CA2162405C - New spark plug - Google Patents
New spark plug Download PDFInfo
- Publication number
- CA2162405C CA2162405C CA002162405A CA2162405A CA2162405C CA 2162405 C CA2162405 C CA 2162405C CA 002162405 A CA002162405 A CA 002162405A CA 2162405 A CA2162405 A CA 2162405A CA 2162405 C CA2162405 C CA 2162405C
- Authority
- CA
- Canada
- Prior art keywords
- combustion chamber
- longitudinally
- spark plug
- central
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims abstract description 55
- 238000002485 combustion reaction Methods 0.000 claims abstract description 53
- 239000012212 insulator Substances 0.000 claims abstract description 26
- 239000007789 gas Substances 0.000 claims abstract description 11
- 238000002347 injection Methods 0.000 claims description 11
- 239000007924 injection Substances 0.000 claims description 11
- 229910052751 metal Inorganic materials 0.000 claims description 9
- 239000002184 metal Substances 0.000 claims description 9
- 239000000203 mixture Substances 0.000 claims description 8
- 239000007921 spray Substances 0.000 claims description 8
- 229910052782 aluminium Inorganic materials 0.000 claims description 6
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 6
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical group [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 claims description 5
- 230000010349 pulsation Effects 0.000 claims description 5
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 claims description 4
- 229910052802 copper Inorganic materials 0.000 claims description 4
- 239000010949 copper Substances 0.000 claims description 4
- 239000000919 ceramic Substances 0.000 claims description 3
- 239000002305 electric material Substances 0.000 claims description 3
- 239000010445 mica Substances 0.000 claims description 3
- 229910052618 mica group Inorganic materials 0.000 claims description 3
- 229910001120 nichrome Inorganic materials 0.000 claims description 3
- 229910052573 porcelain Inorganic materials 0.000 claims description 3
- -1 e.g. Inorganic materials 0.000 description 5
- KDLHZDBZIXYQEI-UHFFFAOYSA-N Palladium Chemical compound [Pd] KDLHZDBZIXYQEI-UHFFFAOYSA-N 0.000 description 2
- 239000003502 gasoline Substances 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- KJTLSVCANCCWHF-UHFFFAOYSA-N Ruthenium Chemical compound [Ru] KJTLSVCANCCWHF-UHFFFAOYSA-N 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000003915 air pollution Methods 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 229910052741 iridium Inorganic materials 0.000 description 1
- GKOZUEZYRPOHIO-UHFFFAOYSA-N iridium atom Chemical compound [Ir] GKOZUEZYRPOHIO-UHFFFAOYSA-N 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 229910052762 osmium Inorganic materials 0.000 description 1
- SYQBFIAQOQZEGI-UHFFFAOYSA-N osmium atom Chemical compound [Os] SYQBFIAQOQZEGI-UHFFFAOYSA-N 0.000 description 1
- 229910052763 palladium Inorganic materials 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 229910052703 rhodium Inorganic materials 0.000 description 1
- 239000010948 rhodium Substances 0.000 description 1
- MHOVAHRLVXNVSD-UHFFFAOYSA-N rhodium atom Chemical compound [Rh] MHOVAHRLVXNVSD-UHFFFAOYSA-N 0.000 description 1
- 229910052707 ruthenium Inorganic materials 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/02—Details
Landscapes
- Spark Plugs (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
A novel spark plug is provided herein. Such spark plug includes an insulator body provided with a longitudinally-extending through bore. A one-piece, central electrode is secured within the longitudinally-extending through bore while simultaneously providing an annular zone communicating with a combustion chamber.
An earth lower electrode projects diametrically-inwardly towards the central electrode and is spaced a longitudinally-fixed distance beyond the lower end of the central electrode. A first, non-central, longitudinally-extending bore in the insulator body is connected to a fuel metering device for controllably admitting fuel to the combustion chamber. A second, non-central, longitudinally-extending bore in the insulator body is connected between the combustion chamber and an exhaust manifold to exhaust gases from the combustion chamber. A lower-threaded base is provided for connection of the spark plug to an opening in the combustion chamber.
An earth lower electrode projects diametrically-inwardly towards the central electrode and is spaced a longitudinally-fixed distance beyond the lower end of the central electrode. A first, non-central, longitudinally-extending bore in the insulator body is connected to a fuel metering device for controllably admitting fuel to the combustion chamber. A second, non-central, longitudinally-extending bore in the insulator body is connected between the combustion chamber and an exhaust manifold to exhaust gases from the combustion chamber. A lower-threaded base is provided for connection of the spark plug to an opening in the combustion chamber.
Description
2~~2405 This invention relates to a novel spark plug for cleaner and more efficient combustion of all petroleum-based fuels including internal combustion engines and natural gas for furnaces.
The NSP (New Spark Plug) consists of a normal steel or aluminum-made body, which is connected to an electronic system metering fuel and air supplies for combustion. Both elements are delivered by a normal fuel pump. The intake manifold at conventional adjusted pressures, operates on electronic pulsations to allow fuel to be admitted through the synchro-fuel passage of 0.5 mm, bored also conven-tionally at 3 ° 45' S3" (degrees-minutes-seconds) [see Drawing No. 3 (Appendix A), which shows this on scale 1:1.
The vehicle engine computerizes the fuel system delivery and, by pulsations, injects the fuel directly to the NSP. Simultaneously, a synchronized pulsating electronic spark is transmitted to first to the central electrode, then to the body of the NSP.
It should be noted that the central electrode and the earth electrode are made of one single piece of 2 mm. wide and, 1 mm. thick of nickel-chrome. The electrode is bent toward the inside wall of the NSP [see Drawing No. 3 (Appendix A), which shows this on the scale l:l].
This one piece, central and earth electrode, is one aspect of the present invention among the other NSP innovations.
NSP-85 as used herein, means that 85 % of any fuel consumption is reduced in any vehicle, by connecting the fuel pump to a pressure reducing valve ([see Drawing No. 4 (Appendix A)J, whose pressure is obtained by restricting the flow to the low pressure circuit. As back pressure rises, the piston is moved and compresses 21 ~24U5 the spring. The shape of the piston restrict the passage orifice [see Drawing No. 4 (Appendix A)].
Some engines dispense with the carburettor and substitute a compact computer producing a spark of 46,000 volts. A more precise fuel mixture is provided in a fuel s injection system [see Drawing No. 1 (Appendix A)].
The computer decides how much fuel is needed and meters the proper volume into a series of NSP [see Drawing No. 1 (Appendix A)]. The new spark plugs, on further command from the computer, provide individual sprays for each cylinder directly without loosing volume, or pressure on its path. Thus, therefore reducing gas or fuel consumption by a maximum of 85 % as compared to the carburettors or fuel injectors which waste, a single, voluminous spray for all cylinders at once. Bear in mind that only 18 % of the fuel or gas is burned by any engine. The rest of the fuel is blown out into the air as raw polluting liquid causing smog, coming from every engine or vehicle around the globe. In the present invention, separate mixing of air and fuel takes place at the bottom of the spark plug, that is inside the bottom end of the NSP, with fuel-air synchronized by any normal computer of today's modern vehicles and, delivering this time, just required volume of air-fuel, thus preventing smog and pollution. Every time the driver steps on the gas pedal, he triggers a new series of computer calculations. The pedal opens a valve, comparable to the choke of a carburettor, that increases the volume of air entering the engines' spark plugs. The computer instantly reacts to the increased air-flow in the air duct comparing it to the temperatures of both the outgoing and incoming air.
It then calculates the proper fuel mixture and directs a spray of gasoline through the 0.3 or 0.5 orifice of the spark plug toward each cylinder.
Combustion is virtually 100% efficient. The NSP as a consequence renders obsolete the injectors-nozzles, and carburetors.
A rotating reluctor and a magnetic pick-up coil replace the traditional cam-breaker points and condenser as well in the distributors' of vehicles equipped for electronic ignition. This system reduces the time between tune-ups.
The high spots of the reluctor interrupt the magnetic field of the pick-up coil and the permanent magnet. These interruptions, or pulses, are transmitted from the pick-up to a nearby electronic control unit powered by a powerful all-electronic transformer which is capable of producing a spark up to 46,000 volts for a period of 2/1,OOO,OOOth of a second. There the pulses signal a transistor to break the low voltage sub-circuit, and release high-voltage, normally drawn in a modern vehicle electronic system of 25,000 volts, from the coil to the ignition of the spark plug. Hence, virtually zero emissions emirate from any vehicle or engine. This is fizrther improved if that vehicle is also equipped with the NCC/M, the New Catalytic Converter/Muf~ler.
Objects of aspects of this invention are to provide a spark plug and fizel injection and ignition system to reduce air pollution due to internal combustion engines.
By one broad aspect, the present invention provides a spark plug which comprises: (a) an insulator body having an upper end and a lower end, said insulator body provided with a longitudinally-extending through bore; (b) a one-piece, central electrode having an upper end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber; (c) an earth lower electrode projecting towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body, connected to a fixel metering device for controllably admitting fuel to said combustion chamber; (e) a second, non-central, longitudinally-extending bore within said insulator body connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber.
By one variant thereof, the insulator body is formed of porcelain, ceramic or mica.
By another variant thereof, the central electrode is formed of nichrome, of a piezzo-electric material, or of a platinum-group metal and may also include a lower end projecting diametrically outwardly.
By yet another variant thereof, the second lower earth electrode is formed of a platinum group metal.
By still another variant thereof, the lower threaded base is formed of aluminum and includes an upper copper gasket adjacent the lower end of the insulator body.
By variations of this aspect and the variants described above, the combustion chamber is the combustion chamber of an internal combustion engine, e.g., where the volume of the combustion chamber is 467 to 900 nm3, or the combustion chamber is a fizrnace.
By another aspect of this invention, the combination is provided with an internal combustion engine, which has at least one cylinder having an intake valve, and a spark plug connected to each said cylinder, the spark plug comprising: (a) an insulator body provided with a longitudinally-extending through bore; (b) a one-piece, central electrode having an upper terminal end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber; (c) an earth lower electrode projecting radially-inwardly towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode; (d) a first, non-central, longitudinally-extending bore S within said insulator body connected to a fuel metering device for controllably admitting fi~el to within said combustion chamber; (e) a second, non-central, longitudinally-extending bore connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber;
said engine further including a computerized ignition control connected to the terminal end of each said central electrode of each said spark plug; and a computerized micro pulsation delivery fizel line connected to said first, non-central, longitudinally-extending bore.
By one variant thereof, the computerized ignition control includes a distributor controlled by a computer which monitors manifold pressure engine speed, engine temperature and air temperature, the electronic ignition including a rotating reluctor and magnetic pick-up to produce central pulses.
By another variant thereof, the fuel injection system is specially constructed to provide a precise mixture of fuel and air to the filet injection port of the spark plug, thereby to provide individual sprays of fi.~el/air mixture to the combustion chamber without losing volume and/or pressure in its path.
In the accompanying drawings, in addition to the original drawings identified as, and further submitted herein, as Appends x A
Figs. 1 to 4 are central, longitudinal cross-sections of various stages during the assembly of a spark plug of an embodiment of this invention;
Fig. 5 is a central, longitudinal cross-section of the combination of a cylinder of an internal combustion engine with a spark plug of the embodiment of this invention shown in Figs. 1 to 4;
Fig. 6 is a schematic view of the spark plug of the embodiment of this invention in an internal combustion engine whose ignition and fuel injection are computer controlled; and Fig. 7 is a schematic representation of a pressure reducing. valve used in the internal combustion engine whose ignition and fuel injections are computer controlled as shown in Fig. 6.
As seen in Figs. 1 to 4, the spark plug 10 includes a main cylindrical insulator body 11, formed of a porcelain, ceramic or mica, the body including a cental, longitudinal bore 12. Within the bore 12 is secured a central electrode 13 having an insulator cap 14 and a "hot" terminal connector pin 15. The central electrode 13 is formed of a suitable conductor material, i.e., a conducting metal, e.g., aluminum or copper, or nichrome, or a piezzo-electric material or a platinum group metal, e.g., platinum, iridium, osmium, palladium, rhodium and ruthenium.
The base of the insulator body 11 includes an annular gasket 16 made of a suitable electrically-conductive metal, e.g., copper, or aluminum, which is integrally-connected to an earth electrode 17, which extends non-centrally downwardly and then 2~624U5 inwardly to the central longitudinal axis as piece 18 to be spaced a fixed distance below the lower end of the central electrode 13.
Below the base of this insulator body 11 is a main threaded base 20, formed of a suitable metal, e.g., aluminum. At the upper end of the insulator body 11 is an upper threaded cap 21, formed of a suitable metal, e.g., aluminum.
A first, non-central bore 22 is provided in the insulator body 11 which extends angularly-outwardly to a connector 23. This is connected to a fuel inflow metering system to be described later, which is fed in Venturi flow. Bore 22 extends below the base 20 to be in fluid communication with the cylinder of the internal combustion engine (to be described later).
A second, non-central bore 24 is provided in the insulator body 11 which extends angularly outwardly to a connector 25. Bore 24 extends below the base to be in communication with the cylinder of the internal combustion engine.
The bore 24 then communicates via connector 25 to an exhaust manifold, flowing in Venturi flow (to be described later).
This new spark plug reduces fuel consumption (any fuel), by 85 % at will and is tune-up-adjusted, computerized and distributed, according to the combustion chamber dimensions. Also, this NSP will produce a spark of 46,000 volts, therefore burning substantially all droplets of any fuel, and substantially eliminating pollution and smog.
As seen in Fig. 5, the internal combustion chamber 500 is fitted with an intake valve 501. The combustion chamber 502 generally has a volume of 597 mm3. The intake manifold 503 is fed with combustion-supporting air, controlled by a computer, as will be described in Fig. 6.
2i624U5 s The spark plug 10 is fitted onto the upper reaches of the combustion chamber 502. The connector 23 is connected to the computerized micro-fuel pulsation delivery system as will be described in Fig. 6. The terminal connector pin 15 is connected to the computerized ignition system as will be described in Fig. 6.
The schematic system of Fig. 6 shows how the spark plug 10 of an embodi-ment of this invention is operated. The technical specification of the spark plug 10 whan mcar~ in tha intPrno~ nnmh»at;nn onn;nu of .h.;n ~. ;n nn f~,ll~...n 2~b24U5 PLASMA GENERATOR
Input voltage 13.2 to 12.6 volts Negative Ground Only Current Draw (Switched On) l to 3 Amps Current Draw (DC) 7.2 Amps Plasma Generator Output Voltage 3.7 KV
Capability of Current Arc 96 MA
Energy for Electrode Plug 268 MJ (approx.) (where the present conventional system capability of current arc is MA 18) Crank Angle Duration 20 to 40 Length 4 3/4" = 12 cm.
Height 2" - 5 cm.
Width 3-3/4" = 9.5 cm.
Weight 1 lb. 9 ozs. _ .4792 Kg.
Coil Primary Resistance 1.9 Ohms Secondary Resistance 11.2 Ohms Primary to Secondary Insulation 13.8 KV
Max. Energy Output 478.9 MA
Max. Volts Output 46,000 Volts Diameter 3-7/8" = 9.52 cm.
Height 6" = 15.3 cm.
Weight 3.2 lb. = 1.431 Kg.
NSP Combustion Chamber Volume 467 to 900 cu/mm.
Synchro-Fuel Pressure 19 to 105 PSI
As seen in Fig. 6, the terminal 15 is connected via electrically-conductive leads 601 to a distributor 602. The distributor 602 is controlled by a computer 603;
which monitors manifold pressure, engine speed, engine temperature, and aii tem-perature. The electronic ignition includes a coil 604 having wires 605 connected to 5 the control unit of the computer 603. The ignition also includes a reluctor pick-up coil 606 and a permanent magnet 607.
The manner of operation of the electronic ignition is as follows:
A rotating reluctor and magnetic pick-up is used in place of the traditional cam breaker points of the conventional condenser in the mechanical distributors or in the 10 conventional electronic ignition of automobiles. This system used in the present invention reduces the time between tune-ups. The high spots of the reluctor interrupts the magnetic field of the electric coil and the permanent magnet. These interruptions or pulses are transmitted from the coil in a nearby electronic control unit.
The pulses signal a transistor to break the voltage sub-circuit and to release high voltage from the coil to the terminal 15 of the injector spark plug 10.
The computer 603 also controls the fuel injection system from the fuel tank 610 through the fuel pump 611 and fuel filter 612, while making obsolete the tradi-tional injection nozzles, and carburettor. The fuel injection system is controlled by the computer in the following manner.
In the present invention, the engine dispenses with the carburettor and substitutes a compact computer to provide more precise fuel mixtures in a fuel injection system. According to the present invention, the computer 603 decides how much fuel is needed and meters the proper amount into a series of injector spark plugs 10 of an embodiment of this invention through fuel line 613. The injector spark plugs 10, on further command from the computer 603, provides individual sprays for each cylinder directly without loosing volume or pressure in its path, therefore reducing gas or fuel consumption by a minimum of 72 % . In the conven-tional systems, the carburettors wasted fuel by providing a single, voluminous spray S for all cylinders at once, bearing in mind that only 18 % of the fuel or gas is burned by any engine. The separate mixing of air and fuel takes place at the bottom of the injector spark plug 10. Fuel is fed individually to each cylinder and is not fed to the intake manifold. Everytime the driver steps on the gas pedal he triggers a new series of computer calculations. The pedal opens a yoke comparable to the carburettor's choke that increases the volume of air entering the engine's injector spark plugs. The computer instantly reacts to the increased air flow in the air duct, comparing it to the engine speed and power required as well as to the temperatures of both the outgoing and the incoming air, and then calculates the proper fuel mixture and directs a spray of gasoline toward each cylinder. Combustion is virtually 100% efficient.
One version of a pressure-reducing valve, used in embodiments of this invention, is shown in Fig. 7. Reduced pressure is obtained by restricting the flow to the low pressure circuit.
The NSP (New Spark Plug) consists of a normal steel or aluminum-made body, which is connected to an electronic system metering fuel and air supplies for combustion. Both elements are delivered by a normal fuel pump. The intake manifold at conventional adjusted pressures, operates on electronic pulsations to allow fuel to be admitted through the synchro-fuel passage of 0.5 mm, bored also conven-tionally at 3 ° 45' S3" (degrees-minutes-seconds) [see Drawing No. 3 (Appendix A), which shows this on scale 1:1.
The vehicle engine computerizes the fuel system delivery and, by pulsations, injects the fuel directly to the NSP. Simultaneously, a synchronized pulsating electronic spark is transmitted to first to the central electrode, then to the body of the NSP.
It should be noted that the central electrode and the earth electrode are made of one single piece of 2 mm. wide and, 1 mm. thick of nickel-chrome. The electrode is bent toward the inside wall of the NSP [see Drawing No. 3 (Appendix A), which shows this on the scale l:l].
This one piece, central and earth electrode, is one aspect of the present invention among the other NSP innovations.
NSP-85 as used herein, means that 85 % of any fuel consumption is reduced in any vehicle, by connecting the fuel pump to a pressure reducing valve ([see Drawing No. 4 (Appendix A)J, whose pressure is obtained by restricting the flow to the low pressure circuit. As back pressure rises, the piston is moved and compresses 21 ~24U5 the spring. The shape of the piston restrict the passage orifice [see Drawing No. 4 (Appendix A)].
Some engines dispense with the carburettor and substitute a compact computer producing a spark of 46,000 volts. A more precise fuel mixture is provided in a fuel s injection system [see Drawing No. 1 (Appendix A)].
The computer decides how much fuel is needed and meters the proper volume into a series of NSP [see Drawing No. 1 (Appendix A)]. The new spark plugs, on further command from the computer, provide individual sprays for each cylinder directly without loosing volume, or pressure on its path. Thus, therefore reducing gas or fuel consumption by a maximum of 85 % as compared to the carburettors or fuel injectors which waste, a single, voluminous spray for all cylinders at once. Bear in mind that only 18 % of the fuel or gas is burned by any engine. The rest of the fuel is blown out into the air as raw polluting liquid causing smog, coming from every engine or vehicle around the globe. In the present invention, separate mixing of air and fuel takes place at the bottom of the spark plug, that is inside the bottom end of the NSP, with fuel-air synchronized by any normal computer of today's modern vehicles and, delivering this time, just required volume of air-fuel, thus preventing smog and pollution. Every time the driver steps on the gas pedal, he triggers a new series of computer calculations. The pedal opens a valve, comparable to the choke of a carburettor, that increases the volume of air entering the engines' spark plugs. The computer instantly reacts to the increased air-flow in the air duct comparing it to the temperatures of both the outgoing and incoming air.
It then calculates the proper fuel mixture and directs a spray of gasoline through the 0.3 or 0.5 orifice of the spark plug toward each cylinder.
Combustion is virtually 100% efficient. The NSP as a consequence renders obsolete the injectors-nozzles, and carburetors.
A rotating reluctor and a magnetic pick-up coil replace the traditional cam-breaker points and condenser as well in the distributors' of vehicles equipped for electronic ignition. This system reduces the time between tune-ups.
The high spots of the reluctor interrupt the magnetic field of the pick-up coil and the permanent magnet. These interruptions, or pulses, are transmitted from the pick-up to a nearby electronic control unit powered by a powerful all-electronic transformer which is capable of producing a spark up to 46,000 volts for a period of 2/1,OOO,OOOth of a second. There the pulses signal a transistor to break the low voltage sub-circuit, and release high-voltage, normally drawn in a modern vehicle electronic system of 25,000 volts, from the coil to the ignition of the spark plug. Hence, virtually zero emissions emirate from any vehicle or engine. This is fizrther improved if that vehicle is also equipped with the NCC/M, the New Catalytic Converter/Muf~ler.
Objects of aspects of this invention are to provide a spark plug and fizel injection and ignition system to reduce air pollution due to internal combustion engines.
By one broad aspect, the present invention provides a spark plug which comprises: (a) an insulator body having an upper end and a lower end, said insulator body provided with a longitudinally-extending through bore; (b) a one-piece, central electrode having an upper end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber; (c) an earth lower electrode projecting towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body, connected to a fixel metering device for controllably admitting fuel to said combustion chamber; (e) a second, non-central, longitudinally-extending bore within said insulator body connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber.
By one variant thereof, the insulator body is formed of porcelain, ceramic or mica.
By another variant thereof, the central electrode is formed of nichrome, of a piezzo-electric material, or of a platinum-group metal and may also include a lower end projecting diametrically outwardly.
By yet another variant thereof, the second lower earth electrode is formed of a platinum group metal.
By still another variant thereof, the lower threaded base is formed of aluminum and includes an upper copper gasket adjacent the lower end of the insulator body.
By variations of this aspect and the variants described above, the combustion chamber is the combustion chamber of an internal combustion engine, e.g., where the volume of the combustion chamber is 467 to 900 nm3, or the combustion chamber is a fizrnace.
By another aspect of this invention, the combination is provided with an internal combustion engine, which has at least one cylinder having an intake valve, and a spark plug connected to each said cylinder, the spark plug comprising: (a) an insulator body provided with a longitudinally-extending through bore; (b) a one-piece, central electrode having an upper terminal end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber; (c) an earth lower electrode projecting radially-inwardly towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode; (d) a first, non-central, longitudinally-extending bore S within said insulator body connected to a fuel metering device for controllably admitting fi~el to within said combustion chamber; (e) a second, non-central, longitudinally-extending bore connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber;
said engine further including a computerized ignition control connected to the terminal end of each said central electrode of each said spark plug; and a computerized micro pulsation delivery fizel line connected to said first, non-central, longitudinally-extending bore.
By one variant thereof, the computerized ignition control includes a distributor controlled by a computer which monitors manifold pressure engine speed, engine temperature and air temperature, the electronic ignition including a rotating reluctor and magnetic pick-up to produce central pulses.
By another variant thereof, the fuel injection system is specially constructed to provide a precise mixture of fuel and air to the filet injection port of the spark plug, thereby to provide individual sprays of fi.~el/air mixture to the combustion chamber without losing volume and/or pressure in its path.
In the accompanying drawings, in addition to the original drawings identified as, and further submitted herein, as Appends x A
Figs. 1 to 4 are central, longitudinal cross-sections of various stages during the assembly of a spark plug of an embodiment of this invention;
Fig. 5 is a central, longitudinal cross-section of the combination of a cylinder of an internal combustion engine with a spark plug of the embodiment of this invention shown in Figs. 1 to 4;
Fig. 6 is a schematic view of the spark plug of the embodiment of this invention in an internal combustion engine whose ignition and fuel injection are computer controlled; and Fig. 7 is a schematic representation of a pressure reducing. valve used in the internal combustion engine whose ignition and fuel injections are computer controlled as shown in Fig. 6.
As seen in Figs. 1 to 4, the spark plug 10 includes a main cylindrical insulator body 11, formed of a porcelain, ceramic or mica, the body including a cental, longitudinal bore 12. Within the bore 12 is secured a central electrode 13 having an insulator cap 14 and a "hot" terminal connector pin 15. The central electrode 13 is formed of a suitable conductor material, i.e., a conducting metal, e.g., aluminum or copper, or nichrome, or a piezzo-electric material or a platinum group metal, e.g., platinum, iridium, osmium, palladium, rhodium and ruthenium.
The base of the insulator body 11 includes an annular gasket 16 made of a suitable electrically-conductive metal, e.g., copper, or aluminum, which is integrally-connected to an earth electrode 17, which extends non-centrally downwardly and then 2~624U5 inwardly to the central longitudinal axis as piece 18 to be spaced a fixed distance below the lower end of the central electrode 13.
Below the base of this insulator body 11 is a main threaded base 20, formed of a suitable metal, e.g., aluminum. At the upper end of the insulator body 11 is an upper threaded cap 21, formed of a suitable metal, e.g., aluminum.
A first, non-central bore 22 is provided in the insulator body 11 which extends angularly-outwardly to a connector 23. This is connected to a fuel inflow metering system to be described later, which is fed in Venturi flow. Bore 22 extends below the base 20 to be in fluid communication with the cylinder of the internal combustion engine (to be described later).
A second, non-central bore 24 is provided in the insulator body 11 which extends angularly outwardly to a connector 25. Bore 24 extends below the base to be in communication with the cylinder of the internal combustion engine.
The bore 24 then communicates via connector 25 to an exhaust manifold, flowing in Venturi flow (to be described later).
This new spark plug reduces fuel consumption (any fuel), by 85 % at will and is tune-up-adjusted, computerized and distributed, according to the combustion chamber dimensions. Also, this NSP will produce a spark of 46,000 volts, therefore burning substantially all droplets of any fuel, and substantially eliminating pollution and smog.
As seen in Fig. 5, the internal combustion chamber 500 is fitted with an intake valve 501. The combustion chamber 502 generally has a volume of 597 mm3. The intake manifold 503 is fed with combustion-supporting air, controlled by a computer, as will be described in Fig. 6.
2i624U5 s The spark plug 10 is fitted onto the upper reaches of the combustion chamber 502. The connector 23 is connected to the computerized micro-fuel pulsation delivery system as will be described in Fig. 6. The terminal connector pin 15 is connected to the computerized ignition system as will be described in Fig. 6.
The schematic system of Fig. 6 shows how the spark plug 10 of an embodi-ment of this invention is operated. The technical specification of the spark plug 10 whan mcar~ in tha intPrno~ nnmh»at;nn onn;nu of .h.;n ~. ;n nn f~,ll~...n 2~b24U5 PLASMA GENERATOR
Input voltage 13.2 to 12.6 volts Negative Ground Only Current Draw (Switched On) l to 3 Amps Current Draw (DC) 7.2 Amps Plasma Generator Output Voltage 3.7 KV
Capability of Current Arc 96 MA
Energy for Electrode Plug 268 MJ (approx.) (where the present conventional system capability of current arc is MA 18) Crank Angle Duration 20 to 40 Length 4 3/4" = 12 cm.
Height 2" - 5 cm.
Width 3-3/4" = 9.5 cm.
Weight 1 lb. 9 ozs. _ .4792 Kg.
Coil Primary Resistance 1.9 Ohms Secondary Resistance 11.2 Ohms Primary to Secondary Insulation 13.8 KV
Max. Energy Output 478.9 MA
Max. Volts Output 46,000 Volts Diameter 3-7/8" = 9.52 cm.
Height 6" = 15.3 cm.
Weight 3.2 lb. = 1.431 Kg.
NSP Combustion Chamber Volume 467 to 900 cu/mm.
Synchro-Fuel Pressure 19 to 105 PSI
As seen in Fig. 6, the terminal 15 is connected via electrically-conductive leads 601 to a distributor 602. The distributor 602 is controlled by a computer 603;
which monitors manifold pressure, engine speed, engine temperature, and aii tem-perature. The electronic ignition includes a coil 604 having wires 605 connected to 5 the control unit of the computer 603. The ignition also includes a reluctor pick-up coil 606 and a permanent magnet 607.
The manner of operation of the electronic ignition is as follows:
A rotating reluctor and magnetic pick-up is used in place of the traditional cam breaker points of the conventional condenser in the mechanical distributors or in the 10 conventional electronic ignition of automobiles. This system used in the present invention reduces the time between tune-ups. The high spots of the reluctor interrupts the magnetic field of the electric coil and the permanent magnet. These interruptions or pulses are transmitted from the coil in a nearby electronic control unit.
The pulses signal a transistor to break the voltage sub-circuit and to release high voltage from the coil to the terminal 15 of the injector spark plug 10.
The computer 603 also controls the fuel injection system from the fuel tank 610 through the fuel pump 611 and fuel filter 612, while making obsolete the tradi-tional injection nozzles, and carburettor. The fuel injection system is controlled by the computer in the following manner.
In the present invention, the engine dispenses with the carburettor and substitutes a compact computer to provide more precise fuel mixtures in a fuel injection system. According to the present invention, the computer 603 decides how much fuel is needed and meters the proper amount into a series of injector spark plugs 10 of an embodiment of this invention through fuel line 613. The injector spark plugs 10, on further command from the computer 603, provides individual sprays for each cylinder directly without loosing volume or pressure in its path, therefore reducing gas or fuel consumption by a minimum of 72 % . In the conven-tional systems, the carburettors wasted fuel by providing a single, voluminous spray S for all cylinders at once, bearing in mind that only 18 % of the fuel or gas is burned by any engine. The separate mixing of air and fuel takes place at the bottom of the injector spark plug 10. Fuel is fed individually to each cylinder and is not fed to the intake manifold. Everytime the driver steps on the gas pedal he triggers a new series of computer calculations. The pedal opens a yoke comparable to the carburettor's choke that increases the volume of air entering the engine's injector spark plugs. The computer instantly reacts to the increased air flow in the air duct, comparing it to the engine speed and power required as well as to the temperatures of both the outgoing and the incoming air, and then calculates the proper fuel mixture and directs a spray of gasoline toward each cylinder. Combustion is virtually 100% efficient.
One version of a pressure-reducing valve, used in embodiments of this invention, is shown in Fig. 7. Reduced pressure is obtained by restricting the flow to the low pressure circuit.
Claims (11)
1. A spark plug comprising:
(a) an insulator body having an upper end and a lower end, said insulator body provided with a longitudinally-extending through bore;
(b) a one-piece, central electrode having an upper end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber;
(c) an earth lower electrode projecting towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body, connected to a fuel metering device for controllably admitting fuel to said combustion chamber;
(e) a second, non-central, longitudinally-extending bore within said insulator body connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower threaded base for connection to an opening in said combustion chamber.
(a) an insulator body having an upper end and a lower end, said insulator body provided with a longitudinally-extending through bore;
(b) a one-piece, central electrode having an upper end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber;
(c) an earth lower electrode projecting towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body, connected to a fuel metering device for controllably admitting fuel to said combustion chamber;
(e) a second, non-central, longitudinally-extending bore within said insulator body connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower threaded base for connection to an opening in said combustion chamber.
2. The spark plug of claim 1 wherein said insulator body is formed of porcelain, ceramic or mica.
3. The spark plug of claim 1 wherein said central electrode is formed of nichrome, in a piezzo-electric material or of a platinum-group metal.
4. The spark plug of claim 3 wherein the lower end of said central electrode extends diametrically-outwardly.
5. The spark plug of claim 1 wherein said earth lower electrode is formed of a platinum group metal.
6. The spark plug of claim 1 wherein said lower threaded base is formed of aluminum and includes an upper copper gasket adjacent the lower end of said insulator body.
7. The spark plug of claim 1 wherein said combustion chamber is the combustion chamber of an internal combustion engine.
8. The spark plug of claim 7 wherein the volume of said combustion chamber is 467 to 900 nm3.
9. In combination with an internal combustion engine having at least one cylinder provided with an intake valve and a spark plug connected to each said cylinder, said spark plug comprising:
(a) an insulator body provided with a longitudinally-extending through bore;
(b) a one-piece, central electrode having an upper terminal end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber;
(c) an earth lower electrode projecting radially-inwardly towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body connected to a fuel metering device for controllably admitting fuel to within said combustion chamber;
(e) a second, non-central, longitudinally-extending bore connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber;
said engine further including a computerized ignition control connected to the terminal end of each said central electrode of each said spark plug; and a computerized micro pulsation delivery fuel line connected to said first, non- central, longitudinally-extending bore.
(a) an insulator body provided with a longitudinally-extending through bore;
(b) a one-piece, central electrode having an upper terminal end and a lower end, said central electrode secured within said longitudinally-extending through bore while providing an annular zone communicating with a combustion chamber;
(c) an earth lower electrode projecting radially-inwardly towards said central electrode and spaced a longitudinally-fixed distance beyond the lower end of said central electrode;
(d) a first, non-central, longitudinally-extending bore within said insulator body connected to a fuel metering device for controllably admitting fuel to within said combustion chamber;
(e) a second, non-central, longitudinally-extending bore connected between said combustion chamber and an exhaust manifold to exhaust gases from said combustion chamber; and (f) a lower-threaded base for connection to an opening in said combustion chamber;
said engine further including a computerized ignition control connected to the terminal end of each said central electrode of each said spark plug; and a computerized micro pulsation delivery fuel line connected to said first, non- central, longitudinally-extending bore.
10. The combination of claim 9 wherein said computerized ignition control includes a distributor controlled by a computer which monitors manifold pressure, engine speed, engine temperature, and air temperature, said electronic ignition including a rotating reluctor and magnetic pick-up to produce control pulses.
11. The combination of claim 9 or claim 10 wherein said fuel injection system is configured to provide a precise mixture of fuel and air directly through the first, non-central, longitudinally-extending bore of each said spark plug, thereby to provide individual sprays of fuel/air mixture to the associated cylinder without losing volume and/or pressure in its path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002162405A CA2162405C (en) | 1996-02-23 | 1996-02-23 | New spark plug |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002162405A CA2162405C (en) | 1996-02-23 | 1996-02-23 | New spark plug |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2162405A1 CA2162405A1 (en) | 1997-08-24 |
| CA2162405C true CA2162405C (en) | 2000-11-21 |
Family
ID=4156925
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002162405A Expired - Lifetime CA2162405C (en) | 1996-02-23 | 1996-02-23 | New spark plug |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2162405C (en) |
-
1996
- 1996-02-23 CA CA002162405A patent/CA2162405C/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| CA2162405A1 (en) | 1997-08-24 |
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| EEER | Examination request | ||
| MKEX | Expiry |
Effective date: 20160223 |