailing edge. The ignition control module may be configured to decrease the power of the spark inversely proportional to the flow rate at the location of the spark.

[0070] The ignition control module may be configured to compare an initial trend of a spark voltage or spark current of the spark to a predetermined spark waveform. The predetermined spark waveform may be determined by considering at least one of whether the spark is initially located between the leading edge and the trailing edge, and whether the spark initially has a flow velocity between an average leading edge velocity and an average trailing edge velocity. The ignition control module may be configured to adjust the power of the spark in the same cycle in which the spark is introduced to achieve a target combustion start. The ignition control module may be configured to determine that an arc extinction condition exists when a sharp, short-term increase in spark voltage is detected that oscillates exponentially or sinusoidally.

[0071] The ignition control module may also be configured to determine that a stable flame condition exists when any of the following conditions are detected: (1) a spark voltage flattening trend following a voltage breakdown event with a subsequent rate of increase exceeding a predetermined value; or (2) an increase in spark voltage immediately following a voltage breakdown event that does not oscillate exponentially or sinusoidally and has a rate of increase less than a predetermined value. The ignition control module may also be configured to determine that a flame extinction or slow burn condition exists when any of the following conditions are detected: (1) a decrease in spark voltage following a voltage breakdown event indicating insufficient arc travel and stretch from the leading edge of the electrode; or (2) an increase in spark voltage at a rate greater than a predetermined value following a voltage breakdown event indicating that arc extinction is predicted from the trailing or leading edge of the electrode. The ignition control module may also be configured to determine that a fast burn or knock condition exists when an increase in spark voltage within a predetermined range is detected following a voltage breakdown event. The ignition control module may be further configured to use at least one of a spark voltage trend or a spark current trend following a voltage breakdown event to predict combustion initiation based on one or more of: engine design, fuel characteristics, and one or more operating conditions.

[0072] In certain embodiments, a method for controlling combustion initiation in an internal combustion engine is disclosed, comprising providing a pre-combustion chamber, the pre-combustion chamber comprising: an outer surface and an inner surface, the outer surface and the inner surface enclosing a pre-combustion chamber space; one or more electrode gaps, located between a corresponding pair or pairs of electrodes; one or more rotating ports, communicating with the outer surface and the inner surface to introduce a fuel-air mixture into the pre-combustion chamber space, and comprising a port axis, the port axis defining an index angle, a rotational offset, and a penetration angle for generating a spiral flow in the pre-combustion chamber space; one or more scavenging ports, communicating with a main combustion chamber and the pre-combustion chamber space, and located between the one or more rotating ports and the one or more electrode gaps to generate a spiral flow in the pre-combustion chamber space. a spark is introduced across at least one of the one or more electrode gaps to ignite a fuel-air mixture; an initial trend of a spark voltage or spark current of the spark is measured; a determination is made as to whether the spark is initiated at a leading edge or a trailing edge of the electrode gap; a determination is made as to whether the flow at the location of the spark is fast or slow; and a power of the spark is adjusted based on whether the spark is initiated at a leading edge or a trailing edge and whether the flow of the spark is fast or slow to control the initial rate of flame propagation by adjusting the ignition delay so as to maintain a substantially constant start of combustion.

[0073] Each of the one or more purge ports may be located upstream of a corresponding electrode gap in the one or more electrode gaps at a predetermined angle (α) and may be a predetermined distance (δ) from the corresponding electrode gap in the one or more electrode gaps. The predetermined angle (α) may be defined by the following equation:

[0074] α≤[360-90(number of electrode gaps)] degrees.

[0075] Radial flow can have a radial velocity (v rad ), the spiral flow can have a rotational velocity (v rot ), the one or more rotation ports may be spaced a distance (h) from the one or more electrode gaps, and the predetermined distance (δ) may be defined by the following equation:

[0076] δ<(v rot / v rad )h.

[0077] The predetermined angle (α) and the predetermined distance (δ) depend on the average speed of the spiral flow and the average speed of the radial flow over the entire range of engine speeds and loads.

[0078] The power of the spark may be adjusted by a predetermined amount to achieve a target combustion initiation value and achieve stable engine operation, the predetermined amount being determined using a combustion simulation and stored in one or more ignition control module lookup tables. If the spark is initiated at the leading edge, the power of the spark may be increased. The power of the spark may be increased inversely proportional to the flow rate at the location of the spark. If the spark is initiated at the trailing edge, the power of the spark may be reduced. The power of the spark may be reduced inversely proportional to the flow rate at the location of the spark. The step of adjusting the power of the spark may be performed in the same cycle in which the spark is introduced to achieve the target combustion initiation. The method may also include: determining that an arc extinguishing condition exists when a sharp, short-term increase in the spark voltage is detected to be exponentially or sinusoidally oscillating. The method may also include: determining that a stable flame condition exists when any of the following conditions is detected: (1) the spark voltage flattens after a subsequent voltage breakdown event with an increase rate exceeding a predetermined value; or (2) the spark voltage increases immediately after a voltage breakdown event that is not exponentially or sinusoidally oscillating and has an increase rate less than a predetermined value. The method may also include determining that a flame extinction or slow burn condition exists when any of the following conditions are detected: (1) decreasing the spark voltage after a voltage breakdown event indicating insufficient arc travel and stretch from the leading edge of the electrode; or (2) increasing the spark voltage at a rate greater than a predetermined value after a voltage breakdown event indicating that arc extinction is predicted from the trailing edge or leading edge of the electrode. The method may also include using at least one of a spark voltage trend or a spark current trend after the voltage breakdown event to predict combustion initiation based on one or more of: engine design, fuel characteristics, and one or more operating conditions.

[0079] In certain embodiments, a pre-combustion chamber for use when generating laminar flow in one or more electrode gaps is disclosed, the pre-combustion chamber comprising: an outer surface and an inner surface, the outer surface and the inner surface enclosing a pre-combustion chamber space; a spark gap electrode assembly comprising: a main electrode disposed in the pre-combustion chamber; and one or more ground electrodes disposed in the pre-combustion chamber space and offset from the main electrode to form one or more electrode gaps; one or more rotating ports connecting the outer surface and the inner surface to introduce a fuel-air mixture into the pre-combustion chamber space and including a port axis, the port axis defining an indexing angle, a rotational offset, and a penetration angle for generating a spiral flow in the pre-combustion chamber space; one or more scavenging ports connecting the main combustion chamber and the pre-combustion chamber space and located between the one or more rotating ports and the spark gap electrode assembly to generate a radial flow in the pre-combustion chamber; wherein the combination of the spiral flow and the radial flow generates a flow substantially orthogonal to the one or more electrode gaps to achieve a consistent laminar flow in the electrode gap;

[0080] Each of the one or more purge ports may be located upstream of a corresponding electrode gap in the one or more electrode gaps at a predetermined angle (α) and may be a predetermined distance (δ) from the corresponding electrode gap in the one or more electrode gaps. The predetermined angle (α) may be defined by the following equation:

[0081] α≤[360-90(number of electrode gaps)] degrees.

[0082] Radial flow can have a radial velocity (v rad ), the spiral flow can have a rotational velocity (v rot ), the one or more rotation ports may be spaced a distance (h) from the one or more electrode gaps, and the predetermined distance (δ) may be defined by the following equation:

[0083] δ<(v rot / v rad )h.

[0084] The predetermined angle (α) and the predetermined distance (δ) depend on the average speed of the spiral flow and the average speed of the radial flow over the entire range of engine speeds and loads.

[0085] In certain embodiments, a precombustion chamber used when generating laminar flow in one or more electrode gaps includes: an outer surface and an inner surface, the outer surface and the inner surface surrounding a precombustion chamber space; a first spark gap electrode assembly, including: a first main electrode, disposed in the precombustion chamber; and a first ground electrode, disposed in the precombustion chamber space and offset from the first main electrode to form a first electrode gap; one or more rotating ports, connecting the outer surface and the inner surface to introduce a fuel-air mixture into the precombustion chamber space, and including a port axis, the port axis defining an indexing angle, a rotational offset, and a penetration angle for generating a spiral flow in the precombustion chamber space; a first scavenging port, connecting the main combustion chamber and the precombustion chamber space, and located between the one or more rotating ports and the first electrode gap to generate a first radial flow in the precombustion chamber; wherein the combination of the spiral flow and the first radial flow generates a first combined flow that is substantially orthogonal to the first electrode gap to achieve a consistent laminar flow in the first electrode gap.

[0086] The first purge port may be located upstream of the first electrode gap at a predetermined angle (α) and may be a predetermined distance (δ) from the first electrode gap. The predetermined angle (α) may be less than 270 degrees. The radial flow may have a radial velocity (v rad ), the spiral flow can have a rotational velocity (v rot ), the one or more rotation ports may be spaced a distance (h) from the one or more electrode gaps, and the predetermined distance (δ) may be defined by the following equation:

[0087] δ<(v rot / vrad )h.

[0088] The predetermined angle (α) and the predetermined distance (δ) may depend on the average velocity of the spiral flow and the average velocity of the radial flow over a full range of engine speeds and loads.

[0089] The pre-combustion chamber may also include: a second spark gap electrode assembly, including: a second main electrode, arranged in the pre-combustion chamber space; and a second ground electrode, arranged in the pre-combustion chamber space and offset from the second main electrode to form a second electrode gap; a second scavenging port, connecting the main combustion chamber and the pre-combustion chamber space, and located between the one or more rotating ports and the second spark gap electrode assembly to produce a second radial flow in the pre-combustion chamber; wherein the combination of the spiral flow and the second radial flow produces a second combined flow substantially orthogonal to the second electrode gap to achieve a consistent laminar flow in the second electrode gap. The second scavenging port may be located upstream of the second electrode gap at a predetermined angle (α) and may be a predetermined distance (δ) from the second electrode gap. The predetermined angle (α) may be less than 180 degrees.

[0090] In certain embodiments, advanced 3D combustion CFD (computational fluid dynamics) and 1D modeling and simulation of ignition kernel dynamics (defined as arc travel and arc stretch occurring at the spark gap electrodes) can be used to create a correlation between arc voltage and current waveforms, ignition kernel dynamics, and predicted SOC and flame characteristics. This correlation can then be used to derive a spark control method for each engine and spark plug design. This can be used to create a predictive model-based spark control with the following capabilities:

[0091] In certain embodiments, such as Figure 3 As shown, when the arc travel and arc stretch 310 from the leading edge of the spark gap electrode are predicted to be sufficient to achieve the correct SOC and stable flame, the spark can be terminated to avoid electrode hot spots leading to early SOC and high electrode wear rate. In these embodiments, the spark current 320 can be as Figure 3 shown.

[0092] In certain embodiments, such as Figure 4 As shown, when the arc travel and stretch 410 from the leading edge of the electrode is predicted to be insufficient, resulting in flame extinction or hot spots, an enhancement to the spark waveform or a subsequent spark with an enhanced waveform can be triggered in the same cycle, which is predicted to achieve the correct SOC and stable flame. In these embodiments, the spark current 420 can be as follows Figure 4 shown.

[0093] In certain embodiments, such as Figure 5As shown, when the arc stretch 510 from the trailing edge of the electrode is predicted to be sufficient to achieve the correct SOC and stable flame, the spark can be terminated to avoid electrode hot spots leading to early SOC and high electrode wear rates. In these embodiments, the spark current 520 can be as Figure 5 shown.

[0094] In certain embodiments, such as Figure 6 As shown, when arc extinction 610 is predicted from the trailing edge or leading edge of the electrode, resulting in flame extinction, an enhancement of the spark or a subsequent spark with an enhancement waveform (which is predicted to achieve the correct SOC and stable flame) can be triggered in the same cycle. In these embodiments, the spark current 620 can be as follows Figure 6 shown.

[0095] In certain embodiments, such as Figure 7 As shown, the active scavenging pre-chamber 700 may have an electrode 710 and one or more scavenging ports 720, the electrode 710 being radially arranged with a large surface and small gap designed to achieve high durability. In certain embodiments where the engine power density is equal to or greater than 20 bar BMEP, a typical electrode surface may be equal to or greater than 9 mm 2 , and the gap size can be equal to or less than 0.25 mm. Therefore, the resulting gap surface to volume ratio can be equal to or greater than 9 mm 2 / (9mm 2 x0.25mm)=4mm -1 In certain embodiments where the engine power density is less than 20 bar BMEP, the electrode gap surface to volume ratio may be less than 4 mm -1 In certain embodiments, in applications where the power density is about 10 bar BMEP, the electrode surface may be about 1 mm 2 And the gap size can be about 0.5 mm. In these embodiments, the resulting gap surface to volume ratio can be about 1 mm 2 / (1mm 2 x0.5mm)=2mm -1 In some embodiments, applications with power densities between 10 bar BMEP and 20 bar BMEP may use an electrode surface to volume ratio that is approximately proportional to the power density ratio. For example, an application with a power density of 15 bar BMEP may use an electrode surface to volume ratio of approximately 3 mm -1 The electrode surface to volume ratio is (15 / 10x2=15 / 20x4=3).

[0096] In some embodiments, the flow rate in the gap between the electrode of the active scavenging pre-chamber plug 800 with radial gap and four typical spark locations (located on the edge of the electrode) can be as follows: Figure 8In these embodiments, the fuel-air mixture flow velocity distribution within the pre-combustion chamber space, as well as the direction of the flow within the electrode gap and its magnitude can be fairly uniform and repeatable, with cycle-to-cycle variations of less than 50%.

[0097] In some embodiments, the four positions may have the following characteristics:

[0098] ■Position (810): Front edge / Slow

[0099] ■Position (820): Front edge / Fast

[0100] ■Position (830): trailing edge / slow speed

[0101] ■Position (840): Trailing edge / Fast

[0102] Depending on where the spark initially occurs and the local flow velocity, arc travel and flame kernel development can result in significant variations in SOC, leading to severe combustion instabilities, which prevent the engine from operating at high power density (BMEP) and efficiency (BTE), especially using H2-ICE operating at ultra-lean fuel mixture conditions.

[0103] In certain embodiments, the range of spark voltage and current variations achieved during engine operation using an active pre-chamber scavenging and high energy programmable open loop ignition system may be as follows: Fig. 9 Analysis of these waveforms can allow the extent of arc stretch variation 910 to be determined, and the occurrence of arc extinction 920 can be identified when a sharp, brief increase in spark voltage is detected that oscillates exponentially or sinusoidally.

[0104] In certain embodiments, by properly analyzing the spark voltage and current waveforms, the approximate location where the spark first occurs can be determined, such as location (810): leading edge / slow, or location (840): trailing edge / fast.

[0105] In certain embodiments, the approximate location where the spark first occurs can be used to generate predictions of the flame growth rate and resulting SOC using validated combustion CFD. The values ​​of the spark location and corresponding SOC prediction can be compiled in a lookup table.

[0106] In certain embodiments, such as Fig.10As shown, the predictive model-based spark control may include a programmable high-energy closed-loop ignition system 1000, in which a spark voltage sensor 1010 and a current sensor 1020 of a spark plug 1030 are added to the ignition coil secondary winding that constitutes the ignition coil 1040. These sensors may provide a spark waveform feedback signal 1050 to an intelligent spark control module 1060 (also referred to as an ignition control module), which generates a spark waveform control signal 1070 and a spark trigger control signal 1080 to an ignition driver 1090, which in turn may adjust the ongoing (also referred to as a nominal) spark current waveform to a predetermined current waveform stored in the ignition control module lookup table as needed during the same spark event to achieve an SOC that is sufficiently close to the target value, thereby reducing the occurrence of combustion cycle-to-cycle variations and combustion anomalies such as flashback, knock, and pre-ignition.

[0107] In some embodiments, the spark voltage sensor 1010, the spark current sensor 1020 and the intelligent spark control module 1060 can be incorporated into a high energy programmable spark ignition system. In some embodiments, the high energy programmable spark ignition system can be as described in reference [4] above.

[0108] In some embodiments, the overall functionality of the predictive model-based spark control system (also known as an adaptive control pre-chamber ignition system) can be as follows: Fig.11 shown.

[0109] In certain embodiments, the spark waveform feedback signal from the ignition coil can be used by the intelligent spark control module to predict the SOC based on the combustion simulation results stored in the lookup table and issue the following three main commands to the ignition driver:

[0110] a. If the predicted SOC occurs at target 1110, no adjustment is made to the ongoing spark.

[0111] b. If the predicted SOC occurs later than the target 1120, then the ongoing spark energy / power is boosted to a predetermined spark waveform stored in the lookup table.

[0112] c. If the predicted SOC occurs earlier than the target 1130, then reduce the ongoing spark energy / power to a predetermined spark waveform stored in the lookup table.

[0113] In certain embodiments, based on the above input commands, the ignition driver 1090 may generate a main pulse to the ignition coil required to obtain a predetermined spark waveform stored in a lookup table (the predetermined spark waveform is necessary to achieve an SOC close to the target value), thereby reducing cycle-to-cycle variations in SOC.

[0114] In certain embodiments, such as Fig.12 As shown, the spark control method based on the prediction model may include the following steps: In step 1210, the original voltage and / or current feedback signal from the secondary side of the ignition coil may be fed to the intelligent spark control module signal adjustment and processing circuit. In step 1220, the spark waveform feedback signal may be converted into signal data by the signal adjustment and processing circuit.

[0115] In certain embodiments, as shown in step 1230, the signal data from the conditioning and processing circuitry may have certain trends that provide a basis for determining an approximate initial spark location and associated flow rate. Figures 13 to 16 Exemplary trends are shown. Fig.13 An example is shown where the sharp arc voltage increase 1310 after spark breakdown is equal to or greater than about 20 volts / μs. Fig.14 An example of a gradual arc voltage increase 1410 in the range of about 10 volts / μs after spark breakdown is shown. Fig.15 An example of a flat arc voltage 1510 after spark breakdown and a sharp rise 1520 that occurs shortly thereafter is shown. Fig.16 An example of an arc voltage drop 1610 after spark breakdown is shown.

[0116] In certain embodiments, as shown in step 1240, signal data may be derived from the spark voltage following a voltage breakdown event and may be used with methods to predict approximate initial spark location and associated flow rate based on specific trends in the signal. The following are some exemplary predictions: Fig.13 The trends shown may indicate that a trailing edge spark occurs at a fast location (eg, location 840 , having a velocity of approximately 20 m / s) and may result in a fast combustion or knock condition. Fig.14 The trends shown may indicate that a trailing edge spark occurs at a slow position (eg, position 830 , with a velocity of approximately 10 m / s) and may result in a stable flame that produces normal combustion with an SOC close to the target. Fig.15 The trends shown may indicate that a leading spark occurs at a fast position (eg, position 820 , with a velocity of approximately 15 m / s) and may result in a stable flame that produces normal combustion with an SOC close to the target. Fig.16 The trends shown may indicate that a leading edge spark occurs at a slow position (eg, position 810 , having a velocity of approximately 10 m / s) and may result in a slow burn or flameout condition.

[0117] In some embodiments, as shown in step 1250, the approximate initial spark position and associated flow rate information may be used in a lookup table that provides a correlation between the approximate initial spark position and the associated flow rate, spark waveform, and target SOC value based on combustion CFD simulation predictions. In some embodiments, a combustion CFD simulation of a leading edge spark occurring at a slow position (e.g., position 810) may be performed as shown in step 1251. Fig.17 As shown. In the case of position 810, an initial flame front can be obtained after about 4.8 crank angle degrees (CAD) (11.70-6.90=4.8). For example, this initial flame front can be used to define SOC. In some embodiments, Fig.17 The CFD images shown show that the velocity field in the spark gap is uniform and has an amplitude of about 10m / s. Image 1710 shows that at -11.70CAD timing, the initial spark 1720 appears at the leading edge. Image 1730 shows that at -10.09CAD timing, due to the force of the flow field acting on the arc, the arc has traveled 1740 about 0.6mm in the gap. Image 1750 shows that at -8.50CAD, the flame kernel 1760 has developed in the electrode gap. Image 1770 shows that at -6.90CAD, the leading edge of the initial flame 1780 is formed outside the gap. This condition is defined as the start of combustion (SOC). The total time from the appearance of the spark (-11.70CAD) to the SOC (-6.90CAD) defines an ignition delay of 4.8CAD. Maintaining consistent ignition retard (or SOC) for given engine operating conditions can be achieved through predictive model-based spark control, which can prevent abnormal combustion that limits achieving higher engine power density and efficiency.

[0118] Other examples of combustion simulations for different sparks occurring at different locations are provided in the above-mentioned reference [1]. In some embodiments, Fig.18 As shown, an example lookup table can correlate the approximate initial location of the spark to the spark waveform required to achieve the target SOC value. In certain embodiments, the spark current curve 1810 can be correlated with the slow leading edge at position 810, the spark current curve 1820 can be correlated with the fast leading edge at position 820, the spark current curve 1830 can be correlated with the slow trailing edge at position 830, and the spark current curve 1840 can be correlated with the fast trailing edge at position 840.

[0119] In certain embodiments, for any given target SOC, when the approximate initial spark position is the leading edge, a higher energy / power spark may be required, and the spark energy / power may be inversely proportional to the flow rate at the location of the spark. Conversely, when the approximate initial spark position is the trailing edge, a lower energy / power spark may be required. The target SOC may depend on the ignition timing (IT) and may be defined as approximately in the middle of the SOC variation range.

[0120] In certain embodiments, the ongoing spark waveform may be adjusted on a cycle-by-cycle basis to match a predetermined spark waveform from the lookup table 1250 that corresponds to the predicted approximate initial spark position and may be required to achieve the target SOC, as shown in step 1260. For example, if the previous cycle had spark position 810 (slow leading edge) and the prediction for the current cycle is position 830 (slow trailing edge), the spark waveform should be adjusted from waveform 1810 to waveform 1830.

[0121] In certain embodiments, as shown in step 1270, the intelligent spark control module may perform continuous loop control for each combustion cycle to make cycle-by-cycle adjustments to the ongoing spark waveform as needed to match a predetermined spark waveform from a lookup table that corresponds to a predicted approximate initial spark position and may be required to achieve the target SOC.

[0122] The predictive model-based spark control of certain embodiments improves upon the prior art. Combustion instabilities (I) that occur primarily in, but not limited to, hydrogen engines can be mitigated by improving the homogeneity of the air-fuel mixture and by reducing engine power output (which in turn reduces engine efficiency). Figure 2 There are currently no known ignition systems featuring adaptive spark control that can mitigate the degree of combustion instability defined in the present disclosure. Neither high energy / power ignition systems nor low energy / power ignition systems may be able to mitigate combustion instabilities, particularly in hydrogen engines, to any meaningful degree.

[0123] In certain embodiments, such as Fig.19 As shown, the conventional spark ignition system may include an ignition driver 1910, an ignition coil 1920, and a spark plug 1930. Fig.19 ) compared to the predictive model-based spark control system (also known as Fig.10 and Fig.11 The adaptive control pre-chamber ignition system 1000 shown may have the following features: a voltage sensor 1010 and / or a current sensor 1020 on the secondary side of the coil winding 1040, such as Fig.10 As shown; intelligent spark control module 1060, such as Fig.10 and Fig.11 and a communication path for feeding the spark waveform control signal 1070 and the spark trigger control signal 1080 from the intelligent spark control module to the ignition driver 1090, such as Fig.10 shown.

[0124] In certain embodiments, significant improvements in H2-ICE performance may be achieved through a combination of active pre-chamber scavenging techniques and predictive model-based spark control.

[0125] In certain embodiments, advanced combustion modeling and simulation of the ignition process, including spark events, arc travel and stretch, and resulting flame propagation, can be used to predict the relationship between spark energy / power, flow within the electrode gap, and initial flame development that defines the SOC for different engines and under different conditions. This information can be used to adjust the spark energy / power characteristics during the same periodic spark event to minimize SOC variations and significantly reduce the propensity for combustion anomalies (e.g., flashback, knock, and pre-ignition) that prevent the achievement of high engine power density and efficiency.

[0126] In some embodiments, the spark voltage and / or current from the secondary side of the coil winding may be controlled by the intelligent spark control module 1060 ( Fig.11 ) is used as a feedback signal 1050, the intelligent spark control module 1060 controls the ignition driver 1090 ( Fig.10 ) and allows necessary adjustments in the spark current waveform to minimize SOC variations.

[0127] In certain embodiments, the initial trend of the spark voltage signal after a voltage breakdown event can be used to determine the location where the spark first occurs and the flow rate at that location. This information can be used to predict when the SOC occurs. The correlation between spark power and SOC (which can be stored in a lookup table) can then be used to adjust the ongoing spark power to match the target SOC. This method of controlling spark power during the same cycle spark event may be necessary to reduce the variation in SOC, which can result in improved engine combustion performance and emissions. In addition, controlling spark power during the same cycle spark event can minimize the electrode erosion rate of high energy ignition systems, thereby achieving significant improvements in spark plug electrode durability.

[0128] Therefore, certain embodiments provide the following unique advantages: enabling engines fueled by hydrogen mixtures to operate at higher power density, with higher efficiency and lower emissions. This means that, thanks to the present invention, hydrogen engines can compete with fuel cells, thereby providing a viable alternative for accelerating global decarbonization.

[0129] In certain embodiments, the flow state of the active scavenging pre-chamber spark plug may be such that the flow state in the gap changes from laminar to turbulent for various regions within the electrode gap. Figure 7 , Figure 8 , Fig.17 and Fig.18 , in some embodiments, the flow velocity in the gap may not be uniform. Therefore, the Reynolds number (Re = ρg v / μ, where ρ represents gas density, g represents gap size, v represents flow velocity, and μ represents viscosity) may have a range from about 1100 to about 3100. This means that the flow state may change from laminar flow (Re < 2000) to turbulent flow (Re > 2000). In the laminar flow state, the trajectories of the flow particles 2010 in the electrode gap 2020 may be substantially parallel to each other, such as Fig. 20 When in a turbulent state, the trajectory of the flow particles 2110 in the electrode gap 2020 can be characterized by the appearance of localized small-scale vortices (also known as eddies), such as Fig.21 As shown. The presence of localized vortices can interfere with the arc travel during spark discharge, thereby preventing predictable arc motion, which leads to erroneous estimates of the start of combustion (SOC). In addition, when the arc enters a turbulent region during its travel within the gap, it may slow down and form hot spots on the electrode surface, which leads to combustion instabilities. Therefore, in certain embodiments, it is desirable to avoid any areas with turbulent conditions within the gap.

[0130] In some embodiments, the direction of flow entering the gap is substantially perpendicular to the gap to maintain consistent laminar flow within the gap between the electrodes, which can have, for example, Re of about 1200. This condition can ensure that the flow will enter the gap smoothly, thereby keeping the direction of the velocity vector substantially parallel and preventing the formation of vortices. In addition, in some embodiments, computational fluid dynamics (CFD) simulations indicate that laminar flow with Re of about 1200 in the gap can be achieved, wherein the density is about 17.3 kg / m 3 , the viscosity is about 38.96e -6 Pa, the electrode gap size is about 0.3 mm, and the flow velocity in the gap is about 9 m / s.

[0131] In certain embodiments, Fig. 22 CFD simulation results representing flow velocity vectors 2210 in the electrode gap are depicted, where Re is about 1500 and the uniform velocity is about 14 m / s. In these embodiments, laminar flow is maintained across the electrode gap surface to maximize the predictability of arc travel, initial flame development, and SOC, thereby improving the accuracy of spark control based on the predictive model.

[0132] In some embodiments, the purge port can be located upstream of the electrode gap to achieve laminar flow across the electrode gap. Fig.23 A CFD simulation of the interaction between the rotational flow component 2310 of the spiral flow generated in the pre-combustion chamber and the radial flow 2320 from the scavenging port is shown. In these embodiments, the interaction between these two flows produces a combined flow 2330, which is oriented substantially orthogonal to the gap between the two electrodes, which can facilitate a laminar flow regime.

[0133] In certain embodiments, Fig.24 A pre-combustion chamber is shown with a scavenging port 2410 located upstream of the electrode gap 2420 to produce laminar flow in the electrode gap 2420. In some embodiments, one or more rotation ports 2430 may be oriented to produce a rotational flow having a clockwise direction, and the scavenging port 2410 may be located upstream of the electrode gap 2420 at a predetermined angle (α) that depends on the average velocity of the rotational flow and the average velocity of the radial flow over the entire range of engine speeds. In some embodiments, the predetermined angle alpha (α) 2440 may be defined by the following equation:

[0134] α≤[360-90(number of electrode gaps)] degrees

[0135] For example, 1 electrode gap → α can be within 270 degrees; 2 electrode gaps → α can be within 180 degrees; 3 electrode gaps → α can be within 90 degrees; 4 electrode gaps → α can be within 0 degrees, which means that each cleaning port can be roughly aligned with each electrode gap.

[0136] In certain embodiments, Fig.25 A cross section of a pre-combustion chamber is depicted, wherein a purge port 2410 is located between an electrode gap 2420 and a swirl port 2430 and at a predetermined distance (δ) 2510 from the electrode gap 2420. In some embodiments, the predetermined distance (δ) 2510 may depend on the average velocity of the swirl flow and the average velocity of the radial flow over a range of engine speeds. In some embodiments, the predetermined distance (δ) 2510 may be defined by the following equation:

[0137] δ<(v rot / v rad )h

[0138] The radial flow has a radial velocity (v rad ), the spiral flow has a rotational velocity (v rot ) component, and the one or more rotation ports are separated from the one or more electrode gaps 2420 by a distance (h) 2520.

[0139] exist Fig.26A and Fig.26BIn certain embodiments shown, the pre-combustion chamber may include a plurality of purge ports 2410 that can be used with a plurality of electrode gaps 2420. In certain embodiments, each purge port 2410 may be located upstream of a corresponding electrode gap 2420 at a predetermined angle (a) 2440.

[0140] In such Fig. 27 In certain embodiments shown, a pre-chamber spark plug may provide a pre-chamber 2700 having a pre-chamber wall 2710 of generally cylindrical form having a plurality of holes 2720 disposed circumferentially spaced around an outer surface 2730 of the pre-chamber wall 2710 through which a corresponding plurality of fuel-air mixture streams enter the plurality of holes 2720, through which the fuel-air mixture streams exit into the pre-chamber space. A central hole 2750 may be located between the outer surface 2730 and the inner surface 2740, near the top of the pre-chamber 2700. Each of the plurality of holes 2720 and the central hole 2750 may respectively direct a plurality of fuel-air mixture streams into the pre-chamber space to achieve a spiral flow pattern characterized by a radial flow component, an axial flow component, and a rotational flow component within the pre-chamber space, as further described herein.

[0141] In some embodiments, the number of holes 2720 can be about 1 to about 12. The diameter of the hole 2720 can be about 0.5 mm to about 4.0 mm. The diameter of the center hole 2750 can be about 0.5 mm to about 4.0 mm. Each of the holes 2720 can define a pattern radius 2760, a pitch angle 2770 measured from a reference 2790, and a rotational offset 2780. In some embodiments, the pattern radius 2760 can be about 2 mm to about 10 mm. In some embodiments, the pitch angle 2770 of the first hole can be about 0 degrees to about 120 degrees. In some embodiments, the rotational offset 2780 can be about 0 mm to about 10 mm.

[0142] exist Fig.28 In certain embodiments shown, each of the apertures 2720 can define a penetration angle 2810. In certain embodiments, the penetration angle 2810 can be between about 10 degrees and about 75 degrees.

[0143] A person of ordinary skill in the art will understand that the predetermined configuration of the precombustion chamber 2700 and the plurality of holes 2720 can achieve a spiral flow pattern speed, which is characterized by a radial velocity component, an axial velocity component, and a rotational velocity component and has a speed of the fuel-air mixture filling flow in the spiral flow pattern (having a larger speed near the periphery of the spiral flow pattern and a smaller speed near the center of the spiral flow pattern); however, the present invention is not limited to this, and the speed of the fuel-air mixture filling flow in the spiral flow pattern can be adjusted by changing the configuration and angle of one or more of the plurality of holes 2720 arranged in the precombustion chamber wall 2710 to achieve other spiral flows, such as having a larger speed at the center of the spiral flow pattern and a smaller speed at the periphery, or arrangements and combinations thereof.

[0144] Although the present invention has been described with reference to its specific embodiments, it will be appreciated by those skilled in the art that various changes can be made and equivalents can be substituted without departing from the true spirit and scope of the present invention as defined by the appended claims. In addition, many modifications can be made to adapt specific circumstances, materials, material compositions, methods, one or more operations to the purpose, spirit and scope of the present invention. All such modifications fall within the scope of the appended claims. Although the methods disclosed herein have been described with reference to specific operations performed in a particular order, it will be appreciated that these operations can be combined, subdivided or reordered to form equivalent methods without departing from the teachings of the present invention. Therefore, unless specifically indicated herein, the order and grouping of operations are not limitations of the present invention.

Claims

1. A method for controlling the start of combustion in an internal combustion engine, comprising: A pre-combustion chamber is provided, the pre-combustion chamber comprising: an outer surface and an inner surface, said outer surface and said inner surface enclosing a pre-chamber space; One or more electrode gaps, located between corresponding one or more pairs of electrodes; one or more rotation ports communicating with the outer surface and the inner surface to introduce a fuel-air mixture into the pre-chamber space and including a port axis defining a pitch angle, a rotation offset, and a penetration angle for generating a spiral flow in the pre-chamber space; one or more purge ports communicating the main combustion chamber with the pre-combustion chamber space and located between the one or more swirl ports and the one or more electrode gaps to generate radial flow in the pre-combustion chamber; wherein the combination of the spiral flow and the radial flow produces a flow that is substantially orthogonal to the one or more electrode gaps to achieve a consistent laminar flow in the electrode gap; introducing a spark across at least one of the one or more electrode gaps to ignite the fuel-air mixture; measuring an initial trend of a spark voltage or a spark current of the spark; determining whether the spark is initiated at a leading edge or a trailing edge of the electrode gap; determining whether flow at the location of the spark is fast or slow; and The power of the spark is adjusted based on whether the spark is initiated at the leading edge or the trailing edge and whether the spark flow is fast or slow to control the initial rate of flame propagation by adjusting the ignition delay to maintain a substantially constant start of combustion.

2. The method according to claim 1, wherein: Each of the one or more purge ports is located upstream of a corresponding electrode gap of the one or more electrode gaps at a predetermined angle α and a predetermined distance δ from the corresponding electrode gap of the one or more electrode gaps.

3. The method according to claim 2, wherein: The predetermined angle α is defined by the following equation: α≤[360-90(number of electrode gaps)] degrees.

4. The method according to claim 2, wherein: The radial flow has a radial velocity v rad , the spiral flow has a rotation speed v rot , the one or more rotation ports are spaced a distance h from the one or more electrode gaps, and the predetermined distance δ is defined by the following equation: δ<(v rot / v rad )h。 5. The method according to claim 2, wherein: The predetermined angle α and the predetermined distance δ depend on the average speed of the spiral flow and the average speed of the radial flow over the entire range of engine speeds and loads.

6. The method according to claim 1, wherein: The power of the spark is adjusted by a predetermined amount determined using a combustion simulation and stored in one or more spark control module lookup tables to achieve a target combustion initiation value and achieve stable engine operation.

7. The method according to claim 1, wherein: If the spark is initiated at the leading edge, the power of the spark is increased.

8. The method according to claim 7, wherein: The power of the spark increases inversely proportional to the flow rate at the location of the spark.

9. The method according to claim 1, wherein: If the spark is initiated at the trailing edge, the power of the spark is reduced.

10. The method according to claim 9, wherein: The power of the spark decreases inversely proportional to the flow rate at the location of the spark.

11. The method according to claim 1, wherein: The step of adjusting the power of the spark is performed in the same cycle in which the spark is introduced to achieve a target combustion initiation.

12. The method according to claim 1, further comprising: When a sharp, brief increase in the spark voltage is detected that oscillates exponentially or sinusoidally, an arc extinction condition is determined to exist.

13. The method according to claim 1, further comprising: A stable flame condition is determined to exist when any of the following conditions are detected: (1) the spark voltage flattens out after a subsequent voltage breakdown event with a rate of increase exceeding a predetermined value; or (2) the spark voltage increases immediately after a voltage breakdown event that does not oscillate exponentially or sinusoidally and has a rate of increase below a predetermined value.

14. The method according to claim 1, further comprising: A flame extinction or slow burn condition is determined to exist when any of the following conditions are detected: (1) a decrease in spark voltage following a voltage breakdown event indicating insufficient arc travel and stretch from the leading edge of the electrode; or (2) an increase in spark voltage at a rate greater than a predetermined value following a voltage breakdown event indicating that arc extinction is predicted from the trailing or leading edge of the electrode.

15. The method according to claim 1, further comprising: The combustion initiation is predicted based on one or more of: engine design, fuel characteristics, and one or more operating conditions using at least one of a spark voltage trend or a spark current trend following a voltage breakdown event.

16. A pre-combustion chamber for use when generating laminar flow in one or more electrode gaps, comprising: an outer surface and an inner surface, said outer surface and said inner surface enclosing a pre-chamber space; Spark gap electrode assembly, comprising: a main electrode disposed in the pre-combustion chamber space; and one or more ground electrodes disposed in the pre-chamber space and offset from the main electrode to form one or more electrode gaps; one or more rotation ports communicating with the outer surface and the inner surface to introduce a fuel-air mixture into the pre-chamber space and including a port axis defining a pitch angle, a rotation offset, and a penetration angle for generating a spiral flow in the pre-chamber space; one or more scavenge ports communicating the main combustion chamber with the pre-chamber space and located between the one or more rotating ports and the spark gap electrode assembly to generate radial flow in the pre-chamber; Wherein, the combination of the spiral flow and the radial flow produces a flow that is substantially orthogonal to the one or more electrode gaps to achieve a consistent laminar flow in the electrode gap.

17. The precombustion chamber according to claim 16, wherein: Each of the one or more purge ports is located upstream of a corresponding electrode gap of the one or more electrode gaps at a predetermined angle α and a predetermined distance δ from the corresponding electrode gap of the one or more electrode gaps.

18. The pre-combustion chamber according to claim 17, wherein The predetermined angle α is defined by the following equation: α≤[360-90(number of electrode gaps)] degrees.

19. The precombustion chamber according to claim 17, wherein: The radial flow has a radial velocity v rad , the spiral flow has a rotation speed v rot , the one or more rotation ports are spaced a distance h from the one or more electrode gaps, and the predetermined distance δ is defined by the following equation: δ<(v rot / v rad )h。 20. The precombustion chamber of claim 17, wherein: The predetermined angle α and the predetermined distance δ depend on the average speed of the spiral flow and the average speed of the radial flow over the entire range of engine speed and load.

21. A pre-combustion chamber for use when generating laminar flow in one or more electrode gaps, comprising: an outer surface and an inner surface, said outer surface and said inner surface enclosing a pre-chamber space; A first spark gap electrode assembly comprising: A first main electrode is disposed in the pre-combustion chamber space; and a first grounding electrode disposed in the pre-combustion chamber space and offset from the first main electrode to form a first electrode gap; one or more rotation ports communicating with the outer surface and the inner surface to introduce a fuel-air mixture into the pre-chamber space and including a port axis defining a pitch angle, a rotation offset, and a penetration angle for generating a spiral flow in the pre-chamber space; a first purge port communicating the main combustion chamber with the pre-combustion chamber space and being located between the one or more swirl ports and the first electrode gap to generate a first radial flow in the pre-combustion chamber; The combination of the spiral flow and the first radial flow generates a first combined flow substantially orthogonal to the first electrode gap to achieve a consistent laminar flow in the first electrode gap.

22. The precombustion chamber according to claim 21, wherein The first purge port is located upstream of the first electrode gap at a predetermined angle α and at a predetermined distance δ from the first electrode gap.

23. The precombustion chamber of claim 22, wherein: The predetermined angle α is smaller than 270 degrees.

24. The precombustion chamber of claim 22, wherein: The radial flow has a radial velocity v rad , the spiral flow has a rotation speed v rot , the one or more rotation ports are spaced a distance h from the one or more electrode gaps, and the predetermined distance δ is defined by the following equation: δ<(v rot / v rad )h。 25. The precombustion chamber of claim 22, wherein: The predetermined angle α and the predetermined distance δ depend on the average speed of the spiral flow and the average speed of the radial flow over the entire range of engine speed and load.

26. The precombustion chamber of claim 22, further comprising: The second spark gap electrode assembly comprises: A second main electrode is disposed in the pre-combustion chamber space; and a second ground electrode disposed in the pre-combustion chamber space and offset from the second main electrode to form a second electrode gap; a second purge port communicating with the main combustion chamber and the pre-chamber space and located between the one or more rotating ports and the second spark gap electrode assembly to generate a second radial flow in the pre-chamber; The combination of the spiral flow and the second radial flow generates a second combined flow substantially orthogonal to the second electrode gap to achieve a consistent laminar flow in the second electrode gap.

27. The precombustion chamber of claim 22, wherein: The second purge port is located upstream of the second electrode gap at the predetermined angle α and is spaced apart from the second electrode gap by the predetermined distance δ.

28. A pre-combustion chamber according to claim 27, wherein The predetermined angle α is smaller than 180 degrees.

Images