TW201708690A - An improved ignition device - Google Patents

Abstract

The invention discloses an ignition source providing a localised high temperature region. In order to improve the energy utilisation, the localised region is partially surrounded by a containment means. Said containment means includes one or more apertures which allow fluid flow between the internal volume of the containment means and the external surroundings. The ignition source can comprise an ignition spark generating portion, such as is typically found in a conventional spark plug, along with support therefor: the device is then connectable to a high voltage source. The containment means can be formed of an unprotected metal or metal alloy. As examples of suitable materials are titanium, a nickel-bearing alloy such as those marketed under the trade names Incomel<SP>TM</SP> or Hastelloy<SP>TM</SP> . Alternatively, the containment means is formed of a glass or ceramic material. A coating, for example to resist oxidation an also be applied to the containment means.

Description

Improved ignition device

The present invention relates to an ignition device that provides an improvement in the conversion of chemical energy to useful mechanical work. Specifically, but not limited to, the device is suitable for use in gasoline and diesel engines of conventional vehicles, but is also found in marine vessels and aircraft applications. In addition, the device finds applications in the fields of, for example, heating and cooling systems and power generation.

The use of controlled vapor phase explosion to provide power is well known, which forms the basis of internal combustion engines and other applications. The basic principle is relatively simple in that it is an ignition source housed in the chamber. The chamber is then supplied with fuel in the form of steam or gas and the ignition source is activated to initiate combustion of the fuel or other chemical reaction. The energy released thereby is converted into mechanical energy to provide motion or other mechanical power.

Typically, the energy is in the form of an expansion of the hot gases formed by the combustion.

However, energy conversion in this manner may be inefficient. Because even the most efficient gasoline engines rarely operate at more than 40% efficiency, there is energy loss. Most of the loss is due to heat loss or increased entropy.

Given the limited availability and gradual reduction in the availability of carbonaceous fuels (especially from fossil fuels), it can be advantageous to be able to increase the efficiency of the combustion process. Not only does this extend the availability of fuel resources used, but it also reduces the rate of carbon dioxide emissions because overall fuel consumption is reduced. Further, the soot can be reduced, NO _x, ground-level ozone emissions and other pollutants.

Many different approaches are known in the art to increase the efficiency of fuel use. However, the broad perception is the use of traditional incremental improvements, which are a reward for further innovation.

It is an object of the present invention to provide an improved combustion method to increase the efficiency of fuel use. Another object of the present invention is to provide a device that will provide increased fuel efficiency.

In a first aspect, the invention can be broadly described as including an interface for an engine fuel ignition system, the interface comprising: a housing configured to connect and form a passage between the ignition mechanism and the combustion chamber, The ignition mechanism is offset from the combustion chamber and the passageway is formed to provide fluid communication between the ignition mechanism and the combustion chamber, at least a portion of the passageway being shaped as an elongated frustoconical shape.

Preferably, the ratio of the difference between the length/height of the cone and the size of the inlet-outlet is substantially between 3 and 5, more preferably the ratio is substantially 3.5, and even more preferably, the ratio It is essentially 4.

Preferably, the ignition mechanism comprises a spark plug.

Optionally, the combustion chamber includes a chamber formed in the cylinder head.

Conveniently, the housing further includes at least one baffle. More conveniently, at least one baffle extends at least partially across the passage. Still more conveniently, the plurality of baffles form at least one ring that surrounds the passage. Even more conveniently, the plurality of baffles are formed in a stacked configuration with the top baffles of the stack aligned toward the combustion chamber. Still more conveniently, the stack includes at least two columns.

In a second aspect of the present invention, an engine fuel ignition system is provided, comprising: a housing configured to connect and form a passage between an ignition mechanism and a combustion chamber such that the ignition mechanism is offset from the combustion chamber The passageway is formed to provide fluid communication between the ignition mechanism and the combustion chamber, the passage including at least one baffle.

Conveniently, at least a portion of the passage is shaped as an elongated frustoconical shape. More conveniently, the ratio of the difference between the length/height of the cone and the size of the inlet-outlet is substantially between 3 and 5, and more conveniently, the ratio is substantially 3.5, and again more conveniently, the ratio It is essentially 4.

Preferably, the ignition mechanism comprises a spark plug.

Preferably, the combustion chamber includes a chamber formed in the cylinder head.

According to a third aspect of the invention, there is provided a vehicle comprising an interface according to a first aspect of the invention.

According to a fourth aspect of the invention, there is provided a vehicle comprising an interface according to a second aspect of the invention.

According to a fifth aspect of the invention, an engine for a vehicle is provided, comprising an interface according to a first aspect of the invention.

According to a sixth aspect of the invention, an engine for a vehicle is provided, comprising an interface according to a second aspect of the invention.

According to a seventh aspect of the invention, a spark plug and an engine interface are provided, the interface being in accordance with a first aspect of the invention.

According to an eighth aspect of the invention, a spark plug and an engine interface are provided, the interface being in accordance with a second aspect of the invention.

According to a ninth aspect of the present invention, an ignition device is provided, the ignition device provides an ignition source to generate a local high temperature region, and a housing is provided to support the ignition source; a containment mechanism, the containment mechanism is fixed to the housing; the ignition source portion Surrounded by a containment mechanism, the containment mechanism includes one of a plurality of apertures, one of which allows for fluid flow between the interior volume space within the containment mechanism and the exterior space surrounding the containment mechanism.

Preferably, the ignition source includes an ignition spark generating portion and a support for this, and the ignition spark generating portion is connectable to the high voltage source. More preferably, the containment mechanism is substantially cylindrical, the first open end of the cylinder being fixed to the housing in a configuration in contact with the support member, the second open end of the cylinder providing a single hole for concentration The fluid passing through the orifice flows out. Still more preferably, the cylindrical wall is convoluted. Still more preferably, the second open end of the containment mechanism extends inwardly into the interior volume of the containment mechanism.

Optionally, the containment mechanism includes a plurality of apertures through which the combusted fluid can flow through a plurality of apertures, and the containment mechanism facilitates directing of combustion and combustion fluid to all areas of the chamber containing the ignition device.

Preferably, the containment mechanism is formed from an unprotected metal or metal alloy. More preferably, the metal or metal alloy selected from titanium, with a nickel alloy, for example, under the trade name Hastelloy ^TM Incomel ^TM or those sold.

Optionally, the containment mechanism is formed from a glass or ceramic material.

Preferably, the surface of the containment mechanism is coated to further enhance resistance to degradation. More preferably, the coating is refractory coated to increase the resistance of the containment mechanism to oxidation.

Optionally, the inner surface of the containment mechanism includes one or more baffles.

The present invention is intended for use in the incorporation into equipment or processes where the ignition source is initially surrounded by fuel. Typically, the fuel is in the form of steam or gas. In this document, the term "steam" is used in its conventional form and refers to the dispersion of liquids, typically droplets that form a dispersed phase in a gaseous or vacuum phase. The ignition source then ignites the fuel to cause a controlled reaction of the fuel to release the chemical energy, which is converted into mechanical energy to drive the machine.

The primary exemplary embodiment shown herein is a Mars plug, such as found in conventional internal combustion engines that use gasoline as a fuel. This example illustrates the features of the present invention, which may be more widely applied to other devices in which ignition of a vapor or gaseous fuel is accomplished by a local ignition source, wherein fuel conversion is then maintained by the fuel body from the source directly from the ignition source. region. For example, the invention is applicable to diesel engines that have been retrofitted or designed to operate with a glow plug that remains in a heated state. The hood surrounding the ignition point of the glow plug thus initiates combustion within the enclosure.

Thus, for example, in the illustrated example, the ignition source includes a conventionally designed spark plug. The Mars plug includes an electrode with a spark gap at one end. The spark gap extends into the chamber where the fuel (form of steam or gas) formed by the hydrocarbon/oxygen mixture is present above ambient pressure. Applying a voltage across the spark gap (typically 10 to 25 kV) causes a spark between the electrodes, and the very high temperature of the spark initiates (ignitions) the fuel mixture.

The invention as outlined herein is also applicable to other types of ignition sources, such as a glow plug for igniting a volume of heated compressed air under the function of a diesel engine. Thereby the utilization of energy is released, but its conversion to mechanical energy is generally less efficient, and the object of the invention set forth below is to improve efficiency.

In accordance with an aspect of the present invention, therefore, an ignition source is provided wherein the ignition source is housed within or surrounded by a flow modifying enclosure or containment mechanism. The cover modifies the flow of ignited fuel through the chamber housing the ignition source. Because of the modified flow, the fuel's combustion and combustion fronts spread over a period of time throughout the body of the fuel, reducing unwanted energy conversion, leaving more energy for mechanical work.

Referring first to Figures 1 and 2, which illustrate a first embodiment of an ignition source, the ignition source is generally indicated by reference numeral 10. The ignition source 10 includes a first portion of the type of conventional Mars plug 11 that is typically used in gasoline engines. The Mars plug 11 has an end 12 of electrically conductive material to facilitate connection of the Mars plug 11 to the ignition system. At the other end of the Mars plug 11, and typically extending into the fuel chamber or the like (not shown) in use, is the main electrode 13, which extends from the end 12 and passes through an electrically insulating sleeve (eg ,porcelain). The electrically insulating sleeve separates different portions of the conductive elements of the spark plug, thereby preventing short circuits, providing support for the components of the spark plug, and allowing the spark plug to fit into the fuel chamber without causing charge to the fuel chamber. The main electrode 13 has a spark gap through which electrons pass when the electrode is subjected to a sufficiently high voltage. As electrons pass across the spark gap, the molecules therein are heated to a high temperature and illuminate, creating a "spark."

Disposed around the main electrode is a cover 14. In Figures 1 through 4, the cover 14 is shown to be transparent for convenience to facilitate the viewing of components within the cover 14. The cover 14 is formed of a heat resistant material, and in the case where the fuel combustion reaction is oxidized, the material is also resistant to oxidation. It may be a metal or metal alloy, such as titanium, nickel or an alloy with, for example, under the trade name Hastelloy ^TM Incomel ^TM or those sold typical materials forming the shell 14. Alternatively, the cover 14 may be formed of a ceramic or glass material or a plastic material. In order to further improve the resistance of the shell 14 to chemical and physical deterioration, a surface coating may be applied as needed. Such a coating can include an oxide of a metal that forms the shell. Alternatively, a refractory coating can be applied to increase resistance to oxidation.

The cover 14 shown in Fig. 1 has a substantially oval shape and is open at both narrow ends, and has holes 15a, 15b. The oval shape shown in Figs. 1 and 2 exemplifies a substantially cylindrical shape suitable for the cover body according to the present invention.

The aperture 15a is sized to fit around the body of the Mars plug 11 to contact the body at least along the circumference of the aperture 15a, and preferably forms a fluid or fluid resistant seal. The other hole 15b defined by the cover 14 is arranged perpendicular to the axis of the spark plug 11. The cover 14 thus first provides a barrier to thermal gas expansion in a direction laterally away from the electrode 13. In addition, the combustion reaction that generates hot gases is also blocked from lateral propagation. The only direction that can be used for expansion is therefore the through hole 15b.

Without being bound by theory, it is believed that the shell acts to change the flow characteristics in such a way that a delay is caused in the propagation of the combustion reaction, which takes the form of a wavefront away from the ignition source, which delay can then be allowed in the enclosure. The release of the combustion material and energy is established before leaving the passage. Thus, in prior art Mars plugs, the fuel ignites and localized combustion waves propagate away from the ignition source.

In the present invention, the delay first results in energy build up within the enclosure prior to the primary propagation. Second, the propagating energy is then released by confining the holes, limiting the concentration of energy in the holes and also causing faster movement away from the ignition source, thus giving a more efficient conversion of chemical energy to mechanical energy. Thus, in the example of an internal combustion engine, more efficient use of chemical energy may mean that less fuel is needed to drive the pistons within the cylinders, and the spark plugs are housed in the cylinders. This results in higher fuel efficiency. Alternatively, the piston can be driven more powerfully, generating more power to drive the vehicle's system.

Referring now to Figures 3 and 4, these figures illustrate an alternate embodiment of an ignition source 30 in which the cover 34 is inverted at the aperture 35b and whereby the generally cylindrical extension 36 extends inwardly toward Main electrode 33. The extension 36 again changes the flow characteristics of the initially combusted fuel and establishes more complete fuel consumption and higher energy concentration within the enclosure 34 before the combustion products are released from the enclosure 34 and into the main fuel containing chamber. As the products of combustion exit the enclosure, the products of combustion continue to burn (as in other embodiments) and cause combustion of the fuel within the fuel-containing chamber outside the enclosure. Again, therefore, the energy release via fuel combustion is higher than in the case of prior art ignition sources, and is also more efficiently converted to mechanical energy.

The cover may also have the form as described below and as shown in Figures 14 and 15, and includes the frustoconical passages shown in this embodiment.

The cover described above can include one or more apertures in the wall of the enclosure that allow combustion to propagate laterally through the enclosure wall (e.g., 34) into the combustion chamber. However, it is contemplated that in such an embodiment, the total area of the aperture or apertures will be smaller than the total area of the enclosure wall itself. Typically, the area of the shell wall is greater than 50%, preferably &gt; 60%, more preferably &gt; 70%, and especially preferably &gt; 80%. Such apertures may take the form of circular, elliptical, polygonal or elongated apertures, wherein the elongated apertures may be parallel to the body of the device, laterally traversed, or arranged at an oblique angle.

In the third embodiment of the ignition device shown in Figures 5 and 6, the main features (except for the cover) are identical to the previously described embodiments. The cover 54 is in the form of a cage structure 51 in this embodiment. The cage structure 51 is secured to the body of the ignition source 50 at a first end 52 and extends across and around the ignition source 53. Additionally, the cage structure 51 extends completely around the ignition source 50, including the end 55 of the cage structure 51 relative to the ignition source 50.

In this embodiment, the fuel is much easier to access the ignition source and provides a faster achievement and maintenance of the equilibrium mixture of fuel around the ignition source 53. The cage structure 51 also contributes to the propagation of combustion in a more uniform manner across all three spatial dimensions and can be applied to: when the combustion chamber is closer to a sphere or at least more uniformly in the lateral direction than perpendicular to these dimensions When extended.

The invention as defined herein is suitable for direct installation in place of or in place of an ignition source that is already in place because the fitting (or connector 12) is the same ignition source as prior art. Thus, for example, when the ignition source is a Mars plug, the existing Mars plug can be replaced by a Mars plug according to the present invention. Furthermore, it is contemplated that prior art Mars plugs or other sources of ignition may be retrofitted in accordance with the present invention by providing a housing as described above or caged around an ignition source of a prior art spark plug to provide Mars in accordance with the present invention. Plug or ignition source.

Thus, the enclosure can be fitted to an existing ignition source using connections that have been incorporated into the enclosure or by using known connector types. Alternatively, the ignition source can be fitted to the housing using a threaded or crimped connection. Sealants and/or adhesives are available to ensure they are formulated to be fluid resistant.

It will be appreciated that many other features not illustrated may be included without departing from the scope of the invention.

Additionally or alternatively, the inner surface of the shell may include one or more baffles to partially delay the propagation of combustion. The shroud walls of the embodiments pertaining to Figures 1 through 4 may include a convolution to cause chaotic flow into the flow of the burning fuel.

Further embodiments of the invention are illustrated in Figures 7 through 12. The embodiments shown in these figures and described below are interfaces or covers for conventional internal combustion engines that use gasoline fuel. However, it should be noted that the features of the present invention are also more widely applicable to other types of internal combustion engines, such as diesel engines, or to other devices in which ignition of steam or gaseous fuel is accomplished by a local ignition source, where the fuel is then converted From the fuel body I am maintaining, away from the direct area of the ignition source.

Several different variations of the interface are described and depicted. The interface is generally designated as a cover or interface 100, wherein variations are described as 100b, 100c, and the like. Other features also follow similar numbering conventions, for example, outlet 110 is designated as outlet 110b on interface 100b, outlet 110c on interface 100c, and the like.

In use, the interface 100 is coupled between the body of the engine and the ignition mechanism, which in this case is a spark plug. The interface 100 is coupled to the cylinder block or cylinder head 102 by being positioned and coupled to the cylinder head 102 in the Mars plug or plug 103. Normally, the spark plug 104 in the rake 103 is connected to the interface 100 on the outside (i.e., away from the engine), and the spark from the spark plug 104 ignites the steam in the combustion chamber of the cylinder in a manner similar to conventional usage. "Steam" in the context of this embodiment refers to a mixture of fuel and air within the combustion chamber, and can be applied as below and as described below, in the interface 100, the fuel mixed with air is a droplet forming a dispersed phase. .

The Mars plug 104 is a conventional design in this example with an electrode at one end (inner end, within the interface 100), and a spark gap. In use, when the spark plug 104 is connected to the interface 100, the spark gap extends into the interface 100 such that the fuel/air vapor mixture can be ignited via application of a voltage across the spark gap (typically 10 to 25 kV), which results in an electrode Between the sparks, the extremely high temperature of the spark ignites the fuel mixture. The interface substantially surrounds the electrode and provides fluid communication with the combustion chamber, but otherwise isolates the electrode. Without being bound by theory, it is believed that the interface contributes to a volume of ignition vapor initially established within the interface, igniting the vapor and then exiting to the main combustion chamber volume, providing increased and faster combustion compared to standard Mars plugs. That's it.

Some different possible configurations of the interface are shown in Figures 7a through 7h. These figures illustrate schematic cross-sectional views of interfaces 100b-100h of additional embodiments, each interface being coupled to an engine block for fluid connection to a combustion chamber 105 of the engine block - that is, formed in the engine cylinder head Burn the chamber. In these figures, the engine is depicted as a "traditional" orientation in which the Mars plug is at the center of the top. The lower end of the combustion chamber is closed by the top surface of the piston 108. In the other figures (8, 10-13) relating to these embodiments, the drawings are shown rotated 90 degrees counterclockwise to more clearly show relevant technical details. The interface of these embodiments of the invention has a primary hollow body that forms a passage between the two open ends. The Mars plug 104 is screwed into one end such that the spark gap is in the passage through the hollow body. The other end is coupled to the engine block such that a fluid connection is formed between the combustion chamber and the passage in the hollow body of the interface.

Figure 7a depicts a combustion chamber wherein the interface 100a is configured such that the spark gap of the plug 104 is directly at the edge of the combustion chamber 105. This is a known conventional configuration in which a spark plug is located at the top of the engine cylinder. Figures 7b through 7h illustrate the internal passage of the interface to the side/slightly outer portion of the combustion chamber 105.

Figures 7b and 7e illustrate that the passage is frustoconical, narrowing toward the opening 106 of the combustion chamber 105. That is, the shape of the passage is a truncated cone. The passages of these embodiments are sized to be elongated. The embodiment shown in Figure 7b is sized such that the length of the frustoconical portion is substantially 40 mm, wherein the (wider) inlet diameter is substantially 15 mm and the (narrower) outlet diameter is substantially 5 mm . In the embodiment illustrated in Figure 7e, the length of the frustoconical portion is substantially 70 mm, wherein the (wider) inlet diameter is substantially 35 mm and the (narrower) outlet diameter is substantially 15 mm. It can be seen that the ratio of the difference between the length to the inlet-outlet size is between 3.5 and 4 (the inlet-outlet difference of the embodiment of Figure 7b is 10 mm (15 mm - 5 mm) and the length is 40 mm, given 4 A ratio of 1: and the inlet-outlet difference of the embodiment of Fig. 7e is 20 mm (35 mm - 15 mm) and the length is 70 mm, given a ratio of 3.5:1).

The 7c, 7d, 7f, 7g, and 7h diagrams show the sideways parallel (ie, the length along the path is not narrowed). The passage of the embodiment of Figures 7d through 7h includes a baffle 107 that acts to confuse the flow along the passage. In the embodiment of Figure 7h, six baffles are formed in a "stacked" or triangular configuration (i.e., each column adds another baffle, so the configuration is: 1, 1-2, 1-2-3) , 1-2-3-4, etc., the baffles are configured such that the baffles form a triangular shape or stack). In the embodiment of Figure 7h, the stack is formed such that the column of the three baffles is furthest away from the aperture 106 and the single baffle 107 is closest to the aperture 106, slightly behind the aperture 106. Each baffle has a circular cross section and a diameter of substantially 5 mm. In all of these embodiments, the baffle 107 extends into/and at least partially or completely across the passage to act as a barrier to the propagation of flame from the spark gap along the passage or into the combustion chamber of the cylinder.

This is advantageous if the vapor mixture within the combustion chamber is completely combusted or burned faster. Faster combustion, or faster travel (flame speed) from the combustion front of the ignition point, is advantageous because it creates increased pressure on the piston head and produces more force on the piston. A more complete combustion (a larger percentage of fully ignited and burned fuel) will also result in increased pressure in the combustion chamber, which will increase the pressure on the piston head and create more force on the piston. This also tends to produce a more uniform pressure distribution, which is also advantageous. More efficient combustion within a particular sized engine (engine cylinder) means that less fuel can be used to produce the same result.

Experimentally, the embodiment of the interface 100 has been shown to be more advantageous than the standard configuration shown in Figure 7a. The experimental results for the examples of Figures 7b, 7e, and 7h will now be described in relation to the standard configuration of Figure 7a.

Figures 8a through 8d illustrate the propagation of the flame front end 120 from the spark gap to the piston top surface 108. In each of these figures, the view is rotated 90 degrees counterclockwise, as outlined above, such that the piston top surface 108 is on the far right and the Mars plug and interface are on the left side. In each of these figures, a preset or known embodiment (Fig. 7a) is shown at the upper left, the embodiment of Fig. 7b is at the upper right, and the embodiment of Fig. 7e is at the lower left. And the embodiment of Figure 7h is at the bottom right. Figures 8a through 8d show the flames in four discrete time phases, which are 0.0015 seconds, 0.0030 seconds, 0.0045 seconds, and 0.0065 seconds after ignition, respectively.

As can be seen for all of the embodiments, the flame front travels farther/faster through the same time frame than the preset 7a, although ignition occurs outside the combustion chamber. As can be seen with respect to the embodiment of Figure 7h, the baffle has the effect of "flattening" the flame front end such that the flame front end is substantially parallel to the plane of the top surface of the piston 108 and the flame front end will traverse the top surface of the piston. The point at which all points reach the top surface of the piston at substantially the same time, or at least the time interval between the first and last contacts is smaller than in the case of the preset Fig. 7a.

For the preset or normal engine of Figure 7a (line 109) and the frustoconical engines of Figures 7b and 7e (lines 112 and 111, respectively), the combustion process is depicted in the graph of Figure 9. . The time is plotted on the x-axis relative to the percentage of fuel burned on the y-axis. It can be seen that the line representing the preset engine is less steep than the line of the two frustoconical engines, indicating that the fuel burns more slowly than the frustoconical engine.

The actual speed of the flame front is shown in Figures 10a, 10b, and 10c, which shows the speed measured within the combustion chamber 105. The position of the measured velocity is shown by plane 109 of Figure 13, which extends across the combustion chamber to substantially bisect the combustion chamber.

As mentioned above, in each of these figures, the view is rotated 90 degrees counterclockwise such that the piston top surface 108 is on the far right and the spark plug and interface are on the left side. As also mentioned above, in each of these figures, a preset or known embodiment (Fig. 7a) is shown at the upper left, and the embodiment of Fig. 7b is at the upper right, an embodiment of Fig. 7e. At the lower left, and the embodiment of Figure 7h is at the bottom right. Figure 10a shows the speed at 0.002 seconds after ignition, Figure 10b shows the speed at 0.0035 seconds after ignition, and Figure 10c shows the speed at 0.005 seconds after ignition. It can be seen that for all new embodiments, the speed is much higher compared to the preset 7a.

Higher speed effects result in increased pressure. This is illustrated graphically in Figures 11a and 11b. As described above, the view is rotated 90 degrees counterclockwise, and the preset or known embodiment (Fig. 7a) is shown at the upper left, the embodiment of Fig. 7b is at the upper right, and the embodiment of Fig. 7e is at the lower left. And the embodiment of Figure 7h is at the bottom right. Also as described above, the pressure is measured at the plane 109 shown in Fig. 13.

The pressure was measured at two time intervals: 0.004 seconds after ignition, and 0.005 seconds. As can be seen from the results of the plots, the pressures measured in the Examples of Figures 7b, 7e, and 7h are much higher, compared to the preset Figure 7a. This translates into a higher force acting on the piston.

During fuel combustion, the temperature gradient within the combustion chamber is graphically illustrated in Figures 12a and 12b. As described above, the view is rotated 90 degrees counterclockwise, and the preset or known embodiment (Fig. 7a) is shown at the upper left, the embodiment of Fig. 7b is at the upper right, and the embodiment of Fig. 7e is at the lower left. And the embodiment of Figure 7h is at the bottom right. Two time phases (for Figures 12a and 12b, respectively) are 0.0035 seconds and 0.0055 seconds after ignition.

It can be seen from all the experimental results described above that it is advantageous to offset the spark gap in the narrower passage outside the cylinder, as compared to the known cylinder geometry with a spark gap at the top of the cylinder and using normal cylinder geometry. Or the default configuration. For the same cylinder size and geometry, and for the same fuel/air vapor mixing, this configuration results in higher temperatures, faster combustion, and greater pressure on the piston. Therefore, the same results as the preset configuration of Fig. 7a can be achieved using less fuel. The result is increased fuel efficiency.

It can be seen that it is most advantageous to have a spark gap offset in the passage having the shape of an elongated frustoconical body. This ensures that the walls are angled to provide a smooth (rather than abrupt) transition allowing the flame to spread quickly. It has been experimentally found that the best results are achieved by making the ratio of the difference in length/height of the cone to the size of the inlet-outlet between 3 and 5, and optimally substantially 3.5.

Embodiments of the ignition device described in the preceding paragraphs that are suitable for use as described in the embodiments of Figures 7 through 13 but which are also suitable for use in the manner described in Figures 1 to 6 are The figure is shown in Fig. 14, in which the cover of the device is shown in Fig. 15. Ignition device 140 has an ignition source 141, similar to a conventional Mars plug, having an electrode gap 142 that traverses electrode gap 142 to create a spark. Extending away from the electrode gap 142 is a cover 143 having an internal passage 144 in the shape of a truncated cone and the internal passage 144 being tapered away from the electrode gap 142. In use, the end of the shell is positioned as part of the combustion chamber wall or extends into the combustion chamber.

The ignition source is firmly seated in the first cylindrical portion 151 (see Fig. 15). The ignition device is then secured to the combustion chamber by a suitable, generally threaded mechanism on the outside of the cylindrical portion 152. The inner passage 144 is received within the cylindrical portion 152, and for example, the position of the threaded portion determines how far the inner passage 144 extends into the combustion chamber.

It is to be understood that the invention is not limited to the specific details disclosed herein, and the specific details are intended to be

For example, in a variation of the above configuration, the size and shape of the baffle may vary. For example, the cross-sectional diameter may vary, or the cross-sectional shape may change (eg, change to an elliptical cross-section or the like). As mentioned above, the baffle extends into the passage. These baffles can extend across the passage from head to tail or partially across the passage.

It should also be noted that the above embodiments are directed to a cover or interface that is coupled between the cylinder head and an ignition device (e.g., a spark plug). The cylinder head of the engine can be formed as an interface/cover having substantially the same shape as the separate interface/cover described above.

10‧‧‧Ignition source
11‧‧‧Mars plug
12‧‧‧End (connector)
13‧‧‧Main electrode
14‧‧‧ Cover
15a, 15b‧‧ holes
30‧‧‧Ignition source
33‧‧‧Main electrode
34‧‧‧ Cover
35b‧‧‧ hole
36‧‧‧Extension
50‧‧‧Ignition source
51‧‧‧Cage structure
52‧‧‧ first end
53‧‧‧Ignition source
54‧‧‧ Cover
55‧‧‧
100, 100a, 100b-100h‧‧‧ cover (interface)
102‧‧‧Cylinder head
103‧‧‧Mars plug (plug hole)
104‧‧‧Mars plug
105‧‧‧ combustion chamber
106‧‧‧Opening
107‧‧‧Baffle
108‧‧‧ piston (piston top surface)
109‧‧‧ plane
110, 110b, 110c‧‧ exports
120‧‧‧ Flame front end
140‧‧‧Ignition device
141‧‧‧Ignition source
142‧‧‧electrode gap
143‧‧‧ Cover
144‧‧‧Internal access
151‧‧‧First cylindrical part
152‧‧‧Cylinder

The invention will now be described with reference to the drawings and as illustrated in the accompanying drawings, which are illustrated by way of example only.

In the schema:

Figure 1 is a perspective view of a first embodiment of an ignition device;

Figure 2 is a side elevational view of the embodiment of Figure 1;

Figure 3 is a perspective view of a second embodiment of the ignition device;

Figure 4 is a side elevational view of the embodiment of Figure 3;

Figure 5 is a perspective view of a third embodiment of the ignition device;

Fig. 6 is a side view of the embodiment of Fig. 5.

7a to 7g are schematic cross-sectional side views of the combustion chamber and the cover or interface of the engine, the cover or interface being located and forming a passage between the spark gap of the spark plug and the inlet to the combustion chamber, the passage The normal positioning of the spark plug is shown in Fig. 7a, which shows a preset or normal, known combustion chamber, wherein the spark gap is at the top end, and the 7b to 7g diagrams show the outside of the combustion chamber of the engine cylinder. The spark gap offset in the narrower path, the 7b and 7e diagrams show the frustoconical path configuration, and the 7d, 7f, 7g, and 7h diagrams show the block in the path. The plate, the baffle acts to confuse the fluid flow through the passage.

Figures 8a to 8d show a side view of the flame front from the spark gap through the cylinder combustion chamber to the top surface of the piston over time. The view is rotated 90 degrees counterclockwise so that the top surface of the piston is at the far right and the spark plug is The interface is on the left side, the preset or known embodiment of Figure 7a is shown on the upper left, the embodiment of Figure 7b is on the upper right, the embodiment of Figure 7e is on the lower left, and the embodiment of Figure 7h At the lower right, the flames are depicted in four discrete time phases, which are 0.0015 seconds, 0.0030 seconds, 0.0045 seconds, and 0.0065 seconds after ignition, respectively, in Figures 8a through 8d.

Figure 9 is a plot of the combustion process for a preset or normal engine of Figure 7a and a frustoconical engine of Figures 7b and 7e, where time is plotted on the x-axis relative to the y-axis Percentage of fuel burned.

Figures 10a through 10c illustrate the actual velocity of the flame front measured in the combustion chamber and across the combustion chamber. The view is rotated 90 degrees counterclockwise such that the top surface of the piston is on the far right and the spark plug and interface are on the left side. And the preset or known embodiment of Figure 7a is shown in the upper left in each figure, the embodiment of Figure 7b is in the upper right, the embodiment of Figure 7e is in the lower left, and the 7h The embodiment is shown on the lower right, the 10a is the speed at 0.002 seconds after ignition, the 10b is the speed at 0.0035 seconds after ignition, and the 10c is the speed at 0.005 seconds after ignition.

Figures 11a and 11b show the pressure measured in the combustion chamber and across the combustion chamber. The view is rotated 90 degrees counterclockwise so that the top surface of the piston is at the far right and the spark plug and interface are on the left side, and the 7a The pre-set or known embodiment of the figure is shown in the upper left in each figure, the embodiment of Figure 7b is in the upper right, the embodiment of Figure 7e is in the lower left, and the embodiment of Figure 7h is in At the lower right, the pressure measured at 0.004 seconds and 0.005 seconds after ignition, these time intervals are shown in Figures 11a and 11b, respectively;

Figures 12a and 12b illustrate the temperature gradient within the combustion chamber during fuel combustion, the view is rotated 90 degrees counterclockwise such that the top surface of the piston is at the far right, and the spark plug and interface are on the left side, and the pre-stage 7a The illustrated or known embodiment is shown in the upper left in each figure, the embodiment of Figure 7b is on the upper right, the embodiment of Figure 7e is on the lower left, and the embodiment of Figure 7h is on the lower right. In two time periods, the temperature is taken at 0.0035 seconds and 0.0055 seconds after ignition (for the 12a and 12b drawings, respectively);

Figure 13 is a schematic side elevational view of the cylinder combustion chamber and the cover or interface of the previous figures, showing a line representing the plane across the chamber at which the plots of Figures 10 and 11 are measured. Speed and pressure, the line is substantially at the midpoint of the chamber to bisect the combustion chamber;

Figure 14 is a cross-section through an embodiment of an ignition device adapted to be used as described with reference to Figures 1 through 6, as a conventional Mars plug is inserted into a combustion chamber, or according to Figure 7 Used in the manner described in Figure 13;

15a to 15d illustrate the cover used in the embodiment of Fig. 14: Fig. 15a is an end view of the cover, and Fig. 15b is a cross section through BB of Fig. 15a, and Fig. 15c, The 15d picture is a perspective view.

Domestic deposit information (please note according to the order of the depository, date, number)

Foreign deposit information (please note in the order of country, organization, date, number)

(Please change the page separately) No

10‧‧‧Ignition source

11‧‧‧Mars plug

12‧‧‧End (connector)

13‧‧‧Main electrode

14‧‧‧ Cover

Claims (39)

An interface for an engine fuel ignition system, comprising: a housing configured to connect and form a passage between an ignition mechanism and a combustion chamber such that the ignition mechanism is offset from the combustion chamber The passageway is formed to provide fluid communication between the ignition mechanism and the combustion chamber, at least a portion of the passageway being shaped as an elongated frustoconical shape. The interface of claim 1 wherein the ratio of the difference between the length/height of the cone portion and the inlet-outlet size is substantially between 3 and 5. The interface of claim 2, wherein the ratio is substantially 3.5. The interface of claim 2, wherein the ratio is substantially four. The interface of any one of claims 1 to 4, wherein the ignition mechanism comprises a spark plug. The interface of any of claims 1 to 5, wherein the combustion chamber comprises a chamber formed in a cylinder head. The interface of any of claims 1 to 6, wherein the housing further comprises at least one baffle. The interface of claim 7, wherein the at least one baffle extends at least partially across the pathway. The interface of claim 7, wherein the plurality of baffles form at least one ring surrounding the via. The interface of claim 7 or claim 8, wherein the plurality of baffles are formed in a stacked configuration, wherein the top baffle of the stack is aligned toward the combustion chamber. The interface of claim 10, wherein the stack comprises at least two columns. An interface for an engine fuel ignition system, comprising: a housing configured to connect and form a passage between an ignition mechanism and a combustion chamber such that the ignition mechanism is offset from the combustion chamber The passage is formed to provide fluid communication between the ignition mechanism and the combustion chamber, the passage including at least one baffle. The interface of claim 12, wherein at least a portion of the passageway is shaped as an elongated frustoconical shape. The interface of claim 13 wherein the ratio of the difference between the length/height of the cone portion and the inlet-outlet size is substantially between 3 and 5. The interface of claim 14 wherein the ratio is substantially 3.5. The interface of claim 15 wherein the ratio is substantially four. The interface of any one of claims 12 to 16, wherein the ignition mechanism comprises a spark plug. The interface of any of claims 12 to 17, wherein the combustion chamber comprises a chamber formed in a cylinder head. A vehicle comprising one of the interfaces as claimed in any one of claims 1 to 11. A vehicle comprising one of the interfaces as claimed in any one of claims 12 to 18. An engine for a vehicle comprising one of the interfaces as claimed in any one of claims 1 to 11. An engine for a vehicle comprising one of the interfaces as claimed in any one of claims 12 to 18. A Mars plug and engine interface, as claimed in any of claims 1 to 11. A Mars plug and engine interface as claimed in any one of claims 12 to 18. An interface for an engine fuel ignition system substantially as herein described with reference to Figures 7b through 7g. An ignition device providing an ignition source to generate a local high temperature region, and providing a housing to support the ignition source; a containment mechanism fixed to the housing; the ignition source portion is partially blocked by the ignition The mechanism surrounds the containment mechanism including one of a plurality of apertures that permit fluid flow between the interior volume space within the containment mechanism and the exterior space surrounding the containment mechanism. An ignition source as claimed in claim 26, wherein the ignition source comprises an ignition spark generating portion and a support therefor, the ignition spark generating portion being connectable to a high voltage source. The ignition source of claim 26 or claim 27, wherein the containment mechanism is substantially cylindrical, and a first open end of the cylinder is fixed to the shell in a configuration in contact with the support member A second open end of the cylinder provides a single aperture to concentrate fluid flow through the aperture. The ignition source of claim 28, wherein the cylindrical wall is convoluted. The ignition source of claim 28 or 29, wherein the second open end of the containment mechanism extends inwardly into the interior volume of the containment mechanism. The ignition source of any one of claims 28 to 30, wherein the containment mechanism comprises a plurality of holes through which the combusted fluid can flow, and the containment mechanism contributes to combustion and combustion fluid conduction Lead to all areas of a chamber that houses the ignition. The ignition source of any one of claims 28 to 31, wherein the containment mechanism is formed of an unprotected metal or metal alloy. The requested item of the ignition source 32, wherein the metal or metal alloy selected from titanium, with a nickel alloy, for example, under the trade name Hastelloy ^TM Incomel ^TM or those sold. The ignition source of any one of claims 26 to 33, wherein the containment mechanism is formed of a glass or ceramic material. The ignition source of any one of claims 26 to 34, wherein the surface of the containment mechanism is coated to further enhance resistance to degradation. The ignition source of claim 35, wherein the coating is a refractory coating to increase resistance of the containment mechanism to oxidation. The ignition source of any one of claims 26 to 36, wherein the inner surface of the containment mechanism comprises one or more baffles. An ignition source substantially as herein described with reference to and as illustrated in the drawings. A fuel combustion chamber comprising an ignition source as defined in claims 26 to 38.