Mass controlled compression timed ignition method and igniter

• US 5,297,518 A
• Filed: 08/10/1992
• Issued: 03/29/1994
• Est. Priority Date: 08/10/1992
• Status: Expired due to Term

• Current Assignee: Mark A. Cherry
• Original Assignee: Mark A. Cherry
• Inventors: Cherry, Mark A.
• Primary Examiner(s): Nelli, Raymond A.
• Application Number:
  US07/926,740
• Time in Patent Office: 596 Days
• Field of Search: 123/260, 123/267, 123/272, 123/261, 123/48 R, 123/271
• US Class Current: 123/260
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 19/1004 details of combustion chamber, e.g. mounting arrangements
• CPC Class Codes: F02B 19/12 with positive ignition engines with non-timed positive ignition, and with incandescent chambers F02B9/08
• CPC Class Codes: F23Q 7/001 Glowing plugs for internal-combustion engines
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A method and apparatus for compression timed ignition in internal combustion engines, the varying mass of the fuel-air mixture having controlling effect to retard timing by cooling a heater element to vary the current therethrough, and characterized by an igniter with a pre-chamber in communication with the engine combustion chamber via at least one and preferably a multiplicity of radiating ports for projecting burning plasma into the engine combustion chamber.

Claims

1. A method of positive curve ignition timing in internal combustion engines having a compression cycle and ignition of a combustible fuel-air mixture in a combustion chamber followed by a power cycle, and including;

the first step of providing a closed pre-chamber in open communication with the combustion chamber for penetration therein of a pressure front of a mass of combustible fuel-air mixture,

the second step of positioning an electrically powered hot wire anemometer-heater element having a determined mass and applying voltage and current thereto and at a depth of pressure front penetration of said combustible fuel-air mixture into the pre-chamber at a determined compression of said combustible fuel-air mixture, electrical resistance through the hot wire anemometer-heater element being sensed to increase electrical power to the hot wire anemometer-heater element for advanced ignition and to reduce power thereto for retarded ignition, thereby adjusting a positive curve timing slope,

the third step of transferring the mass of combustible fuel-air mixture from the combustion chamber and into the pre-chamber for cooling contact with and over the said hot wire anemometer-heater element during the compression cycle and for the transfer of heat between the mass of the combustible fuel-air mixture and the mass of the hot wire anemometer-heater element.

the fourth step of capturing a volume of previously burnt non combustible gasses in the pre-chamber for occlusion of the hot wire anemometer-heater element and for depression as a spring,

and the fifth step of depressing said captured previously burnt and combustible gases with the penetrating pressure front of combustible fuel-air mixture for said contact over the hot wire anemometer-heater element for ignition thereby and transfer of burning plasma into the combustion chamber for continued burning of the combustible fuel-air mixture therein to effect the power cycle and leaving burnt non combustible gases in the pre chamber.

3. The method of positive curve ignition timing in internal combustion engines as set forth in claim 1, wherein an increase in the hot wire anemometer-heater element temperature advances ignition timing, and a decrease in said hot wire anemometer-heater element temperature retards ignition timing.

4. The method of positive curve ignition timing in internal combustion engines as set forth in claim 3, wherein the second step is performed by sensing resistance through the mass of the hot wire anemometer-heater element as a result of temperature change therein, producing a signal corresponding to the mass of the combustible mixture.

5. The method of positive curve ignition timing in internal combustion engines as set forth in claim 4, wherein the signal corresponding to the mass of the combustible mixture controls fuel-air mixture means.

6. The method of positive curve ignition timing in internal combustion engines as set forth in claim 5, wherein the signal corresponding to the mass of the combustible mixture controls fuel injection means.

7. The method of positive curve ignition timing in internal combustion engines as set forth in claim 1, wherein the third step is performed by increasing the combustible fuel-air mixture mass, causing a decrease in hot wire anemometer-heater element temperature to retard ignition timing, and by increasing the same to cause an increase therein to advance ignition timing.

8. The method of positive curve ignition timing in internal combustion engines as set forth in claim 7, wherein the hot wire anemometer-heater element is of minimal mass carried by a heat insulating support, whereby heat-sink effect therefrom is minimized.

9. The method of positive curve ignition timing in internal combustion engines as set forth in claim 1, wherein the second step is performed by current control means applying voltage through the hot wire anemometer-heater element for adjusting the ignition timing.

10. The method of positive curve ignition timing in internal combustion engines as set forth in claim 1, wherein the second step is performed by current control means responsive to air induction temperature and applying voltage through the hot wire anemometer-heater element for adjusting the ignition timing.

2. Apparatus for positive curve timing chamber ignition in internal combustion engine having a combustion chamber, means for intake of a combustion fuel-air mixture of varying mass, means for effecting a compression cycle followed by a power cycle, and means for exhaust of burnt gases, and including;

an elongated pre-chamber means comprised of a timing zone with one end exposed into the combustion chamber and with at least one entry and exit port in open communication with the combustion chamber and a buffer zone continuing from the timing zone and with the other end closed to capture burnt gases therein,

an electrically powered hot wire anemometer-heater element of minimal mass exposed within the pre-chamber between said entry and exit port and said other closed end for contact by a pressure front of said combustible fuel-air mixture of varying mass penetrating into the pre-chamber and contacting said hot wire anemometer-heater element during the compression cycle to affect the temperature of said hot wire anemometer-heater element according to the prevailing combustible fuel-air mixture mass and temperature,

means sensing the electrical resistance through the hot wire anemometer-heater element to increase electrical power to the hot wire anemometer-heater element for advanced ignition and to reduce power thereto for retarded ignition, thereby providing a positive curve timing slope,

the pre-chamber being closed by said other end to capture burnt gases therein so as to function as a spring opposed to the pressure front of said combustible fuel-air mixture,

whereby burnt gases occlude the hot wire anemometer-heater element until exposed to the penetrating pressure front of combustible fuel-air mixture to ignite said fuel-air mixture for continued burning and projection through said at least one port and into the combustion chamber for ignition and continued burning of the combustible fuel-air mixture therein.

11. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein a plug closes said other end of the pre-chamber and carries a support on the central axis of and carrying the hot wire anemometer-heater element.

12. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 11, wherein the hot wire anemometer-heater element is carried by a bobbin surrounding said support.

13. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein a plug closes said other end of the pre-chamber and carries an electrical terminal in circuit with the hot wire anemometer-heater element to ground, and carries a support on a central axis within the pre-chamber with a bobbin on legs from and surrounding said support and on which is wrapped a resistance wire forming the hot wire anemometer-heater element.

14. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein there is a multiplicity of entry and exit ports, the total cross sectional area of which substantially equals the cross sectional area of the pre-chamber.

15. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein there is a multiplicity of entry and exit ports in series through the first mentioned end of the pre-chamber means and on axes projected between the pre-chamber and the combustion chamber of the engine.

16. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the first mentioned end of the pre-chamber is an inverted dome-shaped hemispherical wall exposed into the combustion chamber of the engine, the at least one entry and exit port opening through said wall.

17. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the first mentioned end of the pre-chamber is an inverted dome-shaped hemispherical wall exposed into the combustion chamber of the engine, there being a multiplicity of entry and exit ports through said wall and the total cross sectional area of which substantially equals the cross sectional area of the pre-chamber.

18. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the first mentioned end of the pre-chamber is an inverted dome-shaped hemispherical wall exposed into the combustion chamber of the engine, there being a multiplicity of entry and exit ports spaced in a series around said wall and each disposed with a side wall thereof tangent to a circle descried by an inner diameter of said hemispherical wall.

19. The igniter for positive curve ignition timing in intrnal combustion engines as set forth in claim 2, wherein the first mentioned end of the pre-chamber is an inverted dome-shaped hemispherical wall exposed into the combustion chamber of the engine, there being a multiplicity of entry and exit ports spaced in a series around said wall and each disposed angularly downward and outward and with a side wall thereof tangent to a circle described by an inner diamater of said hemispherical wall.

20. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the first mentioned end of the pre-chamber is an inverted dome-shaped hemispherical wall exposed into the combustion chamber of the engine, there being a multiplicity of entry and exit ports spaced in a series around said wall and each disposed angularly downward and outward at an included angle of substantially 120°

and with a side all thereof tangent to a circle described by an inner diameter of said hemispherical wall.

21. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the means sensing the electrical resistance through the hot wire anemometer-heater element is responsive to current changes caused by temperature changes therein resulting from the cooling effect of the flow of fuel-air mixture mass penetrating thereover and into the pre-chamber, to retard ignition timing with the application of load.

22. The igniter for positive curve ignition timing in internal combustion engines as set forth in claim 2, wherein the means sensing the electrical resistance through the hot wire anemometer-heater element is responsive to the linear relationship between resistivity and temperature of the hot wire anemometer-heater element caused by temperature changes therein resulting form the cooling effect of the flow of fuel-air mixture mass penetrating thereover and into the pre-chamber and responding to resistance detected as temperature and fuel-air mixture mass flow and applied to retard ignition timing with the application of load.