Patent Application
20080271723
The present invention relates to internal combustion engines. The present invention has particular applicability to spark-ignition engines having spark plug wires, glow plug wires, internal spark plugs and external spark plugs.
Conventional spark-ignition internal combustion engines are generally inefficient, and thus costly to operate due to the cost of fuel. Furthermore, they emit pollutants that adversely impact health and the environment, including greenhouse gases, which contribute to global warming. Still further, they emit other pollutants which have been linked to human health problems and environmental problems such as smog, and require complex and costly equipment, such as catalytic converters, to control.
There exists a need for an apparatus and methodology for increasing the fuel efficiency of internal combustion engines. There also exists a need for an apparatus and methodology for reducing the greenhouse gases and other emissions from internal combustion engines.
To reduce the effects of global warming and reduce the need for gasoline/liquid/fossil fuel, the invention connects an anti-global warming energy power system (AGWEPS) device to an external spark plug wire, or to the wires connecting to an internal spark plug, of an internal combustion engine as close as possible to the spark plug boot at the spark plug. When the engine is started, the spark (of energy) travels past the AGWEPS and to the spark plug and ignites the fuel, while the AGWEPS provides what is believed to be dipolar ionization of the fuel and a tremendous power push upon the pistons. As a result, very little fuel is consumed and the fuel burns essentially clean. The AGWEPS may be attached to each of the spark plug wires of the engine and its cylinders. The spark traveling along the spark plug wire goes past the AGWEPS material, creating a tremendous power thrust that is sent down the spark plug wire(s), through the spark plug(s) and into the combustion chamber(s). The piston(s) is(are) pushed upon with tremendous energy/force, and the apparent dipolar ionization of the fuel causes the fuel to burn at a faster rate. As a result, there is a major reduction in the amount of fuel used by the engine(s), and the fuel burns essentially clean, with little or no fumes.
An advantage of the present invention is a method and apparatus for increasing the horse power and fuel mileage of an engine, and causing the fuel to burn clean (almost without fumes), to reduce air pollutant emissions that adversely impact health and the environment and fight global warming. The wide spread use of the inventive methodology will mean vehicles and other engines will demonstrate more power and efficiency, use less fuel, and almost eliminate the emissions of any kind into the atmosphere. The inventive method increases the horsepower and/or torque due to the creation of energy by what is believed to be dipolar ionization of the fuel, the clean burning of the fuel, and the increased power output by the engine. An immense power thrust results when the spark passes the AGWEPS and then travels down the spark plug wire, through the spark plug, and into the engine, igniting the fuel and pushing upon the pistons. There also appears to be a larger explosion of the fuel at a cooler temperature, as well as ionization of the fuel which results in the emission of far less fumes. Thus, the AGWEPS initially helps to initiate a major release of power upon the piston(s), while the spark is igniting the fuel. The effect of the use of the AGWEPS is a major reduction of the amount of fuel needed to get the engine started and then for it to stay running (and also to help power the vehicle to move up to full speed, regardless of its weight and size) and essentially clean burning of the fuel, with the emission of far less fumes.
Additional advantages of the present invention will become readily apparent to those skilled in this art from the following detailed description, wherein only an exemplary embodiment of the present invention is shown and described, simply by way of illustration of the best mode contemplated for carrying out the present invention. As will be realized, the present invention is capable of other and different embodiments, and its several details are capable of modifications in various obvious respects, all without departing from the invention. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.
Reference is made to the attached drawings, wherein elements having the same reference numeral designations represent like elements throughout, and wherein:
Conventional spark-ignition internal combustion engines are generally inefficient, and thus costly to operate. Furthermore, they emit greenhouse gases and other pollutants, which contribute to global warming and human health problems. The present invention addresses and solves these problems stemming from conventional engines. Although vehicle engines are discussed in detail below and, more specifically, engines having spark plugs, the various embodiments of the present invention are not limited to these exemplary uses of the AGWEPS device. For example, the AGWEPS device may prove beneficial in an engine of a watercraft, a jet engine of an aircraft, an engine of lawn mowers and other agricultural equipment, and in fuel-powered generators. Furthermore, as discussed in more detail below, the AGWEPS device operates with spark-ignition engines as well engines such as diesel engines that operate using a glow plug.
As meant herein, a power wire of an internal combustion engine includes any wire that directs electrical energy towards a combustion chamber of the engine. For example, in a typical gasoline multi-cylinder engine, each cylinder has a respective ignition wire that carries the electrical energy to a spark plug. This is true whether the engine has a conventional distribution or includes an electronic ignition. In the case of a diesel engine, there is a power wire that carries electrical current to a respective glow plug for each cylinder. In the case of coil-over-plug configurations, there are two power wires (typically red in color) and the AGWEPS may be attached to either one of these power wires. Furthermore, there are typically other components between the source of electrical energy and the combustion chamber. These components may, for example, include the boot of the spark plug wire, an adaptive fitting between the spark plug (or glow plug) and the power wire, and also, the spark plug, or glow plug, itself. The AGWEPS may be located anywhere between the electrical energy source and the combustion chamber and, therefore, the term “power wire” is meant to also encompass any component in this region in addition to conventional wires. Thus, the use of the term “spark plug wire” in specific examples described herein is not meant to limit the applicability of the AGWEPS device to only those engines described.
In general, the invention relates to a methodology for using less fuel in engines while increasing power by what is believed to be dipolar ionization of the fuel. Dipolar ionization of fuel results in strong energy and an electrical power system/power push, whereby each of the engine's pistons are pushed upon by this very strong force, and there is consequently a much reduced level of fuel consumption. The fuel is believed to be dipolar ionized by the AGWEPS device, and essentially burns clean. As the spark travels down the spark plug wire to the spark plug, it passes the AGWEPS device, and as it passes there is a release (or thrust) of a tremendous additional amount of power, which is sent or carried into the spark plug and pushes the piston. A single AGWEPS can be used for each spark plug, or a plurality of AGWEPS can be used, without limitation. In one embodiment of the present invention, good results have been achieved using two AGWEPS on each spark plug wire, for internal or external spark plugs or glow plugs. The effect resembles two strong magnets pushing away from each other as their positive sides are pushed together. This major pushing power is readily apparent and felt. The electro-mag-subsonic frequency arising from the AGWEPS tremendously increases the thrust/power brought to bear on the piston(s). It follows the path of the spark plug wire into the spark plug and into the engine's combustion chamber, and pushes the piston(s) backwards to cause a quicker attainment of full power, while the spark from the spark plug is igniting the fuel. The sparking of the spark plug and the release and passing of the power arising from the AGWEPS′ apparent dipolar ionization of the fuel, is believed to result in the fuel exploding and burning in an essentially cooler, clean way. It is also believed that, in this way, emissions from the engine are significantly reduced because almost all the carbon of the fuel is burnt. The engine needs little fuel to cause full acceleration, and also achieves more power without having to push the gas pedal very much for the vehicle to get moving. Furthermore, there is a dramatic reduction in the amount of fumes, since the emissions are essentially clean. The overall impact of the inventive AGWEPS methodology is much cleaner emissions and a potentially tremendous favorable effect on the reduction of global warning, if the invention is used on a large-scale basis around the world. The result would be a major lowering of demand for fossil fuels. As used herein, the term “subsonic” refers to frequency of acoustical energy and not its propagation speed. Typically, subsonic frequencies are recognized as frequencies below 10 Hz.
According to the present invention, the inventive AGWEPS methodology is for use in engines with internal or external spark plugs, spark plug wires, pistons and cylinders, including hybrid power plants, which operate using gasoline, diesel fuel (via the engine's glow plugs), gas, coal, bio fuel and other types of fuels.
The AGWEPS methodology uses a device attached to a conventional spark plug wire. Ideally, it is placed next to a conventional spark plug boot on the spark plug wire. However, our research has shown placement of the device no more than five (5) inches from the spark plug itself has proven particularly effective, since the effect of the AGWEPS on power becomes weaker the further away from the spark plug boot and spark plug the material has been attached to the spark plug wire. The acceptable distance of the device's location will vary in accordance with the condition, operating specifications and characteristics and performance of different engines. How near the inventive device can be properly attached to the spark plug varies depending on the engine configuration, based on accessibility. A “+” or other marking on one end of the AGWEPS is aimed “away” from the spark plug boot and the spark plug itself. The AGWEPS may be attached by simply wrapping together the outside of the AGWEPS and the spark plug wire with black electrical tape, and covering the outer surface of the AGWEPS with the tape. Alternatively, the outside of the AGWEPS may be protectively coated, and the spark plug wire and the AGWEPS are then clamped together using any of a variety of known techniques. Another alternative includes the use of one or more straps or zip ties to attach an AGWEPS device to a power wire. The material of which the AGWEPS is comprised is a dipolar material such that the dipoles are aligned during its manufacture. Consequently, one end of the AGWEPS device is labeled with a “+” or some similar indicator.
In one preferable embodiment, the AGWEPS device comprises a dipolar material having the following physical/chemical characteristics and composition:
Max Temp. Significant 950 degree C.
Ceramic Powder fused to a certain pole shape; e.g., a solid cylindrical shape
Gravity N705 g/cc
Lead Oxide 1317-36-8 50-80% PEL 0.05 mg/m3 (as PB)
Zirconium Dioxide 7440-67-7 0-35% PEL 5 mg/m3 (as Zx) STEL 10 mg/m3
Titanium Dioxide 13463-67-7 0-30% PEL 15 mg/m3
Strontium Oxide 7440-24-6 0-10%
Organic Binders 0-2% Carbon Black Graphite
The above material is made into AGWEPS dipolar material for use in the inventive methodology using the following process:
Mix and roll the material out. It is desirable to heat the material, so it is made softer and easier to roll in a way very similar to the rolling of bread. The material is cut using a laser cutter and compressed to the desired shape.
2) Add carbon black graphite dipolar material to the material, and roll it out. The carbon black graphite creates a dipolar electrical material and also functions as a electromagnet when electricity is subsequently used to tune the fiber in the material.
3) Heat the material. The carbon black graphite will extrude from the material upon reaching a temperature of between 400 to 500 degrees C. The carbon black graphite acts as a binder to crystallize the material. Electricity is used during heating to activate and tune the dipolar material in a way that is similar to that of a computer being used to read frequencies.
4) After the material is crystallized, it is pounded so that the positive and negative is lined up. The material is then in its final form as the dipolar material called AGWEPS.
An example of AGWEPS material that can be used to practice the invention is a model EC64 Slug manufactured by EDO of Salt Lake City, Utah. However, while the EC64 Slug was used for convenience, the invention can be independently made from raw materials to suit the individual needs of the user. One exemplary slug has a length of approximately 0.736 inches with an outside diameter of approximately 0.590 inches although other dimensions are contemplated as well.
In certain embodiments of the invention, described later, a diode may be included internal to or external to the AGWEPS device for cooling the AGWEPS device and for directing the energy in a single direction. In the internal diode embodiment, the diode is inserted into the AGWEPS material while it is cooling down and the material is still soft enough to allow insertion of the diode and reshaping of the AGWEPS after step 4 above. In further embodiments of the present invention, an additional diode may be attached to the outside of the AGWEPS device. By forming electrodes on each end of the AGWEPS device that are electrically connected with the diodes, the AGWEPS can be used to create a supply of electricity. The electrodes, such as electrodes comprising silver, enable power to be extracted from the device. The availability of the electrodes also provides a way to test the installation of an AGWEPS device once it is installed on a power wire of an engine. In the case of a typical gasoline V-8 engine, the voltage across the AGWEPS device while the engine provides an indication of whether or not the device is properly installed. Treating the end of the AGWEPS device furthest from the spark plug as the positive terminal, a volt meter will indicate about +500 mV or more across the two ends of the AGWEPS device. A lower voltage reading than this indicates the device is installed improperly or, possibly defective.
The inventive method using an AGWEPS will now be described with reference to
The AGWEPS 100 is connected to the spark plug wire 102 by zip ties, space-industry PVC, clamps, or wrapping electrical tape to hold the spark plug wire 102 and the AGWEPS 100 together, or by any other functionally equivalent meant for attaching the AGWEPS 100 external of the spark plug wire 102. Such as, for example, they may be held together by one or more clamps. A marking (such as a “+”) on one end of the AGWEPS 100 should be aimed or directed away from the spark plug boot 104 and the spark plug 106. The energy power push (308, see
Reference symbol 200 in
Reference symbol 308 in
Referring again to 308 in
The device of
In the case of multi-cylinder engines, an AGWEPS device may be installed on the power wire for one cylinder, the respective power wires for a number of cylinders, or the respective power wires for all cylinders. However, testing of the device has identified some configurations that have proven particularly effective. For example, in V-10 engines an AGWEPS device on the power wires for cylinders 1, 3, 6 and 8 has proven effective. In many V-8 engines, one AGWEPS device attached to the power wires for cylinders 1 and 6 has proven effective. In both I-6 and V-6 engines, one AGWEPS device on each power wire for cylinders 1 and 6 has proven effective. In I-4 and V-4 engines, one AGWEPS device on each power wire for cylinders 1 and 4 has proven effective.
Tests have been conducted to analyze the effectiveness of the inventive methodology. A summary of the results of some of the testing is provided herein as evidence of the effectiveness of the AGWEPS device to achieve its intended goals. The tests were conducted by Weber Motor Sports located at 6520 West Hammer Lane, Las Vegas, Nev. and were certified by Paul Weber the owner and test engineer for this facility. In these reports, the AGWEPS device is often referred to as an “Ag”, the “AGS” or the “Ags”.
Test Results 1:
Evaluation and Test Results: 2005 General Motors Hummer, 14,000 miles in all driving conditions. Vortec V/8. Installed 8 Ags, one per cylinder. Later found 8 was no gain over only 2 installed per the special installation bulletin on #1 and #6 cylinders. The result for 8 Ags was minimal, but with 2 Ags mounted per the bulletin was dramatic going from 13 MPG to 27 MPG, it also started and ran smoother and better.
Test Results 2:
Evaluation and Test Results: 1995 Ford Mustang, 5.0 V/8, 5 speed transmission, 120,000 miles on vehicle. Before installation 12 MPG, engine ran rough and had difficulty pulling hills. Installed 1 Ag. each On cylinders #1 an #6. MPG increased to 28 MPG, with more power and no roughness and tremendous acceleration.
Test Results 3:
Evaluation and Test Results: 1956 Chevy Pick-Up Street Rod, 350 Chevy engine, Auto, Air, Cruise, Power Steering and 4 wheel Disc Brakes.
Vehicle was hard to start, Lumbered in traffic with Air on and only made 9 MPG with Holley 4-Barrel Carburetor, Installed 2 Ags., One #1 cylinder and One on #6 cylinder. After only one week this Truck went to 24 MPG, starts easier, performs much better and seems to run so much better with less throttle applied.
Test Results 4:
Evaluation and Test Results: 1981 Chevrolet Corvette, 350 Cubic Inch displacement, Auto Trans. 92130 miles on Odometer, barely passed emissions test on May 10, 2006.
Installed 2 Ags. One on #1 cylinder and One on #6. Re-tested this vehicle again on May 19, 2006 and found is passed easily, ran smoother, with more performance and virtually no emissions.
Gas Mpg before 9, after installation 23.
Test Results 5:
Evaluation and Test Results: 2003 Chevrolet Corvette Coupe Z06, 6 Speed Trans 5,000 Miles. Mileage 19 Avr. Before. After installing 2 Ags in the previous manner mileage went to 34 MPG. With no Emissions and astounding power increase.
Test Results 6:
Evaluation and Test Results: 2002 Chrysler Sebring Convertible V/6. Installed two (2) Ags. Before installation 16 Miles Per Gallon All City and some Highway.
After Installing on cylinders #1 and #4, Mileage improved to 31 Miles Per Gallon, combination of City, Mountain and Highway driving. The engine ran easier, with less effort to the accelerator and UN-READABLE emissions on the V.I.R. report for registration renewal.
Test Results 7:
Evaluation and Test Results: 2004 Nissan Truck V/8 Auto and 4×4 Installed 2 Ags. on vehicle, One on. #1 cylinder and One on #6 cylinder. Before installation 12 MPG. After installation 21 MPG.
Test Results 8:
Evaluation and Test Results: 350 cubic inch Drag Racing Engine, Bored and Stroked to 383 Cubic Inch Displacement. Aluminum Heads, Roller Camshaft, 14½ to 1 Compression, Balance and Blueprinted with a Complete MSD Ignition. First Dyno Test without Ags. Installed at 6600 rpms 456.9 Ft pounds of torque and 574.2 horsepower. Installed 9 Ags. on the MSD 8 mm Race wires with no other changes. 1 on the coil wire and one on each Spark Plug Wire. Second test at 6500 rpm 491.3 ft pounds of Torque and 609.5 Horsepower.
Additional test results were collected by a second test organization, a summary of which is presented below in tabular format. First, a summary of the test methodology provided: On Friday May 19th, and Saturday, Jun. 10 and Sunday, Jun. 11, 2006, Apex Performance, a Southern California based automotive marketing and performance driving company, provided a team of professional drivers in Irvine, Calif. to conduct fuel efficiency and emissions testing of the Anti-Global Warming Energy Power System (AGWEPS). The objective of these tests was to render impartial and objective observations regarding the effects AGWEPS had on fuel economy and emissions.
AGWEPS was tested on four vehicles that were chosen to represent a spectrum of classifications and engine types including compact, mid-size and SUV. AGWEPS was tested on four, five, and six-cylinder engines. Testing was conducted by driving the vehicles with and without the AGWEPS attached, duplicating the same driving conditions in each test drive. The drive without the AGWEPS is known as the “control” drive.
The drive route was 78.9 miles and took approximately two hours. In order to have accurate comparisons, the drive was structured to represent typical daily driving conditions including a combination of highway and residential roads where traffic flow fluctuated from light to heavy.
The vehicles were equipped with two-way radios and led by a pace car to help keep speeds and conditions consistent for all drivers and vehicles. Speed limits were obeyed at all times.
Overall fuel efficiency and emission results were recorded and are provided in detail further into this document.
Four vehicles were chosen to represent a spectrum of classifications and engine types. These included compact and mid-size coupes and sedans and an SUV. Engine sizes varied to include four, five and six-cylinders. The vehicles utilized for this testing were:
The test methodology was devised to render accurate “real world” MPG measurements combining highway and residential driving over a 78.9 pre-planned route that took approximately two hours to cover. The vehicles were fueled and driven on the route twice, once with the AGWEPS attached, and once without—the “control” drive.
Altima and Jetta were tested twice under the same conditions on two separate dates—May 19th for the initial test and June 10th/11th for the subsequent test. While the vehicles tested were the same model, trim level and engine size, the same vehicles (VINs) were not tested twice.
The test was conducted under the following conditions:
Miles per Gallon Test Results:
Hydrocarbon Emissions Test Results:
Carbon Monoxide Emissions Test Results:
A separate test was conducted around Honolulu Hi. on June 2006. This test included a 1999 BMW 528i (6 CYLINDER with Internal Spark Plugs) and a 2004 VW JETTA (4 CYLINDER with external Spark Plugs). Each car underwent a substantially similar test involving: 1) Full Tank of Gas of 87 Octane; 2) Test Course Length of 100 Miles +/−; 3) A/C on during Test; 4) Night Driving; 5) 75 degree+/−Very Cool; 6) City Driving/Hwy Driving averaging around 35 mph; 7) Test Location: Honolulu, Hi.
Test Results:
One AGWEPS on #1 and #6 Cylinder each
Driven 110 miles (Gas Replaced 2.46 Gallons)
This car averages (10-12 City)(18-20 Highway)
One AGWEPS on #1 and #4 cylinder each
Driven 110 miles (Gas Replaced 1.97 Gallons)
This car averages (15-18 City)(20-24 Highway)
Additional Testing in Honolulu with these two cars provided the following results:
Test Results 1:
Test Results 2:
Test Results 3:
The present invention can be practiced by employing conventional materials, methodology and equipment. Accordingly, the details of such materials, equipment and methodology are not set forth herein in detail. In the previous descriptions, numerous specific details are set forth, such as specific materials, structures, chemicals, processes, etc., in order to provide a thorough understanding of the present invention. However, it should be recognized that the present invention can be practiced without resorting to the details specifically set forth. In other instances, well known processing structures have not been described in detail, in order not to unnecessarily obscure the present invention.
Only an exemplary embodiment of the present invention and but a few examples of its versatility are shown and described in the present disclosure. It is to be understood that the present invention is capable of use in various other combinations and environments and is capable of changes or modifications within the scope of the inventive concept as expressed herein. For example, the attaching of an AGWEPS device to a power wire of an engine has been described only in terms of performing the attachment after that power wire has already been installed in the engine. One of ordinary skill would readily recognize that power wires may be manufactured in such a way that includes attaching one or more AGWEPS to the power wire during the manufacturing process of the power wire or, at least, before the power wire is first installed in an engine. In this way, an owner of an engine may elect to install one or more AGWEPS devices on conventional power wires already installed in an engine or simply install, or replace existing power wires, with power wires in which one or more AGWEPS devices are already incorporated.
The present application claims priority to U.S. Provisional Patent Application Ser. No. 60/800,856 entitled “Anti Global Warming Energy Power System and Method,” filed May 17, 2006, the disclosure of which is incorporated herein by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 60800856 | May 2006 | US |
