MXPA99003023A - Ignition by electromagnetic radiation - Google Patents

Abstract

An ignition system (1) comprising fuel atomising means (6) for spraying fuel (10) therefrom for introduction into a combustion chamber (2). An electro-magnetic radiation generator (8) is connected to an emitter (12) which emits electro-magnetic radiation (11). The electro-magnetic radiation (11) irradiates the fuel (10) to cause ionisation and combustion of the fuel (10). A magnetic field may be provided in the combustion chamber to enhance atomic ionisation of the fuel in the combustion chamber.

Description

IGNITION THROUGH ELECTROMAGNETIC RADIATION FIELD OF THE INVENTION The present invention relates to an ignition system The ignition system of the present invention can be used in any suitable application where a motor for propulsion is used, in order to provide impulse to tools and other equipment, or for other purposes or activities.

BACKGROUND OF THE INVENTION Modern combustion engines use the primordial principles of the first steam engine, for example, a crankshaft, a piston, a combustion chamber, a cylinder head, and an engine block. The main difference is the use of fossilized hydrocarbon fuels or liquefied natural gases as energy elements instead of steam. Innovation through time led to the development of multi-cylinder and more compact engines that have very advanced components. The modern motor for automobiles does not use steam power, due to the availability of hydrocarbon fuels and other forms of energy such as, for example, liquefied natural gas and methanol. Hydrocarbon fuels are widely used in the engines of cars, trucks, tractors, generators, engine cycles, jet engines, and other contemporary applications, and have proven to be more effective and efficient as an energy source than steam. The use of steam as a source of energy requires a considerable heating of water to produce kinetic energy. The heating of water to form steam, for example, was carried out by means of boilers, using large quantities of wood or coal. One drawback of the use of steam engines is the need for large volumes of water, particularly when it is required to carry on board a vehicle, ie, the traditional steam engine locomotive. Also, large quantities of coal or wood are needed to be stored and carried away in order to provide heating energy to transform the water into steam. Steam engines were often very reliable but dirty to maintain and operate. The production of steam needed the constant need to feed the fires of the boiler to create heat. In addition, the use of steam engines is not possible in modern cars, because they can not accommodate conventional fuels used in older steam engines. Another drawback of using fuels, such as wood and coal, is that of the distances traveled often far from the wood and coal deposits suitable for resupply. In addition, the ability of boilers to cause fires as a result of sparks or phenomena of overheating, is another disadvantage. Smoke from steam engine boilers also caused a drawback, and required the use of chimneys or exhaust pipes that can not be used in modern automobiles. It is for these reasons that steam engines were considered inefficient, too dirty, too heavy, and too annoying to operate and maintain. Fossilized fuels are supplied from oil service stations virtually throughout the world, and refueling a motor car is easier than loading several tons of wood or coal on a steam engine locomotive. Normally, cars that use hydrocarbon fuels or liquefied natural gas sources are more reliable and easier to operate and maintain. The advent of the modern automobile engine, which uses fossil fuels, came through the work of Daimler, Otto, and Benz, who invented the first series of hydrocarbon engines that used a mixture of petroleum and kerosene (now called Diesel). This mixture of hydrocarbons was self-detonated with spark-free fuel inside a combustion chamber when pressurized with a lean mixture in oxygen at a minimum compression ratio of 12: 1. Below the 12: 1 ratio, the mixture of diesel fuel and oxygen did not self-detonate, and there was no combustion inside the chamber. Normally, diesel engines operate at compression ratios of up to 34: 1 to facilitate detonation and maximize evaluation of horsepower and torque. The diesel engine is still one of the most efficient engines for transportation and other industrial uses, and does not rely on a source of electric ignition for combustion. The advent of other lighter petroleum mixtures, such as leaded gasoline (or petroleum), and in recent years unleaded gasoline, gave an impetus to the auto industry. Gasoline engines are widely used in transportation, as well as for other industrial and recreational applications. The advent of the gasoline-powered engine was made possible by the invention of the Bosch electric ignition system. Accordingly, the modern automobile ignition system typically consists of an electric input current derived from a direct-current 12-volt lead-acid battery, a coil, a capacitor or capacitor, a rotor with a connected copper electrode , and a set of point switches. The rotor and point switches are accommodated inside a manifold assembly that is well insulated under a manifold cap. The insulated high voltage electrical conductors extend from the manifold assembly, and are connected to a spark plug normally made of metal and ceramic compositions. The ceramic number provides electrical insulation with a copper core or internal metal that transcends the length of the ceramic core and into the base of the spark plug. The base of the spark plug consists of a threaded metal mass to be screwed into the head of the engine cylinder. The spark plug usually has an air gap of approximately 0.6 millimeters to 1.5 millimeters, to create a spark through the air gap inside the combustion chamber when a high voltage potential is supplied to the spark plug electrode through of a high voltage electrical conductor. The manifold assembly is connected to the camshaft to provide the time for the electric ignition system. The conventional spark plug can usually be manufactured with an air gap point between the electrode and the metal base, or a plurality of recesses for multiple sparks. Some conventional spark plugs are made without a strip of metal on the electrode to create an air gap. Instead, these spark plugs lean on the high-voltage spark from the electrode through the metal base of the spark plug, which is grounded to the head of the engine cylinder.

With the exception of diesel engines, all gasoline powered engines use electric ignition systems. High voltage currents are supplied to the spark plug. The clean fuel and air mixture is contained inside a combustion chamber. When the piston is near, or directly at, the extreme top dead center, the clean fuel and air mixture is under high pressure. At this time, the spark plug ignites the clean mixture of fuel and air. Direct current voltages of 30,000 to 40,000 volts are common in electric ignition systems. However, some manufacturers provide ignition systems that exceed these values, for example up to 70,000 volts, or even lower, for example, down to 20,000 volts. One drawback of using conventional ignition systems and conventional spark plugs, is that the high electrical potential quickly deteriorates the spark plugs. Therefore, spark plugs often need to be replaced. In addition, another disadvantage of conventional spark plugs is that they often become blocked or blocked by the accumulation of carbon deposits caused by a combination of burned and unburnt fossil fuels. When deposits of carbon are accumulated on the spark plugs, the electric spark is sacrificed due to the electrical conductivity of the carbon. Sometimes, in extreme cases, there are no spark events and proper combustion does not follow. This means that unburned fossil fuels are expelled from the engine exhaust system, thus creating environmental pollution. Frequently, the inappropriate spark from the spark plugs means that the motors do not work in a vacuum or smoothly. Improper care or maintenance of the spark plug can result in gradual deterioration of the combustion engine through the accumulation of carbon and through a phenomenon known as engine glaze. It also decreases fuel efficiency, and a car gets to drive slowly until it loses speed and horsepower performance. Possibly, the biggest drawback of using fossil fuels and liquefied natural gas energy sources is that modern car engines are highly inefficient. Modern gasoline engines for automobiles are only 30 to 40 percent efficient, and most of the fuel that enters the combustion chamber is not properly burned to become heat or energy. Unburned fuels are extracted from the combustion chamber of the engine by means of an exhaust system and into the atmosphere, thereby contributing to air pollution. Another disadvantage of using fossilized hydrocarbon fuels and natural gas as energy sources is the associated high prices, which continue to escalate as the Earth's oil resources are decreasing. Fossilized fuel reserves are limited in their supply, and as oil reserves continue to be depleted, prices will increase. In addition, the use of fossil fuels contributes to air pollution on our planet, and many environmental authorities around the world are becoming increasingly concerned about the ozone layer and the greenhouse effect. Measures such as increasing import duties and taxes on fuels fossilized by governments, help reduce fuel consumption, by increasing their price for consumers. Clearly, a cleaner energy source that is cost effective and more refillable is desirable. In an alternative way, the manufacture of an alternative means of transport or a more effective motor as a means of locomotion, can achieve the desirable effect.

COMPENDIUM OF THE INVENTION In accordance with a first aspect of the present invention, there is provided an ignition system comprising a fuel atomizing element for spraying fuel therefrom, in order to be introduced into a combustion chamber, an electromagnetic radiation generating element, and an emitting element connected to the radiation generating element. electromagnetic radiation, where electromagnetic radiation generated by the electromagnetic radiation generating element radiates the fuel to cause heating, ionization, and fuel combustion. According to a second aspect of the present invention, an ignition method is provided, which comprises introducing a fuel spray into a combustion chamber, generating electromagnetic radiation, and irradiating the fuel with electromagnetic radiation in order to cause the ionization and fuel combustion. Preferably, the electromagnetic radiation is coupled with the resonant frequency of the fuel. Preferably, a magnetic field is provided in the combustion chamber to improve the atomic ionization and nuclear magnetization of the selected fuel atoms. This improves the dissociation of the fuel atoms. These magnetic fields can be provided by one or more magnets in proximity to the combustion chamber. For example, one or more magnets may be provided on the enclosure of the combustion chamber, for example the cylinder head, in order to create a magnetic field.

The magnets can be provided inside or outside the combustion chamber. If the magnets are provided inside the combustion chamber, they need to be of a type that can tolerate the high temperatures and pressures that occur in the combustion chamber during the combustion process. The magnets can be retained in a removable manner, for example by screwing, in the cylinder head. A reciprocating piston can also be provided inside the combustion chamber at the head of the cylinder (to join the combustion chamber) with one or more magnets. The piston may be provided with magnets such as an alternative to, or in addition to, the magnets provided in the head of the cylinder itself. In a configuration where magnets are provided both in the piston and in the cylinder head, during the upward stroke of the piston, and approximately in the upper dead center, the two equal polarities of the magnets on the piston and cylinder head they will repel and contribute additionally to the ionization of the fuel in the combustion chamber. Preferably, an emitter element with an integrated magnet is provided to induce a magnetic flux density in the vicinity of the emitter element and inside the combustion chamber, in order to improve the atomic ionization and the nuclear magnetization of the fuel atoms. . However, an emitter element without magnetic components can also be used. The magnets can be of any suitable type, including ceramic magnets, rare earth magnets, and direct current magnets. The use of magnets in the ignition system and in the method of the present invention makes it possible to achieve the magnetic atomic resonance of the fuel to improve the combustion process. The magnetic fields created can have a magnetic flux density of substantially 0.05 Tesla at 2.0 Tesla. The use of ceramic magnets is preferred, since these magnets are generally more capable of absorbing heat, and do not easily lose their magnetic flux density capabilities. Preferably, the electromagnetic radiation generating element generates electromagnetic radiation having frequencies with corresponding wavelengths that can be accommodated within the dimensions of the combustion chamber. Preferably, the electromagnetic radiation generating element generates electromagnetic radiation of resonant magnetic frequency for heating and ionization of the fuel.

Preferably, the electromagnetic radiation generating element generates electromagnetic radiation having a waveform in pulses or a continuous waveform. Preferably, the electromagnetic radiation generating element generates electromagnetic radiation whose frequencies are substantially in the range of 100 MHz to 100 GHz. The preferred frequency of the electromagnetic radiation generated by the electromagnetic radiation generating element is 1.420 MHz, subject to which the combustion chamber has dimensions that can accommodate the electromagnetic radiation of this frequency with respect to the wavelength of the electromagnetic radiation. The electromagnetic radiation generating element can be provided as a microwave generator, for example a magnetron or Klystron to generate microwave radiation. The electromagnetic radiation generating element preferably has an energy output in the range of substantially 200 watts to 10,000 watts. However, an electromagnetic radiation generating element of a lower and higher energy output can also be used. Preferably, the frequencies used are coupled with the dimensional size of the combustion chamber, to ensure that their corresponding wavelengths are of the size to fit in the combustion chamber, but do not form waves at rest therein. The fuel used in the ignition system and in the method of the present invention, can be any substance or substances that can have ionization and combustion by electromagnetic radiation. The ignition system and method of the present invention encompass the use of water as a fuel, the use of conventional hydrocarbon fuels, alcohols, and the use of gases and other hydrogen-rich compounds, and any combination thereof. Fuels may include additives to improve combustion. The additives may include sugars, calcium cyclamate, gases, and chemical additives. In the case of water used as the fuel, the additives may also include hydrocarbon fuels or alcohol derivatives in addition to those mentioned. The fuel atomizer element sprays fuel therefrom as a mist of droplets which facilitates rapid absorption of heat, and enables complete saturation of the combustion chamber during the breathing, compression, and ignition cycle. Normally, the fuel is sprayed in such a way that the droplets have an average value diameter of up to substantially 1,000 microns.; however, larger diameters can also be used. However, it is preferred that the average value diameter of the droplets be substantially up to 100 microns. However, the use of droplets having a size of 1 to 5 microns is more preferred. Preferably, the fuel is sprayed from the fuel atomizing element under a high pressure. This happens during the breathing cycle. The spray of the fuel as a mist of droplets with diameters of a small average value means that the droplets have a large proportion of surface area to volume, and this improves the absorption of the electromagnetic radiation to cause rapid heating and expansion of the fuel. An injection system can be used to provide the high pressure under which the fuel is sprayed. Alternatively, a pump can be used for this purpose. The injector system or the pump can be provided in the fuel supply line leading to the fuel atomization nozzle from a fuel tank. Conveniently, the injector system or the pump can be provided on the outside of the cylinder head, just before the fuel enters the fuel atomizing element. The fuel can be sprayed at a pressure substantially in the range of 50 bar to 250 bar. The electromagnetic radiation generating element can be connected directly to the emitting element. Alternatively, the electromagnetic radiation generating element can be connected to the emitter element by means of a connecting element, such as a waveguide element, for example one or more isolated or protected coaxial cables, protected fiber optic cables, or other wave ways. The electromagnetic radiation can be emitted directly into the combustion chamber by the emitting element, and the fuel can be emitted directly into the combustion chamber by means of the fuel atomizing element. Alternatively, a pre-combustion chamber element can be provided, and the emitting element emits the electromagnetic radiation towards the pre-combustion chamber element, and the fuel atomizing element sprays the fuel towards the chamber element of the combustion chamber. pre-combustion, in such a way that the fuel is ionized and magnetized in it. A magnetic field can be created in the pre-combustion chamber element in a manner similar to the magnetic field that is created in the combustion chamber. In accordance with the foregoing, at least one magnet can be provided to create the magnetic field in the pre-combustion chamber element. The pre-combustion chamber element and the combustion chamber are in communication, such that electromagnetic radiation and fuel can pass from the pre-combustion chamber element to the combustion chamber. Preferably, the electromagnetic radiation generated by the electromagnetic radiation generating element is emitted by the emitting element in bursts at previously established times of the combustion cycle of the ignition system. Preferably, a time element is provided, and is configured to generate square gate pulses, such that the electromagnetic radiation is emitted by the emitter element at previously established times. A reciprocating piston can be provided in the combustion chamber, and the previously established times correspond to the previously determined positions of the reciprocating piston. The reciprocating piston is caused to move by combustion of the fuel in the combustion chamber, and creates a rotational movement of the engine crankshaft in a conventional manner. However, in other types of motor, the system is replaced with an analogous component. For example, in a rotary motor, a rotor is used instead of the reciprocating pistons. Preferably, the time element is configured in such a way that the emitting element emits the electromagnetic radiation from a point before the reciprocating piston reaches the upper dead center (eg, substantially at 18 ° before the upper dead center) until before, or in, the completion of the downward stroke of the reciprocating piston to improve the heating of, and substantially complete, the ionization of the fuel in the combustion chamber. Accordingly, the emitting element emits the electromagnetic radiation from a point before the reciprocating piston reaches the upper dead center, to a point after the reciprocating piston passes the dead center, but before, or at, the completion of the stroke. down the piston. An intake element can be provided to admit air during the breathing cycle of the combustion engine. In a similar manner, an exhaust element is provided to extract the products of combustion from the combustion chamber. The admission element preferably comprises a one-way valve for air intake. Preferably, a pressure release element is provided such that, if the internal pressure in the combustion chamber exceeds a selected level, the pressure release element is activated to prevent over-pressurization in the combustion chamber. In the event that a reciprocating piston is provided in the combustion chamber, it is preferred that the reciprocating piston has at least one cavity therein to improve the reflection of the electromagnetic radiation from the piston in different directions. In other types of engines that do not employ reciprocating pistons, cavities may be provided on the components that are analogous to a reciprocating piston. Preferably, the fuel atomizing element sprays fuel through a magnetic field. This configuration is desirable to cause nuclear magnetic resonance of the selected atoms, for example, hydrogen and oxygen, at certain frequencies. Preferably, the fuel atomizing element and the emitting element are configured in such a way that they are opposed in an out-of-phase manner. In addition, it is preferred that the fuel atomizing element and the emitting element be offset by an angle of substantially 90 °. This will ensure that the atomic (fuel atom) spectra undergo Larmor's precession. Nuclear magnetic resonance will cause a fine structure of atoms, for example hydrogen, which is the line division that occurs from the couplings between the nuclear turns of atoms, and which improves the dissociation of atoms for combustion. Preferably, a heating plug element is provided to provide additional heating of the fuel. The initial start energy input for the electromagnetic radiation generating element can be provided by an external energy source, for example a battery, in a manner similar to conventional ignition systems used in motor vehicles. For example, electrical voltages can be increased by the use of voltage triplers and triplers. Following the initial start-up, an additional supply of energy input to the electromagnetic radiation generating element can be provided by an alternator element, again, in a manner analogous to the operation of the alternators of the conventional ignition systems used in the motor vehicles. In addition to its incorporation in the newly manufactured engines, the ignition system of the present invention can be installed in previously existing engines as a retrofit system. In accordance with the foregoing, existing intake manifolds and intake valves of a previously existing engine can be adapted for use with the ignition system of the present invention. In an alternative way, the fuel atomizing element can be mounted directly on the cylinder head of a previously existing engine, thus eliminating the need for conventional air-fuel admissions, such as carburetors, present in conventional combustion engines.

It is contemplated that the ignition system of the present invention can be used in all varieties of combustion engines, whether of the piston type or of the non-piston type, for example, such as rotary engines, turbines, other engines. thrust, and rocket propulsion systems.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic drawing showing a first embodiment of an ignition system in accordance with an aspect of the present invention. Figure 2 is a schematic drawing showing a second embodiment of an ignition system in accordance with an aspect of the present invention. Figure 3 is a schematic drawing showing one mode of the emitter and the connection with the electromagnetic generator. Figure 4 shows the piston shown in the embodiments of Figures 1 and 2.

DESCRIPTION OF THE INVENTION Figure 1 shows an ignition system 1 in accordance with an aspect of the present invention, in use with a motor combustion chamber 2 having a reciprocating piston 4. The combustion chamber 2 itself is part of an engine (not shown). The ignition system 1 comprises a fuel atomizer nozzle 6 and an electromagnetic radiation generator 8. The fuel atomizer nozzle 6 sprays fuel 10 therefrom. The fuel 10 is introduced into the combustion chamber 2. The electromagnetic radiation generator 8 generates electromagnetic radiation that can be emitted by an emitter 12 to irradiate fuel 10. The fuel atomizer nozzle 6 sprays the fuel 10 into the chamber combustion 2. The emitter can emit electromagnetic radiation 11 towards the combustion chamber 2. A magnet 18 is attached to the head of the cylinder 20, which houses the combustion chamber 2. The magnet 18 is configured in such a way that the nozzle- Fuel atomizer 6 sprays fuel 10 through the magnetic field created by magnet 18. For example, magnet 18 can be a permanent rare earth magnet, which creates a magnetic flux density of substantially 0.6 tesla up to 2.0 tesla. However, other magnetic flux densities may also be used.

The fuel 10 is supplied to the fuel atomizer nozzle 6 from a reservoir (not shown) by means of a fuel supply line 22. The fuel 10 is pumped under high pressure through an injector system 21. The injector system 21 is analogous to the injection system of a diesel engine, and it should be understood that the injector system 21 can be in a conventional manner. The fuel atomizer nozzle 6 can be part of the injector system 21. The introduction of the fuel 10 under a high pressure through the injector system 21 for its introduction into the combustion chamber 2 is important, in order to regulate the amount of energy required during the combustion of the fuel 10. The volume of fuel 10 required will be dictated by the size of the combustion chamber of the engine 2 and the evaluation of the desired horsepower (kilowatts). The acceleration, or the increase in speed, of the engine output, using the ignition system 1, is similar to conventional gasoline or diesel-powered engines, where additional fuel 10 is introduced into the combustion chamber 2 via of the fuel atomizer nozzle 6. The fuel 10 is sprayed from the fuel atomizer nozzle 6 as a fine mist. In general, the finer the mist droplets, the better and more efficient will be the detonation and combustion of the fuel . The output of the fuel atomizer nozzle 6 is small to enable very small doses of fuel mist to be introduced in relatively small droplet sizes in the combustion chamber 2. An injection of excessive fuel mist can undesirably cause severe detonation, resulting in irreparable damage to the engine components. The droplets of the fuel mist can normally be up to 1000 microns or more, in an average value diameter. Preferably, the droplets of the fuel mist have an average value diameter of up to 100 microns. More preferably, the droplets of the fuel mist have an average value diameter of between 1 and microns. The small sizes of the fuel mist droplets facilitate stoichiometric mixtures, rapid heat absorption, and enable complete saturation of the combustion chamber 2 during the breathing, compression, and ignition cycle of the engine. In situations where the use of an injector type system is impractical, or not possible in motors, a small, low volume, high pressure flow pump electrically driven by direct current can be used to obtain satisfactory results. The fuel atomizer nozzle 6 can be constructed of steel or other metals, including alloys and non-alloys, provided that it can tolerate the heat and pressure generated in the location near the combustion chamber 2. The emitter 12 is connected directly to the electromagnetic radiation generator 8. Alternatively, the emitter 12 can be connected to the electromagnetic radiation generator 8 by means of a high voltage insulation cable or cables, which can be, for example, coaxial or fiber optic cables. This alternative is shown in Figure 3. The use of a high voltage insulated cable 23 is preferred in situations where the proximity of the electromagnetic radiation generator 8 to the combustion chamber 2 subjects the electromagnetic radiation generator 8 to a heat excessive heat that can emanate from the combustion chamber 2. This excessive heat can adversely impact the operation of the electromagnetic radiation generator 8. These isolated high voltage cables 23 can be of the coaxial or fiber optic type, and are well insulated with a jacket metallic outer 25, to prevent electromagnetic radiation from escaping therefrom. The connection points of the cables 23 from the electromagnetic radiation generator 8 to the emitter 12 are also securely fastened and isolated to prevent the leakage of electromagnetic radiation. The connection points between the cables 23 and the emitter 12 are also isolated, for example, by a cover 25. In Figure 3, the emitter 12 having a structure resembling that of a conventional spark plug is shown. A ceramic core insulator 27, a threaded post 29, and a nut (hexagonal) 31 are provided. The emitter 12 is also provided for an electrode 33, for connecting to the cable 23, and for the emission of electromagnetic radiation 11. In the case of the emitter 12 that is provided with an integrated magnet, this is shown by the jacket 39. The magnetic field generated by the magnet 39 is shown at 41. Alternatively, the jacket 39 may be non-magnetic, in which case , is a metal insulator. Other types of emitters 12 can also be used. The electromagnetic radiation generator 8 is isolated to prevent interference. For example, when the electromagnetic radiation generator 8 is provided as a magnetron that generates microwaves, insulation is provided to prevent radio interference. The fuel atomizing nozzle 6 and the emitter 12 are configured in such a way that they are opposed in an out-of-phase manner. As can be seen in Figure 1, they are offset by an angle of substantially 90 °. An inlet valve 24 is provided for the intake of air during the breathing cycle of the ignition system 1. The inlet valve 24 allows air to enter the combustion chamber 2, for stoichiometric mixtures and the combustion of the fuel 10. The Inlet valve 24 can be a one-way valve for air intake. An extraction valve 26 is provided for extracting the combustion products from the combustion chamber 2. A pressure relief valve (not shown) can also be provided, such that if the internal pressure in the combustion chamber 2 exceeds a selected level, the pressure release valve is operated to prevent overpressurization in the combustion chamber 2. The electromagnetic radiation generator 8 is connected with an electronic timer 28. The electronic timer 28 uses square gate pulses in place of waves of sign signals in decay, to precisely coordinate the bursts of electromagnetic radiation into the combustion chamber 2 at previously determined positions of the piston 4 inside the combustion chamber 2. Preferably, the electronic timer 28 is set in such a way that the emitter 12 emits radiation electromagnetic 11 from about 18 ° before the piston 4 reaches the upper dead center, until before, or at, the end of the downward stroke of the piston 4, to improve heating and substantially complete the ionization and combustion of the fuel 10 in the combustion chamber 2. Attached to the end of the arm of the piston 32 which is remote from the piston 4, a handwheel 30 is schematically shown. The connection conductors 45 extend between the handwheel 30 and the electronic chronometer 28. This makes it possible for appropriate signals are sent from the steering wheel 30 to the electronic timer 28, in order to control the duration of the bursts of electromagnetic radiation 11 generated by the electromagnetic radiation generator 8, and emitted by the emitter 12. The piston 4 is provided with cavities 34 in the surface that limits the combustion chamber 2. The cavities 34 improve the reflection of the electromagnetic radiation 11 from the piston 4 in different directions. The piston 4 is provided with a series of piston rings 36 sealing against the inner wall 38 of the combustion chamber 2. An energy source 46 provides the energy for the initial start energy input to the electromagnetic radiation generator 8. An alternator 37 is also provided, so that, after the initial start-up, electrical power can be provided for the operation of the electromagnetic radiation generator 8 by the alternator 37. In Figure 2, a second embodiment of a system is shown. 100 in accordance with the present invention. The ignition system 100 is similar to the ignition system 1, except in relation to the configuration of the electromagnetic radiation generator 8 and the emitter 12, and the fuel atomizing nozzle 6, and the provision of a pre-combustion chamber 50. In accordance with the above, the same reference numerals used in the description of the first mode of the ignition system 1 are used in the following description of the second mode of the ignition system 100. It should be understood that these parts are similar and operate in a similar way. The pre-combustion chamber 50 is configured in such a way that it communicates with the combustion chamber 2. The emitter 12 emits electromagnetic radiation 11, generated by the electromagnetic generator 8, towards the pre-combustion chamber 50. In addition, the fuel atomizing nozzle 6 sprays fuel 10 into the pre-combustion chamber 50. A magnet 52 is provided to generate a magnetic field in the pre-combustion chamber 50. The fuel is ionized and magnetized, in the pre-combustion chamber. -combusting 50, and can pass from the pre-combustion chamber 50 to the combustion chamber 2 via the communication gate 54. In other aspects, the ignition system 100 is similar to the ignition system 1. Although we do not want to be bound by no particular theory with respect to the operation of the ignition system and the method of the present invention, the manner of operation of the ignition systems 1 and 100 will now be described, incorporating a destruction of some of the theory underlying the operation of ignition systems 1 and 100. The following description will also include specific references to the operation of ignition systems 1 and 100 in the case that the fuel is water. The electromagnetic radiation generator 8 is initially activated by means of an energy source 46. Subsequently, power is provided by the alternator 37. Fuel 10 is sprayed into the combustion chamber 2., or of the pre-combustion chamber 50, under high pressure, in the form of a fine mist of fuel droplets during the breathing cycle of the engine in which the ignition system 1 or 100 is provided. The large proportion from the surface area to the volume of the fuel droplets improves the stoichiometric mixtures and the absorption of the electromagnetic radiation emitted by the emitter 12, to cause a rapid heating and expansion of the fuel 10. In the case of water, this rapid heating and expansion gives as a result, ultra-superheated steam above the critical point of water vaporization. Air is allowed to enter the combustion chamber 2 via the inlet 24 during the breathing cycles. The inert gases of the air provide elasticity on their heating. The electromagnetic radiation 10 is emitted by the emitter 12 in bursts, which are coordinated and synchronized with the movement of the piston 4 and the flywheel 30, by means of signals passing from the flywheel 30 to the stopwatch 28, which then controls the operation of the electromagnetic radiation generator 8. Preferably, the electromagnetic radiation 11 is emitted by the emitter 12, just before the piston 4 reaches the upper dead center, for example, at 18 ° before the upper dead center, and continuing on the other hand. , or all, the downward stroke of the piston 4, to complete in this way the cycle of ionization, heating, and combustion. The operation of the fuel atomizing nozzle 6 is synchronized with the operation of the electromagnetic radiation generator 8 and the emitter 12, so that fuel 10 is sprayed into the combustion chamber 2, or into the pre-combustion chamber 50, at the same time that electromagnetic radiation 11 is emitted by the emitter 12. The electromagnetic radiation 11 emitted by the emitter 12 is unable to penetrate or escape through the walls of the combustion chamber 2, or of the pre-combustion chamber. 50, and in this way is trapped, causing a violent arcing phenomenon inside the combustion chamber 2, or the pre-combustion chamber 50, and also causing extreme illuminance. The fuel mist molecules tucked absorb energy from the electromagnetic radiation 11, reflecting continuously around inside the combustion chamber 2, or the pre-combustion chamber 50. Electromagnetic radiation will cause heating, ionization, and magnetic resonance nuclear fuel 10 during the compression stroke. This will cause the fine mist fuel particles to dissociate rapidly and separate into constituent atoms of the fuel 10. In the case where the fuel is water, the water separates into the two hydrogen atoms and the only oxygen atom of the fuel. the water molecule. This will continue after the droplets of water become magnetized and saturated with the energy created by the electromagnetic radiation 11, and can not absorb enough heat above 100 ° C (boiling point of water). Due to the greater pressure differential inside the combustion chamber, caused by the piston 4 being at or near the upper dead center, the water will continue to absorb the additional heat above the boiling point of 100 ° C. However, in the presence of electromagnetic radiation 11, water vapor will be transformed into ultra-superheated steam, and by pre -ional movement of Larmor, it will dissociate into hydrogen and oxygen atoms. In the case of water, the dissociated oxygen atoms will provide the oxygen for the hydrogen atoms to burn. However, the intake 24 also operates to introduce air for the stoichiometric combustion process, thus introducing inert gases into the combustion chamber 2, or into the pre-combustion chamber 50. The presence of a magnetic field in the chamber of combustion 2 (by means of magnet 18 in the ignition system 1, and the magnet 52 in the ignition system 100, for example), improves the nuclear magnetization and the combustion of the fuel 10. The isotopes of the fuel atoms created by the gyromagnetic movements, and by means of a disturbance caused by the radiation electromagnetic to the atomic precession and atomic relaxation at the corresponding frequency, will cause the atoms at high spinning temperature to release their internal energy acquired during the combustion process.

The electromagnetic radiation 11 emitted by the emitter 12, in the range previously described herein, includes the resonant frequencies for hydrogen and other atoms in the fuel, for example oxygen. This is the case, whether the fuel is water, hydrocarbon fuel, alcohols, or other substances rich in hydrogen, for example sugars. In the case of water, a preferred resonant frequency is 1420 MHz, which corresponds to the nuclear magnetic resonant frequency of hydrogen. At 1420 MHz, the hydrogen atoms become excited by means of nuclear magnetic resonance, and they will decompose their valences and separate from the oxygen atom. Different atoms resonate at different frequencies, and in this way, other frequencies can also be used, such as the resonant frequency. The force of the magnetic field also affects the frequencies at which the atoms undergo nuclear magnetization and atomic resonance. Accordingly, the atomic magnetization and the nuclear magnetization of the fuel 10 in the combustion chamber 2, or in the pre-combustion chamber 50, in the presence of a magnetic field (as previously described in the above), causes the fuel 10 overheats, ionizes, dissociates, and burns during the compression stroke of piston 4, causing an explosion that will force piston 4 to travel downward (as seen in Figures 1 and 2), and create a rotary movement of the engine crankshaft 43. The continuous emission of electromagnetic radiation 11 by the emitter 12 during the downward stroke, or part of the downward stroke, of the piston 4, improves the heating, the complete ionization, and the combustion of the fuel 10. The emission of the electromagnetic radiation 11 by the emitter 12 during only a part of the downward stroke of the piston 4, provides the opportunity for the combustion atoms ustible release their acquired internal energy, before the start of the escape cycle. The cycle described above is repeated when the piston returns from the end of its stroke downwards, back to the upper dead center. The resulting exhaust emissions come out through the exhaust outlet 26 before the piston 4 reaches its position again on its upward stroke, where the combustion cycle is restarted by the emission of electromagnetic radiation 11 by the emitter 12 , and the introduction of fuel 10 through the fuel atomizing nozzle 6. In the case that the fuel 10 is water, the extraction will be primarily steam and pressure (together with any exhaust resulting from any water additives). Accordingly, the extraction will be predominantly clean, without the usual level of toxic hydrocarbon byproducts resulting in conventional hydrocarbon fuels. The air directed into the combustion chamber 2 via the inlet 24 has two main effects. First, oxygen from the air will help provide a stoichiometric fuel-air mixture for the fuel combustion process. Second, inert gases, such as nitrogen and argon (as part of the air) that are directed into the combustion chamber 2 during the breathing cycle, do not burn. However, they expand when subjected to heating, and help to provide elasticity to drive the piston 4 downward. In this regard, these gases operate in a similar manner in the ignition system 1, 100 of the present invention, than when fossilized fuels or liquefied gases are used as the fuel. Normally, the stoichiometric ratio for combustion of gasoline is between 14 and 16 parts of air to 1 part of gasoline. When water is used as the fuel in this invention, the stoichiometric ratio for combustion of hydrogen is 8 parts of oxygen to 1 part of hydrogen. When the fuel used is water, the water can be fresh water, distilled water, filtered salt water, filtered brine water, reprocessed and filtered waste water or recycled and filtered, although it is not limited to the previous ones. The use of resonant frequency electromagnetic radiation, particularly in the presence of a magnetic field, causes the hydrogen atoms present in the fuel to reach a high turning temperature, to resonate and dissociate from the other fuel atoms. The ignition system of the present invention can provide a number of advantages over conventional ignition systems. Some of these are described below. The ignition system of the present invention enables more efficient fuel combustion, whether the fuel is water, hydrocarbons, alcohols, fuel gases, or compounds rich in hydrogen. Many applications of the ignition system of the present invention should see a reduction in the amounts of toxic exhaust components if and when the fuel used is a hydrocarbon. In the case that water is being used as fuel, there are additional advantages. For example, toxic components in the exhaust would not be contained (which are not possibly those that occur in small amounts of water fuel additives). When water is used as fuel, the components of the exhaust are steam and pressure. Steam is formed when the hydrogen and oxygen atoms recombine to form water when the emitter stops emitting electromagnetic radiation. This occurs in the upward stroke of the piston. The exhaust vapor can be collected and condensed (for example, using a condenser), and can be returned to the fuel tank for reuse in the ignition system. This provides an additional advantage, since it is not necessary to have large fuel tanks to feed into the ignition system. Also, the use of water as a fuel is safer than the use of hydrocarbons, since water does not burn at ambient temperatures. These advantages are particularly relevant for the transportation, aviation, and marine industries, since vehicles, aircraft, and boats could carry significantly reduced fuel tanks. In addition, the use of hydrocarbon fuel tanks in vehicles, aircraft, and conventional vessels, presents the danger of fuel explosions and fires in the event of crashes or other accidents. The use of water as fuel would eliminate this potential risk. Other advantages that can be provided by using water as a fuel, include the removal of carbon deposits in the combustion chamber. This should see a longer motor life, and should also produce a longer service life. Other advantages of the ignition system of the present invention will be apparent to an expert. It is considered that modifications and variations that would be apparent to an expert are within the scope of the present invention. Throughout any descriptive memory, unless the context requires otherwise, the word "comprise", or the variations, such as "comprises", or "comprising", shall be construed to imply the inclusion of an aforementioned integer or group of integers, but not the exclusion of any other integer or group of integers.

Claims (85)

1. An ignition system characterized in that it comprises a fuel atomizing element for spraying fuel therefrom, for entering into a combustion chamber, an electromagnetic radiation generating element, and an emitting element connected with the electromagnetic radiation generating element, wherein the Electromagnetic radiation generated by the electromagnetic radiation generating element is emitted by the emitting element, and radiates the fuel to cause heating, ionization, and fuel combustion.

The ignition system according to claim 1, characterized in that one or more magnetic fields are provided to improve the atomic ionization, and to provide the nuclear magnetization of the selected fuel atoms.

The ignition system according to claim 2, characterized in that at least one magnet is provided on the chamber of the combustion chamber, to create a magnetic field.

4. The ignition system according to claim 2 or 3, characterized in that at least one magnet is provided on a piston head provided in the combustion chamber.

The ignition system according to any of claims 2 to 4, characterized in that the emitting element is provided with at least one magnet.

The ignition system according to any of claims 3 to 5, characterized in that the magnets are ceramic magnets.

The ignition system according to any of claims 3 to 6, characterized in that the magnets are rare earth magnets.

The ignition system according to any of claims 3 to 7, characterized in that the magnets are direct current magnets.

The ignition system according to any of claims 3 to 8, characterized in that the magnetic field creates a magnetic flux density of substantially 0.05 tesla to 2.0 tesla.

The ignition system according to any of claims 1 to 9, characterized in that the electromagnetic radiation generating element generates electromagnetic radiation of resonant frequency for the ionization of the fuel in the combustion chamber.

The ignition system according to any of claims 1 to 10, characterized in that the electromagnetic radiation generating element generates a resonant frequency electromagnetic radiation for heating and fuel ionization.

The ignition system according to any of claims 1 to 11, characterized in that the electromagnetic radiation generating element generates electromagnetic radiation whose frequencies are substantially in the range of 100 MHz to 100 GHz.

13. The ignition system according to with claim 12, characterized in that the electromagnetic radiation has a frequency of substantially 1420 MHz.

14. The ignition system according to any of claims 1 to 13, characterized in that the electromagnetic radiation generating element has an energy output substantially of 200 watts to 10,000 watts.

15. The ignition system according to any of claims 1 to 14, characterized in that the electromagnetic radiation generating element comprises a magnetron or a klystron.

16. The ignition system according to any of claims 1 to 15, characterized in that the electromagnetic radiation generating element is directly connected to the emitting element.

17. The ignition system according to any of claims 1 to 16, characterized in that the emitting element is connected to the generating element of electromagnetic radiation by means of a waveguide element.

18. The ignition system according to any of claims 1 to 17, characterized in that the electromagnetic radiation generated by the electromagnetic radiation generating element is emitted by the emitting element in bursts, in previously established times of the combustion cycle of the ignition system.

19. The ignition system according to claim 18, characterized in that the time element is provided and configured to generate square gate pulses, in such a way that the electromagnetic radiation is emitted by the emitter element at the previously established times.

20. The ignition system according to claim 18 or 19, characterized in that a reciprocating piston is provided in the combustion chamber, and the previously established times correspond to the previously determined positions of the reciprocating piston.

21. The ignition system according to claim 20, characterized in that the time element is configured in such a way that the emitting element emits the electromagnetic radiation from substantially 18 ° before the reciprocating piston reaches the upper dead center until before , or in, the completion of the downward stroke of the reciprocating piston, to improve a substantially complete ionization of the fuel in the combustion chamber.

22. The ignition system according to any of claims 1 to 21, characterized in that the emitting element emits the electromagnetic radiation directly into the combustion chamber, and the fuel atomizing element sprays the fuel directly into the combustion chamber.

23. The ignition system according to any of claims 1 to 21, characterized in that a pre-combustion chamber element is provided, and the emitting element emits the electromagnetic radiation into this pre-combustion chamber element, and the fuel atomizing element sprays the fuel into the pre-combustion chamber element, such that the fuel is heated and ionized in this pre-combustion chamber element.

24. The ignition system according to claim 23, characterized in that at least one magnetic field is created in the pre-combustion chamber element.

25. The ignition system according to claim 24, characterized in that the pre-combustion chamber element has at least one magnet to create the magnetic field.

26. The ignition system according to any of claims 23 to 25, characterized in that the pre-combustion chamber element and the combustion chamber are in communication, in such a way that the electromagnetic radiation and the fuel can pass from the pre-combustion chamber element up to the combustion chamber.

27. The ignition system according to any of claims 1 to 26, characterized in that the fuel atomizing element sprays the fuel therefrom as a mist of droplets.

28. The ignition system according to claim 27, characterized in that the droplets have an average value diameter of up to substantially 1000 microns.

29. The ignition system according to claim 28, characterized in that the droplets have an average value diameter of substantially up to 100 microns.

30. The ignition system according to claim 28 or 29, characterized in that the droplets have an average value diameter of substantially 1 to 5 microns.

31. The ignition system according to any of claims 1 to 30, characterized in that the fuel is sprayed from the fuel atomizing element under a high pressure.

32. The ignition system according to claim 31, characterized in that a fuel injector element is provided, such that the fuel is sprayed under a high pressure.

33. The ignition system according to claim 31, characterized in that a pump element is provided, such that the fuel is sprayed under a high pressure.

34. The ignition system according to any of claims 31 to 33, characterized in that the fuel is sprayed at a pressure substantially in the range of 50 bar to 250 bar.

35. The ignition system according to any of claims 1 to 34, characterized in that the fuel comprises water, wherein the water molecules are heated and dissociated into hydrogen and oxygen atoms, and subsequently the hydrogen atoms are ionized and they burn.

36. The ignition system according to any of claims 1 to 35, characterized in that the fuel comprises hydrocarbon compounds, wherein the molecules of these hydrocarbon compounds are heated and dissociated into the constituent atoms, and the hydrogen atoms Subsequently they are ionized and burned.

37. The ignition system according to claim 35 or 36, characterized in that the fuel includes additives to improve combustion.

38. The ignition system according to claim 37, characterized in that the additives are selected from the group including hydrocarbon fuels, alcohols, sugars, calcium cyclamate, gases, and chemical additives.

39. The ignition system according to any of claims 1 to 38, characterized in that an input element is provided for the intake of air during the breathing cycle of the ignition system.

40. The ignition system according to claim 39, characterized in that the input element comprises a one-way valve for air intake.

41. The ignition system according to any of claims 1 to 40, characterized in that an extraction element is provided for extracting the products of combustion from the combustion chamber.

42. The ignition system according to any of claims 1 to 41, characterized in that a pressure release element is provided, such that, if the internal pressure in the combustion chamber exceeds a selected level, it is activated the pressure release element to prevent overpressurization in the combustion chamber.

43. The ignition system according to any of claims 1 to 42, characterized in that a reciprocating piston is provided in the combustion chamber, which has at least one cavity therein, to improve the reflection of the electromagnetic radiation from the piston in different directions.

44. The ignition system according to any of claims 1 to 43, characterized in that the fuel atomizing element sprays the fuel in a direction substantially at 90 ° angulation through the magnetic field.

45. The ignition system according to any of claims 1 to 44, characterized in that the fuel atomizing element and the emitting element are configured in such a way that they are opposed in an out-of-phase manner.

46. The ignition system according to claim 45, characterized in that the fuel atomizing element and the emitting element are offset by an angle of substantially 90 °.

47. The ignition system according to any of claims 1 to 46, characterized in that a heating plug element is provided to provide additional heating of the fuel.

48. The ignition system according to any of claims 1 to 47, characterized in that a source of energy is provided for the input of initial starting energy to the electromagnetic radiation generating element.

49. The ignition system according to any of claims 1 to 48, characterized in that an alternator element is provided to supply the energy input to the electromagnetic radiation generating element following the initial start.

50. The ignition system according to any of claims 1 to 49, characterized in that it is installed as a retrofit system in a previously existing motor.

51. An ignition method comprising introducing a fuel spray into a combustion chamber, generating electromagnetic radiation, and irradiating the fuel with electromagnetic radiation to cause heating, ionization, and fuel combustion.

52. A method according to claim 51, characterized in that one or more magnetic fields are provided to improve the atomic ionization, and provide nuclear magnetization of the selected fuel atoms.

53. A method according to claim 52, characterized in that the magnetic field creates a magnetic flux density of substantially 0.05 tesla to 2.0 tesla.

54. A method according to any of claims 51 to 53, characterized in that electromagnetic radiation is generated whose frequencies are substantially in the range of 100 MHz to 100 GHz.

55. A method according to claim 54, characterized in that the radiation The electromagnetic radiation has a frequency of substantially 1420 MHz.

56. A method according to any of claims 51 to 55, characterized in that the electromagnetic radiation is emitted in bursts at previously established times of a combustion cycle.

57. A method according to claim 56, characterized in that the electromagnetic radiation is emitted from a time substantially at 18 ° before a piston that is reciprocating in the combustion chamber, reaches the upper dead center, until before, or in, the completion of the downward stroke of the piston, to improve a substantially complete ionization of the fuel.

58. A method according to any of claims 51 to 57, characterized in that the electromagnetic radiation is emitted directly into the combustion chamber, and the fuel spray is introduced directly into the combustion chamber.

59. A method according to any of claims 1 to 58, characterized in that electromagnetic radiation is emitted in the pre-combustion chamber element, and fuel is introduced into the pre-combustion chamber element, so that this fuel is heated and ionized in the pre-combustion chamber element.

60. A method according to any of claims 1 to 59, characterized in that the fuel is sprayed as a mist of droplets.

61. A method according to claim 60, characterized in that the droplets have an average value diameter of up to substantially 1000 microns.

62. A method according to claim 61, characterized in that the droplets have an average value diameter of substantially up to 100 microns.

63. A method according to claim 62, characterized in that the droplets have an average value diameter of substantially 1 to 5 microns.

64. A method according to any of claims 51 to 53, characterized in that the fuel is sprayed under a high pressure.

65. A method according to claim 64, characterized in that the fuel is sprayed at a pressure substantially in the range of 50 bar to 250 bar.

66 A method according to any of claims 51 to 65, characterized in that the fuel is dissociated into its constituent atoms, and subsequently ionized and burned.

67. A method according to any of claims 51 to 66, characterized in that additives are added to the fuel to improve combustion.

68. A method according to any of claims 51 to 67, characterized in that air is introduced into the combustion chamber during the breathing cycle.

69. A method according to any of claims 51 to 68, characterized in that the combustion products are extracted from the combustion chamber.

70. A method according to any of claims 51 to 69, characterized in that the pressure in the combustion chamber is released, if it exceeds a selected level, to thereby prevent overpressurization in the combustion chamber.

71. A method according to any of claims 51 to 70, characterized in that fuel is sprayed in a direction substantially at 90 ° angulation through the magnetic field.

72. A method according to any of claims 51 to 71, characterized in that electromagnetic radiation and fuel spray are introduced in such a way that they are opposed in an out-of-phase manner.

73. A method according to claim 72, characterized in that electromagnetic radiation and fuel spray are introduced in such a way that they are offset by an angle of substantially 90 °.

74. The ignition system according to any of claims 1 to 50, characterized in that the electromagnetic radiation generating element generates electromagnetic radiation having a waveform in pulses.

75. The ignition system according to any of claims 1 to 50 or 74, characterized in that the electromagnetic radiation generating element generates electromagnetic radiation having a continuous waveform.

76. The ignition system according to any of claims 1 to 50, 74 or 75, characterized in that the fuel comprises a substance or substances that can have ionization and combustion by electromagnetic radiation.

77. A method according to any of claims 51 to 73, characterized in that the electromagnetic radiation comprises electromagnetic radiation of resonant frequency to ionize the fuel.

78. A method according to any of claims 51 to 73 or 77, characterized in that the electromagnetic radiation comprises electromagnetic radiation of resonant frequency to heat and ionize the fuel.

79. A method according to any of claims 59 to 73, 77 or 78, characterized in that at least one magnetic field is created in the pre-combustion chamber element.

80. A method according to any of claims 67 to 73, 77 to 79, characterized in that the additives are selected from the group including hydrocarbon fuels, alcohols, sugars, calcium cyclamate, gases, and chemical additives.

81. A method according to any of claims 51 to 73, 77 to 80, characterized in that the electromagnetic radiation has a waveform in pulses.

82. A method according to any of claims 51 to 73, 77 to 81, characterized in that the electromagnetic radiation has a continuous waveform.

83. A method according to any of claims 51-73, 77-82, characterized in that the fuel comprises at least one substance that can undergo ionization and combustion by electromagnetic radiation.

84. A method according to any of claims 51 to 73, 77 to 83, characterized in that the fuel comprises water, wherein the water molecules are heated and dissociated into hydrogen and oxygen atoms, and the hydrogen atoms subsequently ionize and they burn.

85. A method according to any of claims 51 to 73, 77 to 84, characterized in that the fuel comprises hydrocarbon compounds, wherein the molecules of the hydrocarbon compounds are heated and dissociated into the constituent atoms, and the atoms of hydrogen subsequently ionize and burn.