Patent Application
20060042610
The present application claims benefits of Japanese Patent Application No. 2004-252885 filed on Aug. 31, 2004 and Japanese Patent Application No. 2005-170684 filed on Jun. 10, 2005 the disclosures of which are incorporated herein by reference.
1. Technical Field of the Invention
The present invention relates generally to a spark plug with increased durability for internal combustion engines which may be used in automotive vehicles, co-generation systems, or gas feed pumps.
2. Background Art
Internal combustion engines used in, for example, automotive vehicles employ spark plugs to ignite an air-fuel mixture. Such spark plugs are being increasingly required to improve combustion in the engine for reducing the fuel consumption or emissions thereof. The improvement of the combustion requires improvement of thermal efficiency and compression ratio in the engine which may, however, result in self-ignition of the mixture in combustion chambers of the engine, thus leading to engine knocking.
The engine knocking may be eliminated by improving a cooling system such as a water jacket provided around the spark plugs to enhance the cooling of the engine.
Modern engines are quipped with a direct injection mechanism or a variable valve-timing mechanism for enhancing the performance thereof and complex in structure of an engine head.
The improvement of cooling of the engine, therefore, requires a decrease in installation space for the spark plug. For instance, Japanese Utility Model First Publication No. 5-55489 teaches techniques for decreasing the diameter of a plug installation thread formed on a metal shell of the spark plug. This, however, results in need for decreasing the diameter of a porcelain insulator of the spark plug, which gives rise to a decrease in mechanical strength thereof. This increases the possibility of breakage of the porcelain insulator due to engine vibrations.
There are known ignition devices having an ignition coil installed just above the spark plug in direct connection therewith for the purpose of minimizing electrical noises arising from the distributor or simplifying a high-voltage wiring arrangement. The ignition coil is fitted on the porcelain insulator of the spark plug and fixed on a head cover installed on the engine head. The spark plug is installed directly on the engine head.
The above structure, however, has the problem in that engine vibrations may be transmitted to a joint between the ignition coil and the spark plug, so that an undesirable mechanical load or stress is applied to the head of the porcelain insulator of the spark plug. Specifically, when the engine vibrations applied to the engine head in which the spark plug is installed and the head cover in which the ignition coil is installed differ in direction or phase from each other, it will cause a bending force or stress to act on the porcelain insulator. Thinning of the porcelain insulator, therefore, increases the possibility of breakage of the porcelain insulator due to the engine vibrations.
Electrical insulation of the spark plug from the ignition coil working to produce high voltage is usually achieved by fitting a coil boot of the ignition coil with the porcelain insulator firmly. Specifically, the high voltage, as developed by the ignition coil, is transmitted to the center electrode of the spark plug through a terminal of the spark plug and a conductor installed in the porcelain insulator to produce sparks in a spark gap between the center electrode and the ground electrode to ignite the mixture in the engine. When the coil boot is loosen from the head of the porcelain insulator, so that a greater gap exits between them, it may result in the so-called flashover in which the current leaks to the head of the porcelain insulator, which gives rise to a lack of spark in the spark gap, thus decreasing the ignitability of the mixture in the engine.
Particularly, increasing in the spark gap caused by wear of the electrodes of the spark plug will result in a rise in voltage of discharge. Further, deterioration or hardening of the coil boot caused by long use of the spark plug results in a decrease in electrical insulation ability thereof, which may result in a discharge to the surface of the porcelain insulator (i.e., the flashover), thereby leading to misfiring in the engine.
Conversely, the coil boot is fitted on the head of the porcelain insulator too tightly, a greater effort is required to pull the coil boot out of the spark plug. Particularly, when the coil boot is fit on the spark plug, air within the coil boot will expand during running of the engine and contract during stop of the engine. The removal of the spark plug is usually made when the engine is at rest and cool. A negative pressure or vacuum is, thus, developed in the coil boot, thus resulting in an increase in effort required to pull the coil boot from the spark plug. If the coil boot is pulled by force, it may result in damage to the coil boot or breakage of or cracks in the porcelain insulator. Specifically, firm fitting of the coil boot with the head of the porcelain insulator facilitates ensuring of electrical insulation therebetween, but may be a factor of damage to the coil boot or breakage of or cracks in the porcelain insulator.
It is therefore a principal object of the invention to avoid the disadvantages of the prior art.
It is another object of the invention to provide an improved structure of a spark plug designed to be compact in size without sacrificing mechanical strength or durability thereof.
According to one aspect of the invention, there is provided a spark plug for an internal combustion engine which comprises: (a) a metal shell having a base end and a top end opposed to the base end in a lengthwise direction of the spark plug; (b) a hollow cylindrical porcelain insulator having a length which includes a body and an insulator head, the body being retained within the metal shell, the insulator head extending from the base end of the metal shell in a lengthwise direction of the porcelain insulator, the porcelain insulator having an inner chamber extending in the body and the insulator head; (c) a center electrode retained within the inner chamber of the porcelain insulator in alignment with the length of the porcelain insulator; and (d) a ground electrode extending from the top end of the metal shell to define a spark gap between itself and the center electrode. The insulator head of the porcelain insulator has a length made up of a major body leading to the body of the porcelain insulator and an end portion lying far away from the body of the porcelain insulator. The major body has an outer diameter D1, an inner diameter D2, and a section modulus Z at a smallest-outer diameter portion thereof which meet relations of 7.1 mm≦D1≦8.8 mm, D2≧2.8 mm, and Z≧33 mm3.
The section modulus Z which is greater than or equal to 33 mm3 at the smallest-outer diameter portion of the major body ensures a desired degree of strength of the porcelain insulator, especially resistance to external pressure oriented perpendicular to the length of the porcelain insulator to cause bending thereof.
The outer diameter D1 at the smallest-outer diameter portion of the major body which is within a range of 7.1 mm to 8.8 mm permits the spark plug to be reduced in size without sacrificing the mechanical strength of the porcelain insulator. Specifically, the outer diameter D of 8.8 mm or less allows a thread diameter of the metal shell to be decreased, which leads to a reduction in size of the spark plug. The outer diameter D1 of 7.1 mm or more assures the section modulus Z lying within the above range to ensure a required mechanical strength of the porcelain insulator.
The inner diameter D2 at the smallest-outer diameter portion of the major body which is within a range of 2.8 mm or more ensures mechanical strength of joint of, for example, the center electrode, a terminal electrode, and a resistor retained inside the porcelain insulator to the porcelain insulator. Specifically, the inner diameter D2 of 2.8 mm or more assures an area of, for example, glass seals to be welded to the porcelain insulator, thereby offering a desired strength to fix the center electrode in the porcelain insulator.
In the preferred mode of the invention, the metal shell is equipped with a plug installation tool-fitted portion which has a regular hexagonal transverse section extending perpendicular to an axial of the metal shell. A distance H1 between opposite two of sides of the hexagonal transverse section is selected to meet a relation of 11.7 mm≦H1≦14 mm. This permits the spark plug to be reduced in size.
The plug installation tool-fitted portion may alternatively have a profile contoured to that of a shape defined by two regular hexagonal sections which are identical in size, laid to overlap each other, and are shifted about an axis of the metal shell by 30° in a circumferential direction thereof. A distance H2 between opposite two of sides of each of the hexagonal transverse sections is selected to meet a relation of 11.7 mm≦H1≦14 mm.
The metal shell has a thread for use in installation of the spark plug in an internal combustion engine. The thread has a thread diameter M satisfying a relation of 8 mm≦M≦12 mm.
The insulator head the porcelain insulator has a length L which meets a relation of 22 mm≦L≦28 mm. The ensures the resistance of the insulator head to a mechanical load oriented in a direction perpendicular to the length of the porcelain insulator.
The major body of the insulator head of the porcelain insulator may have a smooth outer peripheral surface without corrugations which has an area within a range of 400 mm2 to 600 mm2. This achieves a desired fit of the insulator head with, for example, a coil boot of an ignition coil.
The major body of the insulator head of the porcelain insulator may alternatively have corrugations formed on an outer peripheral surface thereof. The outer peripheral surface has an area which occupies a depth range of 0 mm to 0.1 mm from a top of each of the corrugations and is within a range of 400 mm2 to 600 mm2.
According to another aspect of the invention, there is provided an ignition device which may be used to ignite fuel in an internal combustion engine which comprises: (a) a spark plug to be installed in a head of an internal combustion engine; and (b) an ignition coil to be installed in a head cover covering the head of the engine in engagement with the insulator head of the spark plug. The spark plug has any of structures, as described above.
The present invention will be understood more fully from the detailed description given hereinbelow and from the accompanying drawings of the preferred embodiments of the invention, which, however, should not be taken to limit the invention to the specific embodiments but are for the purpose of explanation and understanding only.
In the drawings:
Referring now to the drawings, particularly to
The spark plug 1 generally includes a hollow cylindrical metal shell 2, a porcelain insulator 3, a center electrode 4, and a ground electrode 5. The porcelain insulator 3 is retained in the metal shell 2 to have an insulator head 31 extending outside the metal shell 2 toward the base end (i.e., an upper portion as viewed in the drawing) of the spark plug 1. The center electrode 4 is retained in a center hole 32 formed in the porcelain insulator 3. The ground electrode 5 extends from the metal shell 2 and faces the center electrode 4 through a spark gap 14.
The metal shell 2 has a thread 21 for installation in the internal combustion engine and a hexagonal head 22 on which a wrench is to be fitted to install or remove the spark plug 1 in or from the engine.
The insulator head 31 has a length L extending outside an end of the metal shell 2. The length L is made up of a major body 366 and a tapered end 311. The major body 366 has an outer diameter D1, an inner diameter D2, and a section modulus Z at a smallest-outer diameter portion thereof which meet relations below.
7.1 mm≦D1≦8.8 mm
D2≧2.8 mm
Z≧33 mm3
The tapered end 311 has a length of 4 mm from a base end (i.e., an upper end as viewed in the drawing) of the insulator head 31.
The major body 366 may extend straight and have a constant diameter. In this case, the major body 366 has the diameter D1 over the length thereof.
The reason why the smallest-outer diameter portion of the insulator head 31 having the diameters D1 and D2 and the section modulus Z excludes the tapered end 311 is that a bending load or stress acting on the insulator head 31 usually hardly concentrates at the end thereof, that is, that the end of the insulator head 31 is most insensitive to the bending stress.
The inner diameter D2 is identical with the diameter of the center hole 32 at the smallest-outer diameter portion of the insulator head 31.
The hexagonal head 22, as clearly illustrated in
The thread 21 has a thread diameter M meeting a relation of 8 mm≦M≦12 mm.
The length L of the insulator head 31, as referred to herein, is, as described above, a portion of the porcelain insulator 3 extending from the base end (i.e., the upper end as viewed in
Within the center hole 32 of the porcelain insulator 3, the center electrode 4, a resistor 12, and a terminal electrode 11 are disposed in alignment with each other. The resistor 12 is interposed between the center electrode 4 and the terminal electrode 11 hermetically through glass seals 13. The glass seals 13 are boned or welded to the inner wall of the porcelain insulator 3 and the end of the resistor 12 to retain the resistor 12 in place within the center hole 32.
The resistor 12 is made of a carbon-based material and formed by filling the center hole 32 with carbon powder under pressure. Each of the glass seals 13 is formed by a copper glass made of a mixture of glass and copper (Cu) powder.
The insulator head 13 has a smooth peripheral surface without corrugations The major body 366 of the insulator head 13 has an outer peripheral area of 400 mm2 to 600 mm2.
The ignition coil 63 is the so-called stick coil and has a coil boot 631 made of a hard rubber. The coil boot 631 is fitted on the insulator head 31 of the spark plug 1. An area of contact of the coil boot 631 with the insulator head 31 is identical with the outer peripheral area of the major body 366, as described above. In other words, the coil boot 631 is placed substantially in contact with an entire periphery of the insulator head 31.
The head 61 and the head cover 62 have formed therein plug holes 611 and 612 within which the spark plug 1 and the ignition coil 63 are to be disposed. The head 61 also has a plug mount hole 612 formed therein in alignment with the plug hole 611 into which the head 21 of the spark plug 1 is to be screwed.
A water jacket 613 and valves 614 of the engine are disposed around the plug hole 611.
The spark plug 1 has the section modulus Z, as described above, which is greater than or equal to 33 mm3 at the smallest-outer diameter portion of the major body 366 of the insulator head 31, thereby ensuring a desired degree of strength of the porcelain insulator 3, especially resistance to external pressure oriented perpendicular to the length of the porcelain insulator 3 to cause bending thereof.
The insulator head 31 has the outer diameter D1 at the smallest-outer diameter portion of the major body 366 which is selected to be within a range of 7.1 mm to 8.8 mm, thereby permitting the spark plug 1 to be reduced in size without sacrificing the mechanical strength of the porcelain insulator 3. Specifically, the outer diameter D1 of 8.8 mm or less allows the thread diameter of the metal shell 2 to be decreased, thereby reducing the size of the spark plug 1. The outer diameter D1 of 7.1 mm or more assures the section modulus Z lying within the above range to ensure a required mechanical strength of the porcelain insulator 3.
The insulator head 31 also has the inner diameter D2 at the smallest-outer diameter portion of the major body 366 which is selected to be within a range of 2.8 mm or more, thereby ensuring the mechanical strength of joints of the center electrode 4, the terminal electrode 11, and the resistor 12 to the porcelain insulator 3. Specifically, the inner diameter D2 of 2.8 mm or more assures an area of the glass seals 13 to be welded to the porcelain insulator 3, thereby offering a desired strength to fix the center electrode 4 in the porcelain insulator 3.
The opposite side-to-side distance H1 of the hexagonal head 22 is, as described above in
The thread diameter M of the metal shell 2 is, as already described, within a range of 8 mm to 12 mm, thereby also permitting the spark plug 1 to be made compact in size without sacrificing the section modulus Z.
The length L of the insulator head 31 is, as described above, within a range of 22 mm to 28 mm, thereby ensuring the mechanical strength thereof against the pressure oriented in a direction perpendicular to the length of the porcelain insulator 3 and the insulation resistance between the metal shell 2 and the center electrode 4.
The major body 366 of the insulator head 13 has, as described above, an outer peripheral area of 400 mm2 to 600 mm2, thereby ensuring a desired amount of fitting with the coil boot 631 of the ignition coil 63. Specifically, it achieves a close fit between the insulator head 31 and the coil boot 631 and facilitates ease of removal of the coil boot 631 from the insulator head 31. This assures the insulation ability of the porcelain insulator 3 and also minimizes mechanical damage to the porcelain insulator 3 or the coil boot 631.
The ignition device 6 is, as can be seen from
The spark plug 1 is, as described above, allowed to be reduced in size thereof, thus enabling installation spaces around the spark plug 1 to be occupied by parts such as the water jacket 613 or the valves 614 to be increased, thereby enhancing the performance of the engine.
The plug installation tool-fitted portion 22 has a profile contoured to that of a shape defined by two regular hexagonal sections which are identical in size, laid to overlap each other, and are shifted about the longitudinal center line of the metal shell 2 by 30° in a circumferential direction thereof.
A opposite side-to-side distance H2 of each of the hexagonal sections overlapping each other is selected to meet a relation of 11.7 mm≦H1≦14 mm.
Other arrangements are identical with those in the spark plug 1 of the first embodiment, and explanation thereof in detail will be omitted here.
The insulator head 31, as clearly shown in
The major body 366 of the insulator head 31, like the first embodiment, has an outer peripheral area of 400 mm2 to 600 mm2 that is an area of the outer surface of the insulator head 31 to be in contact with the coil boot 631 of the ignition device 6 of
Other arrangements of the spark plug 1 are identical with those in the first embodiment, and explanation thereof in detail will be omitted here.
In the above structure of the spark plug 1, portions of the insulator head 31 in which the troughs 312 are formed is relatively lower in mechanical strength. In order to secure a required mechanical strength, the insulator head 31 is designed to have the outer diameter D1, the inner diameter D2, and the section modulus Z at the troughs 312 which meet the following relations, respectively.
7.1 mm≦D1≦8.8 mm
D2≧2.8 mm
Z≧33 mm3
The insulator head 13 is, as described above, designed to have an outer peripheral area of 400 mm2 to 600 mm2 which is to be fitted with the coil boot 631 of the ignition coil 63, thereby ensuring a desired amount of contact with the coil boot 631 of the ignition coil 63. Specifically, it achieves a close fit between the insulator head 31 and the coil boot 631 and facilitates ease of removal of the coil boot 631 from the insulator head 31. This assures the insulation ability of the porcelain insulator 3 and also minimizes mechanical damage to the porcelain insulator 3 or the coil boot 631.
The corrugations serve to increase an outer area of the porcelain insulator 31 per unit length, thus enhancing the insulation ability thereof.
We have performed tests to evaluate the resistance of the spark plug 1 to mechanical vibrations. We prepared and used the ignition device 6, as illustrated in
Specifically, we prepared the plug samples having different values of the outer diameter D1 within a range of 7.0 to 7.6 mm, the inner diameter D2 within a range of 2.5 to 4.5 mm, and the section modulus Z within a range of 27.9 to 42.6 and performed the tests by, as clearly illustrated in
A maximum acceleration of vibrations added to a joint of the plug sample to the head 61 was selected to be 50 G which is twice a maximum acceleration of 25 G to which a portion of the spark plug mounted directly in a typical high-performance 2000 cc four-cylinder engine running at 8400 rpm is subjected.
The frequency of vibrations added to the plug samples was, as illustrated in
After the vibration test, we removed each plug sample from the vibration exciter 7, checked cracks in the porcelain insulator 3, and evaluated the mechanical strength of joint of the terminal electrode 11 to the porcelain insulator 3. Table 1, as appears below, demonstrates the presence of cracks in the porcelain insulator 3 of the plug samples. Table 2 demonstrates the joint strength of the terminal electrode 11 of the plug samples. In Table 1, “◯” indicates the absence of cracks in the porcelain insulator 3. “X” indicates the presence of cracks in the porcelain insulator 3. The section modulus Z is given by a relation of Z=(π/32)×(D14−D24)/D1. In Table 2, “◯” indicates the case where the strength of joint between the terminal electrode 11 and the porcelain insulator 3 remained 70% or more of that before the test. “X” indicates the case where the strength of joint between the terminal electrode 11 and the porcelain insulator 3 dropped to less than 70% of that before the test.
Table 1 shows that when the section modulus Z is greater than 33 mm3, no cracks occur in the porcelain insulator 3, and when the inner diameter D2 is 4.0 mm or less, and the outer diameter D1 is 7.2 or more, no cracks occur in the porcelain insulator 3.
Table 2 shows that when the inner diameter D2 is 2.5 mm, the joint strength of the terminal electrode 11 drops due to vibrations added thereto, and when the inner diameter D2 is 3.0 mm or more, the terminal electrode 11 has a desired degree of the joint strength.
We also performed durability tests to evaluate a drop in the joint strength of the terminal electrode 11 using plug samples having different values of the inner diameter D2 of the insulator head 31 which are selected within a range of 2.5 mm to 3.0 mm.
Specifically, we prepared the plug samples which have the same outer diameter D1 of 7.6 mm and different values of 2.6 mm, 2.7 mm, 2.8 mm, and 2.9 mm in the outer diameter D2. Other arrangements of the plug samples and test conditions are the same as in the tests described above.
Test results show that when the inner diameter D2 is 2.6 mm and 2.7 mm, the joint strength drops below 70% of that before the test, and when the inner diameters D2 is 2.8 mm and 2.9 mm, the joint strength remains 70% or more of that before the test. It is, thus, found that the inner diameter D2 of the insulator head 31 is preferably 2.8 mm or more.
While the present invention has been disclosed in terms of the preferred embodiments in order to facilitate better understanding thereof, it should be appreciated that the invention can be embodied in various ways without departing from the principle of the invention. Therefore, the invention should be understood to include all possible embodiments and modifications to the shown embodiments witch can be embodied without departing from the principle of the invention as set forth in the appended claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2004-252885 | Aug 2004 | JP | national |
| 2005-170684 | Jun 2005 | JP | national |
