GB2451846A

GB2451846A - Employing microwave energy to improve vaporization of fuel and fuel consumption in engines

Info

Publication number: GB2451846A
Application number: GB0715825A
Authority: GB
Inventors: Neville Tinsley Holmes
Original assignee: Individual
Current assignee: Individual
Priority date: 2007-08-14
Filing date: 2007-08-14
Publication date: 2009-02-18
Anticipated expiration: 2027-08-14
Also published as: GB0810829D0; GB2451927B; GB2451927A; GB2451846B; GB2451935A; GB2451935B; GB0814330D0; GB0715825D0

Abstract

For petrol and other light oil engines, microwave device(s) in two different locations establish 'fields' of microwaves through which previously vaporised fuel must pass before combustion in the engine. One is positioned between the point of vaporisation and the cylinder-head; the second, fitted into the cylinder head, may also operate alone and is a specially designed appliance, fig.2, to produce a microwave 'field' only during the combustion cycle; used also for Diesel and other heavy oil engines, aided by a vacuum controlled appliance to heat oil prior to injection. (Figures 5,6). Screening with metal and timings for electrical supply addresses dangers from microwave leakage. A combined spark/microwave plug, figs. 3, 4A may be used in applications where the siting of a further hole in the cylinder head would be impractical, and allows external setting of the 'spark gap' (fig.4A) and use of the piston as an 'electrode' for 'spark' purposes (fig.4B).

Description

Employing microwave to obtain savings in fuel consumption This invention relates to and covers the employment of microwave power to assist and ensure full vaporisation of petroleum, and other oils when used as fuels, in all types and classes of engines, as a means to gain greater efficiency in fuel consumption.

To attain maximum efficiency in engines all the fuel used must be vaporised to a state ideal to provide maximum expansion after ignition. The equipment, designed as component parts of the invention, covered by this application, are intended as a means to attain this aim and to improve engine performance by using microwave power as an additional step within the fuel vaporisation system.

By far the greatest consumption of petroleum and oils with similar characteristics is through their use for fuel to power internal combustion' engines. For this reason, the equipment invented and described relate to that area of use, this should not be seen as limiting this application for Patent covering the wider application of this invention to other classes of engines, including those termed as rotary.

With insecurity of supply and likely demand outstripping that supply, a market driven' high price for fuel prevails. For this reason, any improvement in performance measured in miles or kilometres per gallon' must be given serious consideration. Whilst a small improvement may not be particularly noticed in savings to the pocket of a motorist at the pump, if reflected in overall fuel usage the saving could still be significant. Of possibly greater consequence is that improved efficiency in the burning fuel process, already an EEC requirement, must reduce the amount of green-house' gases being discharged into the atmosphere. This invention addresses those economic and environmental requirements..

Internal combustion engines vary little in design, all have a cylinder and cylinder head with inlet and outlet ports controlled by valves arid those using petrol and other higher grade fuels have a replaceable spark plug set into the head'. The performance of an engine is influenced by the compression ratio, the physical form of the combustion chamber, resulting from the internal design of the cylinder head and design of the top face of the piston, and the type and grade of the fuel used. This design is concerned only with the fuel element, the aim being to improve vaporisation by using microwave to excite' the atoms, within the microscopic droplets of fuel.

The level of vaporisation, prior to ignition, is influenced by refining considerations and controlled standards in production to meet specified standards grading. The benefits anticipated from this invention are improved engine efficiency by ensuring the fuel is fully vaporised before ignition and that a performance similar to that produced by using fuel of a higher grade be realised.

To illustrate the principles and applications for employing microwave to internal combustion engines required that equipment be designed. These designs relate to either apply microwave to the fuel prior to its entry into the cylinder, when entering and within the cylinder during the intake/compression strokes of the combustion cycle or a combination of both.

Devices producing microwave are usually positioned outside the metal receptacle holding whatever is being processed and, as such, requires the positioning of an aperture in the wall of the receptacle to allow the microwave to pass into the cavity. This aperture is in-filled to form a window' using' non-metallic' material of a sufficient grade and thickness through which microwave can pass unrestricted. For a window into the cylinder head the material used would need to withstand the high pressure created by the expanding gas after ignition takes place. To avoid microwave leakage', harmful to health, design also take into consideration health and safety aspects that require metal sheathing be placed around where microwave exists.

The means for access for microwave are provided by two different designs -access prior to the fuel entering the cylinders and access when entering and within the cylinders. The designs cannot be specific and precise as engines vary in type and size as these considerations will influence design and microwave power requirements for specific engines. Design criteria will also influence the fittings for microwave devices and these cannot be shown on illustrations.

As previously stated, the employment of microwave, as identified, requires that equipment be designed specifically for the purpose and application chosen and these and their use for engines using higher grade fuels will now be described with reference to the accompanying drawings (drawn not to scale and, for clarity, section' detail).

Figure 1, (sheet I / 5), shows a means for employing the invention between the point fuel is vaporised and the in-take to the cylinder.

Figures 2 & 2A, (sheet 2 / 5), shows an appliance designed to employ the invention during the combustion cycle.

Figure 3, (sheet 3 / 5), shows an appliance with features similar to those as illustrated in Figures 2 & 4 and designed for the purpose, as identified in Figure 2.

Figure 4A, (sheet 4 / 5), shows a spark-plug', designed for purpose of identifying the special needs and features required for the appliance illustrated in Figure 3.

For access prior to the fuel being taken into the cylinder an aperture can be provided in the inlet manifold to allow the electronic device(s) producing the microwave to be positioned. This will require only small alteration to mechanical design -as illustrated on accompanying drawing as Figure 1, (sheet I / 4), the component parts being numbered I -7. Figure 1, (6) indicates the aperture into (5) the inlet manifold, which has a mating area' to hold a window' (4), it also has a raised lip' around which fits the case (3) to hold the device or devices producing the microwave. The lid, (I), of the case, close to and around the edge, also has a raised lip'. When the unit is assembled the lips will prevent leakage of microwave. To further ensure this, forming part lid is a sheath', (2), to shield the access point for the electric supply cable. (7) indicates possible positions of screws as a means of fixing all components together when assembled.

Although not shown, specially designed metal fins' placed in strategic positions would shield against microwave leakage towards the air intake and create possibly advantageous turbulence

within the microwave field.

Requiring greater design change would be provision of a porthole' in each cylinder to allow microwave into the cylinder' during the intake/compression' cycle. The threaded holes for the spark-plugs of engines are normally in the top/front of the cylinder head. It is envisaged that the a porthole for a microwave plug module' is similarly positioned, but towards the rear of the head -a design for a microwave plug module' is illustrated on the accompanying drawing as Figure 2, (sheet 2 / 4) the component parts being numbered I -12. Existing engine design considerations will require accurate positioning of the plug unit' and the need to retain it at an acceptable temperature bears on the design. To meet these aims the plug module' consists of-referring to Figure 2, a metal plug' (6), which has a non-metallic core (7) forming the window' through which microwave can pass, the diameter of which will be constrained by the practical considerations of design and size of the cylinder-head, indicated by A' on Figures 2 and 3 (sheets 2 I 4 & 3 I 4), a threaded section for screwing into the cylinder head, a hexagon section for tightening purposes and shoulder which mates' with a' metal' casing (I), to house the device producing the microwave. (the casing and plug are drawn to indicate no specific design size and the shape of the metal housing' only to indicate the importance of providing means for dispersing heat from the engine and screening for microwave leakage purposes. In practice the housing may be an alloy moulding, with a removable section for access purposes, and integral mountings for the microwave device).

The housing' (I), as designed, has fins' (2), for the purpose of heat-dispersal and a removable metal lid (3), fastened to the case by screws (3a), the edges of the lid fitting part over the case sides to prevent possible leakage of microwave and, for further protection, one edge extending to form a skirt' (4) and a sheath' (5) to shield the entry point for the electrical supply cable. A union nut' (9) is used to enable the plug' (6) and case' (1) to be correctly positioned when mated, using heat resisting washers (8) to further restrict, from the cylinder head, any build-up of heat in the unit, both having outside diameters to fit snugly into the union nut whilst the inside diameter of that of the upper of the two, between the case' and the plug', being equal to the inside diameter of the neck of the metal case' that of the lower greater than the outside measurement of the hexagon section of the plug'. To guard against leakage through the ceramic insulation material of the spark plug, will require a metal sheathing around the rubber insulation at the spark-plug connection end of the plug lead.

To maintain the characteristics of design of an engine the plug' when fitted should maintain, as far as is practical, the profile of the combustion chamber. To realise this, when fitted, the base of the plug' should align with the surrounding area inside the cylinder head and to this end this the length of the threaded section of the plug must relate to the depth of thread intended to hold the plug', alignment also aided by the shim' washer (10) of known thickness fitted between a machined surface (II) in the cylinder head (12).

Circumstances may arise for which a combined spark/window plug module' may be required.

For this purpose an outline design for such a module is illustrated as Figures 3, (sheet 3 / 4).

The design allows the spark-gap', (9), to be adjusted externally without removing from the engine. No specific design for the unit is possible as the fixing of the microwave device to be used will be influenced by the individual engine to which fitted..

The window core' shown as (7) in Figure 2, (sheet 2 / 4) is retained in position, top and bottom, by shoulders forming part of the plug (6). This may create problems as the continual heating and cooling resulting from engine use over a long period may cause crazing' in the material possibly causing fracture at the weakest point, the shoulder, resulting in some disintegration and damage to the engine. An alternative method of retaining the core material is illustrated The corrugations, which in the illustration are emphasised for the purpose of explanation and would in practice be far less pronounced, should prove more effective and the lower surface would offer a wider window'.

Many features of the sparklwindow plug module' Figure 3, (sheet 3 / 4) are taken from those of the spark-plug designed specifically for that purpose. Having wider application the spark-plug' Figures, 4A & 4B (sheet 4 I 4), is included for intellectual property right' determination. The principle concept being that the spark-gap, is adjustable when the plug is in position.

This is undertaken by using the thumb-nut', (3) on both Figures 3 & 4A (sheets 3 / 4 & 4 / 4) to adjust the positive electrode unit', (engine with negative earth is assumed). By offering' the lower end of the threaded-tube' section of the unit', shown as (4) on both Figures 3 & 4A, to the thumb-nut' and turning this, this will cause the two to become attached and in turn will lower the electrode. The electrode down the centre and the outer threaded tube must be firmly bonded to the insulation part of the unit.

To hold the unit' from turning when using the thumb-nut', a tongue', on the sole' plate, Figure 3. or peg' (10) on Figure 4A (sheet 4 / 4) fits into a slot (7) in the unit. The main body of the spark-plug' (5) Figure 4A, consists of a top section with cut-outs' to allow the thumb-nut' to be accessed, a lower main section and the thumb screw. This is positioned into the housing provided, when the two sections are joined and before being permanently fastened together. noted as (6) Figure 4A.

In the design of the spark/window plug module' the main body of the spark-plug' is replaced by an alternative arrangement. I'his consists of an upper plate (5) Figure 3 (sheet 3 / 4) again with a cut-out' to allow access to turn the thumb-nut', a lower plate, (6) and a sole' plate (7) of which the previously noted tongue' is part. Again the thumb-nut' must be fitted into the housing prior to the component parts being firmly attached to the casing holding the microwave device. Fixings will depend on individual design requirements but for sake of example these are indicated at positions marked as B' on Figure 3. Design for the section of the spark/window plug module' below the casing, is as that for the window plug module' previously described.

For both sparklwindow plug module' and spark-plug, the wheel part of the thumb-nut' must fit without play' to the faces of the housing and, similarly, the thumb-nut' bosses' in the holes in the plates in which they fit. l'he shoulders of the bosses are designed to be slightly less in depth than the thickness of the plates so that when the lock-nut and washer, shown as (2), Figures 3 & 4A, are tightened the positive electrode unit' is held firmly and prevents movement in the spark-gap. The electrodes shown as (8) in both Figures 3 and 4A arc of different lengths but both must be a sliding fit' in the insulation core' of the metal plug' component of the module to allow adjustment in the spark-gap', shown as (9) on Figure 3 (sheet 3 / 4).

Fine adjustment to the spark-gap' is possible by the design of the threaded tube section of the positive electrode unit' (4) Figures 3 & 4A, for example, by having 10 threads per centimetre and 10 sections being marked around the circumference of the thumb-nut'. indicated on (3) Figures 3 & 4A. Placing a unique mark against one of the gradation lines will identify when the thumb-nut' has been turned one revolution -the spark-gap will have changed 1 mm. Ideally the lines should be numbered 0-9 (clockwise). Setting and adjusting should be a relatively easy task requiring, as basic equipment, a 12 volt lamp bulb and holder in series with two wires each with a crocodile' clip. After fixing one clip to the positive terminal of the battery (assuming negative earth) and the other to the plug' and ensuring the piston of the cylinder being set is at top dead centre', turning the thumb-nut until the lamp bulb comes on' will indicate the gap is nil and winding back the correct number of turns and gradation lines will give an accurate spark-gap.

Experience lends weight to the viewpoint that some improvement in the performance of engines can be anticipated if the ignition spark is close to the top face of the piston. The adjustable spark-gap plug allows this if the terminal normally positioned at the base of a standard plug is removed and, instead, an area of the face of the piston is used for the purpose, Figure 4B (sheet 4 / 4) illustrates the principle. On the drawing (11) is the piston, (12) is an area forming the electrode and, if needed, (13), an earth' ring, additional to those for the piston, to be manufactured with rounded shoulders from hard material with good characteristics for conducting electric current. This to overcome any deficiency, if found, in the electric's of the ignition system, due to unreliability of the earth' contact in the circuit. The electrode (12) is shown as a dome as, in practice, the positive electrode is likely to meet this at an angle not, vertically as in the drawing.

For reasons of safety and possible fire risk, microwave should be produced only when the engine is running and when required; these features are taken into consideration. In respect of the device for providing microwave at the inlet manifold, electrical circuits and control equipment can be in continuous supply whilst the engine was running. Continuous supply to those in the cylinder heads may not be best practice and a control system to impose limits on the duration of this may be necessary. For example, pre-ignition may occur towards the completion of the compression stroke as a result of improved vaporisation.

The solution is an electrical circuitry and control system supplying current to the microwave device only during the fuel intake/compression strokes of the combustion cycle. For the purpose, commencement' and cease' of the supply of electrical power to the microwave device for a particular cylinder being controlled from the existing ignition' system. The timings for on' and off' being taken by using the electric current supplied to the different spark plugs at different times during the combustion cycle. A switch controlling a particular cylinder being set in the on' condition by the electrical current transmitted to the spark plug for one of the other cylinders at an appropriate phase within the combustion cycle. The switch being turned off' when the current is supplied to produce the spark at the cylinder being controlled. For example, in an engine firing in the sequence 1,3.2,4, if cylinder 2' was being controlled, the switch would be turned on' by the current when supplied at cylinder I' and off' by the current when supplied at cylinder 2' -the cylinder being controlled..

By using the firing current, advantage may be gained from the existing advance/retard' mechanism of the ignition system. The electrical supply for control of the microwave device being produced by, electronically, making use of the field' generated around the core of the plug-lead supplying the current to the spark plug or by using the current, transforming the power to an appropriate level for the purpose.

To ensure complete safety it would be necessary to ensure that the electric supply to the microwave devices is only available when the engine is turning. This means that supply must be either direct from the source of generation of the power, or if via the battery, that a controller, designed to allow current to pass only when the engine is turning, is placed within the circuit.

In fields of microwave, sparking across' between metal objects raises problems that may occur when using this for engine efficiency. The sources of any such problems could be by movement in the piston and/or valves. Within the inlet manifold strategically placed metal fins' could be used to shield the valves and rapid air flow may alleviate likely problems elsewhere. if not, the timings for supply of microwave could become critical, e.g. may be only available during the compression stroke when the valve is closed.

Whilst being similar to lighter grades of fuel in that microwave it is applied prior to entry and within the cylinder, the method of combustion used in engines using heavier grades of fuel, e.g. diesel, sets requirements and the needs for a design of a different type. This will now be described with reference to the following drawings. (as previously stated, not to scale and for clarity, in section' detail).

I

Figures 5, 5A & B, 6 & 6A (sheet 5 / 5) show a sub-assembly designed to apply microwave during the injection process and to heat the oil prior to injection. (Numbered references, in the following descriptions, are those allocated to parts on sheet 5 / 5.

A non-metallic tube of sufficient strength, in this case thick walled, toughened glass, (20), carries the oil to the equivalent, (22), of the injector for a standard diesel engine and set in suitable material through which microwave can pass (21). The injector is attached to the tube in a manner similar to that of the supply unit', (30), at the opposite end of the tube, i.e. a union' type fitting, the nut of which is shown as, (36), with an annealed copper olive', (35).

To ensure the olives do not move under pressure during the injection process the outer diameter of the tube is slightly smaller, (34), in the positions where the olives fit when tightened. The pipe carrying the oil from the metering/pump enters the supply unit' at (32).

As the tube is encased in the housing, (15 & 16), with the microwave device, the oil in the tube will be exposed to microwave and become hot. Depending on the power output of the microwave device and the oil flow rate, the heat of the oil may become excessive and the sub-assembly (figure 6) is designed to control excess heat, if such control is needed. This controller consists of a vacuum operated shield that varies the length of the tube exposed according to the speed of the engine. A pipe enters the supply unit, (30), at position (33) the opposite end of the pipe being positioned adjacent to the input port' of the particular cylinder of the engine and set to obtain maximum vacuum. As the engine speed increases this will increase the air-flow prior to entering the engine cylinder and, in turn, the vacuum pressure within the space between the inner-wall of the cylinder component, (17 & 18), and the outer-wall of the oil tube. This will influence the movement of a piston, (19), that can freely move, being a sliding' fit. If the vacuum is too high, raising the piston too much and allowing the oil to get too hot, a grub-screw control (33) can be used to restrict this effect.

If, with the piston raised to the full the oil is not at optimum heat for maximum efficient operation of an engine, either a more powerful microwave field and/or an oil tube offering more exposure to the microwave is needed. The latter may be achieved either by coiling the tube beyond the termination point of the piston shield or using a tube with a number of smaller cores.

Alternatively, the result may be achieved by grouping a number of smaller tubes or using smaller tubes laid side-by-side, both terminating at either ends in manifolds of suitable design and material. If side-by-side, the piston shield would need to be replaced by a shutter of suitable design. These solutions will provide a greater oil surface area for the microwave to heat and for that reason oil will become much hotter over a shorter period. To test the working of the piston a test- pin hole', (31), is position in the supply unit and accessed by removing a grub-screw, a test-pin being of suitable plastic and long.

As the lower portion of the piston is the shield for the tube, the movement of this exposes to microwave energy the amount of oil, held in the exposed portion of the tube, before injection into the engine cylinder. As the piston needs to be of light construction and manufactured in hard wearing material it would need be of metal construction. Metal objects must be set apart in areas with microwave present otherwise sparking' across will occur. For that reason the wall of the cylinder wall has to be of non-metallic material. However, this would mean that all the oil tube would be exposed and to overcome that, a tight fining metal outer-shield, (I 8), is placed around the cylinder component. (17). Wear characteristics also will influence the choice of material for this component and for that reason a tube of toughened glass would appear to be ideal The piston is designed to be a sliding fit within the cylinder wall and provision is made to lessen any likely damage, and noise, when dropping back to the stop position or reaching maximum height for the stroke. This is achieved with two cylindrical blocks of lightweight plastic, (28 & 29), one held either side of the piston face and held together with screws passing through the face. The lower one striking a felt' washer (27) held in position by a union' type joint, (26) the two parts tightening against and squeezing and firmly holding a rubber ring (25) into a groove 24) in the outer-wall of the cylinder component, the end of the outer shield being adjacent to the position of the rubber ring. To allow free flow of air into the back of the piston, room is left between the outer-wall of the oil tube arid the inside diameter of the lower section of the union' and the felt washer. The upper block will strike the lower section, (36), of the union holding the oil tube to the supply unit'. In practice, care must be taken that the length of the shield' part of the piston is greater than the maximum stroke for the piston.

To ensure the piston move freely within the vacuum cylinder, the oil tube and the cylinder component tube must be parallel and remain so. To this end, both tubes are designed to fit tight into the supply unit', as is the outer-shield. A small groove around the cylinder component and holes in the outer-shield aligned with threaded holes in the supply unit, allow grub-screws', (27), to be used to hold the cylinder component tightly in position. When the sub-assembly (figure 6) is in position within the microwave device housing,(15 & 16) and attached to the injector a slight variation may arise between the aperture at the top of the housing, (16), in which the sub-assembly fits and the position of the sub-assembly. To overcome this, the aperture is larger in diameter than the supply unit' and a stout rubber gaiter', (25), that has oversized holes for fixing screws, is positioned firmly around the unit'. A sealing plate' (23) using screws, (26) that is used to fasten the gaiter to the unit' is also to ensure microwave does not leak through the space, between the unit' and the aperture, occupied by the gaiter.

Claims

Claims Use of microwave power to assist and ensure full vaporisation of petroleum and other oils when used as fuels in all types and classes of engines.
2. Use of microwave power to ma.ximise efficient use of fuel as a means of improving internal combustion' engine performance by providing a field' or fields' of microwave sufficient for the purpose, through which previously vaporised fuel can pass before ignition occurs, as claimed in Claim I.
3. Any facility to produce a field' of microwave through which previously vaporised fuel must pass before entering the cylinder of an engine, as claimed in Claims 1,& 2. Illustrated as Figure 1, (sheet 1 / 4), is a method of providing that required facility.
4.. Any facility for allowing access of microwave into the cylinder of an engine for the purpose of producing a field' of microwave within that cylinder, as claimed in Claims I & 2. Illustrated as Figures 2 & 2A, (sheet 2 / 4), is a unit intended to provide such facility.
5. Use of single or multiply microwave device(s) positioned in close proximity to the inlet ports' of an internal combustion engine as a means for providing the field' of microwave for fuel vaporisation purposes, to achieve objectives as claimed in Claims 1, 2, & 3.
6. An aperture positioned in the inlet manifold of engines and, for this aperture, a cover housing a device or devices(s) to produce the microwave field, required for vaporisation purposes, adjacent to the inlet ports' for the cylinders, as claimed in Claims 1, 2, 3 & 5.
7. A microwave plug unit' to produce a field' of microwave for the purpose of improving fuel vaporisation for internal combustion engines; for each cylinder in the engine, one such plug unit' being fitted into a porthole' in the cylinder head; the main component parts of the microwave plug' being -a one piece' threaded steel window plug', with a core of non-metallic material of sufficient strength for the purpose and through which microwave can pass unrestricted, a metal housing with a removable section for access purposes and heat dispersing fins -to house the device required to produce the microwave, and a union nut for mating the casing with the plug' using heat resisting washers, to achieve the objectives as claimed in Claims 1,2. & 4.
8. A threaded porthole' positioned in the cylinder head as a means of providing the access point for a microwave plug unit' positioned to produce a microwave field' required for fuel vaporisation purposes within the cylinder of an internal combustion engine, as claimed by Claims 1,2,4 & 7.
9. An electrical control system to supply adequate voltage and current in order to provide power for the microwave device(s) adjacent to the inlet ports of an engine, as claimed in Claims 5&6.
10. An electrical system to supply adequate voltage and current in order provide power for the microwave units situated in the cylinder head and to control the phased frequency and duration of transmission of power to the different cylinders, this by a system in which a control device, taking electrical signals from the different spark-plug leads, uses these to switch the power on' or off to each cylinder in turn, as claimed in Claims 7 & 8..
I 1. A spark plug' allowing setting and varying of the spark gap' without removing a plug from an engine, as illustrated on sheet 4 / 4 as Figures 4A, and is a replacement for those with fixed spark gap' and, as shown on sheet 3 / 4 Figure 3, when used as part of a combined spark/microwave plug'.
12. Use of a multi-cored tube, or a number of tubes terminating in manifolds to heat the fuel to optimum temperature for injection as alternative to a single cored tube, to achieve the objectives as claimed in Claims I & 9, 10 & 11
13. An electrical system to supply adequate voltage and current to provide power as and when required by the device supplying microwave into the cylinder and heating the fuel, the electrical supply terminating when the engine ceases to rotate, to achieve the objectives as claimed in Claims 1, & 11. * S. * S * * S. I... * S S. S * SS * S.

*5S55e * S * .* * -* *.

12. Use of the spark plug', as claimed by Claim II, to enable a strategically situated integral part of the top face of the piston to become, for ignition circuit purposes, an electrode to replace that situated at the base of the threaded section of a standard spark plug.

13 Use of an earth' ring, additional to those standard for the piston to which applied, as a means to overcome any deficiency within the ignition circuit caused by poor connection between the cylinder wall and the standard piston rings, claimed by Claim 1 1 and Claim 12
14. Employment of the spark plug', Figure 4A, for use in all applications and situations where a spark plug' is required, either for new applications or to replace fixed spark-gap' type of plugs in other applications, as claimed in Claim 11.

Use of microwave power, as claimed in Claim 1 & 2, to heat diesel or similar fuels, defined has heavy oils, to optimum level for the purpose of injection into an engine 16 Any facility, as claimed in Claim 4 & 7, but with particular reference to a unit, illustrated as Figures 5,5A,5B, 6, & 6A, to provide such facility for engines for which diesel and similar oils are the fuel, as claimed in Claim
15.

17 Employment of a tube, a multi cored tube, or a number of tubes, through which oil may pass, within a field of microwave for heating purposes, prior to injection into an engine, as claimed in Claim 15, 18 Any facility for using vacuum to operate a control to limit the level of microwave power available to heat fuels, as claimed in Claim 15.

19 Any facility for using a vacuum operated piston within a cylinder, as illustrated in Figures on Page 5 / 5, for the purpose of controlling the level of microwave power available to heat fuels, as claimed in Claim 15 & 18 Amendments to the claims have been filed as follows:-Claims I. For internal combustion engines, as a means of achieving more efficient burning when ignition occurs resulting in savings in both fuel consumption and greenhouse' gas emission, a system in which the fuel/air mixture produced using conventional methods is then exposed to microwave radiation provided from an external source via a microwave transparent window and additionally for non-electric ignition engines, vacuum controlled heating of the fuel-oil prior to injection.

2. A system in which movement of the fuel/air mixture is exposed to microwave radiation as it is drawn towards and into the cylinder of an internal combustion engine by vacuum created by the piston inlet stroke, or/and an additional assisting pressure source, as a means to achieve the objectives claimed in Claim 1.

3. A system in which, in addition to exposure as drawn into the cylinder, as claimed by Claim 2, the fuel/air mixture is further exposed to microwave radiation when within the cylinder, as a means to achieve the objectives claimed by Claim 1.

4. With characteristics as established and as illustrated, Figure 1 (sheet I / 5), a facility containing a devices or devices, positioned to provide, through a microwave admitting window, microwave radiation within an engine manifold which may contain fins' or baffles' (not illustrated) as a shield against microwave leakage towards the air intake and may create advantageous turbulence and through which the fuel/air mixture must pass as it enters the cylinder, as claimed in Claims I & 2.

To house the microwave producing device(s) needed to produce the microwave radiation needed to meet the objectives claimed in Claims I & 3, a microwave plug unit', illustrated Figure 2 (sheet 2 / 5), for each engine cylinder, the main components parts being, a metal case having heat dispensing fins' and a removable section for purpose of access to the device(s) held within the case, a union nut joining the case to a threaded steel window plug neck' containing a core of microwave admitting' material of sufficient strength for the purpose.

6. To provide for conditions where it would prove impractical to place an additional entry point (porthole) into the cylinder-head to locate the unit, a microwave plug unit' Figure 3, (sheet 3 / 5) with similar characteristics to that claimed as Claim 5 but containing an additional *.,..* integral spark producing component, to achieve the objectives as claimed in Claims 1, 3 &5 * ** *.. * . *a..

7. With characteristics, as claimed in Claim 6, but with the bottom terminal(s) of the spark *. : plug removed and instead using the top face of the piston as a terminal, with or without a suitable insert and/or an earth' ring, as illustrated Figure 4B (sheet 4 / 5), as a means of :: achieving similar objectives to those claimed in Claims 6. * ** * S S * **

8. An electrical control system to provide power to the devices supplying microwave and, for those fitted in cylinder heads, a supply adequate to provide for the phased frequency and duration of transmission of power for the different cylinders by taking electrical signals from the different spark-plug leads, using these to switch the power on' or off' to each cylinder being controlled, to achieve the objectives as claimed in Claims I, and all other preceding Claims 9. A system, for engines using diesel and other heavier' type fuels, in which, in addition to providing microwave radiation within the cylinder also has the facility to use that same source of radiation to heat the fuel, prior to injection, as a means to achieve the objectives as claimed in Claim I 10. A system (for which the appliance designed, described and illustrated identifies the requirements and characteristics (Figure 5, 5A, SB, 6 & 6A, on sheet 5 / 5)), in which vacuum, created at the entrance to the inlet valve (port) by movement inwards of air during the engine piston inlet' stroke, is used to control the level of microwave radiation available to heat fuel to best achieve the objectives as claimed in Claims 1 & 9.

11. A system in which a microwave plug unit', as claimed in Claim 5, and a heating appliance' controlled by vacuum, as claimed in Claim 10, are jointly used to achieve the objectives claimed in Claims I & 9.