Ignition system and method of operating internal combustion engine

Abstract

An ignition system for an internal combustion engine includes a combustor having an igniter configured to receive a series of electrical current pulses and generate a spark in response to each electrical pulse. The sensor is configured to detect each electrical pulse to provide a signal indicative of the electrical pulse to the controller. The controller is configured to determine a spark rate of the igniter prior to injecting fuel into the combustor, determine whether the spark rate satisfies a spark rate threshold, and initiate injection of fuel into the combustor in response to determining that the spark rate satisfies the spark rate threshold.

Description

Technical Field

[0001] This disclosure generally relates to methods of operating an internal combustion engine, and more specifically, to an ignition system for an internal combustion engine. Background Technology

[0002] A gas turbine engine is an internal combustion engine that includes a turbine driven by the combustion of combustible fuel within the combustor of the turbine engine. The turbine engine utilizes a fuel injector assembly to inject combustible fuel into the combustor. The fuel injector assembly can mix the fuel with air before injection for efficient combustion. An ignition spark is then introduced into the combustor using an igniter, thereby igniting the fuel to initiate combustion. Attached Figure Description

[0003] The specification with reference to the accompanying drawings sets forth a complete and feasible disclosure for those skilled in the art, including its best mode, wherein:

[0004] Figure 1 This is a schematic cross-sectional view of a turbine engine used in aircraft, which includes the combustion section.

[0005] Figure 2 Is it from Figure 1 Section II-II Figure 1 A schematic cross-sectional view of a portion of the combustion section of a turbine engine.

[0006] Figure 3 It is suitable for use as Figure 1 A schematic cross-sectional side view of the general combustion zone of the combustion zone.

[0007] Figure 4 It is a schematic block diagram of an ignition system based on the aspects described herein.

[0008] Figure 5A This is a timing diagram of an exemplary instance of a spark signal based on the aspects described herein.

[0009] Figure 5B It is a timing diagram depicting an example of the state of the fuel flow entering the burner according to the aspects described herein.

[0010] Figure 6A This is a timing diagram of another exemplary instance of a spark signal based on the aspects described herein.

[0011] Figure 6B This is a timing diagram depicting another instance of the fuel flow state entering the burner according to the aspects described herein.

[0012] Figure 7A This is a timing diagram of yet another exemplary instance of a spark signal based on the aspects described herein.

[0013] Figure 7B This is a timing diagram depicting yet another example of the state of the fuel flow entering the burner according to the aspects described herein.

[0014] Figure 8 It is a process flow diagram depicting the method of operating an internal combustion engine according to the aspects described herein. Detailed Implementation

[0015] As used herein, the term "exemplary" means "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior to or advantageous to other implementations. Furthermore, unless expressly stated otherwise, all aspects described herein should be considered exemplary.

[0016] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0017] The terms "front" and "rear" refer to relative positions within a turbine engine or carrier, and specifically to the normal operating posture of the turbine engine or carrier. For example, for a turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0018] As used herein, the term "upstream" refers to the direction opposite to the direction of fluid flow, while the term "downstream" refers to the direction in the same direction as the fluid flow. The terms "forward" or "front" indicate what is in front of something, and "backward" or "rear" indicate what is behind something. For example, when used in relation to fluid flow, forward / front can indicate upstream, and backward / rear can indicate downstream.

[0019] The term "fluid" can refer to either a gas or a liquid. The term "fluid connectivity" means that fluids can establish connections between specified areas.

[0020] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction along a ray extending between the engine's central longitudinal axis and the engine's outer perimeter.

[0021] The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can be any number of elements, including only one.

[0022] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are used for identification purposes only to aid the reader in understanding this disclosure and should not be construed as limiting, in particular, with respect to the location, orientation, or use of aspects of the disclosure described herein.

[0023] Connection references (e.g., attachment, join, connection, and engagement) will be interpreted broadly and may include intermediate elements between sets of elements as well as relative movement between elements, unless otherwise indicated. Therefore, a connection reference does not necessarily mean that two elements are directly connected and fixed relative to each other.

[0024] The exemplary drawings are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying drawings may vary.

[0025] The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can be any number of elements, including only one.

[0026] As used herein and throughout the specification and claims, approximate language is applied to modify any quantitative representation that may allow for variation without altering its associated essential function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” “substantially,” and “basically” are not limited to the specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 1%, 2%, 4%, 5%, 10%, 15%, or 20% of the endpoints of a single value, a range of values, and / or a range of defined values. Scope limitations are combined and interchanged herein and throughout the specification and claims; such scope is identified and includes all subscopes contained herein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints can be combined independently of each other.

[0027] As used herein, the term "electrical connection," "electrical linkage," or "signal communication" can include the electrical transmission or signaling to, receiving, or communicating to or from such a connected or linked element. Furthermore, in various aspects, such an electrical connection or linkage can include wired or wireless connections, or combinations thereof.

[0028] Furthermore, although terms such as “voltage,” “current,” and “power” are used herein, it will be apparent to those skilled in the art that these terms may be related to each other when describing aspects of a circuit or its operation.

[0029] As used herein, the term "controller" (e.g., "control module") describes a component configured or adapted to provide instructions, control, operation, or any form of communication to an operable component to influence its operation. Such a controller or module may include any known processor, microcontroller, or logic device, including but not limited to: field-programmable gate arrays (FPGAs), complex programmable logic devices (CPLDs), application-specific integrated circuits (ASICs), full-authority digital engine control (FADECs), proportional controllers (P), proportional-integral controllers (PI), proportional-derivative controllers (PD), proportional-integral-derivative controllers (PID), hardware-accelerated logic controllers (e.g., for encoding, decoding, transcoding, etc.), and combinations thereof. Although described herein as including individual elements, in a non-limiting respect, such controllers and modules may be incorporated into one or more devices including common means such as a single processor or microcontroller. Non-limiting examples of such controllers or modules may be configured or adapted to run, operate, or otherwise execute program code to influence operational or functional outcomes, including performing various methods, functions, processing tasks, calculations, comparisons, sensing, or measurement values, etc., to enable or implement the technical operations or actions described herein. The result of an operation or function may be based on one or more inputs, stored data values, sensed or measured values, true or false indications, etc. While "program code" is described, non-limiting examples of an operable or executable set of instructions may include routines, programs, objects, components, data structures, algorithms, etc., that have a technical effect of performing a particular task or implement a particular abstract data type. In another non-limiting example, a controller module, regulator module, or integrator module may also include processor-accessible data storage components, including memory, whether transient, volatile, or non-transient or non-volatile. Additional non-limiting examples of memory may include random access memory (RAM), read-only memory (ROM), flash memory, or one or more different types of portable electronic memory, such as discs, DVDs, CD-ROMs, flash drives, universal serial bus (USB) drives, etc., or any suitable combination of these types of memory. In one example, program code may be stored in memory in a machine-readable format accessible to the processor. Furthermore, memory may store various types of data, sensed or measured data values, inputs, generated or processed data, etc., accessible to the processor when providing instructions, control, or operation to achieve a function or operable result, as described herein. In another non-limiting example, the control module may include program code to compare a first value with a second value and to operate or control the operation of additional components based on the satisfaction of the comparison. For example, when a sensed, measured, or provided value is compared with another value (including a stored or predetermined value), the satisfaction of the comparison may result in an action, function, or operation that can be controlled by the controller.As used herein, the comparative term “satisfy” is used to mean that a first value satisfies a second value, such as being equal to or less than the second value, or falling within a range of values ​​for the second value. It should be understood that such determination can be readily altered to satisfy a value through a positive / negative comparison or a true / false comparison. Example comparisons may include comparing a sensed or measured value to a threshold or a threshold range.

[0030] Furthermore, as used herein, although sensors are described as “sensing,” “detecting,” “monitoring,” or “measuring” a corresponding value, sensing, detecting, monitoring, or measuring may include determining a value that indicates or is associated with the corresponding value, rather than directly sensing or measuring the value itself. The sensed, detected, measured, or monitored value may be further provided to additional components. For example, the value may be provided to a control module or processor, which may process, monitor, or otherwise operate on the value to determine a representative value or an electrical characteristic representing said value.

[0031] As a non-limiting example, the aspects disclosed herein are described in accordance with an internal combustion engine including a burner having an igniter to provide an ignition source, such as a spark capable of igniting fuel within the burner. As a non-limiting example, while these aspects are described in the context of a rich-fuel burner, other aspects are not limited thereto, and the aspects disclosed herein can be readily embodied in both rich-fuel and lean-fuel combustion systems. Furthermore, these aspects can be embodied in any desired burner type, including but not limited to vortex burners (TVC), rotating detonation burners (RDC), and radial inflow (RI) burners. For illustrative purposes, this disclosure will be further described with respect to turbine engines. However, it will be understood that the aspects disclosed herein are not limited thereto and can be implemented in any desired internal combustion engine, including but not limited to turbojet engines, turboprop engines, turboshaft engines, and turbofan engines. The aspects disclosed herein are equally applicable to non-aircraft engines with burners, such as other mobile applications and non-mobile industrial, commercial, and residential applications. These aspects can be included or implemented in engines with any number of cylinders (e.g., two-cylinder, four-cylinder, six-cylinder, or eight-cylinder engines). Furthermore, these aspects can be implemented in naturally aspirated or turbocharged, air-cooled, horizontally opposed, or reciprocating direct-drive engines.

[0032] For example, the aspects disclosed herein can be implemented in the combustion section of a gas turbine engine. The combustion section may include a combustion chamber, a fuel injector fluidly coupled to a fuel stream, and at least one igniter fluidly coupled to the fuel stream in the combustor. Fuel can be injected into the combustor through the fuel injector and can be mixed with air (e.g., air from a vortex generator) to define a fuel-air mixture in the combustion chamber. The igniter may be located within the combustion chamber, downstream of the injector. The fuel may include any suitable fuel.

[0033] Combustible hydrocarbon liquid fuels (such as Jet-A fuel) have long been used in gas turbine engines, and components of these engines, particularly the combustors, are designed for this fuel. Alternatively, hydrogen fuel could be used to eliminate carbon dioxide emissions from commercial aircraft. However, hydrogen fuel presents several challenges compared to combustible hydrocarbon liquid fuels (such as Jet-A fuel). For example, hydrogen is a highly reactive fuel, and at the same stoichiometric fuel-air ratio, its combustion temperature is higher than that of hydrocarbon liquid fuels. The flame velocity of hydrogen fuel is also significantly higher. For instance, the laminar flame velocity of diatomic hydrogen fuel is an order of magnitude greater than that of Jet-A fuel.

[0034] Hydrogen fuels typically have a wider combustible range and a faster combustion rate than conventional fuels such as petroleum-based fuels or mixtures of petroleum and synthetic fuels. Therefore, for the use of hydrogen fuel in gas turbine engines with combustors located upstream of the turbine, the fuel essentially needs to ignite immediately upon entering the combustor to prevent fuel buildup within and / or downstream of the combustion chamber. This requirement is based on the higher reactivity of hydrogen compared to conventional gas turbine fuels (e.g., Jet-A, NG). For example, the upper and lower explosive limits of hydrogen in air are typically in the range of 18-59%, while the explosive limits of natural gas are typically in the range of 5.7-14%. Due to these wider explosive limits, accidental release of hydrogen within a given volume (e.g., expelling from the combustor and entering the turbine) can cause the fuel to burn uncontrollably through the engine upon ignition. Reliable control of igniter operation is desirable to ensure that ignition (e.g., spark generation) occurs at predetermined intervals or frequencies, thereby ensuring proper operation. Injecting gaseous fuels (e.g., hydrogen) into the combustor without a properly timed spark or ignition source can lead to a number of undesirable conditions. For example, the absence of a spark, or the spark appearing later than expected, can lead to an accumulation of excess fuel in the combustion chamber. If this excess fuel is subsequently ignited by the igniter, it can cause a strong pressure pulse within the burner, and the sudden release of energy that follows before the flame stabilizes can damage the burner hardware.

[0035] Furthermore, if the fuel concentration in the combustion chamber is insufficient to directly trigger a detonation wave, a spark occurring earlier than expected may cause a circumferential detonation-to-detonation transition wave through the main combustion zone of the combustor. However, localized concentrations in the main combustion zone can lead to a detonation flame, which transitions into a detonation wave within the combustion chamber, generating a pressure pulse in the combustor. This pressure pulse can damage the combustor hardware. Additionally, in cases where certain fuels (e.g., hydrogen) are unburned in the combustor (e.g., due to the absence of a spark, or a later-than-expected spark), unburned fuel can flow downstream from the combustor, and subsequent ignition of the fuel within the combustor can cause a flame to propagate downstream. Depending on the concentration of unburned fuel downstream, potential flame propagation through the turbine and into the exhaust port may occur, potentially causing hardware damage.

[0036] The aspects described herein can reduce or prevent the occurrence of the aforementioned undesirable conditions. For example, before injecting gaseous fuel into the burner, the aspects described herein can determine the spark rate of the igniter, determine whether the spark rate meets a spark rate threshold, and, in response to determining that the spark rate meets the spark rate threshold, initiate the injection of fuel into the burner.

[0037] Reference will now be made in detail to burner architecture, particularly the ignition system and methods of operating the internal combustion engine, one or more examples of which are shown in the accompanying drawings. Detailed descriptions use numbers and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous parts of this disclosure.

[0038] Figure 1 This is a schematic diagram of an internal combustion engine (such as a turbine engine 10). As a non-limiting example, the turbine engine 10 can be used in an aircraft. The turbine engine 10 may include at least a compressor section 12, a combustion section 14, and a turbine section 16. A drive shaft 18 rotatably connects the compressor section 12 and the turbine section 16 such that rotation of one affects rotation of the other, and defines the engine centerline 20 of the turbine engine 10.

[0039] Compressor section 12 may include a low-pressure (LP) compressor 22 and a high-pressure (HP) compressor 24 that are fluidly connected in series with each other. Turbine section 16 may include an HP turbine 26 and an LP turbine 28 that are fluidly connected in series with each other. Drive shaft 18 may operatively connect the LP compressor 22, HP compressor 24, HP turbine 26, and LP turbine 28 together. Alternatively, drive shaft 18 may include an LP drive shaft (not shown) and an HP drive shaft (not shown). The LP drive shaft may connect the LP compressor 22 to the LP turbine 28, and the HP drive shaft may connect the HP compressor 24 to the HP turbine 26. The LP spool may be defined as a combination of the LP compressor 22, LP turbine 28, and LP drive shaft, such that rotation of the LP turbine 28 may apply a driving force to the LP drive shaft, which in turn may rotate the LP compressor 22. The HP spool may be defined as a combination of the HP compressor 24, HP turbine 26, and HP drive shaft, such that rotation of the HP turbine 26 may apply a driving force to the HP drive shaft, which in turn may rotate the HP compressor 24.

[0040] Compressor section 12 may include multiple axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. The compressor blades for a stage of compressor section 12 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of compressor section 12 may be mounted to a housing that may extend circumferentially around turbine engine 10. It should be understood that the representation of compressor section 12 is merely illustrative and any number of stages may be present. Furthermore, it is contemplated that any other number of components may be present within compressor section 12.

[0041] Similar to compressor section 12, turbine section 16 may include multiple axially spaced stages, each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Turbine blades for one stage of turbine section 16 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of the turbine section may be circumferentially mounted to the housing. It should be noted that any number of blades, blades, and turbine stages can be present, as the illustrated turbine section is merely schematic. Furthermore, it is contemplated that any other number of components may be present within turbine section 16.

[0042] Combustion section 14 may be arranged in series between compressor section 12 and turbine section 16. Combustion section 14 may be fluidly coupled to at least a portion of compressor section 12 and turbine section 16, such that combustion section 14 at least partially fluidly couples compressor section 12 to turbine section 16. As a non-limiting example, combustion section 14 may be fluidly coupled to HP compressor 24 at its upstream end and to HP turbine 26 at its downstream end.

[0043] During operation of the turbine engine 10, ambient air or atmospheric air is drawn into the compressor section 12 via a fan (not shown) upstream of the compressor section 12, where it is compressed to define pressurized air. This pressurized air can then flow into the combustion section 14, where it mixes with fuel and is ignited to generate combustion gases. The HP turbine 26 extracts some work from these combustion gases, driving the HP compressor 24. The combustion gases are discharged into the LP turbine 28, which extracts additional work to drive the LP compressor 22, and the exhaust gas is ultimately discharged from the turbine engine 10 via an exhaust section (not shown) downstream of the turbine section 16. The drive of the LP turbine 28 drives the LP spool to rotate the fan (not shown) and the LP compressor 22. The pressurized airflow and combustion gases together define the working airflow flowing through the fan, compressor section 12, combustion section 14, and turbine section 16 of the turbine engine 10.

[0044] Figure 2 Depicting suitable for use as Figure 1 A schematic cross-sectional view of the general combustion section 52 of the combustion section 14. The combustion section 52 may be fluidly connected to the fuel system 130. The combustion section 52 may include an annular arrangement of fuel injectors 76 fluidly connected to the fuel system 130, wherein each fuel injector 76 is fluidly connected to the burner 80.

[0045] In a non-limiting aspect, the fuel system 130 may include a fuel tank 131, a fuel delivery assembly 139, a carburetor 136, a heat source 137, a fuel pump 132, a fuel valve 133, and a fuel manifold 134. The fuel system 130 may be configured to store fuel from the turbine engine 10 in the fuel tank 131 and deliver the fuel to the turbine engine 10 via the fuel delivery assembly 139. The fuel delivery assembly 139 includes pipes, conduits, etc., to fluidly connect various components of the fuel system 130 to the turbine engine 10. Figure 1 As discussed above, combustion section 52, as discussed in this paper, is particularly well-suited for use with hydrogen fuel. Figure 2In the described aspects, the fuel (indicated by the arrow "F") can be a hydrogen fuel containing hydrogen, and more specifically, a hydrogen fuel containing diatomic hydrogen. In some aspects, the hydrogen fuel F can be composed essentially of hydrogen.

[0046] Fuel tank 131 may be configured to at least partially retain hydrogen fuel F in a liquid phase, and may be configured to supply hydrogen fuel F substantially entirely in a liquid phase (e.g., entirely in a liquid phase) to fuel delivery assembly 139. For example, fuel tank 131 may have a fixed volume and contain a volume of liquid-phase hydrogen fuel F (liquid hydrogen fuel). Because fuel tank 131 supplies hydrogen fuel F substantially entirely in a liquid phase to fuel delivery assembly 139, the volume of liquid hydrogen fuel F in fuel tank 131 is reduced, and the remaining volume in fuel tank 131 consists of, for example, gaseous hydrogen (gaseous hydrogen). As used herein, the term "substantially entirely" to describe the phase of hydrogen fuel F means that at least 99% (by mass) of the described portion of the hydrogen fuel is in said phase, such as at least 97.5%, such as at least 95%, such as at least 92.5%, such as at least 90%, such as at least 85%, or such as at least 75% (by mass) of the described portion of the hydrogen fuel F is in said phase.

[0047] To store hydrogen fuel F essentially entirely in the liquid phase, hydrogen fuel F is stored in fuel tank 131 at very low (cryogenic) temperatures. For example, hydrogen fuel F can be stored in fuel tank 131 at atmospheric pressure at a temperature of approximately -253 degrees Celsius or lower, or at other temperatures and pressures, to maintain hydrogen fuel F essentially in the liquid phase. Fuel tank 131 can be made of known materials (such as titanium, etc.). Made of aluminum or composite materials. The fuel tank 131 and fuel system 130 may include various support structures and components to facilitate the storage of hydrogen fuel F in this manner.

[0048] Fuel delivery assembly 139 may include one or more lines, conduits, etc., configured to deliver hydrogen fuel between fuel tank 131 and combustion section 52. Thus, fuel delivery assembly 139 provides a flow path for hydrogen fuel from fuel tank 131 to fuel injector 76. Hydrogen fuel F is delivered by fuel delivery assembly 139 to combustor 80 in a gaseous phase, supercritical phase, or both (e.g., gaseous and supercritical phases). Vaporizer 136 may be in fluid communication with fuel delivery assembly 139 to heat the liquid hydrogen fuel F flowing through fuel delivery assembly 139. Vaporizer 136 is positioned in the hydrogen fuel flow path between fuel tank 131 and fuel injector 76. Vaporizer 136 may be positioned at any suitable location in the hydrogen flow path between fuel tank 131 and fuel injector 76. Although Figure 2Only one carburetor 136 is shown, but the fuel system 130 may include multiple carburetors 136. For example, one carburetor 136 may serve as a main carburetor configured to operate once the turbine engine 10 is in thermally stable conditions, while another carburetor 136 may be located upstream of the main carburetor and close to the fuel tank 131, and in the turbine engine 10 ( Figure 1 It is used as a primary vaporizer during (or before) the start-up of the fuel. Other aspects are not limited to this, and it is conceivable that in some aspects, such as when the fuel is a conventional liquid fuel, the vaporizer 136 can be omitted.

[0049] The carburetor 136 may be in thermal communication with at least one heat source 137. The heat source 137 can be any suitable heat source. The heat source 137 may include, for example, an electric heater, a catalytic heater, or a burner, and / or a bleed airflow from an auxiliary power unit. In some aspects, such as when the carburetor 136 includes one or more resistance heaters powered by an electrical source, the heat source 137 may be integrated into the carburetor 136. In this configuration, the heat source 137 can provide heat to the carburetor 136, while maintaining communication with the turbine engine 10. Figure 1 It is irrelevant whether it is running or not, and can be used, for example, during or before the start-up of the turbine engine 10.

[0050] As described above, the vaporizer 136 is in communication with the hydrogen fuel F stream via the fuel delivery assembly 139. The vaporizer 136 is configured to draw heat from the heat source 137 to heat the hydrogen fuel F stream from a substantially completely liquid phase to a substantially completely gaseous phase or a substantially completely supercritical phase.

[0051] Liquid hydrogen fuel F is supplied from fuel tank 131 to fuel delivery assembly 139. Fuel pump 132 is in fluid communication with fuel delivery assembly 139 to guide the flow of hydrogen fuel F through fuel delivery assembly 139 to fuel injector 76. Fuel pump 132 can typically be the primary source of pressure rise in fuel delivery assembly 139 between fuel tank 131 and fuel injector 76. Fuel pump 132 can be configured to increase the pressure in fuel delivery assembly 139 to a pressure greater than the pressure within combustion chamber 86 of burner 80, and to overcome any pressure drop in components located downstream of fuel pump 132.

[0052] Fuel pump 132 is positioned downstream of carburetor 136 within the hydrogen fuel F stream in fuel delivery assembly 139. Fuel pump 132 can be any suitable pump configured to receive a substantially entirely gaseous or supercritical hydrogen fuel F stream. However, in other respects, fuel pump 132 can be positioned at any suitable location, including other locations within the flow path of hydrogen fuel F. For example, fuel pump 132 can be located upstream of carburetor 136 and can be configured to receive a substantially entirely liquid hydrogen fuel F stream passing through fuel delivery assembly 139.

[0053] Fuel valve 133 (e.g., a fuel metering valve) is in fluid communication with fuel delivery assembly 139. Any suitable fuel valve 133 can be used, including, for example, a fuel metering valve fluidly connected to fuel delivery assembly 139. Fuel delivery assembly 139 is configured to supply a flow of hydrogen fuel F to fuel valve 133. Fuel valve 133 may be located downstream of fuel pump 132. Fuel valve 133 is also configured to supply a flow of hydrogen fuel F to fuel injector 76 in a desired manner. Fuel valve 133 is configured to supply a desired volume of hydrogen fuel F to fuel manifold 134 at, for example, a desired flow rate. Fuel manifold 134 then distributes (supplyes) the received hydrogen fuel F to fuel injector 76 within combustion section 52, where hydrogen fuel F is mixed with compressed air, and the mixture of hydrogen fuel F and compressed air is combusted to generate fuel to drive turbine engine 10. Figure 1 The combustion gases. Adjusting the fuel valve 133 can change the volume of fuel F supplied to the fuel injector 76.

[0054] It should be understood that Figure 2 The fuel system depicted is an exemplary fuel system, illustrated for illustrative purposes only, and is not intended to be limiting. It should also be understood that the annular arrangement of fuel injectors 76 may be a single fuel injector 76 or multiple fuel injectors 76, and one or more of the fuel injectors 76 may have different characteristics. The fuel injectors 76 shown are for illustrative purposes only and are not intended to be limiting.

[0055] Depending on the type of turbine engine in which the burner 80 is located, the burner 80 can have a canister-shaped, canister-annular, or annular arrangement. Figure 2In a non-limiting example, an annular arrangement is shown and disposed within housing 78. Burner 80 may include an annular burner bushing 82 and a dome assembly 84 including a dome wall 144, which together define a combustion chamber 86 about a longitudinal axis (LA). Compressed air passage 88 may be at least partially defined by both the annular burner bushing 82 and housing 78. At least one fuel injector 76 is fluidly coupled to combustion chamber 86. Passage may fluidly connect compressed air passage 88 and burner 80. Passage may be defined by at least one set of dilution openings 90 located in the annular burner bushing 82.

[0056] At least one igniter 77 may extend into the combustion chamber 86. For example, each igniter 77 may extend through the housing 78, through the annular burner bushing 82, and into the combustion chamber 86. Each igniter 77 may include a base 72, a tip 73, and a body 74 extending therebetween. The body 74 extends through the burner bushing 82 such that the tip 73 approaches a combustion zone 89 at least partially surrounded by the burner bushing 82. Each igniter 77 is configured to receive ignition energy (e.g., a voltage pulse) through the base 72 and generate an ignition source or spark 79 at the tip 73. For example, in some non-limiting aspects, the igniter 77 may include a first electrode 71a, a second electrode 71b, and an electrical insulator 70. The first electrode 71a, the second electrode 71b, and the electrical insulator 70 may be arranged such that the first electrode 71a and the second electrode 71b cooperate to carry charge and generate a spark 79 for the burner 80 between the tips of the first electrode 71a and the second electrode 71b. The first electrode 71a, the second electrode 71b, and the electrical insulator 70 can also be arranged such that the first electrode 71a and the second electrode 71b cooperate to carry current associated with the electrostatic field (not shown) approaching the first electrode 71a and the second electrode 71b. It should be understood that... Figure 2 The igniter 77 depicted is an exemplary igniter, depicted for illustrative purposes only, and is not intended to be limiting.

[0057] A fuel injector 76 may be coupled upstream of the flared cone 91 to and disposed within the dome assembly 84 to define a fuel outlet 94. The fuel injector 76 may include a fuel inlet 96 adapted to receive a flow of hydrogen fuel F and a linear fuel passage 97 extending between the fuel inlet 96 and the fuel outlet 94. A swirler 102 may be disposed at the dome inlet 98 to bring incoming air close to the swirling flow of fuel F exiting the fuel injector 76 and to provide a swirling mixture of air and fuel F entering the combustor 80. As used herein, the term “swirling flow” or its iterations may refer to the directional movement of fluid in at least two directions (e.g., radial, circumferential, and / or axial). A “swirling flow” may be shaped into a twisted or helical pattern.

[0058] The annular burner bushing 82 may be defined by a wall 104 having an outer surface 106 and an inner surface 108 that at least partially define a combustion chamber 86. The wall 104 may be made as a single continuous integral portion, or it may be multiple integral portions assembled together to define the annular burner bushing 82. As a non-limiting example, the outer surface 106 may define a first piece of the wall 104, while the inner surface 108 may define a second piece of the wall 104, which, when assembled together, form the annular burner bushing 82. As described herein, the wall 104 includes at least one set of dilution openings 90. Further contemplation is that the annular burner bushing 82 may be any type of annular burner bushing 82, including but not limited to double-wall bushings or tile bushings.

[0059] During operation, compressed air (designated "C") can flow from compressor section 12 to burner 80 through compressed air passage 88. At least one set of dilution openings 90 in the annular burner bushing 82 allows at least a portion of the compressed air C to pass from compressed air passage 88 to combustion chamber 86, defining a dilution airflow (designated "D").

[0060] Some compressed air C can be mixed with fuel F from fuel injector 76, which can be ignited within combustion chamber 86 by at least one igniter 77 to generate combustion gas (designated "G"). The mixture of compressed air C and fuel F can reside in combustion chamber 86 for a specific period of time, commonly referred to as residence time. Residence time can be a function of many factors, including burner geometry, pressure, fuel type, and temperature before entering combustion chamber 86. Combustion gas G is mixed with a dilution flow D supplied through at least one set of dilution openings 90 and mixed within combustion chamber 86, after which combustion gas G flows through burner outlet 112 and is discharged into turbine section 16. As described above, although the arrangement shown depicts a rich fuel burner, other aspects are not limited to this and lean fuel burners may be included.

[0061] Figure 3 Depicting along line II-II Figure 1 A cross-sectional view of the combustion zone 14. The combustion zone 14 is shown as including... Figure 2 The fuel injector 76, which surrounds Figure 1 The turbine engine 10 is arranged annularly around the engine centerline 20. A combustor 80 may be defined by a combustor bushing 82. A dome assembly 84, including a dome wall 144, together with the combustor bushing 82, may annularly define a combustion chamber 86 around the engine centerline 20. At least one fuel injector 76 (shown as a plurality of main fuel injectors 76 arranged annularly around the engine centerline 20) is fluidly coupled to the combustion chamber 86. A compressed air passage 88 may be at least partially defined by both the combustor bushing 82 and the housing 78.

[0062] In a non-limiting aspect, at least one igniter 77 may comprise an annular arrangement of igniters 77, each extending into the combustion chamber 86. For example, some aspects may comprise a group of igniters 77 circumferentially spaced apart from each other. It should be understood that the annular arrangement of igniters 77 may be a single igniter 77 (e.g., Figure 2 (as shown), or it can be multiple igniters 77 (such as...) Figure 3 (as shown), and one or more of the igniters 77 may have different characteristics, and an igniter 77 is depicted for illustrative purposes only and is not intended to be limiting.

[0063] Each of the igniters can be electrically connected to transmission line 115. At least one transmission line 115 can be communicatively connected to a corresponding sensor 120. In some aspects, each of the transmission lines 115 can be communicatively connected to a corresponding sensor 120. In other aspects, such as Figure 3 As shown, only the subgroup of transmission line 115 can be communicatively connected to the corresponding sensor 120.

[0064] Figure 4 This is a schematic block diagram illustrating an exemplary internal combustion engine 110 and its ignition system 100 according to exemplary aspects, with some parts omitted for clarity. For ease of understanding, the ignition system 100 is depicted and discussed as being implemented in an aircraft, but other aspects are not limited thereto, and it is conceivable that other aspects may be implemented in any internal combustion engine without departing from the disclosure herein.

[0065] The ignition system 100 may include a controller 113 communicatively coupled to the internal combustion engine 110 to control its operation. The internal combustion engine 110 may include a fuel system 130 arranged to supply a fuel flow F to a combustor 180. The internal combustion engine 110 may also include an igniter 177 and a sensor 120. The igniter 177 may be communicatively coupled to an actuator 175 via a transmission line 115 and is configured to ignite a spark 179. The sensor 120 may be communicatively coupled to the transmission line 115. The actuator 175 may be electrically coupled to a power source 182. The fuel system 130 may include a fuel tank 131 fluidly coupled to a fuel injector 176, a fuel pump 132, and a fuel valve 133. A user interface 117 (such as a display or monitor) may be communicatively coupled to the controller 113.

[0066] Controller 113 may include a computing device (such as processor 140) and memory 141. Controller 113 may be communicatively coupled to igniter 177, fuel pump 132, fuel injector 176, and any other desired component of internal combustion engine 110 to control their respective operation. For example, controller 113 may include spark control module 114 and fuel control module 118. Among other things, memory 141 may store a set of predetermined thresholds, such as a set of spark rate thresholds 145a and a set of pulse amplitude thresholds 145b.

[0067] Controller 113 can be a controller system or a single controller. Controller 113 can be a controller dedicated to controlling the operation of the internal combustion engine 110 and associated components. Controller 113 can be, for example, an electronic engine controller (EEC) or electronic control unit (ECU) of a full authority digital engine control (FADEC) system.

[0068] Processor 140 may be configured to perform various computer-implemented functions and / or instructions (e.g., performing methods, steps, calculations, etc., and storing related data as disclosed herein). Instructions, when executed by processor 140, may cause processor 140 to operate as described herein.

[0069] The spark control module 114 can be communicatively connected to the igniter 177 via transmission line 115. In a non-limiting aspect, the actuator 175 (e.g., an ignition coil) can be communicatively connected to the spark control module 114 to receive a first spark signal 115a from it, and also communicatively connected to the igniter 177 to provide it with a second spark signal 115b. In a non-limiting aspect, the actuator 175 can also be connected to a power supply 182 to receive an input voltage 125 (e.g., 24 volts DC), and can supply the second spark signal 115b as an output voltage pulse (e.g., 2000 volts DC) in response to the first spark signal 115a. The power supply 182 can be, for example, but not limited to, a battery, capacitor, inductor, fuselage electrical bus, generator mounted on the engine, etc. In a non-limiting aspect, the actuator 175 can be, for example, a pulse inductor or capacitor discharge device, such as a conventional ignition coil or spark gap device. Actuator 175 may be configured to release energy from power source 182 or other power storage device (not shown), for example, at a predetermined voltage level or amplitude. In other non-limiting aspects, actuator 175 may be an electronic actuator including a solid-state switching device (not shown), configured to regulate the energy release from power source 182 or other power storage device (not shown), and to provide a second spark signal 115b to igniter 177 based on a first spark signal 115a. The first spark signal 115a or the second spark signal 115b, or both, may include a series of electrical pulses 116, such as a single voltage pulse or a series of voltage pulses, each electrical pulse 116 ( Figure 5A This corresponds to or indicates the corresponding spark 179 initiated by the igniter 177. This series of electrical pulses 116 can be triggered by the spark control module 114 to define a predetermined spark rate (e.g., between 10 and 200 sparks per second), depending, for example, on the operating conditions of the internal combustion engine 110. For example, in a non-limiting aspect, the exciter 175 can respond to a first spark signal 115a from the spark control module 114 to provide a second spark signal 115b to the igniter 177 at the first spark rate during the engine start-up cycle, and then transition to or reset to the second spark rate during normal engine operation.

[0070] Sensor 120 (e.g., a voltage or current sensor) may be arranged to monitor electrical pulses or signals (e.g., a first spark signal 115a or a second spark signal 115b, or both) on transmission line 115. Sensor 120 is communicatively coupled to controller 113 via communication line 121. Sensor 120 is configured to provide sensor signal 121a via communication line 121, sensor signal 121a indicating a sensed electrical pulse (e.g., a first spark signal 115a or a second spark signal 115b, or both) on transmission line 115, the sensed electrical pulse indicating a corresponding spark 179 ignited by igniter 177. Sensor 120 may include one or more sensors for sensing, measuring, detecting, and / or monitoring voltage or current, or both, during operation. Communication line 121 may be a suitable wired or wireless communication line.

[0071] Fuel control module 118 may be communicatively coupled to fuel valve 133 via fuel supply control line 119. Fuel control module 118 may provide signals to control fuel valve 133 to supply fuel F to fuel injector 176. For example, fuel control module 118 may be configured to control the operation of fuel valve 133 by providing fuel valve signal 119a via fuel supply control line 119. Although fuel valve 133 is depicted as a separate element from fuel injector 176 for ease of description and understanding, it is contemplated that in some aspects, fuel valve 133 may be integrated into fuel injector 176. Therefore, in a non-limiting aspect, fuel valve signal 119a may alternatively be provided to fuel injector 176 without departing from the scope of this disclosure. In some non-limiting aspects, fuel valve 133 may be an electrically operated fuel valve, such as a solenoid valve. Fuel valve 133 may include, for example, one or more solenoidally operated valves having a coil (not shown) that can be energized and de-energized in response to fuel valve signal 119a to open and close the valve. Fuel valve 133 may be in fluid communication with fuel pump 132. Fuel pump 132 may be an electrically powered fuel pump, such as a diaphragm pump. In other non-limiting aspects, fuel pump 132 may be driven by drive shaft 18, for example, via a gear mechanism (not shown). Figure 1A mechanical fuel pump driven by .

[0072] In operation, controller 113 can receive various engine signal inputs indicating various predetermined engine operating parameters and is configured to provide or output various control signals according to predetermined settings. For example, in a non-limiting aspect, before fuel F is injected into combustor 180 (e.g., before engine start-up), spark control module 114 can be configured to provide a first spark signal 115a to initiate the charging and discharging of exciter 175, thereby controlling ignition timing (e.g., spark rate) or the energy level of spark 179 generated by igniter 177. Exciter 175 can be activated by a series of electrical pulses 116 ( Figure 5A The second spark signal 115b is provided to the igniter 177 in the form of a pulse 116 ( ). It can be envisioned that each electrical pulse 116 of the second spark signal 115b ( Figure 5A The igniter 177 can be triggered or ignit the corresponding spark 179. The transmission line 115 can be monitored by the sensor 120 to detect a series of electrical pulses 116. The sensor 120 can provide the controller 113 with a sensor signal 121a indicating various characteristics of the series of electrical pulses 116, such as pulse frequency (e.g., pulse rate), pulse amplitude, etc. Conversely, the lack of electrical pulses 116 to the igniter 177 (e.g., current pulses) will result in no sensor signal 121a provided by the sensor 120, thus indicating a no-spark state or a zero pulse frequency. The controller 113 can determine the pulse frequency and / or pulse amplitude based on the sensor signal 121a. Since each electrical pulse 116 of the second spark signal 115b causes the igniter 177 to trigger the spark 179, the controller 113 can determine the spark rate based on the determined pulse frequency. For example, there may be a one-to-one correspondence between pulse frequency and spark rate. The controller 113 can also determine whether the determined spark rate meets a predetermined spark rate threshold 145a. For example, controller 113 may compare the determined spark rate with a predetermined spark rate threshold 145a stored in memory 141. In some aspects, controller 113 may also determine the pulse amplitude based on sensor signal 121a. Controller 113 may also determine whether the determined pulse amplitude meets a predetermined pulse amplitude threshold 145b. For example, controller 113 may compare the determined pulse amplitude with the predetermined pulse amplitude threshold 145b stored in memory 141. In response to determining that the spark rate of igniter 177 meets spark rate threshold 145a, and / or the pulse amplitude meets pulse amplitude threshold 145b, controller 113 may, for example, initiate the injection of fuel F into burner 180 by operating fuel valve 133, thereby triggering fuel valve signal 119a via fuel supply control line 119.

[0073] Although for the sake of ease of description and understanding, Figure 4The aspects depicted are shown and discussed as including a single igniter 177, wherein a single transmission line 115 is monitored by a single sensor 120, but other aspects are not limited thereto. It is conceivable that, without departing from the scope of this disclosure, other aspects may include any desired number of igniters 177, having any desired number of transmission lines 115 monitored by any desired number of sensors 120.

[0074] For example, in some aspects, igniter 177 may include a group of igniters 177, wherein each igniter 177 is coupled to a corresponding transmission line 115. In these aspects, each corresponding transmission line 115 may be communicatively coupled to a corresponding sensor 120, wherein each corresponding sensor 120 is arranged to monitor electrical pulses or signals (e.g., a first spark signal 115a or a second spark signal 115b, or both) on the corresponding transmission line 115. Each sensor 120 is communicatively coupled to controller 113 via a corresponding communication line 121 and is configured to provide controller 113 with a corresponding sensor signal 121a indicating the sensed electrical pulses (e.g., the first spark signal 115a or the second spark signal 115b, or both). Controller 113 may monitor each corresponding communication line 121 sequentially or in parallel. It will be understood that the sampling rate of controller 113 may be arranged based on a desired spark rate. Controller 113 may determine the pulse frequency and / or pulse amplitude of each corresponding igniter 177 based on sensor signal 121a. The controller 113 can determine whether the determined pulse amplitude of each corresponding igniter 177 meets a predetermined pulse amplitude threshold 145b, and / or determine whether the determined pulse amplitude of each corresponding igniter 177 meets the predetermined pulse amplitude threshold 145b. For example, the controller 113 can compare the determined spark rate of each corresponding igniter 177 with a predetermined spark rate threshold 145a stored in the memory 141, and / or compare the determined pulse amplitude of each corresponding igniter 177 with the predetermined pulse amplitude threshold 145b stored in the memory 141. In response to determining that the spark rate of each igniter 177 meets the spark rate threshold 145a, and / or that the pulse amplitude of each igniter 177 meets the predetermined pulse amplitude threshold 145b, the controller 113 can, for example, initiate the injection of fuel F into the burner 180 by triggering a fuel valve signal 119a via the fuel supply control line 119 to operate the fuel valve 133.

[0075] In some aspects, only subgroups of transmission lines 115 are connected to the group of igniters 177 and communicatively connected to the corresponding sensors 120. In these aspects, each corresponding sensor 120 is arranged to monitor electrical pulses or signals (e.g., a first spark signal 115a or a second spark signal 115b, or both) on the corresponding transmission line 115 within the subgroup of transmission lines 115. Each sensor 120 is communicatively connected to the controller 113 via a corresponding communication line 121 and is configured to provide the controller 113 with a corresponding sensor signal 121a indicating a sensed electrical pulse 116. The controller 113 can determine the pulse frequency and / or pulse amplitude on each corresponding transmission line 115 within the subgroup of transmission lines 115 based on the corresponding sensor signal 121a. The controller 113 can determine whether the determined pulse amplitude on each corresponding transmission line 115 in the subgroup of transmission lines 115 meets a predetermined pulse amplitude threshold 145b, and / or determine whether the determined pulse amplitude on each corresponding transmission line 115 in the subgroup of transmission lines 115 meets the predetermined pulse amplitude threshold 145b. For example, the controller 113 can compare the determined spark rate on each corresponding transmission line 115 in the subgroup of transmission lines 115 with a predetermined spark rate threshold 145a stored in the memory 141, and / or compare the determined pulse amplitude on each corresponding transmission line 115 in the subgroup of transmission lines 115 with the predetermined pulse amplitude threshold 145b stored in the memory 141. In response to determining that the spark rate on each of the respective transmission lines 115 in the subgroup of transmission lines 115 meets the spark rate threshold 145a, and / or the pulse amplitude on each of the respective transmission lines 115 in the subgroup of transmission lines 115 meets the predetermined pulse amplitude threshold 145b, the controller 113 may, for example, initiate the injection of fuel F into the burner 180 by triggering the fuel valve signal 119a via the fuel supply control line 119 to operate the fuel valve 133.

[0076] In some aspects, at least one igniter 177 in the group of igniters may be designated as at least one master igniter 177. In these aspects, the controller 113 may be configured to take into account the spark rate and / or pulse amplitude of at least one master igniter 177, regardless of or taking into account the spark rate and / or pulse amplitude of any other (e.g., non-master) igniters 177. For example, the controller 113 may compare a determined spark rate on a corresponding transmission line 115 electrically connected to at least one master igniter 177 with a predetermined spark rate threshold 145a stored in memory 141, and / or compare a determined pulse amplitude on a corresponding transmission line 115 electrically connected to at least one master igniter 177 with a predetermined pulse amplitude threshold 145b stored in memory 141. In response to determining that the spark rate on a corresponding transmission line 115 connected to at least one main igniter 177 meets a spark rate threshold 145a, and / or the pulse amplitude on each corresponding transmission line 115 in a subgroup of transmission lines 115 meets a predetermined pulse amplitude threshold 145b, the controller 113 may initiate the injection or flow of fuel F into or into the burner 180, for example, by triggering a fuel valve signal 119a via a fuel supply control line 119 to operate the fuel valve 133.

[0077] Figure 5A In a non-restrictive aspect, it is controlled by spark control module 114 ( Figure 4 A timing diagram of an exemplary instance of a second spark signal 115b triggered by a time event. The second spark signal 115b is depicted as a series of electrical pulses 116, which have an amplitude (designated as "V1") over time (designated as "t") at least for a predetermined first time period (designated P1). The predetermined first time period P1 may be a predetermined first time interval (e.g., having a predetermined duration).

[0078] Figure 5B It is a description of Figure 5A The instance enters the burner 180 ( Figure 4 A time-series diagram of the state of the fuel flow F over time. For example, Figure 5B It shows that there is no fuel F flow before time t1, and the fuel F flow starts after time t1.

[0079] More specifically, while referring to Figure 4 and Figures 5A-5BBefore the fuel injector 176 injects fuel F into the combustor 180 (e.g., during engine start-up), the spark control module 114 can trigger the igniter 177 to generate or ignite an ignition source or spark 179. The spark control module 114 can trigger a series of electrical pulses 116 to the igniter 177 via a corresponding transmission line 115 to ignite a corresponding series of sparks 179. Each electrical pulse 116 can result in, or be associated with, a corresponding spark 179 generated by the igniter 177. For example, in a non-limiting aspect, the spark control module 114 can provide a first spark signal 115a to the exciter 175 to trigger a second spark signal 115b to the igniter 177. The sensor 120 can monitor the series of electrical pulses 116 on the transmission line 115 during a predetermined first time period P1. In a non-limiting aspect, the predetermined first time period P1 may be based on a calculated, determined, or desired residence time of fuel F in burner 180. In other aspects, the predetermined first time period P1 may be based on any number of factors, including but not limited to the number of igniters 177 connected to burner 180, a particular burner geometry, fuel type, etc.

[0080] Sensor 120 can provide sensor signal 121a, indicating various characteristics of the series of electrical pulses 116, to controller 113 via communication line 121. For example, sensor signal 121a may include an indication of the pulse rate or frequency of the series of electrical pulses 116. Additionally or alternatively, sensor signal 121a may include indications of other characteristics of the series of electrical pulses 116, such as the pulse amplitude, pulse duration, etc. of any one or more of the electrical pulses 116.

[0081] In a non-limiting aspect, controller 113 can determine the pulse frequency during a predetermined first time period P1 based on sensor signal 121a. Since each pulse 116 corresponds to a corresponding spark 179 initiated by igniter 177, controller 113 can determine the spark rate based on the pulse frequency. Controller 113 can also determine whether the spark rate meets a spark rate threshold 145a. For example, in some cases, controller 113 can compare the determined spark rate with a predetermined spark rate threshold 145a stored in memory 141.

[0082] In response to determining that the determined spark rate during a predetermined first time period P1 meets the spark rate threshold 145a, the controller 113 may initiate the injection of fuel F into the burner 180, for example, by triggering a fuel valve signal 119a on the fuel valve 133 via the fuel supply control line 119. For example, the fuel control module 118 may provide the fuel valve signal 119a to operate the fuel pump 132 to provide a flow of fuel F from the fuel tank 131 to the fuel injector 176.

[0083] In response to determining that the determined spark rate does not meet the spark rate threshold 145a, the controller 113 may, for example, prevent fuel F from being injected into or flowing into the burner 180 by blocking or terminating the fuel valve signal 119a of the fuel valve 133. In some non-limiting aspects, in response to determining that the determined spark rate does not meet the spark rate threshold 145a during a predetermined first time period P1, the controller 113 may trigger an alarm or display to the user interface 117 indicating that the determined spark rate does not meet the spark rate threshold 145a.

[0084] In a non-limiting aspect, in response to determining that the determined spark rate during a predetermined first time period P1 does not meet the spark rate threshold 145a, the sensor 120 may continue to monitor the transmission line 115 during a predetermined second time period P2 following the predetermined first time period P1. The predetermined second time period P2 may be a predetermined second time period (e.g., having a predetermined duration).

[0085] Figure 6A A timing diagram is shown for another exemplary instance of a second spark signal 115b triggered by spark control module 114 over time, for one non-limiting instance. The second spark signal 115b is depicted as a series of electrical pulses 116 having an amplitude (designated as "V1") over time (specified as "t" and including a predetermined first time period P1 and a predetermined second time period P2). Figure 6B Describing for Figure 6A The instance enters the burner 180 ( Figure 4 The state of the fuel F flow over time.

[0086] Also refer to Figure 4 and Figures 6A-6B In the specific example shown, controller 113 has determined that the spark rate does not meet the spark rate threshold 145a during a predetermined first time period P1. In this case, controller 113 can, for example, determine the pulse frequency of the series of pulses 116 during a second time period P2 based on sensor signal 121a, and can determine the spark rate during the second time period P2 based on the pulse frequency. Controller 113 can also determine whether the spark rate during the predetermined second time period P2 meets the spark rate threshold 145a, for example, by comparing the determined spark rate with the predetermined spark rate threshold 145a.

[0087] like Figure 6B As shown, in response to determining that the determined spark rate during the predetermined second time period P2 meets the spark rate threshold 145a, the controller 113 can initiate the injection of fuel F into the burner 180 by triggering the fuel valve signal 119a of the fuel valve 133 to supply fuel F from the fuel tank 131 to the fuel injector 176. For example, Figure 6BIt is shown that there is no fuel F flow before the second time period P2 (e.g., at a time equal to t2), and the fuel F flow is started after the second time period P2. In a non-limiting aspect, the duration of the predetermined second time period P2 can be determined based on the calculated or expected residence time of fuel in the burner 180, or the sum of the predetermined first time period P1 and the predetermined second time period P2, or both.

[0088] In some non-limiting aspects, in response to determining that the determined spark rate does not meet the spark rate threshold 145a, the controller 113 may trigger an alarm or display to the user interface 117 indicating that the determined spark rate does not meet the spark rate threshold 145a.

[0089] In response to determining that the determined spark rate during the predetermined second time period P2 does not meet the spark rate threshold 145a, the controller 113 may, for example, prevent fuel F from being injected into or flowing into the burner 180 by blocking or terminating the fuel valve signal 119a of the fuel valve 133. In some non-limiting aspects, in response to determining that the determined spark rate during the predetermined second time period P2 does not meet the spark rate threshold 145a, the controller 113 may trigger an alarm or display to the user interface 117 indicating that the determined spark rate does not meet the spark rate threshold 145a.

[0090] In some non-restrictive aspects, a predetermined delay period may exist between the predetermined first time period P1 and the predetermined second time period P2. The predetermined delay period DP may follow the predetermined first time period P1. The predetermined second time period P2 may follow the predetermined delay period DP.

[0091] Figure 7A A timing diagram is shown for another exemplary instance of a second spark signal 115b triggered by spark control module 114 over time, for one non-limiting instance. The second spark signal 115b is depicted as a series of electrical pulses 116 having an amplitude (designated as "V1") over time (specified as "t", and including a predetermined first time period P1 and a predetermined second time period P2, and also including a predetermined delay period DP between the predetermined first time period P1 and the predetermined second time period P2). Figure 7B Describing for Figure 7A The instance enters the burner 180 ( Figure 4 The state of the fuel flow F over time. For example, Figure 7B This illustrates that there is no fuel F flow before a predetermined second time period P2 (e.g., at a time equal to t3), and the fuel F flow is started after the predetermined second time period P2.

[0092] Also refer to Figure 4 and Figures 7A-7BIn the specific example shown, controller 113 has determined that the spark rate does not meet the spark rate threshold 145a during a predetermined first time period P1. In this case, controller 113 can wait for a predetermined delay period DP, and then determine the pulse frequency of the series of pulses 116 during a predetermined second time period P2 after the predetermined delay period DP, and determine the spark rate during the predetermined second time period P2 based on the pulse frequency. Controller 113 can also determine whether the spark rate during the predetermined second time period P2 meets the spark rate threshold 145a, for example, by comparing the determined spark rate with the predetermined spark rate threshold 145a.

[0093] like Figure 7B As shown, in response to determining that the spark rate determined during the predetermined second time period P2 meets the spark rate threshold 145a, the controller 113 can, for example, initiate the injection of fuel F into the burner 180 by triggering the fuel valve signal 119a to the fuel valve 133 via the fuel supply control line 119.

[0094] In response to determining that the determined spark rate during the predetermined second time period P2 does not meet the spark rate threshold 145a, the controller 113 may, for example, prevent fuel F from being injected into or flowing into the burner 180 by blocking or terminating the fuel valve signal 119a of the fuel valve 133.

[0095] In some non-limiting aspects, in response to determining that the determined spark rate during the predetermined second time period P2 does not meet the spark rate threshold 145a, the controller 113 may trigger an alarm or display to the user interface 117 indicating that the determined spark rate does not meet the spark rate threshold 145a.

[0096] Figure 8 A method 800 for operating an internal combustion engine 110 is described. The internal combustion engine 110 may include a combustor 180, which includes at least one igniter 177. Although described in accordance with a gas turbine engine, it will be understood that method 800 can be applied to any internal combustion engine without departing from the disclosure herein. While for ease of understanding, this document will be based on... Figure 1-4 The method 800 is described with internal combustion engines 10 and 110, but is not limited thereto, and the method 800 can be implemented with any internal combustion engine without departing from the scope of this disclosure.

[0097] Method 800 begins at 810, prior to the injection of fuel F into burner 180, by triggering a series of sparks 179 at at least one igniter 177. For example, triggering the series of sparks 179 at igniter 177 may include providing a series of electrical pulses 116 to igniter 177 via a corresponding transmission line coupled to at least one igniter 177. Method 800 may include, at 820, prior to the injection of fuel F (e.g., hydrogen) into burner 180, monitoring the series of electrical pulses 116 on a corresponding transmission line 115 coupled to at least one igniter 177 during a predetermined first time period P1. In some aspects, the monitoring of the series of electrical pulses 116 may continue during the predetermined first time period P1. The duration (e.g., time) of the predetermined first time period P1 may be based on a calculated, determined, or desired residence time of fuel F in burner 180. In other respects, the duration of the predetermined first time period P1 can be based on any number of factors, including but not limited to the number of igniters 177 connected to the burner 180, a particular burner geometry, fuel type, etc. In a non-limiting aspect, each electrical pulse 116 can individually indicate a spark generated by at least one igniter 177.

[0098] Method 800 may include, at 830, the controller 113 determining, based on the series of electrical pulses 116, the spark rate and / or pulse amplitude of at least one igniter 177 during a predetermined first time period P1. For example, in some aspects, determining the spark rate of at least one igniter 177 during the predetermined first time period P1 based on the series of electrical pulses 116 may also include the controller 113 determining the pulse amplitude of the series of electrical pulses 116.

[0099] Method 800 may include, at 840, the controller 113 determining whether the spark rate of at least one igniter 177 during a predetermined first time period P1 meets a spark rate threshold 145a, and / or whether the pulse amplitude of at least one igniter 177 meets a predetermined pulse amplitude threshold 145b. For example, in some aspects, determining whether the spark rate of at least one igniter 177 during the predetermined first time period P1 meets the spark rate threshold 145a may also include the controller 113 determining whether the pulse amplitude of the series of electrical pulses 116 meets the pulse amplitude threshold 145b.

[0100] In some aspects of method 800, at least one igniter 177 may include a group of igniters 177, and monitoring the series of electrical pulses 116 coupled to a corresponding transmission line 115 of the at least one igniter 177 may include detecting the series of electrical pulses 116 coupled to a corresponding transmission line 115 of at least one subgroup of the group of igniters 177. In these aspects, determining the spark rate of at least one igniter 177 includes determining the spark rate of at least one subgroup of the group of igniters 177. For example, determining whether the spark rate of at least one igniter 177 satisfies a spark rate threshold 145a may include determining whether the spark rate of at least one subgroup of the group of igniters 177 satisfies the spark rate threshold 145a.

[0101] In other non-limiting aspects, at least one igniter 177 in at least one subgroup of the group of igniters 177 may be designated as at least one master igniter 177. In these aspects, monitoring the series of electrical pulses 116 on the corresponding transmission line 115 connected to the at least one subgroup of the group of igniters 177 includes detecting the series of electrical pulses 116 on the corresponding transmission line 115 connected to the at least one master igniter 177. For example, determining the spark rate of at least one subgroup of the group of igniters 177 may include determining the spark rate of at least one master igniter 177, regardless of the spark rates of any of the remaining igniters 177. In these aspects, determining whether the spark rate of at least one subgroup of the group of igniters 177 satisfies a spark rate threshold 145a may include determining whether the spark rate of at least one master igniter 177 satisfies the spark rate threshold 145a.

[0102] In response to determining that the spark rate of at least one igniter 177, or a subgroup of igniters 177, or the main igniter 177 meets a spark rate threshold 145a during a predetermined first time period P1, and / or the pulse amplitude of at least one igniter 177 during the predetermined first time period P1 meets a predetermined pulse amplitude threshold 145b, method 800 may include initiating fuel injection into burner 180 at 850.

[0103] In a non-limiting aspect, method 800 may include, in response to determining that the spark rate of at least one igniter 177 during a predetermined first time period P1 does not meet a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during the predetermined first time period P1 does not meet a predetermined pulse amplitude threshold 145b, method 800 may include preventing fuel F from being injected into burner 180 at 860. In a non-limiting aspect, in response to determining that the spark rate of at least one igniter 177 during the predetermined first time period P1 does not meet a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during the predetermined first time period P1 does not meet a predetermined pulse amplitude threshold 145b, method 800 may include triggering an alarm at 865. For example, controller 113 may send an alarm to user interface 117 (such as a display or monitor).

[0104] In a non-limiting aspect, method 800 may include, in response to determining that the spark rate of at least one igniter 177 during a predetermined first time period P1 does not meet a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during the predetermined first time period P1 does not meet a predetermined pulse amplitude threshold 145b, method 800 may further include, at 910, triggering the series of sparks 179 at at least one igniter 177. For example, triggering the series of sparks 179 at igniter 177 may include providing a series of electrical pulses 116 to igniter 177 via a corresponding transmission line 115 coupled to at least one igniter 177. Method 800 may include, at 920, monitoring the series of electrical pulses 116 on the corresponding transmission line 115 coupled to at least one igniter 177 during a predetermined second time period P2, before injecting fuel F (e.g., hydrogen) into burner 180. The predetermined second time period P2 can be a time period based on the calculated, determined, or desired residence time of fuel F in burner 180. In other respects, the predetermined second time period P2 can be based on any number of factors, including but not limited to the number of igniters 177 connected to burner 180, a specific burner geometry, fuel type, etc. The predetermined delay period DP occurs after the predetermined first time period P1. In some respects, the predetermined second time period P2 may occur after the predetermined delay period DP.

[0105] In some respects, the series of electrical pulses 116 can be monitored continuously during a predetermined second time period P2. In a non-limiting respect, each electrical pulse 116 can individually indicate a spark 179 generated by at least one igniter 177.

[0106] Method 800 may include at 930, whereby controller 113 determines, based on the series of electrical pulses 116, the spark rate and / or pulse amplitude of at least one igniter 177 during a predetermined second time period P2.

[0107] Method 800 may include at 940, whereby controller 113 determines whether the spark rate of at least one igniter 177 during a predetermined second time period P2 meets a spark rate threshold 145a, and / or whether the pulse amplitude of at least one igniter 177 meets a predetermined pulse amplitude threshold 145b.

[0108] In response to determining that the spark rate of at least one igniter 177 during a predetermined second time period P2 meets a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during the predetermined second time period P2 meets a predetermined pulse amplitude threshold 145b, method 800 may include initiating fuel injection into burner 180 at 950.

[0109] In a non-limiting aspect, method 800 may include, in response to determining that the spark rate of at least one igniter 177 during a predetermined second time period P2 does not meet a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during a predetermined first time period P1 does not meet a predetermined pulse amplitude threshold 145b, method 800 may include preventing fuel F from being injected into the burner 180 at 960. In a non-limiting aspect, in response to determining that the spark rate of at least one igniter 177 during a predetermined second time period P2 does not meet a spark rate threshold 145a, and / or the pulse amplitude of at least one igniter 177 during a predetermined second time period P2 does not meet a predetermined pulse amplitude threshold 145b, method 800 may include triggering an alarm at 965.

[0110] Within the scope not yet described, different features and structures of each aspect may be combined or substituted for each other as needed. The fact that a feature is not shown in all examples does not mean that it cannot be shown in this way, but rather that it is done for the sake of brevity. Therefore, various features of different aspects may be mixed and matched as needed to form new aspects, whether or not the new aspects are explicitly described. All combinations or permutations of the features described herein are covered by this disclosure.

[0111] This written description uses examples to illustrate aspects of the disclosure described herein, including best practices, and also enables any person skilled in the art to practice aspects of this disclosure, including making and using any apparatus or system and methods of making any combinations. The patentable scope of aspects of this disclosure is defined by the claims, and may include other examples that would occur to a person skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0112] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0113] A method of operating an internal combustion engine having a burner including at least one igniter, the method comprising: monitoring a series of electrical pulses on corresponding transmission lines connected to the at least one igniter during a predetermined first time period before injecting gaseous fuel into the burner, each electrical pulse indicating a spark generated by the at least one igniter; determining, by a controller, at least one of a spark rate of the at least one igniter or a pulse amplitude of the series of electrical pulses during the predetermined first time period; determining, by the controller, at least one of: whether the spark rate of the at least one igniter during the predetermined first time period meets a spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined first time period meets a pulse amplitude threshold; and in response to determining that the spark rate of the at least one igniter during the predetermined first time period meets the spark rate threshold, or the pulse amplitude of the series of electrical pulses during the predetermined first time period meets the pulse amplitude threshold, initiating the injection of gaseous fuel into the burner.

[0114] The method according to any of the foregoing clauses further includes, in response to determining that the spark rate of the at least one igniter during the predetermined first time period does not meet the spark rate threshold, or that the pulse amplitude of the series of electrical pulses during the predetermined first time period does not meet the pulse amplitude threshold, preventing the injection of the gaseous fuel into the burner.

[0115] The method according to any of the foregoing clauses further includes: monitoring, during a predetermined second time period, a series of electrical pulses on the respective transmission lines coupled to the at least one igniter during the predetermined second time period; determining, by the controller, at least one of the spark rate of the at least one igniter or the pulse amplitude of the series of electrical pulses based on the series of electrical pulses during the predetermined second time period; determining, by the controller, at least one of the following: whether the spark rate of the at least one igniter during the predetermined second time period meets a spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined second time period meets a pulse amplitude threshold; and in response to determining that at least one of the following: the spark rate of the at least one igniter during the predetermined second time period meets the spark rate threshold, or the pulse amplitude of the series of electrical pulses during the predetermined second time period meets the pulse amplitude threshold, initiating the injection of the gaseous fuel into the burner.

[0116] According to any of the foregoing provisions of the method, the predetermined second time period occurs after a predetermined delay period.

[0117] According to any of the foregoing clauses of the method, wherein the at least one igniter comprises a group of igniters, wherein monitoring the series of electrical pulses on a corresponding transmission line connected to the at least one igniter comprises detecting the series of electrical pulses on a corresponding transmission line connected to at least one subgroup of the group of igniters; wherein determining the spark rate of the at least one igniter comprises determining the spark rate of the at least one subgroup of the group of igniters; wherein determining the pulse amplitude of the at least one igniter by the controller comprises determining the pulse amplitude of the at least one subgroup of the group of igniters; wherein determining whether the spark rate of the at least one igniter satisfies the spark rate threshold by the controller comprises determining whether the spark rate of the at least one subgroup of the group of igniters satisfies the spark rate threshold; and wherein determining whether the pulse amplitude of the at least one igniter satisfies the pulse amplitude threshold by the controller comprises determining whether the pulse amplitude of the at least one subgroup of the group of igniters satisfies the pulse amplitude threshold.

[0118] According to the method described in any of the foregoing clauses, wherein at least one igniter in the at least one subgroup of the set of igniters is designated as at least one master igniter, wherein monitoring the series of electrical pulses on the respective transmission lines connected to the at least one subgroup of the set of igniters includes detecting the series of electrical pulses on the respective transmission lines connected to the at least one master igniter; wherein determining the spark rate of the at least one subgroup of the set of igniters during the predetermined first time period by the controller includes determining the spark rate of the at least one master igniter, regardless of the spark rate of any of the remaining igniters; wherein determining the spark rate of the at least one subgroup of the set of igniters by the controller includes determining the spark rate of the at least one master igniter. The pulse amplitude of the at least one subgroup of igniters in a set of igniters includes determining the pulse amplitude of the at least one master igniter during the predetermined first time period, without considering the pulse amplitude of any other igniters; wherein determining by the controller whether the spark rate of the at least one subgroup of the set of igniters meets the spark rate threshold includes determining whether the spark rate of the at least one master igniter meets the spark rate threshold; and wherein determining by the controller whether the pulse amplitude of the at least one subgroup of the set of igniters meets the pulse amplitude threshold includes determining whether the pulse amplitude of the at least one master igniter meets the pulse amplitude threshold.

[0119] According to any of the foregoing provisions of the method, the predetermined first time period is determined based on the expected residence time of the gaseous fuel in the burner.

[0120] According to any of the foregoing provisions of the method, wherein the predetermined first time period is determined based on the number of the at least one igniter.

[0121] The method according to any of the foregoing clauses, wherein the gaseous fuel includes hydrogen fuel.

[0122] The method according to any of the foregoing clauses, wherein the method is performed when the internal combustion engine is started.

[0123] An ignition system for an internal combustion engine includes: a burner having at least one igniter configured to receive a series of electrical pulses and, in response to each electrical pulse, generate a corresponding spark; a corresponding transmission line coupled to the at least one igniter to provide the series of electrical pulses to the at least one igniter; and a corresponding sensor communicatively coupled to each corresponding transmission line, configured to detect electrical pulses on each corresponding transmission line and provide a corresponding signal indicative of the electrical pulses to a controller, wherein the controller is configured to: before injecting fuel into the burner, based on the series of electrical pulses during a predetermined first time period... A series of electrical pulses is used to determine at least one of the spark rate of the at least one igniter or the pulse amplitude of the series of electrical pulses; at least one of the following is determined: whether the spark rate of the at least one igniter during the predetermined first time period meets a spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined first time period meets a pulse amplitude threshold; and in response to determining at least one of the following: whether the spark rate of the at least one igniter during the predetermined first time period meets the spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined first time period meets the pulse amplitude threshold, the injection of fuel into the burner is initiated.

[0124] According to any of the preceding clauses of the ignition system, wherein, in response to determining that at least one of the following: the spark rate of the at least one igniter during the predetermined first time period does not meet the spark rate threshold, or the pulse amplitude of the series of electrical pulses during the predetermined first time period does not meet the pulse amplitude threshold, the controller is configured to prevent the injection of fuel into the burner.

[0125] According to any of the preceding clauses of the ignition system, wherein, in response to determining that the spark rate of the at least one igniter during the predetermined first time period does not meet the spark rate threshold, or that the pulse amplitude of the series of electrical pulses during the predetermined first time period does not meet the pulse amplitude threshold, the controller is further configured to: determine at least one of the spark rate of the at least one igniter or the pulse amplitude of the series of electrical pulses based on the series of electrical pulses during the predetermined second time period before injecting the fuel into the burner; determine, before injecting the fuel into the burner, whether the spark rate of the at least one igniter during the predetermined second time period meets the spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined second time period meets the pulse amplitude threshold; and in response to determining that the spark rate of the at least one igniter during the predetermined second time period meets the spark rate threshold, or that the pulse amplitude of the series of electrical pulses during the predetermined second time period meets the pulse amplitude threshold, initiate the injection of the fuel into the burner.

[0126] According to any of the foregoing clauses, the ignition system wherein the predetermined second time period is after a predetermined delay time period.

[0127] According to any of the preceding clauses of the ignition system, wherein the at least one igniter comprises a group of igniters, and wherein the controller is further configured to: receive, during the predetermined first time period, a corresponding signal indicating a series of electrical pulses on a corresponding transmission line coupled to at least one subgroup of the group of igniters; determine, based on the corresponding signal, at least one of the spark rate of the at least one subgroup of the group of igniters, or the pulse amplitude of the at least one subgroup of the group of igniters, during the predetermined first time period; determine at least one of the following: whether the spark rate of the at least one subgroup of the group of igniters during the predetermined first time period meets the spark rate threshold, or whether the pulse amplitude of the at least one subgroup of the group of igniters meets the pulse amplitude threshold; and in response to determining that the spark rate of the at least one igniter during the predetermined first time period meets the spark rate threshold, or the pulse amplitude of the at least one subgroup of the group of igniters meets the pulse amplitude threshold, initiate the injection of fuel into the burner.

[0128] According to any of the preceding clauses of the ignition system, wherein at least one igniter in the at least one subgroup of the set of igniters is designated as at least one master igniter, and wherein the controller is further configured to: determine at least one of the following: the spark rate of the at least one master igniter without regard to the spark rate of any other igniter, or the pulse amplitude of the at least one master igniter without regard to the pulse amplitude of any other igniter; and determine at least one of the following: whether the spark rate of the master igniter meets a spark rate threshold, or whether the pulse amplitude of the at least one master igniter meets a pulse amplitude threshold.

[0129] According to any of the preceding clauses, the predetermined first time period is determined based on the expected residence time of the fuel in the burner.

[0130] According to any of the foregoing clauses, the predetermined first time period is determined based on the number of the at least one igniter.

[0131] The ignition system according to any of the foregoing clauses, wherein the fuel includes hydrogen fuel.

[0132] According to any of the foregoing clauses, the ignition system wherein the injection of the fuel into the burner occurs when the internal combustion engine is started.

Claims

1. A method of operating an internal combustion engine, said internal combustion engine having a burner including at least one igniter, characterized in that, The method includes: Before injecting gaseous fuel into the burner, a series of electrical pulses are monitored on the corresponding transmission lines connected to the at least one igniter during a predetermined first time period, each electrical pulse indicating a spark generated by the at least one igniter. The controller determines at least one of the spark rate of the at least one igniter or the pulse amplitude of the series of electrical pulses based on the series of electrical pulses during the predetermined first time period; The controller determines at least one of the following: whether the spark rate of the at least one igniter during the predetermined first time period meets a spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined first time period meets a pulse amplitude threshold; and In response to determining that at least one of the following is true: the spark rate of the at least one igniter during the predetermined first time period meets the spark rate threshold, or the pulse amplitude of the series of electrical pulses during the predetermined first time period meets the pulse amplitude threshold, the injection of the gaseous fuel into the burner is initiated.

2. The method according to claim 1, characterized in that, Further, in response to determining that the spark rate of the at least one igniter during the predetermined first time period does not meet the spark rate threshold, or that the pulse amplitude of the series of electrical pulses during the predetermined first time period does not meet the pulse amplitude threshold, the gaseous fuel is prevented from being injected into the burner.

3. The method according to claim 2, characterized in that, Further includes: Before the gaseous fuel is injected into the burner, a series of electrical pulses on the corresponding transmission lines connected to the at least one igniter are monitored during a predetermined second time period; The controller determines at least one of the spark rate of the at least one igniter or the pulse amplitude of the series of electrical pulses based on the series of electrical pulses during the predetermined second time period; The controller determines at least one of the following: whether the spark rate of the at least one igniter during the predetermined second time period meets a spark rate threshold, or whether the pulse amplitude of the series of electrical pulses during the predetermined second time period meets a pulse amplitude threshold; And in response to determining that at least one of the following: the spark rate of the at least one igniter during the predetermined second time period meets the spark rate threshold, or the pulse amplitude of the series of electrical pulses during the predetermined second time period meets the pulse amplitude threshold, the injection of the gaseous fuel into the burner is initiated.

4. The method according to claim 3, characterized in that, in, The predetermined second time period occurs after the predetermined delay period.

5. The method according to claim 1, characterized in that, in, The at least one igniter includes a group of igniters, wherein monitoring the series of electrical pulses on a corresponding transmission line connected to the at least one igniter includes detecting the series of electrical pulses on a corresponding transmission line connected to at least one subgroup of the group of igniters; Determining the spark rate of the at least one igniter includes determining the spark rate of the at least one subgroup of the set of igniters; Determining the pulse amplitude of the at least one igniter includes determining the pulse amplitude of the at least one subgroup of the group of igniters; Determining whether the spark rate of the at least one igniter meets the spark rate threshold includes determining whether the spark rate of the at least one subgroup of the group of igniters meets the spark rate threshold. and Determining whether the pulse amplitude of the at least one igniter meets the pulse amplitude threshold includes determining whether the pulse amplitude of the at least one subgroup of the group of igniters meets the pulse amplitude threshold.

6. The method according to claim 5, characterized in that, in, At least one igniter in the at least one subgroup of the set of igniters is designated as at least one master igniter, wherein monitoring the series of electrical pulses on the respective transmission lines connected to the at least one subgroup of the set of igniters includes detecting the series of electrical pulses on the respective transmission lines connected to the at least one master igniter; Determining the spark rate of the at least one subgroup of the set of igniters includes determining the spark rate of the at least one main igniter, without considering the spark rate of any other igniters. Determining the pulse amplitude of the at least one subgroup of the set of igniters includes determining the pulse amplitude of the at least one main igniter, without considering the pulse amplitude of any other igniters; Determining whether the spark rate of the at least one subgroup of the set of igniters meets the spark rate threshold includes determining whether the spark rate of the at least one main igniter meets the spark rate threshold. and Determining whether the pulse amplitude of at least one subgroup of the set of igniters meets the pulse amplitude threshold includes determining whether the pulse amplitude of at least one main igniter meets the pulse amplitude threshold.

7. The method according to claim 1, characterized in that, in, The duration of the predetermined first time period is based on the expected residence time of the gaseous fuel in the burner.

8. The method according to claim 1, characterized in that, in, The duration of the predetermined first time period is based on the number of the at least one igniter.

9. The method according to claim 1, characterized in that, in, The gaseous fuel includes hydrogen fuel.

10. The method according to claim 1, characterized in that, in, The method is performed when the internal combustion engine is started.

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