Multiple-choice piggyback ignition booster circuit for internal combustion engines and other motors

A booster circuit for use with an ignition system for an internal combustion engine is provided. The booster circuit includes a relay control circuitry disposed in parallel between the voltage source and the one or more ignition coils for igniting fuel in the engine in synchronism with engine operation; a controllable switching element for selectively completing a booster circuit for connecting the relay control circuitry in series with the voltage source and the one or more ignition coils; and the booster circuit having electronic circuitry including at least one output for providing booster energy at the at least one output, when the booster circuit is completed by the controllable switching element to assure producing of a suitable voltage applied to the one or more ignition coils.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of priority of U.S. Non-provisional application Ser. No. 16/288,537, filed 28 Feb. 2019, the contents of which are herein incorporated by reference.

BACKGROUND OF THE INVENTION

The present invention relates to ignition circuits for internal combustion engines and, more particularly, to a multi-choice piggyback ignition booster circuit for motors.

Booster circuits for ignition systems are required to provide additional power for better performance; for instance, to compensate for unsatisfactory performance of the ignition system during starting. Current booster circuits, however, also have the following drawbacks: they are electronically complex, they are bulky in size, they do not have a built-in backup or default bypass system and they have limited vehicular compatibility—i.e., they do not fit on all vehicles, for example, possibly working on foreign but not domestic vehicles.

As can be seen, there is a need for a piggyback ignition booster that has near universal vehicular compatibility—compatible with foreign and domestic, old and new vehicles—that incorporates a built-in bypass or default system, wherein the operator has the option to manually turn it on and off.

The piggyback ignition booster embodied in the present invention provides additional power for better performance in terms of torque and efficiency, on demand. The device can perform as an addition to the stock ignition system or through a manually operable on/off switch so that the piggyback ignition booster of the present invention is smaller than current solutions and is capable of being used on any gasoline powered motor.

Today's gasoline ignition systems need huge amounts of current. This applies to the acceleration, torque, and gas consumption. Often under demand many vehicle's ignition systems are unable to provide it. As a result, many ignition systems are only operating at 60-70% of “full capacity”.

The constant velocity ignitor (CVI) embodied in the present invention is designed to store enough electrical current, then release that energy extremely fast, due to its unique design and low internal resistance in such a way that when an operatively associated vehicle's ignition system demands a new surge of current the CVI circuit will provide it.

DETAILED DESCRIPTION OF THE INVENTION

Broadly, the present invention may include a booster circuit for use with an ignition system for an internal combustion engine is provided. The booster circuit includes a relay control circuitry disposed in parallel between the voltage source and the one or more ignition coils for igniting fuel in the engine in synchronism with engine operation; a controllable switching element for selectively completing a booster circuit for connecting the relay control circuitry in series with the voltage source and the one or more ignition coils; and the booster circuit having electronic circuitry including at least one output for providing booster energy at the at least one output, when the booster circuit is completed by the controllable switching element to assure producing of a suitable voltage applied to the one or more ignition coils.

Referring toFIGS. 1 through 7, the present invention may include a relay control circuitry10selectively coupling an input circuitry20and a bypass circuitry30with output. The relay control circuitry10may include capacitors75, diodes60, transistors, resistors along with one or more switching elements40as indicated on the schematics.

The power source/battery65may be connected to the fuse box50by an electrical connection, such as a 14-gauge wire. Vehicular voltage may be applied by the battery65through the fuse (provided by the input circuitry20) to a first capacitor75coupled to a diode connecting to a set of second capacitors76connected to the normally open side of the relay control circuitry10. The normally closed side of the relay control circuitry10, which requires no power may be connected via the original power to the ignition coils (provided by the output circuitry80). A single line from the relay control circuitry10may be connected to the ignition coils90. The relay control circuitry10may be powered by the original source to the ignition coils. The switching element40may be an on/off switch that is put in series with the relay control circuitry10and the normal power source to the ignition along the same wire of the negative side of the relay control circuitry10providing ground.

A method of manufacturing the present invention is illustrated inFIGS. 3 through 7and may include the following. A manufacturer may utilize PC board to attach the electronic components including the diode to the positive side of the first capacitor. That line may then be connected to the normally open side of the relay control circuitry10, while the positive wire coming from the fuse to the diode, wherein the opposite side of the diode is now connected to the capacitors, and wherein the line from the capacitors is now connected to the normally open side of the relay control circuitry10. The original power wire for the ignition coils is now connected to the normally closed side of the relay control circuitry10. The positive side of the relays coil may be connected to a switch element40in series to the original power source to the coil. The negative side of the capacitors may be connected in series to the resistor. The resistor may be connected to ground. The negative side of the relay coil may be connected to ground. The output30from the relay10is now connected to the ignition coils90. This output30illustrated inFIG. 11provides the booster energy.

To use the present invention, a user would install the present invention disclosed above to a gasoline powered vehicle and hook it up to the coils (output circuitry80) and battery65. Currently this device should only be used in conjunction with the ignition system. Additionally, the device does have future potential applications for example “fuel injectors”.

How circuit provides booster energy at the output:

The capacitors75and76of the CVI circuit100stored energy from the vehicles normal power supply65.

The CVI circuit100input wiring installs in-line with the existing positive side of the ignition coil(s)90wiring and “boosts” the input current of the CVI.

How the relay and switching element are controlled:

The relay10and switching element40are controlled by the vehicle's existing wiring that connect to the ignition coil(s)90.

How controls/signals are provided to the elements:

The conditions required to activate the switch for boosting the output is to simply start the operatively associated vehicle.

Most of the above answer is on page 1 (A & B″).

The second part of the question's answer:

The CVI (device) is normally “ON” immediately after a vehicle started.

Method of using the present invention

A stock ignition system, as illustrated inFIG. 8, does not handle high RPM's well. This is because the stock ignition coil(s)90do not have time necessary to fully recharge before the next discharge due to the short time between ignition firings.

Now, under heavy-load and high RPMs the CVI (unit) enhances the secondary voltage by discharging an increased stored energy load to the (positive-side) of the ignition coil(s)90, thereby supplying the vehicle with immediate additional torque and acceleration throughout the vehicle's, entire RPM range.

The CVI may be used to enhance the existing positive side of the ignition coil(s)90. The ignition coil90may be a “step-up” transformer. It raises the primary battery voltage (about 12-volts) to a higher secondary voltage. The ignition coil(s)90put out a secondary voltage as high as 20,000 to 25,000 volts on conventional ignition, and up to 35,000 and higher volts on high-energy ignitions.

How the circuit is operated to complete a booster energy to produce a suitable voltage

FIG. 6illustrates the inner workings of the relay. The fully assembled CVI circuit is illustrated inFIG. 4. Please note that there are two different circuits working in series within the CVI.

A first circuit is the relay10, wherein terminal86is the positive side to energize the relay10, while terminal85is the negative side of the connection for the relay10.

A second circuit is the main components within the CVI circuitry100. The CVI circuitry100is in parallel when terminal85directly connected to the negative side factory ground—i.e., when it is activated or turned on. Therefore, when terminal85is not connected to the negative side factory ground via switch40, the relay10and the capacitors cannot energize. The CVI circuitry100becomes in series when the original positive side source (i.e., the wiring from the ignition fuse, which is housed within the fuse box to the ignition coil(s)90) connects externally to terminal86and terminal87A.

To complete the circuit in series terminal87A is (internally) connected to terminal30. Terminal30is connected to the ignition coil(s)90.

The suitable voltage range is between 11-16 volts. This voltage comes from the vehicle's battery and alternator.

The CVI enhances the vehicles RPM but does not alter or enhance the parameters (e.g., the type of fuel, combustion mode, engine crank angle position or timing.

The relay10diverts energy from the original source (i.e., the ignition fuse that is housed within the fuse box that was feeding the ignition coil(s)90. By installing a single pole switch (on-state/off-state) in-line with the negative side of the relay10, a user can change the vehicle's mode from stock to enhanced and back again.