Patent Publication Number: US-9410474-B2

Title: Integrated fuel injector igniters configured to inject multiple fuels and/or coolants and associated methods of use and manufacture

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. application Ser. No. 12/961,461, filed Dec. 6, 2010 and titled “INTEGRATED FUEL INJECTOR IGNITERS CONFIGURED TO INJECT MULTIPLE FUELS AND/OR COOLANTS AND ASSOCIATED METHODS OF USE AND MANUFACTURE”. 
    
    
     TECHNICAL FIELD 
     The following disclosure relates generally to integrated fuel injectors and igniters suitable for adaptively injecting multiple fuels and/or coolants into a combustion chamber. 
     BACKGROUND 
     Fuel injection systems are typically used to inject a fuel spray into an inlet manifold or a combustion chamber of an engine. Fuel injection systems have become the primary fuel delivery system used in automotive engines, having almost completely replaced carburetors since the late 1980s. Conventional fuel injection systems are typically connected to a pressurized fuel supply, and fuel injectors used in these fuel injection systems generally inject or otherwise release the pressurized fuel into the combustion chamber at a specific time relative to the power stroke of the engine. In many engines, and particularly in large engines, the size of the bore or port through which the fuel injector enters the combustion chamber is small. This small port accordingly limits the size of the components that can be used to actuate or otherwise inject fuel from the injector. Moreover, such engines also generally have crowded intake and exhaust valve train mechanisms, further restricting the space available for components of these fuel injection systems. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a cross-sectional side view of an integrated injector igniter configured in accordance with an embodiment of the disclosure. 
         FIGS. 1B-1D  are a series of cross-sectional end views of the injector of  FIG. 1A  taken substantially along lines  1 B- 1 B in  FIG. 1A . 
         FIGS. 2A-2D  are a series of cross-sectional side views of nozzle portions of injectors configured in accordance with embodiments of the disclosure. 
         FIG. 3A  is a cross-sectional side view of a valve distribution subassembly, and  FIG. 3B  is a plan partial view of a distribution assembly. 
     
    
    
     DETAILED DESCRIPTION 
     The present application incorporates by reference in its entirety the subject matter of U.S. patent application Ser. No. 12/961,453, filed Dec. 6, 2010, now U.S. Pat. No. 8,091,528, and titled “INTEGRATED FUEL INJECTOR IGNITERS HAVING FORCE GENERATING ASSEMBLIES FOR INJECTING AND IGNITING FUEL AND ASSOCIATED METHODS OF USE AND MANUFACTURE”. 
     The present disclosure describes integrated fuel injection and ignition devices for use with internal combustion engines, as well as associated systems, assemblies, components, and methods regarding the same. For example, several of the embodiments described below are directed generally to adaptable fuel injectors/igniters that can inject two or more fuels, coolants, or combinations of fuels and coolants into a combustion chamber during operation. As used herein, the term coolant can include any fluid (e.g., gas or liquid) that produces cooling. In one embodiment, for example, a coolant can include non-combusting fluid. In other embodiments, however, a coolant can include a fuel that ignites and/or combusts at a lower temperature than another fuel. In certain other embodiments a fluid (e.g., a coolant) provides cooling of substances such as air or components of a combustion chamber. Certain details are set forth in the following description and in  FIGS. 1A-3D  to provide a thorough understanding of various embodiments of the disclosure. However, other details describing well-known structures and systems often associated with internal combustion engines, injectors, igniters, and/or other aspects of combustion systems are not set forth below to avoid unnecessarily obscuring the description of various embodiments of the disclosure. Thus, it will be appreciated that several of the details set forth below are provided to describe the following embodiments in a manner sufficient to enable a person skilled in the relevant art to make and use the disclosed embodiments. Several of the details and advantages described below, however, may not be necessary to practice certain embodiments of the disclosure. 
     Many of the details, dimensions, angles, shapes, and other features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can have other details, dimensions, angles, and features without departing from the spirit or scope of the present disclosure. In addition, those of ordinary skill in the art will appreciate that further embodiments of the disclosure can be practiced without several of the details described below. 
     Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present disclosure. Thus, the occurrences of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics described with reference to a particular embodiment may be combined in any suitable manner in one or more other embodiments. Moreover, the headings provided herein are for convenience only and do not interpret the scope or meaning of the claimed disclosure. 
       FIG. 1A  is a cross-sectional side view of an integrated injector/igniter  100  (“injector  100 ”) configured in accordance with an embodiment of the disclosure. The injector  100  includes a body  102  having a middle portion  104  extending between a first end portion or base portion  106  and a second end portion of a nozzle portion  108 . The nozzle portion  108  is configured to at least partially extend through an engine head  110  to inject and ignite fuel at or near an interface  111  of a combustion chamber  112 . As described in detail below, the injector  100  is particularly suited to provide adaptive and rapid actuation of two or more fuels, coolants, or combinations of fuels and coolants. 
     In the embodiment shown in  FIG. 1A , the injector  100  includes a core assembly  113  extending from the base portion  106  to the nozzle portion  108 . The injector  100  also includes a body insulator  142  coaxially disposed over at least a portion of the core assembly  113 . The core assembly  113  includes an ignition conduit, rod, or conductor  114 , an ignition insulator  116 , and a valve  118 . The ignition insulator  116  is coaxially disposed over at least a portion of the ignition conductor  114  and extends from the base portion  106  to the nozzle portion  108 . As described in detail below, the valve  118  is coaxially disposed over at least a portion of the ignition insulator and moves longitudinally through the body  102 . For example, the valve  118  is an inwardly opening valve (e.g., opening in a direction away from the combustion chamber) and is movable relative to the core insulator  114  to selectively introduce fuel from the nozzle portion  108  into the combustion chamber  112 . More specifically, the valve  118  is configured to slide or otherwise move relative to the core insulator  116  in directions that are generally parallel to a longitudinal axis of the injector  100 . The valve  118  includes a first end portion in the base portion  106  that engages a valve operator assembly  125 . The valve  118  also includes a second or sealing end portion  119  that engages or otherwise contacts a valve seal  121  in the nozzle portion  108  carried by the second ignition feature  150 . The sealing end portion  119  also includes an exit opening  107  positioned radially inwardly from the valve seal  121 . As described in detail below, the exit opening  107  allows a fuel or coolant to pass from a second flow passage  133  to be adjacent to the valve seal  121 , and when the sealing end portion  119  spaces apart from the valve seal  121 , the fuel or coolant can exit the nozzle portion  108 . The sealing end portion  119  and/or the valve seal  121  can include one or more elastomeric portions. As described in detail below, the valve operator assembly  125  actuates the valve  118  relative to the ignition insulator  116  between an open position and a closed position (as shown in  FIG. 1A ). In the open position, the sealing end portion  119  of the valve  118  is spaced apart from the valve seal  121  to allow fuel or coolant to flow past the valve seal  121  and out of the nozzle portion  108  to produce distribution pattern  160  as shown in  FIG. 1A . 
     In certain embodiments, the valve  118  can be made from reinforced structural composites as disclosed in U.S. patent application Ser. No. 12/857,461, filed Aug. 16, 2010, and titled “INTERNALLY REINFORCED STRUCTURAL COMPOSITES AND ASSOCIATED METHODS OF MANUFACTURING,” which is incorporated herein by reference in its entirety. For example the valve  118  can be made from relatively low density spaced graphite or graphene structures that provide the benefits of reducing inertia, achieving high strength and stiffness, and providing high fatigue endurance strength. More specifically, the valve  118  can be constructed from a light weight but strong graphite structural core that is reinforced by one or more carbon-carbon layers. The carbon-carbon layer(s) may be prepared from a suitable precursor application of carbon donor (e.g., petroleum pitch or a thermoplastic such as a polyolefin or PAN). The one or more carbon-carbon layers can further provide radio frequency shielding and protection. Additional protection may be established by plating the outer surface of the valve  118  with a suitable alloy, such as a nickel alloy that may be brazed to the valve  118  by a suitable braze alloy composition. 
     The ignition conductor  114  includes an end portion  115  proximate to the interface  111  of the combustion chamber  112  that includes one or more ignition features that are configured to generate an ignition event. The ignition conductor  114  also includes a first flow passage or channel  124  extending longitudinally through a central portion of the ignition conductor  114 . The ignition conductor  114  is operably coupled to a first terminal  127  at the base portion  106 . The first terminal  127  is configured to supply ignition energy (e.g., voltage), as well as a first fuel or first coolant, to the ignition conductor  114 . More specifically, the first terminal  127  includes a first inlet passage  123  that is fluidly coupled to the first flow channel  124 . The first terminal  127  is also configured to be coupled to a first fuel or coolant source, as described in detail below, to introduce the first fuel or coolant into the first flow channel  124  via the first inlet passage  123 . The ignition conductor  114  therefore dispenses the first fuel or coolant into the combustion chamber  112  via the first flow channel  124 . The first terminal  127  is also coupled to a first ignition energy source via a first ignition source conductor  129 . The first ignition source conductor  129  accordingly provides first ignition energy to the ignition conductor  114  via the first terminal  127 . The ignition conductor  114  can therefore ignite the first fuel at the nozzle portion  108  with the first ignition energy. In one embodiment, for example, the first terminal  127  can supply at least approximately 80 KV (DC or AC) to the ignition conductor  114 . In other embodiments, however, the first terminal  127  can supply a greater or lesser voltage to the ignition conductor  114 . 
     According to features of the illustrated embodiment, the first flow channel or passage  124  is electrically isolated or insulated from the second flow channel or passage  133 . This electrical isolation allows for different ignition energies to be applied to the different fuels that flow through these passages. Moreover, and as described in detail below, the second flow passage  133  can include multiple discrete or fluidly separated channels or passages (see, e.g.,  FIGS. 1C and 1D ). As such, different fuels and/or coolants can be separately transmitted through the second flow passage  133 , in addition to different fuels and/or coolants that pass through the first flow channel or passage  124 . More specifically, in one embodiment, a first fuel or first coolant can flow through the first flow passage  124 , a second fuel or second coolant can flow through a first discrete channel in the second flow passage  133 , and a third fuel or third coolant can flow through a second discrete channel in the second flow passage  133 . In still further embodiments, more than three fuels or three coolants can flow through the various flow channels. 
     The injector  100  further includes an insulated second terminal  152  at the middle portion  104  or at the base portion  106 . The second terminal  152  is electrically coupled to the second ignition feature  150  via a second ignition conductor  154 . For example, the second ignition conductor  154  can be a conductive layer or coating disposed on the ignition insulator  116 . The second ignition conductor  154  accordingly transmits the ignition energy (e.g., voltage) to the second ignition feature  150  at the nozzle portion  108 . As shown in the illustrated embodiment, the second ignition feature  150  is coaxial and radially spaced apart from the end portion  115  of the ignition conductor  114 . Moreover, in the illustrated embodiment, the second ignition features  150  can include a plurality of threads or acicular protrusions extending circumferentially around and spaced apart from the end portion  115  of the ignition conductor  114 . In other embodiments, however, the second terminal  152  can be omitted and ignition energy can be supplied to the second ignition feature from a force generator assembly carried by the base portion  106 . 
     The injector  100  further includes an energy storage provision such as capacitor  158  carried by the body  102 . In the illustrated embodiment, the capacitor  158  is positioned in the body insulator  142  at the middle portion  104 . In other embodiments, however, the capacitor  158  can be positioned at other locations, including for example, at or near the nozzle portion  108 . The capacitor  158  is configured to provide ignition energy to ignite one or more fuels. For example, the capacitor  158  is coupled to the second ignition conductor  154 . The capacitor can be charged by energy harvested from the combustion chamber  112  or from another suitable source. For example, the capacitor can be charged with and store ignition energy from photovoltaic, thermoelectric, acoustical, and/or pressure energy harvested from the combustion chamber  112 . 
     According to features of the illustrated embodiment, the injector  100  is configured to provide different amounts or values of ignition energy as needed to ignite the corresponding fuels or coolants. For example, in one embodiment the first terminal  129  can provide a greater ignition energy than ignition energy from the second terminal  152 , induced ignition energy in the force generator assembly  128 , and/or stored ignition energy from the capacitor  158  for the purpose of initiating ignition of fuels that are relatively difficult to ignite. In other embodiments, however, these additional ignition energy sources can provide the greater ignition energy. Moreover, any of these ignition energy sources can be used for the purpose of sustaining the ignition event. 
     According to additional features of the illustrated embodiment, the injector  100  also includes a second flow passage or channel  133 . In the illustrated embodiment, the second flow channel  133  extends longitudinally through the body  102  from the base portion  106  to the nozzle portion  108 . More specifically, the second flow channel  133  extends coaxially with the stem portion of the valve  118  and is spaced radially apart from the stem portion of the valve  118 . As explained in detail below, a second fuel or coolant can enter the second flow channel  133  from the base portion  106  of the injector  100  to pass to the combustion chamber  112 . As also explained in detail below, the second flow channel  133  can include multiple discrete sub-channels or passages that are fluidly separated from one another, and that are coupled to corresponding individual fuel inlet passages  151  (identified individually as a first inlet passage  151   a  and a second inlet passage  151   b ). As such, multiple different second fuels and/or second coolants can travel through the corresponding sub-channels of the second flow passage  133 . 
     The injector  100  can also include one or more sensors that are configured to detect properties or conditions in the combustion chamber  112 . For example, in the illustrated embodiment injector  100  includes sensors or fiber optic cables  117  extending longitudinally through the body  102  from the base portion  106  to the nozzle portion  108 . The fiber optic cables  117  can be coupled to or otherwise extend along with the ignition conductor  114 . Moreover, the fiber optic cables  117  can be coupled to one or more controllers or processors  122  carried by the body  102 . In the illustrated embodiment, the fiber optic cables  117  expand or otherwise fan radially outwardly at the nozzle portion  108  in the space between the ignition conductor  114  and the second ignition features  150 . The expanded end portion of the fiber optic and/or other sensor cables  117  provides an increased area for the fiber optic cables  117  to gather information at the interface with the combustion chamber  112 . 
     In addition to the valve operator assembly  125 , the injector  100  also includes a force generator assembly  128  carried by the base portion  106 . The valve operator assembly  125  is operably coupled to the valve  118  and configured to move the valve  118  between the open and closed positions in response to the force generator assembly  128 . For example, the valve operator assembly  125  moves the valve  118  longitudinally in the injector  100  relative to the ignition insulator  116 . The valve operator assembly  125  includes at least an actuator or driver  120  that is coupled to the valve  118 . The force generator assembly  128  includes a force generator  126  (e.g., an electric, electromagnetic, magnetic, etc. force generator) that induces movement of the driver  120 . 
     In certain embodiments, for example, the force generator  126  can be a solenoid that induces a magnetic field to move a ferromagnetic driver  120 . In still further embodiments, the force generator assembly  128  can include two or more solenoid windings acting as a transformer for the purpose of inducing movement of the driver  120  and generating ignition energy. More specifically, a force generator assembly  128  having two or more force generators  126  can be configured to control fuel flow by opening any of the valve assemblies, and to produce of ionizing voltage upon completion of the valve opening function. To achieve both of these functions, in certain embodiments, for example, each force generator assembly  128  can be a solenoid winding including a first or primary winding and a secondary winding. The secondary winding can include more turns than the first winding. Each winding can also include one or more layers of insulation (e.g., varnish or other suitable insulators), however the secondary winding may include more insulating layers than the first winding. By configuring a force generator  126  as a transformer with a primary winding and a secondary winding of many more turns, the primary winding can carry high current upon application of voltage to produce pull or otherwise induce movement of the driver  120 . Upon opening the relay to the primary winding, the driver  120  is released and a very high voltage will be produced by the secondary winding. The high voltage of the secondary winding can be applied to the plasma generation ignition event by providing the initial ionization, after which relatively lower voltage discharge of a capacitor that has been charged with any suitable source (including energy harvested from the combustion chamber  112  by photovoltaic, thermoelectric, and piezoelectric generators) and/or continue to supply ionizing current and thrust of fuel into the combustion chamber. Suitable force generating assemblies  128  are described in U.S. patent application Ser. No. 12/961,453, filed Dec. 6, 2010, now U.S. Pat. No. 8,091,528, titled “INTEGRATED FUEL INJECTOR IGNITERS HAVING FORCE GENERATING ASSEMBLIES FOR INJECTING AND IGNITING FUEL AND ASSOCIATED METHODS OF USE AND MANUFACTURE” and incorporated by reference in its entirety. In embodiments where the force generator assembly  128  includes two or more solenoid windings to induce movement of the driver  120  and generate ignition energy for the second ignition feature  150 , the second terminal  152  can be omitted from the injector  100 . 
     The force generator  128  can also be operably coupled to the processor or controller  122 , which can in turn also be coupled to the one or more fiber optic cables  117  extending through the ignition conductor  114 . As such, the controller  122  can selectively energize or otherwise activate the force generator  126 , for example, in response to one or more combustion chamber conditions or engine parameters. When the force generator  126  actuates the driver  120 , the driver  120  engages one or more stops  130  integrally formed with or otherwise attached to the first end portion of the valve  118  to move the valve  118  between the open and closed positions. The valve operator assembly  125  can also include a first biasing member  132  that contacts the valve  118  and at least partially urges the valve  118  to the closed position in a direction toward the nozzle portion  108 . The valve operator assembly  125  can further include a second biasing member  135  that at least partially urges the driver  120  toward the nozzle portion  108 . In certain embodiments, the first biasing member  132  can be a spring, such as a coil spring, and the second biasing member  135  can be a magnet or a permanent magnet. In other embodiments, however, the first biasing member  132  and the second biasing member  135  can include other components suitable for providing a biasing force against the valve  118  and the driver  120 . Embodiments including a magnet or permanent magnet for the second biasing member can provide for relatively fast or quick actuation while inducing or avoiding potential resonance associated with coil springs. 
     In operation, the injector  100  is configured to inject two or more fuels, coolants, and/or combinations of fuels and coolants into the combustion chamber  112 . The injector  100  is also configured to ignite the fuels as the fuels exit the nozzle portion  108  into the combustion chamber. For example, a first fuel or coolant can be introduced into the first flow passage  124  in the ignition conductor  116  via the first inlet passage  123  in the first terminal  127 . Precise amounts of fuel and/or coolant can be metered from a pressurized fuel source from a valve assembly as described in detail below. The first fuel or coolant travels through the injector  100  from the base portion  106  to the nozzle portion  108 . In instances where the nozzle portion  108  dispenses metered amounts of a pressurized first fuel, the first ignition source conductor  129  can energize or otherwise transmit ignition energy (e.g., voltage) to an ignition feature carried by the ignition conductor  116  at the nozzle portion  108 . As such, the ignition conductor  116  can ignite the first fuel at the interface  111  with the combustion chamber  112 . 
     A second fuel or coolant can be introduced into the base portion  106  via the force generator assembly  128 . For example, a second fuel or coolant can enter the force generator assembly  128  via the second inlet passage  151   b . The second fuel or coolant can travel from the second inlet passage  151  through the force generator  128  as indicated by base portion flow paths  139 . The second fuel or coolant exits the force generator  128  through multiple exit channels  140  and then passes through passages  157  in the driver  120  to reach the second flow channel  133  extending longitudinally adjacent to the valve  118 . As noted above, the second flow channel  133  extends between an outer surface of the valve  118  and an inner surface of the body insulator  142  of the middle portion  104  and the nozzle portion  108 . The body insulator  142  can be made from a ceramic or polymer insulator suitable for containing the high voltage developed in the injector  100 , as disclosed in the patent applications incorporated by reference in their entireties above. 
     The valve operator assembly  125  and the force generator assembly  128  work in combination to precisely and/or adaptively meter or dispense the second fuel or coolant into the second flow channel  133  and past the sealing head  119  of the valve  118 . For example, the force generator  126  induces movement of the driver  120  to move the valve  118  longitudinally along the core insulator  116  to space the sealing end portion  119  of the valve  118  away from the valve seal  121 . More specifically, when the force generator  126  induces the movement of the driver  120 , the driver  120  moves a first distance D 1  prior to contacting the stop  130  carried by the valve  118 . As such, the driver  120  can gain momentum or kinetic energy before engaging the valve  118 . After the driver  120  contacts the stop  130 , the driver  120  continues to move to a second or total distance D 2  while engaging the valve  118  to exert a tensile force on the valve  118  and move the valve  118  to the open position. As such, when the valve  118  is in the open position, the sealing head  119  of the valve  118  is spaced apart from the valve seal  121  by an open distance generally equal to the second or total distance D 2  minus the first distance D 1 . As the valve  118  moves between the open and closed positions in directions generally parallel with a longitudinal axis of the injector  100 , the ignition conductor  114  and the insulator  116  remain stationary within the body  102 . The insulator  116  therefore acts as a central journal bearing for the valve  118  and can accordingly have a low friction outer surface that contacts the valve  118 . Moreover, and as discussed in detail below, the second ignition feature  150  can create an ignition event to ignite the second fuel before or as the second fuel enters the combustion chamber  112 . 
     As the second fuel flows toward the combustion chamber  112  through the second flow channel  133 , the second ignition conductor  150  conveys DC and/or AC voltage to adequately heat and/or ionize and rapidly propagate and thrust the fuel toward the combustion chamber. In certain embodiments, the force generator assembly  128  can provide the ignition energy to the second ignition feature  150  via the second ignition conductor  154 . For example, in embodiments where the force generator assembly  128  includes a primary solenoid winding or piezoelectric component that induces movement of the driver  120  and also induces voltage in a secondary solenoid winding, the secondary solenoid winding can provide the ignition energy to the second ignition feature. In other embodiments, however, the second terminal  152  can provide the ignition energy to the second ignition feature  150  via the second ignition conductor  154 . 
     With respect to the first ignition features at the end portion  115  of the ignition conductor  114 , as well as the second ignition feature  150 , each ignition feature can develop plasma discharge blasts of ionized fuel that is rapidly accelerated and injected into the combustion chamber  112 . Generating such high voltage at the ignition features initiates ionization, which is then rapidly propagated as a much larger population of ions in plasma that develops and travels outwardly to thrust fuel past the interface  111  into the combustion chamber  112  into surplus air to provide insulation of more or less adiabatic stratified chamber combustion. As such, the injector  100  is capable of ionizing air within the nozzle portion  108  prior to introducing fuel into the ionized air, ionizing fuel combined with air, as well as layers of ionized air without fuel and ionized fuel and air combinations, as disclosed in the patent applications incorporated by reference in their entireties above. 
     In one mode of operation, delivery of a rapid combustant such as hydrogen or hydrogen-characterized fuel mixture is made through inlet port  151  and past valve seal  119  to be ignited with relatively low ignition energy by electrode  150 . Such rapid combustion as depicted by distribution pattern  160  thereby rapidly heats and forces rapid evaporation, cracking and completion of combustion of other fuels such as liquid diesel fuel that can be delivered through the second inlet port  123  and through conduit  124  to produce a second distribution pattern  162 . The second distribution pattern  162  can be different than the first distribution pattern  160 . This mode of rapid-combustant characterized operation enables other commensurately delivered fuels with relatively difficult ignition characteristics and/or tendencies to produce unburned hydrocarbon and/or particulate emissions including diesel and bunker fuels to be readily combusted without such emissions including applications in engines with insufficient compression ratios, fuel pressure, or operating temperature to provide satisfactory compression ignition. 
     In another mode of operation, fuel selections such as diesel and bunker fuels that normally produce such objectionable emissions are delivered through the second inlet  123  to conduit  124  for injection that is characterized by ionization by heat and/or plasma formation as a result of sufficiently greater ignition energy delivery through electrical lead  129  to force rapid evaporation, cracking and completion of combustion without such emissions. Application of such ignition energy enables clean utilization of fuels with insufficient cetane ratings for compression ignition and applications in engines with insufficient compression ratios, fuel pressure, or operating temperature to provide satisfactory compression ignition. 
       FIG. 1B  is a cross-sectional end view of an embodiment of a second injector  100   b  taken substantially along lines  1 B- 1 B in  FIG. 1A . More specifically, the embodiment shown in  FIG. 1A  illustrates the concentric or coaxial arrangement of several of the components of the injector  100 . However, for clarity the tubular cross section of valve  118  is not illustrated in  FIG. 1B . In the illustrated embodiment, the second injector  100   b  includes a casing  159 , such as a metallic or steel casing disposed over the body insulator  142 . The second flow channel  133  is positioned radially outwardly from the valve and second ignition conductor  154 , and the ignition insulator  116  is positioned radially inwardly from the valve and second ignition conductor  154 . The fiber optic cables  117  are adjacent to the ignition conductor, and the first flow channel  124  extends through the ignition conductor. In the illustrated embodiment, the second flow channel  133  has a generally circular cross-sectional shape. In other embodiments, and as described below, the second flow channel  133  can include shapes other than circular and/or includes multiple sub-channels or discrete separated sub-portions for flowing various different fuels and/or coolants. 
       FIG. 1C  is a cross-sectional end view of a third injector  100   c  taken substantially along lines  1 B- 1 B in  FIG. 1A . The embodiment of the third injector  100   c  shown in  FIG. 1C  illustrates several second flow sub-channels  133  (identified individually as first through nth sub-channels  133   a - 133   n ) between the body insulator  142  and the combination of the second ignition conductor  154  and second valve  118  (for clarity, the tubular cross-section of valve  118  is not illustrated in  FIG. 1C ). Although the illustrated embodiment includes second flow sub-channels  133  forming a star or gear shaped pattern, in other embodiments these flow channels can have other configurations. For example,  FIG. 1D  illustrates an additional embodiment of a fourth injector  100   d  having multiple discrete or separate second flow sub-channels  133  (identified individually as first through nth sub-channels  133   a - 133   n ) forming a generally pentagonal shape (for clarity, the tubular cross section of valve  118  is not illustrated in  FIG. 1D ). In other embodiments, however, the second flow sub-channels  133  can be arranged in other shapes or configurations. 
       FIGS. 2A-2D  are a series of cross-sectional side views of nozzle portions  214  of injectors configured in accordance with embodiments of the disclosure. The embodiments illustrated in  FIGS. 2A-2D  are configured to provide various spray patterns or distributions of fuels and/or coolants. For example, these embodiments provide examples of spray or distribution patterns that can be used to optimize combustion chamber conditions, such as temperature, pressure, completion of the combustion event, etc. In  FIG. 2A , for example, a first nozzle portion  214   a  includes a first end portion  215   a  that dispenses or disperses a first injection or distribution pattern  260   a  into a combustion chamber. More specifically, the first end portion  215   a  can have one or more openings that create the first distribution pattern  260   a . The first distribution pattern  260   a  can have a generally uniform expanding shape (e.g., cone-shaped). In certain embodiments, the first injection pattern  260   a  is suitable for a symmetrical combustion chamber. 
     In  FIG. 2B , a second nozzle portion  214   b  includes a radially expanding second sleeve valve  262   b  covering at least a portion of a second end portion  215   b . The second sleeve valve  262   b  is configured to open, expand, slide, or otherwise actuate in response to pressurized fuel and/or in response to one or more actuating devices. In one embodiment, the second sleeve valve  262   b  at least partially covers one or more second exit openings  266   b  in the second end portion  215   b . The second nozzle portion  214   b  also includes a second end stop or plug  264   b  at least partially blocking the flow of fuel or coolant out of the second end portion  215   b . As such, the second exit openings  266   b  are configured to allow the fuel or coolant to exit the second end portion  215   b  in a second injection or distribution pattern  260   b . The second distribution pattern  260   b  accordingly includes a central void generally surrounded by a radially expanding cone shape of injected fuel and/or coolant. 
     In  FIG. 2C , a third nozzle portion  214   c  includes a radially expanding sleeve valve  262   c  covering at least a portion of a third end portion  215   c . The third sleeve valve  262   c  is configured to open, slide, or otherwise expand or actuate in response to pressurized fuel and/or in response to one or more actuating devices. The third sleeve valve  262   c  at least partially covers one or more third exit openings  266   c  in the third end portion  215   c . The third nozzle portion  214   c  also includes a third end stop or plug  264   c  at least partially blocking the flow of fuel or coolant out of the third end portion  215   c . In the illustrated embodiment, however, the third plug  264   c  has a generally conical shape that is inserted into an expanded section of the third end portion  215   c . As such, the third exit openings  266   c  are configured to allow the fuel or coolant to exit the third end portion  215   c  in a third injection or distribution pattern  260   c . The third distribution pattern  260   c  accordingly includes a conically-shaped radially expanding central void generally surrounded by a corresponding radially expanding cone shape of injected fuel and/or coolant. 
     In  FIG. 2D , a fourth nozzle portion  214   d  includes a radially expanding sleeve valve  262   d  covering at least a portion of a fourth end portion  215   d . The fourth sleeve valve  262   d  is configured to open, slide, or otherwise expand or actuate in response to pressurized fuel and/or in response to one or more actuating devices. The fourth sleeve valve  262   d  at least partially covers one or more fourth exit openings  266   d  in the fourth end portion  215   d . The fourth nozzle portion  214   d  also includes a fourth end stop or plug  264   d  at least partially blocking the flow of fuel or coolant out of the fourth end portion  215   d . In the illustrated embodiment, however, the fourth plug  264   d  has a generally conical shape that is inserted into an expanded section of the fourth end portion  215   d . As such, the fourth exit openings  266   d  are configured to allow the fuel or coolant to exit the fourth end portion  215   d  in a fourth injection or distribution pattern  260   d . The fourth distribution pattern  260   d  accordingly includes a converging central void generally surrounded by a corresponding radially expanding cone shape of injected fuel and/or coolant. 
     The embodiments described above with reference to  FIGS. 2A-2D  can accordingly provide various fuel and/or coolant distribution patterns (e.g., focused patterns, evenly distributed patterns, etc.) suitable for various ignition and cooling needs. One of ordinary skill in the art will appreciate, however, that the embodiments described above with reference to  FIGS. 2A-2D  are not exhaustive of all of the different configurations for various fuel distribution patterns. For example, the size, shape, orientation, and/or distribution of the exit openings  266  in the corresponding second end portions  215  can provide desired distribution patterns. In certain embodiments, a single nozzle portion  214  can include exit openings  266  having different sizes, shapes, and/or orientations. Moreover, these individual exit openings  266  can provide an outlet for corresponding individual flow channels or passages. Accordingly, a first fuel or first coolant can be dispensed through a first flow channel and corresponding exit opening  266  to provide a first distribution or spray pattern in the combustion chamber. In addition, a second fuel or second coolant can be dispensed through a second flow channel and corresponding exit opening  266  to provide a second distribution or spray pattern in the combustion chamber that is different from the first distribution pattern. Additional fuels and/or coolants can be dispensed through corresponding additional flow channels and exit openings. 
       FIG. 3A  is a cross-sectional side view of a valve distribution subassembly  360  (“subassembly  360 ”) that can be operably coupled to the first terminal  127  to deliver a first fuel or a first coolant to the injector  100  (as shown in  FIG. 1A ) from a pressurized fuel source. The subassembly  360  reliably enables control of the delivery of pressurized supplies of various fuels and/or coolants. According to aspects of this disclosure, the subassembly  360  is particularly beneficial for enabling various fuels including very low energy density fuels to be utilized in large engines in conjunction with an injector as described herein. The subassembly  360  also enables such fuels or coolants to be partially utilized to greatly improve the volumetric efficiency of converted engines by increasing the amount of air that is induced into the combustion chamber during each intake cycle. Although the subassembly  360  is described below in operation with reference to a fuel, in other application embodiments the subassembly  360  can dispense various coolants. 
     In operation, pressurized fluid such as a fuel is supplied through inlet fitting  362  to the valve chamber shown where a biasing member  364  (e.g., coil spring) urges a valve  366  (e.g., ball valve) toward a closed position on a valve seat  368  as shown in  FIG. 3A . In high-speed engine applications, or where spring  364  is objectionable because solids in slush fuels tend to build up, it may be preferred to provide valve seat  368  as a pole of a permanent magnet to assist in rapid closure of the ball valve  366 . When fuel delivery to a combustion chamber is desired, an actuator or push-rod  372  forces the ball valve  366  to lift off of the valve seat  368  to permit fuel to flow around the ball valve  366  and through the passageway to fitting  370  for delivery to the combustion chamber, such as through the first terminal  127  of the injector  100  ( FIG. 1A ). In certain embodiments, the push rod  372  can be sealed by closely fitting within a bore  390 , or by an elastomeric seal such as an O-ring  374 . The actuation of push rod  372  can be by any suitable method or combination of methods. 
     According to one embodiment, suitable control of fuel or coolant flow can be provided by solenoid action resulting from the passage of an electrical current through an annular winding  386  within a steel cap  384  in which a solenoid plunger  378  moves axially with connection to the push rod  372 , as shown. In certain embodiments the plunger  378  can be made from a ferromagnetic material that is magnetically soft. Moreover, the plunger  378  can be guided in linear motion by a sleeve bearing  388 , which can be a self-lubricating polymer, or low friction alloy, such as a Nitronic alloy, or a permanently lubricated powder-metallurgy oil-impregnated bearing that is threaded, engaged with an interference fit, locked in place with a suitable adhesive, swaged, or braised to be permanently located on the ferromagnetic pole piece  390 . 
     In other embodiments, the ball valve  366  may also be opened by an impulse action in which the plunger  378  is allowed to gain considerable momentum before providing considerably higher opening force after it is allowed to move freely prior to suddenly causing actuator pin  372  to strike the ball valve  366 . In this embodiment, it may be preferred to provide sufficient “at rest” clearance between the ball valve  366  and the end of the push rod  372  when the plunger  378  is in the neutral position at the start of acceleration towards the ball valve  366  to thereby allow considerable momentum to be developed before the push rod  372  suddenly impacts the ball valve  366 . 
     As an alternative method for intermittent operation of the push rod  372  and the ball valve  366  can be with a rotary solenoid or mechanically driven cam displacement that operates at the same frequency that controls the air inlet valve(s) and/or the power stroke of the engine. Such mechanical actuation can be utilized as the sole source of displacement for ball valve  366  or in conjunction with a push-pull or rotary solenoid. In operation, for example, a clevis  380  holds a ball bearing assembly  382  in which a roller or the outer race of an antifriction bearing assembly rotates against or over a suitable cam to cause linear motion of the plunger  378  and the push rod  372  toward the ball valve  366 . After striking the ball valve  366  for development of fuel flow as desired, the ball valve  366  and plunger  378  are returned to the neutral position by the magnetic seat  364  and/or a biasing member  376  (e.g., coil spring). 
     It is similarly contemplated that suitable operation of unit valve  360  may be by cam displacement of  382  with “hold-open” functions by a piezoelectric operated brake (not shown) or by actuation of electromagnet  386  that is applied to plunger  378  to continue the fuel or coolant flow period after passage of the cam lobe against  382 . This provides fluid flow valve functions in which a moveable valve element such as  366  is displaced by plunger  372  that is forced by suitable mechanisms including a solenoid, a cam operator, and a combination of solenoid and cam operators in which the valve element  366  is occasionally held in position for allowing fluid flow by such solenoid, a piezoelectric brake, and/or a combination of solenoid and piezoelectric mechanisms. 
     Fuel and/or coolant flow from unit valve  360  may be delivered to the engine&#39;s intake valve port, to a suitable direct cylinder fuel injector, and/or delivered to an injector having selected combinations of the embodiments described herein. In some applications such as large displacement engines it is desirable to deliver fuel to all three entry points. In instances that pressurized fuel is delivered by timed injection to the inlet valve port of the combustion chamber during the time that the intake port or valve is open, increased air intake and volumetric efficiency is achieved by imparting fuel momentum to cause air-pumping for developing greater air density in the combustion chamber. 
     In such instances the fuel is delivered at a velocity that considerably exceeds the air velocity to thus induce acceleration of air into the combustion chamber. This advantage can be compounded by controlling the amount of fuel that enters the combustion chamber to be less than would initiate or sustain combustion by spark ignition. Such lean fuel-air mixtures however can readily be ignited by fuel injection and ignition by the injector embodiments described herein, which provides for assured ignition and rapid penetration by combusting fuel into the lean fuel-air mixture developed by timed port fuel injection. 
     Additional power may be provided by direct cylinder injection through a separate direct fuel injector that adds fuel to the combustion initiated by an injector such as the injector  100  described above with reference to  FIG. 1A . Direct injection from one or more separate direct cylinder injectors into combustion initiated by the injector assures rapid and complete combustion within excess air and avoids the heat loss usually associated with separate direct injection and spark ignition components that require the fuel to swirl, ricocheting and/or rebounding from combustion chamber surfaces and then to combust on or near surfaces around the spark ignition source. 
     In larger engine applications, for high speed engine operation, and in instances that it is desired to minimize electrical current requirements and heat generation in solenoid  386  it is particularly desirable to combine mechanical cam actuated motion with solenoid operation of plunger assembly  378  and  372 . This enables the primary motion of plunger  378  to be provided by a shaft cam. After the initial valve action of ball  366  is established by cam action for fuel delivery adequate for idle operation of the engine, increased fuel delivery and power production is provided by increasing the delivery pressure and/or “hold-on time” by continuing to hold plunger against stop  390  as a result of creating a relatively small current flow in annular solenoid winding  386 . Thus, assured valve operation and precise control of increased power is provided by prolonging the hold-on time of plunger  378  by solenoid action following quick opening of ball  366  by cam action. 
       FIG. 3B  is a plan partial view of a distribution assembly  391  configured in accordance with an embodiment of the disclosure. According to aspects of the disclosure, engines with multiple combustion chambers are provided with precisely timed delivery of fuel and/or coolant by the arrangement subassemblies  360  in the assembly  391  as shown in the schematic fuel control circuit layout of  FIG. 3B . In this illustrative instance, six subassemblies  360  are located at equal angular spacing within a housing  394 . The housing  394  provides conduits for pressurized fuel to each subassembly inlet  395  through a manifold  393 . A cam on a rotating camshaft intermittently actuates corresponding push rod assemblies  397  to provide for precise flow of fuel from inlet  395  to a corresponding outlet  396 , which in turn delivers to the fuel or coolant the desired intake valve port and/or combustion chamber directly or through the injector as shown in  FIG. 1A . In certain embodiments, the housing  394  is preferably adaptively adjusted with respect to an angular position relative to the cam to provide spark and injection advance in response to adaptive optimization algorithms provided by a controller  392  as shown. 
     In certain embodiments, the controller  392  can provide adaptive optimization of each combustion chamber&#39;s fuel-delivery and spark-ignition events as a further improvement in efficiency, power production, operational smoothness, fail-safe provisions, and longevity of engine components. Moreover, the controller  392  can record sensor indications including the angular velocity of the cam to determine the time between each cylinder&#39;s torque development to derive positive and negative engine acceleration as a function of adaptive fuel-injection and spark-ignition data in order to determine adjustments needed for optimizing desired engine operation outcomes. For example, it is generally desired to produce the greatest torque with the least fuel consumption. However, in areas such as congested city streets where oxides of nitrogen emissions are objectionable, adaptive fuel injection and ignition timing provides maximum torque without allowing peak combustion temperatures to reach 2,200° C. (4,000° F.). This can be achieved by the disclosure of embodiments described in detail herein. 
     The fuels and/or coolants that are supplied to the injectors disclosed herein can be stored in any suitable corresponding storage containers. Moreover, these fuels or coolants can be pressurized to aid in the adaptive delivery of these fuels and/or coolants. In one embodiment, these fuels or coolants can be pressurized in the storage container without the use of a pump. For example, one or more chemical reactions can be controlled or otherwise allowed to occur to pressurize the corresponding fuels or coolants. More specifically, in certain embodiments, the storage container can be configured to store a pressurizing substance such as hydrogen, propane, or ammonia over diesel fuel. As such, in one embodiment the propane can be used as an expansive fluid by changing phase in response to energy that is added to the propane to produce propane vapor and consequently pressurize the diesel fuel storage vessel. In other embodiments, liquid hydrogen can be added to diesel fuel storage vessel. The liquid hydrogen can accordingly remove heat from the diesel fuel and pressurize the diesel fuel. Moreover, in still further embodiments ammonia or mothballs can be added to a fuel or coolant to accordingly dissociate and pressurize the fuel or coolant. Although several illustrative embodiments are disclosed above, one of ordinary skill in the art will appreciate that these are non-limiting embodiments and that various other processes and reactions including controlled gas releases from hydride or adsorptive media are suitable for pressurizing the fuel or coolant can be used. 
     According to additional features of the embodiments disclosed herein, injectors having the features described above can be used to inject and ignite fuels at relatively low pressures. For example, in one embodiment, such injectors can be used for operating conditions that do not exceed approximately 10 to 15 atmospheres (150 to 300 psi) over the max compression pressure of the engine. In other embodiments, however, these injectors can be used for operating conditions that are less than or that exceed approximately 150 to 300 psi over the max compression pressure of the engine. Accordingly, these injectors provide positive ignition and can be adaptively used for fuels that do not have a cetane rating requirement for the fuels. 
     According to yet additional features of the embodiments described above, the injectors are particularly suited to adaptively control the injection and ignition of various fuels and/or coolants. For example, the separate and electrically isolated first and second flow passages allow for different fuels to be injected and ignited. Moreover, these passages can produce different distribution or spray patterns of the fuels or coolants in the combustion chamber. What&#39;s more, the multiple discrete channels in the second flow passage can provide further adaptability or variation for the delivery, distribution, and/or ignition of various fuels and coolants. Injectors configured in accordance with embodiments of the disclosure can further be configured to adaptively adjust fuel/coolant delivery and/or ignition based at least upon the valve assembly operation, ignition energy transfer and/or operation, the type of fuel or coolant injected, as well as the pressure or temperature of the fuel or coolant that is injected. 
     In certain embodiment, an injector configured in accordance with an embodiment of the disclosure includes an injector body having a base portion configured to receive a first fuel and at least one of a second fuel and a coolant into the body, and a nozzle portion coupled to the base portion. The nozzle portion is configured to be positioned proximate to a combustion chamber for injecting the first fuel and at least one of the second fuel and the coolant into the combustion chamber. The injector can also include a valve seal positioned at or proximate to the nozzle portion, an ignition rod extending from the base portion to the nozzle portion, and a valve coaxially disposed over at least a portion of the ignition rod. The valve includes a sealing head that moves between an open position in which the sealing head is spaced apart from the valve seal, and a closed position in which the sealing head at least partially contacts the valve seal. The injector further includes a first flow channel extending longitudinally through a center portion of the ignition rod, and a second flow channel fluidly separated from the first flow channel and extending longitudinally through the body adjacent to the valve. The first flow channel is configured to deliver the first fuel to the nozzle portion, and the second flow channel is configured to deliver at least one of the second fuel and the coolant to the nozzle portion. The Injector further includes a first coupling fluidly coupled to the first flow channel to deliver the first fuel to the first flow channel, and a second coupling fluidly coupled to the second flow channel to deliver at least one of the second fuel and the coolant to the second flow channel. 
     According to certain embodiments of this injector the first ignition energy is greater than the second ignition energy, the ignition feature is concentric with the ignition rod. Moreover, the injector can also include a pressurized fuel source operably coupled to the injector body, wherein the pressurized fuel source stores the first fuel above an ambient pressure. The pressurized fuel source can at least partially pressurize the first fuel without the aid of a pump, and the pressurized fuel source can comprise a storage container that stores the first fuel, and wherein the storage container contains a chemical reaction that at least partially pressurizes the first fuel. The injector can also include a capacitor carried by the injector body and configured to store ignition energy to ignite at least one of the first fuel and the second fuel, wherein the ignition energy is harvested from the combustion chamber. The injector can further include a third coupling fluidly coupled to the third flow channel to deliver at least one of the third fuel and the second coolant to the third flow channel, as well as an ignition energy conductor operably coupled to the ignition conductor via the first fuel inlet, as well as an ignition energy source carried by the body. In certain embodiments, the first ignition energy is greater than the second ignition energy. 
     A method of operating a fuel injector in accordance with embodiments of the disclosure includes introducing a first fuel into a first flow channel in a body of the injector, dispensing the first fuel from first flow channel into a combustion chamber, activating a first ignition feature to at least partially ignite the first fuel, introducing at least one of a second fuel and a coolant into a second flow channel in the body, wherein the second flow channel is fluidly separated from the first flow channel, and actuating a valve to dispense at least one of the second fuel and the coolant from the second flow channel into the combustion chamber. The method can also include activating a second ignition feature to at least partially ignite the second fuel after the valve dispenses the second fuel. The first flow channel can be electrically isolated from the second flow channel, and wherein activating the first ignition feature includes applying a first voltage to the ignition feature, and activating the second ignition feature includes activating a second voltage to the second ignition feature, the second voltage being less than the first voltage. Moreover, actuating the valve comprises energizing a solenoid winding to induce movement of the valve from a closed position to an open position. In addition, the solenoid winding is a first solenoid winding and wherein the method can further comprise inducing a voltage in a second solenoid winding proximate to the first solenoid winding, and transmitting the voltage to the second ignition feature. Moreover, actuating the valve to dispense at least one of the second fuel and the coolant comprises actuating the valve in response to a change in at least one operating condition. Furthermore, the operating condition comprises at least one of the following: an increased power requirement, a decreased power requirement, a combustion chamber temperature, a combustion chamber pressure, a combustion chamber light value, and a combustion chamber acoustical value. The method can also include adaptively controlling at least one of dispensing the first fuel and actuating the valve to dispense at least one of the second fuel and the coolant based on one or more detected combustion chamber properties. In addition, actuating the valve comprises actuating the valve to dispense the coolant in response to a predetermined temperature in the combustion chamber, and dispensing the first fuel from first flow channel into the combustion chamber comprises dispensing a first non-cetane rated fuel from first flow channel into the combustion chamber. 
     The present application incorporates by reference in its entirety the subject matter of the following applications: U.S. Provisional Application No. 61/237,466, filed Aug. 27, 2009 and titled “MULTIFUEL MULTIBURST”; U.S. Provisional Patent Application No. 61/407,437, filed Oct. 27, 2010 and titled “FUEL INJECTOR SUITABLE FOR INJECTING A PLURALITY OF DIFFERENT FUELS INTO A COMBUSTION”; U.S. Provisional Application No. 61/304,403, filed Feb. 13, 2010 and titled “FULL SPECTRUM ENERGY AND RESOURCE INDEPENDENCE”; U.S. Provisional Application No. 61/312,100, filed Mar. 9, 2010 and titled “SYSTEM AND METHOD FOR PROVIDING HIGH VOLTAGE RF SHIELDING, FOR EXAMPLE, FOR USE WITH A FUEL INJECTOR”; U.S. Provisional Application No. 61/237,425, filed Aug. 27, 2009 and titled “OXYGENATED FUEL PRODUCTION”; U.S. Provisional Application No. 61/237,479, filed Aug. 27, 2009 and titled “FULL SPECTRUM ENERGY”; U.S. patent application Ser. No. 12/841,170, filed Jul. 21, 2010, now U.S. Pat. No. 8,555,860, and titled “INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE”; U.S. patent application Ser. No. 12/804,510, filed Jul. 21, 2010, now U.S. Pat. No. 8,074,625, and titled “FUEL INJECTOR ACTUATOR ASSEMBLIES AND ASSOCIATED METHODS OF USE AND MANUFACTURE”; U.S. patent application Ser. No. 12/841,146, filed Jul. 21, 2010, now U.S. Pat. No. 8,413,634, and titled “INTEGRATED FUEL INJECTOR IGNITERS WITH CONDUCTIVE CABLE ASSEMBLIES”; U.S. patent application Ser. No. 12/841,149, filed Jul. 21, 2010, now U.S. Pat. No. 8,365,700, and titled “SHAPING A FUEL CHARGE IN A COMBUSTION CHAMBER WITH MULTIPLE DRIVERS AND/OR IONIZATION CONTROL”; U.S. patent application Ser. No. 12/841,135, filed Jul. 21, 2010, now U.S. Pat. No. 8,192,852, and titled “CERAMIC INSULATOR AND METHODS OF USE AND MANUFACTURE THEREOF”; U.S. patent application Ser. No. 12/804,509, filed Jul. 21, 2010, now U.S. Pat. No. 8,561,598, and titled “METHOD AND SYSTEM OF THERMOCHEMICAL REGENERATION TO PROVIDE OXYGENATED FUEL, FOR EXAMPLE, WITH FUEL-COOLED FUEL INJECTORS”; U.S. patent application Ser. No. 12/804,508, filed Jul. 21, 2010, now U.S. Pat. No. 8,387,599, and titled “METHODS AND SYSTEMS FOR REDUCING THE FORMATION OF OXIDES OF NITROGEN DURING COMBUSTION IN ENGINES”; U.S. patent application Ser. No. 12/581,825, filed Oct. 19, 2009, now U.S. Pat. No. 8,297,254, and titled “MULTIFUEL STORAGE, METERING AND IGNITION SYSTEM”; U.S. patent application Ser. No. 12/653,085, filed Dec. 7, 2009; now U.S. Pat. No. 8,635,985, and titled “INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE”; U.S. patent application Ser. No. 12/006,774, filed Jan. 7, 2008 (now U.S. Pat. No. 7,628,137) and titled “MULTIFUEL STORAGE, METERING AND IGNITION SYSTEM”; U.S. patent application Ser. No. 12/913,749, filed Oct. 27, 2010, now U.S. Pat. No. 8,733,331, and titled “ADAPTIVE CONTROL SYSTEM FOR FUEL INJECTORS AND IGNITERS”; PCT Application No. PCT/US09/67044, filed Dec. 7, 2009 and titled “INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE”; and U.S. patent application Ser. No. 12/961,453, filed Dec. 6, 2010, now U.S. Pat. No. 8,091,528, and titled “INTEGRATED FUEL INJECTOR IGNITERS HAVING FORCE GENERATING ASSEMBLIES FOR INJECTING AND IGNITING FUEL AND ASSOCIATED METHODS OF USE AND MANUFACTURE”. 
     From the foregoing, it will be appreciated that specific embodiments of the disclosure have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the invention. For example, the dielectric strength of the insulators disclosed herein may be altered or varied to include alternative materials and processing means. The actuators and drivers may be varied depending on fuel and/or the use of the corresponding injectors. Moreover, components of the injector may be varied including for example, the electrodes, the optics, the actuators, the valves, and the nozzles or the bodies may be made from alternative materials or may include alternative configurations than those shown and described and still be within the spirit of the disclosure. 
     Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise,” “comprising,” and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is to say, in a sense of “including, but not limited to.” Words using the singular or plural number also include the plural or singular number, respectively. When the claims use the word “or” in reference to a list of two or more items, that word covers all of the following interpretations of the word: any of the items in the list, all of the items in the list, and any combination of the items in the list. In addition, the various embodiments described above can be combined to provide further embodiments. All of the U.S. patents, U.S. patent application publications, U.S. patent applications, foreign patents, foreign patent applications and non-patent publications referred to in this specification and/or listed in the Application Data Sheet are incorporated herein by reference, in their entirety. Aspects of the disclosure can be modified, if necessary, to employ fuel injectors and ignition devices with various configurations, and concepts of the various patents, applications, and publications to provide yet further embodiments of the disclosure. 
     These and other changes can be made to the disclosure in light of the above-detailed description. In general, in the following claims, the terms used should not be construed to limit the disclosure to the specific embodiments disclosed in the specification and the claims, but should be construed to include all systems and methods that operate in accordance with the claims. Accordingly, the invention is not limited by the disclosure, but instead its scope is to be determined broadly by the following claims.