WO2016058618A1

WO2016058618A1 - A metal fuel engine

Info

Publication number: WO2016058618A1
Application number: PCT/EG2015/000044
Authority: WO
Inventors: Mohamed Abd Elmaksod Abas ALI
Original assignee: Ali Mohamed Abd Elmaksod Abas
Priority date: 2014-10-14
Filing date: 2015-10-08
Publication date: 2016-04-21

Abstract

The present invention relates to an eco-friendly metal fuel engine that does not emit harmful exhaust. The inventive engine uses metals, metal hydrides as fuel instead of the currently used gaseous and fossil fuel. The engine is especially designed to use the latent energy of metals, metal hydrides and metal oxides and convert it into mechanic and kinetic energy. The engine has specific valves and systems that pump and regulate the metal fuel amount introduced into the combustion chamber of the engine then flame it using water. In addition, the metal fuel engine discharges the emitted exhaust and converts it into fuel to be reused. Therefore, it is an energy saving and eco-friendly engine. The metal fuel is cost effective because it is made of metals, metal hydrides and metal oxides that are available in nature. Such materials are produced depending on the solar energy, so they are cost- effective and they offer competition to the other energy sources. For example, the sodium metal is available in sea and ocean water; hence it is obtained by a low-cost method. The metal fuel engine is used in many applications; the most important of all is generating electric energy and driving vehicles.

Description

A Metal Fuel Engine

Background Art :

The fossil fuel accounts for 95% of the total energy consumption. Being under increasing demand as the only energy source used, it will be exhausted sooner or later. For this reason, in addition to other environmental and strategic concerns, other alternatives should be sought. It is expected that the energy demand will reach its peak in the coming decades; the energy production will be maximized in turn. As a result, the petroleum production is likely to be decreased. Such a production reduction should be accompanied by decrease of energy consumption and providing alternative energy sources, such as the regenerated energy, to dispense gradually with the fossil fuel as a main source of energy.

In addition, the increasing usage of petroleum, gas and coal (the fossil fuel) all over the world increases the C0₂ emissions, hence causing global warming.

The current regenerative energy sources are insufficient, expensive and provide only a small amount of energy. Therefore, it is necessary to increase the usage of regenerative and alternative energy sources to save energy, increasing its efficiency and reducing its cost. It is also necessary to investigate additional energy sources to reduce petroleum consumption.

Disadvantages of the Prior Art

1- The fossil fuel is a non-regenerative source of energy.

2- The fossil fuel accounts for 95% of the total energy consumption; hence it will be exhausted sooner or later.

3- The fossil fuel emits dangerous gaseous emissions

4- The increased usage of fossil fuel leads to global warming

5- The currently available regenerative energy sources are insufficient and expensive.

6- The currently available regenerative energy sources provide a small insufficient amount of energy

Disclosure Of Invention :

Novel Aspects of the Invention

1- Founding a new energy source to be used in case of the consumption reduction or exhaustion of the fossil fuel. 2- Adding a new energy source to the well-known energy sources around the world

3- The metal fuel is characterized with low cost and availability because it is produced from a regenerative and everlasting source; i.e. sea salt.

For producing the metal fuel, special engines are used that can produce energy from metals, metal hydrides and metal oxides.

The metal fuel engines are characterized with the following:

1- Being eco-friendly, as they do not emit exhausts.

2- Ease of operation

3- Cost-effectiveness

4- Depending on inexpensive fuel

5- Producing a sufficient amount of energy that can be converted from one form to another

Detailed Description of the Invention

To get a sound knowledge of the metal fuel engine, you should first know about the metal fuel used in its operation and the way of its production.

First, the Metal Fuel

A detailed description of the metal fuel:

The general idea of the fuel use is generating kinetic energy from metals, metal hydrides and metal oxides. Metals, metal hydrides and metal oxides are used individually or in combination to generate kinetic energy. Additional components can be added.

How the reaction is performed?

Water is added to metals, metal hydrides or metal oxides or a combination thereof, resulting in a simple explosive reaction inside the combustion chamber of the engine. The reaction is controlled by special valves that regulate the used amount of fuel, a process that will be explained later.

The most important metals are sodium, sodium hydride, and sodium oxide. They are added, either individually or in combination, to the water in order to generate kinetic energy in the engine. When sodium, sodium hydride, and sodium oxide or their mixture, are added to water, they are automatically combusted giving hydrogen gas and sodium hydroxide solution. The reaction is described by the following equations:

Na+H20→ NaOH+H2

NaH+H20→ NaOH+H2

Na20+H20→ 2NaOH Notes: First,

The metal elements and the metal hydrides are added as powder or liquid to accelerate their reaction with water due to the big reaction surface area. As a result, the piston moves inside the combustion chamber.

Second,

An exhaust in the form of metal hydroxide solution is produced and used for hydrogen gas production in order to raise the combustion efficiency. It also used as an auxiliary agent to increase the strength and the speed of the piston movement. This is done through electrolysis of the metal hydroxide solution produced from the reaction and stored in the exhaust tank.

Likewise, sodium hydride powder strongly reacts with water to produce hydrogen gas and sodium hydroxide solution. Sodium oxide powder can be used instead.

NaH+H20→ NaOH+H2

The sodium hydride can be used with sodium, sodium oxide or a mixture thereof in the powder form to increase its reactivity, strengthen the powder consistency and reduce the manufacture cost.

Why sodium, sodium hydride and sodium oxide are most preferable?

This is attributed to the simple preparation method and the low cost of sodium, sodium hydride and sodium oxide. Sodium is produced by electrolysis of sodium chloride melt (food salt) that is found in big quantities in sea and ocean water.

The sodium can become a competitive for the fossil fuel. It is produced from food salt (sodium chloride) molten in sea and ocean water, and rock salt. Hence, it is available and regenerative because it is produced from seas and oceans that occupy 75% of the earth area and which depend on the natural water cycle on earth (evaporation, cloud forming and raining).

According to Haley theory, the sodium is extracted from ocean depth; it reacts with chloride resulting from volcanic gases forming sodium chloride salt. Therefore, the ocean salinity remains constant for milliard years due to a chemical technique that removes the excess salts.

The sodium production method:

1- The solar energy is used for drying sea water to extract the salt. It is a non-expensive process.

2- The solar panels are used for heating the sodium chloride melting furnaces

3- The solar energy is used for generating the electricity used for the electrolysis of sodium chloride melt to produce sodium In this way, the sodium is produced with low cost and without causing any environmental harm using the solar energy in all the production stages.

In addition, the chlorine gas, resulting from salt melting, can be used in other applications.

In this way, the sodium can be classified as a regenerative energy source because it is produced from seas and oceans that occupy 75% of the earth area. Moreover, no expensive materials are used in its production.

In addition to such a method, sodium, sodium hydride and sodium oxide can be produced using any flammable material - whether in a solid, liquid or gaseous form- or agricultural, industrial, biological wastes and human wastes. They are particularly used in sodium chloride melting and the various electricity sources are used in the electrolysis procedure. This increases the flexibility and reduces the cost of sodium and sodium hydride production method due to the diversity of its production sources.

The Safe Transportation and Handling of Sodium

Sodium is transported after production in the form of cast molds of sodium melt kept under an insulating liquid that isolate the sodium from the air, such as kerosene or metal oil. Alternatively, it can be covered with an insulated material, such as plastic, to be transported into a sodium supply station and filled into sodium tanks so that the sodium pumps would safely pump fuel into the engine tank.

The Sodium Pump Components

1- The pump consists of a tank made from materials that do not react with sodium containing liquids of less density than sodium (mineral oil, kerosene, and so on)

The sodium is pumped, in a liquid form, at the tank bottom. When the liquid sodium is pumped at the bottom under the insulating liquid surface, the level of the said liquid increases inside the tank; the insulating liquid floats over the sodium due to the density difference between both. Hence, it isolates the sodium from the air and humidity inside the tank.

2- The melting area inside the tank

The melting area is a zone at the tank bottom whose temperature is increased by a heating source, whether a flame, heating wires, halogen tubes, a heating cycle or sun rays. The sodium is molten inside to be pumped through pipes into the fuel tank of the engine while being isolated from air and humidity.

3- An electric pump

The pump function is to pump the molten sodium from the sodium pump into the engine tank * There is another method of filling the sodium pump. The sodium is filled into the tank in the form of cubes at its top. It is immersed in the insulating liquid inside the tank. The melting zone below the heater melts the appropriate amount of sodium until it is pumped into the engine tank through the engine.

Notes:

The advantages of the insulating liquid

The insulating liquid is an insulating layer of a liquid having less density than the sodium and does not react with it, such as car oil, kerosene, and petroleum materials. It keeps the sodium isolated from air and steam.

For example, the sodium density in its liquid state at the melting point equals 925 g/cm³, while the mineral oil density ranges from 0.83 to 0.90 g/cm. Generally, the density of the petroleum products is reduced when temperature increases.

- The advantages of the melting area of the tank

It is an area below the tank where the solid sodium is converted into a liquid to be easily pumped by the pump and through the pumping tubes.

The Advantages of Sodium Hydride

Sodium hydride is one of the cheapest and the most available hydrides due to the low cost and availability of sodium from which it is produced. It is characterized with rapid disintegration in water. It is prepared by passing the pure hydrogen gas into sodium melt at 250-350 °C.

In addition, sodium hydride can be produced through the solar method previously mentioned. Solar panels are used for sodium melting and introducing the hydrogen gas directly into the sodium resulting from the electrolysis of sodium chloride melt. The temperature of the produced sodium is made use of and another source of sodium melting is used in order to convert it into sodium hydride.

The water electrolysis procedure produces both oxygen and hydrogen. The solar panels can be used for producing simple electricity used in electrolysis. In addition, other traditional methods of producing sodium hydride without solar panels can be adopted. Moreover, inexpensive natural and solar sources can be used for sodium oxide production, as the case in sodium and sodium hydride production.

Second, the Metal Fuel Engine It is an engine designed to depend on the internal combustion of metal materials, metal hydrides and metal oxides, instead of liquid or gaseous petroleum derivatives of all kinds, for generating kinetic energy. It is an eco-friendly engine that does not produce polluted exhaust. It depends on a regenerative and cheap fuel.

The Advantages of the Metal Fuel Engine

1- The engine uses a new type of fuel to help solving the fuel problem or reduce the dependence on the fossil fuel for energy production

2- It is an eco-friendly engine because it does not produce any harmful gas. The exhaust generated by the engine is sodium hydroxide solution that is stored in the fuel tank. It undergoes electrolysis to produce hydrogen gas used as an auxiliary agent in the internal combustion process

3- Ease of operation

4- The low cost of engine production process and the operation tools and method

5- The sufficient amount of kinetic energy generated by the engine that can be transformed into another form of energy. For example, the engine can be used for generating electricity

6- The metal fuel is an available energy source because it is obtained from continuous natural resources, such as the sodium extracted from sea water.

The Engine Operation Method

The metal fuel is burned in the internal combustion chamber after adding water, resulting in an energy causing the piston to move inside the engine.

The way of introducing metal fuel into the engine and the used tools:

There are many ways for operating the engine

a) The solid metal fuel engine

b) The liquid metal fuel engine

c) The dual-stroke metal fuel engine

a) The Solid Metal Fuel Engine

In this type of engines, metals, hydrides and metal oxides are used in the form of powder.

First, the fuel is transported from the fuel tank into the fuel amount-regulation chamber (the regulator) through spiral pipes. Such pipes consist of a hollow tube containing a spiral shaft rotating around its axis resulting in a continuous spiral movement that transports the fuel powder from the fuel tank into the regulator, as illustrated in figure 1.

Second, the fuel amount regulator (figure2) The regulator is a device fixed on a shaft resembling a camshaft fixed on the combustion chambers. I regulates the amount of fuel passing into the combustion chambers inside the engine.

The regulator consists of an outer part taking the shape of a sealed metal cylinder with an opening at its top whose diameter equals that of the spiral pipe. The function of this opening is to introduce the fuel powder from the spiral pipes connecting the outer part to the fuel tank; there is another opening leading to the combustion chamber. The outer cylinder body, as well as the engine body, is fixed. It contains a cavity between its inner and outer walls through which a refrigerant liquid passes, as the case in the normal engine cycle.

A camshaft-like rotating shaft passes through the cylinder body. The said shaft rotates inside the cylinder and acquires its motion from that of the engine, as the case in the camshaft. When the shaft is rotated, a wheel or a cylinder is fixed on it. It rotates as well in a circular movement inside the fixed regulator body. The wheel is solid from all sides, while being hollow at a small part of it. Such a hollow part includes scraping arms fixed on a spring to scrap the required amount of the fuel for completing the combustion and controlling the powder passage into the combustion chambers, as illustrated in figure 3.

The scraping arms are fixed so as to bend upon entering the regulator hollow body. They are opened upon passing over the combustion chamber due to the driving force of the compressed spring, resulting in a continuous fuel introduction into the combustion chamber.

The solid part that occupies a large space of the internal wheel area of the regulator is responsible for closing the combustion chamber during the compression, combustion, and exhaust strokes

Notes:

1- The regulator cylinder body, fixed on the combustion chamber, is covered with another cylinder installed on the shaft (figure 4)

Such a movable cylinder surrounds the fixed cylinder. In other words, 80% of the fixed cylinder area is contained into the movable one, while the rest is connected to the spiral pipes from the top for fuel passage, and connected to the engine body from the bottom for fixation.

The radius of the movable cylinder is 2 mm longer than that of the fixed cylinder in order to rotate around it. The movable cylinder is closed at an area that equals the size of the solid part of the rotating wheel inside the fixed cylinder (regulator), while it is opened at the part containing the scraping arms. The movable cylinder functions as an insulating part for closing the combustion chamber in the compression, combustion, and exhaust strokes. It also separates the combustion chamber from the regulator wheel. The cylinder opens for fuel introduction when its open part meets the scraping arms in the fuel-intake stroke. Its outer surface is smooth and contains no protrusions.

2- The speed of the fuel coming from the fuel tank is in consistent with the regulator wheel motion, because both acquire their speed from the engine motion.

3- The tight closure disc of the combustion chamber; It is a metal disc fixed on the inner combustion chamber. It completely closes the combustion chamber during all stokes except the fuel-intake stroke. The external surface of the said disc is a toothed and non-smooth one. When the said surface meets the non-smooth surface of the regulator-encapsulated movable cylinder, it pulls the cylinder due to the contact between both surfaces. As a result, the combustion chamber is totally closed during all stokes except the fuel-intake one. At the completion of the strokes, the disc returns to its original position and the combustion chamber gets open by the effect of the spring fixed on it and the disappearance of the rough surface of the regulator-encapsulated cylinder which has a smooth side facing the fuel-intake stroke. As a result, the closure disc returns to its original place by the effect of the spring and allows the regulator to reintroduce the fuel into the combustion chamber to repeat the cycle.

The Water Pumping System

Water is pumped from the water tank through a water pump fixed on or inside the water tank for pumping and compressing water inside the water pumping pipe.

The water is pumped through a supply pipe using water injectors line. The water pressure is controlled by the regulator on the supply pipes. The excess water returns to the water tank again through a reverse pipe.

Water is injected into the engine through injectors; each cylinder is directly injected with water through an injector fixed on it.

The amount of injected water is controlled through determining the opening times of the injectors. The longer the injectors are kept open, the larger the amount of the injected water.

The injectors are driven by an electronic controller (a computer)

Notes:

1- In other embodiment and designs, water is pumped into the engine through a carburetor, as the case in some gasoline and diesel engines. Water is introduced into the combustion chamber along with air after being mixed together in the carburetor.

2- Hydrogen is added to the water and air mixture inside the carburetor.

3- Water is injected as water vapor in some embodiments. 4- A mechanical pump is used for water pumping.

A high-pressure mechanical pump is driven by the effect of the engine rotation; it is connected to the camshaft through a belt or a chain. The said pump receives the compressed water from an electric pump fixed inside or outside the water tank. The water is highly compressed through the mechanical pump into a water pumping pipe, then into the sprayer or the valve. The pump is connected to the electronic control unit to control the water pressure through an electric valve inside the pump.

The Hydrogen Injection System (Oxyhydrogen)

Hydrogen is produced in the exhaust tank during the electrolysis of the metal hydroxide solution produced as an exhaust in the combustion process inside the combustion chamber. Hydrogen is transported into the combustion chamber through supply pipes of the injectors' line.

The hydrogen pressure is controlled through a regulator fixed on the supply line. The excess hydrogen returns to the hydrogen tank through a reverse pipe.

The hydrogen is injected to the engine by the cylinder injectors. It is either directly injected into the combustion chamber or added to the air introduced into the combustion chamber.

The amount of injected hydrogen is controlled by determining the opening times of the injectors. The longer the injectors are kept open, the larger the amount of injected hydrogen.

The injectors are controlled through an electronic controller (a computer)

Notes:

1- The oxyhydrogen is either directly and continuously injected into the combustion chamber or rather added to the air introduced into the combustion chamber as an aid to the metal used in the operation cycle.

2- The hydrogen tank can be dispensed with in some embodiments considering the exhaust tank as a replacement after installing the pumping system - fixed on the hydrogen tank (pressure regulator, pump, and a reverse pipe) - on the exhaust tank.

The Air Pumping System

The fuel will only be efficiently burnt in the presence of a proper amount of air. Therefore, a control system for the amount of air introduced into the engine should be provided.

- The fuel pedal controls the injector at the air inlet.

- The air passes into the air collector above the engine at its centre from which the air is pulled through the pipes. - The air passes on the air flow meter to measure the air volume and mass. - - The movement of the vane inside the air flow meter connected to the potentiometer causes resistance change. It sends a signal to the electronic control unit.

- The electronic control unit compares the value of the sent signal to the data stored in its memory and the different sensors data to adjust the air amount to be suitable to the fuel amount

Notes:

In some embodiments, the carburetor can be used instead of the electronic pumping system for air pumping.

The Electronic Pumping System

The injector opening period is controlled through an electronic control unit. The said unit is a small computer receiving data from a plurality of sensors indicating the engine speed and the position of the air choke connected to the fuel pedal.

Such data are compared to the data previously stored and programmed in the electronic unit. In this way, the proper amount of fuel is injected through controlling the opening times of the injectors.

The Valves

- The water and hydrogen valves include needle valves that are kept close during non-operation periods through springs fixed on them.

- When electricity reaches the coil fixed on the needle valve, the coil raises the valve by the effect of its magnetic force to allow fuel to pass.

- When the electricity supply to the coil is cut, it loses its magnetic properties. The spring pushes the needle valve to the close status to cut the fuel supply. The needle valve has a tapered top in this case.

- The needle valve is opened at receiving the signal from the electronic ignition system through the electronic control unit.

-The injectors' opening times are controlled by an electronic control unit. Hence, the amount of the injected fuel is regulated.

Notes:

Both of the hydrogen and water valves or either of them is fixed in the air inlet conduit. Water, hydrogen and air coming from the air pumping system are injected into the combustion chamber through the air inlet. The said inlet is opened and closed through a valve that is switched between the open and close positions through the camshaft.

The Fuel Cycle of the Engine (Figure 5) 1- The metal fuel is pulled from the metal fuel tank through spiral pipes that acquire their spiral motion from a shaft whose motion is acquired from the engine motion.

2- The fuel is introduced into the regulator fixed on the combustion chamber of the engine. The regulator introduces the proper amount of fuel into the combustion chamber. Then, the combustion chamber is closed by the solid parts of the cylinder.

3- The water and hydrogen valve is opened in the fuel-intake stroke to draw the sufficient amount of them into the combustion chamber cylinder. This process is synchronized with or sequential to the metal fuel introduction from the regulator into the combustion chamber.

4- The compression stroke of the mixture of water, metal fuel and hydrogen takes place.

5- The combustion occurs as a result to the mixture reaction, generating a reverse force that combats the compression resulting from the compression stroke. As a consequence, the piston moves downward causing the Crankshaft, connected to the piston, to rotate, and the engine rotates in turn.

6- An exhaust is formed of sodium hydroxide solution. It passes out of the exhaust valve into the exhaust tank through the piston.

7- The cycle is repeated.

The Exhaust Tank (Figure 6)

The exhaust tank is a tank made from materials that do not react with sodium hydroxide (metal hydroxide), such as reinforced plastic or metal lined with an insulating layer or other materials. The exhaust tank is bigger than the water tank; it stores the exhaust consisting of sodium hydroxide solution. It contains two metal poles (cathode and anode) made of platinum or plated with platinum or other materials that do not react with metal hydroxide. The two poles are connected to an electricity source for electrolyzing the sodium hydroxide solution for producing hydrogen gas that is transported again to the combustion chamber through pipes for optimizing the combustion process.

-An air outlet is located on the exhaust transportation pipes through which the air flowing out of the exhaustion chambers is discharged. Moreover, the metal hydroxide solution is purified from air to send an air-free solution to the exhaust tank.

- The intensity of the current between the electrolysis poles is controlled through a current regulator that raises or lowers the electric current between the two poles in order to increase or decrease the speed of the sodium hydroxide solution electrolysis in conformity with the engine rotation speed. - The exhaust tank is connected to the water tank through. The said pipe extends to an electric generator driven by the hydrogen gas resulting from the exhaust tank before reaching the water tank. The said generator has the following functions:

1- Reducing the amount of sodium hydroxide solution inside the exhaust tank and transforming it into water vapor that is condensed and returned to the water tank. In this way, the amount of water inside the tank is kept constant and the need to refill the tank with water is alleviated. The water cycle inside the engine becomes semi-closed. The sodium hydroxide level is kept constant by burning some of the hydrogen resulting from the electrolysis inside the exhaust tank.

H2+0→H20

2- The generator produces electricity during hydrogen burning and its conversion into water. The said energy is used in the electrolysis of sodium hydroxide solution inside the exhaust tank. In this way, a strong electric current is generated that speeds up the sodium hydroxide solution electrolysis to be sent to the combustion chambers of the engine and generate electricity inside the engine. This results from the direct relation between the current intensity and the exhaust electrolysis speed.

Notes:

The purpose of fixing an electric generator on the pipe connecting the water tank to the exhaust tank is to convert hydrogen into water in order to keep the water amount fixed inside the water tank. In this way, the exhaust tank does not become full of exhaust and the electric energy, resulting from the generator, is used for exhaust electrolysis. An intense current is generated that speeds up the electrolysis of sodium hydroxide solution for producing a big yield of hydrogen.

An Important Note:

1- The generator may be dispensed with. In this case, one or more electric generator (dynamo) is added for converting the kinetic energy resulting from the engine into electric energy. Otherwise, the dynamo or the hydrogen generator may be used for increasing electricity generation. In case of dispensing with the hydrogen generator and using the dynamo alone, it is preferable to use the second operation method, that will be explained in the following paragraphs, to keep the exhaust level constant inside the exhaust tank and converting it into hydrogen. The hydrogen is then converted into water to keep the water level constant inside the water tank.

2- A complete fuel scavenge system is added to the fuel transportation line. The said system consists of a fan fixed inside a hollow region in the exhaust transportation pipe. The fan is located at the center of the exhaust transportation pipe; it acquires its motion through a belt from the engine. It swiftly and completely sucks the fuel from the combustion chamber due to a pressure difference resulting from the fan movement inside the spherical cavity in which it is fixed. In this way, the exhaust is sucked from the combustion chambers and sent through the transportation pipe lines into the exhaust tank. The air is discharged through air outlets fixed on the exhaust transportation pipe to guarantee conveying an air-free exhaust liquid to the exhaust tank.

3- The fuel scavenge system is optionally added to the exhaust in some embodiments.

The Different Operation Methods of the Solid Metal Fuel Engine

The First Method

The first method consists of pumping an amount of the metal fuel and hydrogen into the combustion chamber. The flaming mixture inside the combustion chamber consists of the following:

Metal fuel+ water+ air+ hydrogen

Notes:

The engine torque is increased through pumping more hydrogen while keeping the metal fuel percent fixed.

The Second Method

In this method, only the metal fuel is used in the operation process, where the fuel inside the combustion chamber consists of the following mixture:

Metal fuel+ water+ air+ hydrogen (when it is necessary to increase the engine torque)

The hydrogen valve is closed when the metal fuel is used during operation. The hydrogen valve is only opened for pumping more hydrogen to increase the engine torque. At the same time, the kinetic energy of the engine is made use of. It is driven by metal fuel for generating electricity that is used in the electrolysis of metal hydroxide solution inside the exhaust tank for producing and storing hydrogen in the hydrogen tank.

After the fuel consumption, the metal fuel pumping system is dispensed with by closing the fuel valve. Likewise, the water valve is closed through an electronic control unit.

The engine is switched to another operation system, i.e. the ignition system of the hydrogen coming from the hydrogen tank into the engine. The hydrogen is used for driving the engine producing an exhaust of water vapor that is sent back to the water tank. The path linking the exhaust tank to the emitted exhaust is closed by an electronic valve controlled by the electronic control unit. The exhaust resulting from hydrogen combustion (water vapor) is sent back to the water tank.

In this way, the exhaust (metal hydroxide) is converted into water to refill the water tank for repeating the cycle, alleviating the need for refilling the tank with water.

The above procedures can be summarized in the following points:

- The exhaust (metal hydroxide) is converted into hydrogen that is burnt and converted into water.

- The cycle is repeated by adding the metal fuel again.

- The method is characterized by making a full use of the fuel.

- A programmed electronic unit is used for conversion from one system to another.

- The engine can work by either the first or the second operation method or both of them, as desired. Notes:

- An electric spark source is fixed on the combustion chamber for hydrogen ignition when used alone as a fuel. In case of using the metal fuel, it is automatically ignited due to the reaction between water and metal in the combustion chamber. An electric spark source that is able to work according to both operation methods can be used.

Electrolysis panels may be added to the water tank for water electrolysis. The generated hydrogen is transported to the hydrogen tank in order to be pumped to the combustion chambers for use when required.

The hydrogen system can be separated; hence the hydrogen will not pass to the combustion chamber. The metal fuel will be used alone, and the exhaust tank will function as a filter to convert the emitted exhaust (metal hydroxide) into hydrogen after the exhaust electrolysis. It passes into a tube out of the engine. At the end of the tube, a spark source is fixed for hydrogen burning and conversion into water vapor; hence the final product coming out of the exhaust outlet would be water vapor. Disadvantageously, according to this method, the resulting hydrogen will be of no use.

Additional Notes

1 - The combustion chamber is lined with insulating materials that do not react with sodium hydroxide solution, such as platinum, iron, copper, ceramic, nickel, and so on.

2- The upper part of the piston is covered with an insulating layer or coated with platinum or another material that does not react with metal hydroxide.

3- The regulator wheel is coated with insulating materials, such as platinum or similar materials 4- This embodiment becomes more efficient when metal hydrides or metal oxides are used because they take the form of salt crystals or powder, making their transportation and handling easier in comparison to the metals.

5- All metal fuel engines include a water cooling system as well as oil pumping system for reducing friction, as known in all engines, in addition to the ignition system and other auxiliary ones that raise the engine efficiency.

The metal fuel motor is driven, as illustrated in the previous embodiment, by solid metal fuel.

B) The Liquid Metal Fuel Engine

It is one of the methods of operating the liquid fuel Engine, and it is the best for using metals as fuel. In this method, the metal fuel is pumped as a molten liquid into the combustion chambers of the engine. The metal properties in the first group of the periodic table are made use of, as they meh at low temperature starting from the lithium element whose melting point equals 180 °c. The melting points decrease for the elements at the end of the first group. The melting point of francium, the last element in the first group, equals 27 °c.

The General Idea

The liquid metal is injected, after being molten, into the internal combustion chamber of the engine. It is then ignited by injecting an adequate amount of water, generating energy that causes the piston inside the engine to move.

The Fuel Metal Injection

1- The metal is heated inside an inner tank either through electric heating, a hydrogen spark or a liquid heating cycle. Alternatively, the metal tank body is put adjacent to the engine body, using the engine's heat to melt the metal inside the tank and convert it into a liquid ready to be pumped into the combustion chambers.

The tank is composed of a hollow metal box containing the metal. The metal is molten inside the tank using any of the above-mentioned heating methods. The fuel tank is isolated by a heat insulator to reduce heat loss.

Notes:

A bigger fuel tank can be used for storing a bigger amount of fuel. The fuel is conveyed between the big and the inner tanks through a pipe line on which the electric pump is fixed. The transportation pipes are surrounded by heating wires to keep the fuel in a liquid state. The big tank refills the inner tank with fuel, when necessary.

Heating (Melting) Methods

a) Auto-heating

The engine uses the produced heat for directly heating and melting the needed metal by heating the metal tank fixed on or adjacent to the engine.

b) Electric-heating

The electric energy is used for heating the tank and the fuel transportation pipes (electric heating wires-halogen heating)

c) Hydrogen-heating

In this method of heating, an amount of the hydrogen gas, resulting from the exhaust tank, is used for heating and melting the metal fuel.

d) Heating through the liquid heating cycle

Oil or water is heated then pumped around the metal tank and the metal transportation pipes. It is a closed cycle for heating the used liquid inside the tank then pumping the hot liquid into pipes surrounded with the tank and the transportation pipes using a pump for keeping the metal fuel in a liquid state. The liquid returns to the tank for being reheated and pumped again in a closed circle. e) Exhaust-cycle heating

In this method of heating, the exhaust heat resulting from combustion is used for heating the pipes and metal tank. The exhaust passes through pipes surrounding other pipes containing the metal before it reaches the exhaust tank. In this way, the exhaust passes through pipes around the metal tank to use the resulting exhaust heat in melting the metal inside the tank. The Liquid Metal Fuel Pumping Method

1- The molten fuel is pulled from the fuel tank through an electric pump fixed at the tank bottom that pumps the fuel and compresses it into the supply pipes to the injection line

Notes:

1- The pump fan is fixed inside the pipe line below the tank; it is body is situated outside the pipe for air insulation. A non-return valve is fixed after the valve to ensure a strong pressure inside the supply pipes.

2- The fuel pressure is controlled through a pressure regulator

3- The excess fuel returns to the fuel tank through a reverse pipe

4- The fuel is injected into the engine through injectors. It is directly injected into each cylinder of the internal combustion cylinders of the engine

5- The amount of injected fuel for each cylinder is regulated by determining the opening times of the injectors. The longer the opening time, the more fuel in injected in each cylinder.

Notes:

- The fuel transportation pipes are surrounded by electric wires or halogen tubes for heating the pipes and maintaining its high temperature. In this way, the metal fuel becomes liquid inside. The wires also heat the metal pipes through which the metal passes when the engine is operated after a long period of rest. In this case, the liquid metal returns to its natural solid state due to the temperature decrease; it is turned into a liquid again for repeating the operation cycle.

-It is preferable that the metal temperature is raised above the melting point in the fuel tank to be kept warm for the longest possible period without the need for using the heating system fixed on the fuel transportation pipes. It is noteworthy that the said heating system is controlled by a thermostat that measures the temperature of the metal passing through the pipes. When the metal reaches a certain temperature, thermostat works automatically.

- The pipes and the heating wires fixed on them are coated by insulating materials to keep their temperature for a long period.

- A mechanical pump may be used for sodium pumping; it is a high-pressure chemical pump that rotates dependent to the engine rotation. It is connected to the camshaft through a belt or a chain.

The said pump receives the compressed fuel from an electric pump fixed inside or outside the fuel tank. The fuel is highly compressed through the air-insulated mechanical pump into the fuel pumping pipe, then to the sprayer or the valve. The pump is connected to the electronic control unit to electronically regulate the fuel pressure through an electric valve inside the pump.

The Water Pumping System

The water pumping system is common in both the liquid metal fuel engine and the solid metal fuel engine described above.

The Hydrogen Injection System (Oxyhydrogen)

The hydrogen pumping system is common in both the liquid metal fuel engine and the solid metal fuel engine described above.

The Air Pumping System

The air pumping system is common in both the liquid metal fuel engine and the solid metal fuel engine described above.

The Electronic Control System

The electronic control system is common in both the liquid metal fuel engine and the solid metal fuel engine described above.

The Valves

- The water and hydrogen valves, as well as the metal fuel valve, include a needle valve that is kept close during non-operation periods through a spring fixed on it.

- When electricity reaches the coil fixed by the needle valve, it raises the valve due to the magnetic force to allow fuel to pass.

- When the electricity supply to the coil is cut, it loses its magnetic properties. The spring pushes the needle valve to cut the fuel supply in the close status. The needle valve has a tapered top in this case.

-The injectors' opening times are controlled through an electronic control unit. Hence, the amount of the injected fuel is regulated.

Notes:

Both or either of the hydrogen and water valve is fixed in the air inlet conduit. Water, hydrogen and air coming from the air pumping system are injected into the combustion chamber through the air inlet. The said inlet is opened and closed through a valve that is switched between the open and close positions by a camshaft. - An air outlet is located on the exhaust transportation pipes for discharging the air flowing out of the combustion chamber and purifying the metal hydroxide solution from the air to send an air-free solution to the exhaust tank.

- A complete fuel scavenge system is added to the fuel transportation line. The said system consists of a fan fixed inside a hollow region in the exhaust transportation pipe. The fan is located at the center of the exhaust transportation pipe; it acquires its motion through a belt from the engine. It swiftly and completely sucks the fuel from the combustion chamber due to a pressure difference resulting from the fan movement inside the spherical cavity in which it is fixed. In this way, the exhaust is sucked from the combustion chambers and sent through the transportation pipe lines into the exhaust tank. The air is discharged through air outlets fixed on the exhaust transportation pipe for guaranteeing the transportation of an air-free exhaust liquid into the exhaust tank.

- The fuel scavenge system is optionally added to the exhaust in some embodiments

The Metal Fuel Valve

The metal fuel valve has the same operation mechanism of the water and hydrogen valves. It only differs in the fact that nonconductive materials should be used for its manufacture because the metal is considered a good conductor for electricity in its liquid state.

Another difference between the two types of valves is the fact that the needle valve is surrounded with heating wires to keep the metal in the liquid state. The heating wires also melt the fuel suspended in the valve as the start of operation.

The Different Operation Methods of the Liquid Metal Fuel

The First Method

The first method depends on pumping an amount of the metal fuel and hydrogen into the combustion chamber. The flaming mixture inside the combustion chambers is a mixture of the following:

Metal fuel+ water+ air+ hydrogen

The Second Method

In this method, only the metal fuel is used; the fuel inside the combustion chamber consists of a mixture of the following:

Metal fuel+ water+ air

The hydrogen valve is closed when the metal fuel is used during operation. At the same time, the kinetic energy of the engine is made use of. The valve is driven by the metal fuel for generating electricity. The generated electricity is used for electrolyzing the metal hydroxide solution inside the exhaust tank for producing and storing hydrogen in the hydrogen tank.

The engine is switched to another operation system, i.e. the ignition system of the hydrogen coming from the hydrogen tank into the engine. The hydrogen is used for driving the engine producing an exhaust of water vapor that is sent back to the water tank.

The path linking the exhaust tank to the emitted exhaust is closed by an electronic valve controlled by the electronic control unit. The exhaust resulting from hydrogen combustion (water vapor) is sent back to the water tank.

The above procedures can be summarized in the following points:

- The cycle is repeated by adding the metal fuel again.

- The method is characterized by nearly making a full use of the fuel.

- The engine can work by either the first or the second operation method or both of them, as desired.

Notes:

c) The Dual-Stroke Metal Fuel Engine

The dual-stroke engine is driven by both metal fuel and water, as the case for the four-stroke metal fuel engine.

The engine operation mechanism

Metals and water are mixed inside the combustion chamber for igniting and driving the engine in two strokes only. The dual-stroke engine resembles the four-stroke engine in most components. They only differ in the operation method; the later works in four rather than two strokes.

Common Components between Both Engines

1- The fuel tank in which the metal hydroxide solution is electrolysis.

2- The water tank that pumps water into the combustion chamber.

3- The water the metal fuel pumping valves

Pumping the Metal Fuel into the Dual-Stroke Metal Engine

1- Water is pumped into the combustion chamber; the water is distributed in the air intake chamber and mixed with air. In some cases, the hydrogen flowing from the exhaust tank can be pumped into the air and water mixture as a combustion aid.

2- The metal fuel coming out of the fuel tank is directly injected into the combustion chamber

3- The period of fuel pumping into the combustion chamber is determined by an electronic control unit.

The Strokes of the Dual-Stroke Metal Fuel Engine

1 - The intake and compression stroke

In this stroke, the piston moves upward compressing the mixture of water, air and oil/water, air, hydrogen and oil, according to the operation method. The compression took place at the combustion area. During this process, the new mixture flows below the piston (the intake process) shortly before it reaches the upper dead region. This mixture flows into the crankcase (crank region). At the end of this stage, the Crankshaft rotates half-turn.

2-The power and exhaust stroke

Ignition takes place shortly before the upper dead point through pumping the metal fuel. This is controlled through an electronic control unit. The resulting explosion pressure pushes the piston downward resulting in work and power. The mixture is pre-compressed from the crank region into the combustion area; the intake region is closed. Shortly before the piston reaches the bottom dead region, the exhaust opening is exposed at the upper end of the piston for exhaust and burning gases to flow out. They are replaced by the new mixture. At this point, the crank completes the second half of the cycle.

Usability Method

The metal fuel engines (liquid and solid) are used in many applications.

1- The engine is used as an electric generator for electricity generation stations and at homes.

2- The metal fuel engines are used for driving vehicles and equipments through being fixed in both vehicles and equipments

3- The engine is used for driving vessels and submarines.

A comprehensive system for absorbing water from seas and oceans is mounted. The salt is extracted from water through evaporation then molten. Sodium and sodium hydride are produced and used as fuel. In this way, vessels can travel for long distances without the need for fuel supply; submarines can submerge for longer periods.

4- The engine is used in water desalinating stations and sea water desalination for agriculture and desert urbanization.

5- The engine is used in cars and vehicles. Brief Description of the Figures

Figure 1: Spiral transportation pipes

( 1 - 1 ) the pipe body

(1-2) a spiral shaft rotating around its axis

Figure 2: A regulator

(1-2) a shaft rotating around its axis

(2-2) a spiral transportation pipe

(2-3) a fixed regulator cylinder

(2-4) a moveable regulator cylinder

(2-5) a regulator rotating wheel

(2-6) scraping arms (2-7) a pulley connected to the engine through a belt

Figure 3: An internal regulator wheel

(1 -3) a solid part of the wheel

(2-3) a hollow part of the wheel

(3-3) scraping arms

(3-4) a rotating shaft on which the wheel is fixed

(3-5) a spring for ejecting the fuel-laden scraping arms

Figure 4: A movable cylinder on the regulator

(1-4) the solid part of the movable cylinder

(2-4) the open part of the movable cylinder

(3-4) a shaft rotating around its axis on which the movable cylinder is fixed

Figure 5: The fuel cycle of the engine

(1-5) a fuel tank

(2-5) a spiral transportation pipe that conveys the fuel from the fuel tank to the regulator

(3-5) a camshaft that for cams opening and closing

(4-5) a shaft that drives the internal cylinder of the fuel regulator into rotation

(5-5) an air inlet system into the combustion chamber

(5-6) an internal combustion cylinder

(5-7) exhaust transportation pipes

(5-8) valves for directing the exhaust in a way proper to the used operating system

(5-9) water tank and water pumping system

(5-10) an electronic control unit

(5-1 1) an exhaust tank and hydrogen pumping system

(5-12) hydrogen tank

(5-13) an air outlet; an outlet for the outflow of the air mixed with exhaust from the combustion chambers. It frees the resulting exhaust (metal hydroxide solution) from air to send an air-free exhaust into the exhaust tank. It also purifies the exhaust from impurities through an internal screen.

A purified air of high humidity and low oxygen is generated. The amount of carbon dioxide combined with air getting in and out of the combustion chamber is the same.

Figure (6): an exhaust tank

(1-6) a tank body (2-6) an exhaust of sodium hydroxide solution

(3-6) an exhaust pipe

(4-6) a non-return valve that prevents sodium hydroxide leakage into the exhaust pipe

(5-6) a metal pole (anode)

(6-6) a current intensity regulator

(6-7) a metal pole (cathode)

(6-8) a pipe for the discharging the hydrogen generated from the reaction

(6-9) a backup exhaust tank

(6-10) an insulating wall between both tanks (allowing sodium hydroxide to pass into the backup tank when its level in the main tank increases)

Figure 7: an internal combustion chamber

(1-7) a metal fuel transportation pipe (a spiral conveyor that conveys the fuel from the fuel tank to the fuel regulator)

(2-7) camshaft

(3-7) an air pumping system into the internal combustion cylinder

(4-7) the outer body of the internal combustion chamber

(5-7) a Crankshaft

(6-7) an exhaust outlet

(7-7) a pipe for pumping water into a water valve

(7-8) a pipe for pumping hydrogen into the hydrogen pump

Figure 8: An illustrative figure for the metal fuel engine

(1 -8) a fuel tank

(2-8) a shaft rotating around its axis on which stirrers are fixed for stirring, breaking and pushing the fuel into the spiral transportation pipes.

(3-8) a spiral transportation pipe rotating around its axis; its motion is derived from the shaft motion inside the fuel tank. It conveys fuel from the fuel tank to the organizer.

(4-8) the external body of the spiral transportation pipes

(5-8) a camshaft

(6-8) internal combustion cylinders

(7-8) Crankshaft

(8-8) a group of belts for motion transportation Notes:

Following are the common sheets between both methods of operation (using the solid metal fuel and the liquid metal fuel)

The engine's water pumping system (figure 9)

1 - An electronic control unit

2- A water return pipe for sending the excess water back to the water tank

3- A water transportation pipe

4- An electric pump for pumping water from the water tank to the water transportation pipesO

5- A water tank

6- A filtering screen for purifying water from impurities

7- A pipe for conveying water to an electronic water pumping valve fixed on the combustion chamber of the engine

8- A Pressure regulator that regulates the pressure ratio inside the water pipes and sends the excess water back to the water tank for regulating the pressure inside the water pumping pipes

9- Connecting wires for transmitting data between the electronic control unit and the electronic water pumping valve

10- Camshaft

1 1- The electronic water pumping valve

12- The internal combustion chamber

The hydrogen pumping system and the exhaust tank (figure 10)

1- An electronic control unit

2- A plurality of wires connecting the electronic control unit to the hydrogen pumping valve for transmitting data and electronic signals

3- A pipe for sending the excess hydrogen back to the hydrogen tank

4- A hydrogen tank

5- A hydrogen pumping pipe

5- A hydrogen pump containing a non-return valve

6- A non-return valve that prevents the return of the exhaust coming out of engine's combustion chamber 7- An exhaust pipe that conveys the exhaust coming out of the internal combustion chamber to the exhaust tank

8- An electric current source

9- Electrolysis plates plated with platinum or other materials that do not react with metal hydroxide.

10- A backup exhaust tank (an emergency tank)

1 1 - An exhaust return pipe for conveying the exhaust from the combustion cylinder to the exhaust tank

12- An electronic valve that pumps hydrogen into the combustion chamber of the engine; it is electronically controlled by an electronic control unit

13- The internal combustion chamber of the engine

14- A pressure regulator that regulates the hydrogen pressure inside the hydrogen pressure pipes

15- An air outlet; an opening for discharging the air together with the exhaust coming out of the exhaustion chambers and freeing the metal hydroxide solution, as an exhaust, from the air to send an air-free exhaust to the exhaust tank. The air outlet also purifies the exhaust from impurities, if any, through a screen fixed inside

The resulting air is a non-polluted air of high humidity and low oxygen. The amount of carbon dioxide and air getting in and out of the combustion chamber is the same.

The dual-operation control unit (figure 1 1)

It is a unit combining between both methods of operation:

1 - An electronic unit

2- Wires for transmitting data from the electronic control unit to the exhaust flow valve of the water tank

3- The combustion chamber of the engine

4- A valve for regulating the exhaust flow into the water tank; it is opened and closed electronically through an electronic control unit.

5- A pipe for conveying water to the water tank

6- A water tank

7- Wires for transmitting data from the electronic control unit to the exhaust (metal hydroxide) flow valve for conveying it to the exhaust tank

8- A valve for regulating the exhaust flow into the exhaust tank; it is opened and closed electronically through an electronic control unit

9- A pipe for conveying the hydroxide to the exhaust tank 10- An exhaust tank

Hydrogen and water pumping valve (figure 12)

It works according to the same operation method of the liquid metal fuel valve; however it does not need heating wires inside the valve body.

1 - A water/hydrogen inlet for water/hydrogen conveyed through water/hydrogen transportation pipes

- The outer body of the valve

3- A spring for closing the needle valve

4- An electric magnet for opening the needle valve. It is controlled by an electronic control unit.

5- A needle valve head

6- A needle valve body

7- Hydrogen and water outlet

8- An electronic control unit

Figure sheets illustrating the liquid metal fuel injection system:

The liquid metal fuel pumping system (figure 13)

1 - An electronic unit

2- The metal fuel tank in which the fuel is molten and converted into a liquid using a heating source

3- Heating wires or halogen pipes for heating the transportation pipes and the fuel tank and keeping their temperature constant

4- The metal fuel transportation pipes; pipe made from metals, such as copper, that convey the metal from the metal fuel tank to the fuel valve.

5- A pressure regulator for maintaining the fuel compression force inside the transportation pipes. When the fuel pressure increases inside the pipes, the pressure regulator allows the return of an amount of the fuel to the fuel tank to keep the pressure inside the pipes constant.

6- An electric fuel churn that pumps the fuel from the tank to the transportation pipes

7- A transportation pipe that conveys the fuel to the electronic fuel pumping valve fixed on the combustion chamber.

8- Camshaft 9- A valve for fuel pumping into the combustion chamber; it is electronically controlled by an electronic control unit.

10- The internal combustion chamber of the engine

1 1 - A plurality of wires connecting the electronic control unit to the metal pumping valve for transmitting signals and instructions from the electronic control unit

The water pumping system into the engine (figure 14)

The water pumping system and the exhaust tank are common components between the engines. Therefore, figure 15 is identical to figure 10 previously disclosed.

The dual-operation control unit (figure 16)

The dual-operation control unit is a common component between the engines. Therefore, figure 16 is identical to figure 1 1 previously disclosed.

The metal fuel pumping valve (figure 17)

1 - An electric current source

2- An electric magnet for opening and closing the valve; it is covered with an insulated material for electric conductivity

3- A valve body

4- A shaft connecting the needle valve head to the electric magnet

5- A needle valve head containing electric heating wires that melt the fuel at the start of operation after a long period of rest. By this way, the hard metal fuel is converted into a ready-to-be-used liquid. The wires work only at the start of operation and stop working after the engine rotation when the fuel gets hot due by the effect of the fuel heater and the transportation pipes.

6- The outer wall of the valve

7- Electric heating wires

8- The metal internal wall of the valve

9- A needle valve

10- A fuel pumping opening

1 1- A pipe - surrounded by heating wires - for conveying the metal fuel to the valve

12- A spring for closing the valve

13- An electronic control unit The internal combustion chamber (figure 18)

1- The metal fuel transportation pipe; a metal pipe for conveying the molten fuel from the fuel tank to the fuel valve that controls the amount of fuel introduced into the combustion chamber.

2- A water transportation pipe for conveying water from the water tank to the water valve that controls the amount of water introduced into the combustion chamber.

3- A hydrogen transportation pipe for conveying hydrogen from the hydrogen tank to the hydrogen valve that controls the amount of hydrogen introduced into the combustion chamber.

4- Camshaft

5- An exhaust transportation pipe that conveys the exhaust to the exhaust tank.

6- The internal combustion chamber of the engine

7- Crankshaft

8- Valves

9- The system of air introduction into the engine

An illustrative figure of the fuel cycle of the engine (figure 19)

1 - The metal fuel pumping system previously mentioned

2- The air pumping system

3- The internal combustion chamber

4- The water pumping system

5- Valves for conversion between the different operation systems

6- A hydrogen-driven generator

7- The exhaust and hydrogen pumping system

8- An electronic control unit

9- An air outlet; an outlet for discharging air combined with exhaust from the combustion chambers. It purifies the emitted exhaust - metal hydroxide solution - from the air to send an air-free solution to the exhaust tank. It purifies the exhaust from impurities through a screen fixed inside.

Water and hydrogen pumping valve (figure 20)

The water and hydrogen pumping valve is a common system between the engines. Therefore, figure 20 is identical to figure 12 previously mentioned.

The dual-stroke metal fuel engine (figure 21) I - The metal fuel tank and the liquid metal fuel pumping system, a system similar to the liquid metal fuel injection system of the four-stroke metal fuel engine that pumps the metal into the engine

2- The metal fuel injection valve

3- An electric spark source

4- An exhaust outlet pipe for conveying the exhaust to the exhaust tank; it is identical to the previously mentioned system of the solid and liquid metal fuel engine (four- stroke engine)

5- The air and fuel inlet of the engine

6- The water tank and the water injection system previously mentioned for the four-stroke (solid and liquid) metal fuel engines

7- Fuel mixing chamber; a chamber in which air and water are mixed. In some embodiments, hydrogen is pumped as well and the mixture is sent to the combustion chamber.

8- The air inlet of the mixing chamber

9- An exhaust tank and the pumping system of oxy hydrogen resulting from the electrolysis of the emitted exhaust. It has been previously disclosed in the (liquid-solid) metal fuel engines.

10- Crankshaft

I I - An electronic control unit

A complete fuel scavenge system (figure 22)

1- An exhaust outlet pipe

2- A combustion chamber

3- A crankshaft

4- A motion transmission chain/belt that transmits the motion from the crankshaft to the fixed fan inside the extractor body

5- Ventilation openings; openings that reduce the suction force when the exhaust-conveying pipe, fixed on a spring, is opened by the effect of the suction force in the pipe. They are closed by the spring when the pressure becomes moderate.

6- An extractor cavity (scavenge system) that establishes a rapping pressure region due to the fan motion resulting in the exhaust suction from the combustion chamber.

7- An exhaust solution basin in which the exhaust is collected as an air-free solution. The air is discharged from the engine through an air outlet for conveying an air-free exhaust to the exhaust tank.

8- A filtering screen that retains impurities, if any

9- An outlet for the air resulting from the combustion 10- An exhaust tank

The metal fuel pumping station (figure 23)

1 - An upper tank opening for introducing the metal fuel in its solid state into the pump; the metals are merged in the insulating liquid to be isolated from air or humidity.

2- An insulating liquid; a liquid of a less density in comparison to the metal, it immerses the metal and isolates it from the external environment.

3- A metal level meter; it is a measuring unit for the metal level inside the tank.

4- A metal melting region; it is a region of a high temperature in which the metal is converted from its solid state into the liquid one to be pumped into the pipes.

5- Heating wires for heating the liquid melting region inside the tank.

6- A pump for pumping the molten metal from the tank to the fuel supply pipes

7- A molten fuel outlet

8- A molten metal pumping inlet; the metal is pumped in its molten state from beneath the insulating liquid level upwardly. Consequently, the liquid level rises gradually above the metal level in order to completely isolate the metal and fill the voids.

The complete closure disc of the combustion chamber (figure 24)

1 - A disc that closes the internal combustion chamber of the solid metal fuel engine during all strokes except the fuel intake stroke. It has a toothed and non-smooth outer surface.

2- A movable cylinder fixed around the regulator; whereas the said cylinder has an almost rough surface that pulls the complete closure disc when the rough surfaces of both of them meet together. When the rough surface disappears during the fuel pumping stroke, the disc returns to its original position by the effect of a connected spring. It is characterized with a tight motion due to being located inside a tract or fixed on rails.

3- A movable cylinder rotation shaft of the regulator that acquires its motion from that of the crankshaft to which it is connected through a belt or a chain.

4- An internal combustion chamber

5- A crankshaft

5- A spring that returns the closure disc to its original position to open the combustion chamber for the regulator to pump the fuel again into the combustion chamber.

Claims

1- A metal fuel engine that uses metals, metal hydrides and metal oxides as fuel instead of the fossil and gaseous fuel currently used. The engine extracts the latent energy of metals, metal hydrides and metal oxides and converts it into mechanic and kinetic energy. The engine includes valves and special systems for pumping and controlling the amount of metal fuel introduced into the combustion chamber then igniting it using water. In addition, the engine discharges the exhaust resulting from the combustion process and converts it into fuel to be pumped again. Hence, it is an energy-saving and eco-friendly engine.

The engine pumps the metal fuel into the combustion chambers in the liquid form. It also pumps the metal fuel into the combustion chamber in the form of powders and pellets. There are two types of the said engine: four-stroke and two-stroke engines that share the same components but differ in the operating systems.

The engine consists of the following:

Metal fuel pumping system, water pumping system, exhaust tank and exhaust treatment system, valves, complete scavenge system, combustion chambers, air pumping system into the combustion chambers, an electronic control unit, an engine cooling system, the oil cycle of the engine, the engine electricity and the combustion plug operation system, the fuel used for operating the engine, the system of recharging and supplying the engine with fuel.

2- The fuel pumping system according to claim (1) that pumps the metal fuel in a liquid, pellet or powder form into the liquid pumping system. The metal fuel is molted inside the tank and converted into liquid that is pumped into the combustion chamber through special valves. The amount of pumped fuel is controlled through an electronic control unit.

The said fuel pumping system consists of: a fuel tank, spiral transportation pipes, a pump, a fuel amount regulator, a reverse pipe, an injection valve, heating tools, an electronic control unit

In the solid pumping system (in the form of pellets or powder), the metal fuel is pumped from the fuel tank in the form of pellets or powder. The metal fuel is conveyed from the fuel tank to the fuel amount regulator fixed on the combustion chambers through spiral transportation pipes.

The solid pumping system consists of fuel tank, spiral transportation pipes, a fuel amount regulator, a tight closure disc of the combustion chamber. 3- The fuel tank according to claim (2), whereas the fuel is stored inside then molten using heating tools.

4- Fuel transportation pipes according to claim (3), whereas such pipes are surrounded by heating tools that convey the fuel from the fuel tank to the fuel pumping valves inside the combustion chambers.

5- A pump according to claim (4), whereas the pump is connected to fuel transportation pipes for pumping the metal fuel from the fuel tank into the fuel transportation pipes.

6- A pressure regulator according to claim (5), whereas the regulator is fixed on the fuel transportation pipes for regulating the fuel pressure inside and allowing the excess fuel to return into the fuel tank to reduce the pressure inside the pipes.

7- A return pipe according to claim (6), whereas the said pipe allows the liquid metal fuel to return into the fuel tank.

8- Metal fuel injection valves according to claim (7), whereas the said valves are connected to fuel transportation pipes for controlling the amount of fuel pumped into the combustion chamber. This is done by controlling the opening and closing times of the valve through the electronic control unit. The valve includes a heating means that increases the fuel temperature to keep it in a liquid state. The metal fuel valve contains a needle valve that is kept close during non-operation period through a spring fixed on it.

When electricity is supplied to the coil fixed on the needle valve, it raises the needle valve - due to the magnetic force - to let the fuel pass. When the electricity supply is cut, the coil loses its magnetic properties and the spring drives the needle valve to cut the fuel flow in the close state. The needle valve has a tapered top; it is opened at the arrival of a signal from the electronic ignition system through an electronic control unit. The injectors opening period is controlled through an electronic control unit, and hence the amount of injected fuel is regulated.

9- Heating tools according to claim (3), whereas they are fixed on both the metal fuel transportation pipes and the metal fuel tank. The said heating tools raise the temperature of the fuel transportation pipes and the fuel tank to melt the fuel and convert it into an easily- to-be-pumped liquid.

10- Auto heating according to claim (9), whereas the engine uses its emanated heat for directly heating and melting the needed metal fuel through heating the metal fuel tank fixed on or near the engine.

11- Electric heating according to claim (9), whereas the electric energy is used for heating the tank and the fuel transportation pipes. 12- Hydrogen heating according to claim (9), whereas an amount of the hydrogen resulting from the exhaust tank is used for heating and melting the metal fuel.

13- A liquid heating cycle according to claim (9), whereas oil or water is pumped around the fuel tank and fuel transportation pipes for heating. It is a closed cycle where the used liquid is heated inside the tank then the hot liquid is pumped into pipes surrounding the tank and the transportation pipes using a pump for keeping the metal fuel in a liquid form constantly. The liquid returns to the tank for being reheated and pumped in a closed cycle.

14- A liquid heating cycle according to claim (9), whereas the exhaust heat emanated from the combustion process is used for pipes and metal tank heating. The exhaust is passed inside pipes containing other pipes that include the metal before it reaches the exhaust tank. In this way, the exhaust passes through pipes surrounding the metal tank to get use of the resulting exhaust heat in melting the metal inside the tank.

15- An electronic control unit according to claim (8), whereas the unit is responsible for regulating the operation of the metal fuel valves and their opening and closing times.

16- A fuel tank of the solid pumping system according to claim (2) in which the metal fuel is stored and kept.

17- The spiral transportation pipes according to claim (16), whereas the pipes are hollow and containing a spiral shaft rotating around its axis resulting in a continuous spiral movement that conveys the fuel powder from the metal fuel tank to the fuel amount regulator in the solid pumping system.

18- A fuel amount regulator according to claim (17), whereas the said regulator is responsible for regulating the amount of solid metal fuel introduced into the combustion chambers of the engine. The regulator consists of an outer part taking the shape of a sealed metal cylinder with an opening at its top whose diameter equals that of the spiral pipe. The function of this opening is to introduce the fuel powder from the spiral pipes connecting the outer part to the fuel tank; there is another opening leading to the combustion chamber.

The outer cylinder body, as well as the engine body, is fixed. It contains a cavity between its inner and outer walls through which a refrigerant liquid passes, as the case in the normal engine cycle. A camshaft like rotating shaft passes through the cylinder body. The said shaft rotates inside the cylinder and acquires its motion from that of the engine, as the case in the camshaft. When the shaft is rotated, a wheel or a cylinder is fixed on it. It rotates as well in a circular movement inside the fixed regulator body. The wheel is solid from all sides, while being hollow at a small part of it. Such a hollow part includes scraping arms fixed on a spring to scrap the required amount of the fuel for completing the combustion and controlling the powder passage into the combustion chambers.

The solid part that occupies a large space of the internal wheel area of the regulator is responsible for closing the combustion chamber during the compression, combustion, and exhaust strokes.

The regulator cylinder body, fixed on the combustion chamber, is covered with another cylinder installed on the shaft. Such a movable cylinder surrounds the fixed cylinder. In other words, 80% of the fixed cylinder area is contained into the movable one, while the rest is connected to the spiral pipes from the top for fuel passage, and connected to the engine body from the bottom for fixation.

The radius of the movable cylinder is a bit longer than that of the fixed cylinder in order to rotate around it. The movable cylinder is closed at an area that equals the size of the solid part of the rotating wheel inside the fixed cylinder (regulator), while it is opened at the part containing the scraping arms. The movable cylinder functions as an insulating part for closing the combustion chamber in the compression, combustion, and exhaust strokes. It also separates the combustion chamber from the regulator wheel. The cylinder opens for fuel introduction when its open part meets the scraping arms in the fuel-intake stroke. Its outer surface is smooth and contains no protrusions.

19-A combustion chamber tight closure disc according to claim ( 18), it is a metal disc fixed on the inner combustion chamber. It completely closes the combustion chamber during all stokes except the fuel-intake stroke.

The external surface of the said disc is a toothed and non-smooth one. When the said surface meets the non-smooth surface of the regulator-encapsulated movable cylinder, it pulls the cylinder due to the contact between both surfaces. As a result, the combustion chamber is totally closed during all stokes except the fuel-intake one.

At the completion of the strokes, the disc returns to its original position and the combustion chamber gets open by the effect of the spring fixed on it and the disappearance of the rough surface of the regulator-encapsulated cylinder which has a smooth side facing the fuel-intake stoke. As a result, the closure disc returns to its original place by the effect of the spring and allows the regulator to reintroduce the fuel into the combustion chamber to repeat the cycle. 20- A water pumping system according to claim (1), whereas the said system pumps water into the combustion chambers of the engine for igniting the metal fuel inside. It consists of a water tank connected to a pump for pumping water into the water transportation pipes. The pump is connected to a pressure regulator for regulating the water pressure inside the pipes and allowing the excess water to return to the water tank again through a reverse pipe. The water is pumped into the combustion chamber through the water pumping valve that controls the amount of flowing water through an electronic control unit that determines the opening and closing times of the valve. In addition, the water can be pumped through a mechanical pump or a carburetor.

21- An exhaust tank and an exhaust treatment system that converts exhaust into fuel according to claim (1), whereas it constitutes a component of the metal fuel engine for storing the exhaust (metal hydroxide solution) resulting from the metal fuel combustion inside the engine. The exhaust is electrolyzed in the exhaust tank through electrolysis poles (anode-cathode) fixed inside the tank. Hydrogen gas is generated and used as a fuel.

It consists of the following: exhaust transportation pipes, an air outlet, a complete scavenge system, an exhaust direction regulator, an exhaust tank, a pump, hydrogen transportation pipes, a tank, a pressure regulator, a reverse pipe, and hydrogen pumping valve.

22- Exhaust transportation pipes according to claim (21), whereas the said pipes are responsible for exhaust transportation from the combustion chambers of the metal fuel engine.

23- The complete scavenge system according to claim (22), whereas the said system is fixed on exhaust transportation pipes. The said system consists of a fan fixed inside a hollow region in the exhaust transportation pipe. The fan is located at the center of the exhaust transportation pipe; it acquires its motion from the engine through a belt. It completely and rapidly sucks the fuel from the combustion chamber due to a pressure difference resulting from the fan movement inside the spherical cavity in which it is fixed. In this way, the exhaust is sucked from the combustion chambers and sent through the transportation pipe lines into the exhaust tank. The air is discharged through air outlets fixed on the exhaust transportation pipe for guaranteeing conveying an air-free exhaust liquid to the exhaust tank.

24- An air outlet according to claim (23), whereas an outlet for the discharging the air coming out of the combustion chamber is located on the exhaust transportation pipes. Through such an outlet, metal hydroxide solution is purified from the air to send an air-free solution to the exhaust tank. 25- An exhaust direction regulator according to claim (24), whereas the said regulator takes the form of electric valves fixed on the exhaust transportation pipes that are closed and opened electronically. The said valves direct the emitted exhaust to the tanks.

26- An exhaust tank according to claim (25), whereas the exhaust tank stores the exhaust (metal hydroxide) emitted from the combustion process in the metal fuel engine. The emitted exhaust is electrolyzed through the cathode and anode poles for producing hydrogen oxide gas.

27- Hydrogen transportation pipes according to claim (26), whereas the said pipes transport the gas resulting from the exhaust tank.

28- A pressure regulator according to claim (27), whereas the regulator is connected to hydrogen transportation pipes that regulate the pressure inside by allowing the excess amounts of gas to return to the tank.

29- A reverse pipe according to claim (28), whereas the said pipe returns the excess amounts of hydrogen into the tank.

30- A hydrogen pumping valve according to claim (29), whereas the said valve is designed for pumping hydrogen into the combustion chambers of the metal fuel engine. The valve closing and opening times are determined through an electronic control unit.

31- The combustion chambers according to claim (1 ), whereas the chambers are made and coated with materials that do not react with hydroxide metal solution. The metal fuel ignition process takes place inside the said chambers. Moreover, they contain pistons manufactured from and coated with materials that do not react with the exhaust emitted from the combustion process.

32- The metal fuel used for engine operation according to claim (1), whereas the engine has been designed for extracting its energy from the said fuel. It consists of metals, metal hydrides and metal oxides - used individually or in combination or in admixture with other materials - in their solid or liquid form. The sodium metal is one of the most important metals that can be used as fuel, because it is characterized with availability, ease of preparation, and low cost.

33- A system for recharging the engine and supplying it with fuel according to claim (32), whereas keeping the metal fuel engine working after fuel consumption necessitates re-supplying it with fuel through metal fuel pumping stations. The said station consists of a tank containing the fuel below the surface of a low-density to be isolated from the atmospheric air. A heating area is located below the heater for fuel melting then fuel pumping into the engine tank (the fuel is pumped in a liquid from through pipes connected to the pump) to supply the engine with fuel. Alternatively, the engine may be charged directly with the metal without the use of metal fuel pumping stations.

34- A dual-stroke metal fuel engine according to claim (1 ), whereas it has the same components of the four-strokes metal fuel engine, however they differ in the strokes order. Water is pumped into the combustion chamber; the water is distributed in the air intake chamber and mixed with air. In some cases, the hydrogen flowing from the exhaust tank can be pumped into the air and water mixture as a combustion aid;

The metal fuel, coming out of the fuel tank, is directly injected into the combustion chamber;

The duration of the fuel pumping into the combustion chambers is controlled by an electronic control unit.

35- An electronic control unit according to claim (1), whereas it takes the form of a small computer receiving data from a plurality of sensors indicating the engine speed and the position of the air choke connected to the fuel pedal. Such data are compared to the data previously stored and programmed in the electronic unit. In this way, the proper amount of fuel is injected through controlling the opening times of the injectors. The said unit is also responsible for adjusting the engine operation and keeping the valves in their proper locations.

36- All the embodiments and figure sheets of the metal fuel engines and the operation methods disclosed in the full description.