WO2007100903A2 - High efficiency ignition - Google Patents

Abstract

A method and system provides an ignition signal generating arrangement for igniting a fuel mixture of an internal combustion engine. The combustion engine includes an ignition coil having a primary configured to receive an ignition signal, and a secondary to generate a spark signal, at least one cylinder with at least one piston is positioned to move ih a downstroke path within the cylinder upon ignition of the fuel mixture by at least two sparks from the sparkplug energized by the spark signal. The ignition system includes a signal generator system configured to generate a generated waveform signal which stays in a positive range above a zero crossing value during its entire operation, and an amplifier circuit configured to receive, amplify and pass the generated waveform signal to the primary of the ignition coil.

Description

HIGH EFFICIENCY IGNITION

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional Serial No.60/823,656, Jiled August 25, 2006, entitled "High Efficiency Ignition", by A. Brent Simon; and U.S. Provisional Serial No. 60/777,400, filed February 28, 2006, entitled "High Efficiency Ignition", by A. Brent Simon and Roger C. Keith, both applications of which are hereby fully incorporated by reference herein.

BACKGROUND

[0002] • The overall objective of the inventive ignition system is to improve combustion efficiency, and thereby increase power output for the same fuel input, i.e.i, to increase fuel efficiency. Figure 13 is a chart showing voltage output during the firing time of a piston of a stock ignition system, e.g., the voltage output during the downstroke of a piston. Figure 14 is a similar chart for a "High Energy Ignition" (HEI) system, and Figure 11 illustrates the output voltage in a "Multiple Spark Discharge" (MSD) ignition. The "High Energy Ignition" (HEI) system and "Multiple Spark Discharge" (MSD) ignition system, being sold under that name by ^~MSD Inc., are two examples of ignition systems which are attempting to improve ignition operation. Other ignition systems are taught in two patents, one to Rich, U.S. Patent No. 5,429,103, issued July 4, 1995, entitled "High Performance Ignition System," and the second to Rich et al., U.S. Patent No. 5,513,618, issued May 7, 1996, entitled "High Performance. Ignition Apparatus and Method." [0003] Known systems use rather complicated circuitry with expensive components to deliver higher than normal energy sparks and/or several time- spaced sparks that are delivered during approximately the first 20% of the piston downstroke during the combustion cycle of the cylinder. The higher energy^'and/or multi-pulse spark is attained by using two-stage, two-coil voltage boosting combined with capacitor storage and SCR switching for current boosting, wherein at least one coil is a special design, high frequency coil and/or high current capacity coil. The special circuit must be installed on each cylinder of the engine.

BRIEF DESCRIPTION

[0004] A method and system provides an ignition signal generating arrangement for igniting a fuel mixture of an internal combustion engine. The combustion engine includes an ignition coil having a primary configured to receive an ignition signal, and a secondary to generate a spark signal, at least one cylinder with at least one piston is positioned to move in a downstroke path within the cylinder upon ignition of the fuel mixture by at least two sparks from the sparkplug energized by the spark signal. The ignition system includes a signal generator system configured to generate a generated waveform signal which stays in a positive range above a zero crossing value during its entire operation, and an amplifier circuit configured to receive, amplify and pass the generated waveform signal to the primary of the ignition coil.

BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 depicts the firing of a sparkplug at an initial downstroke portion;

[0006] Figure 2 depicts a sparkplug still firing near the end of the downstroke;

[0007] Figure 3 is a graph showing spark output and gas ionization and deionization;

[0008] Figure 4 illustrates a spark output with added pulses and the effects of ionization and deionization;

[0009] Figure 5 illustrates a compound waveform and the delay of the ionization by such a waveform; ^{' •} .

[0010] Figure 6 illustrates a system output with multiple overlapping input compound frequencies on multiple resonances with harmonics and/or subharmonics; ^' .

[0011] Figure 7 illustrates input and output waveforms and their effects on deionization time for higher frequencies than similar waveforms in Figure 8; [0012] Figure 8 illustrates the input and output waveforms and their effects on deionization times for lower frequencies than that of Figure 7; [0013] Figure 9 shows a chart of voltage versus percentage of piston firing time for a signal having higher frequency or frequencies than the frequencies of Figure 10 for a ignition system according to the present application; [0014] Figure 10 shows a similar chart as to Figure 9, but with slower frequency or frequencies for such an ignition system as in the present application; [0015] Figure 11 shows a prior art output signal with firing frequencies for multiple spark discharge (MSD) systems, e.g., as used by stun guns and zenon ^■ flash cameras;

[0016] Figure 12 depicts waveforms A, B, C, D and E;

[0017] Figure 13 shows a prior art chart for piston firing time in voltages during the downstroke period;

[0018] Figure 14 illustrates the output spark signals for a high energy ignition system;

[0019] Figure 15 shows a first embodiment of a signal sequencing system; [0020] Figure 16 illustrates another embodiment for a signal sequence generating system;

[0021] Figure 17 depicts an embodiment of a system for the generation of a compound signal in accordance with the concepts of the present application; [0022] Figure 18 shows another embodiment of a system, for generating a compound signal in accordance with the concepts of the present application; [0023] Figures 19 and 20 illustrate a more detailed diagram of a system for creating a compound ignition signal;

[0024] Figure 21 depicts a voltage circuit which can be used in connection with Figure 20;

[0025] Figure 22 shows a power supply decoupling circuit and provision of a VCC power to chips of Figures 19, 20 and 21.

[0026] Figure 23 depicts a standard four-cylinder spark output adaptor in accordance with the concepts of the present application; ^• [0027] Figure 24 depicts another imbodiment of a signal sequence generator; [0028] Figure 25 illustrates a block diagram for a single timing pulse generator; [0029] Figure 26 illustrates a multi-phase timing pulse generator; [0030] Figure 27 illustrates a single-pulse output when inputted amplitude and frequency is at its highest for a system such as in Figure 25; [0031] Figure 28 shows a multi-pulse output signal generating circuit for a lower amplitude, lower frequency system, such as shown in Figure 26; [0032] Figure 29 illustrates top and side views of a magnetic rotor wheel; [0033] Figure 30 illustrates top and side views of a magnetic rotor wheel with an additional signature element (i.e., nail);

[0034] Figure 31 is a simplified diagram of a sensor system for sensing a nine- count and eight-count from the magnetic rotor wheel of Figure 30; [0035] Figure 32 depicts the system of Figure 31 with a subtractor circuit to obtain a single-count output;

[0036] Figure 33 shows the effects of the diagram of Figure 32; [0037] Figure 34 shows a further top and side view of a split-wheel magnetic rotor sensor system;

[0038] Figure 35 depicts a system having a compound wave generator and an optional second wave generator for the generation of an ignition signal; [0039] Figure 36 is the input rotor sensor amplifier and 8 of 9 pulse substractor filter illustrated in Figure 32 (creating one reset pulse for every rotor rotation; [0040] Figure 37 depicts an additional embodiment for a circuit used to apply compound waveforms fed by output ignition signal as in Figure 19; [0041] Figure 38 shows a further embodiment of a compound waveform ignition signal generator of the MOSFET power output transistors.

[0042] Figure 39 depicts a signal sequence generator using a dual rotor mechanism with two sensor magnets and coils;

[0043] Figure 40 illustrates a side view of a double (dual) electrode sparkplug in accordance with the present application;

[0044] Figure 41 shows an oriented top view of the system of Figure 40; [0045] Figure 42 illustrates a block diagram for a single signal generation system for a signal tuned to a reso ance or multiple resonances of a coil for an alternative embodiment for high efficiency ignition systems and alternatively showing it as a system .which allows an optional secondary input frequency;

[0046] Figure 43 depicts a more-detailed schematic for a single-frequency square wave ignition signal generator;

[0047J Figure 44 depicts an overview of prior art MSD and capacitive discharge ignition systems;

[0048] Figures 45, 46 and 47 show stock ignition coil views and their operation as done in the prior art;

[0049] Figure 48 sets forth an embodiment where a standard ignition rotor has had a second set of points added thereto in a sequencing system;

[0050] Figure 49 illustrates the output portion of the design of Figure 48 used with an oscillator generating a single frequency oscillation for the ignition signal;

[0051] Figure 50 illustrates a diagram showing a new ignition system according to the present application adapted to the rotor of a high energy ignition;

[0052] Figure 51 depicts waveforms A, B and C, and combinations thereof;

[0053] Figure 52 depicts a system for generating a single ignition signal output with self-correction;

[0054] Figure 53 depicts a system for a compound waveform ignition signal with self-correction features;

[0055] Figure 54 illustrates a further embodiment of the described systems.

[0056] Figure 55 illustrates a more detailed embodiment of the double (dual) electrode sparkplug of Figures 40 and 41 ;

[0057] Figure 56 illustrates a cross-sectional view of the arrangement of Figure

55;

[0058] Figure 57 shows a illustrated view of a dual electrode sparkplug with a primary input contact and a secondary input contact;

[0059] Figure 58 illustrates a cross-sectional view of the dual electrode sparkplug design;

[0060] Figure 59 illustrates a component of the dual electrode sparkplug;

[0061] Figure 60 illustrates a side view of a dual electrode sparkplug with a .U- shaped bale; [0062] Figure 61 shows an alternative view of the sparkplug of Figure 60;

[0063] Figure 62 sets forth a dual electrode sparkplug designed as an airfoil sparkplug;

[0064] Figure 63 shows a side view of the concept shown in Figure 62;

[0065] Figure 64 sets forth a bottom view of the plug shown in Figures 62 and

63; and

[0066] Figures 65 and 66 set out other coils which may be used.

DETAILED DESCRIPTION

[0067] The following describes systems which deliver continuous high voltage arcs or the effects of a continuous high voltage arc or discharge for ignition systems for internal combustion engines.

[0068] In many ionized gases, both noble gases and others, there is often an effect of acting as high resistance until ionization occurs from high voltage. The gases then act more as a conductor for a predetermined time known as relaxation time. If a high enough energy potential is used at a fast enough repetition. rate the gasses essentially remain a conductor and can continue to permit current flow or chemical or combustion action even during part of the off time in between sparks, and therefore chemical reactions and combustion during off times between sparks, can extend gas relaxation times or continue some chemical reactions or combustion between relaxation times, creating a hotter arc. Systems have been designed to obtain the above situations, whereby at least three characteristics that cause greater fuel economy and greater engine performance with greater horsepower, (i) a hotter spark, (ii) a physically larger spark area, and (iii) a continuous or more continuous spark.

[0069] The to-be-described inventive ignition systems include an electronic ignition supply having variable degrees of three main characteristics: spark energy, spark pulse frequency/waveform, and duration of ignition supply. Each of these three components can be used alone or in combination with the other components to form an ignition system that provides improved ignition of the air/fuel mixture in an internal combustion engine. The improved ignition enables more complete burning of the fuel, thereby increasing power, fuel economy and efficiency of the engine. The embodiments described herein employ a typical automotive engine using the "Otto" cycle for combustion in cylinders with movable pistons, and spark plugs for supplying the ignition energy. Given the teachings of the present disclosure, it should become apparent that there are many other suitable applications for the inventive ignition system components such as, for example, Wankel type rotary engines, and others wherein a spark is used to ignite combustion of gases. More generally, the disclosed principles related to ignition energy, pulse frequency/waveform, and duration of ignition supply can also be applied to ignition energy sources other than electrical spark, such as, for example, microwaves and lasers. Other applications for the inventive ignition system components may- become apparent, all of which should be considered within the scope of the present application as disclosed.

[0070] A particular implementation of the ignition system of the present application supplies a high energy quasi-continuous (or semi-continuous) spark/arc for most if not all of the combustion cycle downstroke in each cylinder of the engine. In a given cylinder, the ignition "spark" (supplied ignition energy, ignition current) is as close to continuous as possible, but closely spaced pulses are sufficient, the spacing being close enough that ionization is maintained in the spark gap.

[0071] In one set of embodiments, the waveform is a compound waveform, while in another set of embodiments, the waveform is a square wave with a single overall frequency (square pulse repetition rate), that is relatively high - e.g., greater, 800 Hz.

[0072] A theory behind the present concepts is that combustion in an engine cylinder that is expanding during the piston downstroke does not burn all of the fuel, and that the movement of the flame front in a chamber of rapidly moving gases is not sufficient to ignite all of the unburned fuel. Therefore, more fuel can be ignited. by ignition sparks that occur repeatedly and/or longer, i.e., for a greater percentage of the combustion time (which is the downstroke time). For example, as shown in Figure 1, with cylinder 10, sparkplug 12 and piston 14,- the new system creates a larger and/or a hotter spark 16 at the initial combustion, and therefore creates a larger kernel of combustion at the beginning of the cycle. Therefore faster and greater compression and speed of ignited and expanding gasses at the beginning 10% of the cycle. This also leads to a cascading chain reaction which increases the speed and power in the remainder of the downstroke as well.

[0073] Figure 2, additionally shows, in the new system, the high energy, larger, hotter spark 16 is still firing in the last 90% of the piston motion which will also help in burning any vigorously expanding unused gases or fuel throughout the entire downstroke.

[0074] Thus, a DC arc that lasted for the entire downstroke is desirable. Since that is difficult to supply, a good approximation is a waveform with as little off-time as possible, i.e. square waves, sine waves, multi-pulse spikes (e.g., capacitor discharges), decaying pulses, etc., can be used as long as they are a high enough frequency to minimize the off time. In practice, to get high voltage arc current from a low voltage DC power supply (a car battery/alternator), the waveform provided to the cylinder is one or more high voltage spikes followed by a rapidly decaying "ringing" waveform.

[0075] The inventor's experiments so far indicate that a small percentage of off- time between ignition pulses may not be significantly different from a DC ignition current as far as combustion efficiency is concerned, however, the percentage of off-time between pulses in the prior art systems such as MSD is too great to achieve a high combustion efficiency. The extent of an "acceptable" off-time is probably determined by either the relaxation time of an ionized gas and/or the speed of unburned fuel movement relative to the flame front movement. Since a spark ionizes the gas in order to make it conductive, and since de-ionization occurs at a relaxation rate after the spark stops, there may be residual ignition effect during at least part of the relaxation time, thereby compensating for what would otherwise be "off-time." These effects are illustrated by Figures 3, 4 and 5, where the solid lines 20 represent spark outputs (voltage or current), and the dotted lines 22 represent gas ionization (higher part of dotted line) and deionization (lower part of dotted line), where deionization = relaxation + recovery time. Figures 3 and 4 also illustrate that Figure 4 is double the frequency of Figure 3, and the gases remain ionized for a period many times greater than the spark.

[0076] If the gases have not fully relaxed or recovered from being ionized when a second high energy spark is applied, the gases will tend to stay ionized and never fully deionize. This may also tend to maintain or increase overall combustion or not allow combustion to decay as quickly as would occur otherwise. Spark rates are overlapping deionization time.

[0077] In Figure 5, secondary waves do not have to be as high in amplitude as long as they maintain a recreated ionization. This is because less energy is required to maintain ionization than is required to initially trigger the reaction. [0078] As shown in Figure 6, deionization and gas relaxation time occur less frequently because the major harmonics or resonances 24 are interspersed with other minor resonances and harmonics 26. Both peak and average signal output is higher using the same coil with this complex signal.

[0079] Figure 6 also shows the new system output with multiple overlapping input compound frequencies or multiple resonances with harmonics and/or subharmonics.

^'[0080] Creation of high energy sparks through standard coil ignition coils which create deionization reactions and signals applied to those coils to create the reactions are* shown in Figures 7 and 8 for single signals with higher frequencies and for single signals with lower frequencies (input signals are positive, non-zero crossing signals 28, 30 to generate output signals 32, 34).

[0081] Which specific frequencies are used will depend on coil size, number of windings and specific applications they are needed for as well as magnetic materials used for their cores. As a practical matter, 100 to 200 Hz can be used to the low end and most car coils can operate well at 400 Hz up to between 1 kHz and 2 kHz and can work better above 800 to 2000 Hz when input voltages are boosted from 12 Volts to 18 Volts, 24 Volts or higher. The nature of the shape and frequencies on the input prevent overheating of the coils because^': (1) the reaction of the coits prevent normal overloading and heating, and (2) resonance or multiple near-resonances and harmonics allow more efficient energy and throughput from the signal electronics source to the spark plug output. Efficiency is high enough that most of the heat is transferred to the spark and the coil does not overheat even without a ballast resistor and when higher than normal voltages are applied.

[0082] Thus, Figure 4 depicts how frequent spark output stops deionization from occurring (i.e., the dotted line is stopped from dropping). Figures 6, 9 and 10 show how the inventive system produces arc currents that can maintain ionization between spikes due to a combination of higher spikes (Figures 9, 10), higher/more ringing waves (Figure 5), and closer together spikes (Figure 3 vs. Figure 4). This contrasts with the MSD system shown in Figure 11 and magnified in Figure 3. More particularly, Figure 9 shows a firing signal consisting of higher frequency or frequencies in the present ignition system using standard or special coils, and Figure 10 depicts slower frequency or frequencies in the present ignition system using electronics which make the standard coils more efficient. Finally, Figure 6 shows an output signal with multiple overlapping input compound frequencies or multiple resonances with harmonics and/or subharmonics. [0083] As seen in Figure 12, wave "D" is the signal obtained from points of older ignition systems such as for Figures 13 or 14, but more often for Figure 14. Wave "E" is more'often the input created by mechanical points in older cars, as in Figure 13. In both cases waveforms D and E are trigger type signals, but are not used as inputs into the ignition coils. Wave "A" represents input for Figures 9 and 10 and Figure 11. Wave "C" represents input for Figure 6. Wave "B" represents input for Figures 9 and 10.

[0084] Both the inefficient spark spacing and short duration of prior art multi- spark systems (e.g., MSD) are due to limitations of their ignition current supply apparatus. Capacitor charging and discharging times dictate a relatively long time period between sparks, but the capacitor is needed to boost the spark energy in their system concept. Even though a high frequency wave is input to their system, the capacitor must build up stored energy over multiple periods of the input waveform in order to emit a single high current discharge, that is consequently at a divided-down lower frequency. Furthermore, the high energy throughout the coils causes overheating if used for more than a small portion of the exhaust cycle time.

[0085] A regular spark plug will deliver better performance with the system embodiments than a normal ignition, but a platinum tip plug will last longer. A companion plug (at times referred to herein as a Dual-Electrode Plug) has been designed which when added to this system, will enhance and shape the charge to an even larger area which will further enhance fuel and engine performance.

I. Embodiments of Compound Waveform Systems

[0086] Turning now to Figures 15-18, circuitry which creates a compound waveform for continuous spark performance are illustrated. Figures 15 and 16 illustrate circuit embodiments used to sequence spark signals created by the circuits of Figures 17 and 18 which supply outputs to spark plugs of an ignition system. The necessary power, voltage, current and frequency generators are included to create such performance.

[0087] Turning more specifically to the circuit 100 of Figure 15, included is a magnetic rotor sensor 102 to sense rotation of a rotor (not shown). The signals received by the magnetic rotor sensor are filtered by a filter element, which in turn is connected to supply an input to an 8-pulse detector (i.e., implemented in one instance by and 8-pulse generator), and concurrently to a 9-pulse detector (i.e., implemented in one embodiment as a 9-pulse generator). The output of the 8- pulse detector is provided to a counter (i.e., for each rotation, eight pulses are provided to the counter 110, and also to a subtractor 112. The subtractor is also configured to receive input from the 9-pulse detector. The subtractor then ouputs a one-count or pulse per revolution of the rotor as a reset pulse. As further shown in the figure, the eight pulses are provided to eight individual outputs 114, which may be in the form of an opto-coupler interface, or other appropriate interface to a spark plug ignition system. [0088] In an alternative embodiment, as shown in Figure 16, the pulse output circuit 120 in Figure 16 includes two magnetic rotor sensors 122, 124, which receive signals from a rotor (not shown). Two filters 126, 128 receive the signals from the magnetic rotor sensors, and the first filter 126 supplies its outputs to an 8-pulse detector 130, wherein the second filter 128supplϊes its output to the single-pulse detector 132. The 8-pulse detector again supplies its output to a' counter 134, as in Figure 15. Somewhat differently from Figure 15, however, no subtractor circuitry is necessary, but rather the 1 -pulse detector is simply supplied to the counter as a reset signal at the appropriate time. Those circuits described in Figures 15 and 16 may be used in conjunction with the pulse generation circuitry of Figures 17 and 18 respectively.

[0089] While other terms may be used throughout this disclosure at time, the signal sent to the primary of the ignition coil may be called the ignition signal, and the signal created at the secondary of the ignition coil may be called the spark signal.

[0090] With particular attention to the circuit 140 of Figure 17, a first oscillator and second oscillator provide their output signals to a waveform generator 146, which generates compound signals further supplied to an amplifier 148. The amplifier then supplies the compound signals to an interface or output 150 such as an SCR, transistor or other switching device connected to primary coils 152 of the ignition system. As can be appreciated, at the coil point 154, the compound signal is defined by the compound signal supplied, plus the ringing waveform generated at the coil. Thereafter, the compound signals are supplied to the spark plug coils in a proper sequence, depending upon the operation and the outputs from the circuits described in connection with Figures 15 and 16. [0091] With continuing attention to Figure 17, Oscillator 1 may be considered a high-frequency oscillator, in some embodiments, and Oscillator 2, a low frequency oscillator. Figure 17 also shows optional oscillator circuits 156 may be used for more signals (e.g., 3 or more) in the compound waveform signals. [0092] The circuit 160 of Figure 18 is similar to the circuit 140 of Figure 17. Differences include isolation accomplished by isolation winding 162, and an optional second amplifier 164.

[0093] What has been understood by the inventors, is that as long as there are two signals, but they are both positive-based signals, that is, it is not a true AC, but may be a pulsing DC, the firing of the spark plug ignition is improved. For example, if the low frequency oscillator (Oscillator 2) is in the 100 Hz, 200 Hz or 300 Hz range, as the main signal, as it is being chopped up by another pulsating DC, which is at a higher hertz, but which may be itself a few hundred hertz, all the way up to hundreds of kilohertz or megahertz, improvements in the inductance of the coil were determined over a wide range of higher frequency oscillations. By maintaining both signals as positive (e.g., pulsing DC), the improvements were determined. Again, when both signals were combined above the zero line in a positive-going manner, inductance of the coil reacted to those additional sharp on/off peaks in a positive manner, creating a high output signal. Additionally, when the second signal was added, and the arc went much higher up in power level from the coil, it nevertheless provided less heat in comparison to the signal values being inputted.

[0094] On the other hand, as soon as the signals were .forced to go AC, whether there- was a single frequency or whether there was a multiple compound, efficiencies in the inductance were substantially negated.

[0095] This particularly of interest with Patent No. 5,513,618 to Rich, where it appears to have been determined there was too much dead time between the pulses in the attempt to achieve a continuous arc during the downstroke. To obtain the continuous arcing during the downstroke, a capacitor was added which would charge and discharge both through the^'same coil. In this way, an AC was output to get the continuous action through the downstroke. However, Rich also needed to input 400 to 600 volts AC on the capacitive discharge. [0096] On the other hand, in the present embodiment, by maintaining the signals above the zero line (i.e., positive), when 12 volts were either put in at a resonant frequency of the coil, or at a multiple compound wave, hotter sparks and equal or better ignition properties with gas savings may be obtained in the present system using 12-volt pulses, as opposed to the use of the 400 to 600 volts ACs going into the coil of the Rich patents.

[0097] Additionally, as the Rich patent needs to get 400 to 600 AC volts, because he is less efficient, this patent needs to provide power inversion like other multi-spark discharge systems. Particularly, Rich needs the extra power inverter and power stage to deliver the 400 to 600 volts. Due to this, it is necessary to provide a two-step system of transformers, one for the internal power inverter/supply, and then to supply this to the second coil. Further, the first inverter coil needs to be many times higher in frequency to obtain the voltages which are needed in the Rich patents. On the other hand, the present application .employs systems which only require a single coil (i.e., a regular coil at 12 volts). [0098]. Thus, the described systems employ a waveform generator which has two or more frequencies combined together, each of which can range from tens of cycles to tens of kilocycles and in some cases tens of megacycles to hundreds of megacycles. If in a range of many megahertz, single or multiple, specially wound coils would be employed. Use of microwave frequencies is not unreasonable but requires the use of microwave components and special output devices. [0099] It has been determined that when more than one frequency is superimposed on another and when the resulting compound waveform is inputted to a standard ignition coil its efficiency is increased and its output power level is also increased. Concurrently, because of the complex nature and relationships of the compound waveform, the coil creates a multiple ringing signal which greatly enhances both its output power and its. more continuous nature, creating a stable high frequency arc which allows the ionized fuel gas mixture less time between AC (or on-off) cycles to relax and de-ionize-, permitting and creating a more stable long term arc and plasma, and more active chemical reactions and combustion between high speed cycles. The result is a more continuous arc which burns longer in time, hotter in temperature over a wider physical area than other existing systems. [0100] In open air the arc has an orange and yellow flame surrounding a blue arc with a continuous nature to both the arc and flame indicating ionization and combustion occurs around the spark area and appears to continue between high speed pulses, which also appears to extend gas relaxation and ionization times. The yellow and orange flame as well as the larger than normal blue arc indicate a plasma has been created. The improved arc is created because of the mixed frequency compound waveform that is inputted to the ignition coil. The best frequencies for standard and high energy ignition coils ranges from tens of cycles to two kilocycles, while high efficiency coils continue to operate up to ten kilocycles with a 17 volt or higher input. The waveform is a compound digital wave of two or more digital waves superimposed. Three or more waves are optional, as are analog waves. The complex ringing output of the coils contain harmonies into megahertz but the majority of power is created at lower frequencies.

[0101] Figures 19 and 20 illustrate a more detailed embodiment of a compound waveform circuit, including a compound digital waveform generator and amplifier which creates a high energy semi-continuous high efficiency arc from car ignition coils to improve fuel efficiency and engine performance. Multiple-signal generators are optional, and can be digital or analog combinations but a minimum of two oscillators are necessary and in this case, are both digital signals. More particularly, in the circuit 170 of Figure 19, two digital square waves superimposed work best when inputted to most standard or high energy ignition coils. There are two digital Schmitt trigger oscillators 172, 174 each adjusted by potentiometers 176, 178. Outputs are combined through the NAND Gate or mixer 180. This creates a modulation or inter-modulation effect. The output of the NAND Gate 180 is inputted to two cascading digital invertors 182, 184 each inverter delivering 180° out of phase signals to two NPN transistors 186, 188 acting as a push pull or complimentary symmetry buffer amplifier. Resisters 190, 192 (e.g., 47 KXl) on the inputs and an output resister 194 (e.g. 5.6 KΩ, ) on the NPN transistors (186, 188) are buffer resisters to block high voltage and high frequency feedback from leaking from the high voltage coils backwards .through to the digital gates for protection from burnout and overload. The transistors 186, 188 send the digital signal to an amplifier 196 (e.g., a 386 IC) which is used as an amplifier and is designed to be used in power invertors. The output of the amplifier 196 is fed to the input of an isolation transformer 198 with a one to one input ratio. [0102] The purpose of the transformer is twofold. It is used for providing reverse bias to transistor 200 (the 2N4900 transistor of Figure 20) and for isolation to separate the high voltage feedback from entering the two NPN transistors (of Figure 19) or any of the digital gates. The amplifier 196 (LM 386) is designed to handle coil kickback. The isolation transformer biases the transistor 200 (2N4900) off except when on pulses are given to its input at appropriate times during generation of the compound waveform. This creates current spike pulses in the transistor 200 but allows the transistor to be biased off the rest of the time. Conduction occurs less than 10% of the compound cycle, allowing maximum current to be amplified and switched by the transistor 200 and not allowing much overall heat dissipation because the current does not flow the majority of the time. This creates high current spikes which create high energy spark outputs in the final output coil while simultaneously keeping average heat dissipation down. This creates high efficiency operation. The transistor 200 and transistor 202 (e.g., 2N5684) are Darlington coupled for increased current gain. The transistor 202 feeds its output to the car ignition coil or through an SCR switching network to eight coils for eight cylinders.

[0103] An optional power inverter 210 of Figure 21 is provided to increase power input and output even further, and a circuit 220 of Figure 22, which provides power supply decoupling, with Vcc to the semiconductor chips of Figures 19, 20 and 21 , is also shown.

[0104] Turning to circuit 230 of Figure 23, illustrated is an embodiment of a compound wave generator system which adapts to a standard existing ignition system. Standard timing is used as a control signal when the adapter is to add a compound waveform to make a special semi-continuous spark. A resistor is used at the input of each sensor reducing the power levels created by the standard spark coil. The resistor and sensor are connected to the regular spark plug line output (e.g., output 1 - output 4) instead of the regular plugs. Then when the sensor senses the original spark plug firing order it sends a trigger signal to the appropriate (i.e., the one to which it is connected) AND gate 236 and OR gate 238 to trigger additional timing circuits to create the compound digital control waveforms needed to generate a more efficient, longer term, higher voltage higher power spark. For example, when sensor 1 sends a signal to the OR gate, a compound waveform is formed from the compound wave generator circuit 240 (such as one shown in Figures 17, 18 or 19). The compound waveform is output from the digital waveshape timer circuit and is applied to an AND gate, which has also received a signal from sensor 1. This allows the compound waveshape to be supplied the current switch 242, and at the same time, an amplified signal from the waveshape amp/current amp 244 is also applied to the current switch, turning on the current switch, which in turn supplies its signal to the primary winding, thereby supplying a signal to the spark plug winding. It is to be appreciated that while only four outputs are shown, the concepts can be applied to 6, 8 or more cylinder engines.

[0105] Figure 24 shows another embodiment of a signal trigger circuit 250, which uses two amplifiers 252, 254 with two rotary ignition timing wheels or one wheel divided into two halves 256. The upper half controls timing pulses for all 4, 6, 8 or more cylinders (4 shown) of an internal combustion engine. The bottom half outputs a single pulse once every complete rotation. It serves as a reset trigger pulse for electronic counters which keep track of and control appropriate firing order for 4, 5, 6, 8 or more spark plugs. The reset pulse serves as a positive indication of cylinder one, needed because when the engine is stopped and restarted, the decoder/counter 258 (LD 4017) chip would not otherwise "know" which cylinder number 260 is to be fired next.

[0106] Figures 25 and 26 are additional embodiments of circuits 270, 272 which may be used to generate output pulses using standard rotors 274, 276 for ignitions for some cars. The signal recognition blocks (which may be oscillators) 278, 280, 282 are added to create output pulses when the rotor tip (e.g., 284, 286, 288) is in the proper position to fire the associated spark plug. Separate signal recognition blocks could be used on each output of the rotor as a sensor for timing for each individual plug firing order (Figure 26) or a single signal recognition block (Figure 25) could be used as a marker signal for a master timing circuit to count from number one in a firing sequence using the appropriate digital timing circuit, computer circuits or dedicated IC or analog currents (Figure 25). Figures 27 and 28 are ways to implement the concepts of Figures 25 and 26. Figure 27 shows a single pulse output when input amplitude and frequency is at its highest. Figure 28 is a situation where there is lower amplitude and lower frequency. In both circuits, signals from the signal recognition blocks may be provided to AM or FM detectors.

[0107] The main goal of the subsystems shown in Figures 24, 25, 26, 27 and 28 is to sequence appropriate firing order for spark plug timing, where in some situations a standard rotor may be used to upgrade to an adapter interface between an older ignition system and an ignition system according to the present concepts which creates a longer burning more continuous arc in the combustion chamber.

[0108] The purpose of the signal recognition blocks in Figures 25, 26, 27 and 28 is to sense the rotor position as it passes by a predetermined reference and creates a single digital output pulse per each complete rotation. The actual analog oscillator signal is R.F. and can be between a thousand and millions of times higher in frequency than the actual digital output pulse. [0109] Another appropriate name for the signal recognition blocks would be pulse generators which create appropriate timing pulses. They could either be digital or analog in nature and the appropriate signals can be converted to digital timing at a later stage in the system.

[0110] Figures 29 and 30 provide views of a magnetic rotor wheel 290 used for ignition timing sequences in electronic automobile ignition systems. Figure 29 is a typical 8-cylinder, 8-spark plug system. Figure 30 is also an 8-plug system, but with a metal rod or other signature element (e.g., a nail) added for electronic counting reference. The signature element will have a different magnetic signature than the rest of the wheel, so it may be distinctly detected. A simple system such as shown, for example, in Figure 31 may include a circuit 310 which then distinguishes between the signature element and the other magnetic points on the wheel.

[0111] Thus, the block diagram 320 of Figure 31 depicts two counting components-, one counting eight magnetic points on the wheel (not detecting the signature element), the other counting nine points on the same wheel (since it detects the signature element). Any magnetic material with appropriate characteristics can be used in place of the nail to create a ninth or other number count.

[0112] As illustrated by Figure 32, by adding a subtractor block shown is a circuit that outputs one pulse every single complete rotation of the magnetic wheel. More particularly, the circuit of Figure 32 includes a nine-count circuit including a count of the signature element, an eight-count circuit ignoring the signature element, and the subtractor circuit creating a difference of only one count for every single complete rotation of the magnetic wheel, as shown in diagram 330 of Figure 33. The nail or other magnetic replacement thus produces a marker signal to indicate when the wheel has completed one rotation. This single pulse per rotation serves as a reset pulse for counter and position electronics which indicates and controls when the first plug and each subsequent plug fires in the appropriate sequence.

[0113] Magnetic means are not necessary to determine wheel position and plug firing order, LEDs or other light emitting means may also be used or even R. F. or other sensors.

[0114] The block diagram of Figure 34 shows another embodiment which uses two attached wheels or two halves of one wheel. The upper half contains eight magnetic detection points and the bottom half contains only one point per rotation. The upper half has a first magnetic sensor and the lower half has a second magnetic sensor. By this design, a subtractor circuit is not needed [0115] Circuit 350 of Figure 35 is provided to illustrate another manner of generating and supplying a compound waveform, having more than two signals. This is achieved by optional circuit 352 added to the first circuit 354. Circuit 354 creates a compound wave which increases voltage and power and creates a more continuous spark which increases engine efficiency and fuel economy, by reducing relaxation time of the ionized fuel air gas mixture. During gas de- ionization and relaxation time, applying a second single waveform (C1) or second compound waveform (B1) (from optional circuit 352) generates a smaller high voltage ranging signal after the main spark has fired, which tends to lengthen ionization and combustion times to a more continuous nature in-between the larger repetitive spikes which create the original spark and ionization. [0116] The optional second wave generator (B) augments and adds power between ^ranging times created by the first compound wave (A1) supplied by compound waveform generator 354, thus reducing relaxation time and ionization of the air/fuel mixture and increasing total on time of the output signal. [0117] The coil could also be divided into two totally different step-up transformers in series or parallel combinations; or could be single transformer with multiple tops, multiple windings or a multi-top autotransformer. [0118] Returning attention to existing systems, it is known that car ignition coils are generally designed to create large high voltage sudden spike pulses and sparks which rise quickly and collapse quickly. The majority of coils create their highest outputs during the collapse of the magnetic fields when they are switched off. The faster the collapse of the magnetic field, the higher the voltage output, but for a shorter time. Thus, 1 volt stored over 1 second in time will create.10 volts if the field collapses in 1 /10 (one tenth) of a second. A second characteristic which controls output voltage is the ratio between primary and secondary coils. Older systems use mechanical switching points which open to cause the sudden magnetic field collapse of the high voltage primary coil causing a concurrent high voltage surge creating a single spark in the output. Each time the points close and then open, an output spark is created. Newer models use transistors as electronic switches, replacing the mechanical switches. Transistors are in turn controlled by rotor timing signals and/or signal generators which can be analog, digital or computerized in nature. Silicon Control Rectifiers (SCR) are sometimes used to create a sudden on-surge to create a high voltage pulse, but generally require a higher input voltage on the primary coil to create as much high voltage on the output as a transistor can create by switching off.

[0119] In SCR systems tens of volts to hundreds of volts are forced into a coil primary suddenly by discharging a large capacitor and all of its stored current through the primary of the high voltage step-up coil the instant the SCR turns on. In this case, turning the coil on causes the high voltage output, in such systems however, a higher than usual input voltage is needed so the voltage is stepped up twice. The first step-up is created by using a step-up oscillator, or power inverter to step up car voltage of 12 volts to several tens of volts or hundreds of volts. These several hundred volts are stored in a capacitor and suddenly released through an SCR into a second step-up circuit which is the high voltage coil. [0120] Modern systems often create multiple discharge cycles. Some systems create 4 sparks per cylinder stroke. The goal of such systems is to bum more unused fuel and create more complete combustion, improving gas mileage and performance. Generally, the higher the voltage spark created and the greater current that spark contains and the higher the repetition or multiple discharge rate the better gas mileage and performance is achieved.

[0121] A problem which exists in these- systems is an upper practical limit. Generally, the higher the voltage desired, the faster the magnetic field must expand or collapse making it only possible to create high voltage for a short time on the order of microseconds to milliseconds.

[0122] ^• Ideally, the most efficient fuel usage and performance would be created if a more continuous or direct current or similar effects of a direct current could be used during a larger percentage of the stroke cycle.

[0123] As previously mentioned, this could be better achieved if the spark acted within the system either electrically or chemically as one substantially continuous in nature and one long event rather than a single or several single sharp pulses. [0124] Systems described herein both increase output voltage, raise coil efficiency on energy transfer to the spark plug, create greater energy within the output coil and create a nature of spark which acts more continuously electronically and chemically, creating more complete and efficient usage of fuel and better power and performance. The higher energy and more continuous nature of the spark increases both the length and width of the spark, which in turn causes a larger footprint of ignition. The larger foot print also increases fuel efficiency and performance. The previously mentioned companion plug (i.e., Double Electrode Spark Plug) can be added which would increase the footprint even further for additional improved performance.

[0125] Because car induction coils are designed for sudden on or off impulse, past designs employ switching mechanisms which suddenly turn on or off magnetic fields, therefore using transistors, SCRs, or mechanical switches creating high speed pulses. Because coils are usually designed with such criteria in mind such systems are not purposely designed for more than sudden spike pulses, however, many car coils have a range of frequencies, currents and voltages which are more efficient than their normal spike pulse or repetitive pulse rate operation. Systems are therefore now being proposed which employ signals which create more stable, efficient power for spark generation. [0126] Standard 12 volt car coils which normally create 25 kv could create as much as 40 kv or highefand in some cases, between 50 kv to 80 kv. There is also a concurrent increase in current and energy or power levels. The increased power levels can punch holes through plastic cards, paper, cardboard and can cut through plastic utensils. There is an obvious increase in power output in the same coils using the special inventive input signals (compound waveform). These special signals improve power and performance in most car coils and all 12 volt coils, and in some coils more than others, frequencies used and coil sizes and number of coil windings are also contributing factors.

[0127] The described compound waveform signals using waveform generators can be used in a wide range. Digital waveforms modulating other digital waveforms are ones used, but analog combinations and analog digital combinations should also work. Improvements occur using one digital wave to modulate another as an interruption signal. A standard digital binary "AND" gate can be used for this function, mixing two separate digital frequencies. Other combinations of gates can be used such as OR gates, exclusive OR gates, NAND, NOR or even operational amplifiers. A variety of frequency combinations are useable in a wide range, wherein coil size and number of windings determine the appropriate frequencies to be used. Most older 12 volt coils can be used with frequencies from tens of hertz to two kilohertz and more modern high energy ignition coils, including working at several hundred hertz to 2 kilohertz, and can also be used at up to 10 kilohertz when 17 volts are applied. In the latter case a power inverter (such as shown in Figure 21) is used to boost the normal 12 volt battery to 17 volts or higher, 24 to 30 volts should increase power an additional 4 to 6 times.

[0128] Although all coils respond from a few hundred hertz to one to two kilohertz, the most dramatic increase is when two digital (non-zero crossing) signals are superimposed on each other. When a square wave of hundreds to thousands of cycles is mixed with a second square wave of different frequency and/or phase and/or amplitude (e.g., the second wave frequency may be in the hundreds to thousands- of cycles), a compound resonance or complex ringing occurs in the coil which greatly magnifies its output power and voltage. The ringing signal also facilitates the effect of having a more continuous spark for two possible reasons: one is that the frequencies are high enough to make sparks more repetitive; and two, that both the higher frequencies and ringing causes more thorough ionization of air gases in the fuel mixture. This may be because of coil magnetic reaction and chemical reactions, as ionized gases tend to have relaxation times that range from a microsecond to milliseconds, depending on the gases being ionized and tend not to de-ionize if high enough voltages repeat themselves at a fast enough rate.

[0129] Compound digital square waves with the concurrent ringing that they cause tends to continue the ionization and delays de-ionization and gas relaxation time so that the gasses remain electrically conductive and more chemically reactive in-between higher frequency ringing pulses.

[0130] Thus, the compound square waves create the electrical and chemical effect as if the arc was continuing over a longer time than it actually occurs. This tends to stretch the reaction time of the gasses longer between high speed repetition sparks. In air, there is an orange and yellow flame surrounding the blue arc created by the compound wave. This flame is a chemical reaction to the gasses through which the compound arc reacts.

[0131] This additional flame contains heat which may be a secondary reaction to the original compound arc. The heat of the combined are and flame have much greater power than the same car coil simply using points or transistors as single pulse switches. The power levels appear to be 4 to 10 times greater on some coils and 2 to 4 times greater on other coils. When using test spark plugs used for testing high energy ignition systems the plug becomes physically too hot to handle within 2 to 4 minutes of continuous firing, partly due to the flame surrounding the arc which appears to be like a plasma. Increasing airflow across a regular spark plug also increases the heat flame and plasma. Thus, a second companion spark plug-the airfoil plug is advantageous. By increasing the ionization time of the gas, the repetition r ate of the spark, the compound square wave and concurrent ringing signal, increasing the high voltage and creating a flame and plasma from the gases and by increasing the physical area of the spark with a simultaneous overall increase in power, the combustion efficiency is increased and a longer burn time and greater performance is achieved. [0132] It was also found that medium frequencies of hundreds to thousands of cycles could cause an otherwise carbon fouled plug to fire properly even in spite of the carbon buildup, thus allowing plugs to work longer than normal. Platinum tip plugs are recommended however, because they can operate at the higher temperatures created by the higher power level and more continuous spark. [0133] Using a plug with a wider and longer spark area and applying the inventive waveform produces less gas relaxation de-ionization time, the gas mixtures react more as if the gas was receiving a D.C current than just the normal spark pulse. It is important to note that hundreds of Megahertz or even Gigahertz frequencies could be used but the output coil or circuit would have to have its size reduced or changed accordingly.

[0134] It is also possible to create an actual DC arc by using multiple overlapping AC signals from 2 or more single or compound signals rectified through diodes to create the direct current. In the present system, it is the compound digital signal which creates the complex ringing signal which enhances the performance of both the standard and high energy ignition coils, due to the magnetic properties of the coils, and the extended ionization and chemical reaction times created by those compound ringing high voltage high energy waveforms.

[0135] Circuit 360 of Figure 36 shows a rotor sequential forming circuit that consists of one input sensor amplifier, two parallel amplifier systems with different threshold and amplifier gains with both analog amplifiers and Schmitt trigger threshold circuits. This is an implementation of the block diagram of Figure 15, and is designed to be able to adapt a standard magnetic rotor pick-up and a standard car ignition coil and convert them to a high energy semi-continuous plasma spark. This sequential firing circuit adapts the magnetic rotor pick up to interface to the high voltage generator section. This interface allows new as well as older standard ignitions to be upgraded to higher energy spark and continuous plasma with better performance than most modern high energy and/or multiple discharge ignitions.

[0136] The two parallel amplifier systems amplify eight pulses and nine pulses per each single rotation of the magnetic rotor sensor respectively. Nine pulses are generated per rotation, but only eight of those pulses generate maximum amplitude which can be amplified by one system. Its bias threshold will not allow it to "see" (detect) the ninth pulse of the rotation but system two amplifier center threshold permits it to see all nine pulses. This means that one amplifier will put out eight pulses per rotation while the other amplifier will put out nine pulses per rotation.

[0137] With more particular attention to Figures 36 and 37, pins A1-A13 in circuit 360 of Figure 36 are analog amplifiers (such as of a CD4069 IC). Pins A1 , A2, A3, A4, A5 and A6 are set up to detect eight pulses. Pins A1 , A2, A13, A12, A10 and A11 are set up to detect nine pulses. Pins A1 and A2 are common to both parallel amplifiers. Pins A3 and A4 create an unsymmetrical threshold which prevents the weaker ninth pulse from being detected. [0138] Pins A13 and A12 detect the weaker ninth pulse because it is made symmetrical by an AC coupling capacitor C1 (e.g., 0.1 uf) between pins A2 and A13. Amplifiers with pins A3 through A6 amplify the eight analog pulses to a level high enough to trigger the Schmitt trigger of pins S1 and S2. Pins A13 through A11 amplify the nine analog pulses enough to trigger the Schmitt circuit of pins S11 and S10. Pins A1 and A2 are the magnetic input for a single magnetic coil sensor, SENSOR, on the rotor. Resistor R1 (e.g., 100 KΩ) is an optional filter for noise. Resistors R2 (e.g., 10 MΩ. resistors) between pins A1 and A2 and A13 and A12 are both DC bias and gain resisters. Capacitors C2 (e.g., 10pf), C3 (e.g., 8pf, C4, C5, C6 (e.g., 18pf), C7 (e.g., 33pf), and C8 (e.g., 151pf) are all noise filters for high frequencies. In addition, the C8 (e.g.; 151pf) and C4, C5, C6, (e.g., 18pf) capacitors are delay lines to suppress high speed spike pulses created by noise. NAND pins N8-N13 make up an RS flip flop circuit and NAND gate pins N1 through N13 make up a digital subtractor which suppress eight out of nine pulses so that only one pulse is outputted for each revolution of the magnetic rotor and is used as a reference reset pulse resetting an eight-counter. IC at the beginning of each set of eight counts per revolution.

[0139] Pin S1 and S2 of the Schmitt trigger sends its eight output pulses per revolution as a master clock signal to the clock input pin 14 of the COUNTER (e.g., CD 4017). At the end and beginning of each set of eight input pulses a reset pulse is sent to pin 15 of the COUNTER via resistor R4 (e.g., 470 KΩ) from pin S8 of the Schmitt trigger. Eight output pins of the COUNTER are fed (for convenience only, three of the outputs are shown in Figure 37) to eight transistors (for convenience only, three are shown in Figure 37) which, in turn, feed opto- couplers OPT1, OPT2, OPT3 (e.g., 8 MOC 3101 or MOC 3011). The opto- couplers in turn feed eight switches SW1 , SW2, SW3 (e.g., SCRS) (only tKree shown) which switch a compound square wave to eight different car ignition coils (connected to eight plugs) in the proper firing order.

[0140] Referring to Figure 38, another compound waveform generator circuit 370 embodiment is shown and uses "MOSFET" field effect transistors 372 as output devices to drive the output coils 374 instead of the standard bipolar NPN or PNP transistors. Power FETs require less driving current and power and therefore do not need as many preamplifier stages. In most cases, the output oscillators 376, 378 can directly drive the output MOSFETS, and where signal mixing is required, the output of the signal mixer/combiner 379 can directly drive the MOSFETS. This eliminates the need for the 2N4900 and 2N5684 and eliminates the isolation transformer and the 386 amplifier IC₁ as well as the 2N2222 preamplifier transistors, the output SCRS, and driving opto-isolators and NPN transistors driving the opto-isolators (e.g., see Figure 37) can all be eliminated, thus the oscillators or output mixers/combiners may be routed directly to the MOSFET power transistors which drive the output coils, or other operational amplifiers with simple small signal transistors such as the 2N2222: These transistors can be easily driven into cutoff and saturation, making them ideal to produce a square wave output from the analog pulses which are inputted by the rotor sensor coil.

[0141] The system 380 of Figure 39 has two wheels on a single rotor shaft 382 with two separate magnetic sensors 383, 384, one for each wheel, each feeding a separate transistor 385, 386 (such as a 2N2222) which convert the analog waves into digital pulses to be counted by counter 387 (e.g., the CD4017 IC) or other sequence house keeping device. Sequential outputs are taken^'from A, B, C, and D, respectively.

[0142] In Figure 38, all resistor diode combinations are either "and" gates or "or" gates. D3-R4,- D4-R5, D5-R6, and D6-R7 are all "and" gates. D3, D4, D5, and D6 are ali fed from the output of the master signal combiner pin 6 of the CD40106 IC. Resistors R4 through R7 are inputs from the CD4017 sequence IC. Each MOSFET transistor only fires at the appropriate command given by the firing sequence of the CD4017 and also can only fire when the appropriately combined oscillator signals are outputted from pin 6 of the CD40106. R3,^VD1 and D2 are essentially "not and" or "nand" gate functions when combined with the inverter function of pins 5 and 6 of the CD40106.

[0143] D1 , D2, R2, and pins 5 and 6 of the CD40106 act as the final combiner/mixer of two oscillators and outputs the appropriate compound wave to each of the MOSFETS. R1 , C1 and pins 1 and 2 are oscillator 1. R2, C2 and pins 2 and 3 are oscillator two. Values of R1 , R2, C1 , and C2 can vary according to desired ranges of frequencies desired depending on car coils and cars in which the system is used.

[0144] A companion multiple electrode sparkplug is illustrated in Figures 40 and 41 which will increase both fuel economy and engage performance by increasing the initial kernel of combustion created by multiple electrodes with multiple sparks. If two high energy ignition circuits are used, they can drive two simultaneous arcs from two different electrodes in the multiple electrode spark plug thus increasing the area of the arc and increasing the area of plasma and initial combustion in the combustion chamber.

[0145] It is also possible to make the plug to have multiple cathodes and/or multiple anodes. Each electrode can be routed to a separate power source, creating multiple arcs. Multiple separate arcs can be generated in parallel or staggered by generating appropriate separate high voltage high energy signals. [0146] An embodiment on the spark plug uses nested resistors in the body of the design. A second embodiment contains multiple electrodes without internal resistors but instead use resistance wires or resistors in series with the high voltage power lines. Resistors may not be absolutely necessary but are used to prevent current hogging when using a single high voltage supply for both electrodes. Thus not all of the current can discharge entirely on one electrode but must be shared by both electrodes. Radio noise is also suppressed which is the more standard use for resistors in spark plugs.

[0147] In plugs using several electrodes, using a separate circuit per electrode to generate a separate arc per electrode becomes difficult, although still possible. [0148] A different problem is encountered when a single high voltage supply is used on parallel multiple electrodes. Arcs generated usually only occur between the shortest distance electrode while little or no reaction occurs with all the other electrodes, therefore getting multiple parallel electrodes to fire simultaneously from a common source is difficult and unstable at best. [0149] There are two methods to overcome this problem. One is using separate power supplies on each electrode all firing at the same time, the other is to split a single power supply into multiple separate power supplies all fed by one master power supply. One way to do this is to add a dropping resistor in series with each electrode power line and then feeding each dropping resistor on parallel to main power.

[0150] By using the efficiency and higher power levels generated by the compound wave spark generator enough excess energy can be created that it can be used as a single source and split off for multiple parallel spark generation. To do so, however, necessitates the addition of resistors either in the companion spark plug or placed in each separate power line going to each separate electrode. Also, separate generators can be used, one for each electrode, but with higher cost.

II. Embodiments of Single Frequency Waveform Systems

[0151] It has been determined that coil resistance, and therefore heating, is minimized by supplying a coil with a periodic input signal wherein the frequency of the input signal is close to the coil's natural resonant frequency, or a harmonic (integer multiple) thereof. In Section I, "Embodiments of Compound Waveform Systems", embodiments for generating a high energy arc by supplying a compound frequency input to the ignition coil was discussed. The compound waveform is a summation of at least two waveforms including a relatively low and a relatively high frequency signal, preferably all square waves, and where the waves are above zero.

[0152] Power is increased by ringing that occurs when the compound waveform is tuned to include frequencies that match the coil's resonant frequency or its harmonics (and/or the coil is selected to have the desired resonant frequencies). Ringing is also enhanced through the use of square wave inputs. A smaller coil can be used to allow higher frequencies in the compound waveform. Tuning of the electronic ignition is relatively easy because an optimized, high energy output is obtained by a fairly broad range o^ frequencies. The ratio of frequencies for the at least two waveforms that are combined is not very critical. Experimentation to date has shown optimized outputs when the low frequency wave is between about 200 Hz (Hertz) and 3 KHz (kilohertz), while the higher frequency wave is between about 400 Hz and 1 MHz (megahertz), although a maximum of about 10 KHz is best.

[0153] Further experimentation has led to the conclusion, disclosed herein, that a single frequency input to the coil (tied to the resonant frequency or its harmonics) and-where the signal is maintained positive (i.e., above the zero crossover) may achieve desired quasi-continuous ignition current sustained for up to the entire duration of the combustion cycle downstrόke.

[0154] For the present embodiments, a single frequency input that appears to produce beneficial ignition efficiency in tests to date appears to be a square wave frequency of about 800 to 2,000 Hz, preferably 1 ,000 Hz (1 kHz), and maintained positive. Higher frequencies will also work and are desirable approximately at the coil's resonant frequency or a harmonic. A beneficial current/power is obtained by using the primary resonant frequency of the coil. Since higher frequencies produce a better approximation of continuous arcing, it is thus considered useful to use a coil with the highest possible resonant frequency. However, because of the inventive use of the coil's resonant frequency, even standard ignition coils from older vehicles will produce good results exceeding the performance of prior art systems (e.g., HEI and MSD), especially if higher voltage outputs are attained, thereby partially compensating for the lower frequency.

[0155] Another advantage of using coil resonance to boost ignition current to high levels is that a higher current arc has a wider arc path, one that can spread out without breaking up due to the fast moving gases present during combustion in a rapidly expanding cylinder. Thus high current enables longer duration arcs. [0156] Although the new system has multiple sparks, it is different from prior art systems in several major respects. For example, the new system burns more of the fuel which ordinarily would be wasted. This is achieved because the continuous nature of the arc and the hotter nature of the arc creates a greater expansion and more thorough burning during the expansion of gases, creating greater engine speed and horsepower and using less fuel than would normally be required to achieve the same horsepower and speeds with prior art ignition systems.

[0157] This is different than multiple spark discharge and other systems. The new system has a hotter burn per spark event, higher speed repetition, and better spark event traits, therefore there is less deionization and relaxation time between spark events and greater heat to sustain ionization and combustion of gases between arcs. A particular embodiment of the new system applies this continuously over the entire downstroke cycle of the piston. [0158] This can be achieved using a single frequency sine wave, or a single square wave pulsed DC compound square wave or single square wave pulsed DC frequency works best, any simple wave or single frequency can be used if it has sufficient energy developed by the appropriate electronic system and can be used by anyone skilled in the art to create the desired quasi-continuous arc (spark). A continuous DC high voltage, high current of either polarity may also be used, preferably being on during the entire downstroke of the piston during combustion. [0159] Although the physical elements of this embodiment create a hotter arc than other embodiments disclosed herein, inventive improvements are still attained so long as the threshold of the heat is sufficient to ignite surrounding gases, plus other characteristics like a quasi-continuous arc and/or long arc time are provided. While greater heat is advantageous, it is more advantageous if that heat can be in spark repetition rates faster in time than normal rates for high energy ignition or multiple spark discharge systems, or that enough heat is maintained between pulses to sustain combustion between- sparks. Therefore, lower power levels of spark can be used if the repetition rate is fast enough to ignite the gas vigorously between these pulses. To some degree, a lower power spark can be compensated for by a higher speed repetition rate. It is still desirable to maintain greater heat or spark energy than normal systems, as well as higher repetition rates than normal systems, but, once the needed power threshold has been reached, it is more advantageous to increase the repetition rate of discharge to more closely resemble a continuous arc. In either case, the goal is the same — to make the expanding ignition gases behave as if they are receiving continuous ignition throughout the entire piston downstroke time. [0160] Research has shown that a single sine wave or square wave DC pulses or AC frequency of sufficient input power will sustain the continuous nature ofarc needed to achieve the desired results without the hotter burn created by multiple compound waves.

[0161] There is also an accepted premise that what happens in the first 10% of the ignition affects the last 90%. If less flame or spark is used in a smaller physical area in the first 10% of time of the ignition process, less area will be covered by the expanding gases in the following 90% of the ignition, or combustion cycle. Therefore, a greater area of ignition can- ignite more fuel at the beginning of the cycle, creating a cascade effect that increases the power created in the latter 90% of the process.

[0162] Generally, the. more often the high energy spark is repeated and applied to the fuel, the longer the ignition and/or ionization process time is, and the more average heat is created by the spark in the combustion chamber. [0163] In cases of low compression, pressure is in a cylinder, higher than usual voltages and/or energy is needed to ignite the fuel.

[0164] In such cases, the new system works better because its peak power is greater than the peak power of other standard, HEI, or stock ignition systems. Additionally, the peaks occur more frequently which also create more heat to continuously .ignite the fuel. Higher amplitude peaks also create more average power- and heat in the combustion chamber, especially if ionization or trigger thresholds are not high enough with other standard systems because of some weakness in the engine such as poor compression or poor air fuel mixture. [0165] The new system creates higher than usual peaks of energy from standard car coils because a resonance or multiple resonance frequencies are applied at the input of the coil which cause greater and more efficient energy transfer and therefore higher step-up voltages to be created at the output of such coils than normally seen in the same coils used in other ignition systems but using less complex or less expensive input driving circuitry to achieve the higher output levels.

[0166] Referring to circuit 400 of Figure 42, illustrated is a block diagram for an embodiment of the present innovations where a single signal generator 402 generates a single waveform, which is supplied to an amplifier 404, which supplies the output signal to an ignition coil 1406 for generation of output signal 408. This circuit allows a higher than usual repetition rates occur with standard ignition stock coils when installed in this new system than with the same stock coils installed in normal ignition systems. When input waveforms are resonant or ^" multiple resonance square wave patterns to the stock coil, the coil becomes more efficient in energy transfer to the spark plug. This creates higher pulse rates (continuous or semi-continuous in nature) and higher than normal energy per pulse. When this higher than usual power quasi-continuous output is applied to the spark plug during the entire combustion cycle and entire downstroke of the piston, significant fuel savings and engine performance and power improvements occur. Frequencies can range from a hundred Hertz to several thousands of cycles, and three square wave waveforms (positive going) which may be used are shown with the new system (see Figure 42). Any of these can be used at the input of a standard stock automotive coil. A 50% duty cycle square wave (11) a 1- to 8% duty cycle (I2) or a multiple compound square wave of overlapping frequencies (I3).

[0167] Referring to the circuit 410 of Figure 43, the oscillator 412 (40106) generates the resonance frequency for the stock coils 414. The AND gates 416 switch the appropriate coils On and OFF according to both the resonance frequency input and according to sequential counter 418 (the 4022 counting LC.) which selects which soil should fire in proper order. The power FET transistors 420 (e.g., IRF 740 is a MOSFET Power transistor) amplify both voltage and current to the stock coils. The IRF 740 is switched on and off at a rate that is controlled both by the 4022 counter (cylinder select - i.e., based on signals form a standard rotor timing and point circuits 422, 424) and by the resonance frequency ^• of the 40106, that is the resonance hi-speed switching signal that ultimately creates the semi-continuous spark.

[0168] The quasi continuous spark signal is first generated by the 40106 IC and is simultaneously applied along with a GO or NO GO command from the cylinder sequential forming order IC 4022 which tells to which IRF 740 to apply the high speed continuous spark the correct cylinder and spark plug. This system is wired for a 50% duty cycle input and is also applied only 50% of the downstroke time but can .be programmed or required to fire , each cylinder 100% of each downstroke of each cylinder. Preferred timing is 100% downstroke. The output of the IC4022 determines the length of. overall plug firing time relative to downstroke time, and therefore the number of sparks.

[0169] When step-up transformers 430, 432 are used (see Figure 44), voltages are gained, but currents are lost. To make up for current losses when two step-up transformers are used, some.type of current gain stage or current storage device must be placed between the first and second stage transformers to boost the current sufficiently to operate the second step-up transformer. This dual transformer system is used in some CD, MSD andJ-IEI systems.

[0170] It is also used fn stun guns and some Zeron flash camera systems.

Several cycles are stored up in a current accumulator (storage) and released suddenly in one larger burst in the second transformer. The first transformer must be designed for higher frequencies than the second transformer because it requires several cycles from stage one to create a single output cycle of stage

.two. Circuit 434 is a discharge circuit which suddenly, discharges all stored energy on a single cycle that has been stored over several cycles from the first transformer.

[0171] ^' Figures 45, 46 and 47 provide a stock coil ignition overview for contrast and comparison to the new system described herein.

[0172] For example, in the stock system of Figures 45, 46 and 47, the coil input is on most of the time heating the coil and wasting power. The output however shows no spark until the points open, and then only for a short pulse. [0173] The new system fires more frequent sparks and still uses less power on the input because its input is on less often, generating less heat on the input of the coil, but more heat is generated in the spark itself. The coil puts out more power, but wastes less energy to do so.

[0174] Another signal sequence generating circuit embodiment 500 is shown in Figures 48 and 49.

[0175] A standard ignition rotor 502 is equipped with a second set of mechanical points 504 to reset the counter 506 (e.g., IC 4022) back to zero or (one) after every single 360° rotation. These additional points only open and close once for every 360° rotation. This is basically a safety reset to guarantee the . IC does not fire in improper sequence. In some systems, it would be necessary, in others it would not. The reset points could also be replaced by a voltage sensor on either plug 8 or plug 1 of a standard non-modified rotor so that the CD 4022 sequence counter would reset at the appropriate time. [0176] The standard original first set of points 508 which is on all standard rotors serve as the counter 506 input to advance the counter one sparkplug at a time in proper firing sequence.

[0177] Networks D1 , R1 and C1 and D2, R2 and C2 are debouncing for mechanical points 1 and 2 respectively. UIA and U1C are Schmitt triggers which further clean and debounce inputs from mechanical points. [0178] U2 (A+B) is a 1-bit flip-flop memory latch which latches when reset points (points2) on the rotor indicate that the rotor has just made a 360° rotation and is about to begin a new rotation. This occurs just prior to the standard points being used to fire the first sparkplug in a sequence. of eight firings. -[0179] Upon points 1 closing and firing sparkplug 1 , NAND gate U2C clears the one-bit memory latch U2 (A+B). This clearing pulse also fires the.4022 IC to start at zero so that plugi is guaranteed to fire at the beginning of the next 360° rotor rotation.

.[0180] The purpose of the latch is to delay the reset of the 4022 counter until resetting it can be synchronized to the first count pulse generated in the new rotor cycle. In this way, it is assured that reset occurs exactly when the first sparkplug should fire, even though the reset pulse may occur earlier. The reset points are mechanically adjusted to open and close between the eighth plug firing and the number 1 plug beginning to start the new rotation cycle.

[0181] R3 and C3 are used to shorten the reset pulse input so that it will not stay reset after a regular count pulse No. 1 from points .1 clear the reset latch. [0182] R4 and C4 are used to delay the clearing of the reset latch until after the 4022 timer has had sufficient time to reset and count its first new pulse of a new rotor rotation.

[0183] The counter 506 simply counts 1 through 8 successively and repeats the cycle while the motor is running. Figures 48 and 49 show the same U3 (4022) counter 506. Figure 48 is the input signals to U3 and Figure 49 is the output signals of the same U3 (4022). In eight-cylinder motors, it is necessary to overlap on times between adjacent firing cylinder.

[0184] For example, a cylinder 2 must begin firing just as a cylinder 1 is halfway through its combustion downstroke. A cylinder 3 must fire as cylinder 2 is halfway through its downstroke. This overlap continues through all eight cylinders, therefore OR gates are added to plug-enable 1 + plug-enable 2, plug-enable 2 + plug-enable 3, plug-enable 3 + plug-enable 4, etc. So firing of cylinder 8 overlaps firing of cylinder 7, and firing of cylinder 1 overlaps firing of cylinder 8, firing of cylinder 2 overlaps firing of cylinder 1 , etc.

[0185] The final OR gate overlapping outputs are connected to AND gates. Plug-enable 8 and plug-enable 1 overlap through OR gate A. Output of OR gate A is applied to network RD 1 through its 10 KΩ resistor. The 10 Kfi and IN914 , diode form a discrete package and gate. When the cathode side of the diodes in networks RD1, RD1 and RD3, etc. are made negative, all final IRF 740 power MOSFET transistors are switched off. When the OR gate output A is switched on and applied to the resistor, 10 K resistor of RD1 , then the oscillating signal is created at the gate of IRF 1 (740 MOSFET).

[0186] Essentially, when the transistor Q1 is switched on by the spark oscillator, it shunts the 10 KΩ signal to ground. An oscillating signal is allowed to appear at gate input of IRF 1 only when the 10 KΩ input of RD1 is positive. The RC network of the spark oscillator is chosen for the frequency of frequencies which create the best spark, which is different for different plug coils or transformers. Standard car coils react well from 100 to several hundred cycles, but audio vacuum tube amplifier transformers respond well to 15,000, 20,000 or 25,000 cycles per second. Thus, the oscillator values can be used appropriate to the coils being used.

[0187] A second set of points has been added to a standard ignition rotor which only open and close once every 360° rotation. This is so ignition timing initializes at 0 (zero) upon car start-up, .or in case of an engine mi,sfire so that proper sparkplug firing sequence will resume within a single rotation. [0188] Standard points are used to advance the counter (IC 4022) one-cylinder at a time during normal sequential firings.

Test and Unexpected Results

[0189] Unique ignition systems with uniquely applied sparks has been set forth which dramatically increases fuel mileage and fuel economy and greatly enhances engine power, speed and performance as compared to other ignition systems. Also, these systems can be adapted using stock or ordinary car induction coils having this special electronic signal applied. Therefore both older and newer automobiles may be adapted from cars with older coils from 1950s and 1960s all the way to automobiles of 2007. Furthermore, these systems can be used in any application where internal combustion engines are used, including boats, planes, snowmobiles and racing with the largest applicable market being automobiles. [0190] While similar to existing systems, these new systems use multiple high energy sparks or high energy sparks of any nature, this is where the similarities end. Major differences include how the spark signal is created and delivered to the sparkplugs, and how the spark signals react with the engine fuel to dramatically increase gas efficiency and engine speed and power. [0191] Automotive coils (e.g., ignition coils) which are designed for a single spark event per combustion cycle can be adapted for outputting a semi- continuous stream of high speed repetition rate pulses of plasma or arcs which, when applied to standard sparkplugs as part of an ignition system, can dramatically increase gas mileage, engine speed, performance and power of standard internal combustion engines. When such coils are taken out of the standard ignition systems for which they are designed and transferred instead or integrated into the new ignition systems described herein and the special electronic signal is applied, two unexpected aforementioned results occur.

[0192] A stock coil output using the present concepts has substantially more energy than it would normally, namely, an arc which behaves as a plasma flame in open air while simultaneously causing less heat to be generated inside the coil itself, all while using less input energy from the power source than the same coil would normally use to create a lower power arc. Resonance(s) produce less reactance.

[0193] Essentially, the coil behaves as if it is a more efficient power transfer device, partly because internal losses are reduced because of the type of input signal that is used and applied, even though substantially more energy results at the output. The aforementioned is the first unexpected result.

[0194] The second unexpected result is that when this higher than usual arc plasma energy is used as part of the new ignition system and is applied to standard automotive spark plugs, gas mileage and engine speed improve dramatically. Fuel economy, engine power and engine speed all improve substantially.

[0195] A specific square wave frequency or range of frequencies or range of two or more square waves superimposed or mixed through digital gates at the correct power levels, applied to stock ignition coils when adjusted properly,^" create this unexpected result.

[0196] Range of gas savings over standard ignitions using various tests has been between 20% and 62% on an engine test stand, not under load.

[0197] Some waves adjusted properly should also give similar results, because square waves have many sine wave harmonics. [0198] These concepts may not produce fuel enhancement if it is not adjusted to the proper power levels and frequency(s). If mistuned, it will only deliver standard ignition results; that is, namely, no increase in gas mileage. [0199] Since spark characteristics are generally accepted as having little or no effect on fuel economy analyzing the circuits described herein will not automatically lead to the conclusion that these circuits will generate dramatic fuel saving results.

[0200] It has been solely through research demonstrated that when the proper signals are adjusted and inputted to the ignition coils that such coils create an output which increases gas mileage. By adjusting the input frequency or frequencies to the appropriate coil or coils, it has been demonstrated that such unexpected results occur, even though there is a wide useable range. [0201] Keeping all engine parameters the same, such as oil pressure, engine temperature and fuel mixture settings, various tests were made comparing the new ignition to other stock ignitions. In one set of tests, the mechanical vacuum advance was disabled by welding it in place. No vacuum advance or electronic timing advance was permitted or used. Both tests were made with the mechanical rotor timing set of 0° and not allowed to change regardless of engine speed. [0202] A Chevy. 350 small block engine was used as part of the test stand. [0203] Using a multiple spark discharge ignition, the engine idle was set at 925 RPM. Vacuum pressure was approximately 20(?). Engine temperature was allowed to warm up to 190⁰F before making tests. One-half liter of low grade fuel (Shell 87 Octane) ran the engine for approximately 10 minutes at 925 RPM. The engine was disconnected from the multiple discharge ignition and was connected to the new system. Engine speed immediately went up to 1325 RPM and one-half liter of fuel was burned in approximately 10 minutes. This is about a 42% increase in fuel efficiency.

[0204] Tests were also run at higher engine speeds because fuel usage and power have different efficiencies at higher speeds than lower-speeds. Typically, most engines will run more efficiently at higher speeds. The same Chevy 350 small block engine was set to run at the rather fast idle of 1300 RPM with the multiple spark discharge ignition with only using one-half liter of gasoline. The fuel ran out in 10 minutes and 5 seconds. All other engine parameters remained unchanged. The new ignition system was switched into the engine, replacing the multiple discharge system without changing the carburetor ratio and settings. The engine ran at 2067 RPM for 10 minutes and 40 seconds, with one-half liter of fuel. The fuel lasted longer with the new ignition, even though it also ran substantially faster. This is roughly a 62% fuel gain.

[0205] Tests were also ran with mechanical rotor timing sets advanced to 8° comparing changes in engine speed and fuel usage with the multiple discharge ignition and the new ignition. Both systems were set at 8° advance timing and not allowed to vary with changes in engine speed. Vacuum advance was disabled. No electronic advance was used.

[0206] The engine speed Was set at .925 RPM using one-half liter of fuel. Again, the fuel lasted about 10 minutes. After switching from the multiple discharge system to the innovation, a speed increase of 20% was demonstrated to about 11 10 RPM, showing that the new system still has substantial gain over the multiple discharge ignition, although it has less gain at 8° starting with 925 RPM that it has at 0°.

[0207] Then, the engine speed was set at 1300 RPM with the multiple spark discharge ignition with timing still set at 8° mechanical advance. Again, no vacuum or electronic advance was allowed and^' no timing changes were allowed to occur because of any variations in engine speed.

[0208] The multiple spark discharge was replaced by the new ignition and engine speed went up 25% to 1625 RPM. One-half liter of fuel lasted 10 minutes. [0209] Again, with both ignitions set at 8° advance timing, the new ignition had substantial fuel gain or substantial increase in RPM for the same fuel. [0210] The increase using the new ignition was even higher with both systems set at 0° timing and demonstrated a range from 42% to 62% increase in speed or fuel efficiency.

[0211] Various tests were also performed comparing a High energy ignition to the new system. An adapter-Was designed which allowed both systems to run at the same time. The two ignition systems were synchronized to run in parallel. When cylinder 1 was triggered to fire sparkplug 1 of the high energy ignition, sparkplug 1 output of the new ignition would fire at the same time. When cylinder 2 was triggered to fire sparkplug 2, the new system output 2 would fire simultaneously. All outputs were fired synchronously, that is, one for one, two for two, three for three, four for four, etc. All eight outputs were paralleled to trigger at the same time, but still in the normal, proper order to run an eight-cyiinder engine.

[0212] It should be noted that the two systems were not electrically in parallel firing the same plug at the same time, but that the outputs were triggered at the same time, triggered from the same rotor. All eight cylinders were originally connected to the high energy ignition.

[0213] This was done so that one plug cylinder wire could be replaced one at a time for testing.

[0214] Starting with the idle set to 1 ,000 RPM with the engine at 190⁰F operating temperature, one out of eight cylinders was disconnected from the high energy output and that same plug was instead connected to the new system for that plug only. In other words, one plug only was running off of the new system, while the other seven were still running off of the standard high energy ignition. Again, all mechanical and electrical advance was disabled. [0215] RPM was then measured to see if any change occurred because of running one plug on the new system. A 50 RPM increase occurred. Total RPM went up to 1050 RPM. A second cylinder sparkplug was replaced with the new output, and between 70 and 75 RPM was added. RPM went up to 1120. In other words, there was an increase of 120 RPM with two plugs connected to the new ignition while the other six plugs were still connected to the high energy ignition. Several combinations were tried. In one instance using two plugs in succession, a 150 RPM increase was created. In another test, using two plugs not in direct succession, less than a 100 RPM gain occurred for two plugs connected to the high energy ignition. In another test, only a 35 to 40 RPM gain was achieved using one plug on the new system. Average gain per cylinder was approximately 50 RPM per plug, connected to the new ignition. One test was made with four cylinders running on the new ignition and the other four cylinders were running on the high energy ignition. RPM gain went up 200. RPM was approximately 1200. No change was made to the input or fuel mixture. Four of the plugs running on the new ignition were disconnected and all eight were connected to the high energy ignition. Engine speed went back down to 1 ,000 RPM. Obviously, the new ignition had similar gains over the high energy ignition as to the multiple discharge ignition.

[0216] Circuit 520 of Figure 50 shows an embodiment of the new ignition adapted to a rotor of a high energy ignition. In this case, the new ignition is synchronized to the rotor. More particularly, Figure 50 shows the new ignition running plugs 1 , 2 and 3, while plug 4 is run by the high energy rotor output. Any selectable combination is possible. Although this is only showing a four-cylinder output, an eight-cylinder would use the same selectable pattern. [0217] With attention to the waveforms 530 of Figure 51 , combined signal (A) puts out more plasma arc than either 400 Hz (B) or 800 to 1 ,000 Hz (C) do separately. The combined signal is inputted to the induction coil. In rare cases, the higher second frequency can be several thousand cycles, even though several thousand cycles would not generate a sufficient output by itself without the lower frequency of 400 Hz or a range of tens of Hz to 500^' Hz being added to it. The higher frequency by itself would not be sufficient to enhance gas mileage. The two waves mixed however, create a large fuel- efficiency increase. The two waves can be mixed through any combination of OR, NOR, AND or NAND gates. [0218] Figure 52 depicts a system 540 for the generation of a single frequency ignition signal having a self-correction feedback loop. More particularly, illustrated in Figure 52 is a 50 Hz to 2 KHz voltage controlled oscillator or computer 542, which supplies the single frequency signal to the amplifier or switch block 543, and then, in turn, to the primary of the output or ignition coil 544. The output is then used as the ignition signal to the sparkplugs or distributor 545. However, in addition, the output of the ignition or output coil is also provided to a sample output power block 546, which is relayed back to the voltage controlled oscillator or computer to maintain the appropriate frequency outputs for improved use. [0219] In circuit 550 of Figure 53, fixed or variable frequency generator 551 or voltage controlled oscillator or computer 552 may be under computer control or feedback. If either generator 551 or oscillator or computer 552 is fixed and the other is variable by means of feedback loop or computer control, results obtained are similar.

[0220] However, the system may work better if the generator with the more narrow range is under adjustable control. Shown in the Figure, the frequency generator 551 may be 100 Hz to 10 KHz, and generator or computer 552 is shown between 100 Hz to 1 KHz (with a 400 Hz center). The circuit of Figure 53 operates similar to that of Figure 52 ϊn that a self-correction feedback loop is provided from a sample output power block 553. The difference is the use of a digital mixer or computer 554 for combining the output waveforms from 551 and 552.

[0221] Figure 54 illustrates yet another circuit 560 embodiment of the described systems. In this design, an optional oscillator 562 is provided to optional mixer 564. By this design the compound signal will be made of at least three signals [0222] ft is noted in the new systems the coils output a high energy spark whether single or multiple events per combustion cycle. And further, the coils which were intended to create those sparks from original manufacturers and their associated systems were not previously able to be tuned to a signal which could increase gas mileage. Often, these signals are the coils¹ own resonance or resonances or harmonics thereof. Often external capacitors were used on older 1960s and 1970s automotive coils. The new systems tune the LC resonance according to the distributed internal capacitance of the inductor itself, and not to the resonance of some external capacitance. This enhances the inductor efficiency and transfer of energy to the sparkplug through the inductor at higher resonance frequencies, while still using lower than usual amounts of input power to achieve higher than average outputs. [0223] Interestingly even in modern multiple spark discharge and capacitive discharge ignitions, the final output coil used in those systems are not tuned to the best frequency range for optimum gas mileage and generally are not able to be tuned or adjusted to produce such waveforms without electronics or mechanical design changes and/or special adjustments. While other systems may be able to be modified to achieve these results, they are presently unable to achieve these results and make no claims of dramatic fuel efficiency or engine speed or power increase.

[0224] This is because it has been widely assumed that once an ignition has been initiated, changing the output characteristics of the spark would not change the burning efficiency of the fuel, therefore manufacturers were not tuning their own coils for the optimum burn for gas mileage efficiency. Manufacturers primarily adjusted their coils for better starting or smoother running performance. [0225] It has been demonstrated through experimentation that the new ignition signal works well when only applied 50% of the total down stroke combustion cycle up to range of 1 ,000 to 1 ,200 RPM. A signal applied during 100% of the combustion cycle works well from all lower ranges to above 2,000 RPM with no negative changes in engine performance. Above, 1200 RPM the engine begins to run rough and occasionally misfires when the applied spark only lasts 50% of the combustion cycle when timing is mechanically advanced to 8° (degrees) ahead of 0° (degrees).

[0226] The engine is also sluggish to accelerate at some settings of timing with the special spark applied only 50% of the combustion cycle. [0227] When each cylinder receives the special ignition signal for 100% of the combustion cycle the engine runs smooth and accelerates quickly without misfire, sputtering or running rough regardless of engine speed and mechanical timing adjustment changes.

[0228] While it is advantageous to use the entire combustion cycle it is possible to adjust the system so that the plasma arc is not generated 100% of the time and therefore not need eight output coils to run eight spark plugs. [0229] As stated earlier the dramatic increase of fuel efficiency was caused by the interaction of the spark signal with the fuel.

[0230] There are two particular factors which are useful to create the desired spark reaction with the fuel to increase the efficiency of combustion.

[0231] One, the spark needs to be of sufficient heat to create a larger than usual initial kernel of ignition and the larger hotter spark must be maintained for a longer period of time than the normal time period used in capacitive discharge or multiple spark discharge or stock high voltage systems.

[0232] The larger hotter spark of the beginning of the combustion cycle sets up a cascade reaction which also burns more fuel throughout the rest of the cycle.

Additionally if the hotter spark continues at a fast enough repetition rate throughout the remainder of the combustion cycle or at least preferably more than

20% to 50% of the cycle, more fuel will also be burned throughout the cycle that would otherwise be wasted, unused, unbumed and be expelled during the exhaust cycle.

[0233] Again, the larger arc burns more fuel efficiently at the beginning of the cycle and the continuation of the arc throughout the cycle also burns more normally wasted fuel throughout the rest of the cycle. Both at the beginning and throughout the cycle more fuel which is normally wasted is converted to heat and mechanical energy using the new ignition system.

[0234] The proper combination of frequency or frequencies at the proper repetition rate or rates at the proper power level or levels create a dramatic increase in gas mileage and fuel economy as well as in engine power and performance.

[0235] Compared to other ignition systems whether single spark per combustion cycle, multiple spark or high energy sparks are used the ability to effect gas mileage by modulating or adjusting the spark is an unexpected result.

The new system creates such unexpected results. Such results do not occur with other ignition systems. These results are not at first made obvious by simple analysis of the circuits that create the signals and switching wave forms in the new system the signals and waveforms appear to be that of other normal ignitions. It is the adjustments of the optimum frequencies and power levels to those signals which cause obvious changes in gas mileage and engine performance, over other ignitions.

[0236] It is generally accepted that once the initial ignition spark has begun the combustion cycle that a change in spark characteristics will not greatly enhance fuel usage or efficiency, although it has been demonstrated that greater spark power levels at the beginning of the combustion cycle and/or repeated multiple high energy sparks within the first 20% of the piston down stroke will make it possible to more easily start engines in cold weather or run more smoothly in poor weather conditions or run more smoothly with poor air/fuel mixtures. While it is generally true high energy sparks or capacitive discharge or multiple spark discharge ignitions enhance starting and running smoothness it is equally true that these same high energy systems have little or no effect on gas efficiency. The new system enhances fuel efficiency and speed and power. [0237] The induction coils used on this test were made for a 2002 truck. Although this coil is made for high energy output its spark can not enhance fuel mileage in the original electronic ignition in which it is originally installed. It however enhances fuel mileage greatly when the new system is connected to one such coil per cylinder using the special electronic signal that is tuned to the proper power levels and frequencies. Although tested with eight coils for eight cylinders, similar results should occur if the system is adapted using only one coil for the entire engine.

[0238] The same innovation will not provide as much fuel enhancement if it is not adjusted to the proper power levels and frequency. If it is mistuned it will only ^• .deliver standard ignition results, that is, namely, no increase in gas mileage. Since spark characteristics are generally accepted as having little or no effect on fuel economy analyzing the circuit shown hereon will not automatically or obviously^' lead to the conclusion that these circuits described herein will generate such results.

[0239] It has been through research that it has been demonstrated that when the proper signals are adjusted and applied to stock ignition coils, these create an output which dramatically increases gas mileage. By adjusting the input frequency or frequencies to the coil it has been demonstrated that such unexpected results occur.

[0240] The engine that was used in the first test stand was a 1990's Chevy 350 small block engine. The coils used that showed no improvement in gas mileage were from a 2002 truck.

[0241] The same engine had substantially less gas efficiency with a 2006 high energy multiple discharge spark system as compared to the new system incorporating the 2002 coil in the new system with the special electronic signal applied. In its original ignition the 2002 truck coil was made to create a single high energy event per piston firing. The coil was not originally intended to produce multiple firings or ringing resonance wave forms, yet when the same 2002 coil is attached to the new system it creates more sparks per cylinder piston firing than even a 2006 multiple discharge system and it creates a greater heat per spark event and more total average heat during the total piston combustion down stroke time. It is the signal of the new ignition which when added to the 2002 coil gives the 2002 coil the ability to vastly increase gas mileage and make it perform better than it would than in its original 2002 ignition system and also vastly increase gas mileage even over a 2006 multiple discharge ignition. [0242] Similar gains can be achieved using stock ignition coils from all or most makes and. models of 1960's, 1970's and 1980's automobiles when the new signal is applied^'to the inputs of these coils.

[0243] Although 1960's and 1970's automotive coils were intended to initiate single spark events per each combustion cycle these same older coils output vastly hotter multiple discharge sparks when the normal mechanical points or transistor switching circuits in the older automobiles are replaced by the new ignition waveform signal.

[0244] It should be emphasized that the older 1960's, 1970's and 1980's coils can often be used as part of capacitive discharge or multiple sparks discharge ignitions but can only substantially increase gas mileage and engine speed and power when installed in the new system. [0245] This is because even the 400 to 500 volt input pulses applied to those same soils from capacitive or multiple discharge ignitions do not create a semi sustained ionized plasma flame at their outputs, yet a 12 volt waveform at the correct frequency or frequencies applied to the same inputs to the same coils instead of the 400 and 500 volt pulses do create the sustained ionized plasma flame which when applied to standard spark plugs substantially increase gas mileage. ⁿ

[0246] It is obvious that a wide range of induction coils can be adapted to the new system to create large fuel savings.

[0247] The 2002 coil used works best at 400 Hz. This frequency creates the most energy throughput and delivers the best gas mileage for that coil. [0248] Most coils work well within the same range from a few tens of cycles to hundreds of Hz square waves. Even wider ranges of input frequencies work with a wider range of calls when two or more square waves are superimposed or digitally mixed together.

[0249] Minor changes in frequencies can be used to make up for differences in coils. For example a 2002 truck coil works well at 400 Hz while another coil may ^~work well at 350 Hz.

[0250] A method for tuning is added to the circuit which can make adjustments if necessary. Tuning can be manually adjusted or automatic tuning can be added or set at the factory.

[0251] Another signal can be added which reduces the need for either manual or automatic tuning. Multiple compound overlapping frequencies create an even stronger plasma arc with an even wider useable range on induction coil ages and sizes. This is because overlapping compound waves create even and odd harmonics which add to the main resonance frequency or frequencies. Additionally some coils respond as if they have more than one resonance frequency.

[0252] By inputting compound waveforms near resonance most automotive coils respond well even if the exact resonance is not properly applied or adjusted.

This is because waves reinforce ^p^ich other at specific times as they tend to heterodyne. Higher than normal peaks occur when they synchronously overlap. There is also, however, a disadvantage to using the overlapping waves. Just as there are periods of reinforcement there are also periods of cancellation leaving periods of waves with lower than usual output. The compound waves therefore tend to work on lower RPM speeds such as 900 and 1 ,000 RPM but not as well at 1500 RPM because occasional missing waves or missing sparks occur and some cylinders do not get the full impact of semi continuous firing during the entire combustion cylinder down stroke. A 300 Hz square wave superimposed on a 500 Hz square wave will create both additive and subtractive mixes such as 800 Hz and 200 Hz with dozens or hundreds of other spurious signals and many even and odd harmonics. Coils that work at 200 Hz, 300 Hz, 500 Hz or 800 Hz and other coils would work both within and outside these ranges especially since square waves already contain very large numbers of harmonics. To some degree this is within normal expected limits, however the extremely wide range of operating frequencies which work well on an extremely wide range of coil sizes, years and models which cause the plasma arc flame is an unexpected result. If for example the primary square wave is 50 Hz or 70 Hz or 250 Hz or anything up to or slightly beyond a normal 400 Hz resonance (say 500 Hz) and the second square wave is anything from 100 Hz to one thousand Hz or more the coil output stays consistently high energy over the entire range although center resonance frequency ranges of 400 Hz still work best. Most automotive coils work well with little or no adjustments within these ranges which is also an unexpected result. [0253] In the case of a 2002 truck coil being turned to its most responsive frequency at 400 Hz it could still function better at 400 Hz for optimum gas mileage but would still give dramatic improvement in gas mileage with the multiple compound digital wave.

Companion Sparkplugs

[0254] Another way to enhance performance is to modify the sparkplug to expose the spark(s) to a greater amount of the air/fuel mixture ("gas"). Prior art plug designs have attempted this hy enlarging the anode size, by splitting the anode into a fork shape, and by extending the cathode outward to the middle of a semicircular anode. These designs suffer from increased "shadowing" and/or declining performance as the anode erodes during use. Shadowing is where the anode blocks gas.access to the spark path. When the angle of the seated plug can be adjusted to minimize the shadow of a typical L-shaped anode. This is known as "timing" the plug.

Multiple Electrode Sparkplug

[0255] The discussion related to Figures 40 and 41 describes an inventive multiple electrode sparkplug that can be used by itself for improving engine performance, and is even more advantageously used as a companion to the electronic ignition supply described hereinabove. The embodiment described has two cathodes and a single anode_.. Preferably each cathode has an associated resistor "nested" (embedded) in the insulating (ceramic) body of the sparkplug. If not nested in the sparkplug, the resistors (if used) can also. be provided in the sparkplug wire or elsewhere. It should be apparent that two physically separate but simultaneously occurring arcs provide at least double the exposure of the gases to an igniting spark, and also provide twice the power for heating gases to ignition.

[0256] Referring now to Figures 55-60; provided are views of a preliminary design embodiment of a dual electrode v.ersion of the multi-electrode sparkplug. [0257] In addition to the two cathodes with nested resistors, two other features of particular note are mentioned. The cathode tips (preferably platinum) are flush with the bottom face of the ceramic insulator to prevent erosion and changing shape/position of the tip. Also, Figures 55 and 56 highlight the "no-shadow" anode and cathode configuration. The anode has an outthrust triangular sharp edge on each side, one for each cathode tip. Since electron emission is concentrated by sharp edges, the arc from the cathode will preferentially spread out to the triangular edges and especially to the sharp point, thus keeping the arc out of the shadow of the anode support which is made as thin as possible. In Figure 56 it can also be seen that the cathode tips are outside of the shadow of the anode support. Finally, since there are two arcs, no matter how the plug is rotated, a substantial portion of at least one of the arc (spark) paths will be out of the shadow of the anode support. This substantially minimizes shadowing effects and practically eliminates plug timing as a factor in engine performance. [0258] The design of Figure 55 includes primary and secondary wires 1000, 1002; platinum or other appropriate tips 1004, 1006; sharp edge anodes 1008; anode support 1010 and ceramic insulator 1012. Figure 56 illustrates the "no- shadow" anode and cathode configuration 1014, spark paths 1016 and steel body 1018. Figure 57 shows a primary input contact 1020 and a secondary input contact 1022 for a dual (or multiple) electrode sparkplug 1024. With attention to Figure 58, in addition to the previously described elements, Figure 58 also illustrates optional primary input resistor 1026, optional secondary input resistor 1028, hex nut 1030 and threaded section 1032. Figure 59 shows yet another view of sparkplug 1024.

[0259] The Figures 60-61 illustrate a variation of a dual electrode plug wherein the L-shaped anode support is made even thinner to further minimize anode shadowing effects. The anode support is so thin that it is changed to a U-shaped bale for strength. This has the added advantage that the gap between anode and cathode tip(s) is much less likely to change compared to the L-shaped support.

Airfoil Sparkplug

[0260] Figures 62-64 illustrate a different approach to increasing exposure of the gases to the ignition arcs (sparks). Most modern combustion chambers are shaped such that the gases are caused to swirl or otherwise to pass by the sparking plug. The faster that the gases move through the arc path, the more gas (fuel/air mixture) that can be ignited by the arc during the spark duration. The inventive airfoil sparkplug has an anode shaped like an airfoil that is welded to two anode supports that form a strong U-shaped bail arrangement. When this plug is screwed into the cylinder head, it is "timed" such that the "fat" edge of the airfoil is faced into the direction of gas flow in the cylinder. Then when the gas flows in this direction over the airfoil, the gas velocity is increased over the top and through the spark area.

Other Coils

[0261] Employing the described concepts, and using the same ignition coils from prior art systems, the spark was generally from 50% longer to 300% longer with the compound wave input.

[0262] The single frequency input system had less power in the spark, generally ranging from less than 50% of prior art systems to over 200%, depending on frequency tuning and coils used, but still got equal or better gas mileage at 1500 and 2000 RPM as the compound wave got from 800 to 1200 RPM.

[0263] It is believed that prior and present art car ignition coils behave better with waves that do not cross the zero line, because they were originally designed for magnetic saturation with long dual times greater than 90% and as high or greater than 99%, therefore their magnetic properties resppnd better to a DC bias current before an AC component is added.

[0264] AC signals were tried on the same coiis using the same waveforms, but without their DC components, and were found to be between one and two orders of magnitude less output. This appears to be a logarithm relationship. It is believed that even a small amount of signal applied would degrade output power severely. A range of 2% to 5% of the signal crossing the zero line would barely allow the waveform to be effective, and 8% or greater crossing over the zero line would- probably require two to three times the AC amplitude of input signal to remain effective.

[0265] While the foregoing has focused on the use of automobile coils,, the foregoing is not so limited. As shown in Figures 65 and 66, vacuum tube step down transformers have the appropriate range in voltage, current, power, frequency to be used as spark generators when used instead as step-up transformers and primary and secondary coils are switched. They also respond better and with greater outputs when DC pulses of appropriate frequencies are used rather than simple sine waves.

[0266] It will be appreciated that various of the above-disclosed and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Also that various presently unforeseen or unanticipated, alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.

CLAIMS:

Claims

1. An ignition signal generating system for igniting a fuel mixture of an internal combustion engine, including an ignition coil having a primary configured to receive an ignition signal and a secondary to generate a spark signal, at least one cylinder with at least one piston positioned to move in at least a downstroke path within the cylinder upon ignition of the fuel mixture by at least two sparks from at least one sparkplug energized by the spark signal, the ignition system comprising: a signal generator system configured to generate a generated waveform signal which stays in a positive range above a zero crossing value during its entire operation; and an amplifier circuit configured to receive, amplify and pass the generated waveform signal to the primary of the ignition coil as an ignition signal.

2. The system of claim 1 , wherein the generated waveform signal is a DC pulsed waveform signal.

3. The system of claim 1, wherein the generated waveform signal has wavelengths of a higher frequency than signals in existing ignition systems.

4. The system of claim 1 , configured to use only the ignition coil is a step- up transformer.

5. The system of claim 1 , wherein the sparkplug is a dual electrode sparkplug.

6. The system of claim 1 , wherein the signal. generator is configured to .generate the generated waveform signal throughout substantially the entire downstroke path of the piston.

7. The system of claim 1 , wherein the spark signal creates a spark on the sparkplug which is hotter and larger than sparks of existing ignition systems.

8. The system of claim 1 , wherein emissions generated' by the ignition system are lower than emissions of existing ignition systems.

9. The system of claim 1 , wherein the sparkplug is a multiple electrode sparkplug.

10. The system according to claim 1, wherein the generated waveform signal is substantially a single frequency signal.

11.The system according to claim 10, wherein the single frequency of the single frequency signal is a resonant harmonic or subharmonic frequency of the ignition coil.

12. The system according to claim 1, further including a 12 VDC input signal.

13. The system according to claim 1, further including a 12-30 VDC input signal.

14. The system according to claim 1, wherein the generated waveform signal is a compound waveform signal comprised of a first generated waveform and a second generated waveform, wherein the first generated waveform is at a different frequency from the second generated waveform.

15. The system according to claim 1, further including a distribution ^' component located to receive the spark signal from the secondary of the ignition coil arid distribute it to the at least one sparkplug. ^•

16. A method of igniting a fuel mixture of an internal combustion engine comprising: generating a waveform signal which stays in a positive range above a zero crossing value during its entire operation; amplifying the waveform signal by a desired value; providing the amplified waveform signal to a primary side of an ignition coil as an ignition signal; . passing the ignition signal to a secondary side of the ignition coil; outputting the ignition signal as a spark signal to at least one of (i) a spark plug or (ii) a distribution component which then selectively supplies the spark signal to the sparkplug; and generating a spark at the sparkplug which ignites the fuel mixture, whereby a piston within the cylinder of the combustion engine moves in a downstroke path.

17. The method of claim 16, wherein the waveform signal is a pulsed DC signal.

18. The method of claim 16, wherein the waveform signal is a single frequency signal.

•19. The method of claim 16, wherein the single frequency signal is at a resonant harmonic of subharmonic frequency of the ignition coil.

20. The method of claim 16, wherein the waveform signal is a compound waveform signal having a first waveform and a second waveform, wherein the first waveform and second waveform have frequencies different from each other.