EPA-AA-TEB-51I-81-3
EPA Evaluation of the Autosaver
under Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Edward Anthony Earth
May, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
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6560-26 EPA-AA-TEB-511-81-3
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Autosaver"
AGENCY; Environmental Protection Agency (EPA).
ACTION: Notice of Fuel Economy Retrofit Device Evaluation.
SUMMARY: This document announces the conclusions of the EPA evaluation
of the "Autosaver" device under provisions of Section 511 of
the Motor Vehicle Information and Cost Savings Act.
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BACKGROUND INFORMATION: Section 511(b>(l) and Section 5ll(c) of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 20ll(b))
requires that:
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission.
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal Register a
summary of the results of all tests conducted under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emissions of air
pollutants; and
(3) any other information which the Administrator determines to
be relevant in evaluating such device."
EPA published final regulations establishing procedures for
conducting fuel economy retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN OF REQUEST FOR EVALUATION: On April 16, I960 Che EPA received a
request from Mr. Y. Mori for evaluation of a fuel saving device termed
"Autosaver". This Device is designed for use on conventional, contact
point, ignition systems. This Device is claimed to save fuel and reduce
pollution by instantaneously providing the high voltage to the spark
plugs in an "ideal" manner.
Availability of Evaluation Report; An evaluation has been made and the
results are described completely in a report entitled: "EPA Evaluation
of the Autosaver Under Section 511 of the Motor Vehicle Information and
Cost Savings Act," report number EPA-AA-TEB-5U-81-3 consisting of 33
pages including all attachments.
Copies of this report may be obtained from the National Technical
Information Center by using the above report number. Address requests to:
National Technical Information Center
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telephone System (FTS) 737-4650
Commercial 703-487-4650
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5
Summary of Evaluation
EPA fuLLy considered all of the information submitted by the Device
manufacturer in the Application. The evaluation of the Autosaver
device was based on that information.
The Applicant submi-ted no valid data to support the claim for
improved fuel economy or reduced emissions. The Applicant was
advised by letter on several occasions of EPA's requirement that the
Applicants submit valid test data following the proper EPA test
procedures.
Therefore, there is no technical basis to support any claims for a
fuel economy improvement due to the use of the "Autosaver" device.
FOR FURTHER INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Source Air Pollution Control,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan
48105, 313-668-4299.
Date Edward F. Tuerk
Acting Assistant Administrator
for Air, Noise, and Radiation
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Evaluation of the Autosaver Device Under Section 511 of the Motor Vehicle
Information and Cost Savings Act
The following is a summary of the information on the device as submitted
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device;
"Autosaver"
2. Inventor of the Device and Patents;
A. Inventor
Dr. Giichi Mori
4-14-15, Mita, Minato-ku
Tokyo, Japan
B. Patent
U.S. Patent Office Serial Filing Number 127,200
Japanese Patent No. 997,312
3. Manufacturer of the Device:
Sanwa Kagaku Co., LTD.
4-15-36 Mita, Minato-ku, Tokyo, Japan
Yamura Shinko Seisakujo (KK)
4-14-15 Mita, Minato-ku, Tokyo, Japan
4. Manufacturing Organization Principals;
Dr. Giichi Mori
5. Marketing Organization in U.S. Making Application;
Sanwa Kagaku (U.S.A.) Inc.
Empire State Bldg. Suite 5620
New York, NY 10001
212-564-3536
6. Identification of Applying Organization Principals;
Mr. Y. Mori, President
7. Description of Device (as supplied by Applicant);
A. Purpose of the Device; "Reduce HC, CO and fuel consumption."
B. Theory of Operation; "Please refer to enclosed explanation of
this patent."
(1) "Summary of the Invention" extracted from patent description by EPA.
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"According to the present invention, a resistor having a low
value of resistance and a nonlinear electrical device, such as
a gas-filled discharge tube, are connected in series with each
other and in parallel with a capacitor which in turn is coupled
with the primary winding of an ignition coil and shunted across
a contact breaker. With such 'an arrangement, a desired high
voltage can be generated instantaneously for completely burning
air-fuel mixture in engine cylinders.
"It is an object of the present invention to provide an
ignition system for an internal combustion engine, which can
control changes in current when the contact breaker is opened
and closed, so as to prevent damages to the contacts of the
contact breaker and supply a desired high voltage
instantaneously to the spark plugs.
"Another object of the present invention is to provide an auto-
motive ignition system for igniting the air-fuel mixture in an
ideal mode to reduce the cost of fuel and to hold polluting
substances in the exhaust gas at a minimum. "(*'
C. Detailed Description of Construction and Operation (as supplied by
Applicant): "Same as above B."
8. Applicability of the Device (as supplied by Applicant);
"All kinds of cars, as long as cars have ignition systems."
9. Device Installation, Tools and Expertise Required (as supplied by
Applicant):
"Please refer to Fig. (1)." Figure 1 is Attachment B.
"Installation of Auto Saver is quite simple.
1. To install the Auto Saver by connecting the lead wire with
(+) and (-) terminals of Primary Line (low voltage).
2. To be careful not to have Primary line touch the Secondary
line, and also at the same time, be careful not to let it
slacken down."
More complete installation instructions and a diagram depicting
proper installation are provided in Attachment B of this evaluation.
10. Device Operation (as supplied by Applicant);
"Same as Item 10." Item 10 referred to Figure 1.
11. Device Maintenance (as supplied by Applicant);
"No tools is required. No maintenance up to min. 30,000 miles."
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12. Effect on Vehicle Emissions (non-regulated) (as supplied by
Applicant):
"Reduce HC & CO. Please refer to attached data." Reference Attach-
ment C of this evaluation for data provided by Applicant in Japanese
for which the Applicant also provided an English translation.
13. Effects on Vehicle Safety (as supplied by Applicant);
"Through past 8 years experience, we found out that we can gurantee
100 per cent safty."
14. Test Results - Regulated Emissions and Fuel Economy (submitted by
Applicant);
"Please refer to attached data." See Attachments C and D.
15. Analysis :
A. Description of the Device:
The Device was judged to be not sufficiently well described so as
to permit a complete understanding of its theory of operation and
physical embodiment. There were inconsistencies in the patent,
installation instructions, and accompanying figures. The
Applicant did not respond to EPA's requests for information to
resolve these differences. See Attachment G.
B. Applicability of the Device:
The applicability of the device, as stated in the application,
Section 8, is for all cars with ignition systems. However, the
Patent describes a device for use only with conventional contact
breaker point electrical ignition systems. The Applicant was
requested to clarify this apparent discrepancy in a letter dated
November 28, 1980, Attachment G. However, the letter was returned
by the Post Office as undeliverable since the Applicant was no
longer at the address specified and had provided no forwarding
address.
Therefore, the "Autosaver" device, as described, is judged to be
only applicable to conventional contact breaker point electrical
ignition systems and not to all ignition systems as claimed.
This device, therefore, is not applicable to the solid state, high
energy, electronic ignition systems used in most vehicles sold in
recent years.
Note: The Applicant did submit test data (Attachment D) on a
vehicle that is normally equipped with a solid state, high
energy, ignition system. However, the Applicant did not
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respond to a request for more specific information on the
Device test installation (Attachment G).
C. Device Installation - Tools and Expertise Required;
The installation instructions (Attachment B) were conflicting as
to the proper installation hookup. The instructions specified
connection to the two ignition terminals yet showed a hookup to
the ignition coil negative terminal and ground. The patent
application (Attachment A) text agreed with the installation
figure but showed a still different electrical hookup. EPA was
unable to contact the Applicant to resolve these differences.
If the above installation inconsistencies are able to be resolved,
the Device should be able to be installed by persons with minimal
mechanical skills. Installation would require a wrench and
possibly a drill.
D. Device Operation;
Section 10 referenced the information contained in Attachment B.
This contained no operating information other than an estimated
operating lifetime of 3 to 5 years.
E. Device Maintenance:
The Applicant specified "No maintenance up to minimum 30,000
miles." Although this may be true in the general sense, the
electrical wiring and connections would require the vehicle
operator to perform the same periodic, albeit infrequent,
maintenance accorded similar vehicle components. -
The Applicant's statements about maintenance and durability of the
Device imply that, when the gas discharge tube contained in the
Device failed after an estimated 3 to 5 years, it would be
serviced. Such is not the case. The tube is enclosed by the
sealed case and no instructions were provided for the tube
installation.
F. Effects on Vehicle Emissions (non-regulated);
The Applicant did not respond to this Section of the Application
Format. The information supplied in Section 12 was for regulated
emissions.
However, since the Device is only claimed to modify the ignition
firing voltage, it is judged to be unlikely to affect unregulated
emissions.
G. Effects on Vehicle Safety;
Applicant claims to have encountered no safety problems, Section
13.
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The device is therefore judged to have no safety problems since,
even in the event of a catastrophic failure (i.e. internal short
circuit), the most probable effect would be to disable the
vehicle's ignition system thereby preventing the vehicle from
operating.
H. Test Results Supplied by Applicant:
Applicant did submit a limited amount of test data per the Federal
Test Procedure or Highway Fuel Economy Test. These are the only
EPA recognized test procedures^). This requirement for test
data following these procedures is stated in the application test
policy documents that EPA sends to potential applicants. The test
data submitted by the Applicant are listed below and evaluated.
(1) The Applicant provided test data on one vehicle per the FTP
and HFET (Attachment D). However, when requested to answer
specific questions about these tests (Attachment G), the
Applicant did not respond (mail was returned by Post Office
as undeliverable with no forwarding address).
Also, EPA requires such a test sequence to be performed on a
minimum of two vehicles.
(2) The Applicant provided test data written in Japanese. Only
one data set was translated (see Attachment C) and additional
information was needed for this set of data. Again, the
Applicant failed to respond to the request for more
information (Attachment G).
(2) From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy);
Provide all test information which is available on the effects of
the device on vehicle emissions and fuel economy.
The Federal Test Procedure (40 CFR Part 86) is the only test which
is recognized by the U.S. Environmental Protection Agency for the
evaluation of vehicle emissions. The Federal Test Procedure and
the Highway Fuel Economy Test (40 CFR Part 600) are the only tests
which are normally recognized by the U.S. EPA for evaluating
vehicle fuel economy. Data which have been collected in
accordance with other standardized fuel economy measuring
procedures (e.g. Society of Automotive Engineers) are acceptable
as supplemental data to the Federal Test Procedure and Highway
Fuel Economy Data will be used, if provided, in the preliminary
evaluation of the device. Data are required from the test
vehicle(s) in both baseline (all parameters set to manufacturer's
specifications) and modified forms (with device installed) .
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16. Conclusions
EPA fully considered all of the information submitted by the device
manufacturer in the application. The evaluation of the "Auto Saver"
device was based on that information. The Applicant provided no
valid data to support the claim for improved fuel economy or reduced
emissions. The Applicant was advised by letter and phone on several
occasions of EPA's requirement that Applicants submit valid test data
following the proper EPA test procedures.
Attempts to contact the Applicant to resolve discrepancies and
clarify the information provided were futile since the Applicant had
moved and had left no forwarding address.
Therefore, there is no technical basis to support any of the
Applicant's claims for fuel economy improvement or reduced emissions
due to the "Auto Saver" device.
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List of Attachments
Attachment A Patent Application (provided with 511 Applica-
tion)
Attachment B Auto Saver Installation Instructions and
claimed benefits (provided with 511 Applica-
tion)
Attachment C English translation of Japanese test results
(provided with 511 Application)
Attachemnt D AESI test result letter dated July 8, 1980
provided by Applicant
Attachment E EPA letter dated January 19, 1980
Attachment F EPA letter dated November 7, 1980
Attachment G EPA letter dated November 28, 1980
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LAW OFFICES i
inviNG M. WEINCR IRVINC" M W F" I N F" R F> f* PATENT. TRADEMARK AMD COPVRIOMT LAW I
PAMELA S. OURT I It V I IN U |V|. WC.llNC.rt, |-".l. AND RELATED LICENSING AND LITIGATION h
ANTHONY THOMAS LE3NICK 3OOO TO WN C ENTER. SUITE 1145 TELEX 231223 [
SOUTHFIELD. MICHIGAN 48075 CABLE "USPATENTS DETROIT- !
IU BRANCH OFFICES
BERTRAM FRANK (M.V. BAR) TELEPHONE (313) 353-4321 SAULT STE. MARIE O33 32IO
WILLIAM S. ORADBURY ID.C. & VA. OARS) PORT HURON O8-* 3OOI
THOMAS R. VIGIL (ILL. BAR)
March 3, 1980
Kinutani & Co.
Atagoyamabengoshi Building
1-6-7, Atago, :
Minato-Ku, Tokyo 105, JAPAN
ATTENTION: Mr. Nobuo Kinutani
RE: New United States Patent Application
Inventor: Giichi Mori <;>
"IGNITION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE"
Our Ref. KIN-100-A
- Dear Mr. Kinutani:
We wish to acknowledge receipt of your letter of
February 25 forwarding the revised original application
having the executed Declaration affixed thereto.
We are pleased to report that the subject application, |
including the specification, set of claims, abstract, Declaration1}
and Power of Attorney and two sheets of formal patent drawings |
containing Figs. 1-5, has already been dispatched to the U.S. 't
Patent and Trademark Office by Express Mail for filing. |
The filing particulars will be reported to you in due jj
course. ' i
Very truly yours, |
'
DR. IRVING Mo WEINER
IMW/cf
v
\
I
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KINUTANl1+& CO
CAD1-E:KINUTANIPAT TOKYO £
PATENT, DESIGN AND TRADEMARK ATTORNEYS )
t
ATAGOYAMABENGOSHI BLDG. >
14 BAN. 1CHOME. SHIBA-ATAGOCHO. }
MINATO-KU. TOYKO. IO5 JAPAN t
March 24, 198O [_
Mr. Giichi Mori
4-14-15, Mita, Minato-ku,
Tokyo, Japan
Dear Sirs,
Re : New U. S. Patent Application
"IGNITION SYSTEM FOR AN INTERNAL COMBUSTION
ENGINE" ( AUTO SAVER )
Corrsponding to Japanese Patent Application
No. 12620/1980 ( filed on Februaray 5, 198O )
arid basic Japanese Patent No. 997,312
We are enclosing herewith each copy of letter dated
March 3, 1980 and TLXs dated March 20, 1980 and March 24,
1980 xvhich received from our agent firm, IRVING M. WEINER,
P. C. of 3000 Town Center, Suite 1145, Southfield, Michigan
48075 U. S. A.
We are pleased to inform you that the above-identified
U. S. Patent Application has been filed on the date of March
4, 198O to the U. S. Patent Office and issued the filing
certificate under the serial filing number 127,200 from the
U, S. Patent Office.
The filing certificate will be sent to you when received
from our foreign agent.
If you need any other information from us, please let us
know.
Very truly yours, :
KINUTANI Sr^CO^ %
j&- *
Nobuo Kinutarii, Patent .Attorny
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IGNITION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE
-15-
Field of the Invention;
The present invention relates to an ignition system for
an internal combustion engine, and more particularly to an
ignition system for an automotive engine using as fuel gasoline
or LP gas and which is required to save the fuel and to reduce
polluting elements in the exhaust gas which are caused by the
insufficient or incomplete burning of the fuel.
Background of the Invention;
Conventional ignition systems include a capacitor of about
0.2 MF coupled in parallel with a contact breaker in order
to burn the fuel completely in the engine cylinder. However,
such a capacitor has too small a capacitance value to take up
fully and instantaneously the counter electromotive force
generated when the contact breaker is opened. Consequently,
the contact breaker cannot be opened at high speeds, and its
contacts tend to become damaged.
With a. high-capacitance capacitor, the contact breaker
can be opened rapidly in an ideal condition, thereby allowing
the ignition coil to generate a desired high voltage. However,
because the energy stored in the capacitor is relatively large,
an excessive amount of current flows through the contacts
as the contact breaker is closed, with the result that the
contacts can become damaged in a short period of time.
Summary of the Invention
According to the present invention, a resistor having a
low value of resistance and a nonlinear electrical device, such
as a gas-filled discharge tube, are connected in series with.
each atb-er and. in parallel with a capacitor which an turn is coupled
with .the primary winding of an ignition coil and shunted acros&-
a contact breaker. With such an arrangement, a desired high
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voltage can be generated instantaneously for completely burning
air-fuel mixture in engine cylinders.
It is an object of the present invention to provide an
ignition system for an internal combustion engi le, which can
control changes in current when the contact breaker is opened
and closed, so as to prevent damages to the contacts of the
contact breaker and supply a desired high voltage instantaneously
to the spark plugs.
Another object of the present invention is to provide an
automotive ignition system for igniting the air-fuel mixture
in an ideal mode to reduce the cost of fuel and to hold polluting
substances in the exhaust gas at a minimum.
The above and other objects and advantages of the present
invention will become apparent from the following description
when taken in conjunction^with the accompanying drawings.
Brief Description of the Drawings
Fig. 1 is a circuit diagram of an ignition system for an
internal combustion engine, provided in accordance with an
embodiment of the present invention:
Fig. 2 and 3 are graphs showing waveforms of currents
flowing through an ignition coil when a contact breaker is
closed and opened, respectively;
Fig. 4 is a graph showing an ideal waveform of a current
flowing through an ignition coil; and
Fig. 5 is a graph illustrative of relationships between
the air-fuel ratio and the exhaust gas with internal combustion
engines, one having an ignition system of the present invention
and the other not.
Detailed Description
As shown in Fig. 1, an ignition system according to the
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present invention comprises an ignition coil including a
primary winding 2 connected in series with a battery 1 and a
capacitor 3. A contact breaker 4 is connected across the
capacitor 3. A resistor 5 and a nonlinear electrical device,
such as a gas-filled discharge tube 6, which are connected in
series with each other, are also connected across the capacitor 3
The resistor 5 has a low value of resistance. The resistor 5
may comprise a variable resistor having a variable low value of
resistance.
One of the terminals of the contact breaker 4 .is grounded,
and the other terminal thereof is connected to a terminal of a
secondary winding 7 of the ignition coil. The other terminal
of the secondary winding 7 is coupled to a high-tension terminal
of a distributor 9 for supplying a high voltage to a plurality
of.spark plugs 8.
Assuming that the primary winding has an inductance L and
a current i_ flows therethrough when a voltage is applied there-
across by closing the contact breaker 4, a counter electromotive
j
force expressed by L -rr is generated across the primary winding.
Thus,
E = Ri + L|| (1)
where R is the resistance of the primary winding.
When the contact breaker 4 is closed, the current i_ changes
transiently in accordance with the following equation:
F Rt
i =-| (i -e-Lfc) (2)
This transient current can be illustrated by the waveform in
Fig. 2.
As the contact breaker 4 opens, E becomes zero and hence
+ Ri = 0 (3)
R
Therefore, i= f . ~Lfc (4)
t\.
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The current _i is attenuated down to zero.
V7ith such changes in current as the contact breaker 4
is opened or closed, a high voltage is induced across the
primary winding 2 of the ignition coil, which has a substantially
high impedance.
Ideally, a high voltage should appear only during those
intervals in which the current flows instantaneously as shown
in Fig. 4. However, the voltage aid current is established
upon lapse of a predetermined interval of time, and dt in the
equation (1) cannot become zero. No waveform as illustrated
in Fig. 4 can thus be obtained. By reducing dt during which
the current changes, however, an ideally high voltage can be
generated across the primary winding 2, with the result that
a high voltage can be induced across the secondary winding 7
of the ignition coil.
Such a condition can be accomplished by shutting the
capacitor 3 with the series-connected resistor 5 and the gas-
filled discharge tube 6. Duripg discharging, the gas-filled
discharge tube 6 has a very small internal resistance, and
hence can take up a counter electromotive force generated by
the opening of the contact breaker 4, thereby allowing a
sufficiently high voltage to be induced instantaneously across
the secondary winding 7 of the ignition coil. When the contact
breaker 4 is closed, the voltage across the capacitor 3 is not
great enough to discharge the discharge tube 6. Thus, the
internal resistance of the discharge tube 6 becomes very high
at this time, allowing only the capacitor 3 to be discharged.
The contacts of the contact breaker 4 are therefore protected
from being severely damaged*
With the value of the resistor 5 being selected such that
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the discharge tube is stably energizable according to its
negative discharging characteristic, the discharge tube, when
it starts discharging due to an applied varying voltage, allows
a very large current to flew instantaneously. Such a sharp
rise in pulsed current assures high-speed ignition and rapid
take-up of excess voltage generated when the discharge tube
is discharged.
An experiment has been conducted with an ignition system
of the present invention using a 3000 ohm resistor for the
resistor 5 and a gas-filled discharge tube rated at 60 volts,
and 6.0 6.2 milliamperes. An automotive gasoline engine
having a displacement of 1400 - 1800 cubic centimeters equipped
with such an ignition system, and another similar automotive
gasoline engine equipped with a conventional ignition system
have been tested and compared with each other for the relation-
ship between the air-fuel mixture ratio and the exhaust gas.
The results are shown in Fig. 5.
The automotive gasoline engine without the ignition
system of the present invention was first operated at an idling
speed of 600 r.p.m. Care was taken to maintain this number of
revolutions per minute, because as the number of revolutions
increases, the density of carbon monoxide (CO) in the exhaust
gas is reduced. The idle mixture screw of the carburetor was
then turned to make the air-fuel mixture progressively leaner
until the engine stopped. The density of CO was measured
at intervals, and the density of nitrogen oxides (NOx) has also
been measured correspondingly. The measurements are indicated
by the curves B and D of Fig. 5. Next, the engine with the
ignition system of the present invention was operated and
measured for CO and NOx according to the same procedure.
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The curves of Fig. 5 indicate that the gasoline engine
with spark delay adjustment emits exhaust gas containing NOx
of low density, and that the gasoline engine with the present
ignition system emits exhaust gas containing NOx of generally
low density over various air-fuel ratios as shown by the
curve A. The maximum value of NOx density on the curve A is
reached at the air-fuel ratio of 16:1, and is reduced by about
32% as compared with the maximum value on the curve B.
Furthermore, an engine with the present ignition system
can be operated with a much leaner air-fuel mixture than engines
having conventional ignition systems. Also, the density of CO
has been reduced with the engine having the present ignition
system as illustrated by the curve C of Fig. 5.
Although a certain preferred embodiment has been shown and
described in detail, it should be understood that many changes
and modifications may be made therein without departing from
the scope of the appended claims. :
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CLAIMS 21
- 1 -
An ignition system for an internal combustion engine/
comprising:
an ignition coil including a primary winding adapted to
be connected to a battery, and a second winding adapted to
be connected to a distributor;
a contact breaker connected in series with said primary
winding;
a capacitor connected in series with said primary winding
and in parallel with said contact breaker; and
a series-connected combination of a resistor and a non-
linear electrical device;
s
said series-connected combination of said resistor and
said nonlinear electrical device being coupled in series with
said primary winding and in parallel with said contact breaker.
- 2 -
An ignition system according to claim 1, wherein:
said resistor has a relatively low value of resistance.
- 3 -
An ignition system according to claim 1, wherein:
said resistor comprises a variable resistor having a
variable low value of resistance.
\
- 4 -
An ignition system according to claim 1, 2 or 3, wherein:
said nonlinear electrical device comprises a gas-filled
discharge tube.
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Abstract of the Disclosure
An ignition system includes an ignition coil having a
primary winding adapted for connection to a battery and a
secondary winding adapted for connection to a distributor.
A contact breaker, shunted by a capacitor, is series-connected
to the primary winding. A resistor of a low resistance and a
gas-filled discharge tube are connected in series with each
other, and are connected across the capacitor. When the
contact breaker is opened, the gas-filled discharge tube
constitutes a temporary place for a counter electromotive
force to go because its internal resistance is very small
during discharge. When the contact breaker is closed, only
the capacitor is discharged since the discharge tube has a
high internal resistance at this time.
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Fig.5
AREA ih WHICH ENGINES WITHOUT
tjESENT IGNITION SYSTEM
HE IGNITED
12 14 16
18
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Fig.1
777
Fig.3
Fig. 2
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-25-
. . .. . . .... .... . -:..
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:>AUT:.O
METHOD OP INSTALLATION ": .. ' / .'. ';... ' :. 7- ' ;
. ' "'.'»'"".'*
Installation of Auto Saver Is quite.-slmple. '' .. . '. \-'^ V:?\.:--V;"-V':-"'-.-"
1. To install the Auto Saver by connecting ti^-lead wire with (+) and (-)'terinlnal^of Primary Line
voltage)..
2. To
' ful
be careful not to'have the Primary line'touch the-Secondary line/ and also at^the same.time, ^ecare^
not to let it slacken down: ' '' ' - --
Cord
Lamp
AUTO SAVER.- v.
Secondary. Line
^.;
''' '.-V- .; Primary __ _
:-.'; :;;: ,''';'; .'.-' (Low Voltage"Terminal9)
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AUTO SAVER la a compact precision built unit for automobile gasoline saving .Ignition-'device for perfect com-
bustion. It'helps to Improve the performance of .the electrical system and .engine." .'Eight'years, of research
. . ." . .' .»*.- $.* " .
have been expended into this' product and through numerous test under every known conditions 'has resulted
in the development of a product with 100% efficiency..'- . .' " ...".'"' /.'". ..--..'..
.' * ' ""*".*' .
Its FEATURES and ADVANTAGES are as followa:' ' . .'=---....." .-' ' '
1. AUTO SAVER Helps on .fuel consumption.. Actual tests have shown'savings of between 10 and.20%.
~SS
9. AUTO SAVER helps in 'distributing proper electrical current to eliminate .unnecessary sparking at contact
. -.''-'
points..-'
INSTALLATION "';
AUTO SAVER is applicable to-any gasoline engine with elec
the two Ipad wires to your'.Ignition coil .terminals,
ife of the AUTO SAVER Is semi-permanent,, but the life* of "the 'neon; tube fittedInto the; unit Is approxi-";
r 2,000 to'3,000 hours.- .In other words, 7-If. your car operates about lOOrkilpmetera dally,/the neon tube
st for about 3 to 5 years.".' '"."".-' '' ' '"'\'-"'V;f':;:"V--^ :"'"'-* ''"J*^ '''*'"' .'' .''*'*:'
PATENT : .Number'.997312 ' ' -'. . ' - " ; :-..;.'; ;.:'".-'.' ' "'
" f.^* * "* .-.** V **** '» * .- t
... -._// ....... ;:;:-v;.^..' ;...-,- . ;|
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-27- -
Attachment C
*
2. Test Result. '
The result of the test is as listed below: Further, the driving
output worked from the driving torque and revolutions, and
fuel consumption rate per HJ are also listed for reference.'
Speed Km/h
Condition
Item
CO (Carbon
Monxide Gas)
Value %
CO Reduction
Rate:
/ Aj^.xlOO*
Fuel
Consumption
- Time s/20 co
Consumption
amount co/h..
Reduction
"."" Rate: """ "
££ . x 100#
. A
40
Auto Saver
Without A
5.2
With B
2.8
46.1
"'. "11.4
6310 .
13.1
5500
/ ./ 12.8
60
Auto Saver
Without A
4.4
With B
2.4
45.4
7.4
9730-
9^
7270
:/:- ?. 25.3 '";;'
80
Auto Saver
Without A
6.5
With B
2.1
. 67.7
5-4
. 14670.
7.2
10000
-"."'' . . ^
(''' :'::c ''"3L.B- . V "-.
For Reference: '". .: . ' ' . - . . > '.' ", ' =' . " . -
Revolution
(rpia)
Driving . .
Torque Kg-m
Driving
Output IP
Consumption
per Driving '
Output cc/H? .h
Reduction
Rate: '. ' .
Ar§ x 100%
A
1550
15.0
32.4
194.8
1550';
16.5
35.7
154.1
:-." 20.9 ;,;
y '
, 2300
17.5
56.0
173.8 '.
2300
16.0
51.4
141.3
"' ' ' .. - -. '. i
18.7 "...
;'3050 ,
.. .16.0
v 68.1 ]'
r 215.4
3000 .
14.0
"58.6
170.8
. - " >" ' *
'..."' ' "
.': 20.7- ..^-.*
.; Tokyo, August 26, 1968. ': . ;' -"-?'
.' . THE BQARp OF INDUSTRY ENCOURAGEMENT
.. ;. , TOKY^/KbjTRpJ^DLITilN GOVERNMENT. ' ' .' " . -.
'... ' . - . . '
/Yasuyuld. Kimura, Director. <
' .
' * ' '.'"* v. "
1 .
'!
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HL Attachment D
28
~zu ;..-» :;r
AUTOMOTIVE ENVIRONMENTAL SYSTEMS. INC. B 7300 COLSA AVEKUE. '.VESTMWSTER. CALIFORNIA S2u83 D 714 £37 0333
A zubsajinry of C&ufiu*it.fAiinulaclui 'ing Company
7 ' July 8, 1980
Mr. Mori
Sanwa Kagaku USA, Inc.
Empire State Building
Suite 5620
New York, NY 10001
Dear Mr. Mori:
It has been a pleasure to assist you and your company by performing
these emissions tests and hope that we may be of help in any future
testing programs that you may have.
The results of these tests, tabulated on the accompanying sheets, are
expressed in the following units of measure:"; hydrocarbons (HC),
carbon monoxide (CO), carbon dioxide (CC^), and oxides of nitrogen-:
corrected for humidity (NOxC), are all expressed in total grams of/
pollutant, per vehicle mile. The fuel consumption, expressed in miles
per gallon (MPG) , is calculated from the mass emission data using the
carbon atom balance technique.
AESi's testing laboratory is checked daily to ensure continued '
certification for on-going EPA contract testing. ,
The vehicle was operated through an EPA prescribed driving schedule
for preconditioning before performing each test. The tests were
performed on Indolene clear test fuel.
The results from these tests are only applicable to the specific test
vehicles and may not be extrapolated to the vehicle population in
total. No conclusions should be drawn from these test results, other
than as they pertain to the specified vehicles tested. You are
reminded of the Testing Agreement restrictions not to use AESi's name
or letter of results or parts thereof in connection with any
advertising or sales promotion without prior written approval from an
officer of AESi.
AESi looks forward to having the opportunity of serving you again, and
if you have any questions regarding these tests, please feel free to
contact me.
Sincerely,
Alan D. Jones
Project Engineer
Improving the environment through modern automotive technology.
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''
-29-
jr
AUTOMOTIVE fNVIKONMENTAL SYSTEMS. INC.
EXHAUST EMISSIONS TESTS
CONDUCTED FOR SANWA KAGAKU U.S.A. INC.
VEHICLE DESCRIPTION
Year: 1980
Make: Ford
Model: Thunderbird
Without Device
Test #1 (June 11, 1980)
HC CO
FTP
HFET
0.443
0.105
1.891
0.190
Test #2 (June 20, 1980)
FTP
HFET
With Device
0.332
0.112
1.679
0.240
Test #3 (June 24, 1980)
FTP
HFET
0.288
0.108
1.530
0.249
Test #4 (June 25 , 1980*)
FTP
HFET
CQ.396,
ft). 2051
Test #5 (June 27, 1980)
FTP
HFET
0.263
0.113
0.980
0.270
C02
579.755
359.315
576.514
361.774
560.211
359.359
568.932
341.064
565.535
354.658
Displacement:
Transmission:
Device Tested:
NOxC
0.800
0.781
0.596
0.585
0.642
0.596
0.597
0.541
0.677
0.642
MPG
15.18
24.64
15.28
24.48
15.74
24.63
15.41
25.75
15.63
24.97
302 cu. in.
AOD
Auto Saver;
Certified: July 8, 1980
Alan D. Jones
Project Engineer
Technical Services
*Due to an unexplained vehicle malfunctions, test #4 was rerun as
test #5 to check for data repeatability.
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AUTOMOTIVE ENVIRONMENTAL SYSTEMS. INC.
-30-
FUEL ECONOMY - FLOW METER METHOD
Without Device
TEST ODD
1 11.0
2 10.3
With Device
3 11.1
*4 12.1
5 11.2
GAL
0.70
0.70
MPG
15.71
14.71
0.69 16.09
0.71 17.04
0.69 16.23
ODO
10.3
10.1
10.2
11.3
9.4
GAL
0.45
0.41
0.42
0.42
0.43
MPG
22.89
24.63
24.29
26.90
21.86
*Due to an unexplained vehicle malfunction, test #4 was rerun as
test number 5 to check for data repeatability.
Certified: July 8, 1980
Alan D. Jones
Project Engineer
Technical Services
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-31-
Attachment
January 19, 1
Mr... Mori; -^; 7
1'rapire State Building
Ivoois 562C
Mew York, SV 10001
Dear Hr. Mori:
This is in response to your telephone call of January 3, 1980. Enclosed are
the documents, EPA Retrofit and Emission Control Device Evaluation Test Policy,
Application Forsat for use with the Fuel Econoay Retrofit Device Evaluation
undgr Section 511 of the Motor Vehicle Information and Coat Savings Act and
Federal Regulations pertaining to this Act,
It is hoped this information will be of value to you.
Sincerely,
F, Peter Hutchins. Project Manager
Technology A3«es«B-.
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, * - Attachment F
-32-
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
OFFICE OF
AIR. NOISE AND RADIATION
November 7, 1980
Mr. Y. Mori
Sanea Kagaku (U.S.A.) Inc.
Empire State Building, Suite 5620
New York, NY 10001
Dear Mr. Mori:
This is to advise you that your application for evaluation of the Auto Saver
device under Section 511 of the Energy Policy and Conservation Act has been
forwarded to the EPA Engineering Evaluation Group, where it will be analyzed
according to the requirements of the regulation. They will review the
material submitted with your application and determine if EPA testing is
warranted.
We will contact you if further information is needed with respect to your
application.
Sincerely,
Merrill W. Korth, EPA Device Evaluation Coordinator
Test and Evaluation Branch
Note: This letter was undeliverable by the Post Office since the Applicant
had moved and left no forwarding address.
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_33- Attachment G
\ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
* ANN AR£ OR. MICHIGAN 48105
'"«. «K>X
OFFICE OF
AIR. NOISE AND RADIATION
November 28, 1980
Mr. Y. Mori
Sanwa Kagaku (U.S.A.) Inc.
Empire State Bldg., Suite 5620
New York, N.Y. 10001
Dear Mr. Mori:
The EPA Engineering Evaluation Group has conducted an initial review of your
firm's application for evaluation of the "Auto Saver" under Section 511 of The
Motor Vehicle Information and Cost Savings Act. The following information is
required prior to any further evaluation of your device.
"What is Dr. Giichi Mori's association/title with the device manufacturer
(Sanwa Kagaku Co., Ltd.)?
"The majority of the data provided with your application for evaluation is
in Japanese. Please provide an English translation of these data to
include a description of the test procedures, test vehicles and test
conditions used to obtain those results. Also, please describe all
maintenance both prior to and during this testing.
"Please clarify the applicability of the device. The patent description
references use of the device with conventional contact breaker point
ignition systems, yet your application indicates that the device is
applicable to "all kinds of cars, as long as cars have ignition systems".
If the device is applicable to solid state, high energy, ignition
systems, please provide device installation instructions for such systems
and additional data on 1975-1980 model year vehicles to support your
application.
Regarding your letter of July 8, 1980, the following information is required
for the provided data to be considered with your application for device
evaluation:
"How was the device installed on the test vehicle (1980 Ford Thunderbird)?
"To what specifications were the engine design parameters (air-fuel ratio,
ignition timing, etc.) 'set for both the baseline and device installed
testing?
"Please describe -all maintenance/adjustments performed both prior to and
during this testing.
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-34-
' Please provide background information relative to the test procedures and
test conditions (inertia test weight, dynamometer power absorber
setting, ambient temperature, etc.) used to obtain these results.
"How many vehicles were used to obtain the provided test results?
Thank you for your cooperation and I look forward to your rapid response so
that your application can be processed further. If you have any questions
regarding the desired information, please feel free to contact my office
(313-668-4299) .
Sincerely,
Merrill W. Korth, EPA Device Evaluation Coordinator
Test and Evaluation Branch
cc: F. P. Hutch ins
R. N. Burgeson
Note: This letter was undeliverable by the Post Office since the Applicant had
moved and left no forwarding address.
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