Plasma header gasket and system

A plasma header gasket for use with an internal combustion engine includes electrodes disposed around the perimeter of apertures in the gasket corresponding to piston cylinders in the engine. The electrodes produce a plasma spark in time with the engine to increase the efficiency of combustion. The plasma spark produces an ignition discharge compatible with various types of engines and types of fuels.

BACKGROUND OF THE INVENTION

The present invention generally relates to a gasket for use between an engine block and engine header. The gasket includes electrodes disposed in the openings corresponding to piston cylinders. The electrodes spark in time with the other ignition parameters, i.e., spark plug or compression, to increase the efficiency of the combustion.

The basic operation of standard internal combustion (IC) engines varies somewhat based on the type of fuel or combustion process, the quantity of cylinders and the desired use/functionality. Certain types of fuel, such as gasoline, require a spark as from a spark plug to initiate combustion. Other types of fuel, such as diesel, require merely compression to raise the temperature of the air, which results in spontaneous combustion of the diesel when introduced. Diesel engines include glow-plugs to add heat and initiate combustion in a cold diesel engine. Engines may also be designed to use alternative fuels, such as biodiesel, liquid natural gas, liquefied petroleum gas, compressed natural gas and ethanol, to name a few. Combustion of all of these types of fuel usually leaves some residual, uncombusted fuel and other components after combustion.

In a traditional two-stroke engine, oil is pre-mixed with fuel and air before entry into the crankcase. The oil/fuel/air mixture is drawn into the crankcase by a vacuum created by the piston during intake. The oil/fuel mixture provides lubrication for the cylinder walls, crankshaft and connecting rod bearings in the crankcase. The fuel is then compressed and ignited by a spark plug that causes the fuel to burn. The piston is then pushed downwardly and the exhaust fumes are allowed to exit the cylinder when the piston exposes the exhaust port. The movement of the piston pressurizes the remaining oil/fuel in the crankcase and allows additional fresh oil/fuel/air to rush into the cylinder, thereby simultaneously pushing the remaining exhaust out the exhaust port. Momentum drives the piston back into the compression stroke as the process repeats itself. In a four-stroke engine, oil lubrication of the crankshaft and connecting rod bearings is separate from the fuel/air mixture. Here, the crankcase is filled mainly with air and oil. It is the intake manifold that receives and mixes fuel and air from separate sources. The fuel/air mixture in the intake manifold is drawn into the combustion chamber where it is ignited by the spark plugs and burned. Both types of engines employ a spark to combust the fuel and both leave residual, uncombusted fuel and other components in the combustion chamber.

Thus, there exists a significant need for an improved ignition system to increase the efficiency of combustion in most types of engines burning most types of fuels. Such an ignition system would ideally work in tandem with existing prior art ignition systems for retrofit designs, as well as, be available for original equipment manufacturers as a stand-alone system. The improved ignition system should include a plasma header gasket disposable between the engine and header blocks of an internal combustion engine, and having igniters presenting electrodes disposed in the piston cylinder apertures of the gasket. A microprocessor control unit and plasma amplifier augment the spark typically generated by a prior art ignition system to produce a plasma spark—the plasma spark producing over 200 Amps per discharge. The present invention fulfills these needs and provides further related advantages.

SUMMARY OF THE INVENTION

The present invention is directed to a plasma header gasket configured for placement between an engine block and a header block of an internal combustion engine, similar to a prior art header gasket. The plasma header gasket comprises a laminated substrate having an aperture corresponding to a piston cylinder in an engine block of an internal combustion engine, similar to a prior art header gasket. A pair of conductors are associated with the substrate and are electrically connected to an igniter. The igniter comprises a pair of exposed electrodes defining an electrode gap that is disposed in the aperture. Different types of conductive coatings may be applied to the electrodes, such as platinum, stainless steel, other noble metals, and alloys thereof.

The substrate comprises dielectric layers with the pair of conductors being electrically conductive circuit traces disposed between the dielectric layers. A connection block is preferably disposed on the substrate and electrically connected to the pair of conductors. The circuit traces electrically connect the igniter to the connection block. The plasma header gasket also includes a temperature sensor associated with the aperture and electrically connected to the connection block by a secondary conductor associated with the substrate.

The plasma header gasket may comprise a plurality of pairs of conductors associated with the substrate and electrically connected to the connection block. The plasma header gasket may also comprise a plurality of igniters, each electrically connected to one of the plurality of pairs of conductors. Each of the plurality of igniters comprises a pair of exposed electrodes defining an electrode gap disposed in the aperture.

The laminated substrate may have a plurality of apertures with each aperture corresponding to one of a plurality of piston cylinders in the engine block. With a plurality of apertures and a plurality of igniters, each of the plurality of igniters comprises a pair of exposed electrodes defining an electrode gap disposed in one of the plurality of apertures. In such case, each of the plurality of igniters is conjointly electrically connected to a respective one of the plurality of pairs of conductors.

A plasma header gasket system of the present invention may comprise a plasma header gasket as described above and further include a microprocessor control unit electrically connected to the connection block. The microprocessor control unit is programmed to spark the igniter in time with a piston in the piston cylinder. A plasma amplifier is electrically connected to the igniter and controllable by the microprocessor control unit. The plasma amplifier produces a plasma spark through the igniter when the microprocessor control unit sparks the igniter. The microprocessor control unit may be programmed to spark the plurality of igniters sequentially around a particular aperture so as to create a combustion vortex in the corresponding piston cylinder.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in the drawings for purposes of illustration, the present invention for a plasma header gasket is referred to generally by the reference number10. InFIG. 1, the plasma header gasket10is illustrated as being disposed between an engine block12and engine header14. The plasma header gasket10may include four apertures16that correspond to four piston cylinders18in the engine block12. Although not depicted, there are corresponding header cylinders in the engine header14, as is understood by those skilled in the art. The plasma header gasket10also includes a plurality of bolt openings20to accommodate connectors (not shown) that secure the engine header14to the engine block12.

FIG. 1also illustrates a firewall22as exists between an engine compartment and a passenger compartment on a vehicle. A microprocessor control unit24is preferably mounted on the firewall22and electrically connected to the plasma header gasket10. An ignition coil26is also included in the engine compartment and is electrically connected to the microprocessor control unit24. The interconnection of these components will be described in more detail below.

The engine depicted inFIG. 1is intended to depict a typical diesel engine. However, the plasma header gasket10of the present invention may be compatible with other types of internal combustion engines, whether two-stroke or four-stroke engines, or burning alternate fuels, i.e., gasoline, diesel, biodiesel, liquid natural gas, liquefied petroleum gas, compressed natural gas, or ethanol, to name a few.

FIG. 2illustrates an exploded view of the plasma header gasket10of the present invention. The plasma header gasket10is a laminated structure comprising at least an upper laminate28and a lower laminate30. Pairs of conductors32are disposed on either the upper laminate28or the lower laminate30. These pairs of conductors32are configured to provide positive and negative electrical communication paths as are found in typical electrical connections. One end32aof the pairs of conductors32is connected to an igniter34disposed in an aperture16. As shown in the close-up ofFIG. 2a, the igniter34has a pair of exposed electrodes36that extend into the aperture16from the perimeter and define an electrode gap38in the aperture16. The other end32bof the pair of conductors32extend to an edge portion30aof the laminate30where they are coupled to a connection block40. The connection block40facilitates connection of the plasma header gasket10to other components of the plasma header gasket system described more fully below.

FIG. 3illustrates an alternate embodiment of the lower laminate30of the plasma header gasket10. In this embodiment, the plasma header gasket contains six apertures16. In the earlier embodiment, the plasma header gasket10included four apertures16. A person skilled in the art will appreciate that the plasma header gasket10may be configured with any number of apertures16as there may exist piston cylinders18in an engine block12. Thus, a plasma header gasket10may be created that has one, two, three, four, six, eight or any number of apertures16.

One will also observe that each aperture16in the plasma header gasket10is illustrated with four igniters34in each aperture16. A person skilled in the art will appreciate that the number of igniters34associated with any single aperture16may include one or more igniters34as the size and/or configuration of the engine may allow. When a single aperture16includes multiple igniters34, each of the igniters34associated with a particular aperture16are preferably conjointly connected, either by a single pair of conductors32or by multiple pairs of conductors32to a single terminal in the connection block40. Alternatively, separate pairs of conductors32running from a plurality of igniters34associated with a single aperture16may each be connected to separate terminals in the connection block40but are preferably controlled in a coordinated manner by the microprocessor control unit24so as to spark almost simultaneously in time with the engine. In addition, a plurality of igniters34associated with a single aperture16may be programmed to spark in any predetermined order. For example, the plurality of igniters34in a single aperture16may be programmed to spark sequentially around the perimeter of the aperture16so as to create a combustion vortex in the corresponding piston cylinder18.

FIG. 3further illustrates a temperature sensor42disposed between the electrodes36of each igniter34.FIG. 3ashows the igniter34, electrodes36, gap38, and sensor42in close-up. The temperature sensor42is connected by a secondary conductor44to the connection block40. The temperature sensor detects and reports the temperature of combustion in the piston cylinder18. Upon receiving this information, the microprocessor control unit24can be programmed to modulate the combustion temperature by under or over compensating for the plasma spark to each electrode as described further below. There is preferably at least one temperature sensor42per aperture16. Other sensors may also be included such as a pressure sensor to measure the cylinder pressure in a particular piston cylinder18. The microprocessor control unit24is configured to pick up data from all of these environmental sensors. The microprocessor control unit24may also have a connection to the tachometer sensor so that it knows the RPMs of the engine.

FIG. 4schematically illustrates a system46incorporating the inventive plasma header gasket10having four cylinder apertures. As illustrated, the system46may be designed for an engine having varying numbers of piston cylinders.FIG. 5alternately illustrates the system46with an engine block12having six cylinder apertures and corresponding engine headers14. The plasma header gasket10will have a corresponding number of apertures16depending on the number of cylinders18in the engine block12. These alternate plasma header gasket10embodiments have similar connections to the remainder of the system46.

The system46includes the microprocessor control unit24mounted on or near the firewall22of the engine compartment. The microprocessor control unit preferably includes a dynamic engine control unit (ECU) module48, a dynamic ignition (IGN) module50and an alternate fuel processor52. The system46may be installed as the ignition system in a new engine, in a retrofit to work in parallel with an existing ignition system, or in a retrofit as a complete replacement of an existing ignition system.

In the case of a retrofit into an existing engine, the microprocessor control unit24is wired into the existing ignition system including the OEM ECU54, the ignition coil26, the battery56, and appropriate electrical grounds58. In such a retrofit system, the dynamic ECU module48and dynamic IGN module50are programmed to work with the existing OEM ECU54and ignition coil26so as to spark the igniters34on the plasma header gasket10in time with the existing ignition source, e.g., spark plugs or compression. The intention of this configuration is to improve upon the efficiency of the combustion occurring in the piston cylinders18.

The microprocessor control unit24receives sensor data from the plasma header gasket10through its electrical connections60therewith. The electrical connections60include a data connection62whereby the microprocessor control unit24receives temperature, pressure and other parameter data that may be measured by the plasma header gasket10and its various sensors. An RPM connection64receives data from an existing tachometer sensor in the engine to assist the microprocessor control unit24in timing the spark of the igniters34with the engine timing. A spark connection66provides the electrical conductivity to the connection block40which is in turn passed through the pairs of conductors32to the igniters34.

This spark connection66passes on a high voltage current from the microprocessor control unit24. The high voltage current is configured to produce a plasma spark in the electrode gap38of the igniters34. Prior art ignition systems typically produced sparks on the order of fifteen milliamps in the case of a generic ignition system or thirty milliamps in the case of a multiple spark discharge ignition system. The plasma header gasket system46of the present invention is configured to produce sparks having a current on the order of two hundred amperes per discharge—over ten thousand times the current of a typical prior art ignition system. The dynamic IGN module50includes a plasma power module68which includes plasma circuitry designed to step up the current supplied by the ignition system46and produce the larger spark resulting in increased combustion efficiency.

As described above, the temperature sensor42measures the temperature of combustion in the piston cylinder18. The sensor42transmits the signal via the secondary conductor44and the data connection62to the microprocessor control unit24. The microprocessor control unit24can adjust the output of the plasma power module68to either over or under compensate for the discharge current in the igniters34to either increase or decrease the temperature of ignition in the piston cylinder18.

As previously suggested, the inventive system46may be installed on any type of fuel burning internal combustion engine, i.e., gasoline or diesel, or any other engine requiring combustion of fuel. If installed on a gasoline engine, the system46can use the existing distributor and ignition coil26for the established firing order of the pistons. If installed on a diesel engine, the system46simulates the firing order by preprogramming the same into the microprocessor control unit24. Ignition parameters such as dwell timing can be programmed in to the microprocessor control unit24. Such programming allows for a simulated firing order without an existing distributor or rotor tied into the system46.

With the addition of the plasma header gasket system46, a diesel engine can be configured to burn other types of fuel requiring a spark for combustion versus compression for combustion. The alternate fuel processor52can be programmed with the parameters necessary to initiate combustion with these other types of fuels. The plasma header gasket system46may also produce a plasma spark having sufficient temperature to more fully combust diesel fuel on top of the combustion initiated by compression. The thickness of the plasma header gasket10may be adjusted to modify the compression ratio in various engines. In the case of an engine with existing spark plugs, the plasma header gasket10may be installed in parallel with the existing spark plugs or in replacement of the existing spark plugs. The plasma header gasket10may also be installed on an existing engine without removing the same from the engine compartment. It may only be necessary to remove and/or replace the engine header14during installation of the plasma header gasket10.

The addition of the igniters34on the plasma header gasket10introduces additional ignition sources that produce a cleaner burn in the piston cylinder18. This cleaner burn dramatically reduces harmful emissions resulting from combustion. This improvement is particularly important for two-stroke engines such as lawnmowers, leaf blowers, outboard motors and motorcycles. The cleaner burn also drastically reduces particulates from combustion that are passed through the exhaust system.