Ion repulsion engine and method of operating same

A reciprocating engine utilizing the mutual repulsion of charged air particles to drive a work-producing means. The engine has pistons reciprocating in cylinders with cylinder spaces between cylinder heads and the pistons. A first enclosed porous conductive electrode is located in fluid flow communication with the cylinder space, typically within the cylinder space itself. The first porous electrode is electrically connected to a second conductive porous electrode in a separate housing. Air is admitted into the first electrode while fuel is admitted into the second electrode. As the air in the cylinder space and first electrode is compressed as the piston moves toward the cylinder head, a current flow takes place from the first electrode to the second electrode because of valance attraction between fuel molecules and oxygen electrons resulting in the ionization of oxygen and fuel. Preferably, the two electrodes are maintained at an elevated temperature to enhance the air/fuel reaction to provide improved ionization. An electrochemical reaction occurs similar to that which occurs in fuel cells. The mutual repulsion of the charged ions in the cylinder space and first electrode produces a strong force on the piston, in accordance with Coulomb's Law, resulting in a piston power stroke. The ionized gases from the cylinder and the external housing are exhausted to a combustion chamber for the completion of the air/fuel chemical reaction. During the initial stages of the compression stroke, premature ionization may be prevented by inducing a potential in the inter-electrode conductor opposite to that produced during ionization.

BACKGROUND OF THE INVENTION 
This invention related in general to work-producing reciprocating engines 
and, more specifically, to a reciprocating engine in which gas expansion 
work is performed by ion repulsion. 
Reciprocating engines in which internal combustion of a fuel/air mixture in 
the volume between a cylinder head and a moving piston generates forces on 
the piston by gas expansion have long been in use and have reached a high 
state of development. Such engines are mechanically sturdy and long lived 
and can be rapidly and economically manufactured. Until recently, such 
internal combustion reciprocating engines were considered to be the 
optimum for many purposes, such as in powering automobiles and trucks. 
The internal combustion engine converts the chemical energy of the fuel to 
heat which generates pressure to perform work in accordance with the 
well-known gas laws. However, heat, being generally recognized as the 
lowest form of energy, introduces large unavoidable energy losses through 
the exhaust gases and the engine cooling means. The energy conversion 
efficiency of such engines is usually much less than 40%. Until recently 
such internal combustion reciprocating engines were considered to be quite 
satisfactory for many purposes, such as in the powering of automobiles and 
trucks. 
Recently, however, additional shortcomings of the internal combustion 
engine have become apparent as concern over air pollution has increased. 
The need for additives such as tetraethyl lead to increase octane ratings 
has introduced a considerable amount of lead into the atmosphere. Unburned 
hydrocarbons and other agents such as nitrous oxides are also emitted by 
internal combustion engines. Because of the types of fuels used, often 
mixtures of hydrocarbons and other agents, and the high temperatures of 
combustion, many of the pollutants in the engine exhaust are difficult to 
control. The addition of emission controls to the engine causes a 
considerable additional loss in energy conversion efficiency and units 
such as catalytic converters may even themselves be sources of additional 
pollutants. 
The rising cost and probable shortages of oil-derived fuels for 
internal-combustion engines are becoming increasingly important. The use 
of fuels, such as hydrogen produced by the disassociation of water or 
alcohols derived from organic materials may become necessary. 
Ionization of fuel introduced into internal combustion engines has been 
proposed in U.S. Pat. No. 2,766,582 as a technique for improving engine 
efficiency. Apparently, ionization of the air/fuel mixture in the cylinder 
is induced by an imposed voltage. While this may produce a slight increase 
in cylinder pressure and slightly better mixing of fuel and air, all of 
the fuel consumption and air pollution problems of internal combustion 
engines remain. 
Attempts have been made to develop alternative engines which would be less 
polluting, more fuel efficient and less dependent on oil-based fuels. As 
yet, none of these has been successful in automobile and truck 
applications. 
Fuel cells have been developed in recent years primarily as a source of 
electrical power. In typical fuel cells, oxygen and a fuel such as 
hydrogen are introduced into spaced porous catalytic electrodes separated 
by an electrolyte solution. Electron flow through a conductor connecting 
the two electrodes occurs as the fuel and oxygen are ionized. The chemical 
reaction is completed when the ions migrate to each other through the 
electrolyte. The reaction is cool, since energy had been given up through 
the work performed by the electrons or current flowing through the 
conductor to a load. Fuel cells have a number of advantages over internal 
combustion engines in more complete combustion resulting in less or no 
polluting emissions and high thermal efficiency. Attempts have been made 
to operate automobiles with DC motors powered by fuel cells. However, the 
porous electrodes and electrolytes tend to be short lived and the fuel 
cells must be excessively large and heavy in order to supply sufficient 
electrical power to the drive motors. This technology is still in its 
infancy. 
Thus, there is a continuing need for improved engines which can make use of 
the well-developed body of reciprocating engine technology while providing 
improved operating efficiency, lower polluting emissions and a wider 
choice of fuels. 
SUMMARY OF THE INVENTION 
The above problems, and others, are overcome by the ion repulsion engine of 
this invention which combines the best features of the internal combustion 
reciprocating engine with the technology of fuel cells. The result is a 
highly efficient external combustion engine. Basically, a piston engine of 
the well-known type is provided with a first conductive porous electrode 
typically located in the space between the piston and cylinder head, 
connected by an electrical conductor to a second porous conductive 
electrode in another housing either outside the engine or within a 
separate cylinder of the engine. When air is compressed in the first 
porous electrode by the piston and fuel is fed to the second porous 
electrode, an electron flow occurs moving from the oxygen atoms through 
the first porous electrode, through the conductor to and through the 
second porous electrode to the fuel atoms due to the valence attraction of 
fuel atoms for the oxygen electrons. This current flow causes oxygen in 
the air in the first porous electrode to be ionized with an excess of 
positive charges and the fuel to be ionized with an excess of negative 
charges. An elevated temperature of both the fuel and air electrodes will 
preferably be maintained to enhance the fuel/air reaction in producing 
ionization. This ionization occurs in the same manner as in a fuel cell, 
but in the absence of an electrolyte between the electrodes. The mutual 
repulsion of the ions in the cylinder space, in accordance with Coulomb's 
Law, as detailed below, exert high pressure on the piston, causing it to 
move in a power stroke. The ionized air from the cylinder space and the 
ionized fuel from the second porous electrode are exhausted to an exhaust 
system including a combustion chamber, where the chemical reaction is 
completed. The oppositely charged fuel and oxygen ions are strongly 
attracted toward each other and will rapidly and completely react. 
In the described process, although the valence attraction between fuel 
atoms and oxygen electrons is operative continuously, the air molecules in 
general are so widely distributed as to provide little molecular contact 
with the electrically conductive porous electrode which is electrically 
joined to the second electrode by the conductor. In this case, little if 
any current flow (i.e., ionization) can occur. However, as air is 
compressed into the porous conductive electrode, the oxygen density 
increases to a point where sufficient gas molecules contact the conductive 
electrode for a significant ionization current to flow. 
In order to prevent premature ionization in the first porous electrode, a 
counter electromotive force may be induced in the inter-electrode 
conductor during the piston compression stroke opposite to that which 
occurs during ionization. This may also be used as a throttling device to 
control the speed and power of the engine. 
If desired, the second porous conductive electrode may be contained within 
(or in a housing connected to) another cylinder of the same engine. Then, 
that other cylinder will operate by pressure generated by ionized fuel in 
the same manner as with the ionized air discussed above.

DETAILED DESCRIPTION OF THE INVENTION 
Referring now to FIG. 1, there is seen a schematic representation of an ion 
repulsion engine 10, partially cut away from clarity. Engine 10 is 
basically similar to a conventional internal combustion engine, having a 
plurality of cylinders 12 in line (as shown) or in a "V," radial or other 
configuration, as desired. A piston 14 is slidably positioned in each 
cylinder 12. A connecting rod 16 connects each piston 14 to a crankshaft 
18 which drives a power output means (not shown) such as the driving 
wheels of an automobile. Crankshaft 18 is contained within a conventional 
engine block 20. Coolant may be passed through passages 22 and a 
lubricating oil may be contained within block 20 in the usual manner. 
Ideally, the only heat produced within the engine would result from 
adiabatic compression of the gases and some unavoidable friction. However, 
it is expected that inefficiencies will develop in converting the ion 
repulsion produced pressure to work and this will show up as heat during 
the final chemical reaction in the combustion chamber space. This will 
occur external to the engine cylinder, so that only minimal cooling of the 
cylinder will be required. 
Air is admitted into cylinder space 24 above piston 14 through tube 26 from 
conventional air filter 28 when intake valve 30 is open. Valve 30 is 
operated in a conventional manner by rocker arm 32 and pushrod 34, driven 
by a conventional cam shaft (not shown) designed to open valve 30 at the 
proper time, as discussed in detail below. An exhaust valve and valve 
operating assembly (not shown) are located behind intake valve 30 and 
operate in a similar manner. 
Valve 30 is located within cylinder head 36, which differs from the common 
internal combustion engine in having a space containing a porous 
conductive electrode 38. 
Porous electrode 38 comprises any suitable conductive material providing a 
large surface area-to-volume ratio. The large surface area is desirable to 
expose as much surface of the electrode as possible to contact with the 
oxygen molecules so that oxygen electrons can be attracted to flow to and 
through the electrode. Typical materials include felted metal fibers, 
porous carbon, porous nickel, etc. Good results would be expected with a 
material such as "Feltmetal," a sintered fine wire mass available from 
Fiber Metal Products, Brunswick Corporation, Skokie, Ill. An ideal porous 
electrode material would be selected from materials having high electrical 
conductivity and containing many interconnecting pores shaped for 
efficient gas or vapor flow. The material should occupy a minimum volume 
and may incorporate any suitable catalytic material to improve ionization. 
The material should be resistant to chemical attack and have sufficient 
strength to withstand the differential pressures present during engine 
operation. Both porous electrodes 38 and 42 may be of the same or similar 
construction, each utilizing if desired a catalyst suited to its 
individual function. A heating means may also be incorporated into either 
or both electrodes as desired to provide means to maintain optimum 
electrode operating temperatures. Any suitable conductive material may be 
used in electrode 38. Typical materials include platinum, rhodium, 
palladium, ruthenium, oxides of copper, silver, gold, nickel and 
cobalt-aluminum-iron or manganese-silver alloys. 
Porous electrode 38 is electrically insulated from cylinder head 36 by any 
suitable material, such as ceramic materials. An electrical conductor 40 
connects porous electrode 38 to a second, generally similar, electrode 42 
within housing 44. 
A suitable fuel is passed through porous conductive electrode 42, then 
through tube 46 into combustion chamber 48. The exhaust from cylinder 
space 24 also passes to combustion chamber 48 from an exhaust valve (not 
shown) in cylinder head 36. Combustion of fuel and air in combustion 
chamber 48 is assured by an ignition means 50 such as a spark plug or a 
glow plug. Thereafter, the products of combustion pass to the atmosphere 
through an exhaust pipe (not shown) connected to combustion chamber 48. 
Since the oppositely charged oxygen and fuel ions are attracted to each 
other, little mixing is necessary in combustion chamber 48. Also, since 
much of the energy in the fuel and air will have been extracted during the 
post-ionization expansion (and work done in moving the pistons) the gases 
entering combustion chamber 48 are cool and ideally produce relatively 
little heat as the chemical reaction is completed. 
A primary coil means 52 adjacent to secondary coil 53 in conductor 40 is 
arranged to induce a current in conductor 40 in one direction or the other 
according to a timed sequence set by conventional timing means 54, which 
operated in a manner similar to a conventional distributer. Timing means 
54 sends signals to coil 52 at the appropriate times during the engine 
operating cycle, as detailed below. 
This ion repulsion engine operates on the same principle as do fuel cells. 
The first porous conductive electrode 38 within cylinder space 24 and the 
second porous electrode 42 in housing 44 act as the two fuel cell 
electrodes in which oxygen and fuel are ionized. In a conventional fuel 
cell, a conductor extends from one electrode to a load, then to the other 
electrode, with the fuel/oxygen reaction taking place in an electrolyte 
between the electrodes. In the ion repulsion engine, conductor 40 serves 
to conduct electrons between electrodes during oxygen and fuel ionization, 
while the oxygen/fuel reaction takes place in combustion chamber 48 after 
work is performed by ionized gas pressure on piston 14. 
Pressure is exerted on piston 14 (and, of course, all of the walls of 
cylinder space 24) by the oxygen being ionized in porous electrode 38 in 
accordance with Coulomb's Law. Coulomb's Law, the basic hypothesis of 
electrochemistry, is the inverse square law of force between two charged 
particles "e.sub.1 " and "e.sub.2 " separated by a distance "r," the force 
being given by: 
EQU F=e.sub.1 e.sub.2 r/r.sup.3 
Where the charges on particles "e.sub.1 " and "e.sub.2 " are "Q.sub.1 " and 
"Q.sub.2," respectively, the forces acting along the line joining the two 
particles, or Coulomb interaction, has the magnitude: 
EQU F=KQ.sub.1 Q.sub.2 /r.sup.2 
If the charges are of the same sign, "F" is positive and the force is a 
repulsion. The Coulomb interaction is very much greater than the 
gravitational attraction between bodies. For two protons, the ratio of the 
Coulomb to the gravitational force is: 
##EQU1## 
where G=6.66.times.10.sup.-8 g.sup.-1 cm.sup.3 sec.sup.-2 (the 
gravitational constant) and "m.sub.p " and "e" are the mass and charge, 
respectively, of the proton. Since e/m.sub.p =2.9.times.10.sup.14 
electrostatic units/g, the ratio of the forces is 1.3.times.10.sup.36 for 
the two protons. For two electrons the ratio is greater again by a factor 
of 3.times.10.sup.7. The huge strength of the Coulomb interaction is put 
to use in the ion repulsion engine in which an ionized gas having 
particles of a single charge is highly compressed in cylinder space 24, 
then allowed to ionize and exert these very high repulsive forces on 
piston 14. 
The pressures generated in an ion repulsion engine at typical ionization 
levels are graphically indicated in FIG. 2. In FIG. 2, pressure is plotted 
against volume as the air is compressed and the air is ionized. Curve 60 
shows the increase in pressure due simply to adiabatic compression as the 
air volume is reduced from 10 units to less than 2 units of volume. Curve 
62 illustrates the increase in pressure due solely to 15.75% air 
ionization, neglecting any thermal effects of ionization. As can be seen 
the pressure increase is much greater than that due solely to adiabatic 
compression. Curve 64 shows the total pressure due to both compression and 
ionization, with 15.75% ionization and again neglecting any thermal 
effects of ionization. As these curves illustrate, very high pressure is 
developed, which is put to use in driving the engine to produce useful 
work. The pressure due to ionization shown in curves 62 and 64 accounts 
for only the repulsive forces between two adjacent like-charged ions and 
neglects the considerable additional forces produced by interaction with 
other adjacent ions. 
Any suitable gases may be used in this engine. While pure oxygen may give 
higher efficiency in cylinder space 24, air is preferred because of the 
convenience and ready availability. Any suitable fuel may be supplied to 
porous electrode 42. Typical fuels include hydrogen, methane, propane, 
butane, carbon monoxide, methanol, glucose, gasoline and mixtures thereof. 
With the more complex hydrocarbon fuels, a catalytic agent may be included 
in porous electrode 44, or upstream thereof, to aid in breaking down and 
ionizing the larger molecules. 
Operation of the ion repulsion engine embodiment seen in FIG. 1 is 
schematically illustrated in FIGS. 3(a) through 3(d) which show one 
cylinder of an engine in the operating sequence. 
FIG. 3(a) schematically illustrates the air intake stroke. Intake valve 70 
is open, allowing air to be drawn in through intake tube 72 in the 
direction of arrow 74 as piston 76 moves downwardly in the direction of 
arrow 78. Air flows into cylinder space 80 with exhaust valve 82 closed. 
Fuel remains in housing 83, having entered through tube 86. Timer 88 need 
not influence ionization current flow at this point since without severe 
densification (compression) sufficient air would not be in intimate 
contact with porous electrode 90 to produce appreciable ionization. Air 
may be driven through tube 72 by a conventional supercharger, if desired, 
to increase air flow and compression efficiency. As piston 76 reaches the 
bottom of the intake stroke, intake valve 70 closes and piston 76 begins 
to move upwardly in the compression stroke schematically illustrated in 
FIG. 3(b). 
Piston 76 is moving upwardly, compressing air in cylinder space 80 into 
porous electrode 90. Timer 88 has connected primary winding 52 to a source 
of current 89 through conductor 100 causing a direct current to flow which 
induces an electrical potential in secondary winding 95 in the direction 
of arrow 97. This potential opposes the flow of electrons which occurs 
when air is ionized in porous electrode 90. This serves to retard 
ionization during the early stages of the compression stroke. As piston 
76, moving in the direction of arrow 102, nears the top of the stroke, 
timer 88 disconnects primary winding 52 from the source of current 89, 
thus removing the induced electric potential from conductors 94 and 96, 
and permitting electrons to flow between first porous electrode 90 and 
second porous electrode 92. If desired, an additional current may be 
imposed in the same direction as the ionization current, to improve the 
speed and completeness of ionization. As discussed above, the valence 
attraction of the fuel atoms in second electrode 92 for the oxygen atoms 
compressed into first porous electrode 90 initiates the electron flow. The 
resulting ionized particles, in accordance with Coulomb's Law produces a 
pressure within cylinder space 80 which serves to drive piston 76 
downwardly during the power stroke illustrated in FIG. 3(c). Similarly, 
ionization of fuel in second electrode 42 causes a pressure increase 
there, forcing the expanding fuel ions into combustion chamber 114. 
Piston 76 moves in the direction of arrow 106, producing work through a 
crankshaft (not shown) connected to connecting rod 108. Oxygen ions in and 
around porous electrode 90 produce the required pressure by ion repulsion. 
Current flows between the porous electrodes 90 and 92 through conductors 
94, 95 and 96. As piston 76 reaches the bottom of the power stroke, 
exhaust valve 82 opens and the piston begins to move upwardly in the 
exhaust stroke schematically illustrated in FIG. 3(d). 
As piston 76 moves in the direction of arrow 110, ionized air in cylinder 
space 80 is forced out through now opened exhaust valve 82, through 
exhaust tube 112 into combustion chamber 114. Combustion between ionized 
air and ionized fuel is triggered, if necessary, by an ignition means 116, 
such as a glow plug. The products of combustion (usually, water and/or 
carbon dioxide) are vented to the atmosphere. The reaction in combustion 
chamber 114 is relatively cool, due to the energy extracted in cylinder 
space 80. The combustion reaction is primarily due to the attraction of 
unlike charges in fuel and air, with ignition means 116 serving only to 
assure that the reaction is complete and no unburned hydrocarbons are 
vented to the atmosphere. Since temperatures are relatively low both in 
cylinder space 80 and combustion chamber 114, reactions which produce 
pollutants such as NO.sub.2 are unlikely to occur. The current flowing 
through conductors 94 and 96 during ionization could be tapped for use in 
battery charging, or automobile lights or auxiliary systems. 
A schematic representation of an alternative embodiment of the ion 
repulsion engine of this invention is illustrated in FIG. 4. The engine 
210 typically has a plurality of cylinders 212 arranged in an in-line, 
"V," radial or other arrangement. For simplicity, a single cylinder is 
shown. A piston 214 which is slidably positioned within cylinder 212 
reciprocates therein, driving a crankshaft 218 through connecting rod 216, 
all located within an engine block 220. The engine is cooled by a liquid 
coolant circulated through passages 222 in block 220. Alternatively, the 
engine may be air-cooled. As piston 214 reciprocates, a cylinder space 224 
above the piston changes volume. A cylinder head 226 closes the top of 
cylinder space 224. 
At least one intake valve 228 and at least one exhaust valve 230 connect 
with cylinder space 224. Each valve is biased towards the closed position 
by a spring 232. The valves are opened by any suitable means, such as 
conventional rocker arms (not shown) which push downwardly on the upper 
ends of the valves. A tube 234 directs air to intake valve 228 from a 
conventional air filter. If desired, oxygen from a standard oxygen storage 
tank could be used. A similar tube 238 receives exhaust gases from exhaust 
valve 230 and directs them to combustion chamber 240, as discussed below. 
A pair of first porous conductive electrodes 242 and 244 are contained 
within first housings 246 and 248, respectively, adjacent to the cylinder 
portion of block 220. These housings may be positioned at any suitable 
location near the cylinders. Each of the housings 246 and 248 communicates 
with cylinder space 224 through small holes 250 and 252 in the cylinder 
walls and larger tubes 254 and 256 within the housings. The ends of tubes 
within the housings may be opened or closed selectively by valves 258 and 
260, respectively. These valves may be moved between the open and closed 
positions by any suitable means, such as a conventional rocker arm, 
pushrod and camshaft arrangement (not shown). 
A second porous conductive electrode 264 is contained in a housing 266 
adjacent to combustion chamber 240. Fuel is admitted to second electrode 
264 through a tube 268 and nozzle 270 arrangement. Fuel from porous 
electrode 264 enters combustion chambers 240 through burner 272 where it 
contacts exhaust gases from tube 238. Combustion completion is assured by 
an ignition means 274, such as a spark plug or glow plug. The resulting 
combustion products are exhausted to the atmosphere through conventional 
exhaust pipes, mufflers, etc. (not shown). 
An electrical conductor 276 connects first porous electrodes 242 and 244 to 
second porous electrode 264. Conductor 276 and the electrodes are, of 
course, electrically insulated from the housings and other engine 
components. Conductor 276 passes through a conventional timer 280 which 
governs the ionization current flow through conductor 276. 
Since in this embodiment ionization is assumed to take place more slowly 
than in the embodiment of FIG. 1, an ionization suppressing current need 
not always be used during the early portion of the compression stroke. 
However, a coil and control means such as were described in conjunction 
with FIG. 1 may be used if desired. 
The sequence of operation of the alternative embodiment of FIG. 4 is 
schematically illustrated in FIGS. 5(a) through 5(d). Component reference 
numerals in these Figures will be the same as in FIG. 4. 
The first intake stroke is illustrated in FIG. 5(a). First porous electrode 
housing valves 258 and 260 are closed, as is exhaust valve 230. Air enters 
cylinder space 224 through tube 234 and valve 228 as piston 214 moves 
downwardly. Meanwhile, fuel is being introduced into second porous 
electrode 264. 
Upon completion of the downward movement of piston 214, the first 
compression stroke begins as piston 214 begins its upward movement, as 
shown in FIG. 5(b). The electrical circuit between electrodes through 
conductor 276 may be closed at this time to continue ionization of any 
charge from a previous cycle in first electrodes 242 and/or 244, as 
discussed below. Intake valve 228, exhaust valve 230 and valve 260 are 
closed, while valve 258 is open so that as air is compressed by piston 
214, it can enter housing 246. During the early portion of compression, 
timer 280 may hold the circuit through conductor 276 to a neutral electric 
potential, to prevent premature ionization of the air being compressed by 
preventing flow of ionization electrons through conductor 276. If desired, 
a reverse current flow could be used as described in conjunction with FIG. 
1, above. When piston 214 nears the top of the compression stroke, timer 
280, by proper timing and sequencing of DC current through primary winding 
281, controls ionization electron current through secondary winding 282 
and conductor 276; valve 258 is closed and ionization can take place in 
housing 246. Electrons move through conductor 276 from first porous 
electrode 242 to second porous electrode 264, producing ionized air in 
housing 246 (positive charges) and ionized fuel in housing 266 (negative 
charges). High pressure is generated in housing 246 due to the mutual 
repulsion of the "like" ions, in accordance with Coulomb's Law, as 
discussed above. The mutual repulsion of the "like" fuel ions in housing 
266 causes similar pressurization and the expulsion of fuel ions into 
combustion chamber 240, where they will combine with ions from a previous 
ionied air exhaust stroke. Ignition means 274 assures completion of the 
fuel/air chemical reaction. 
When the engine is started cold, the starter motor will drive the engine 
through the steps shown in FIGS. 5(a) and 5(b) at least twice to "charge" 
both housings 246 and 248 with ionizing air. A small amount of ionized 
fuel may be vented to the atmosphere through combustion chamber 240 during 
the first few strokes where it will combine with free ions in the 
atmosphere. Of course, means may be provided to restrict fuel flow to 
porous electrode 264 during the initial stages of the engine starting 
process, if desired. 
Once the engine is operating, housings 246 and 248 are charged alternately, 
as detailed below. 
After a first compression stroke as shown in FIG. 5(b), a power stroke 
occurs, as shown in FIG. 5(c). Both housings 246 and 248 contain ionized 
air, but ionization had had time to proceed further in housing 248, which 
was charged before housing 246, so pressure is greater therein. Valves 
228, 230 and 258 are closed at the start of the first power stroke, and 
valve 260 opens to admit high pressure ionized air from housing 248 into 
cylinder space 224, driving piston 214 downwardly. 
As piston 214 reaches the bottom of its movement, valve 260 closes and 
exhaust valve 230 opens. 
As piston 214 begins to move upwardly, the first exhaust stroke begins, as 
illustrated in FIG. 5(d). Ionized air in cylinder space 224 is forced 
through tube 238 to combustion chamber 240 where it chemically reacts with 
the ionized fuel ejected into combustion chamber 240 from housing 266 
during the ionization steps. Timer 280 maintains the circuit through 
conductor 276 in a condition favoring continued ionization electron 
current flow, so that ionization of the air in housings 246 and 248 can 
continue. As the air in the housings continues to ionize, fuel in second 
electrode 264 simultaneously ionizes, as described above, forcing ionized 
fuel into chamber 240 to react with the ionized exhaust air entering from 
tube 238. As the exhaust stroke ends with the arrival of piston 214 at its 
uppermost position, exhaust valve 230 is closed and intake valve 228 
opens. Valves 258 and 260 remain closed. A second intake stroke begins, 
identical with the first intake stroke illustrated in FIG. 5(a), described 
above. 
Upon completion of the second intake stroke, a second compression stroke 
occurs. This is identical to the compression stroke shown in FIG. 5(b), 
except that valve 258 is closed rather than open and valve 260 is open 
rather than closed. Porous electrode 242 was charged with air in the first 
compression stroke, and now porous electrode 244 is charged during the 
second compression stroke. 
Upon completion of the second compression stroke, a second power stroke 
begins. This power stroke is identical to that illustrated in FIG. 5(c), 
except that valve 258 is open rather than closed and valve 260 is closed 
rather than open. Thus, porous electrode 242 which was charged before 
porous electrode 244 and, therefore, had had more time to complete 
ionization of the air charge and reach a higher pressure is connected to 
cylinder space 224 to force piston 214 downwardly. 
Upon completion of the power stroke, a second exhaust stroke occurs as 
illustrated in FIG. 5(d), identical with the first exhaust stroke 
described above. Upon completion of this second exhaust stroke, the engine 
has performed its entire cycle and is ready to begin with the first intake 
stroke again. 
At the cost of a slight increase in complexity, the embodiment shown in 
FIGS. 4 and 5 has the advantage of allowing more time for air ionization 
to take place in a given air charge. This allows greater engine speed 
while retaining a desired level of ionization. 
An alternative embodiment in which both first and second porous conductive 
electrodes are located in (or in communication with) cylinder spaces is 
schematically illustrated in FIG. 6. FIG. 6 shows a vertical section 
through two cylinders 300 and 302 of a multi-cylinder engine. Cylinders 
300 and 302 move through intake, compression, power and exhaust strokes 
together. Preferably, other cylinders (or pairs of cylinders) will be 
operated out of synchronization with the first pair to balance engine 
operation. 
Cylinders 300 and 302 house pistons 304 and 306, respectively, shown near 
the start of an intake stroke, as indicated by arrows 308 and 310. A first 
porous conductive electrode 312 is contained within cylinder space 314 in 
cylinder 300. Similarly, a second porous conductive electrode 316 is 
located within cylinder space 318 within cylinder 302. The two electrodes 
are electrically insulated from metal engine components. 
A primary coil 324 activated by a timer 326 operating from a direct current 
source 328 induces an ionization retarding current in secondary coil 322 
when necessary, in the manner described above. 
During the intake stroke shown, air enters cylinder space 314 through 
intake tube 330 past now-open intake valve 332. Meanwhile, fuel is 
injected into cylinder space 318 in a vapor state through injection nozzle 
means 334. 
When pistons 304 and 306 reach the bottom of the intake stroke and start 
upward in the compression stroke, intake valve 332 is closed and a valve 
(not shown) within injection means 334 is closed. As compression 
continues, timer 326 includes an ionization retarding current in conductor 
320, as detailed above. 
At or near the end of the compression stroke, the retarding current is 
switched off by timer 326 and ionization commences. If desired, heater 
means 340 and 342, such as conventional resistance heaters, may be turned 
on so as to heat porous electrodes 312 and 316, respectively, to enhance 
ionization. 
In the manner described above for the other embodiments, as current flows 
from first conductive electrode 312 through conductor 320 to second 
conductive electrode 316 during ionization, repulsive forces of both the 
oxygen molecules and the fuel molecules drives pistons 304 and 306 
downwardly in a power stroke. 
Upon completion of the power stroke, pistons 304 and 306 move upwardly in 
an exhaust stroke. Exhaust valves 342 and 344 open, allowing ionized air 
and fuel to move into combustion chamber 346 where the fuel/air chemical 
reaction is completed, with the aid of ignition means 348, if necessary. 
The resulting mixture of water vapor, carbon dioxide, etc., is exhausted 
to the atmosphere through pipe 350. 
If desired, instead of locating the first and second porous conductive 
electrodes in cylinder spaces as illustrated in FIG. 6, they could be 
located in communicating chambers located near the cylinders, such as 
those shown in FIG. 5. In fact, the electrodes may be located in a pair of 
closely spaced or contacting chambers positioned between engine cylinders 
so that conductor 320 can be made very short and, thus, more efficient. 
While certain specific arrangements, materials and proportions were 
described in the above description of preferred embodiments, these may be 
varied or modified, where suitable, with similar results. For example, an 
engine similar to that shown in FIG. 4 could be built with only a single 
first porous electrode in a single outside housing. This variation could 
operate in a manner similar to the embodiment of FIG. 1, but with 
ionization taking place in the external housing rather than in a porous 
electrode in the cylinder space. 
Other variations, ramifications and applications of this invention will 
occur to those skilled in the art upon reading this disclosure. These are 
intended to be included within the scope of this invention, as defined by 
the appended claims.