Systems comprising a fuel injection device

Abstract

System (100) comprising: a fuel injection device (66) located in a cylinder head (16); a passage (230, 330) located below the cylinder head (16) in a combustion chamber (30), the passage (230, 330) being directed towards a fuel injection port (271) of a nozzle (212) of the fuel injection device (66); and a control (12) with computer-readable instructions which, when implemented, enable the control (12) to: reduce a cylinder temperature in response to an amount of light measured by a light sensor (92) in the passage (230, 330) exceeding a threshold amount of light.

Description

Area The present description generally relates to methods and systems for a fuel injection device that includes air intake features. General state of the art / Summary Relevant prior art includes, for example, the documents US 2005 / 0247066A1, US 5659133A and US 4891970A. In diesel engines, air is drawn into a combustion chamber during the intake stroke by opening one or more intake valves. Then, during the subsequent compression stroke, the intake valves are closed, and a reciprocating piston in the combustion chamber compresses the gases drawn in during the intake stroke, thus increasing the temperature of the gases in the combustion chamber. Fuel is then injected into the hot, compressed gas mixture in the combustion chamber, resulting in combustion. Thus, in a diesel engine, due to the high temperature of the air, the fuel burns with the air in the combustion chamber and cannot be ignited by a spark plug as in a gasoline engine. The burning air-fuel mixture pushes against the piston, driving its movement, which is then converted into rotational energy by a crankshaft. However, the inventors recognized potential problems with such diesel engines. For example, diesel fuel cannot mix evenly with the air in the combustion chamber, leading to the formation of dense pockets of fuel. These dense regions of fuel can produce soot during combustion. Therefore, conventional diesel engines incorporate particulate filters to reduce the amount of soot and other fine particulate matter in their emissions. However, such particulate filters result in increased costs and fuel consumption. Modern technologies for combating engine soot emissions incorporate features to introduce air before fuel injection. This can involve passages located in the injector body, as an insert in the cylinder head's surface, or within the cylinder head itself. Ambient air mixes with the fuel, thus cooling the injection temperature before the mixture is delivered to the compressed air in the cylinder. By introducing cooled air before fuel injection, the lever arm length is increased, delaying the onset of combustion. This limits soot production across a range of engine operating conditions, thereby reducing the need for a particulate filter. However, the inventors of the present invention have recognized potential problems with such injection devices. For example, the fuel injection devices described above may no longer be sufficient to prevent soot formation in light of increasingly stringent emission standards. Consequently, particulate filters may be located in the exhaust system, thereby increasing manufacturing costs and installation constraints in the vehicle. Against this background, the invention proposes a system according to claim 1. Advantageous embodiments are described in the dependent claims. In one example, the problems described above can be addressed by a system comprising a fuel injection device, comprising a nozzle tip immersed in a combustion chamber below a cylinder head, wherein the nozzle tip includes one or more fuel injection ports designed to inject at an angle relative to a central axis of the fuel injection device, and one or more mixing ports designed to receive fuel injection or combustion chamber gases, wherein the one or more mixing ports designed to receive fuel injection are oblique to the central axis and directed towards the fuel injection ports, and wherein the one or more mixing ports designed to receive combustion chamber gases include ports that are perpendicular to and parallel to the central axis.wherein the one or more mixing passages designed to receive fuel injection are designed to receive combustion chamber gases from the one or more mixing passages designed to receive combustion chamber gases via one or more venturi passages and a vane. In this way, soot formation is limited or prevented if pre-combustion is detected in the passage. As an example, the mixing ports are integrated into one or more of a fuel injector line and nozzle tip. The first and second mixing ports are designed to receive combustion chamber gases during a cylinder compression stroke. A third mixing port receives the fuel injection and is designed to receive combustion chamber gases from the first and second mixing ports via the venturi and / or vane. By mixing the fuel and air before releasing the fuel into the combustion chamber, the dense fuel pockets described above can be avoided. A light sensor in the third mixing port can determine whether the mixture has been combusted before it flows from the port to the engine. If this has occurred, one or more engine operating parameters are adjusted to reduce combustion chamber temperature.This allows a compact and easy-to-manufacture pipe and / or nozzle tip to reduce and / or prevent soot generation during a wide range of engine operating conditions. Brief description of the drawings Fig. 1 shows a schematic representation of an exemplary engine system that includes a fuel-air mixing chamber. Fig. 2A shows a side cross-sectional view of an injection device and a line of the fuel-air mixing chamber. Fig. 2B shows a first embodiment of the line. Fig. 2C shows a second embodiment of the line. Fig. 3 shows an embodiment of an injection device that has an injection nozzle with integrated mixing passages. Figs. 2A-3 are shown approximately to scale. Fig. 4 shows a method for adjusting cylinder operating conditions in response to an emission output. Fig. 5 shows an operating sequence based on the engine system from Fig. 1, in which the method illustrated in Fig. 4 is implemented. Detailed description The following description concerns systems and methods for injecting fuel into an engine cylinder. In particular, the following description concerns systems and methods for injecting diesel fuel. An engine system, such as the one shown in Fig. 1, can comprise one or more engine cylinders, each comprising at least one fuel injection device. The fuel injection devices can be direct injection devices that inject fuel directly into the engine cylinders. However, when diesel fuel is injected directly into the cylinders, it may not mix uniformly with the air in the cylinders, resulting in pockets of denser and / or less oxygenated fuel in the cylinders, where soot can be generated during the combustion cycle. To reduce the amount of soot produced by an engine, air passages can be incorporated. Specifically, these air passages can be positioned within a section of a fuel injection nozzle, in fluidic communication with the combustion chambers. This allows gases from a combustion chamber to flow through the air passages, where they can mix with the injected fuel before combustion. This improves air-fuel mixing and reduces the likelihood of fuel pockets forming. To further reduce the amount of soot produced by the engine, one or more lines can be connected to each of the engine's fuel injectors. These lines can include one or more air inlet features designed to mix cylinder air with the fuel before injection. In one example, the air inlet features correspond to outlets or passages for cooled air. This can prevent premature ignition of the fuel injection by increasing the ignition lever length and delaying the onset of ignition. This increases the homogeneity of the air-fuel mixture, minimizing the formation of fuel pockets in the cylinder. In some examples, as described in Figs. 2A-2C, the air passages may be contained within a line coupled to the fuel injection device and extending into a cylinder chamber below a cylinder head. The line is designed to enhance air-fuel mixing via surface features located within it. In other examples, such as those shown in Fig. 3, the air passages can be incorporated into a section of the fuel injection device that projects into the cylinder chamber below a cylinder head. The air passages can increase air-fuel mixing via an interface between the air passages and fuel passages. In some examples, methods and systems involve adjusting engine operating conditions based on conditions in the cylinder and / or nozzle or in the intake manifold. For example, a photodiode in the intake manifold and / or nozzle can track emitted light, thus indicating combustion in the manifold and / or nozzle. A method for adjusting engine operating parameters based on emitted light is shown in Fig. 4. An exemplary timeline for adjusting engine operating parameters based on the method from Fig. 4 is shown in Fig. 5. Figures 1-3 show exemplary arrangements with a relative positioning of the various components. If such elements are shown in direct contact or direct coupling, they can be described as directly contacting or directly coupled, respectively, in at least one example. Likewise, elements shown abutting or adjacent to one another can be described as abutting or adjacent, respectively, in at least one example. As one example, components that share surfaces can be described as sharing surfaces. As another example, elements positioned separately from one another, with only a space between them and no other components, can be described as such, at least in one example.As another example, elements shown above / below each other, on opposite sides, or to the left / right of each other can be described as such in relation to one another. Furthermore, as shown in the figures, a topmost element or the highest point of an element can be described as a "top" of the component in at least one example, and a bottommost element or the lowest point of the element can be described as a "bottom" of the component. In the sense used here, top / bottom, upper / lower, and above / below can refer to a vertical axis of the figures and be used to describe the positioning of elements of the figures in relation to one another. Accordingly, elements shown above other elements are, in one example, positioned vertically above the other elements.As another example, the shapes of elements depicted within the figures may be described as having those shapes (e.g., as round, straight, flat, curved, rounded, chamfered, angled, or the like). Furthermore, elements shown to intersect may, in at least one example, be described as intersecting elements or as intersecting elements. Even further, an element shown within or outside another element may, in one example, be described as such. It is understood that one or more components described as "substantially similar and / or identical" may differ from one another depending on manufacturing tolerances (e.g., by 1-5%). Air in the combustion chambers may pass through the air passages, and a more thorough and uniform mixing of the fuel and air may be achieved before combustion.In particular, the pilot light distance, a term often used by those skilled in the art to describe the distance between the fuel mist and the pilot flame, can be increased. This allows more air to be drawn in by the fuel before combustion. Consequently, combustion can be delayed and the air intake by the fuel can be increased, resulting in more complete and soot-free combustion. Fig. 1 shows an engine system 100 for a vehicle. The vehicle can be a road vehicle with drive wheels that contact a road surface. The engine system 100 includes the engine 10, which comprises a plurality of cylinders. Fig. 1 describes one such cylinder or combustion chamber in detail. The various components of the internal combustion engine 10 can be controlled by the electronic engine control unit 12. The engine 10 comprises a cylinder block 14 with at least one cylinder bore 20, and a cylinder head 16 with intake valves 152 and exhaust valves 154. In other examples, the cylinder head 16 may include one or more intake ports and / or exhaust ports, particularly in examples where the engine 10 is designed as a two-stroke engine. The cylinder block 14 comprises cylinder walls 32 with a piston 36 positioned therein and connected to a crankshaft 40. The cylinder bore 20 can be defined as the volume enclosed by the cylinder walls 32. The cylinder head 16 can be coupled to the cylinder block 14 to enclose the cylinder bore 20. Thus, when coupled, the cylinder head 16 and the cylinder block 14 can form one or more combustion chambers.In particular, the combustion chamber 30 can be the volume contained between an upper surface 17 of the piston 36 and a fire deck 19 of the cylinder head 16. Thus, the volume of the combustion chamber 30 is adjusted based on the oscillation of the piston 36. The combustion chamber 30 can also be referred to here as the cylinder 30. According to the illustration, the combustion chamber 30 communicates with the intake manifold 144 and the exhaust manifold 148 via corresponding intake valves 152 and exhaust valves 154. Each intake and exhaust valve can be actuated by an intake cam 51 and an exhaust cam 53. Alternatively, one or more of the intake and exhaust valves can be controlled by an electromechanically controlled valve coil and armature assembly. The position of the intake cam 51 can be determined by an intake cam sensor 55. The position of the exhaust cam 53 can be determined by an exhaust cam sensor 57.Thus, when the valves 152 and 154 are closed, the combustion chamber 30 and the cylinder bore 20 can be fluidically sealed so that gases cannot enter or leave the combustion chamber 30. The combustion chamber 30 can be formed by the cylinder walls 32 of the cylinder block 14, the piston 36, and the cylinder head 16. The cylinder block 14 can include the cylinder walls 32, the piston 36, the crankshaft 40, etc. The cylinder head 16 can include one or more fuel injection devices, such as the fuel injection device 66, one or more intake valves 152, and one or more exhaust valves, such as the exhaust valves 154. The cylinder head 16 can be connected to the cylinder block 14 by fasteners such as bolts and / or screws.In particular, when coupled, the cylinder block 14 and the cylinder head 16 can be in sealing contact with each other via a gasket, and thus the cylinder block 14 and the cylinder head 16 can seal the combustion chamber 30 so that gases can only flow into and / or out of the combustion chamber 30 via the intake manifold 144 when the intake valves 152 are open, and / or via the exhaust manifold 148 when the exhaust valves 154 are open. In some examples, each combustion chamber 30 may contain only one intake valve and one exhaust valve. In other examples, however, each combustion chamber 30 of the engine 10 may contain more than one intake valve and / or more than one exhaust valve. A line 18 is located below the cylinder head 16 in the combustion chamber 30. Specifically, the line 18 is located entirely within a volume of the combustion chamber 30. Alternatively, the line 18 is located partially within the combustion chamber 30 and within the cylinder head 16. The section of the line 18 located within the combustion chamber 30 may be designed with one or more air passages to mix fuel from the fuel injection device 66 with combustion chamber gases, as described below in Fig. 2A, Fig. 2B, and Fig. 2C. In some examples, the line 18 may be additionally or alternatively omitted, and the injection device 66 may extend through the cylinder head 16 and into the combustion chamber 30.A section of the injection device 66, located in the combustion chamber 30 below the cylinder head 16, may be provided with air passages to mix fuel from the fuel injection device 66 with combustion chamber gases, as described below in Fig. 3. The cylinder walls 32, the piston 36, and the cylinder head 16 can thus form the combustion chamber 30, with an upper surface 17 of the piston 36 serving as the bottom wall of the combustion chamber 30, while an opposite surface or fire deck 19 of the cylinder head 16 forms the upper wall of the combustion chamber 30. Therefore, the combustion chamber 30 can be the volume contained within the upper surface 17 of the piston 36, the cylinder walls 32, and the fire deck 19 of the cylinder head 16. The fuel injection device 66 can be positioned to inject fuel directly into the combustion chamber 30, a process known to those skilled in the art as direct injection. Specifically, the fuel injection device 66 is positioned to inject fuel directly into the section of line 18 located within the combustion chamber 30. Thus, fuel can flow from the injection device 66 through line 18 and then into the combustion chamber 30. The fuel injector 66 dispenses liquid fuel proportionally to the pulse width of the FPW signal from the controller 12. The fuel is supplied to the fuel injection device 66 by a fuel system (not shown), including a fuel tank, a fuel pump, and a fuel distributor. Operating current is supplied to the fuel injection device 66 by a drive unit 68, which responds to the controller 12.In some examples, the engine 10 can be a diesel engine and the fuel tank can contain diesel fuel, which can be injected into the combustion chamber 30 by the injection device 66. In other examples, however, the engine 10 can be a gasoline engine and the fuel tank can contain gasoline fuel, which can be injected into the combustion chamber by the injection device 66. Furthermore, in such examples where the engine 10 is designed as a gasoline engine, it can include a spark plug to initiate combustion in the combustion chamber 30. In some examples, the line 18 may be included to reduce the temperature of the air introduced by the fuel injected by the injection device 66. Specifically, as the fuel leaves the injection device 66 during fuel injection, it may travel a distance while mixing with air in the line 18 prior to combustion. In the description herein, the distance traveled by the fuel mist before combustion may be referred to as the "leverage distance." In particular, the leverage distance may refer to the distance traveled by the injected fuel before the combustion process begins. Thus, the leverage distance may be the distance between an opening in the injection device 66, from which the fuel exits, and a location in the combustion chamber 30 where the combustion of the fuel takes place. Line 18 can reduce the temperature of the gases that mix with the fuel prior to combustion in the combustion chamber 30. This can increase the displacement length of the fuel mist and / or the amount of air introduced into the fuel mist. Line 18 can be positioned within the combustion chamber 30 and be in fluidic communication with it, allowing gases in the combustion chamber 30 to enter the mixing passages of line 18 and be recirculated into the combustion chamber 30. For example, intake air introduced into the combustion chamber 30 during an intake stroke can be forced into line 18 for the entire compression stroke or part thereof.In other examples, the line 18 can be partially positioned outside the combustion chamber 30, so that at least one section of the mixing passage 18 can be positioned inside the combustion chamber 30 and a remaining section can be positioned outside the combustion chamber 30 in the cylinder head 16. In some examples, such as the example in Fig. 1, the line 18 may be positioned vertically below the cylinder head 16 with respect to the ground when coupled in a road vehicle. In some examples, essentially the entire line 18 may be positioned outside the cylinder head 16, so that no section of the line 18 extends into the cylinder head 16. In other examples, however, a section of the line 18 may extend into the cylinder head 16. In some examples, such as the one shown in Fig. 1, the line 18 can be positioned between one or more outlets of the fuel injection device 66 and the combustion chamber 30. Thus, fuel injected by the injection device 66 can pass through the line 18 before entering the combustion chamber 30. In particular, the injection device 66 can be coupled to a top surface of the line 18 where the mixing passages of the line 18 to the combustion chamber 30 are open. For example, as shown below with reference to Fig. 2A and Fig. 2C, the top surface and / or upper section of the line 18 can be pressed against the fire deck 19 of the cylinder head 16 and / or can integrally form a section of the fire deck 19.Thus, fuel can be injected from the injection device 66 and can exit the injection device 66 from a position vertically above the combustion chamber 30 and the cylinder block 14 and vertically above the fire deck 19 of the cylinder head 16. A glow plug may be additionally included to heat the fuel injected by the fuel injection device 66 in order to enhance combustion, for example, during engine start-up or cold start. In some examples, such as those where the line 18 is located between the fuel injection device 66 and the combustion chamber 30, the glow plug may be connected to and extend into the line 18. In other examples, the glow plug may be connected to and extend into the combustion chamber 30. According to the illustration, the intake manifold 144 communicates with an optional electronic throttle 62, which sets the position of a throttle valve 64 to regulate the airflow to the engine cylinder 30. This can include regulating the airflow of charged air from an intake charge chamber 146. In some embodiments, the throttle 62 can be omitted, and airflow to the engine can be controlled via a single air intake system throttle (AIS throttle) 82, which is coupled to the air intake duct 42 and located upstream of the intake charge chamber 146. In still other examples, the throttle 82 can be omitted, and airflow to the engine can be controlled by the throttle 62. In some embodiments, the internal combustion engine 10 is designed to provide exhaust gas recirculation (EGR). If included, the EGR can be provided as high-pressure and / or low-pressure EGR. In examples where the engine 10 incorporates low-pressure EGR, the low-pressure EGR can be supplied to the engine air intake system via the EGR passage 135 and the EGR valve 138 at a location downstream of the air intake system (AIS) throttle 82 and upstream of the compressor 162 from a point in the exhaust system downstream of the turbine 164. The EGR can be drawn from the exhaust system to the intake air system, where there is a pressure differential to drive the flow. A pressure differential can be created by partially closing the AIS throttle 82. The throttle valve 84 regulates the pressure at the inlet to the compressor 162.The AIS can be electrically controlled, and its position can be set based on optional position sensors 88. Ambient air is drawn into the combustion chamber 30 via the intake duct 42, which contains the air filter 156. Thus, air first enters the intake duct 42 via the air filter 156. The compressor 162 then draws air from an air intake duct 42 to supply the charge pressure chamber 146 with compressed air via a compressor outlet pipe (not shown in Fig. 1). In some examples, the air intake duct 42 may include an air box (not shown) with a filter. In one example, the compressor 162 may be a turbocharger, in which power is drawn to the compressor 162 by the flow of exhaust gases through the turbine 164. Specifically, exhaust gases can cause the turbine 164, which is coupled to the compressor 162 via the shaft 161, to rotate. A wastegate 72 allows exhaust gases to bypass the turbine 164, so that boost pressure can be regulated under varying operating conditions.Wastegate 72 can be closed (or its opening can be reduced) in response to an increased boost demand, such as during increased pedal input by the driver. Closing the wastegate increases exhaust pressures upstream of the turbine, which increases the turbine's speed and peak power output. This allows for an increase in boost pressure. Additionally, the wastegate can be moved towards the closed position to maintain the desired boost pressure when the compressor recirculation valve is partially open. Conversely, wastegate 72 can be opened (or its opening can be increased) in response to a decrease in boost demand, such as during reduced pedal input by the driver.Opening the wastegate reduces exhaust pressure, which in turn reduces turbine speed and peak power output. This allows for a reduction in boost pressure. However, in alternative embodiments, the compressor 162 can be a compressor in which power is drawn from the crankshaft 40. Thus, the compressor 162 can be coupled to the crankshaft 40 via a mechanical connection such as a belt. This allows a portion of the rotational energy output by the crankshaft 40 to be transferred to the compressor 162 to drive it. The compressor recirculation valve 158 (CRV) can be provided in a compressor recirculation path 159 around the compressor 162, allowing air to move from the compressor outlet to the compressor inlet to reduce pressure that may develop across the compressor 162. An intercooler 157 can be positioned in the charge chamber 146 downstream of the compressor 162 to cool the charged intake air supplied to the engine inlet. However, in other examples, as shown in Fig. 1, the intercooler 157 can be positioned downstream of the electronic throttle 62 in an intake manifold 144. In some examples, the intercooler 157 can be an air-to-air intercooler. However, in other examples, the intercooler 157 can be a liquid-to-air intercooler. In the example shown, the compressor return path 159 is designed to return cooled compressed air from downstream of the charge air cooler 157 to the compressor inlet. In alternative examples, the compressor return path 159 can be designed to return compressed air from both downstream of the compressor and upstream of the charge air cooler 157 to the compressor inlet. The compressor return valve (CBV) can be opened and closed by an electrical signal from the controller 12. The compressor return valve (CRV) 158 can be designed as a three-stage valve with a standard half-open position from which it can be moved to a fully open or fully closed position. As shown, a wideband lambda (UEGO) sensor 126 is coupled to the exhaust manifold 148, which is located upstream of the emission control device 70. The emission control device can be a catalyst and can be referred to herein as catalyst 70. Alternatively, the UEGO sensor 126 can be replaced by a binary lambda sensor. In one example, the catalyst 70 can contain several catalyst modules. In another example, several emission control devices, each containing several modules, can be used. In one example, the catalyst 70 can be a three-way catalyst. While the illustrated example shows the UEGO sensor 126 upstream of the turbine 164, it is understood that in alternative embodiments the UEGO sensor can be positioned in the exhaust manifold, which is located downstream of the turbine 164 and upstream of the catalyst 70. In some examples, a diesel particulate filter (DPF) 74 can be coupled downstream of the emission control device 70 to capture soot. The DPF 74 can be made of a variety of materials, including cordierite, silicon carbide, and other high-temperature oxide ceramics. The DPF 74 can be periodically regenerated to reduce soot deposits in the filter that resist the exhaust flow. Filter regeneration can be achieved by heating the filter to a temperature at which the soot particles are burned off at a faster rate than new soot particles are deposited, for example, at 400–600 °C. However, in other examples, due to the inclusion of line 18 and / or mixing passages in a nozzle of the fuel injection device 66, the DPF 74 may not be included in the engine 10. Thus, by including line 18, the amount of air introduced by the fuel in line 18 before combustion in the combustion chamber 30 is increased. This can reduce soot production during the combustion cycle. In some examples, the soot levels can be reduced to almost zero due to the increased mixing of fuel and air before combustion / ignition of the mixture in the combustion chamber 30. Therefore, in some examples, virtually no soot (e.g., zero soot) can be produced by the engine 10 during the combustion cycle.In other examples, soot production can be reduced due to the inclusion of line 18, and thus the DPF 74 can be regenerated less frequently, thereby reducing fuel consumption. During the combustion cycle, each cylinder within the engine 10 can complete a four-stroke cycle, comprising an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the intake and power strokes, the piston 36 moves away from the cylinder head 16 toward the bottom of the cylinder, thereby increasing the volume between the top of the piston 36 and the fire deck 19. The position where the piston 36 is near the bottom of the cylinder and at the end of its intake and / or power stroke (e.g., when the combustion chamber 30 has reached its maximum volume) is typically referred to by those skilled in the art as bottom dead center (BDC). Conversely, during the compression and exhaust strokes, the piston 36 moves away from BDC toward the top of the cylinder (e.g., the fire deck 19), thereby reducing the volume between the top of the piston 36 and the fire deck 19.The position where the piston 36 is located near the top of the cylinder and at the end of its compression and / or exhaust stroke (e.g., when the combustion chamber 30 has its smallest volume) is typically referred to by those skilled in the art as top dead center (TDC). Thus, during the intake and power strokes, the piston 36 moves from TDC to bottom dead center (BDC), and during the compression and exhaust strokes, the piston 36 moves from BDC to TDC. Generally, during the intake stroke, the exhaust valves 154 close and the intake valves 152 open to draw intake air into the combustion chamber 30. During the compression stroke, both valves 152 and 154 can remain closed while the piston 36 compresses the gas mixture introduced during the intake stroke. During the compression stroke, gases in the combustion chamber 30 can be forced into the duct 18 due to the positive pressure generated by the piston 36 as it moves towards the duct 18. The gases from the combustion chamber 30 can dissipate heat through one or more of the cylinder head 16 and the surrounding air via conduction and / or convection. Thus, the temperature of the gases in the duct 18 can be reduced relative to the temperature of the gases in the combustion chamber 30. When piston 36 is near or at top dead center (TDC) during the compression and / or power stroke, fuel is injected into the combustion chamber 30 by the injection device 66. During the subsequent power stroke, valves 152 and 154 remain closed while the expanding and burning fuel-air mixture pushes piston 36 toward bottom dead center (BDC). In some examples, fuel can be injected before piston 36 reaches TDC during the compression stroke. However, in other examples, fuel can be injected when piston 36 reaches TDC. In still other examples, fuel can be injected after piston 36 reaches TDC and begins to move back toward BDC during the power stroke. In yet other examples, fuel can be injected during both the compression and power strokes. Fuel can be injected over a specific duration. The amount of injected fuel and / or the duration of fuel injection can be varied by pulse width modulation (PWM) according to one or more linear or non-linear equations. Furthermore, the injection device 66 can include a plurality of injection ports, and the amount of fuel injected from each port can be varied as required. The injected fuel moves through a volume of line 18 before entering the combustion chamber 30. In other words, line 18 includes air passages and fuel passages to introduce air and fuel, with the passages located within the combustion chamber 30. However, the passages are defined by areas of line 18, and fuel and air flow through these passages before exiting line 18 and entering the combustion chamber 30 to mix with unmixed combustion chamber gases. The flow of air and fuel through line 18 is described in more detail below. It is understood that the same phenomenon can occur if the line is omitted and passages are instead integrated into a nozzle of the fuel injection device 66. During the exhaust stroke, the exhaust valves 154 can open to release the burnt air-fuel mixture to the exhaust manifold 148, and the piston 36 returns to top dead center (TDC). Exhaust gases can then flow via the exhaust port 180 from the exhaust manifold 148 to the turbine 164. Both the exhaust valves 154 and the intake valves 152 can be adjusted between their respective closed first positions and open second positions. Furthermore, the position of the valves 154 and 152 can be adjusted to any position between their respective first and second positions. In the closed first position of the intake valves 152, no air and / or air-fuel mixture flows between the intake manifold 144 and the combustion chamber 30. In the open second position of the intake valves 152, air and / or no air-fuel mixture flows between the intake manifold 144 and the combustion chamber 30. In the closed second position of the exhaust valves 154, no air and / or air-fuel mixture flows between the combustion chamber 30 and the exhaust manifold 148.However, when the exhaust valves 154 are in the open second position, air and / or an air-fuel mixture can flow between the combustion chamber 30 and the exhaust manifold 148. It should be noted that the above scheme regarding the opening and closing of the valves is merely an example and that the timing of the opening and / or closing of the intake and exhaust valves may vary, for example to provide positive or negative valve overlap, late closing of the intake valve, or various other examples. The control unit 12 is shown in Fig. 1 as a microcomputer comprising: a microprocessor unit 102, input / output channels 104, read-only memory 106, random access memory 108, keep-alive memory 110, and a conventional data bus. The control unit 12 is shown receiving various signals from the sensors connected to the internal combustion engine 10, in addition to those previously described, including: the engine coolant temperature (ECT) from the temperature sensor 112, which is connected to a cooling sleeve 114; a position sensor 134, which is coupled to an input device 130 to detect the pedal position (PP) of the input device set by a driver 132; and a knock sensor for determining the ignition of exhaust gases (not shown). a measurement of the engine manifold pressure (MAP) from the pressure sensor 121, which is coupled to the intake manifold 144;A measurement of the boost pressure from the pressure sensor 122, which is coupled to the boost pressure chamber 146; an engine position sensor from a Hall effect sensor 118, which detects the position of the crankshaft 40; a measurement of the mass of air entering the internal combustion engine from sensor 120 (e.g., a hot-wire air flow meter); and a measurement of the throttle position from sensor 58. Atmospheric pressure can also be detected for processing by the controller 12 (sensor not shown). Premature combustion can be detected by a photodiode 92, which measures lumens in line 18 for processing by the controller 12. In a preferred aspect of the present description, the Hall effect sensor 118 generates a predetermined number of uniformly spaced pulses at each revolution of the crankshaft, from which the engine speed (rpm) can be determined. The input device 130 can include an accelerator pedal and / or a brake pedal. Thus, outputs from the position sensor 134 can be used to determine the position of the accelerator pedal and / or brake pedal of the input device 130 and thereby determine a desired engine torque. In this way, a desired engine torque, as requested by the driver 132, can be estimated based on the pedal position of the input device 130. The control unit 12 receives signals from the various sensors shown in Fig. 1 and uses the various actuators shown in Fig. 1 to adjust the combustion engine operation based on the received signals and instructions stored in the control unit's memory. For example, adjusting cylinder temperatures based on a detected light level exceeding a threshold light level can involve adjusting the amount of EGR flowing to the engine 10. For instance, the EGR valve 138 can be moved closer to the fully open position. In one example, the threshold light level is based on a light level corresponding to the ignition advance in line 18. Thus, the fuel-air mixture in line 18 is too hot and can ignite before entering the combustion chamber. In this way, soot formation can exceed a desired level.Adjusting the amount of EGR injection may involve increasing the amount of EGR to reduce combustion chamber temperatures, which may decrease the pre-ignition in channel 18. Thus, a system comprises a fuel injection device comprising a nozzle tip immersed in a combustion chamber below a cylinder head, the nozzle tip comprising one or more fuel injection ports designed to inject at an angle relative to a central axis of the fuel injection device, and one or more mixing ports designed to receive fuel injection or combustion chamber gases, the one or more mixing ports designed to receive fuel injection being oblique to the central axis and directed towards the fuel injection ports, and the one or more mixing ports designed to receive combustion chamber gases comprising ports perpendicular to and parallel to the central axis, wherein the one or more mixing ports designed to receive fuel injection are designedto receive combustion chamber gases from the one or more mixing passages designed to receive combustion chamber gases via one or more venturi passages and a louver. The one or more mixing ports integrated into the nozzle tip and designed to receive combustion chamber gases include upper ports arranged perpendicular to the central axis and lower ports arranged parallel to the central axis, the lower ports being located farther from the cylinder head than the upper ports. Each of the one or more mixing ports designed to receive fuel injection is located between the upper and lower ports, and the diameter of the one or more fuel injection ports increases at a junction where the upper and lower ports are fluidically coupled to the one or more fuel injection ports. Additionally or alternatively, the one or more mixing ports designed to receive combustion chamber gases include a first mixing port located adjacent to the cylinder head and a second mixing port located distal to the cylinder head, the first mixing port being perpendicular to the central axis and the second port being parallel to the central axis. Furthermore, the one or more mixing ports designed to receive fuel injection include a third mixing port located at an angle to the central axis and situated between the first and second mixing ports. The first, second, and third mixing ports are integrated into a cylindrical conduit, a portion of which is coupled to the fuel injection device in the cylinder head, and the remaining portion of which, comprising the mixing ports, is located below the cylinder head.Figures 2A-2C contain an axis system 290 that can be used to describe the relative positioning of components of the motor system. The axis system 290 can include a vertical axis 292, a lateral axis 294, and a longitudinal axis 296. The axes 292, 294, and 296 can be orthogonal to each other, thus defining a three-dimensional axis system. In the sense used herein, "above / below," "upper / lower," and "above / below" can refer to the vertical axis 292 and be used to describe the positioning of elements of the figures relative to each other along the vertical axis 292. Thus, a first component described as "vertically above" a second component can be positioned vertically above the second component relative to the vertical axis 292 (e.g., in a positive direction along the axis 292 relative to the second component).Likewise, “left / right of” and “side of” can be used to describe the positioning of elements of the figures relative to each other along the lateral axis 294. Focusing on Fig. 2A, a side cross-sectional view 200 of the injection device 66, which may be contained in the engine 10, is shown, as described above with reference to Fig. 1. As shown in Fig. 2A, the line 18 is physically coupled to a nozzle 212 extending from an injection element 210 of the fuel injection device 66. The section of the line 18 above the cylinder head 16 is coupled to the head by means of a button, press fit, screws, clamps, fusions, and / or welds. Thus, the line 18 is hermetically sealed with the cylinder head 16, so that pressurized contents in the cylinder do not flow through the coupling between the line 18 and the cylinder head 16. In this way, sections of the line 18 outside the combustion chamber 30 and in the cylinder head 16 do not receive combustion chamber gases. Additionally or alternatively, the pipe 18 can be located entirely below the cylinder head 16. Thus, the upper surface of the pipe 18 is flush with the fire deck 19 of the cylinder head 16. It is understood that the pipe 18 can be coupled to the fire deck 19 via any of the coupling elements described above. Furthermore, the pipe 18 is pressed against the fire deck 19 to form a hermetic seal that prevents the passage of gases and liquids. In one example, the conduit 18 is cylindrical. Thus, the diameter of the conduit 18 is uniform over its entire height. It is understood that the conduit 18 can have other shapes without deviating from the scope of protection of this disclosure. For example, the conduit 18 can be frustoconical, cubic, trigonal, pyramidal, etc. The fire deck 19 represents a lowermost section of the cylinder head 16 relative to the vertical axis 292. Thus, the fire deck 19 is a surface of the cylinder head 16 facing the combustion chamber 30. Furthermore, combustion chamber gases can come into contact with the fire deck 19. As described above, the volume of the combustion chamber 30 is bounded by the cylinder head 16, a piston (e.g., the piston 36 from Fig. 1), and cylinder side walls (e.g., the cylinder side walls 32 from Fig. 1). The volume of the combustion chamber 30 includes at least a section of the passage 18 or even the entire passage 18. While the volume of the combustion chamber 30 is adjustable via the piston, the volume of the passage 18 is fixed and does not change. Thus, when the piston is in top dead center (TDC) position, it is closest to the passage 18, and the volume of the combustion chamber 30 is at its smallest.Alternatively, when the piston is in a bottom dead center (BDC) position, it is furthest from line 18 and the volume of combustion chamber 30 is at its largest. Thus, the line 18 is positioned vertically above a piston (e.g., the piston 36 from Fig. 1) throughout the entire combustion cycle, such that the line 18 is located vertically above the piston at TDC and BDC and in any position in between. Therefore, the line 18 is positioned vertically above the piston and does not contact the piston at TDC, BDC, or any position in between. The line 18 and the injection device 66 are aligned on a central axis 298 that is parallel to the vertical axis 292 and to the direction of movement of the piston. In this way, the central axis 298 can pass through the geometric centers of the piston, the fuel injection device 66, and the line 18. It is understood that in some embodiments, the fuel injection device 66 and the line 18 may not be aligned with the center of the piston. Thus, the injection device 66 and the line 18 can be located at a different radial position on the cylinder head 16. Alternatively, the injection device 66 and the line 18 can be positioned obliquely in the cylinder head 16 and in the combustion chamber 30. The conduit 18 includes mixing passages 230 located below the cylinder head 16. This allows combustion chamber gases to flow into and out of the mixing passages 230 without flowing out of the combustion chamber 30. The mixing passages 230 contain first mixing passages 232, second mixing passages 234, and third mixing passages 236. As shown, a plurality of first mixing passages 232 are located around a circumference of the conduit 18 adjacent to the cylinder head 16. A single second mixing passage 234 is located in the conduit 18 along the central axis 298. The first 232 and second 234 mixing passages are misaligned with the fuel injection ports of nozzle 212. In this way, the first 232 and second 234 mixing passages are designed to receive only combustion chamber gases and do not receive fuel injections 250. As shown, fuel injections 250 are expelled from the fuel injection ports located on a section of nozzle 212 that extends into the combustion chamber 30 below the cylinder head 16. The third mixing passages 236 are aligned with the fuel injection ports of nozzle 212 and receive the fuel injections 250. Below the cylinder head 202, the conduit 18 contains mixing passages 230. Specifically, the mixing passages 230 contain a plurality of first mixing passages 232 and a second mixing passage 234. The first mixing passages 232 are spaced radially around the conduit 18. The first mixing passages 232 form an angle between 60 and 90 degrees relative to the central axis 298. In one example, the first mixing passages 232 are exactly perpendicular to the central axis 298. The second mixing passage 234 forms an angle between 0 and 30 degrees relative to the central axis 298. In one example, the second mixing passage 234 is a single passage parallel to the central axis 298. In this way, the first mixing passages 232 are directed towards the cylinder walls, and the second mixing passage 234 is directed towards a piston. A large number of third mixing passages 236 are located between the first 232 and second 234 mixing passages.In one example, the number of third mixing passages 236 is essentially equal to the number of first mixing passages 232. The third mixing passages 236 receive fuel injections 250 from the nozzle 212, while combustion chamber gases flow through the first 232 and second 234 mixing passages. The combustion chamber gases and fuel injections 250 can mix in the third mixing passages 236 before the fuel injections 250 exit the third mixing passages 236 and flow into the combustion chamber 30. In this way, the fuel injections 250 mix with combustion chamber gases in the third mixing passages 236 before being combined with unmixed combustion chamber gases in the combustion chamber 30. Although the conduit 18 is shown as a segmented section in the cross-sectional view 200, the conduit 18 is cylindrical with a plurality of first mixing passages 232 located around a circumference of the conduit 18 proximal to the cylinder head 202 and a second mixing passage 234 located below the first mixing passages 232 along a center point of the conduit 18 parallel to the vertical axis 290. In this way, the first mixing passages 232 are orthogonal to the second mixing passage 234. Filled white arrowheads indicate an exemplary flow of combustion chamber gases in the conduit 18. As shown, combustion chamber gases flow through the first 232 and second 234 mixing passages and enter the third mixing passage 236 at a point near the nozzle 212.Additionally or alternatively, the mixing passages 230 may include one or more mixing features to increase the introduction of combustion chamber gas with the fuel injection devices 250 before fuel flows from line 18 into the combustion chamber 30. As described above, the mixing passages 230 of the line 18 are located within a volume of the combustion chamber 30. The mixing passages 230 and the combustion chamber 30 can be described as two separate volumes of spaces that are fluidically coupled to each other, with fuel mixed with combustion gases flowing from the third mixing passage 236 into the combustion chamber 30, where the combustion gases contain a smaller amount of fuel. With reference to Fig. 2B, an embodiment 215 of the third mixing passage 236 of line 18 is now shown. As shown, the third mixing passage 236 is aligned with an injection port 271 of the nozzle 212. A gap 274 is located between the third mixing passage 236 and the injection port 271. Due to the high velocity and pressure of the fuel injection 250, essentially all of the fuel injection enters the third mixing passage 236 and does not escape through the gap 274 to the remainder of line 18. However, the gap 274 fluidically couples the third mixing passage 236 to the first 232 and second 234 mixing passages.The fuel injection 250 can create a vacuum in the gap 274 as soon as it enters the third mixing passage 236, whereby combustion chamber gases from the first 232 and second 234 mixing passages are drawn into the gap 274 and directed into the third mixing passage 236 to be introduced with the fuel injection 250. The third mixing passage 236 further comprises a Venturi feature 251. The Venturi feature 251 includes a Venturi inlet 252, a Venturi outlet 254, and a Venturi neck 256. The Venturi neck 256 includes openings 258 to fluidically couple the third mixing passage 236 to one or more of the first 232 and second 234 mixing passages. As the fuel injection 250 flows through the Venturi neck 256, vacuum is supplied through the openings 258 to either the first 232 or second 234 mixing passages. Thus, combustion chamber gases are drawn through the openings 258 to the Venturi neck 256. In this way, the third mixing passage 236 can receive air (e.g. combustion chamber gases) next to the cylinder head 16 via the gap 274 and distal to the cylinder head 16 via the openings 258.In one example, the number of openings is essentially equal to two, wherein a first opening fluidically couples the third mixing passage 236 to the first mixing passage 232 and a second opening fluidically couples the third mixing passage 236 to the second mixing passage 234. Additionally, an area 237 of the third mixing passage 236 includes first surface features 260. The first surface features 260 can extend inwards towards the center of the third mixing passage 236. The surface features 260 can therefore disrupt laminar flow within the third mixing passage 236 and can increase the turbulence of the fuel injection 250 and / or combustion chamber gases. As another example, one or more second surface features 262 can be included along the interior of the surface 237 of the third mixing passage 236. The second surface features 262 can include one or more grooves 263, which increase the roughness of the surface 237 of the third mixing passage 236. In this way, viscous tensile forces exerted by the surface 237 on the fuel injection 250 and / or combustion chamber gases entering through the gap 274 can be increased by including the grooves 263, and thus the thickness of the turbulent boundary layer can be increased, thereby improving the mixing of the fuel and air before delivery to the combustion chamber 30. With reference to Fig. 2C, a second embodiment 217 of the third mixing passage 236 is shown, which is essentially identical to the first embodiment 215, except that the second embodiment 217 comprises a lamella 270 instead of the Venturi feature 251. The lamella 270 comprises a lamella inlet 272, which narrows towards a lamella neck 276, similar to the Venturi inlet 252. The lamella inlet 272 comprises two angled projections that reduce the diameter of the third mixing passage 236. As a fluid (e.g., fuel injection 250 or combustion chamber gases) flows through the inlet 272 and into a lamella outlet 276, a vacuum is generated in the lamella neck 276.As shown, the lamellar outlet 276 has a constant diameter essentially equal to the largest diameter of the third mixing passage 236, with the diameter of the Venturi outlet 254 increasing in a downstream direction relative to the direction of fuel injection flow. Thus, the openings 278 draw combustion chamber gases from the first 232 and / or second 234 mixing passages and direct the gases to the lamellar neck 276. Therefore, the second embodiment 217 of the third mixing passage 236 can function similarly to the first embodiment 215 of the third mixing passage 236. In this way, the fuel injection 250 can mix with combustion chamber gases upstream of the Venturi inlet 252 and at the Venturi neck 256. The Venturi and / or lamellar elements enable fuel / air mixing before exiting the line 18. Soot generation can be significantly reduced and / or prevented by mixing the fuel and combustion gases in the third mixing passage 236. During some engine operating conditions, where the temperature of the mixture from the fuel injection 250 and the combustion chamber gases exceeds a threshold temperature and premature combustion occurs, soot generation may be greater than a desired amount. Premature combustion can be defined as combustion that takes place within the line 18. Thus, light can be released into the line 18, where a light sensor (e.g., the light sensor 92 from Fig. 1) can detect the presence of a light sensor.1) detect premature combustion and adjust one or more engine operating parameters as described below in the method shown in Fig. 4. The line shown can be operated in conjunction with the method of Fig. 4, which includes the flow of combustion chamber gases into first and second passages located below a cylinder head, the injection of fuel from a fuel injection device into a third passage located below a cylinder head in a combustion chamber, the third passage being fluidically coupled to the first and second passages, the mixing of the fuel with combustion chamber gases before the fuel flows from the passage to the combustion chamber, and the adjustment of one or more of an EGR flow rate, intake manifold pressure and temperature, and water injection into the cylinder in response to a detected amount of light generated in the passage exceeding a threshold light.The first, second, and third ports are integrated into a single line designed to connect to the fuel injection system. The first, second, and third ports are integrated into a nozzle tip of the fuel injection system. The third port further incorporates a Venturi-like passage that fluidically connects the third port to the first and second ports. The first, second, and third ports are located entirely below the cylinder head, preventing combustion chamber gases from entering the cylinder head. With reference to Fig. 3, an embodiment 300 of a nozzle tip 310 is now shown, which is designed to introduce combustion chamber gases. In one example, the nozzle tip 310 can be integrated into a nozzle (e.g., the nozzle 212 of the fuel injection device 66 from Fig. 2A) and function similarly to the line 18. Thus, the nozzle with the nozzle tip 310 does not include the line 18. Mixing passages 330 are therefore integrated into the nozzle tip 310. In one example, the mixing passages 330 can function similarly to the mixing passages 230 from Fig. 2A. Mixing passages 330 comprise a first passage 332, which is fluidically coupled to second passages 334 and a third passage 336. The first passage 332 is designed to receive fuel injection from a fuel injection port of the nozzle tip 310. Thus, the first passage 332 is aligned with the fuel injection port along its central axis 390. The first passage 332 occupies a space between the fuel injection port and the line 392, which is perpendicular to the central axis 390. Below line 392, the mixing passages 330 divide into three branches: two secondary passages 334 inclined to the central axis 390 and line 392, and a third passage 336 parallel to the central axis 390 and perpendicular to line 392. The third passage 336 is designed to readily receive the fuel injection from the first passage 336. However, as shown, the third passage 336 is wider than the first passage 332. In one example, the radius of the third passage 336 is a distance 342 larger than the radius of the first passage 332. This allows the fuel injection to flow through the first passage 332 and into the third passage 336 without entering the second passage 334. As shown, the third passage 336 extends from line 392 to combustion chamber 30, thereby expelling the fuel injection received from the first passage 332 to combustion chamber 30. The second passages 334 extend from the combustion chamber 30 distal to the central axis 390 to an intersection 350 of the third passage 336 and line 392, where the intersection is proximal to the central axis 390. Thus, the second passages 334 are inclined and / or angled. In one example, the second passages 334 are at an angle of 45° relative to the central axis 390 and line 392. Additionally or alternatively, the second passages 334 can be angled less to the central axis 390 (e.g., at an angle less than 45°). Each of the second passages 334 includes a first opening 352 with a height 344 at the intersection 350. Additionally, each of the second passages 334 includes a second opening 354 at a lowest section of the nozzle tip 310 next to the combustion chamber 30. The number of first passages 332 is essentially equal to the number of fuel injection ports. Likewise, the number of third passages 336 is essentially equal to the number of first passages 332. In an example, there are two second passages 334 for every third passage 336. It is understood that there can be fewer or more than two second passages 334 for every third passage 336 without derogating from the scope of protection of the disclosure. Combustion chamber gases flow through the second opening 354 into each of the second passages 334, as indicated by white arrowheads. During engine operating conditions where no fuel injection is taking place, combustion chamber gases may enter the first passage 332 and third passage 336 through an outlet 338. However, once the fuel injection begins flowing through the first passage 332 and third passage 336, combustion chamber gases are forced out of these passages due to the high pressure of the fuel injection. A general direction of fuel injection flow is shown by black arrowheads. Thus, the fuel injection flows in a direction substantially parallel to the central axis 390. Combustion chamber gases flow from each of the second passages 334 through the first opening 352 and into the third passage 336, while the fuel injection bypasses the first openings.Additionally, due to the angle of the second passage 334, the flow direction of the combustion chamber gases into the third passage 336 is oblique and / or perpendicular to the flow direction of the fuel injection. Thus, the turbulence in the third passage 336 is increased. In one example, the flow of combustion chamber gases in the second 334 and third 336 passages is essentially V-shaped, and the flow of the fuel injection in the first 332 and third 336 passages is essentially linear. In this way, the fuel injection mixes with combustion chamber gases before flowing through the outlet 338 and into the combustion chamber 30. In this way, the nozzle tip 310 is fluidically coupled to the combustion chamber 30 via a plurality of openings. Second openings 354 act as inlets and introduce combustion chamber gases into the second passage 334. The outlet 338 expels a mixture of fuel injection and combustion chamber gases to the combustion chamber 30. The second openings 354 and the outlet 338 can have a variety of sizes and / or shapes without deviating from the scope of protection of this disclosure. For example, the openings can be elongated, circular, square, triangular, etc. By having combustion chamber gases and fuel injection flow together from the third passage 336, soot formation is reduced and / or prevented. In some embodiments, the central axis 390 is additionally or alternatively inclined to a central axis of a fuel injection device (e.g., the fuel injection device 66 from Fig. 1). Thus, the second passages 334 are not angled similarly to the central axis of the fuel injection device. In one example, a second passage on a left side of the figure is perpendicular to the central axis of the fuel injection device, and a second passage on a right side of the figure is parallel to the central axis of the fuel injection device. In this way, the left second passage can be an upper second passage adjacent to a cylinder head, and the right second passage can be a lower second passage distal to the cylinder head. In this way, the upper and lower second passages can be substantially similar to the first 232 and second 234 passages from Fig. 2A.However, the passages differ in that mixing passages 330 are integrated into the nozzle tip 310, as shown in the embodiment of Fig. 3, and mixing passages 230 are integrated into a line designed to couple to a nozzle, as shown in the embodiment of Fig. 2A. It is understood that the surface features described above with reference to Fig. 2B and Fig. 2C can be applied to the mixing passages of Fig. 3. In one example, the nozzle tip 310 comprises three photodiodes: a first photodiode 372, a second photodiode 374, and a third photodiode 376. The photodiodes can be used similarly to photodiode 92 from Fig. 1. The first photodiode 372 is located next to the first opening 352. The second photodiode 374 is located next to the outlet 338. The third photodiode 376 is located on a surface of the nozzle tip 310 facing the cylinder. Thus, the first photodiode 372 measures an amount of light near the point where combustion chamber gases and fuel initially mix. The second photodiode 374 measures an amount of light near a section of the nozzle tip 310 where the mixture of fuel and combustion chamber gas exits the nozzle tip 310. Finally, the third photodiode 376 measures a quantity of light at a top section of the combustion chamber next to the nozzle tip 310. It is understood that the first 372, second 374, and third 376 photodiodes can represent different threshold light levels. For example, the first photodiode 372 corresponds to a first threshold light, the second photodiode 374 to a second threshold light, and the third photodiode 376 to a third threshold light. In this example, the third threshold light is greater than the second threshold light, and the second threshold light is greater than the first threshold light. Thus, an amount of light exceeding the first threshold light cannot exceed the second and third thresholds. Therefore, injection conditions at the nozzle tip 310 can be adjusted accordingly based on the amount of light exceeding the first threshold light.In one example, settings corresponding to an amount of light exceeding only one of the wavelengths are less drastic than settings corresponding to an amount of light exceeding all threshold lights. This is described in detail below with reference to Fig. 4. In one example, the accumulation of soot in the nozzle tip can be diagnosed by including more than one photodiode. Specifically, the amount and location of soot in the nozzle tip can be determined by measuring the amount of light at a photodiode that exceeds a corresponding threshold. Operating parameters can then be adjusted to burn off the accumulated soot. For example, the fuel injection quantity can be reduced in response to the detection of accumulated soot, with the increased oxygen availability promoting its combustion. Additionally or alternatively, the photodiodes may not be contained in the nozzle tip and / or a conduit (e.g., conduit 18). A fiber optic strand and / or a light-transmitting element may be located in the conduit and / or nozzle tip and transmit light to a photodiode located elsewhere (e.g., on a cylinder wall). Thus, Figs. 1-3 show a system comprising a fuel injection device located in a cylinder head, a passage located below the cylinder head in a combustion chamber, the passage being directed towards a fuel injection orifice of a nozzle of the fuel injection device, and a control with computer-readable instructions which, when executed, enable the control to reduce a cylinder temperature in response to an amount of light measured by a light sensor in the passage being greater than a threshold amount of light.In one example, the passage is located in a line, the line being coupled to the cylinder head along a central axis of the fuel injection device. The passage is a single passage among a plurality of mixing passages located on the line, the mixing passages being fluidically coupled to one another, with the first and second passages of the mixing passages being misaligned towards the fuel injection port and angled in one direction of fuel injection, and with third passages being aligned towards each fuel injection port of the nozzle.The first passages extend in a radially outward direction perpendicular to the central axis of the fuel injection device, the second passage extends in a vertical direction along the central axis of the fuel injection device, and the third passages extend in a direction oblique to the central axis of the fuel injection device. The third passages are located between the first and second passages. In an alternative example, the passage is integrated into a nozzle tip. The passage is one or a plurality of passages, including a first passage and a third passage, aligned along a central axis of the fuel injection device, and wherein a plurality of second passages are fluidically coupled to the third passage. The first and third passages direct fuel injection toward the combustion chamber, and wherein the second passages direct combustion chamber gases to the third passage. The control reduces the cylinder temperature by one or more of the following: increasing an EGR flow rate, reducing intake manifold pressure and temperature, and increasing water injection into the cylinder. The method shown in Fig. 4 further describes actions implemented by the control in response to a detected amount of light exceeding a threshold light level. Regardless, pathways are machined into the pipe, nozzle tip, and / or cylinder head to accommodate one or more photodiodes. Furthermore, electrical connections are integrated into the pipe, nozzle tip, and / or cylinder head to provide communication paths between the photodiode(s) and a controller (e.g., the controller 12 from Fig. 1). It is understood that the photodiodes may not be located within the mixing paths of the combustion chamber gases and fuel, but instead may be situated in surfaces of the pipe, nozzle tip, and / or cylinder head. Thus, a section of the photodiode allows the visualization of light emitted in the mixing paths without obstructing any of the gas flow paths. Now, with reference to Fig. 4, a method 400 for adjusting engine operating parameters in response to the output of engine soot is shown. Instructions for carrying out the method 400 can be executed by a controller based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, such as those described above with reference to Fig. 1. The controller can use motor actuators of the engine system to adjust the engine operation according to the methods described below. Procedure 402 includes 400 Determining, estimating, and / or measuring current engine operating parameters. Current engine operating parameters may include, but are not limited to, one or more of the following: intake manifold pressure, intake manifold temperature, throttle position, engine speed, engine temperature, coolant temperature, vehicle speed, EGR flow rate, and air-fuel ratio. In 404, method 400 involves measuring light transmitted by a mixing aperture, wherein the mixing aperture is either a channel in a line (e.g., the third channel 236 of line 18 in Fig. 2A) or a channel integrated into a nozzle tip (e.g., the third channel 336 in Fig. 3). As described above, the channel can be equipped with a photodiode designed to measure an amount of light transmitted by the line. A measured amount of light can indicate a degree of pre-ignition. Thus, the degree of pre-ignition increases as the amount of light increases and can lead to less than a desired amount of gas / fuel mixing. This can result in increased soot formation compared to no pre-ignition occurring. In procedure 406, method 400 involves determining whether the light detected by the photodiode is greater than a threshold amount of light. In one example, the threshold light is equal to the amount of light emitted by the line corresponding to the engine's soot output, which is greater than a threshold soot output. In another example, the threshold soot output is equal to an emission standard. In yet another example, the threshold soot output is zero. If the detected light is less than the threshold light, then the engine's soot output is less than the threshold soot output, and method 400 proceeds to 408 to maintain current engine operating parameters. In this way, the engine's soot output is relatively low and / or zero, and engine operating parameters are not adjusted to reduce the engine's soot output. If the light is greater than the threshold light, then excessive ignition advance occurs and the engine's soot output exceeds the threshold soot output. Procedure 400 transitions to 410 to adjust engine operating parameters. In some embodiments, the degree of pre-ignition is additionally or alternatively calculated based on feedback from one or more pressure transducers and strain gauges in the line. Additionally or alternatively, the calculation may further include feedback from an exhaust gas sensor located in an exhaust system. If excessive pressure (e.g., pressure greater than a threshold pressure), excessive strain (e.g., strain greater than a threshold strain), and / or excessive soot (e.g., soot greater than the threshold soot output) are detected, then excessive pre-ignition occurs, and the method proceeds to 410. Each of the threshold pressure and threshold strain corresponds to the same degree of pre-ignition as the threshold light. At 410, the process 400 includes one or more of the following: increasing the EGR at 412, reducing the intake manifold pressure at 414, reducing the intake temperature at 416, increasing cooling in the duct area at 418, and increasing water injection at 420. Increasing the EGR at 412 may involve adjusting an EGR valve to a more open position to allow a greater quantity of EGR to flow into the intake manifold. Reducing the intake manifold pressure may involve moving a throttle valve to a less open position. Additionally, the EGR flow to the intake manifold may be decreased to further reduce the intake manifold pressure. Additionally or alternatively, intake gases are routed through an intercooler (e.g., the CAC 157 from Fig. 1) to further reduce the intake manifold pressure.Thus, the EGR may still be increased at 412, but the EGR is routed through an EGR cooler before flowing to the intake manifold. Reducing intake temperature may involve injecting water into an intake port and / or intake manifold upstream of the combustion chamber. Increasing cooling in the pipe area involves directing coolant flow to sections of a cylinder cooling jacket proximal to the pipe and / or nozzle tip. Increasing water injection may involve signaling an actuator of a fuel injector located in the cylinder to inject a larger volume of water. Additionally, or alternatively, in response to the measured light being greater than the threshold light, an injection pressure is increased. This allows the injection to flow into the combustion chamber faster than at lower injection pressures, thereby minimizing the likelihood of pre-ignition. In one example, the procedure can apply one or more of the settings at 410 based on a difference between the transmitted line light and the threshold light. If, for example, the difference is relatively high, then one or more of the settings can be used. Additionally or alternatively, a parameter of the settings is increased in response to the relatively high difference. For example, the amount of water injection is increased. If the difference is relatively small (e.g., less than the relatively high difference), then alternatively, fewer of the settings can be used. Additionally or alternatively, the parameter of the settings is slightly increased or not increased at all. For example, the amount of water injection is an output parameter (e.g., minimum parameter). In this way, combustion chamber gases can contain one or more of air, water, and / or EGR. In this way, the procedure adjusts 400 engine operating parameters in response to the fact that transmitted light is greater than the threshold light. The engine operating parameters are adjusted to minimize ignition advance in the line, thereby reducing the transmitted line light. As a result, fewer particles, if any, are expelled from the cylinder through the exhaust valve to the exhaust manifold. Additionally or alternatively, as described above in Fig. 3, multiple photodiodes can be included in the line and / or nozzle tip. Thus, the settings can be made based on one or more exceeding a certain number of threshold lights and the magnitude at which each threshold light is exceeded. For example, if a measured amount of light exceeds the first and second threshold lights, but not the third, then the process can inject 400 ml of water and reduce the EGR flow. However, if an amount of light exceeds each of the first, second, and third threshold lights, then the process can, for example, inject 400 ml of water, reduce the EGR flow, and increase the injection pressure. In the case of 422, the procedure 400 involves the flow of cylinder gas to mixing ports located in the line. Before injection, the cylinder gases can flow through any of the mixing ports located in the line. However, due to the nature of the fuel injection, cylinder gases can only flow through the first and second mixing ports (e.g., the first mixing ports 232 and the second mixing port 234 from Fig. 2A, respectively) of the line before being combined with the fuel injection and flowing through the exhaust port (e.g., the exhaust port 236 from Fig. 2A). According to the settings described above, the cylinder gas at 410 is cooler compared to the cylinder gas temperatures before pre-ignition. In this way, it is unlikely that pre-ignition will occur in the line. In 424, method 400 involves injecting and mixing fuel with cylinder gas in the line. As described above, the injected fuel flows through a fuel line of the fuel injection device before exiting one or more injection ports directed toward one or more exhaust ports. Cylinder gases from the first and second mixing ports flow into the exhaust ports and mix with the injected fuel before exiting the exhaust ports. This mixing can limit or prevent particulate matter from escaping the cylinder. In particular, the amount of fuel to be injected can be determined based on one or more driver-requested torques, a desired air-fuel ratio, mass airflow rate, etc. Furthermore, the timing of the injection can be adjusted based on engine operating conditions.Specifically, the fuel can be injected towards the combustion chamber. In some examples, the fuel can be injected essentially parallel to and / or in conjunction with a fuel mist line of the mixing passage. Thus, Method 400 comprises the mixing of the injected fuel and the combustion chamber gases in the mixing passages within the combustion chamber. In procedure 400 of the 426 process, the process involves directing the mixture containing the fuel injection and cylinder gas so that it mixes with unmixed cylinder gas. Unmixed cylinder gas can be defined as cylinder gas that is not mixed with fuel. The fuel-air mixture can flow into the combustion chamber during one or more of the compression stroke and / or the power stroke. In 428, the procedure 400 includes igniting the fuel-air mixture in the combustion chamber. In some examples, the fuel-air mixture can ignite spontaneously due to temperature and pressure in the combustion chamber. In other examples, the fuel-air mixture can be ignited by a glow plug. In the case of 430, method 400 involves expelling the gases in the combustion chamber during an exhaust stroke. In particular, method 400 can include opening one or more exhaust valves (e.g., the exhaust valves 154 described above in Fig. 1) and expelling the combustion chamber gases to an exhaust manifold (e.g., the exhaust manifold 148 described above in Fig. 1). Method 400 can also include expelling the gases in the combustion chamber to the exhaust manifold only during an exhaust stroke of the piston. Now, with reference to Fig. 5, an operating sequence 500 is shown, illustrating exemplary results for an engine having a control unit (e.g., the engine 10 and the control unit 12 from Fig. 1) that performs the procedure 400 from Fig. 4. Line 510 represents a cylinder gas temperature, line 520 represents an FS output temperature, and line 522 represents a threshold FS output. Line 530 represents an injection duration, and line 532 represents a threshold injection duration. Line 540 represents a measured amount of light, and line 542 represents a measured threshold amount of light. Line 550 represents an EGR flow rate, and line 560 represents whether water injection takes place in the combustion chamber. The horizontal axis of each curve represents time, and time increases from the left side of the figure to the right. Before t1, the cylinder gas temperature and / or combustion chamber gas temperature are relatively low, as shown by line 510. However, the cylinder gas temperature increases towards a higher temperature. In one example, this is due to increasing engine load. Thus, the injection lift-off length begins to decrease from a relatively long length towards the threshold lift-off length, as shown by lines 530 and 532, respectively. The lift-off length decreases due to increasing combustion gas temperatures, which can lead to earlier combustion than desired. Consequently, the fuel injection (FS) output also begins to increase from a relatively small amount towards the threshold FS output, as shown by lines 520 and 522, respectively. While the lift-off length decreases, the amount of light measured by a light sensor in a line and / or mixing passage increases towards the threshold amount of measured light, as shown by lines 540 and 542, respectively.In one example, the light sensor 92 from Fig. 1 is located in the second mixing passage 236 from Fig. 2A, Fig. 2B, and Fig. 2C. In another example, the light sensor 92 from Fig. 1 is located in the third mixing passage 336 from Fig. 3. The threshold amount of measured light is essentially similar to the threshold light described at 406 in method 400 from Fig. 4. Thus, combustion can take place in the line or in the mixing passages before the fuel / combustion chamber gas mixture flows into the combustion chamber if the measured light is greater than the threshold amount of light. An EGR flow rate is relatively low, as shown by line 550. Water injection is off, as shown by line 560. At t1, the cylinder gas temperature reaches a relatively high level. As a result, the fuel trim (FS) output increases to a level greater than the threshold FS output. Furthermore, the injection lift-off length decreases to a lift-off length less than the threshold lift-off length. Thus, the light measured by the light sensor exceeds the threshold amount of light. Consequently, combustion chamber temperatures become too high, leading to premature combustion (e.g., burning) of fuel either in the line (e.g., line 18 from Fig. 2A, Fig. 2B, and Fig. 2C) or in the mixing passages integrated into the nozzle tip (e.g., the mixing passages 330 of nozzle tip 310 from Fig. 3). In an attempt to reduce the FS output and increase the injection lift-off length, the EGR flow rate increases, and water injection is activated. After t1 and before t2, water injection continues, and the EGR flow rate increases further towards a relatively high EGR flow rate to help reduce cylinder gas temperatures. This reduces the cylinder gas temperature, and as a result, the injection lift-off increases back towards the threshold lift-off, the fuel trim output decreases towards the threshold fuel trim output, and the measured light decreases towards the threshold amount of measured light. At t2, the cylinder gas temperature has decreased sufficiently so that the fuel trim (FS) output decreases to less than the threshold FS output, the injection lift-off increases to greater than the threshold lift-off, and the measured light decreases to less than the threshold amount of measured light. Thus, water injection is complete, and the EGR flow rate decreases. Water injection can be performed by an injection device positioned to inject water into the combustion chamber in an area outside of and / or spaced from the pipe or nozzle tip. In some examples, additionally or alternatively, one or more of the water injection and the EGR flow rate are maintained to keep the cylinder gas temperature relatively low.This can be based on combustion stability, EGR requirements and / or the amount of water available from a water reservoir fluidically coupled to an injection device designed to inject into the cylinder. After t2, the cylinder gas temperature decreases to a relatively low temperature. The fuel trim (FS) output is less than the threshold FS output. The injection lift-off is greater than the threshold injection lift-off. The measured lift-off is less than the measured threshold lift-off. The EGR flow rate continues to decrease, and water injection remains deactivated. Thus, Fig. 5 graphically illustrates a method comprising reducing a combustion chamber temperature in response to a detected amount of light in a passage that fluidically couples a fuel injection device to the combustion chamber. The amount of light corresponds to a threshold light, the threshold light being based on light released in the passage when soot is generated above a desired amount. Reducing the combustion chamber temperature involves flowing EGR to the combustion chamber, reducing the intake manifold pressure, reducing the intake manifold temperature, and injecting water into the combustion chamber. The amount of light is detected by a photodiode located in the passage. The method further includes mixing fuel with combustion chamber gases in the passage before the fuel flows to the combustion chamber.The passage is located below a cylinder head, and the passage is designed to direct fuel injection into the combustion chamber. In this way, a fuel injection device can be equipped with mixing passages integrated either into a line or a nozzle tip to introduce air during fuel injection. One section of the passages is directed towards the fuel injection ports and is designed to carry the fuel injection to the combustion chamber. The remaining section of the passages receives combustion gases from the combustion chamber and carries them to the passages that receive the fuel injection. The technical effect of mixing combustion gases with the fuel injection within a passage before the fuel injection flows to the combustion chamber is the reduction of particulate matter emissions.Pre-mixing the fuel and combustion gas prevents pockets of unburned fuel from forming in the combustion chamber, thus not only increasing fuel efficiency but also preventing the emission of particulate matter. In an alternative embodiment, a method comprises flowing combustion chamber gases into first and second passages located below a cylinder head, injecting fuel from a fuel injection device into a third passage located below a cylinder head in a combustion chamber, the third passage being fluidically coupled to the first and second passages, mixing the fuel with combustion chamber gases before the fuel flows from the passage to the combustion chamber, and adjusting one or more of an EGR flow rate, intake manifold pressure and temperature, and injecting water into the cylinder in response to a detected amount of light generated in the passage exceeding a threshold light. The first, second, and third ports are integrated into a single line designed to connect to the fuel injection system. The first, second, and third ports are integrated into a nozzle tip of the fuel injection system. The third port further incorporates a Venturi-like passage that fluidically connects the third port to the first and second ports. The first, second, and third ports are located entirely below the cylinder head, preventing combustion chamber gases from entering the cylinder head. One embodiment of a system comprises a fuel injection device comprising a nozzle tip immersed in a combustion chamber below an end wall of a cylinder head, the nozzle tip comprising one or more fuel injection ports designed to inject at an angle relative to a central axis of the fuel injection device, and one or more mixing ports designed to receive fuel injection or combustion chamber gases, wherein the one or more mixing ports designed to receive fuel injection are inclined to the central axis and directed towards the fuel injection ports, and wherein the one or more mixing ports are directed to receive combustion chamber gases.A first example of the system further includes one or more mixing passages integrated into the nozzle tip and designed to receive combustion chamber gases, and includes upper and lower passages angled relative to a central axis, with the upper passages forming an angle between 60-90 degrees with the central axis and the lower passages forming an angle between 0-30 degrees with the central axis, and with the lower passages being farther away from the cylinder head than the upper passages. A second example of the system, optionally including the first example, further includes each of the one or more mixing passages designed to receive fuel injection being located between the upper and lower passages, and wherein the diameter of the one or more passages designed to receive fuel injection increases at a junction where the upper and lower passages are fluidically coupled to the one or more passages designed to receive fuel injection, and wherein one or more of the mixing passages comprise one or more of a Venturi passage and a vane.A third example of the system, optionally including the first and / or second example, further includes the one or more mixing ports designed to receive combustion chamber gases comprising a first mixing port located adjacent to the cylinder head and a second mixing port located distal to the cylinder head, wherein the first mixing port forms an angle relative to the central axis between 60 and 90 degrees and the second port forms an angle relative to the central axis between 0 and 30 degrees, and wherein the one or more mixing ports designed to receive fuel injection comprise a third mixing port located at an angle to the central axis and situated between the first and second mixing ports.A fourth example of the system, optionally including the first to third examples, further includes the first, second and third mixing ports being integrated into a cylindrical line, wherein a section of the line is coupled to the fuel injection device in the cylinder head and wherein a remaining section of the line, comprising the mixing ports, is located below the cylinder head. One embodiment of the method comprises reducing a combustion chamber temperature in response to a detected amount of light in a passage that fluidically couples a fuel injection device to the combustion chamber. A first example of the method further comprises the amount of light to a threshold light, wherein the threshold light is based on light released in the passage when soot is generated above a desired amount. A second example of the method, optionally including the first example, further comprises reducing the combustion chamber temperature by allowing EGR to flow to the combustion chamber, reducing the intake manifold pressure, reducing the intake manifold temperature, and injecting water into the combustion chamber. A third example of the method, optionally including the first and / or second example, further comprises detecting the amount of light via a photodiode located in the passage.A fourth example of the method, optionally including one or more of the first three examples, further involves mixing fuel with combustion chamber gases in the passage. A fifth example of the method, optionally including one or more of the first four examples, further involves the passage being located below a cylinder head, the passage being designed to direct fuel injection into the combustion chamber. One embodiment of a system comprises a fuel injection device located in a cylinder head, a passage located below the cylinder head in a combustion chamber, the passage being directed towards a fuel injection orifice of a nozzle of the fuel injection device, and a controller with computer-readable instructions which, when executed, enable the controller to reduce a cylinder temperature in response to an amount of light, measured by a light sensor in the passage, exceeding a threshold amount of light. A first example of the system further includes the passage being located in a conduit, the conduit being coupled to the cylinder head along a central axis of the fuel injection device.A second example of the system, optionally including the first example, further includes that the passage is a single passage from a plurality of mixing passages located on the line, wherein the mixing passages are fluidically coupled to one another, and wherein first and second passages of the mixing passages are misaligned towards the fuel injection port and angled in a direction of fuel injection, and wherein third passages are aligned towards each fuel injection port of the nozzle.A third example of the system, optionally including the first and / or second example, further includes the first passages extending in a radially outward direction perpendicular to the central axis of the fuel injection device, the second passage extending in a vertical direction along the central axis of the fuel injection device, and the third passages extending in a direction oblique to the central axis of the fuel injection device. A fourth example of the system, optionally including one or more of the first to third examples, further includes the third passages being located between the first and second passages. A fifth example of the system, optionally including one or more of the first to fourth examples, further includes the passage being integrated into a nozzle tip.A sixth example of the system, optionally including one or more of the first through fifth examples, further comprises a passage consisting of one or a plurality of passages, including a first passage and a third passage, aligned along a central axis of the fuel injection device, and wherein a plurality of second passages are fluidically coupled to the third passage. A seventh example of the system, optionally including one or more of the first through sixth examples, further comprises the first and third passages directing fuel injection toward the combustion chamber, and wherein the second passages direct combustion chamber gases to the third passage.An eighth example of the system, optionally including one or more of the first to seventh examples, further includes the control reducing the cylinder temperature by one or more of increasing an EGR flow rate, reducing an intake manifold pressure and temperature, and increasing water injection into the cylinder. It should be noted that the exemplary control and estimation routines contained herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and executed by the control system, which includes the control unit in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Accordingly, various actions, processes, and / or functions shown can be performed in the sequence shown, in parallel, or, in some cases, omitted.Similarly, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary embodiments described here, but is provided for easier illustration and description. One or more of the illustrated processes, steps, and / or functions can be repeated depending on the specific strategy employed. Furthermore, the described processes, steps, and / or functions can graphically represent code that is to be programmed in non-volatile memory of the computer-readable storage medium in the engine control system, whereby the described processes are executed by carrying out the instructions in a system that includes the various engine hardware components in combination with the electronic control unit. It is understood that the configurations and routines disclosed herein are exemplary and that these specific embodiments are not to be interpreted restrictively, as numerous variations are possible. For example, the foregoing technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the different systems and configurations, and other features, functions, and / or properties disclosed herein.

Claims

System (100) comprising: a fuel injection device (66) located in a cylinder head (16); a passage (230, 330) located below the cylinder head (16) in a combustion chamber (30), the passage (230, 330) being directed towards a fuel injection port (271) of a nozzle (212) of the fuel injection device (66); and a control (12) with computer-readable instructions which, when implemented, enable the control (12) to: reduce a cylinder temperature in response to an amount of light measured by a light sensor (92) in the passage (230, 330) exceeding a threshold amount of light. System according to claim 1, wherein the passage (230, 330) is located in a line (18), wherein the line (18) is coupled to the cylinder head (16) along a central axis (298) of the fuel injection device (66). System according to claim 2, wherein the passage (230, 330) is a single passage from a plurality of mixing passages (230) located on the line (18), and wherein the mixing passages (230) are fluidically coupled to one another, and wherein first and second passages (232, 234) of the mixing passages (230) are misaligned towards the fuel injection port (271) and angled in a direction of a fuel injection (250), and wherein third passages (236) of the mixing passages (230) are aligned towards each fuel injection port (271) of the nozzle (212). System according to claim 3, wherein the first passages (232) of the mixing passages (230) extend in a radially outer direction perpendicular to the central axis (298) of the fuel injection device (66), the second passages (234) of the mixing passages (230) extend in a vertical direction along the central axis (298) of the fuel injection device, and the third passages (236) of the mixing passages (230) extend in a direction oblique to the central axis (298) of the fuel injection device (66). System according to claim 3, wherein the third passages (236) of the mixing passages (230) are located between the first and second passages (232, 234) of the mixing passages (230). System according to claim 1, wherein the passage (230, 330) is integrated into a tip of the nozzle (212). System according to claim 6, wherein the passage (230, 330) is a plurality of passages (330), including first and third passages (332, 336) aligned along a central axis (298) of the fuel injection device (66), and wherein a plurality of second passages (334) are fluidically coupled to the third passages (336). System according to claim 7, wherein the first and third passages (332, 336) direct a fuel injection (250) towards the combustion chamber (30), and wherein the second passages (334) direct combustion chamber gases to the third passages (336). System according to claim 1, wherein the control (12) reduces the cylinder temperature by one or more of increasing an EGR flow rate, reducing a pressure and temperature of the intake manifold (144) and increasing a water injection in the cylinder (30).

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