Patent Grant
RE47073
The invention relates generally to spark plugs for internal combustion engines.
Spark plugs for internal combustion engines have been known for more than 100 years. Although the design of spark plugs has improved considerably during that time, there is a continuing need for spark plugs which will further enhance engine performance and, hopefully, reduce the rate of fuel consumption.
The need for spark plugs which yield improved engine performance is especially acute in the racing industry, where even small increases in engine performance and/or small decreases in engine fuel consumption can mean the difference between winning and losing.
The invention satisfies this need. The invention is a spark plug comprising (a) a central electrode having a proximal portion and a distal portion, the distal portion having a circular cross section with a longitudinal axis and terminating in a distal end; and (b) a plurality of peripheral electrodes, each peripheral electrode having a lower portion and an upper portion and being substantially identical in shape and dimensions, each upper portion having a distal-most point, each distal-most point being disposed in a central plane within which the longitudinal axis of the distal portion of the central electrode is wholly disposed, the cross-section of each upper portion taken along its central plane defining a convex outer side and a non-convex inner side, each convex outer side having a curved surface which is tangent to a plurality of tangent planes, all of which tangent planes intersect the longitudinal axis of the distal portion of the central electrode at points at or above the distal end of the distal point of the central electrode.
These and other features, aspects and advantages of the present invention will become better understood with reference to the following description, appended claims and accompanying drawings where:
FIG. 3A3B is a cross-sectional view of the spark plug illustrated in
FIG. 3B3A is an alternative cross-sectional view of the spark plug illustrated in
The following discussion describes in detail one embodiment of the invention and several variations of that embodiment. This discussion should not be construed, however, as limiting the invention to those particular embodiments. Practitioners skilled in the art will recognize numerous other embodiments as well.
As used herein, except where the context requires otherwise, the term “comprise” and variations of the term, such as “comprising,” “comprises” and “comprised” are not intended to exclude other additives, components, integers or steps. Thus, throughout this specification, unless the context requires otherwise, the words “comprise”, “comprising” and the like, are to be construed in an inclusive sense as opposed to an exclusive sense, that is to say, in the sense of “including, but not limited to”.
As depicted in the figures, all dimensions specified in this disclosure are by way of example only and are not intended to be limiting. Further, the proportions shown in these figures are not necessarily to scale. As will be understood by those with skill in the art with reference to this disclosure, the actual dimensions of any device or part of a device disclosed in this disclosure will be determined by its intended use.
The invention is a spark plug 10 for an internal combustion engine which is capable of providing extraordinary performance. The spark plug 10 comprises a central electrode 12 and a plurality of peripheral electrodes 14. The invention is illustrated in
The central electrode 12 has a proximal portion 16 and a distal portion 18both disposed along a longitudinal axis 20 as illustrated in FIGS. 3A and 3B. The distal portion 18 has a circular cross-section with a longitudinal axis 20. The distal portion 18 terminates at a distal end 22. In one embodiment, the distal end 22 of the central electrode 12is dome-shapedhas rounded edges for a congruous blunt shape. For ease of manufacturing, the central electrode 12 is cylindrical as with a typical spark plug.
In a preferred embodiment, the diameter of the distal portion 18 is between about 0.125 inches and about 0.265 inches. This diameter of the distal portion 18 is about two to three times larger than in a typical spark plug. The central electrode 12 is enlarged for several reasons. One purpose is for spark stabilization. The enlarged electrode stores up more energy, thereby releasing a greater amount of electricity at the spark event. A second purpose is to cause continuous rapid ion movement during the ignition cycle that will not break down, even under extreme combustion pressure, as with racing engines.
The plurality of peripheral electrodes 14 are disposed equidistant from one another around the central electrode 12 so as to define a circle having the central electrode 12 disposed at its center. The peripheral electrodes 14 are typically integral with a threaded base cylinder 24. In the embodiment illustrated in the drawings, the plurality of peripheral electrodes 14 constitutes 8 peripheral electrodes 14. In all cases, it is important that the number of peripheral electrodes 14 is between about 3 and about 12. When the number of peripheral electrodes 14 is less than 3 or greater than 12, performance in an internal combustion engine is markedly reduced.
Each of the peripheral electrodes 14 is substantially identical in shape and dimensions. Each peripheral electrode 14 has a lower portion 25 and an upper portion 26. The upper portion 26 has a distal-most point 28. As illustrated in
In the embodiments illustrated in FIGS. 1, 2, 3A and 3B, the upper portion 26 of each peripheral electrode 14 converges to the distal-most point 28, and, when viewed from the end of the spark plug 10 (as in FIG. 2), appears triangular in shape.
As illustrated in
As illustrated in
By the aforementioned design, the plurality of peripheral electrodes 14 resembles a fork that has been bent into a loop with the tines arcing inwards to point at the central electrode 12.
As also illustrated in
As illustrated in
Typically, the distal-most point 28 of each of the peripheral electrodes 14 is spaced apart from the central electrode 12 by a distance of between about 0.04 inches and about 0.095 inches, most typically between about 0.05 inches and about 0.07 inches.
By the above-described unique design of the spark plug 10 of the invention, the spark plug 10 is capable of providing improved engine performance, including the increasing of horsepower and torque, by utilizing the excess energy from an ignition source to cause rapid ion movement that mixes with the incoming air/fuel in the combustion chamber. A blast of negative ions is mixed into the air fuel in the combustion chamber just prior to ignition, during the spark event and during combustion. This blast of ions changes the burn characteristics of the fuel by releasing more potential energy and slowing down the actual combustion event. This phenomenon is similar to raising the octane level of the fuel. During the firing event ions are cooling the tips. This event often results in rapid circular flow around the central electrode.
This phenomenon has the further advantage that the spark plug of the invention need not be designed for one of a large number of specific heat ranges. For most applications, only one heat range is required. In contrast, with conventional spark plugs, as many as 20 different designs are required, one for a different heat range.
By the design of the peripheral electrodes in the invention, negative ions are separated out of the electrical charge flowing from the coil. The ions travel along the periphery of the negative electrodes, building momentum along the curves of the peripheral electrodes culminating at the distal portion and then blasting a pathway toward the center electrode for the spark plasma to travel. As the piston nears top dead center of the compression/combustion stroke the combustion chamber becomes highly pressurized. In this atmosphere the spark plasma is amplified and split so a plurality of sparks are emitted from the variety of the ground electrodes. As many as three distinct, highly energized spark kernels have been observed during high pressure testing.
The rapid ion movement impacts upon the central electrode and splays out into the air/fuel charge, heavily ionizing said charge before, during and shortly after the spark event. Thus fully utilizing, completely, the electrical charge provided by the coil.
Another phenomenon that occurs in the use of the invention is that the moving ions create a pressure shield beneath the central electrode and in the cavity between the insulator and the inner wall of the base shell. This pressure shield keeps carbon from partially burnt fuel and oil from contaminating the insulator and the inner wall of the base shell, thus avoiding potential shorting of the spark.
After ignition, the rapid ion movement cools down the flame front, thus slowing down the combustion event. This rapid ion movement process causes an increased duration of pressure on the descending piston top. This rapid ion movement combustion process also ensures a more complete burn, thus lowering the percentage of unburned hydrocarbons.
Another positive benefit concerning emissions is that the cooling aspect of the rapid ion movement keeps the NOx from rising. This is contrasted with conventional spark plugs wherein a higher heat range must be utilized to burn more hydrocarbons (and such higher heat necessarily produces more NOx).
Finally, the design of the invention also produces a very strong and stable spark that can jump large spark gaps and under extreme combustion pressure, thereby greatly reducing misfires.
Dynometer charts are re-produced utilizing a high performance V-8 test engine. These tests were conducted by an independent facility. No changes or alterations were made to the engine with the exception of the changing of spark plugs.
These charts demonstrate the increase in horsepower and torque achieved by the sparkplug of the invention compared to a typical racing spark plug of the prior art.
In this example, the engine for testing was a 420 cubic inch Ford FE engine with an 850 cfm Holly carburetor and 38 degrees of timing. The stock spark plugs were Autolite 3924 stock plugs set at a gap of 0.040 inches. The spark plugs of the invention were Autolite 3924 stock plugs modified as illustrated in
The engine for testing was an 812 cubic inch Ford engine with an 850 cfm Holly carburetor and 38 degrees of timing. The stock spark plugs were Autolite 3924 stock plugs set at a gap of 0.45 inches. The spark plugs of the invention were Autolite 3924 stock plugs modified as illustrated in
Having thus described the invention, it should be apparent that numerous structural modifications and adaptations may be resorted to without departing from the scope and fair meaning of the instant invention as set forth hereinabove and as described hereinbelow by the claims.
This application is a reissue application of U.S. Pat. No. 8,125,130. This application claims priority from Provisional Application Ser. No. 61/215,329, filed May 4, 2009, entitled “ION GUN SPARK PLUG FOR INTERNAL COMBUSTION ENGINES,” the entirety of which is incorporated herein by reference.
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| Number | Date | Country | |
|---|---|---|---|
| 61215329 | May 2009 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 12772680 | May 2010 | US |
| Child | 14176306 | US |
