Fuel combustion enhancement device for internal combustion engine

Abstract

A fuel combustion enhancement device for use with an ignition system of a two-stroke or four-stroke internal combustion engine (ICE). A fuel combustion enhancement device is connected to the spark plug to regulate the spark generated from the voltage source to ignite the fuel-air mixture in the combustion chamber. The fuel combustion enhancement device includes a rectifier that rectifies a negative half-cycle of an alternating current (AC) from a voltage source to provide a negative direct current (DC) to a spark plug at a predetermined time and a predetermined duration of the combustion cycle.

Description

Technical Field

[0001] The present invention relates to a fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE), wherein a spark plug causes a spark to be generated from a voltage source to ignite the fuel-air mixture in the combustion chamber. Background Technology

[0002] There is a growing shift from hydrocarbon (gasoline and diesel) engines to so-called clean vehicles, which have engines that burn hydrogen, or engines that have electric motors or are powered by fuel cells.

[0003] The pressure to manage supply chains and manufacturing outputs is mounting as the production of existing hydrocarbon-fueled engines transitions to cleaner vehicles and those operating with fuel cells.

[0004] Against the backdrop of climate change and tightening regulations on greenhouse gas (GHG) or carbon dioxide (CO2) emissions, and with recent concerns about rising global oil prices, there is a growing need to improve fuel efficiency in internal combustion engines.

[0005] In addition, an increasing number of jurisdictions are requiring reductions in carbon emissions from transportation fuels.

[0006] Existing technology

[0007] Japanese patent application JP S601178976 (NITSUSEI) discloses a device for applying a negative charge to the ignition plug of an internal combustion engine.

[0008] Japanese patent application JP 5791265 (DAIHATSU) discloses a spark ignition device for internal combustion engines that improves ignition and efficiency when using plasma ignition.

[0009] This invention provides a simple and inexpensive device for reducing emissions from internal combustion engines, as a transition to a broader and more environmentally friendly solution.

[0010] Furthermore, the present invention aims to provide a device that can be integrated into existing automobile, motorcycle, marine engines, and various commercial internal combustion engines throughout the transition to cleaner vehicles, enabling the management of the supply chain and manufacturing capabilities for cleaner electric and fuel cell vehicles.

[0011] Another objective of this invention is to reduce other harmful emissions that contribute to smog, ozone, and respiratory problems.

[0012] Another objective of this invention is to improve the performance and lifespan of engine systems and reduce harmful and greenhouse gas emissions. Summary of the Invention

[0013] According to a first aspect of the invention, a fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE) is provided, wherein a spark plug causes a spark to be generated from a voltage source to ignite a fuel-air mixture in a combustion chamber, wherein the fuel combustion enhancement device is connected between an ignition coil and a spark plug, and includes: a rectifier that rectifies the negative half-cycle of alternating current (AC) from the voltage source to provide negative direct current (DC) to the spark plug at a predetermined moment and for a predetermined duration of the combustion cycle, wherein the predetermined moment is within 0.25 milliseconds after the piston passes top dead center (TDC), and wherein the predetermined duration is at least 1.0 milliseconds over the entire piston stroke.

[0014] The fuel combustion enhancement device includes control and current regulation components for rectifying alternating current. In use, the fuel combustion enhancement device is connected to one or more high-voltage coils via high-voltage (HT) wires, or in alternative embodiments, individual HT wires may be connected to each spark plug via the fuel combustion enhancement device.

[0015] Preferably, the rectifier rectifies the negative cycle of alternating current (AC) from the voltage source to provide negative direct current (DC) to the spark plug at predetermined times and for a predetermined duration of the combustion cycle. Therefore, the present invention provides a fuel combustion enhancement device that significantly reduces fuel consumption in spark-ignition gasoline engines, thereby improving mileage and reducing the vehicle's carbon footprint.

[0016] In a preferred embodiment, the rectifier includes at least one diode and optionally includes a diode arrangement configured to provide a continuous train of rectified pulses. Such an arrangement may include a so-called diode bridge network.

[0017] In some implementations, the spark gap of the spark plug is increased by at least 10% compared to its normal spacing, preferably by at least 25%, and most preferably by at least 30%, because this has been found to further enhance performance.

[0018] Preliminary tests indicate that it can reduce unburned hydrocarbons by 30% to 40% without compromising engine performance.

[0019] Therefore, this invention provides an alternative, feasible, and sustainable technology for existing hydrocarbon-fueled vehicles during the transition to electric or other clean fuel engines.

[0020] In some implementations, the fuel combustion enhancement device applies negative direct current (DC) to the spark plug in the combustion chamber within 0.5 milliseconds after the piston passes top dead center (TDC).

[0021] In some implementations, the fuel combustion enhancement device applies negative direct current (DC) to the spark plug in the combustion chamber for a predetermined duration of at least 2.0 milliseconds throughout the entire piston stroke.

[0022] In some implementations, the fuel combustion enhancement device applies negative direct current (DC) to the spark plug in the combustion chamber for a predetermined duration of at least 2 milliseconds throughout the entire piston stroke and after the piston passes top dead center (TDC).

[0023] Preferably, the fuel combustion enhancement device is enclosed in a housing, which is integrally fitted to a high-voltage (HT) conductor suitable for connection to a coil.

[0024] In a particularly preferred embodiment, multiple combustion enhancement devices are connected together and supported on a wiring harness that is shaped and configured to modify the engine.

[0025] The engine management control system can be configured to supply modulated voltage to the fuel combustion enhancement device. Optionally, the engine management control system can operate to supply modified modulated voltage pulses to the fuel combustion enhancement device.

[0026] In some implementations, the engine management control system is capable of operating to adjust the intake system in response to lean-burn signals obtained from sensors that sense carbon dioxide and / or carbon monoxide in the exhaust gas.

[0027] In some implementations, the engine management control system is capable of operating to adjust the fuel injectors in response to signals obtained from sensors that sense carbon dioxide and / or carbon monoxide in the exhaust gas.

[0028] Vehicles can be equipped with internal combustion engines, including engine management systems. The engine can be a two-stroke or a four-stroke internal combustion engine.

[0029] There are many other markets in commercial applications using various IC engines, including agricultural vehicles, trucks, mining equipment, concrete mixers, trams, compressors, generators, combined heat and power (CHP) engines, pumps, impactors, drilling rigs, power saws, shredders, lawnmowers, winches, conveyors, heaters, cranes, cutters, rollers, and rotary tillers.

[0030] Therefore, enhanced fuel combustion is applicable to many engine designs, including naturally aspirated and turbo-assisted engines, gasoline direct injection engines, two-stroke engines, rotary engines, natural gas conversion spark ignition engines, hydrogen engines, dual-fuel four-stroke spark ignition engines, combined heat and power (CHP) systems, gasification engine units, waste heat engines, gas-powered compressors, and natural gas and oil-driven generators.

[0031] Fuel combustion enhancement devices are suitable for light aircraft and piston-driven aircraft, including helicopters. They are also suitable for military applications, such as increasing mileage and reducing fuel logistics costs while improving vehicle performance.

[0032] Preferred embodiments of the invention will now be described with reference to the following figures, in which: Attached Figure Description

[0033] Figure 1A This is an overall view of an example of a spring connector used with a fuel combustion enhancement device in the ignition system of an internal combustion engine (ICE);

[0034] Figure 1B and Figure 1C This is an overall view of an example of a fuel combustion enhancement device used with the ignition system of an internal combustion engine (ICE);

[0035] Figure 2A It is a graph of ignition events in the conventional spark plug ignition curve of an internal combustion engine (ICE);

[0036] Figure 2B It is a graph of the combustion curve when a fuel combustion enhancement device is installed;

[0037] Figure 3 The hydrocarbon mass concentrations of a range of air-fuel mixtures are shown in the case of using conventional spark plugs, compared to fuel combustion enhancement devices.

[0038] Figure 4A This is an overall view of a second embodiment of a fuel combustion enhancement device used with an internal combustion engine (ICE) ignition system; and

[0039] Figure 4B It has a spring connector ( Figure 1A An overall view of another embodiment of the fuel combustion enhancement device, wherein the spring connector is connected in series with a semiconductor device connector from the coil assembly to each spark plug. Detailed Implementation

[0040] Fuel combustion enhancement devices rely on a complex combination of physical and chemical phenomena.

[0041] The following describes two implementation schemes for a fuel combustion enhancement device.

[0042] The first embodiment of the fuel combustion enhancement device is used as a modified component, such as Figure 1B and Figure 1CAs shown. The fuel combustion enhancement device can be connected as part of the spark plug and coil ignition system of a standard vehicle (not shown). The fuel combustion enhancement device is either mounted inside the ignition coil or between the ignition coil and the spark plug or engine. The fuel combustion enhancement device is mounted on either side of the high-voltage (HT) wire.

[0043] exist Figure 4A and Figure 4B A second embodiment of a fuel combustion enhancement device for use with the ignition system of an internal combustion engine is shown.

[0044] The testing of aftermarket components yielded encouraging results, as shown in the test data below.

[0045] The fuel combustion enhancement device was tested as a component connected in series with the HT wire, such as... Figure 1B and Figure 1C As shown.

[0046] In all applications, fuel combustion enhancement devices alter the characteristics of standard ignition spark plugs. Figure 2A The results of the fuel combustion enhancement device operating in plasma combustion of an air-to-fuel mixture are shown.

[0047] Basically, fuel combustion enhancement draws negative alternating current from the ignition coil and converts it into negative direct current for most of the piston stroke's dwell time, such as... Figure 2B As shown.

[0048] The waveform varies depending on the ignition coil configuration and ignition system control. A strong negative current atomically dissociates hydrogen and oxygen molecules present in the air-fuel mixture, allowing electrons to move more quickly through the combustible gas.

[0049] This process occurs within milliseconds of igniting the fuel mixture, thus contributing to a more complete combustion than a standard spark. This improved combustion releases more energy, thus providing more power to the engine, which in turn allows the air-fuel mixture to be leaned, requiring less fuel in the engine's combustion chamber. It is this reduction in fuel that contributes to the net decrease in total CO2 production, such as... Figure 3 As shown.

[0050] Due to the physical and chemical phenomena that occur due to improved fuel combustion, the present invention provides additional desired side effects, including reductions in other emissions such as carbon monoxide (CO), nitrogen oxides (NOx), and unburned hydrocarbons (He).

[0051] This is due to more complete combustion occurring in the engine. Furthermore, the exhaust (tailpipe) with a leaner air-fuel mixture contains a significantly higher amount of oxygen (O2). Additionally, since no residual combustion exhaust passes through the tailpipe, the thermal characteristics of the exhaust from the engine or vehicle are reduced, and therefore the tailpipe temperature decreases.

[0052] Figure 3 It is a graph showing the mass concentration of hydrocarbons in a series of air-fuel mixtures when using conventional spark plugs, compared to fuel combustion enhancement devices.

[0053] Enhanced fuel combustion increases combustion efficiency in spark-ignition gasoline engines (whether automotive or generator engines), enabling further reductions and thus further reductions in total CO2 production. This is due to the increased speed of solid-state design for future components. For example, current designs under development are four times faster than components already tested, which could mean more opportunities for leaner combustion in engines and further fuel reduction.

[0054] Figure 4A and Figure 4B Views of two additional embodiments of a fuel combustion enhancement device (10) used with the ignition system of an internal combustion engine (ICE) are shown.

[0055] refer to Figure 4A The fuel combustion enhancement device (10) is connected to and receives four spark plugs (20, 22, 24 and 26) which are inserted into the engine block (not shown). In at least one of the spark plugs (20, 22, 24 or 26), the spark gap “d” is shown as widened.

[0056] exist Figure 4B The image shows a transparent flexible sleeve housing with spring connectors (such as...) Figure 1A (As shown) is connected in series with the semiconductor device connector from the coil assembly to each spark plug.

[0057] exist Figure 4B In the alternative embodiment shown, the spring (99) is connected in-line to the semiconductor device (not shown) without a silicon sleeve. The spring connects the coil assembly (55) directly to the spark plug 59.

[0058] Alternatively, a standard spring can be used to “connect in series” the spark plug without any silicon sleeve, with the silicon sleeve connecting the improved spark plug to the coil assembly.

[0059] Figure 4BA view of the silicon sleeve (50) located between the coil assembly (55) and the spark plug (56) is shown. Inside the silicon sleeve (50) is a standard spring or a spring "connected in series" with a semiconductor (not shown) for connection to the spark plug (56). Figure 1A ).

[0060] exist Figure 4B In the middle, the four coil groups are shown from left to right as follows:

[0061] 1. A transparent flexible sleeve housing showing a spring connection in series with a semiconductor device, from a coil assembly (55) to a spark plug (56).

[0062] 2. A spring is connected in series with a semiconductor device (not shown) without any silicon sleeve. The spring connects the coil assembly (55) to the spark plug (58). The spring (99) is connected in series with a semiconductor device for a gasoline engine.

[0063] 3. Standard springs (99) are arranged in a row without any silicon sleeves to connect the coil assembly (55) to the unmodified spark plug (59).

[0064] 4. The silicon sleeve is located between the coil assembly (55) and the spark plug (60). Inside the silicon sleeve (70) is a standard spring or a spring connected in series with the semiconductor for connection to the spark plug. This arrangement has been modified for use with gasoline engines.

[0065] The silicon sleeve can be removed from the coil assembly (55). The standard spring can be removed, and the spring connected in series with the semiconductor ( Figure 1A Inserted into the silicone sleeve as a modification in all four positions of the 4-way coil assembly (55), making it ready for assembly into a gasoline engine.

[0066] Figure 4A The device (10) shown houses control and current regulation components and is connected to one or more high-voltage coils (not shown) via a high-voltage (HT) wire (28). In an alternative embodiment, a separate HT wire (not shown) may be connected to each of the spark plugs (20, 22, 24 and 26) via a fuel combustion enhancement device (10).

[0067] use Figure 4A An example of the test data obtained by the device shown is described below.

[0068] Test data

[0069] Automotive Technology Research Institute Ltd., Denmark, 2016

[0070] BMW 518i (Catalytic Converter)*

[0071] Before installing the fuel combustion enhancement device:

[0072] CO=0.61% vol

[0073] HC=159ppm

[0074] CO2 = 14.44% vol

[0075] O2 = 0.71% vol

[0076] λ=1.013

[0077] A fuel combustion enhancement device was installed, but no catalytic converter was used.

[0078] CO=0.20% vol

[0079] HC=341ppm

[0080] CO2 = 11.16% vol

[0081] O2 = 5.62% vol

[0082] λ=1.33

[0083] *Speed ​​60km / h

[0084] The report states that vehicles should achieve a standard of 33.1 to 35.8 mpg.

[0085] When equipped with a fuel combustion enhancement device, the vehicle achieves a standard fuel efficiency of 47.8 mpg, an improvement of 33.5%.

[0086] St. Speed ​​Professional Engine Tuning Company, UK, 2016

[0087] BMW 318i Mk II

[0088] Before installing the fuel combustion enhancement device:

[0089] CO=0.01% vol

[0090] CO2 = 14.9% vol

[0091] HC=94 ppm

[0092] O2 = 0.26% vol

[0093] λ=1.01

[0094] A fuel combustion enhancement device was installed:

[0095] CO = 0.005% vol

[0096] CO2 = 9.20% vol

[0097] HC=11ppm

[0098] O2 = 10.12% vol

[0099] λ=1.70

[0100] improve:

[0101] CO=50%

[0102] CO2=38%

[0103] HC=88%

[0104] O2=3.892%

[0105] λ=68%

[0106] The standard vehicle performance is 36 mpg, and with the fuel combustion enhancement device, the standard vehicle performance is 48 mpg. This represents a 33% improvement.

[0107] Designated professional motorcycle assistance service specialists, UK, 2016

[0108] Before the installation of the fuel combustion enhancement device, the Honda Pan-European 1100cc motorcycle (without catalytic converter):

[0109] CO=1.10% vol

[0110] HC=440ppm

[0111] CO2 = 8.4% vol

[0112] O2 = 8.6 vol%

[0113] Rpm=1000

[0114] λ=1.5

[0115] Equipped with a fuel combustion enhancement device:

[0116] CO=0.07% vol

[0117] HC=251ppm

[0118] CO₂ = 2.7% vol

[0119] O2 = 16.9% vol

[0120] Rpm=1000

[0121] λ=4.2

[0122] improve:

[0123] CO=93.63%

[0124] HC=42.95%

[0125] CO2 = 67.86%

[0126] O2 = 196.51%

[0127] λ=280.00%

[0128] In addition to reducing emissions, initial tests also demonstrated improved fuel efficiency.

[0129] The aforementioned implementation scheme can be modified by including control circuitry in a conventional engine management system (not shown).

[0130] This includes off-road bikes, track bikes, superbikes, mini bikes, scooters, mopeds, quad bikes, go-karts, jet skis, all marine vehicles with internal and external engines, sleds, and all forms of multi-terrain vehicles and all-terrain vehicles (MTVs and ATVs).

[0131] It should be understood that changes may be made to the aforementioned embodiments without departing from the scope of protection defined by the claims.

Claims

1. A fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE), wherein a spark plug causes a spark from a voltage source to ignite a fuel-air mixture in a combustion chamber, wherein the fuel combustion enhancement device is connected between an ignition coil and the spark plug, and comprises: A rectifier that rectifies the negative half-cycle of alternating current (AC) from the voltage source to provide negative direct current (DC) to the spark plug at a predetermined moment and for a predetermined duration during the combustion cycle, wherein the predetermined moment is within 0.25 milliseconds after the piston passes top dead center (TDC) and wherein the predetermined duration is at least 1.0 millisecond during the entire piston stroke.

2. The fuel combustion enhancement device according to claim 1, wherein, Throughout the piston stroke, the rectifier supplies negative direct current (DC) to the spark plug for a predetermined duration of at least 1.5 milliseconds, preferably at least 2.0 milliseconds.

3. The fuel combustion enhancement device according to claim 1 or 2, wherein, The fuel combustion enhancement device applies negative direct current (DC) to the spark plug in the combustion chamber within 0.5 milliseconds after the piston passes top dead center (TDC).

4. The fuel combustion enhancement device according to any one of the preceding claims, wherein the fuel combustion enhancement device is enclosed in a housing, the housing being integrally fitted to a high voltage (HT) conductor adapted for connection to a coil.

5. The fuel combustion enhancement device according to any one of the preceding claims, wherein, Multiple combustion enhancement devices are connected together and supported on a wiring harness that is shaped and configured to modify the engine.

6. The fuel combustion enhancement device according to any one of the preceding claims, wherein, The spark gap of the spark plug is increased by at least 10% compared to its conventional spacing.

7. The fuel combustion enhancement device according to any one of the preceding claims, wherein, The spark gap of the spark plug is increased by at least 25% compared to its conventional spacing.

8. The fuel combustion enhancement device according to any one of the preceding claims, wherein, The spark gap of the spark plug is increased by at least 30% compared to its conventional spacing.

9. An engine management and control system configured to supply a modulation voltage to a fuel combustion enhancement device according to any one of claims 1 to 8.

10. The engine management and control system according to claim 9, wherein, The engine management and control system is configured to supply modified modulated voltage pulses to the fuel combustion enhancement device.

11. The engine management control system according to claim 9 or 10, wherein the engine management control system is operable to adjust the intake device in response to a lean-burn signal obtained from a sensor sensing carbon dioxide and / or carbon monoxide in the exhaust gas.

12. The engine management control system according to any one of claims 9 to 11, wherein the engine management control system is operable to adjust the fuel injector in response to a signal obtained from a sensor sensing carbon dioxide and / or carbon monoxide in the exhaust gas.

13. A vehicle equipped with an internal combustion engine, comprising a fuel combustion enhancement device according to any one of claims 1 to 8 and / or an engine management control system according to any one of claims 9 to 12.

14. The vehicle equipped with an internal combustion engine according to claim 13, wherein the internal combustion engine is a two-stroke internal combustion engine.

15. The vehicle equipped with an internal combustion engine according to claim 14, wherein the internal combustion engine is a four-stroke internal combustion engine.

16. The vehicle equipped with an internal combustion engine according to claim 14 or 15, wherein the vehicle is from the group consisting of: motorcycles, automobiles, trucks, airplanes, boats, aircraft, and ships.

17. The vehicle equipped with an internal combustion engine according to claim 15 or 16, wherein the internal combustion engine is derived from the group consisting of: gas turbine engines, cement mixer truck engines, and outboard engines.

18. A gasoline-powered generator comprising a fuel combustion enhancement device according to any one of claims 1 to 8.

Images