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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                              -2-
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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                              -3-
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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                              -4-
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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                             -6-
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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                                 -7-
           "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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                             -9-
           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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                                -10-
       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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                                  -11-
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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                                  -12-
                            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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                    V                            V     .                       f
                                  -13-                 -                       f

                                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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                                  -16-
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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                                  -17-

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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                                  -18-
 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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                                 -19-
 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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                                  -20- .
     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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                                  -22-
     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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               -23-
    Fig.5
                 AREA ih WHICH ENGINES WITHOUT
                     tjESENT IGNITION SYSTEM
                      HE IGNITED
12   14    16
18

-------
                -24-
                 Fig.1
•777
  Fig.3
Fig. 2
                         '={

-------
                               \
                                                 •  • »"•

                                                -25-
                                                                     .    .  .. .   .     ....  ....        .        -:..
                                                                     ••.-   •  "••'•,-'.'••'.••   : Attachment "B --..TV  "•
                                                                     *" .  •"'*"  ."..-• *   ....••'.-•...   . * -.    ; -' .-  *r '.
                                •:>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)
                •  ..    .   -   •••:.:•   '• '.                  .• •   •' •  	  . ;•  ... ......  •-.•.....:.*  •:.••.•••.
                ••;' :..• •• ^gia!^ii^i|iy{jHiiii|iii|iiiiHg^^                                      ."r.''•.'!',:''j'.:^. .';.* ^  ".7,:.';...'..
                     .-^.. ^../----,u-^^,^.^-        .               '
                                                                                                           •  »•.

                                                                                                          ^^:{  U
                                                                                                          . . . •• i   t
                                                                                                          •  o :  : I
                                                                                                          • • • I •  £
                                                                                                          •:•  ••  i ?

-------
                                                                                                               .f
                                                                                                                '
   FEATURES AND EFFICIENCIES  .       .   •    ..        •> ••; v*
   	        . _ _ —,-^^j iiina • i 1 i i     m •                        •        "   •     *     • •   •
   ^^^••^^^^•^•^••••••••^•^•^^^•^^^^^^^^•^^••^^w^H^^^Mnvwa^                                    _        •           im
                 "        •'.         .••        .        *.-*•"*'    **
   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.

-------
                                   -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.

-------