US20070022736A1

US20070022736A1 - Igniter for internal combustion engines operating over a wide range of air fuel ratios

Info

Publication number: US20070022736A1
Application number: US11/278,597
Authority: US
Inventors: Harold E. Durling; Steven Kensinger; Bradley Dennis
Original assignee: SAVAGE INDUSTRIES Inc
Current assignee: SAVAGE INDUSTRIES Inc
Priority date: 2000-09-07
Filing date: 2006-04-04
Publication date: 2007-02-01
Also published as: WO2002020982A3; WO2002020982A2; AU2001292589A1; US20050056247A1; EP1470334A2; US7021275B2

Abstract

An igniter for ignition over a wide air/fuel ratio range is disclosed. The igniter includes an igniter body including an internal cavity disposed substantially within the igniter body, an internal spark gap disposed substantially within the internal cavity, an external spark gap disposed substantially on an exposed surface of the igniter body, and a fuel charge delivery system for delivering a fuel charge to the internal cavity. A method for compression-igniting an air/fuel mixture in a cylinder of an internal combustion engine is also disclosed. The method comprises introducing a substantially homogeneous charge of a first air/fuel mixture into a cylinder of the internal combustion engine during an intake stroke, compressing the substantially homogeneous charge of the first air/fuel mixture in the cylinder of the internal combustion engine during a compression stroke, and combusting the substantially homogeneous charge of the first air/fuel mixture in the cylinder of the internal combustion engine during a power stroke by injecting partially combusted products of a second air/fuel mixture into the cylinder, with the first air/fuel mixture having a substantially higher ratio, by weight, of air to fuel and the second air/fuel mixture.

Description

This patent application is a continuation-in-part of U.S. patent application Ser. No. 10/451,492, filed on Dec. 23, 2003, which claimed priority to a PCT International Patent Application PCT/US01/28114 in the name of Savage Enterprises, Inc., a United States national corporation and resident, and Applicant for all countries except the United States, and Harold E. Durling, a United States resident and citizen, Applicant for the United States only, on Sep. 7, 2001, designating all countries and claiming priority to U.S. Provisional Patent Application Ser. No. 60/230,982, filed Sep. 7, 2000.

TECHNICAL FIELD

The present invention relates generally to an igniter for use in internal combustion engines. More particularly, the invention relates to an internal combustion igniter, which permits the engine to be operated in a “spark-ignited” mode of operation (with a relatively rich fuel to air ratio) during periods of relatively heavy load and in a diesel mode of operation (with a relatively lean fuel to air ratio) during periods of relatively light load.

BACKGROUND

Internal combustion engines (i.e., those having an intake stroke, a compression stroke, a power stroke, and an exhaust stroke, either as separate strokes (four-stroke) or combined (two-stroke) events) may be divided into two general types: spark-ignited and compression-ignited (e.g., diesel).
Spark-ignited engines and compression-ignited engines each have distinct advantages and disadvantages. For example, as versus compression-ignited engines, spark-ignited engines are generally less expensive to produce, have a greater power density (i.e., horsepower produced per volume of cylinder displacement), and are usually supplied with stoichiometric air/fuel ratios that produce relatively low levels of pollutant emissions. The pollutants that are produced by spark-ignited engines run with stoichiometric air/fuel ratios can also be further reduced to currently acceptable levels by utilizing the post-combustion catalytic converter technology available today.
However, the stoichiometric air/fuel ratios required by spark-ignited engines are generally much richer as compared to the air/fuel ratios utilized in compression-ignited (e.g., diesel) engines. Whereas a spark-ignited engine may run on an air/fuel ratio in the ratio of 20:1, a compression-ignited engine may utilize a much higher air/fuel ratio in the range of 40:1 or 50:1. Therefore, compression-ignited engines generally exhibit better fuel economy.
Compression-ignited engines, which run on such lean air/fuel mixtures and do not operate nearly as close to stoichiometric conditions as spark-ignited engines, tend to produce a higher rate of undesirable emission pollutants. Moreover, the emission pollutants that are produced by compression-ignited engines are not nearly as amenable to treatment by the post-combustion catalytic technology currently available, as are the pollutants produced by spark-ignited engines. Chief among the pollutants produced by combustion-ignition engines are nitrogen-containing compounds (i.e., NOX). Such nitrogen-containing compounds result, at least in part, from the high temperatures produced during compression-ignition. Soot is another pollutant produced in greater quantities during combustion-ignition, and arises primarily from the manner in which fuel droplets sprayed into the hot compressed air burn.
Additionally, as noted above, compression-ignition engines tend to have a significantly lower “power density” as compared to spark-ignited engines. For example, while a high performance spark-ignited engine may produce in the range of 60 horsepower per liter of engine displacement, a compression-ignited engine may produce only in the range of about 10 horsepower per liter of engine displacement. A need exists for improvements.

SUMMARY OF THE DISCLOSURE

An igniter for an internal combustion engine operating over a substantially wide range of air/fuel ratios, the igniter including an igniter body. The igniter body further includes an internal cavity disposed within the igniter body, an internal spark gap disposed within the internal cavity and an external spark gap disposed substantially on an exposed surface of the igniter body. The igniter also includes a fuel charge delivery system for delivering a fuel charge to the internal cavity.
A method for operating an internal combustion engine including determining a load threshold within a load range of the internal combustion engine, operating the internal combustion engine in a spark-ignited mode of operation when the determined load threshold is exceeded, operating the internal combustion engine in a homogeneous-charge compression-ignited mode of operation when the determined load threshold is not attained. The homogeneous-charge compression-ignited mode of operation further includes introducing a substantially homogeneous charge of an air/fuel mixture into a cylinder of the internal combustion engine during an intake stroke, compressing the substantially homogeneous charge of the air/fuel mixture in the cylinder of the internal combustion engine during a compression stroke, and combusting the substantially homogeneous charge of the air/fuel mixture in the cylinder of the internal combustion engine during a power stroke by injecting active radicals of combustion in to the cylinder.
Another embodiment is directed to a turbine engine arrangement comprising a turbine engine body. The turbine engine body defines an upstream portion and a downstream portion. A compression section is located proximate the upstream portion. A combustor is operable to receive a combustion section fuel/air mixture to be ignited into a stationary flamefront to deliver pressurized downstream heated products of combustion. The combustion section has a wall structure defining an igniter aperture. An exhaust section is located downstream from the combustion section for receiving and passing the heated products of combustion out of the turbine engine body. An igniter is disposed proximate the igniter aperture. The igniter comprises an igniter body defining an ignition prechamber in gaseous communication with the combustion section via a port. The igniter is configured to ignite an air-fuel mixture within the ignition prechamber and to project a jet of flame into the combustion section. In this way, the jet of flame reliably lights the flamefront and reliably relights the flamefront under a flameout condition.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cross-sectional view of an example embodiment of an igniter or spark plug of the present invention for a use in a combustion engine.
FIG. 2 is a conceptual view of a turbine engine arrangement according to another embodiment.
FIG. 3 is a conceptual view of another turbine engine arrangement according to yet another embodiment.

DETAILED DESCRIPTION

Referring to FIG. 1, an example embodiment of an igniter 10, or spark plug, of the present invention is shown. An advantage of the embodiment described is that it is functional in an internal combustion engine utilizing a wide range of air/fuel ratios. Igniter 10 includes, proceeding radially from its exterior surface inward, a cylindrical shell 12 (preferably formed of a metal, such as steel), a primary cylindrical insulator member 14, a fuel or chemical charge delivery system 16 and a first gap electrode 18, shown in this embodiment, axially aligned and disposed substantially along an elongated central axis 20 of igniter 10.
In the example embodiment shown, fuel or chemical charge delivery system 16 is a conventional liquid fuel injection nozzle (described more fully below), which is supplied with a fuel or chemical mixture through a delivery conduit 22 that also extends along central axis 20. Delivery conduit 22 passes centrally through a secondary cylindrical insulator member 24, which mates into and is positioned adjacent primary cylindrical insulator member 14. A first jam nut 26 threadingly engages shell 12, through threads 28, and contacts a shoulder 102 of primary cylindrical insulator member 14 to retain it in place against member shell 12. Second cylindrical insulator member 24 is retained through the provision of a second jam nut 30, which threadingly engages first jam nut 26 through threads 32.
The above description of construction details relating to the first and second insulator members 14 and 24, respectively, and the first and second jam nuts 26 and 30, respectively, apply to a prototypical model of igniter 10 presently constructed. One of skill in the art will appreciate that for manufacturability purposes, a mass-produced igniter 10 could employ a single cylindrical insulator member and could also dispense with the jam nuts 26 and 30, respectively, employing instead a crimping of the shell 12 to retain such single cylindrical insulator member in place.
In the example embodiment shown, a lower end 104 of the fuel charge delivery system 16 is received within the interior diameter of a tapering cylinder portion 34 of first electrode member 18, which has a wider upper end portion for seating the fuel charge delivery system 16, and a narrower lower end portion from which rod-shaped central electrode 18 projects downward. Surrounding central electrode 18 and extending downward from tapering cylindrical portion 34 of member first electrode 18, the interior of the igniter is provided with an internal cavity 36, which terminates in an outwardly opening orifice 38. Internal cavity 36 is bounded by primary cylindrical insulator 14, which has an upper substantially cylindrical sidewall portion 40, a lower substantially cylindrical sidewall portion 42, and a tapering sidewall portion 44 extending therebetween.
In the example embodiment shown, an intermediate electrode 46 including a conducting material extends upwardly from orifice 38 to a point proximate the tip of central electrode 18. Preferably, intermediate electrode 46 conforms substantially to the shape of and closely contacts the sidewall portions 40, 42, and 44. More preferably, the intermediate electrode 46 is provided in the form of a coating which overlays the sidewall portions 40, 42, and 44. The coating preferably includes a catalyst to promote rapid combustion of a fuel charge delivered to and combusted within internal cavity 36. Examples of catalysts are platinum and platinum-containing substances and compounds.
Igniter 10 is mounted in a cylinder head 48 and projects through cylinder head 48 (shown in partial view) into a cylinder of an internal combustion engine 50. Igniter 10 engages cylinder head 48 through the provision of interlocking threads 52. In the example embodiment shown in FIG. 1, charge delivery system 16 is a liquid fuel injector system, including an outer housing 54, a valve seat 56 disposed within the outer housing 54, a ball-shaped valve 58 having a stem 60 projecting therefrom, and a biasing coil spring 62 surrounding stem 60. Coil spring 62 connects to an upper portion of stem 60 and is in tension so as to urge ball-shaped valve 58 upward against valve seat 56. A metered amount of a fuel charge is delivered, under pressure, through delivery conduit 22 and thence through interior of outer housing 54 of fuel charge delivery system 16. Pressurized metered fuel charge forces ball-shaped valve 58 downward and away from valve seat 56 so as to enter the wider upper end portion of the tapering cylindrical portion of member first electrode 18 in which fuel charge delivery system 16 is seated. The tapering cylindrical member is provided with at least one throughgoing aperture 64, which allows the delivered fuel charge to pass through the tapering cylindrical portion 34 of first electrode 18 and enter internal cavity 36 proximate the tip of first electrode 18.
To initiate combustion, a first voltage potential is applied to first electrode 18, communicated to first electrode 18 from an ignition system (not shown) attachment point 80 on exposed portion of the delivery conduit 22, while shell 12 of igniter 10 is maintained at a reference voltage potential. Preferably, the reference voltage at shell 12 is maintained at ground voltage, and an ignition voltage is applied to first electrode 18. More preferably, delivery conduit 22, outer housing 54 of fuel charge delivery system 16, and tapering cylindrical portion 34 of member first electrode 18, all connect electrically, in series with engine ignition system contact point 80 to the arcing tip of first electrode 18 and form, together, first terminal of the igniter 10. With the first and reference terminals at differing voltage potentials, two separate spark gaps are formed: an internal spark gap 66 between the first electrode 18 and the intermediate electrode 46 and an external spark gap 68 formed between intermediate electrode 46 and the reference electrode shell 12. Internal spark gap 66 is located within cavity 36, while external spark gap 68 is disposed substantially adjacent external surface of the lower tip of cylindrical insulator 14 of igniter 10 and found within the volume of cylinder 50. Internal spark gap 66 and external spark gap 68 are, in the embodiment shown, each of annular shape and are electrically disposed in series with one another.
When, as shown in the example embodiment of FIG. 1, the intermediate electrode 46 is configured to extend substantially around the entire circumference of internal cavity 36, an electrical capacitor is effectively formed. Intermediate electrode 46 forms one plate of the capacitor, shell 12 forms another plate of the capacitor, and cylindrical insulator member 14 forms a dielectric separator. The capacitor is connected electrically in series with internal spark gap 66 and external spark gap 68. When the ignition voltage is applied to first electrode 18, the capacitor so formed maintains intermediate electrode 46 at ground potential until internal spark gap 66 breaks down. At that point, the capacitor begins charging, with current flowing across internal spark gap 66. The capacitor subsequently discharges when voltage potential between internal electrode 44 and reference electrode shell 12 is sufficiently elevated to break down external spark gap 68. As a result of the capacitor so formed by intermediate electrode 46, reference electrode shell 12, and cylindrical insulator member 14, internal spark gap 66 and external spark gap 68 fire in series (on the order of microseconds apart) rather than simultaneously. Since internal spark gap 66 and external spark gap 68 fire sequentially rather than simultaneously, peak voltage is reduced from that which would be required to fire the two spark gaps simultaneously. In the example embodiment shown, fuel charge delivery system 16 described above forms a fuel injection nozzle 58, which delivers a metered fuel charge to a position proximate the internal spark gap 66.
An advantage of the example embodiment shown is that igniter 10 permits an internal combustion engine to be operated in a “spark-ignited” mode of operation (with a relatively rich fuel to air ratio) during periods of relatively heavy load and in a diesel mode of operation (with a relatively lean fuel to air ratio) during periods of relatively light load. When operating in a spark-ignited mode of operation, fuel charge delivery system 16 is not actuated and, therefore, the only combustible mixture delivered to the cylinder 50 is an air/fuel mixture delivered on the intake stroke in a conventional manner, e.g., through a fuel injection or carburetion system. For example, an example of a conventional intake port 70 and a conventional injection/carburetion system 72, as shown in FIG. 1, with an intake valve 74 shown in an open position, e.g., during an intake stroke. As one of skill in the art would appreciate, during an intake stroke of the internal combustion engine, a substantially well-dispersed air/fuel charge will be delivered to cylinder 50. Thereafter, intake valve 74 closes and, as cylinder 50 undergoes a compression charge, some of this charge will be forced through orifice 38, into internal cavity 36 of igniter 10. When the ignition voltage is applied to central electrode 18, internal spark gap 66 and external spark gap 68 fire in series, with internal spark gap 66 firing in the range of microseconds before the firing of external spark gap 68. In this spark-ignited mode of operation, igniter 10 functions similarly to a torch jet spark plug, one example of which is disclosed in U.S. Pat. No. 5,421,300, to Durling et al. In the torch jet mode of operation, igniter 10 ignites the air/fuel mixture forced into internal cavity 36 during the compression stroke, such that a jet of partially combusted fuel emanates from orifice 38 and projects into cylinder 50, so as to enhance the burning rate of the air/fuel mixture therein. Additionally, external spark gap 68, which is disposed substantially within cylinder 50, contributes to a rapid and full combustion of the air/fuel mixture contained within cylinder 50.
Preliminary results by the applicants have indicated that the upper limit of the air to fuel ratio (by weight) achievable by this spark-ignited mode of operation is on the order of about 20:1. Leaner mixtures than this approximate 20:1 ratio of air to fuel tend to not ignite sufficiently or not ignite at all. However, leaner mixtures (e.g., above 20:1 of air/fuel) offer the possibility of achieving more efficient fuel consumption. Accordingly, the inventive igniter 10 can additionally be operated in a compression-ignition mode of operation, which preliminary results have indicated permits achieving air/fuel ratios on the order of about 40:1 or even perhaps 50:1.
In the compression-ignition mode of operation, a well-dispersed and relatively lean air/fuel mixture (e.g., on the order of about 40:1 to about 50:1) is delivered to cylinder 50 during the intake stroke, and some of this relatively lean air/fuel mixture is forced into internal chamber 36 of igniter 10 during the compression stroke. At or just before ignition, a small charge of a relatively rich air/fuel mixture is delivered by fuel charge delivery system 16 to internal cavity 36 and adjacent internal spark gap 66. When the elevated ignition voltage is applied to central electrode 18, internal spark gap 66 and external spark gap 68 again fire in series, on the order of microseconds apart. The charge delivered by fuel charge delivery system 16 to internal cavity 36, together with the relatively lean mixture forced into internal cavity 36, combine into a relatively rich mixture, and are ignited by the annular spark formed between central electrode 18 and internal electrode 44. A torch jet is thereby created, which ejects partially combusted products through orifice 38. Such partially combusted products are dispersed within cylinder 50 and ignite the already compressed and relatively lean main charge therein, resulting in a rapid and thorough combustion of the main charge. The resulting combustion of the main charge results primarily from compression but is triggered by the dispersion throughout the main charge of the partially combusted products emitted from internal cavity 36. An advantage of this method is that an engine using igniter 10 under a light load accomplishes homogeneous compression ignition of lean air/fuel ratios by introducing charged radicals, not limited to the form of a flame, but also being heated above ambient operating conditions, into the cylinder. One of skill in the art will appreciate that, optimally, igniter 10 is timed to fire when the state of compression is optimum for lean, fuel-efficient, compression ignition, for example, by controlling the timing of compression ignition in a homogeneous air/fuel mixture by “seeding” cylinder 50 with active chemical radicals-produced on demand by igniter 10. An advantage of this method of engine operation is that ignition is not limited to initiation only by a spark or only by compression, but rather by allowing the engine to choose spark and seeded compression ignition, depending on load at which the engine is operating.
FIG. 2 is a conceptual view of an external combustion engine arrangement, such as a jet or other type of turbine engine arrangement according to another embodiment. The turbine engine arrangement includes a turbine engine body 150. The turbine engine body 150 defines an upstream portion, shown conceptually on the left side of FIG. 2, and a downstream portion, shown conceptually on the right side of FIG. 2. A compression section 152 is located proximate the upstream portion. In the embodiment shown in FIG. 2, the compression section 152 includes a pressurized air canister 154 and a pressurized fuel canister 156. Air from the pressurized air canister 154 is mixed with fuel from the pressurized fuel canister 156 in a mixing chamber 158 to form a fuel/air mixture.
This fuel/air mixture is provided to an igniter 160 via a sealed cable 162. The igniter 160 may be implemented, for example, as the igniter 10 of FIG. 1. As shown in FIG. 1, the igniter 160 may include an igniter fuel mixture delivery arrangement that can be actuated by an ignition control system 164 to deliver the fuel/air mixture from the mixing chamber 158 into the igniter 160. The igniter 160 is located proximate an igniter aperture 166, which is formed in a wall 168 of a combustor 170 located externally from the mechanical operation of the turbine engine arrangement. For example, to conserve space in an aircraft jet engine, the combustor is implemented as a toroidal chamber located around a common shaft between rotating sets of compressor and expansion (turbine) blades. The combustor 170 defines a combustion chamber 172 in which a combustion section fuel/air mixture is present. As the compressor blades force air to flow through the combustor 170, fuel is sprayed into the continuously moving stream of air. During start-up, when the rotating shaft is turned by a starting motor, turbine engines rely on exciters or igniters to initiate a flame front in the flowing fuel/air mixture. In some embodiments, two igniters 160 are located opposite each other on the outer wall 168 of the combustor 170. They are fired continuously until ignition occurs and a standing flame front is generated.
When activated, the igniter 160 ignites the fuel/air mixture within the ignition prechamber and projects a jet of flame into the combustor within the combustion chamber 172. This jet of flame reliably lights a stationary flamefront 174 to deliver downstream heated products of combustion. Should a flameout condition occur the jet of flame can be manually or automatically activated to reliably relight the flamefront. The igniter 160 is capable of firing a jet rapidly, for example, 5-10 times per second. It is anticipated that an engine with a flameout could be re-ignited in a second or two after flame-out, rather than requiring the pilot to place the aircraft into a dive to get the compressor turning and help restart the engine.
The heated products of combustion are received by an exhaust section (not shown in FIG. 2), which extract energy from the products of combustion and pass the heated products of combustion out of the turbine engine body 150. The exhaust section is located downstream from the combustor 170 and may be implemented as a thrust producing expansion nozzle in a jet engine, or as a torque producing gas turbine shaft section. In the case of a jet engine, the expansion chamber defines a turbine wheel and jet engine output port. The heated products of combustion are passed through the turbine wheel, which operates the compressor in the upstream section, of the turbine engine body through the jet engine output port or nozzle, thereby providing a thrust force in an upstream direction.
In other types of turbine engines, the turbine section defines an rotating wheel of turbine blades and an exhaust stack through which the heated products of combustion are passed out of the turbine engine body. A turbine wheel shaft located in the turbine section is rotatable by the heated products of combustion. The turbine shaft is coupled to the upstream compressor and may also be coupled to any of a number of structures for producing movement. For example, the turbine can be coupled to an aircraft propeller for driving the propeller in a rotational manner. Alternatively, the turbine can be coupled to an industrial power shaft for rotating a mechanism that has an industrial application, such as generators or pumps. As another alternative, the turbine can be configured to propel a ground vehicle or a water vehicle.
FIG. 3 is a conceptual view of another turbine engine arrangement according to yet another embodiment. The turbine engine arrangement includes a turbine engine body 180. The turbine engine body 180 defines an upstream portion, shown conceptually on the left side of FIG. 3, and a downstream portion, shown conceptually on the right side of FIG. 3. A compression section 182 is located proximate the upstream portion. In the embodiment shown in FIG. 3, the compression section 182 receives air from an engine air compressor 184 whose output is regulated by a charging solenoid 186. When actuated, the charging solenoid 186 delivers air from the engine air compressor 184 to a storage chamber 188, which stores a compressed air charge. The compressed air charge can be output under the control of a firing solenoid 190. The compression section 182 also receives fuel from the vehicle engine fuel system 192 whose output is regulated by a fuel solenoid 194.
An ignition control system 196 controls the operation of the charging solenoid 186, the firing solenoid 190, and the fuel solenoid 194. When the ignition control system 196 actuates the firing solenoid 190 and the fuel solenoid 194, a compressed air charge and a fuel charge are delivered from the storage chamber 188 and the engine fuel system 192, respectively, into a mixing chamber 198 to form a fuel/air mixture.
This mixing chamber 198 is directly connected to an igniter 200. The igniter 200 may be implemented, for example, as the igniter 10 of FIG. 1. As shown in FIG. 1, the igniter 200 may include an igniter fuel mixture delivery arrangement that can be actuated by the ignition control system 196 to deliver the fuel/air mixture from the mixing chamber 198 into the igniter 200. The igniter 200 is located proximate an igniter aperture 202, which is formed in a wall 204 of a combustor 206. The combustor 206 defines a combustion chamber 208 in which a combustion section fuel/air mixture is present.
When activated, the igniter 200 ignites the fuel/air mixture within the ignition prechamber and projects a jet of flame into the combustion chamber 208. This jet of flame reliably lights a stationary flamefront 210 to deliver downstream heated products of combustion. Should a flameout condition occur, the jet of flame can be manually or automatically reactivated to reliably relight the flamefront.
The heated products of combustion are received by an exhaust section (not shown in FIG. 3), which extract energy from the products of combustion and pass the heated products of combustion out of the turbine engine body 180. The exhaust section is located downstream from the combustor 206 and may be implemented as a thrust producing expansion nozzle in a jet engine, or as a torque producing gas turbine shaft section. In the case of a jet engine, the expansion chamber defines a jet engine output port (nozzle). The heated products of combustion are passed out of the turbine engine body through the jet engine output port, thereby providing a thrust force in an upstream direction.
In other types of turbine engines, the turbine section defines a rotating shaft with turbine blades on a wheel and an exhaust stack through which the heated products of combustion are passed out of the turbine engine body. A turbine shaft wheel is rotated by the heated products of combustion expanding through multiple stages of turbine blades. The turbine shaft is coupled to the upstream compressor and may also be coupled to any of a number of structures for producing movement. For example, the turbine can be coupled to an aircraft propeller for driving the propeller in a rotational manner. Alternatively, the turbine can be coupled to an industrial power shaft for rotating a mechanism that has an industrial application, such as generators or pumps. As another alternative, the turbine can be configured to propel a ground vehicle or a water vehicle.
While the present invention has been disclosed by way of a detailed description of a number of particularly preferred embodiments, it will be clear to those of ordinary skill that the art that various substitutions of equivalents can be affected without departing from either the spirit or scope of the invention as set forth in the appended claims.
It will be understood by those who practice the embodiments described herein and those skilled in the art that various modifications and improvements may be made without departing from the spirit and scope of the disclosed embodiments. Accordingly, the scope of protection afforded is to be determined solely by the claims and by the breadth of interpretation allowed by law.

Claims

1. A turbine engine arrangement comprising:

a turbine engine body defining

an upstream portion and a downstream portion,

a compression section proximate the upstream portion,

a combustor operable to receive a combustion section fuel/air mixture to be ignited into a stationary flamefront to deliver pressurized downstream heated products of combustion, the combustion section having a wall structure defining an igniter aperture, and

an exhaust section downstream from the combustion section for receiving and passing the heated products of combustion out of the turbine engine body; and

an igniter disposed proximate the igniter aperture, the igniter comprising an igniter body defining an ignition prechamber in gaseous communication with the combustion section via a port to receive an igniter fuel mixture, the igniter being configured to ignite the igniter fuel mixture within the ignition prechamber and to project a jet of flame into the combustion section,

whereby the jet of flame reliably lights the flamefront and reliably relights the flamefront under a flameout condition.

2. The turbine engine arrangement of claim 1, wherein the exhaust section comprises an expansion chamber downstream from the combustion section, the expansion chamber defining a jet engine output port that provides a thrust force in an upstream direction in response to the heated products of combustion passing out of the turbine engine body.

3. The turbine engine arrangement of claim 1, wherein the exhaust section comprises a turbine section downstream from the combustion section, the turbine section defining an exhaust nozzle through which the expanding heated products of combustion are passed out of the turbine engine body.

4. The turbine engine arrangement of claim 3, further comprising a turbine located in the turbine section, the turbine being rotatable by the expanding heated products of combustion passing through the turbine section.

5. The turbine engine arrangement of claim 4, wherein the turbine is coupled to an aircraft propeller for driving the propeller in a rotational manner.

6. The turbine engine arrangement of claim 4, wherein the turbine is configured to propel a ground vehicle.

7. The turbine engine arrangement of claim 4, wherein the turbine is configured to propel a water vehicle.

8. The turbine engine arrangement of claim 4, wherein the turbine is coupled to an industrial power shaft for rotating a mechanism having an industrial application.

9. The turbine engine arrangement of claim 8, wherein the mechanism having an industrial application comprises at least one of a pump and an electrical generator.

10. The turbine engine arrangement of claim 1, wherein the igniter comprises an igniter fuel mixture delivery arrangement configured to, when actuated, deliver an igniter fuel mixture into the igniter from an external source.

11. The turbine engine arrangement of claim 10, wherein the igniter comprises an electrode arrangement disposed within the igniter body and defining an internal spark gap, the electrode arrangement being configured to, when actuated, generate a spark across the internal spark gap to ignite the igniter fuel mixture to generate the jet of flame, whereby the jet of flame is projected from the ignition prechamber into the combustion section.

12. The turbine engine arrangement of claim 11, wherein the electrode arrangement comprises a first inner electrode and a second inner electrode.

13. The turbine engine arrangement of claim 11, further comprising an electrode shell disposed proximate an outer surface of the igniter body and defining an external spark gap.

14. The turbine engine arrangement of claim 13, further comprising a capacitor coupled to the electrode arrangement to cause the internal spark gap and the external spark gap to fire sequentially.

15. The turbine engine arrangement of claim 11, wherein the electrode arrangement is disposed within the igniter body proximate the ignition prechamber.

16. The turbine engine arrangement of claim 11, wherein the electrode arrangement is disposed within the igniter body proximate the port.

17. The turbine engine arrangement of claim 10, further comprising a fuel and air storage module operatively coupled to the igniter fuel mixture delivery arrangement and configured to provide selectively and under pressure the igniter fuel mixture to the igniter fuel mixture delivery arrangement, the pressure actuating the igniter fuel mixture delivery arrangement to provide the igniter fuel mixture to the ignition prechamber.

18. The turbine engine arrangement of claim 17, further comprising a solenoid operatively coupled to the fuel storage module and configured to provide selectively the igniter fuel mixture to the fuel storage module.

19. The turbine engine arrangement of claim 10, further comprising an engine control subsystem operatively coupled to the igniter fuel mixture delivery arrangement and configured to control the igniter fuel mixture delivery arrangement to provide under pressure the igniter fuel mixture to the igniter fuel mixture delivery arrangement.

20. The turbine engine arrangement of claim 19, further comprising a voltage source in electrical communication with the engine control subsystem and configurable to cause the igniter to ignite the igniter fuel mixture.

21. The turbine engine arrangement of claim 10, wherein the igniter fuel mixture delivery arrangement facilitates pulsed delivery of the igniter fuel mixture, the igniter fuel mixture delivery arrangement comprising:

a delivery conduit to receive the igniter fuel mixture;

a valve arrangement operatively coupled to the delivery conduit and configured to open when the delivery conduit receives the igniter fuel mixture; and

a closure arrangement operatively coupled to the valve arrangement and configured to maintain the valve arrangement in a closed position when the delivery conduit does not receive the igniter fuel mixture.

22. The turbine engine arrangement of claim 21, wherein the closure arrangement comprises a spring.

23. The turbine engine arrangement of claim 10, wherein the igniter fuel mixture delivery arrangement facilitates continuous delivery of the igniter fuel mixture, the igniter fuel mixture delivery arrangement comprising:

a delivery conduit to receive the igniter fuel mixture; and

a flame regulation arrangement to prevent a jet of flame from moving into the delivery conduit.

24. The turbine engine arrangement of claim 23, wherein the flame regulation arrangement comprises a flame arrestor.

25. The turbine engine arrangement of claim 1, wherein the igniter fuel mixture comprises at least one of a gaseous fuel and a liquid fuel in combination with at least one of air and oxygen.

26. The turbine engine arrangement of claim 1, further comprising means for evacuating the heated products of combustion from the ignition prechamber.

27. The turbine engine arrangement of claim 1, further comprising an afterburner engine arrangement, the afterburner engine arrangement comprising an afterburner igniter, the afterburner igniter comprising an afterburner fuel mixture delivery arrangement configured to, when actuated, deliver an afterburner fuel mixture into the afterburner igniter from an external source, the afterburner igniter configured to ignite the afterburner fuel mixture and to project a jet of flame into an afterburner chamber, whereby the jet of flame reliably lights the afterburner flame.