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Publication numberUS3116726 A
Publication typeGrant
Publication dateJan 7, 1964
Filing dateAug 3, 1962
Priority dateAug 3, 1962
Publication numberUS 3116726 A, US 3116726A, US-A-3116726, US3116726 A, US3116726A
InventorsMichael J Kwartz
Original AssigneeMichael J Kwartz
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Device for internal combustion engines
US 3116726 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

1964 M. J. KWARTZ 3,116,726

DEVICE FOR INTERNAL coususnou ENGINES Filed Aug. 3, 1962 Fae/ 720k ATTORNEY United States Patent Office 3,lld,72d

Patented Jan. 7, 33364 Filed Aug. 3, 1962, Ser. No. 214,765 6 Claims. (Cl. 123119) The present invention relates to a method and apparatus for operating internal combustion engines, and more partieularly to a means for improving the combustion and power thereof.

This application is a continuation-in-part of the parent application of Michael I. Kwartz, filed January 26, 1960, Serial No. 3,694, and now abandoned.

Many difiiculties are encountered at present in attempting to secure smooth performance and higher efficiency from an internal combustion engine, particularly of the type found in automobiles. Such engines frequently do not attain the optimum performance due to the intereffect of the various internal combustion engine components which, when not properly balanced, result in a high gas mileage ratio, pinging, rough engine performance and poor efficiency.

While substantial improvements in internal combustion engines and engine fuels have served, over the years, to increase the practical efficiency of an internal combustion engine, the engine-fuel relationship still remains a critical factor in achieving a high internal combustion engine efficiency. As is well known, when the compression ratio of an internal combustion engine is increased, resort must be made to special anti-knock fuels to avoid engine knock which results in loss of power, increased engine temperature and objectionable noise. Although the careful choice of fuel qualities may serve to avoid some of the heretofore mentioned problems, this results in increased fuel costs and operating expenses.

Consequently, many prior art methods have been developed in an attempt to increase internal combustion engine efficiencies. One known method re-cycles the unburned fuel vapors from the engine crankcase bacn to the intake manifold while subjecting the re-cycled fuel vapors to a magnetic field to improve the combustion properties of the returning fuel. However, this causes an increase in oil consumption as the oil vapors from the crankcase are withdr wn together with the fuel and results in undesirable deposits on the engine components and increased cost of operation.

Accordingly, it an object of the present invention to provide an apparatus which improves the operating eificiency of an internal combustion engine, particularly of the type found in automobiles.

Another object of the present invention is to provide an raratus for minimizing the critical engine-fuel relationship of internal combustion engines, thereby making possible the use of lower cost, lower octane fuels in high compression engines without producing objectionable pinging or rough engine performance.

With the above objects in mind, the present invention comprises a multi-turn, multi-layer high inductance coil which is physically mounted on the fuel line which provides fuel to the mixing chamber. The inductance coil is electrically connected to the high-tension ignition system of the internal combustion engine between the spark coil and distributor. The flow of fuel passing through the fuel line is subjected to a high intensity magnetic field, and the presence of the inductance in the igninon system serves to improve the length of discharge or hotness of the spark within the engine cylinder resulting in improved combustion and engine efficiency.

In an alternate embodiment of the present invention, a thermostatic control element is incorporated into the inductance device. T he thermostatic control is connected electrically between alternate layers of the inductance coil and physically placed in the vicinity of the internal combustion engine. Depending on the state of the thermostatic contrel element, either the full inductance or a part of the inductance of the coil is placed in the ignition circuit thus subjecting the fuel to a controlled magnetic field while varying the inductance in the high-tension ignition system in response to the operating condition of the engine.

While the specification concludes with claims particularly pointing out and distinctly claiming the subject matter regarding the invention, it is believed that the invention will be better comprehended from the following description taken in connection with the accompanying drawings:

FIG. 1 is a top plan view of the improved device for internal combustion engines;

FIG. 2 is a bottom plan View of the same device;

FIG. 3 is an end elevational view of the device as viewed from the left end of FIG. 1;

FIG. 4 is a similar view of the right end of FIG. 2;

FIG. 5 is a horizontal section through the inductance coil, portions being shown in elevation;

PK}. 6 is a side elevation of the device illustrating in principle the method of operating an internal combustion engine in accordance with the present invention;

FIG. 7 illustrates a schematic representation of the high-tension ignition system incorporating the high inductance coil and thermostatic control of the present invention.

Referring to FIG. 1, there is provided a fibre core A preferably semi-circular in shape in cross-section and extending in length approximately 3 /2". A metal sleeve like casing B is mounted on the core and encloses substantially the entire central section so that each end of the core A projects beyond the casing B a short amount. The casing B follows the transverse contour of the core so as to provide a close fit.

The casing i3 is covered with an insulating sleeve D which conforms to the semicircular contour, and around which are wound two coils, serially connected at ii, C and E, respectively. Coil C forms the inner coil and comprises two layers of low resistance magnetic copper wire. Any conven ional low resistance wire may be utilized which would meet the load requirements of 15(30 milliamperes from a 6 volt battery. The preferred embodiment utilizes #28 gauge wire having a characteristic of 41 ohms per 1060 feet at a temperature of 68 F. Coil E is serially connected to coil C wound thereabout for approximately 125 turns. Coil E is an alloy 30 gauge wire consisting of 70% nickel and 36% iron, having a characteristic of 1.500 ohms per foot at a temperature of 68 F. The increased impedance of coil E to that of coil C should be such as to draw approximately 500 milliamperes from a 6 volt source.

Each row of turns is insulated from each other by an insulating sleeve F, and an outer insulating sleeve G encloses the outer coil member E. The transverse contours of the secondary coil E, intermediate insulating sleeve F and outer insulating cover G, follow the outer semi-circular contour of the core A so that the device is readily adapted to be mounted upon a fuel line in a manner to be hereinafter described. In the preferred embodiment, an outer protective metal cover H is provided which encloses the device and forms a protective housing, but which still maintains the semi-circular contour.

A lead in terminal I is carried by the fibre core body A and may be electrically connected to a source of current through wire M. At the outermost portion of fibre core A are provided spring clips K, N for mounting the device on a fuel line L. A screw 2 electrically in contact with terminal I is connected to the left hand end of Winding C through conductor 3. The outer coil E is connected through conductor 4 to a terminal 5 which extends through the metal sleeve B and is affixed at 6 to metal clip K thereby establishing a ground connection for the impedance coils C and E.

In the preferred embodiment, coils C and E are serially connected. However, there may be provided a thermostat P. As shown in FIG. 1, the thermostat may be mounted on the right hand end of the fibre core A; however, it should be readily appreciated that this location is merely illustrative and any other more desirable location may readily be utilized. Any conventional thermostat P commercially available may be utilized, providing it be of the type having a normally closed contact and an adjustable operating range. One contact of thermostat P is connected to the junction of coils C and E at 1, while the other contact of thermostat is connected to ground.

Referring to FIG. 6, the impedance device 16 is shown adapted for operation with an internal combustion engine of the type used in automobiles. Reference numeral L designates the fuel line on which impedance device lid is mounted by means of spring clips K and N. Fuel line L admits fuel to carburetor 12 which is filled during operation of the engine. Fuel is drawn through line 11 from the main fuel tank 13 by a fuel pump 14.

PEG. 7 illustrates the electrical circuitry for the impedance device connected into a conventional ignition system. The impedance device is represented at it) having serially connected coils C and E. The ignition system is well known and comprises ignition coil 21 having a primary winding 21A and secondary winding 2113. Current in the system flows from the battery 22 through ignition key switch 23 (when closed) to primary winding 21A of coil 21 and in parallel through the ignition points of the breaker and impedance coil 21. (Operation of the thermostat element P will be described with relation to an alternate embodiment, since in one embodiment of the invention the thermostat is not used.)

As long as an electric current is flowing steadily in the primary coil 21A, no current flows in the secondary coil 213. The breaker serves to break the primary circuit which sets up a high voltage in the secondary coil 21B according to the rake of the breaker. The voltage is distributed to the proper spark plugs at the proper time by means of the distributor.

In operation, the breaking of the primary circuit of coil 21A sets up a pulsating current through coil 2%) thereby establishing a high intensity magnetic field about coil 2%. By virtue of the location of the impedance device about the fuel line L, the fuel is subjected to the high intensity magnetic field, and since the fuel line is conventionally made of brass, there will be no short circuit path for the flux line of the magnetic field, but rather, they will be concentrated throughout the fuel flow in fuel line .L. subjecting the fuel to a high intensity magnetic field 4 appears to give considerable improvement to the combustion properties of the fuel.

The presence of the coil 29 in the ignition circuit appears to have an additional beneficial effect in that the length of discharge or hotness of the spark is improved thus allowing for leaner mixtures of fuel resulting in considerable savings and diminution of the critical engine fuel relationship.

Whatever the reasons for the improved operation resulting from the use of this device, experiment has clearly proven that a device built in the manner herein described will have the desired res In a typical test, ma c with a six cylinder car of well-known make, the engine was set at 800 rpm. fast idle. Maintaining all test conditions constant, the device was installed. The immediate result was an increase of approximately 20% in engine rpm. Thus, it is readily apparent that at regular r.p.m. of the engine, a leaner fuel mixture can be utilized when operating at the same r.p.m. Without the device.

In an alternate embodiment of the device, a thermostat, shown in FIG. 7, is connect d at the junction of coils C and E. The thermostat is normally closed and set to open at a desired temperature which the motor attains after operation for a short time. Upon starting a cold engine, the thermostat remains closed, thus shorting out coil E to ground. In addition to reducing the inductance of the line, it also serves to decrease the intensity of the magnetic field to which the fuel is subject. This results in a richer mixture of fuel than if the thermostat were not in the circuit. This richer mixture is highly desirable for starting conditions of an internal combustion engine. After a period of operation of the engine, when the operating temperature of the thermostat is reached, thermostat P opens placing the full inductance in the line and establishing an operating condition as hereinbefore described. It should be readily apparent that the thermostatic tripping action follows throughout the entire operation of an internal combustion engine and facilitates a cleaner and more complete combustion of fuel in the fuel combustion chambers resulting in considerable economic savings to the consumer.

Although but two embodiments of the invention have been depicted and described, it will be apparent that these embodiments are illustrative in nature and that a number of modifications in the apparatus and variations in its end use may be efi ected without departing from the spirit or scope of the invention as defined in the appended claims.

What is claimed as new and desired to be secured by Letters Patent is:

l. A combustion improving device for an internal combustion engine having a high tension ignition system energized by a spark coil having a primary and secondary Winding, comprising a fuel line, means for drawing fuel through said line to the engine, an impedance device, means connecting said impedance device in series with the primary winding of said spark coil, and said impedance device arranged to be affixed to said fuel line and subject said fuel to a high intensity magnetic field.

2. The invention as set forth in claim 1, wherein said impedance device comprises a first and second coil serially connected and control means connected to the junction of said first and second coil and being responsive to the operation of said engine to vary the impedance of said impedance device.

3. The invention as set forth in claim 2, wherein said control means comprises a thermostatic element responsive to the temperature of said engine to vary the impedance of said impedance device.

4. A method of improving the combustion of fuel in an internal combustion engine having a high tension ignition system energized by a spark coil, consisting in submitting the fuel to a high intensity magnetic field and simultaneously increasing the length of discharge of a spark igniting the fuel.

5. A combustion improving device for an internal combustion engine having a high tension ignition system energized by a spark coil having a primary and secondary Winding, comprising a carburetor, a fuel line, means for drawing fuel through said fuel line to said carburetor, an impedance device mounted on said fuel line in the vicinity of said carburetor, said impedance device comprising a first and second coil serially connected with each other and with said primary Winding of said spark coil, and said impedance device arranged to develop a high intensity through the fuel in said fuel line in accordance with the energization of said ignition system and simultaneously increase the inductance of the primary line of said spark coil.

6 6. The invention as set forth in claim 5 further including thermostatic control means connected between t h e junction of said first and sec-end coil and ground to vary the impedance of said impedance device in response to the temperature of said engine.

References Cited in the file of this patent UNITED STATES PATENTS 1,709,813 Henry Apr. 16, 1929 2,874,083 Eden Mar. 16, 1937 2,664,394 Reeves Dec. 29, 1953 2,926,276 Moriya et a1. Feb. 23, 1960

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US2664394 *Nov 26, 1948Dec 29, 1953Phillips Petroleum CoElectrochemical conversion of hydrocarbons
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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3266783 *Dec 30, 1964Aug 16, 1966Milton A KnightElectric carburetor
US3830621 *Jul 23, 1973Aug 20, 1974Lectro Static Magnetic CorpProcess and apparatus for effecting efficient combustion
US3989017 *Jul 15, 1974Nov 2, 1976Reece Oscar GInternal combustion engine fuel charge treatment
US4050426 *Sep 10, 1975Sep 27, 1977Sanderson Charles HMethod and apparatus for treating liquid fuel
US4073273 *May 11, 1977Feb 14, 1978Mcmahon Roy CMethod and apparatus for improving energy fuels
US4334889 *Dec 22, 1978Jun 15, 1982Toshiaki TakabayashiMethod for improving combustibility of liquid fuel
US4373494 *Aug 27, 1980Feb 15, 1983Electrostatic Equipment CompanyTreatment of fluid hydrocarbon fuels with electric fields
US4381754 *Sep 14, 1981May 3, 1983Karl HeckelElectromagnetic fuel saving device
US4414951 *Aug 6, 1981Nov 15, 1983Frank SanetoVehicle fuel conditioning apparatus
US4422429 *May 17, 1982Dec 27, 1983Reed Morgan PFuel heater
US4460516 *Nov 28, 1980Jul 17, 1984Kapitanov Boris ADevice for magnetizing the fuel mixture of an internal combustion engine
US4461262 *Jan 16, 1981Jul 24, 1984Edward ChowFuel treating device
US4469076 *Aug 30, 1982Sep 4, 1984Carl WolffLiquid fuel treatment apparatus
US4572145 *Dec 11, 1984Feb 25, 1986Ament Enterprises, Inc.Magnetic fuel line device
US4862858 *Feb 28, 1989Sep 5, 1989James GoldsberryFuel expansion system with preheater and EMI-heated fuel injector
US5124045 *Jul 17, 1990Jun 23, 1992Enecon CorporationHigh gauss magnet establishing flux path along fuel line flow path
US5129382 *Sep 12, 1990Jul 14, 1992Eagle Research And Development, Inc.Combustion efficiency improvement device
US5134985 *Jan 28, 1991Aug 4, 1992Rao Velagapudi MBurner fuel line enhancement device
US8444853Apr 28, 2010May 21, 2013Lev Nikolaevich PopovLeo-polarizer for treating a fluid flow by magnetic field
EP0652362A1 *Oct 20, 1994May 10, 1995Hartmut Dipl.-Ing. SchulteMethod and device for reducing the consumption of fossil free-flowing fuels
EP0654600A1 *Nov 21, 1994May 24, 1995Firma Harald WarnckeMethod for treating liquid fuels before combustion
WO1979000487A1 *Dec 22, 1978Jul 26, 1979T TakabayashiMethod of improving burning quality of liquid fuels
WO1984003539A1 *Mar 1, 1984Sep 13, 1984Ament Enterprises IncMagnetic fuel line device
WO2003071190A1 *Oct 9, 2002Aug 28, 2003Danilo ToninDevice for the decrease of fuel consumption in plants producing heat or energy and following reduction of emissions in the atmosphere
U.S. Classification123/538, 123/620
International ClassificationF02M27/04, F02M1/00
Cooperative ClassificationF02M2700/435, F02M1/00, F02M27/04, F02M2027/047
European ClassificationF02M1/00, F02M27/04