SPARK IGNITION MODIFIER MODULE AND METHOD

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] Not Applicable

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR

DEVELOPMENT

[0002] Not Applicable

BACKGROUND OF THE INVENTION

(0003) The modern internal combustion engine such as used in automobiles, trucks, and like vehicles has been refined and improved over the years since its inception. One aspect of this type engine, namely the igniting of the air/fuel mixture in the combustion chambers has been largely ignored.

(0004) In combustion engines, the spark plug is depended upon to ignite a chemically correct air/ fuel mixture (approx. 15:1) in a large cylinder head. To accomplish this task, the ignition is started before the piston reaches the top dead center of the compression stroke. This is known as the spark advance and can be as much as 40 degrees before the top of the compression stroke. It therefore may be recognized that any work that is started before the end of the compression stroke is negative and is dissipated as heat in the engine.

(0005) Commonly engines operate at a 10 to 20 percent richer mixture than the chemically correct air/fuel ratio. This inefficiency results in lower gas mileage and the high exhaust pollutants of carbon monoxide and hydrocarbons. Hydrocarbons are the result of unburned gases. High compression ratio engines operate at high combustion temperatures and thereby create higher concentrations of nitrogen oxides. To reduce nitrogen

oxides, nominal compression ratios have dropped from a high of 10.5:1 to 8:1.

(0006) U.S. Pat. Nos. 4,218,993; 4,646,695 and 4,696,269 are directed to a method and apparatus for the iginition of a fuel-air mixture in an internal combustion engine, employing a flame front. In the inventions disclosed in these patents, a jet of hot flame of high velocity is injected into the engine cylinder which is charged with a fuel/ air mixture under pressure. Whereas the disclosures of these patents recognize the inherent inefficiency of the commonly employed spark plug as the igniter of the fuel/ air mixture within the cylinder, and teach the use of a flame generated at the spark plug and propagated into the engine cylinder, these prior art concepts suffer from the difficulty of adjusting the proximity of the electrode of the spark plug to the cylinder. This problem is exacerbated by reason of the large differences between engine geometries, differences between the physical relationship of the electrode of the spark plug and the cylinder of difference engines, among other inherent problems relating to positioning, propagation and alignment of the flame front(s) with respect to the cylinder and its piston and intake valve, for example.

BRIEF SUMMARY OF THE INVENTION

(0007) In one embodiment of the present invention, there is provided a two-part module adapted to be interposed between the normal spark plug port in an internal combustion engine block and a spark plug suitable for use with the engine in question.

(0008) In accordance with one aspect of the present invention, the efficiency of operation of a common prior art combustion engine is enhanced by ignition of the air/fuel mixture present in a cylinder of the engine near the top dead center of the compression stroke of a piston disposed within the cylinder, by means of a flame which originates in a remote combustion chamber disposed externally of the cylinder of the engine and between the common spark plug and the interior of the cylinder

of the engine and propagated into the cylinder in the form of at least one and preferably two or more flame fronts. In a preferred embodiment, one flame front is directed into the cylinder adjacent the intake port of the cylinder and the other is directed over generally the central area of the piston head disposed in the cylinder.

(0009) Compared to a jet of flame, a spark is a feeble igniter of a fuel/ air mixture contained within a cylinder of a conventional internal combustion engine. Moreover, spark ignition requires significant time to achieve smooth and nearly complete combustion of the fuel/ air mixture, thereby requiring relatively high octane ratings of the fuel, ignition in advance of optimum timing, and resultant generation of excessive pollutants.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

(0010) Figure 1 is an exploded view of a two-element module and a spark plug assembly in accordance with various features of the present invention;

Figure 2 is a side elevation view, in section, of the two-element spark plug assembly depicted in Figure 1;

Figure 3 is a side elevation view of an adaptor element of a module of the present invention;

Figure 4 is an end view of the right-hand end of the adaptor element depicted in Figure 3;

Figure 5 is a side elevation view, in section, of the adaptor element depicted in Figure 3;

Figure 6 is side elevation view of a connector element of the module of the present invention;

Figure 7 is an end view of the right-hand end of the connector element depicted in Figure 6;

Figure 8 is side elevation view, in section, of the connector element depicted in Figure 6;

Figure 9 is a side elevation view of an installation tool useful in the present invention;

Figure 10 is an end view of the left-hand end of the tubular section depicted in Figure 9;

Figure 11 is an end view of the right-hand end of the tubular section depicted in Figure 9;

Figure 12 is a graphic illustration of the concept of spark advance in an internal combustion engine and showing the spark advance applicable employing the present invention; and

Figure 13 is schematic representation of the block, cylinder, intake valve, exhaust valve and piston of a common internal combustion engine incorporating therein various features of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

(0011) In one embodiment of the present invention, there is provided a two-element module 12 designed to be interposed between the existing threaded spark plug port 14 to an engine block 16 and the spark plug 18 itself. The first element of the module is designated as a flame cone 20 and comprises a first, generally cylindrical body portion 22 including a first end portion 24 and an opposite second end portion 26. A circumferential flange 28 projects outwardly of the outer circumference of the body portion intermediate the first and second end portions to define the demarcation between the first and second end portions of the flame cone.

(0012) The first end portion 24 of the flame cone element is externally threaded to be threadably received within an existing internally threaded spark plug port 14 of an engine block 16. The second end portion 26 is externally threaded to be threadably received within a first end 52 of a second element 30 (designated a connector ) of the module. The flame cone of the module is provided with a internal chamber 29 (See Fig. 2) which opens outwardly of the outboard second end 26 of the flame cone. Further, there is provided a flame channel 34 which provides fluid communication between the chamber 29 and the environment ambient to the first end 24 of the flame cone, that is, within the cylinder 46 in the engine block when the module is assembled with an existing engine block 16. Immediately prior to this channel 34 exiting the first end of the flame cone, the channel is divided to provide first and second flame ports 38 and 40, respectively, exiting the first end of the flame cone and through which flame fronts 84 and 86 enter the engine cylinder.

(0013) The location of the demarcation flange 28 is selected as a function of the engine with which the present invention is to be employed. Specifically, the distance between the most outboard tip 42 of the first end 24 of the flame cone and the inboard face 44 of the circumferential flange 28 of the flame cone 20 is chosen to limit the extent of insertion of the flame cone into the block, hence into the cylinder, that distance wherein the first end 24 of the flame cone is positioned adjacent to, but not in engagement with, the internals of the engine cylinder. As the flame cone is so positioned in the spark plug port of the block, the exit ports 38 and 40 are spaced apart from the engine block in position for propagation of flame fronts 84 and 86 therefrom over the intake valve 78 and piston head 80 within the block (See Fig. 12). By design, at such separation distance, the inboard face of the flange engages the engine block to limit further insertion of the flame cone into the block.

(0014) In this embodiment of the module, the second element thereof comprises a generally cylindrical hollow connector 30 adapted to be

interposed between the flame cone 20 and a common spark plug 18 suitable for the engine in question. This connector includes an internally threaded first end 52 to threadably receive therein the second end portion 26 of the flame cone 20. A distal portion of the internal circumference of the first end of the connector is bored to define a shouldered cavity 92 of a diameter and depth sufficient to receive therein the flange of the flame cone. The opposite second end 54 of the connector is internally threaded to receive the electrode 88 of a common spark plug. When the flame cone and the connector are assembled, the electrode of the spark plug is disposed within the chamber 29 defined in the outboard end of the flame cone. The second end 54 of the connector is provided with a multi- sided male socket geometry 58 on the outer circumference thereof. This male-type socket geometry is adapted to receive thereover a suitable tool for imparting rotational movement of the connector independent of rotation of the flame cone.

(0015) Alignment of the exit ports 38 and 40 of the bifurcated channel 34 of the flame cone 20 is of importance in the present invention, thereby giving rise to the need for initial alignment of these exit ports with the intake valve and/ or the piston head within the engine cylinder, for example, and maintenance of this alignment of the exit ports as the flame cone is "locked" with respect to the engine block. To this end, the present inventors provide for independent rotational adjustment of the flame cone 20 and the connector 30 in the course of assembly of these elements with the spark plug port in an engine block and with one another. Whereas in the present application, the flame cone includes tow exit ports and at least one exit port is oriented to direct a flame front toward an exhaust valve and the other exit port is directed toward the piston, it will be recognized that other orientations of these two ports, or provisions of more than two exit ports having different orientations may be employed.

(0016) Also to this end, in one embodiment, the outwardly opening chamber 29 in the second end 26 of the flame cone 20 is of an internal side wall 70 geometry which defines a multi-sided female-type socket which is

adapted to temporarily receive therein the male-type end 62 of a mating socket tool 60 (See Fig. 9). This tool is designed with an elongated cylindrical handle 56 and an elongated shaft 62 which extends perpendicularly from the handle. This shaft freely passes through the hollow connector 30 and terminates in a male-type socket adapted to engage the female socket defined in the chamber 29 of the flame cone. In one embodiment, the geometry of the female-type socket and the geometry of the male-type end of the tool shaft are chosen to permit only one rotational alignment of the female-type and male-type sockets with respect to one another and which allows these sockets to engage one another. This feature of the invention provides a physical indicator of the alignment of the exit ports of the flame cone with the tool, thereby giving a user knowledge, hence control over, the rotational position of the flame cone, thereby providing for initial alignment of the flame cone with the internals of the cylinder and maintenance of such alignment while "locking down" the position of the flame cone through independent rotation of the connector independent of the rotational position of the flame cone.

(0017) In a preferred embodiment, the tool shaft is magnetized to enhance retention of flame cone on the tool during its installation in the engine block.

(0018) In the depicted tool, there is further provided a hollow cylindrical sleeve 64 which is freely slidable along the length of the shaft of the tool 60. A first end 66 of this sleeve is internally formed to define a female-type socket 72 adapted to be received within the male-type socket 58 geometry of the second end 54 of the connector. By this means, rotation of the sleeve can effect rotation of the connector.

(0019) The opposite and second end 74 of the sleeve is provided with an external male-type socket geometry 76 adapted to be engaged by a common wrench (not shown) for rotation of the sleeve relative to the shaft and resulting rotation of the connector.

(0020) In a preferred embodiment of the present invention, assembly of the module with the engine includes the steps of threading the second end of a flame cone into the first end of the connector until the flange 28 on the flame cone is fully contained within the cavity 92 bored in the first end of the connector and the inboard face 44 of the flange is substantially flush with the outboard face 94 of the first end of the connector, thereby leaving unoccupied internal threads within the first end of the connector for rotational adjustment of the flame cone relative to the connector in the course of subsequent alignment of the ports of the flame cone with the internals of the cylinder.

(0021) Further, by positioning the inboard face of the flange and the outboard face of the connector flush with one another, these two faces substantially simultaneously engage the engine block as the flame cone and the accompanying connector are threaded into the engine block.

(0022) This subassembly of the flame cone and the connector are thus also readily handled as a unit. For insertion of the flame cone into the engine block, the distal end 98 of the tool shaft 62 is inserted through the hollow connector and into the combustion chamber 29. Rotation of the tool thus effects threading of the flame cone into the engine block, carrying the connector with it. The degree of insertion of the flame cone is limited by the inboard face 44 of the flame cone engaging the engine block.

(0023) The degree of insertion of the flame cone into the engine block is limited by the circumferential flange on the flame cone whose location along the length of the flame cone is a function of the engine in question. That is, the maximum distance to which the first end of the flame cone can be inserted into the block is limited by the flange acting as a stop upon its contact with the block of the engine. In the present invention, this maximum distance is chosen (for a given engine) such that the first end of the flame cone is initially disposed adjacent, but spaced apart from, the inner wall 83 of the engine block 16. This initial positioning of the flame

cone does not assure the desired alignment of the exit ports in the end of the flame cone with respect to the internals of the engine block, such as the intake valves 78, the piston 80 and/ or the exhaust valves 82. Rather, this initial insertion limit of the flame cone provides for at least one or more full turns of the flame cone relative to the connector after the connector has been bottomed out against the engine block but has not been forced into its "locking" relationship with the flame cone.

(0024) This initial insertion of the flame cone into the spark plug port does not assure the desired alignment of the exit ports in the end of the flame cone with the internals of the cylinder. However, noting that the flame cone and the connector are rotatable relative to one another, adjustment of the rotational position of the exit ports 38 and 40 of the flame cone with the internals of the cylinder is made possible.

(0025) Specifically, it is noted that in accordance with one aspect of the present invention, the geometry of the multi-sided inner wall of the combustion chamber 29 provides for only one permissible rotational position of the shaft 62 in order for the shaft to enter the combustion cavity. In the present tool, that side of the multi- sided geometry of the male end of the shaft is visibly marked 97 for ready identification thereof. Further, in the preferred embodiment, that side of the multi-sided geometry of the combustion chamber which matingly receives the marked side of the end of the shaft therein, is, by design, aligned with one of the exit ports 38 and 40, preferably that one of the exit ports which desirably is to be oriented toward the intake valve in the cylinder. Thus, the visible marking on the shaft corresponds to the desired location of that exit port which is to be aligned with the intake valve. For all known internal combustion engines, the position of the intake valve of each cylinder of the engine is available from any of several well-known publications dealing with maintenance and repair of engines and is well known by a mechanic skilled in the art. The installer thus can readily rotate the tool shaft to rotate the flame cone relative to the "fixed" connector to align the marking on the shaft with the known location

of the intake valve of the cylinder, thereby orienting the desired exit port with such intake valve.

(0026) As so positioned, rotation of the handle/shaft of the tool may be employed to rotate the flame cone, and rotation of the sleeve may be employed to rotate the connector, these rotations being independent of one another. For these purposes, the first end of the connector is internally bored a distance slightly in excess of the wall thickness of the circumferential flange on the adaptor so that such flange can be fully received within the interior of the first end of the connector.

(0027) Final alignment of the exit ports of flame cone and "locking" down the flame cone once such alignment is achieved, may be effected employing the tool depicted in Figures 9-11. To this end, once the exit ports have been aligned properly, the shaft of the tool is held against further rotation and the sleeve, hence the connector, is rotated to cause the outboard face of the first end of the connector to move into physical engagement with the engine block adjacent the spark plug port, and, with further force applied thereto, to cause the internal threads of the connector and the external threads of the second end of the flame core to bind together, such that the connector functions in the nature of a "lock nut" to lock the flame cone (and the connector) against inadvertent or unintentional rotation of the flame cone out of its alignment with respect to the internals of the engine block. Thereupon, the tool and sleeve are withdrawn from both the flame cone and the connector, leaving the second end of the connector free to theadably receive a common spark plug therein. As noted hereinabove, seating of the spark plug in the connector positions the electrode of the spark plug within the chamber 29 of the flame cone.

(0028) Operationally, once the module and spark plug have been installed as described above, movement of the piston within its cylinder during a compression stroke of the engine forces fuel/ air mixture into the exit ports 38 and 40 of the flame cone, thence along the channel 34 and into

the chamber 29, and resulting intimate exposure to the electrode of the spark plug. Thereupon, firing of the spark plug ignites the fuel/ air mixture in the chamber 29, generating a flame which propagates along the channel 34, the exits through the exit ports 38 and 40 in the form of multiple (two in the depicted embodiment) flame fronts.

(0029) In one embodiment of the present invention, the orientation of the bifurcated flame fronts is chosen to cause one of the flame fronts to be directed toward the intake valve and the other of the flame fronts to be directed over the head of the piston, of the engine. These flame fronts ignite the fuel/ air mixture within the engine block significantly more rapidly than does a spark. This factor permits the ignition of the fuel/ air mixture at a time very close to, or even concurrent with, the piston achiveing a dead top position, thereby enhancing the efficiency of the operation of the engine through the means of more complete combustion of the available fuel/ air mixture. Further, the more complete combustion of the fuel/air mixture creates lesser amounts of undesirably combustion products, hence a more environmentally friendly engine.

(0030) Testing of the present invention was performed using a four- cylinder internal combustion engine installed in a CX Honda Civic VIN #ZHGEH2356NH530852. This vehicle represents the same gasoline cylinder head that was used on Honda Civic and Honda Accords between the years of 1992 and 2000. These particular automotive heads use NGK spark plug ZFR5F11. The design (a fuel 4 cylinder ecu controlled engine with an internal coil in the distributor and "return" fuel line system) was used widely by manfacturers other than Honda, such as Nissan, Toyota, Chevrolet, Ford, Hyundai, Mitsubishi, Geo, Saturn and BMW during the span of 1992 and 2000.

(0031) The test engine was initially fully inspected, including downloading the data menu in the ecu, checking of all of the car's sensors, testing compression and a full leak down to test for stuck valves. The oil,

plug wires and plugs in the engine were replaced with new oil, plug wires and plugs.

(0032) An Apexi® S-AFCII (Super Airflow Converter) was installed in the vehicle. An S-AFCII is a device that piggy-backs onto the ecu to increase or decrease the percentage of fuel the engine will use in small rpm increments. Further, there was installed a Wide Band 02 meter in the vehicle for monitoring exact air fuel ratios (AFR's) while operating the engine. A perfect AFR for this engine is 14.7. Smog tests (emissions) using equipment certified by the State of Georgia were performed with and without the present invention installed in the engine.

(0033) Several miles per gallon tests, all on one-hundred mile runs, were performed. Different fuel maps, tuned in by the S-AFCII, were utilized, some with and some without modifications to the vehicle's stock fuel pressure regulator. Dyno (dynometer) tests were performed before and after installation of the present invention, on separate days.

(0034) Four separate emissions test were performed on a five gas analyzer. The first test was a base line stock run without the present invention. The other three tests used the present invention installed in lieu of the stock spark plugs of the engine, and took advantage of three different fuel maps all with different degrees of correction. The five gas analyzer tests for CO ₂ , CO, HC, O ₂ , NOX and monitors the AFR. In the three tests the CO ₂ emissions were lower by 5.7%. The CO emissions were lowered by 1.75% to Vz of the required percentage by the State of Georgia standards. The HC was lowered by 476 parts per million (ppm). In one of the fuel maps the HC increased, but was subsequently corrected by an adjustment in timing. The O ₂ decreased by .51% and the NOX decreased by 32 ppm. Considering that the Honda test vehicle is known for its fuel consumption efficiency in stock form, these reductions in emissions are considered even more spectacular.

(0035) The gas mileage of the test engine (vehicle) was improved through the use of the present invention. In city driving, using the stock

engine (without the present invention), the gas mileage during city /highway driving was a consistent 23 - 24 miles per gallon (mpg). With the present invention stalled in the test vehicle engine, this mileage increased to 32-33 mpg for city driving, a gain of 9 mpg. This 40% increase in mpg converts into 40% savings in fuel consumption. Results of highway driving tests are in progress, but are anticipated to be show an even greater gain in mpg.

(0036) Using the present invention, engine torque increased by 0.5, with 2 horse power increase in the test engine as compared to the stock engine without the present invention installed.

(0037) In all of the foregoing noted tests, the flame cone included two exit ports, one of which was oriented toward an intake valve and the other of which was oriented toward an exhaust valve. Three-exit port flame cones were tested without regard to the directional orientation of the exit ports within the cylinder. Initial tests of this embodiment of the present invention ¹ showed even more favorable results.

(0038) In dynometer testing of the test engine baseline runs were conducted with the timing at top dead center. After installing the present invention in the engine, the horsepower rating showed a loss of 3 Vz hp and a gain of Vi Ib of torque. Whereas the loss of 3 Vz hp is insignificant to a driver of the vehicle, the ability to achieve a gain in torque while also using 40% less fuel is considered phenomenal. This achievement occurred while also running the engine at the optimum AFT of 14.7 and producing less emissions.

(0039) Figure 12 depicts cylinder pressure versus crank angle of a typical internal combustion engine and percent flame travel. From this graph, it is noted that the effective burn angle of a fuel/ air mixture in the cylinder of an internal combustion engine ranges from about 35 degrees prior to dead center of the engine piston on its compression stroke to about 25 degrees past such dead center, in a prior art internal combustion engine. In this effective burn angle range, there is a spark lag of about 5 degrees

upon the commencement of ignition of the fuel/ air mixture within the cylinder. The curve labeled I represents the burn of the fuel/ air mixture of this prior art engine. The curve labeled II in Figure 12 depicts the burn curve for an internal combustion engine fitted with the module of the present invention. It is to be noted that curve II permits ignition to commence at about 15 degrees prior to top dead center of the piston, and ignition proceeds materially more rapidly than in the prior art engine. Thus, it is seen that the presence of a module of the present invention in an otherwise prior art engine, reduces the amount of energy lost as heat prior to the piston passing its dead center on its compression stroke. Moreover, the rate of burn of the fuel/ air mixture in the modified engine is significantly increased, thereby enhancing the efficiency of operation of the modified engine.

(0040) Whereas the present invention has been described in specific terms and specific structure, it will be recognized that equivalent structure may be employed. For example, the flame cone may be an integral part of the engine block as opposed to threadable insertion of the flame cone in an existing spark plug port in the block.

(0041) Further, the installation tool disclosed herein is a preferred tool, but it will be recognized that other embodiments of an installation tool may be employed.