US2766582A

US2766582A - Apparatus for creating electric space charges in combustion engines

Info

Publication number: US2766582A
Application number: US250147A
Authority: US
Inventors: Lester H Smith
Original assignee: Individual
Current assignee: Individual
Priority date: 1951-10-06
Filing date: 1951-10-06
Publication date: 1956-10-16
Anticipated expiration: 1973-10-16

Description

Oct. 16, 1956 L. H. SMITH 2,766,582

APPARATUS FOR CREATING ELECTRIC SPACE CHARGES IN COMBUSTION ENGINES Filed Oct. 6, 1951 2 Sheets-Sheet 1 /&

29 IN V EN TOR.

Oct. 16. 1956 L. H. SMITH 2,755,582

APPARATUS FOR CREATING ELECTRIC SPACE CHARGES IN COMBUSTION ENGINES Filed Oct. 6, 1951 2 Sheets-Sheet 2 av PASS mule- GOI/fF/VOR United States Patent Office APPARATUS FOR CREATING ELECTRIC SPACE CHARGES IN COMBUSTION ENGINES Lester H. Smith, Short Hills, N. J. Application October 6, 1951, Serial No. 250,147 15 Claims. (Cl. 6039.01)

This invention is concerned with an apparatus for producing electric space charges or ionization in gases in the combustion chambers of reciprocating piston type or turbine type combustion engines. The object of creating such electric space charges is to improve the combustion process and increase the emciency of the engine expansion cycle.

The production of electric space charges in combustible fuel and air mixtures may be accomplished by electrically charging a dielectric type liquid fuel previous to jet spraying from an engine carburetor nozzle or from a spray nozzle in the combustion chamber proper. The electrically charged liquid fuel spray is subsequently evaporated in space.

This application is a continuation in part of my applications No. 481,767, filed April 3, 1943, and now abandoned, and No. 34,300, filed June 21, 1948. Patent No. 2,583,898 issued January 29, 1952, relating to vapor phase chemical reaction processes involving electric space charges.

In Patent No. 2,583,898 an arrangement of electrical charging electrodes was disclosed for charging films of dielectric type liquids to one polarity. In this application the charging was followed by flash vaporization of the charged liquid to form ionized vapor for reaction purposes.

The liquid film charging electrodes mentioned above may consist of two concentric cylindrical metal electrodes with a close clearance between them. One electrode surface is coated with a thin layer of ceramic or other suitable insulating material. The electrode surfaces are arranged so that one may be rotated relative to the other. When a dielectric liquid film is passed between the electrodes between which a unidirectional potential difference is impressed, the liquid film, it is maintained, will become electrically charged to the same polarity as the uncoated electrode surface. Due to the relative motion of the electrodes and the agitation of the liquid film, the electric displacement charges at the surface of the liquid film which is in contact with the uncoated electrode are continually displaced into the body of the liquid film.

This method of electrically charging dielectric type liquids to one polarity is one of several disclosed in my Patent No. 2,583,898. In connection with the present use in internal combustion engines, it is the preferred method, although not the only possible method, for electrically charging said dielectric type liquid fuels.

Theoretically there are a number of possible effects which may result from the use of electrically charged liquid fuels in combustion engines. An electrically charged liquid fuel which is sprayed in a manner which retains the electric charges in the liquid and is vaporized in space produces ionized fuel vapor. Liquid fuels including light hydrocarbons such as butane or propane, gasoline type fuels and diesel oils may be used. Ionized vapor from any of these liquid fuels will have a catalytic effect on the combustion process. For any given temperature, such a catalytic effect probably would consist of 2,766,582 Patented Oct. 16, 1956 an increase in the combustion process speed, an increase in dissociation of fuel vapor and combustion products in the initial high temperature high pressure phase of the combustion process, and an increase in cylinder pressure at certain points in the expansion cycle. The increase in cylinder pressure is due to both the said increase in dissociation of gaseous compounds followed by recombination and to an electrostatic pressure effect due to mutual repulsion of ionized gas molecules of the same polarity. Ionized gas molecules of the same polarity repel each other and this repulsion is evaluated in accordance with the laws of statistical mechanics since the ionized molecules are in motion. Said electrostatic pressure effect is also dependent upon the temperature since the frequency of molecular motion is proportional to the temperature. In effect, the electrostatic mutual repulsion of ionized molecules is equivalent to a partial pressure which is additive to the total cylinder pressure. Since this electrostatic partial pressure is proportional to the temperature, it follows that external work due to expansion of the gas is contributed to by the said electrostatic partial pressure and the drop in temperature during the expansion cycle is greater in consequence.

Further in regard to dissociation of gaseous compounds, it is to be expected that any such dissociation occurring during the high temperature, high pressure phase of the combustion cycle lowers the peak temperature due to heat absorption and is followed subsequently by recombination and heat release. A decrease in peak temperature probably means less heat discarded to the cylinder wall coolant.

It is well known that a certain amount of dissociation takes place during the initial high temperature phase of combustion in ordinary internal combustion engines. This lowers the temperature and cylinder pressure below what it might otherwise be theoretically. The flame propagation in the combustible mixture is accompanied by ionization and considerable mobility of ions. The positive and negative ions are in equilibrium with each other and recombine during the gas expansion and temperature drop in the cylinder combustion chamber. This recombination of ordinary dissociation products tends to raise the temperature and pressure above what it would otherwise be at this phase.

When an electrically charged dielectric fuel is introduced into an engine combustion chamber, fuel vapor ionized to one polarity is produced. These electric ionization charges initially on the molecules of fuel vapor, promote additional dissociation followed later by recombination which in itself raises cylinder pressure. In addition, there is produced the electrostatic partial pressure previously mentioned. in order to conserve this electrostatic partial pressure and derive mechanical work from it, it must be in electrostatic equilibrium with the combustion chamber and cylinder walls. This may be accomplished by using a ceramic insulation coating on these surfaces which allows a charge to build up on the surface which repels similarly charged gas ions. Another method is to use combustion chamber and cylinder walls which are conducting and are maintained at an electrical potential which repels these gas ions. Both methods are illustrated in the drawings.

An object of this invention is to provide apparatus for electrically charging liquid fuels and producing electric space charges in all types of combustion engines.

A further object of this invention is to increase the efliciency of combustion engines and enable them to operate satisfactorily with lower grade fuels, particularly regarding octane rating of said fuels.

Another object of this invention is to increase the potential energy of various dielectric type liquid fuels for use in aircraft without increasing their weight.

A still further object of this in endon is to increase the thrust derived from the exhaust of turbine type and simple jet type engines by means of an electrostatic repulsion between electrically charged exhaust gases and the engine discharge throat and other parts.

Other objects of this invention will be apparent from the drawings and the following description of the features of the invention and in the provision of apparatus for accomplishing the foregoing objects.

Referring to the drawings; 7

Figure .1 illustrates a preferred arrangement for producing electric space charges in a reciprocating piston type internal combustion engine using a fuel injector.

Figure 2 shows an enlarged view of the fuel injector in the engine of. Fig. 1.

Figure .3 shows-an equivalent method of fuel carburetion for producing electric, space charges in aninternal combustion engine including the type of. engine shown in Fig. 1.

Figure 4'illustrates a preferred apparatus andrmethod for producing: electric space charges in a combustionturbine type engine.

Figure 5 shows an enlarged sectional view of the guide vanesand rotor blades in the turbine of Fig. 4 including ceramic insulating coating on the surface of said vanes and blades.

Figure dshows a theoretical storage vessel for electrically charged liquid fuels and a jet type burner capable of being disconnected from ground, and the equivalent electrical circuit for the same.

With further reference to Fig. 1, it illustrates a conventional semi-diesel, '4 cycle engine combustion chamber and cylinder head "and including the upper portion of the cylinde r block. Cylinder head 1 is attached to thetop of cylinder block 2. Exhaust port 3 is provided with a conventional tappet valve -3 including the usual guide sleeve 5, spring 6, rocker arm 7 and push rod 8, actuated by a cam shaft" not shown. Exhaust port 3 connects to exhaust manifold 9. An air intake valve also is required but is not shown since it is not in the sectional view illustrated. The intake port and valve construction is similar in arrangement to the exhaust port 3 and valve 4 and is connected to intake manifold 10. Item 11 is a spark plug of usual construction connected to a conventional ignition system. Item 12, shown enlarged in Fig. 2 is a conventional injectorof the fuel pressure actuated type. item 13 is a. piston provided with rings 14, Wrist pin 15 and fitted into cylinder 16. Connecting rod 17 cormects wrist pin 15 and the usual crank arm not. shown. Piston 13 is provided with a ceramic insulation liner 1%) covering the top surface. Injector. 12 is held in place by a.yoke 19 and studs not-shown but tapped into cylinder head 1. Injector 12; furthermoreg has' a fuel spray port 2%, spindle 21 with a tapered point fitting the tapered seat as at the upper end ofs'pray port2tl'. Injector spindle 21 is provided with

multiple colla'r's

2,2, closely fitting the internal bore of injector 12; Pressure of the liquid fuel supplied through tube 23 during the injection phase against the spindle. colhrs 22 moves the spindle upward against spring 24 and allows liquidfu'el to pass from tube 23 through the small passage 25 in. injector body 12 through the spray port 26 into the combustion chamber. Leakage past the collars'22 is returned to a low pressure section of the fuel system through connection 26 in the injector '12.

The arrangement shown in Fig. 1 also includes electrical charging electrodes for charging a dielectric typeliquid fuel before said fuel is fed to injector 12. A stationary outer electrode 27 in the. form of a housing with a cylindrical cavity 28. is provided with a liner 29 which completely covers all interior surfaces including fuel inlet 31 and outlet 32. Liner 29 is of a material. with good electrical insulating qualities as well as resistance to hydrocarbo'n solvents such as a phenolic resin. An internal electrode 33 in thefor'rn of a cylinder about 4 inches in diameter and inside of liner 2? is rotated by shaft 34 and source 35 of rotary power of about 200 R. P. M. A plastic insulating bushing and bearing 30 such as Furan resin, encloses shaft 34. 'l'he stationary outer electrode 27 and internal electrode 33 are insulated from ground. A preferred construction for use with diesel oils or gasoline would consist of a plastic liner 29 of 0.010 inch thickness and a clearance between liner 29 and electrode 33 of approximately inch forming the liquid fit .passage be"- tween internal charging electrode 33 and coated outer electrode 27. The surface area of electrode 33 should be approximately 30 sq. in. Potential source as may be about 400 voltsdirect current; Potential source 3'7 of about 200 volts direct current is used to provide the proper potential of liquid fuel passages and certain combustion chamber surfaces relative to the liquid fuel charging electrodes 2'7 and 33 so that electric charges in the fuel in a liquid state and in thevapor state, as a space charge in the combustion chamber, are repelled from engine surfaces. A. metal rod collecting electrode 38 mounted in the exhaust main-1 fold. is connected through ceramic insulating bushing 3? to potential source 4% of 480 volts direct current.. Elec tric chargesin the exhaust gases are attracted to electrode 33 and are returned through the electrical circuit shown to liquid film charging electrode 33. Clearance over the piston may be such that a compression ratio of 6.5 to l is obtained. Tube 41 is connected to a conventional fuel injectionpump developing sufficient pressure for fuel. injection and which is linked to the crank shaft, properly timed, and controls the amountof liquid fuel pumped an tomatically, all of which is common practice in fuel sysrtems-of this type.

Operation of the engine shown partially in Fig. 1 would be as follows; Functioning of the air intake and exhaust valves and ignition system needs no explanation since these items are conventional and operate the same in any 4 cycle engine. Diesel oil fuel from the fuel pump during the. injection phase is pumped through tube 41 into the liquid film charging device composed of

electrodes

27 and 33. Entering through inlet 31 the oil passes as a thin'film between cylinder. electrode 33 and the insulation coating on outer electrode 27. At the same. time cylinder electrode 33 is rotated at 200 R. P. M. The pias tic. coating 29' on electrode 27 and. the fuel oil film are equivalent to-two dielectric layers in series between

electrodes

27 and 33. Due to the relative motion of electrode 33 and the coated surface of electrode 27 and the flow of the fluid and the unidirectional potential difference 36 between these electrodes, displacement electric charges originating from electrode 33 are distributed throughout the fuel. oil film. These electric charges are retained in the oil asit passes out of the charging device through outlet32 'and through tube 23 to injector 12. Since tube 23 and the engine cylinder head 1 and cylinder block 2 are grounded and are at a potential of 209 volts positive relative to internal electrode. 33 due to potential source 37, it is obvious that if the fuel oil film contains positive electric displacement charges originating from internal electrode 33',- said electric displacement charges would be repelled from the tube 23 and cylinder head 1 and block 2 ."This' tends to retain the charges in the oil as it'travels to the SPIfflYpOI'CiZQ. The condenser 42 of about 1 mfd. promotes the flow of electric charges in the oil stream. Item 43 i'san insulating and driving coupling.

As described previously, the spindle point 21 raises 0d the seat 44 during the injection phase and electrically charged fuel oil is sprayed through port 2? into the combustion. chamber. The charged oil spray is vaporized in the combustion chamber, mixed with air due to turbulence and the dispersing tendency of the charged fuel vapor and ignited by the sparking of plug 11. As previously men tioned,. an electric space charge is produced in the gases in the combustion chamber as wellas ionization andv increased dissociation of the fuel vapor and combustion greases products. For any given fuel, it is to be expected that the combustion speed would be increased, however, increased dissociation means a greater absorption of heat during the initial phase of combustion. The overall result would be that equivalent performance could be obtained with a lower grade of fuel and also at a lower cornbustion temperature. In order to derive maximum benefit from the electric space charge in the combustion chamber of Fig. 1, it may be desirable to have some further control of the duration of said space charge. It is possible to establish the space charge by evaporation of the electrically charged liquid fuel spray and by means of an electrostatic field gradient to cause a drift of the space charge toward one wall of the combustion chamber. The top surface of the piston 13 should be maintained at a controlled electrical potential the same as other combustion chamber surfaces. One method of maintaining the top surface of piston 13 at an electrical potential which repels the space charge is by the use of a ceramic insulation layer 18. .The exposed surface of layer 18 tends to accumulate a static charge at a potential level slightly higher than other combustion chamber surfaces. This difference in potential level of the combustion chamber surfaces does tend to cause a drift of the space charge and to control its duration. Whether or not a space charge drift is desirable depends upon whether cyclic operation is involved as in Fig. 1 and many other factors including combustion speed, the desired catalytic effect on the combustion process and the degree to which the liquid fuel is electrically charged. Where the electrostatic pressure effect is the prime consideration, obviously all combustion chamber surfaces should be at an equal potential. In that event, either the insulation layer 18 would be omitted or all the combustion chamber surfaces should be coated with ceramic insulation. In a reciprocating piston type engine such as in Fig. 1 the use of a ceramic coating on all combustion chamber surfaces would present both mechanical and heat transfer problems.

With further reference to Fig. 1, a static charge of about 0.02 coulombs per cubic centimeter of fuel oil is preferred in conjunction with the use of insulation layer 18. Layer 18 may be mullite porcelain material cemented and anchored into the recess in the top of piston 13. Item 45 is a biasing resistance of 2000 ohms. After the expansion of the combustion gases in the engine of Fig. 1, during which the piston 13 travels downward in cylinder 16, the exhaust valve 4 opens and the gases escape through the exhaust valve 4, port 3 and manifold 9. Residual electric charges in these gases are attracted to electrode 38.

In Figure 1 the complete circuit followed by the electric current represented by the electric displacement charges in the liquid fuel and the resulting electric space charges in the gas phase during the combustion and exhaust processes consists of the following elements: Starting from the internal electrode 33, the liquid fuel stream passing as a film between electrode 33 and the fixed insulating lining on outer electrode 27, said fuel stream continuing in liquid state through tube 23 and the fuel injector 12, mechanically conveys the electric displacement charges originating at electrode 33. In the combustion chamber, represented by cylinder head 1 and piston 14, the combustion gas is a circuit element and the electric charges in the form of gas ions, to a limited extent impinge on cylinder head 1, with the remainder of said ions being attracted to electrode 38 in the exhaust manifold. Current flows from cylinder head 1 through biasing resistance -25 where it is joined by current from electrode 38 due to gas ions collected thereon flowing through potential source 40, the sum of the two currents flows through potential source 37 to electrode 33, completing the circuit.

Figure 3 illustrates an alternative arrangement for car'- buretion of an electrically charged liquid fuel which might be used in place of the injector shown in Fig. 1. In Fig. 3 the tube 23 conveys liquid fuel such as gasoline, for

example, from a liquid film charging arrangement shown partially and similar to stationary outer electrode 27 and internal electrode 33 in Fig. i. A fuel storage chamber 46 includes a float 47 and inlet valve 48 and air inlet 49. Spray nozzle 50 is located approximately at the point of restriction of a venturi throat 51. A throttle butterfly valve 52 is also provided in the fuel vapor line 53 leading to intake manifold 10. An internal liner 54 such as phenolic resin is provided on the inside of fuel vapor line 53 and manifold 10 as shown. The electrical insulation liner 54 tends to minimize dissipation of electric charges in fuel vapor and static sparking since it builds up a surface charge which repels the charged vapor. Electrical potential differences used may be the same as in Fig. 1 and are designed to repel electric space charges in fuel vapor from conducting engine surfaces. Other features of construction of an engine using the fuel carburetion arrangement of Fig. 3 would be the same as in Fig. 1. Compression ratio would be comparable to gasoline engine practice, for example 6.5 to 1.

Figure 4 illustrates a combustion turbine engine including fuel burner and arrangement for electrically charging, storing and burning a dielectric type liquid fuel. The usual turbine type combustion air compressor is not shown. In Fig. 4, item 55 is the housing of the combustion turbine including entrance and exit passages to the turbine proper. Combustion air from the compressor supplied through duct 56 passes through the fuel burner 57 where gaseous combustion products continue through turbine inlet duct 58, through the inlet guide vanes 59 and rotor blades 60 and out through the exhaust duct 61. The design of the seven rows of guide vanes attached to casing 55 and six rows of rotor blades attached to rotor 62 follows conventional practice except that a nd inch coating of enamel type ceramic electrical insulation is used, item 63 on the vanes and item 64 on the blades including adjacent turbine housing and rotor surfaces, as shown in enlarged sectional view in Fig. 5. Conventional seals would be used between the rotor 62 and shaft and the turbine casing at each end but are not shown in detail. Shaft support bearings are provided in

pedestals

65 and 65. For control purposes, the governor 67, linked to rotor 62 and shaft, regulates a by-pass valve 68 and fuel to burner regulating valve 69. Connections between the governor and these valves are represented by a single line which represents a hydraulic linkage. Suitable external heat insulation would also be used on the burner housing, ducts and turbine but is not shown for simplification reasons.

Item 81 in Fig. 4 is the stationary outer electrode of a liquid film charging device similar to that shown in Fig. 1. Electrode 81 is provided with an internal insulation liner 83 covering all wetted surfaces similar to that in Fig. 1. Inside of stationary outer electrode 81 and liner 83, which are in the form of a cylindrical casing having a larger diameter section at one end, is an inner rotary electrode 88. Electrode 88 is rotated by shaft 34 connected to a source 35 of rotary power of about 200 R. P. M. Item 30 is an insulating bushing and bearing around shaft 34. Metal electrode 81 and internal electrode 88 are insulated from ground. Item 43 is an insulating coupling. Item 98 is a biasing resistance of 500 ohms. Rotary electrode 88 is provided with an open type pump impeller 76 at one end of the cylinder. Furthermore, a plastic insulation lined storage vessel 71 for storing electrically charged fuel oil is provided. As shown, the plastic liner 83 is continuous throughout the film charger, the discharge line 86, oil inlet connection 31 and circulation return line 72. The external metal shell of storage vessel 71 and of the connecting lines to film charger electrode 81, and of oil inlet line 31 and of line 73 to the burner up to the insulating flanges shown are all connected to electrode 81 v and are insulated from ground. Direct current electrical potential 90 is 600 volts, potential 91 is 400 volts D. C. and potential 94 is 800 volts D. C. Condenser 96 is 2 mfd. capacity. Insulation liner 83 may be 0.010 inch tn'ieknessandathe elearanee between liner 83 and else trode =88-r'nay be approximately inch.. Electrode- 88".

'83 and due to the potential 90, electric displacement charges pass from the surface of electrode 88 into the oil film; Due to the pumping action'of impeller 76, the electrically charged-oil travels through tube. 86 .to storageta'nk 71 and partially recirculates' to the film charger through tube-72. Electrically charged fuel oil required lay-burner 57 is: forced through regulating valve 69 and spray nozzle 74 by the oil supply pressure entering through tube 41'. Static or displacement charge in the fuel oil due to the said film charging process. would be approximately 0.05 coulomb per cubic centimeter of #3 fuel oil, for example. Tube 73 conveys electrically charged fuel oil. such as. commercial. #3 or #5 grade through regulating valve 69 to the burner 57. Burner 57 may be a conventional nozzle type atomizing burner with a spray nozzle 74 and air mixing vanes 75. Surrounding the. burner and immediately in front of itis a refractory lined stainless steel tube 70 whichprotects the duct 58 from flame. impingement. The refractory lining 77 may be of fused mullite bricks having both heat insulating and electrical insulating qualities. Alloy tube 70 is supported around the periphery by refractory blocks 78 which allow passage of some air outside of burner tube 76 for cooling purposes. Refractory blocks 7 8 may be electrical insulators of the same material as lining 77 so that burner tube 7%) is-electrically insulated from ground. In this case tube 70 and refractory ring 77 will accumulate a surface electric charge which tends to repel electric charges in fuel vapor and combustion products. A partial liner 79 of the same material as liner 77 may be used at gas impingement points to conserve the gas space charge.

Electrically charged gaseous combustion products travel from the burner 57 through the duct 58 and into the turbine proper, being deflected by the guide vanes 59 against the. rotor blades 6%. As in the reciprocating piston engine illustrated in Fig. l, the ionized fuel vapor produced by the. electrically charged fuel oil .spray from nozzle 74 has a catalytic. effect on the combustion process. enabling a. closer approach to the optimumamount of excess. air from an'overall efficiency standpoint. Due to a resulting increase in dissociation during the high temperature combustion phase, followed by recombination during expansion. and temperature drop, thepeak temperature for a giyenpressure.and.combustion rate is. decreased- In addition, the total pressure of combustionv gaseous products is. increased, due to the previously mentioned electrostatic pressure effect, i.- e.. mutual repulsion of velectrically charged gas molecules of the same polarity. Geramic insulation linings or coatings such as lining 79 Man-impingement point in ductt58 and coatings63 and 64 on the turbine guide vanes 59 and rotor blades 60 and interblade rotor and housing surfaces repel electrically charged gases due to accumulation of surfaces charges. This repulsion in the case of the rotor blades, sincethe additional. gas pressure due to the electrostatic pressure effect acts upon these blade surfaces, increases the turbine output. Since-the combustion gas including electrically charged gas molecules sweeps across the stator blade and. rotor blade surfaces, the ceramic insulation coating and electric surface charges on these surfaces tends tov minimize the. dissipation of electric space charges inthe gas; Where the combustion gas'and electrically charged molecules pass between opposite. stator blade and rotorblade. surfaces each with a ceramic insulation coatingand electric. surface charge, on that coatingasv shown imFig; 5, the fepulsionbetween electrically chargedgas.

molecules and electric surface charges of; the same-polarity is-more' apparent. Insulation coatings 63 and 64 are'also corrosion resistant. Residual electric charges in the turbineexhaust gases are attracted to electrode 92 and are returned as an electric current to electrode 88 through the connection shown. Item 39 is an insulating bushing. Condenser 96 promotes the. flow of current in the fuel oil stream. Output of the turbine is transmitted from shaft coupling flanges 3t? and 82 to other equipment such. as electrical generation equipmentnot shown.

Obviously, the process which has been illustrated in Fig.1 and relating to a-four cycle engineis equally applicable to .twocycle engines. Furthermore, in Fig. l, with proper compression'ratios the spark plug could *be omitted as in conventional. diesel engines. Such compression ratios would be the same as are used inpresent" c n mercial diesel engines.

In order to weigh the. advantages of electricv space. charges in internal combustion engines of .all types the following shouldbe'considered- In addition to variations in performance due to an electrically charged liquid fuel, any economic considerations which may be involved thru the use of lower grade fuels should be;

evaluated. The amount. of electrical energy which is stored in the liquid fuel in the. form of displacement electric charges must be balancedagainst any improvement in performance of the engine. At the same time, if this improvement in performance were no more than equal to the amount of electrical energy storedin-the liquid fuel, the fact. that said liquid fuel would not be ap. preciably changed in weight or volume is of interest. It is contemplated that electrically charged dielectric liquids would be stored preferably in insulation coated'tanks. Such tanks can'be metal shielded so that electrostatic forces-acting on the exterior of the tank are small. The metal shell of a tank coated completely with insulation on the interior wetted surface can be used as an electrostatic shield and maintained at approximately neutral potential. This is significant in connection with aircraft fuels and the potential energy of said fuels for a given weight. The electrical energy which is stored in the dielectric liquid fuel. as electric displacement charges by means of film charging, may be stored on the ground by power sources remaining. on the ground.

Figure'6 shows diagrammatically a liquid fuel recirculation and storage system similar to that of Fig. 4- for handling electrically charged dielectric type liquids. Furthermore the system is capable of being disconnected from ground and of. maintaining exterior surfaces of the storage system '-at any desired electrical potential. In Fig. 6, itemltllis the wetted film charging electrode and 102 .is the insulation coated film charging electrode having an insulation coating 1&3. Item 104 is an electrically charged liquid storage vessel which is coated in: ternally with a plastic or ceramic insulation layer 105. A liquidfuel stream which may be electrically charged or uncharged from a source of supply passes through the. tube 166 and between the

film charging electrodes

101 and 102 and into the insulation coated storage vessel 104. Item 107 is the film charging unidirectional potential. When the liquid volume in storage vessel 104 is originally charged the negative side of potential 107 is connected to ground through switch 168. Small crosses representing the positive charges and arrows show the fiow of current during an electrical charging of the stored liquid fuel and flow of positive charges in the fuel stream to combustion chamber 113 and discharge of same in an exhaust jet. With the switch 198 open and the entire system. disconnected from. ground, as would be the case in air flight, the film charging electrodes are operated at a reduced rate merely to return leakage current through the storage vessel insulation lining to the interior of the liquid in vessel 194. In order to do this,

the pump 109 circulates charged liquid 110 out of .vessel gre ses 104 through the

film charging electrodes

101 and 102 and back into vessel 104. This prevents the potential of the outer shell of vessel 104 from building up to an excessive potential relative to ground potential. Item 111 is a connection for introducing inert gas into the outage space in vessel 104.

This much of the electrically charged liquid storage system of Fig. 6 which has been described thus far is applicable to any requirement for storage of an electrically charged dielectric liquid for any purpose whatever, either connected permanently to ground or not. For purpose of further illustration, the electrically charged liquid fuel is shown piped through a pump 112 to a jet burner 113. Direct current potential 114 in Fig. 6 maintains the fuel piping system at a suitable potential to retain the electric displacement charge in the liquid as it passes through the piping system. Potential 115 maintains the shell of burner 113 at a still higher potential of polarity such as to repel positive charges in vaporized fuel and combustion gases. A refractory liner 116 having also electrical insulating qualities as in Fig. 4 is provided inside the burner shell 113. As previously described in connection with Fig. l and Fig. 4, due to the electric charges in the fuel, improved combustion results in the burner, a higher pressure is produced also due to the electrostatic pressure effect, and furthermore, an increase in thrust of the jet burner is produced by the mutual electrostatic repulsion between the charged exhaust gases and the burner exhaust throat. The surface of refractory liner 116 builds up a surface charge to a potential above the potential of burner shell 113, resulting in maximum electrostatic repulsion to the charged exhaust gases. The fuel feed piping may be insulation lined in entirety or partially as was illustrated in Figures 1 and 4. Figure 6 shows schematically the flow of liquid fuel and electric charges during the process of burning the fuel and at the same time maintaining exterior parts of the system at a controlled potential when disconnected from ground. With switch 108 closed to ground, the stored liquid fuel could be charged originally with the arrangement shown, or liquid fuel charged in other equipment could be introduced into storage vessel 104 through tube 106. Item 117 is an insulating bushing. Air for combustion enters the burner through connection 118. Item 119 is an insulating tubing coupling.

In the several forms of apparatus shown in the drawings it should be understood that either positively or negatively ionized gas can be obtained by proper arrangement of the polarities of the potential sources shown.

Furthermore, it is contemplated that film charging of dielectric liquid fuels to a degree approximating that specified in connection with Figures 1 and 4 and the transfer of said liquid fuels through insulation lined tubing or metallic tubing followed by spraying and evaporation of electrically charged spray in a metallic combustion chamber may also be used without the biasing potentials shown in Figures 1 and 4. In this case, the leakage of electrical charges from the liquid fuel during transfer to the combustion chamber and the time of dissipation of the electric space charge in the combustion chamber resulting, would still provide certain desirable catalytic effects on the combustion process such as those previously mentioned. For example, along with the omission of biasing

potentials

37 and 40, in Figure l and 91 and 94 in Figure 4, and likewise the

condensers

42 and 96 and

bias resistances

45 and 98 would be omitted and one of the film charging electrodes as well as all other metallic engine surfaces would be at ground potential. Likewise, it is contemplated that the liquid fuel carburetion arrangement shown in Fig. 3 can be utilized to obtain limited catalytic effects in the combustion chamber and at the same time omitting the biasing

potentials

37 and 40, condenser 42 and resistance 45, the omission of which was mentioned as an alternative in connection with Figure 1.

In the claims which follow, I have used the expression-combustion engine, to describe a field of application of the electric space charge methods described herein. It should be understood that reference is made to combustion engines of the variable combustion chamber volume type such as reciprocating piston engines and also the combustion turbine type and jet type engines.

This invention has been illustrated only in a general preferred form throughout and it should be understood that it is capable of many and varied modifications without departing from its purpose and scope and I therefore believe myself to be entitled to make and use any and all of these modifications such as suggest themselves to those skilled in the art to which the invention is directed, provided that such modifications fall fairly within the purpose and scope of the hereinafter appended claims.

What is claimed is:

1. An electric space charge device for use with combustion engines comprising a liquid film charging electrode passage having one conducting electrode wall and an opposite electrode wall which is coated with a fixed layer of insulating material; means for passing a dielectric type liquid fuel through said liquid film charging electrode passage; means for impressing a unidirectional electric potential difference between said electrode walls of said liquid film passage sutficient to produce a displacement type charging current .in said liquid fuel; means for forming a jet spray in space of said liquid fuel and means for introducing said liquid fuel spray into said engine com-bustion chamber, said liquid fuel spray being electrically charged due to said displacement charging current in said liquid fuel in said liquid film charging electrode passage; means for gasifying said electrically charged liquid fuel spray in said engine combustion chamber to form one polarity ionized fuel gas; means for mixing said one polarity ionized fuel gas with air and igniting and burning the combustible mixture; means for expanding combustion products in said engine to produce mechanical work.

2. An electric space charge device for use with combustion engines comprising a liquid film charging electrode passage having one conducting electrode wall and an opposite electrode wall which is coated with a fixed layer of insulating material; means for passing a dielectric type liquid fuel through said liquid film charging electrode passage; means for impressing a unidirectional electric potential difference between said electrode walls of said liquid film passage sufiicient to produce a displacement type charging current in said liquid fuel; means for form- .ing a jet spray in space of said liquid fuel and means for introducing said liquid fuel spray into said engine combustion chamber, said liquid fuel spray being electrically charged due to said displacement charging current in said liquid fuel in said liquid film charging electrode passage; means for gasifying said electrically charged liquid fuel spray in said engine combustion chamber to form one polarity ionized fuel gas; means for maintaining (the internal surfaces of said combustion chamber at such an electrical potential relative to the electrical potentials of said liquid film charging electrodes as to repel said one polarity ionized gas; means for mixing said one polarity ionized fuel gas with air and igniting and burning the combustible mixture; means for expanding combustion products in said engine to produce mechanical work.

3. The electric space charge device of claim 2 having as an added feature a biasing resistance connected between said liquid film charging electrodes and said engine combustion chamber internal surfaces such that the electrical potential of said engine combustion chamber internal surfaces is regulated by the potential drop across said biasing resistance resulting from leakage currents from electric space charges dissipated in said engine combustion chamber in a return circuit to said liquid film charging electrodes.

4. The electric space charge device of claim 1 having as an added feature a storage system for electrically charged dielectric liquid fuekassociated Wi-thJs'aid liquid filmrcharging-electrodeipassage, said..-storage.-.systembeing.

filnrcharging. electrode passage, said storage system being: internally. lined with a layer of fixed insulation and having the external metallic surface. thereofmaintmned at a controlled electric potential.

6.,Tl1e: device of claim 1 further characterized by having meansfor agitating said liquid; fuel insaidliquid film.

charging. electrode passage. 7

7. The ..de.viceof. claim 2.. further: characterized by having means for agitating said liquid fuel insaidliquid film charging electrode passage.

8.. The. electricspace charge device of claim 1 having assanadded feature means for maintaining opposite internal surfaces of said engine combustion chamber at unequal electr'icpotentials such that the. potential gradient causesia drift. of. one polarity ionized gas across said engine: combustion chamber.

9. :Theelectric space charge device of claimtl having 3S. an added feature. a. ceramic insulation surface. in the engine combus ion-chamber which. accumulates a' surface electric, charge at a higher potential than. other metallic.

tricpotential difference sufiicientto produce a displace ment; type charging'current in said liquid fuel;.means for accumulating; said electrically charged liquid fuel in a storage; vessellof conducting material having the internal w'ettccI: surfaces'of-said vessel. coatediwitha fixed layer ofinsulating materialpmeansi for electrically connecting said storage vessel to said liquid fihncharging electrodes so that the potential of said storage vessel due to leakagecurrent from saidsto'red electrically charged liquid fuel; is controlled.

11. The apparatus. of claim 10 having, as an added feature, meansifor, recirculating said electrically charged liquidfuel between said storage. vessel and said liquidfilm charging electrode passageso asto maintain said stored electrically charged liquid fuel. in a uniformly charged state.

12. Apparatus. for producing ionized gas of one polar.- ity in. an engine combustion chamber comprising meansfor formingia jet spray. in space of: single polarity ClfiC? trically charged dielectric: type. liquid fuel and means for introducing saidliquid fuelssprayinto saidengine combustion chamber; vmeans for. gasifying said. electrically charged liquid fuel spray in saidcen'gine combustion'chamr ber toformone polarity ionized fuel gas; meansfor. mixing said one polarity ionized fuelv gas with air and for. igniting and burning the combustible mixture; means for expnndingtcombustion products in said engine to produce mechanical Work.

13. The apparatus of claim l2'havin'g, as an added feature, means for maintaining the internal surfaces of said engine combustion chamber at such an'electrical potential relative to the average potential level of'said electrically charged liquid fuel as by to repelsaid one polarity ionized fuel gas.

14. The apparatus of claim 10 having, as an added fea ture, means for agitating said liquid-fuelin said liquid film charging electrode passage.

15. The apparatus of claim 1-0 further charactcrized by having means for agitating said liquid fuel in said liquid film charging electrode passage and means for recirculat-- ing said electrically charged'liquid fuel between said-storagevessel and said liquid'film charging electrode passage soas to maintain said stored electrically charged liquid fuel in a unifo-rmlycharged state.

References (iited in the tile of this patent FOREIGN PATENTS 669,687 Germany Jan. 2 19 39