A fuel combustion enhancement device for an 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). The fuel combustion enhancement device is connected to a sparkplug so as to modify the spark generated from a voltage source to ignite a fuel air mixture in a combustion chamber. The fuel combustion enhancement device includes a rectifier, which rectifies a negative cycle of an alternating current (AC) from the voltage source, to provide a negative direct current (DC) to the sparkplug, at a predefined instant and for a predefined duration of a combustion cycle.

Description

[0001] A Fuel Combustion Enhancement Device for an Internal Combustion Engine

[0002] Field

[0003] This invention relates to a fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE), in which a sparkplug causes a spark to be generated from a voltage source to ignite a fuel air mixture in a combustion chamber.

[0004] Background

[0005] There is an increasing transition from hydrocarbon (petrol and diesel) engines to so- called cleaner vehicles with engines which burn hydrogen, or which have electric motors or are powered by fuel cells.

[0006] There are increasing pressures to manage supply chains and manufacturing output, during the transition from production of existing hydrocarbon fuel engines to cleaner vehicles and ones operating with fuel cells.

[0007] In the context of climate change and the tightening of greenhouse gas (GHG) or carbon dioxide (CO2) emissions legislation, and in terms of recent concerns about global oil price rises, there is an increasing need to improve fuel consumption in internal combustion engines.

[0008] Furthermore, an increasing number of jurisdictions are demanding a reduction in the carbon emissions of transportation fuels.

[0009] Prior Art Japanese patent application JP S601178976 (NITSUSEI) discloses a device to apply a negative charge on an ignition plug for an internal combustion engine.

[0010] Japanese patent application JP 5791265 (DAIHATSU) discloses a spark ignition device for an internal combustion engine which improves ignition and efficiency when igniting using plasma.

[0011] The invention arose to provide a simple and cheap means to reduce emissions from internal combustion engines as a transition towards a more extensive, ‘greener’ solution.

[0012] In addition, the invention aims to provide a device that can be incorporated into existing automobiles, motorcycles, marine engines and a wide range of commercial internal combustion engines throughout the transition to cleaner vehicles, so that the supply chain and manufacturing capabilities of cleaner electric and fuel cell vehicles, can be managed.

[0013] Another object of the invention is to reduce other harmful emissions that cause smog, ozone and respiratory problems.

[0014] Another aim of the invention is to improve the performance and longevity of engine systems and, to reduce harmful and greenhouse gas emissions.

[0015] Summary of the Invention

[0016] According to a first aspect of the invention there is provided a fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE), in which a sparkplug 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 intermediate an ignition coil and the sparkplug and includes: a rectifier which rectifies a negative cycle of an alternating current (AC) from the voltage source to provide a negative direct current (DC) to the sparkplug at a predefined instant and for a predefined duration of a combustion cycle wherein the predefined instant is within 0.25 milliseconds after a piston passes top dead centre (TDC) and wherein the predefined duration is at least 1 .0 millisecond throughout a piston stroke.

[0017] The fuel combustion enhancement device includes control and current conditioning components for rectifying an alternating current. In use, the fuel combustion enhancement device is connected to one or more high-tension coils via a high-tension (HT) lead, or, in an alternative embodiment, separate HT leads may be connected to each sparkplug via the fuel combustion enhancement device.

[0018] Preferably, a rectifier rectifies a negative cycle of an alternating current (AC) from the voltage source, to provide a negative direct current (DC) to the sparkplug at a predefined instant and for a predefined duration of a combustion cycle. The invention therefore provides a fuel combustion enhancement device which significantly reduces fuel consumption in spark ignition gasoline engines and therefore improves milage and reduces the ‘carbon footprint’ of the vehicle.

[0019] In a preferred embodiment, the rectifier includes at least one diode and, optionally, an arrangement of diodes configured to provide a continuous train of rectified pulses. Such an arrangement may include a so-called bridge network of diodes.

[0020] In some embodiments a spark gap of a sparkplug is increased by at least 10%, preferably by at least 25% and most preferably by at least 30% of its normal spacing as this has been found to further enhance the performance.

[0021] Preliminary testing demonstrates that a reduction of 30-40% of unburnt hydrocarbons can be achieved without loss of performance in the engine. Therefore, the invention offers an alternative, viable and sustainable technology for existing hydrocarbon fuel vehicles during the transition to electric or other clean-fuel engines.

[0022] In some embodiments the fuel combustion enhancement device applies the negative direct current (DC) to the sparkplug in the combustion chamber within 0.5 milliseconds, after a piston passes top dead centre (TDC).

[0023] In some embodiments, the fuel combustion enhancement device the fuel combustion enhancement device applies the negative direct current (DC) to the sparkplug in the combustion chamber for the predefined duration of at least 2.0 milliseconds, throughout a piston stroke.

[0024] In some embodiments the fuel combustion enhancement device applies the negative direct current (DC) to the sparkplug in the combustion chamber for the predefined duration of at least 2 milliseconds, throughout a piston stroke and after the piston passes top dead centre (TDC).

[0025] Preferably the fuel combustion enhancement device is enclosed in a housing, which is fitted integrally to a high tension (HT) lead, adapted to be connected to a coil.

[0026] In a particularly preferred embodiment, a plurality of combustion enhancement devices is connected together and supported on a harness, which is shaped and configured to retrofit to an engine.

[0027] An engine management control system may be configured to supply a modulating voltage to the fuel combustion enhancement device. Optionally the engine management control system is operative to supply modified modulating voltage pulses to a fuel combustion enhancement device. In some embodiments the engine management control system is operative to modify an air intake device in response to a lean burn signal obtained from a sensor which senses carbon dioxide and / or carbon monoxide in an exhaust gas.

[0028] In some embodiments of the engine management control system is operative to modify a fuel injector in response to a signal obtained from a sensor which senses carbon dioxide and / or carbon monoxide in an exhaust gas.

[0029] A vehicle may be fitted with an internal combustion engine including the engine management system. The engine may be a two-stroke internal combustion engine or a four-stroke internal combustion engine.

[0030] Many other markets exist in commercial applications that use various IC engines, including farm vehicles, trucks, mining equipment, concrete mixers, trams, compressors, generators, combined heat and power engines (CHP), pumps, impactors, drills, power saws, shredders, mowers, winches, conveyors, heaters, hoists, cutters, rollers and rotavators.

[0031] The fuel combustion enhancement is therefore suitable for use with many engine designs including naturally-aspirated and turbo-assisted engines, gasoline direct injection engines, two-stroke engines, rotary engines, natural-gas converted sparkignition engines, hydrogen engines, dual-fuel four-stroke spark-ignition engines, combined heat and power systems (CHP), gasification engine installations, waste to energy engines, gas powered compressors and natural gas and petrol-driven generators.

[0032] The fuel combustion enhancement device is suitable for light aircraft and piston driven craft including helicopters. The fuel combustion enhancement device is also suitable for military applications, for example extending range and reducing fuel logistics costs, whilst improving vehicle performance.

[0033] Preferred embodiments of the invention will now be described, with reference to the following Figures in which:

[0034] Brief Description of the Figures

[0035] Figure 1 A is an overall view of one example of a spring connection for use with a fuel combustion enhancement device for an ignition system of an internal combustion engine (ICE);

[0036] Figures 1 B and 1 C are overall views of one example of the fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE);

[0037] Figure 2A is a graph of an ignition event of a conventional sparkplug ignition profile in an internal combustion engine (ICE);

[0038] Figure 2B is a graph of a burn profile when the fuel combustion enhancement device is fitted;

[0039] Figure 3 shows concentration by mass of hydrocarbons for a range of air-fuel mixtures with a conventional sparkplug when compared with a fuel combustion enhancement device;

[0040] Figure 4A is an overall view of a second embodiment of a fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE); and

[0041] 6

[0042] SUBSTITUTE SHEET (RULE 26) Figure 4B is an overall view of a further embodiment of a fuel combustion enhancement device with spring connections (Figure 1A) that are arranged in a line with a semi-conductor device connection from a coil pack to each spark plug.

[0043] Detailed Description of Preferred Embodiments of the Invention

[0044] The fuel combustion enhancement device relies on a complex combination of physical and chemical phenomena.

[0045] Below, two embodiments of the fuel combustion enhancement device are described.

[0046] The first embodiment of the fuel combustion enhancement device is as a retrofit component, shown in Figures 1 B and 1 C. The fuel combustion enhancement device can be connected as part of a sparkplug and coil ignition system of a standard vehicle (not shown). The fuel combustion enhancement device is either fitted inside an ignition coil or between the ignition coil and a sparkplug or engine. The fuel combustion enhancement device is installed on either side of a high tension (HT) lead.

[0047] The second embodiment of a fuel combustion enhancement device for use with an ignition system of an internal combustion engine, is shown in Figures 4A and 4B.

[0048] Tests on an after-market style component indicate encouraging results as shown in the test data below.

[0049] The fuel combustion enhancement device was tested as a component for fitting inline with HT leads, as depicted in Figures 1 B and 1 C .

[0050] In all application scenarios, the fuel combustion enhancement device changes the characteristics of a standard ignition sparkplug. The results of the fuel combustion enhancement device in operation in a plasma burn of air to fuel mixtures is shown in Figure 2A.

[0051] Essentially the fuel combustion enhancement takes the negative alternating current from the ignition coil and converts this to a direct negative current for the majority of the dwell time to the piston stroke, as shown in Figure 2B.

[0052] Waveforms vary with ignition coil configurations and ignition system controls. A strong negative current atomically dissociates the hydrogen and oxygen molecules present in the air to fuel mixture, allowing the electrons to move more quickly through the combustible gas.

[0053] This process happens within milliseconds of energising the fuel mixture and so helps to create more complete combustion than that from a standard spark. This improved combustion releases more energy and so provides more power to the engine, which in turn enables the air to fuel mixture to be leaned off, so that less fuel is needed in an engine combustion chamber. It is this reduction of fuel which provides a net drop in the overall production of CO2, as can be seen in Figure 3.

[0054] Due to the physical and chemical phenomena occurring as a result of the improved fuel combustion, the invention offers additional desirable side effects which include the reduction of other emissions such as carbon monoxide (CO), nitrous oxides (NOx), and un-burnt hydrocarbons (He).

[0055] This is due to more complete combustion occurring in the engine. Furthermore, oxygen (O2) is evident in greater quantities in an exhaust (tailpipe) with an air to fuel mixture that is leaned off. Also, the heat signature from the exhaust of the engine or vehicle is reduced, due to there being no residual burning exhaust gases coming through the tailpipe, and the tail pipe temperatures drop as a result. Figure-3 is a graph showing concentration by mass of hydrocarbons for a range of airfuel mixtures with a conventional sparkplug when compared with a fuel combustion enhancement device.

[0056] The fuel combustion enhancement increases the efficacy of combustion in spark ignition gasoline engines, be they automotive or power generation, thus enabling further leaning off and therefore further reduction in overall CO2production. This is due to the speed improvements in the solid-state design of future components. For example, the current design in development is four times faster than the component already being tested, which could mean even greater opportunities to lean off the engine and enable further fuel reduction.

[0057] Figures 4A and 4B show views of two further embodiments of a fuel combustion enhancement device (10), for use with an ignition system of an internal combustion engine (ICE).

[0058] Referring to Figure 4A, fuel combustion enhancement device (10) is connected to and receives four sparkplugs (20, 22, 24 and 26), which are inserted into an engine block (not shown). In at least one of the sparkplugs (20, 22, 24 or 26) the spark gap ‘d’ is shown as widened.

[0059] In Figure 4B a transparent flexible sleeve housing is shown, in which spring connections (as shown in Figure 1A) are arranged in a line with a semiconductor device connection from a coil pack to each spark plug.

[0060] In an alternative embodiment, shown in Figure 4B, a spring (99) is connected ‘in-line’ with a semiconductor device (not shown) without a silicon sleeve. The spring connects a coil pack (55) directly to a sparkplug 59. Optionally a standard spring ‘in line’ sparkplug may be used without any silicon sleeve in place which connects a modified sparkplug to a coil pack.

[0061] Figure 4B shows a view of a silicon sleeve (50) positioned between a coil pack (55) and sparkplug (56). Inside the silicon sleeve (50) is either a standard spring or spring ‘in line’ (Figure 1A) with a semi-conductor (not shown) for connection to the sparkplug (56).

[0062] In Figure 4B, the 4-way coil pack from left to right shows the following:

[0063] 1. A transparent flexible sleeve housing, which illustrates a spring connection ‘in line’ with a semi-conductor device from the coil pack (55) to the sparkplug (56).

[0064] 2. A spring in line with a semi-conductor device (not shown), without any silicon sleeve in place, which connects the coil pack (55) to sparkplug (58) with spring (99) in line with a semi-conductor device for petrol engines.

[0065] 3. A standard spring (99) in line without any silicon sleeve in place, connecting the coil pack (55) to an unmodified sparkplug (59).

[0066] 4. A silicon sleeve in place between the coil pack (55) and sparkplug (60). Inside the silicon sleeve (70) is either a standard spring or a spring in line with a semiconductor for connection to a sparkplug. This arrangement is modified for use with petrol engines.

[0067] The silicon sleeve can be removed from the coil pack (55). A standard spring can be removed and the spring in line with semi-conductor (Figure 1 A) can be inserted in to a silicone sleeve as a retrofit in all four positions on the 4-way coil pack (55) so that it is ready to fit to a petrol engine. The device (10), shown in Figure 4A, houses control and current conditioning components and is connected to one or more high tension coils (not shown) via a high-tension (HT) lead (28). In an alternative embodiment, separate HT leads (not shown) may be connected to each of sparkplugs (20, 22, 24 and 26) via the fuel combustion enhancement device (10).

[0068] Examples of test data obtained using the device shown in Figure 4A are set out below.

[0069] TEST DATA

[0070] Automobil Teknisk Institut ApS Denmark 2016

[0071] BMW 518i (catalytic converter)*

[0072] Before installation of the fuel combustion enhancement device:

[0073] CO = 0.61% vol

[0074] HC = 159 ppm

[0075] CO2= 14.44% vol

[0076] O2= 0.71% vol

[0077] Lambda = 1.013

[0078] With the fuel combustion enhancement device installed and without any catalytic converter:

[0079] CO = 0.20% vol

[0080] HC = 341 ppm

[0081] CO2= 11.16% vol

[0082] O2= 5.62% vol

[0083] Lambda = 1 .33 speed 60 km / hour

[0084] Vehicle is reported to do 33.1 to 35.8 mpg as standard.

[0085] When the fuel combustion enhancement device is fitted the vehicle performs with

[0086] 47.8 mpg as standard. Improvement of 33.5%

[0087] Sanspeed - Professional Engine Turners UK, 2016

[0088] BMW 318i Mk II

[0089] Before installation of the fuel combustion enhancement device:

[0090] CO = 0.01% vol

[0091] CO2= 14.9% vol

[0092] HC = 94 ppm

[0093] O2= 0.26% vol

[0094] Lambda = 1 .01

[0095] With the fuel combustion enhancement device installed:

[0096] CO = 0.005% vol

[0097] CO2= 9.20% vol

[0098] HC = 11 ppm

[0099] O2= 10.12% vol

[0100] Lambda = 1 .70 Improvements:

[0101] CO = 50%

[0102] CO2= 38%

[0103] HC = 88%

[0104] O2= 3.892%

[0105] Lambda = 68%

[0106] Vehicle operation is reported as 36 mpg as standard and with the fuel combustion enhancement device fitted the vehicle MPG is 48 mpg as standard. Improvement of 33%.

[0107] Pin Point Professional Riding Services Motorcycle Specialists - UK 2016

[0108] Honda Pan European 1100cc motorcycle (no catalytic convertor) Before installation of the fuel combustion enhancement device:

[0109] CO = 1.10% vol

[0110] HC = 440 ppm

[0111] CO2 = 8.4% vol

[0112] O2 = 8.6% vol

[0113] RPM = 1000

[0114] Lambda = 1 .5

[0115] With the fuel combustion enhancement device fitted:

[0116] CO = 0.07% vol

[0117] HC = 251 ppm

[0118] CO2 = 2.7% vol

[0119] O2= 16.9% vol RPM = 1000

[0120] Lambda = 4.2

[0121] Improvements:

[0122] CO = 93.63%

[0123] HC = 42.95%

[0124] CO2= 67.86%

[0125] O2= 196.51%

[0126] Lambda = 280.00%

[0127] In addition to reduced emissions, initial trials indicate an improved efficiency of fuel consumption.

[0128] Variation may be made to the aforementioned embodiments by including control circuitry in a conventional engine management system (not shown).

[0129] Other leisure sectors include offroad bikes, track bikes, superbikes, mini bikes, scooters, mopeds, quadbikes, go-karts, jet skis, all boat engines inboard and outboard, snowmobiles and all forms of multi-terrain and all-terrain vehicles (MTVs and ATVs).

[0130] It will be appreciated that variation may be made to the aforementioned embodiments without departing from the scope of protection as defined by the claims.

Claims

1 . A fuel combustion enhancement device for use with an ignition system of an internal combustion engine (ICE), in which a sparkplug 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 intermediate an ignition coil and the sparkplug and includes: a rectifier which rectifies a negative cycle of an alternating current (AC) from the voltage source to provide a negative direct current (DC) to the sparkplug at a predefined instant and for a predefined duration of a combustion cycle wherein the predefined instant is within 0.25 milliseconds after a piston passes top dead centre (TDC) and wherein the predefined duration is at least 1.0 millisecond throughout a piston stroke.

2. A fuel combustion enhancement device according to claim 1 wherein the rectifier provides a negative direct current (DC) to the sparkplug for the predefined duration of at least 1.5 milliseconds, preferably for at least 2.0 milliseconds, throughout a piston stroke.

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

4. A fuel combustion enhancement device, according to any preceding claim, is enclosed in a housing which is fitted integrally to a high tension (HT) lead which is adapted to be connected to a coil.

5. A fuel combustion enhancement device according to any preceding claim wherein a plurality of combustion enhancement devices is connected together and supported on a harness, the harness is shaped and configured to retrofit to an engine.

6. A fuel combustion enhancement device according to any preceding claim wherein a spark gap of a sparkplug is increased by at least 10% of its conventional spacing.

7. A fuel combustion enhancement device according to any preceding claim wherein a spark gap of a sparkplug is increased by at least 25% of its conventional spacing.

8. A fuel combustion enhancement device according to any preceding claim wherein a spark gap of a sparkplug is increased by at least 30% of its conventional spacing.

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

10. An engine management control system, according to claim 9, is configured to supply modified modulating voltage pulses to a fuel combustion enhancement device.

11. An engine management control system according to claim 9 or 10 is operative to modify an air intake device in response to a lean burn signal obtained from a sensor that senses carbon dioxide and / or carbon monoxide in an exhaust gas.

12. An engine management control system according to any of claims 9 to 11 is operative to modify a fuel injector in response to a signal obtained from a sensor which senses carbon dioxide and / or carbon monoxide in an exhaust gas.

13. A vehicle fitted with an internal combustion engine includes the fuel combustion enhancement device according to any o f claims 1 to 8 and / or the engine management system according to any of claims 9 to 12.

14. A vehicle fitted with an internal combustion according to claim 13 which has a two-stroke internal combustion engine.

15. A vehicle fitted with an internal combustion according to claim 14 which has a four-stroke internal combustion engine.

16. A vehicle fitted with an internal combustion according to either claim 14 or 15 from the group comprising: a motorcycle, an automobile, a truck, an aeroplane, a boat, a craft and a vessel.

17. A vehicle fitted with an internal combustion according to either claim 15 or 16 from the group comprising: a gas turbine engine, a cement mixer and an outboard engine.

18. A petrol-driven generator including the fuel combustion enhancement device according to any of claims 1 to 8.

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