CA2203243A1 - Ion electromagnetic engine - Google Patents

Abstract

In a reciprocating ion electromagnetic engine, a method and apparatus to produce energy to drive a piston by igniting an inert gas catalyst mixture encapsulated within a closed chamber housing the piston. A pair of pistons (44a, 44b) are reciprocatingly positioned such that when a first piston (44a) is in a first position (top dead center) a second piston (44b) is in a second position (bottom dead center), and when the second piston (44b) is in the first position, the first piston is in the second position.

Description

W O 96/12879 PC~rrUS95/12971 ION ELECTROMAGNETIC ENGINE

This continuation-in-part app"cation is a continuation of U.S. Application No. 08/326,786, which was filed on October 20, 1994. U.S. Applicalion No. 08/326,786 is incorporated herein by ra~r~nce.

BACKGROUND

Society is heavily dependent upon engines for use in numerous devices such as au~u",cb.'os, ai"Jlanes, and lawn mowers. As a result, a tremendous amount of time and money has been spent on building better and more efficient engines. Two common approaches used in engine design include, for example, solar and battery-poweredelectric engines and the well-known gasoline powered piston-driven combustion engines. Both of these approaches have defic;enc;es.
The electric engine has a limited range, e.g., fifty miles from a starting point to a destina-tion point and fifty miles back from the desli"dlion point to the starting point. Further, the electric engine does not have the torque or power of a combustion engine needed, for example, to propel its vehicle up steep hills. The vehicle within which the electric engine operates typically carries thirty batteries. In the event of a serious collision, there is a good potential of having undesirable battery acid erupting from the batteries. Solar-powered electric engines, while not needing multiple ballaries, similarly do not have the desired torque or power to propel, for example, a light v.ei~lll vehicle up an incline, or a heavy weigl,l vehicle, such as a bus, over a relatively flat surface or one with a modest incline, or even a light ~eigl ,l vehicle, such as a tractor, over rough terrain.

The modern combustion engine, while very popular in modern vehicles for its range and torque/power, has many parts and uses gasoline, a dangerous explosive flammable fuel. Further, combustion engines, while having catalytic converters, still pollute the air.
Also, the burning of gasoline d~p'etes a non-renewable resource. Eventually, within the next fifty years, many oil producing countries may run out of their oil which is used to make the gasoline. From an economic perspective, once the oil resource begins todeplete, the price of gasoline most likely will rise. In addition, the modern combustion engine needs a cooling system, typically through a radiator having water and/or anli~ e2e solution.

Therefore there is a need for an engine which produces the needed torque/power to propel vehicles or varying weights over varying terrains, while having a wide range of travel, without pollution. without explosive/flammable fuel, without the need of a cooling system, W O 96/12879 PC~rAUS95/12971 An attempt at an alternative engine approach is described in U.S. Patent 4,428,193 issued to Papp in 1984. While the Papp engine suggests a two-cylinder engine utilizing an inert gas fuel for firing in a chamber, having electric coils to produce a magnetic field, having a plurality of electrodes for firing in the chamber, the Papp engine has operational physics deficiencies relating to workable concepts involving fision (splitting of helium atoms) and fusion (100 million degree temperatures and densi~ication). Further, the Papp engine does not have implementable teachings, since there is no reasonable indication as to how one skilled in the art would apply needed electrical charge to the Papp negative elEct,ude.

SUMMARY

In accordance with the present invention in a reciprocating ion electromagnetic engine a workable method and apparatus is provided to produce energy to drive a piston by igniting an inert gas catalyst mixture enc~psulated within a closed chamber housing the piston.

A head defines one end of the closed chamber. The piston defines the other end of the closed chamber. The volume of the closed chamber is determined by the position of the piston therein relative to the head. The piston is axially movable with respect to the head from a first position (top dead center) to a second position (bottom dead center) and back. A pair of pistons are reciprocatingly positioned such that when a first piston is in the first position a second piston is in the second position and when the second piston is in the first position the first piston is in the second position.

An initial ignition is created from an ignition coil voltage applied to the first piston in the first position. The inert gas catalyst mixture in a first piston chamber when the first piston is in the first posilion is ignited by concurrently: (i) receiving by a plurality of first piston electrodes, each of which extend into the first piston chamber and have first piston capacitor means coupled thereto, a voltage differential between the ignition coil voltage applied by the ignition coil and a first piston capacitor voltage at an ignition, (ii) applying a high frequency voltage to a first piston anode and cathode, each of which extend into the first piston chamber, and (iii) providing a first piston pulsating magnetic field producing a first piston pulsating current by winding a first piston electric coil means around the first piston chamber for generating first piston magnetic fields inside the first piston chamber, the first piston electric coil means being generally coaxial with the first piston chamber. Electric energy is then transferred from the first piston magnetic fields of the first piston when relocated to its second position in response to an igniting, to the second piston chamber by reversing the first piston magnetic fields applied to the inert gas catalyst mixture in the first piston chamber and coupling elect,ical energy from the first piston magnetic fields of the first piston in the second position to second piston magnetic fields, to a second piston capacitor means, and to a second piston anode and cathode of the second piston in the first position to assist in ignition of the inert gas catalyst mixture in the second piston chamber of the second piston in the first position.

Similarly, the inert gas catalyst mixture in a second piston chamber of the second piston in the first position is ignited by: (i) having a plurality of second piston electrodes, each of which extend into the second piston chamber and have second piston c~p~citor means coupled thereto, receive a voltage differential between a voltage applied by the ignition coil and the c~pacitor means at an ignition, (ii) applying a high frequency voltage to a second piston anode and a second piston cathode each of which extend into the second piston chamber of the second piston, and providing a second piston pulsating magnetic field producing a second piston pulsating current, including winding a second piston electric coil means around the closed chamber of the second piston for generating magnetic fields inside the second piston chamber of the second piston, the second piston electric coil means being generally coaxial with the second piston cl,a",ber. Electric energy is transferred from second piston magnetic fields of the second piston which has moved to its second position in response to an igniting, to its first piston by reversing magnetic fields applied to the inert gas catalyst mixture of the second piston chamber and coupling electrical energy from second piston magnetic fields of the second piston in the second position to the first piston magnetic fields, to the first piston capacitor, and to the first anode and cathode of the first piston in the first position to assist in ignition of the inert gas catalyst mixture of the first piston chamber of the first piston in the first position.
BRIEF DESCRIPTION OF DRAWINGS

Figure 1a is a sche",atic top plan view of the two-cylinder ion ele~;t,ur"agnetic engine.

Figure 1b is a schematic rear elevational view of the two-cylinder ion electromagnetic engine.

Figure 1c is a schematic left elevational view of the two-cylinder ion electromagnetic engine.

Figure 1d is a schematic front elevational view of the two-cylinder ion electromagnetic engine.

Figure 2 is a right cross-sectional view of the ion electromagnetic engine.

Wo 96/12879 PCT/US95112971 Figure 3 is a right cross-sectional view of the first ignition head asse",bly along a vertical plane.

Figure 4 is a front cross-sectional view of the second ignition head assembly along a vertical plane.

Figure 5a is a cross-sectional view along a vertical plane of the conductive rod with the anode/call ,ode container at the lower end of the rod.

Figure 5b is a cross-sectional view along a vertical plane of the conductive rod with the elevtlode at the lower end of the rod.

Figure 5c is a bottom cross-sectional view rotated 90 of the first or second cylinder.

Figure 6 is a front elevational view with parts broken away of the first lower piston connected to the skirt adapter.

Figure 7a is a front elevational view of the electronic controls cabinet.

Figure 7b is a rear elevational view of the electronic controls cabinet.

Figure 7c is a left side elevational view of the electronic controls cabinet.

Figure 8a is a portion of the ele~t-ical circuit of the pl~felled embodiment of the invention.
Figure 8b is a portion of the ele~,ical circuit of the pre~r,~d embodiment of the invention Figure 8c is a portion of the electrical circuit of the preferred embodiment of the invention Figure 9 is a Table depicting various states during cylinder travel from TDC to BDC and back to TDC.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

1. Detailed Desc,i~ tion of the Engine Structure Figures 1 a,1b,1 c, and 1d are four schematic views of the two-cylinder ion electromag-netic engine. Figure 1 a is a top plan view. Figure 1 b is a rear elevational view. Figure 1c is a left elevational view. Figure 1d is a front elevational view. Figure 2 is a right cross-sectional view of the ion electromagnetic engine. The ion electromagnetic engine has six sides: a top side, a bottom side, a front side, a rear side, a left side, and a right side.

The upper portion of the engine is formed by the ignition head assembly portion, which includes first ignition head assembly 14A and second ignition head assembly 14B (see Figures 1c and 2). First and second ignition head asse,l,~'iEs 14A and 14B are identical.
The lower portion of the engine is formed by engine block 15 (see Figures 1c and 2).
The ignition head assembly portion and engine block 15 each have six sides: a top side, a boKom side, a front side, a rear side, a left side, and a right side.

Engine block plate 19, which should be nonmagnetizable, separates engine block 15 from the ignition head assembly portion (see Figure 2). The upper portion of engine block 15 is a cylinder block portion for housing first and second lower pistons 44A and 44B (see Figure 2). The lower portion of engine block 15 is a crankcase portion for housing crankshaft assembly 23 (see Figure 2), which includes crankshaft 56.

Engine block 15 may be made of iron, steel, aluminum, or another material known to those skilled in the art. The crankcase portion is preferably made of steel or aluminum. The engine block and c,dnk~ce portion may be magnetizable or nonmay"~ le.

The lower pistons 44A and 44B also may be magnetizable or nonmagnetizable.
Preferably, however, each of lower pistons 44A and 44B is made of 304 stainless steel (nonmagnetizable), except that the portion near conductive discharge point 36 ispreferably made of 1144 high stress steel (magnetizable). Each of lower pistons 44A
and 44B is preferably welded together, internally honed, polished externally, and tl ,r~aded to match skirt adapter 25.
Head plate 1 is attached to the top of the engine, speci~ically to the top of cylinder heads 26A and 26B, to form the top side of the engine (see Figures 1 c). Head plate 1 may be made of mag"eli~able or nonmay" ~ ~le material. P~ r~bly, however, head plate 1 is made of T6 aluminum and is attached to the top of the engine by attachment means, such as eight bolts 53 (see Figures 1 a and 1 c). The cylinder heads 26A and 26B, which Wo 96/12879 PCT/US95/12971 should be made of ,nag"eli~able ,nal~rial, are pre~rably made of 1144 HS steel.

Cover panels 2 are attached to the front, rear, left, and right sides of the engine, specifically the ignition head assembly portion (see Figures 1c and 2). Cover panels 2, which may be made of magnetizable or nonmagnetizable materials, are pre~erably made of sheet aluminum that is .187 inches thick.

First head assembly 14A includes cylinder head 26A, and second head assembly 14Bincludes cylinder head 26B. Associated with cylinder heads 26A and 26B are lowerpistons 44A and 44B, respectively. Cylinder head 26A and its associated lower piston 44A define opposite ends of cylinder chamber 55A. Similarly, cylinder head 26B and its ~-sso~led lower piston 44B define opposite ends of a cylinder chamber 55B. Although only two cylinders 55A and 55B are shown in Figure 2, the engine can include anynumber of cylinders. Preferably, the engine has an even number of cylinders so that they can work logell,er in pairs.

Lower pistons 44A and 44B move axially with respect to their corresponding cylinder heads 26A and 26B from a first position (the position of lower piston 44A in Figure 2) to a second position (the position of lower piston 44B) and back, with each lower piston being suitably connected to crankshaft 56. As shown in Figure 2, the suitable conne~:tion preferably includes skirt adapter 25, connecting rod 22, wrist pin 20, and crankshaft assembly 23. When a split lower piston is used, lower pistons 44A and 44B are suitably connected to skirt adapters by oven-welding, spring-loaded press fitting, or other connecting means known to those skilled in the art. Lower pistons 44A and 44B
are attached 180 apart from each other with respect to the crankshaft so that when one lower piston is at Top Dead Center (TDC) (see lower piston 44B in Figure 2), the other will be at Bottom Dead Center (BDC) (see lower piston 44A in Figure 2), and viceversa. Additional pairs of cylinders may be added as desired, but the lower pistons of each pair should be all~ched to the clar,h~ha~l at 180 from each other.
As each lower piston 44A and 44B moves up and down, connecting rod 22 moves up and down, thereby transferring energy to crankshaft assembly 23 and causing crankshaft 56 to move. The crankshaft assembly converts the linear motion of connect-ing rods 22 into rotary motion. A standard flywheel 16 is connected to one end of crankshaft 56. Preferably, flywheel 16, which may be magne ~'~ or nonmagnetizable, is made of gray iron ("heavy type") so that the number of revolutions per minutes (RPM's) is low. Flywheel 16 may be attached to c,dfihJhaft 56 with pins and gland nuts.

The other end of crankshaft 56, which is connected to generator assembly 9, transfers energy to the generator assembly when the crankshaft moves. Oil is provided to Wo 96/12879 PCT/US95/12971 crankshaft 23 by a typical oil pump (not shown) located in oil pan 12, the excess or used oil being Icc''e^t~d in oil pan 12.

Cylinder sleeves 21 extend upward from the crankcase portion of the engine block, 5 through the upper portion of the engine block, and to engine block plate 19. Coil sleeves 59, which must be nonmagnetizable, extend from engine block plate 19 to head plate 1 to protect magnetic coils 17 from moving lower pistons 44A and 44B. When lower piston 44A or 44B moves from the BDC position to the TDC position, it first moves through cylinder sleeve 21 and then moves through coil sleeve 59. Each cylinder sleeve 21 is press fit and "stepped". Cylinder sleeve 21 works together with skirt adapter 25 and specially shaped lower piston 44A or 44B so that oil is inhibited from entering the magnetic field. Each cylinder sleeve 21, which may be made of magnetizable or nonmagnetizable material, is preferably made of 3404 stainless steel. One or more Teflon rings 35 act as guides to maintain the correct position of lower pistons 44A and 44B in coil sleeves 59.

The crankshaft assembly 23 with 180 crank pins 61 preferably is made of 4340 HP~ AC
steel. Skirt adapters 25, which may be made of magnetizable or nonmagnetizable material, are preferdbly made of lighl~eighl 7075 T6 or 6061 T6 aluminum, but they can be made of steel. Connecting rods 22 prefer~bly are made of 7075 T6 aluminum with bronze/aluminum pin bushing, lead/bronze or copper/lead bearing inserts, and nuts and bolts. Cr~nksha~l asse",bly 23, crank pins 61, skirt adapters 25, and conne-;ting rods 22 can also be made of other magnetizable or nonmagnetizable materials known to those skilled in the art.
The engine has two multiple spark dischargers 3, 196 one for each of cylinders 44A and 44B. One multiple spark discharger is attached to the rear side of the engine (see Figure 1b), and the other multiple spark discharger is attached to the front side of the engine (see Figure 1d). Alternatively, the engine may have one multiple spark discharger 3.
Two ignition coils 4, 198 one for each of cylinders 44A and 44B, are attached to the left side of the engine (see Figure 1 a). Alternatively, the engine may have one ignition coil 4.
Voltage regulator 7, which may be a standard 12-volt direct-current regulator, is attached to the left side of engine block 15 (see Figure 1c). Starter 8, which may be a standard 12-volt direct-current starter, is attached to the left side of engine block 15 (see Figure 1a).

Attached to the right side of engine block 15 (see Figure 1a) are generator 9, high-frequency oscillator 10, and amplifier 11. The generator may be a standard direct-current generator (preferably a 12-volt generator). Oscillator 10 may be a 24-volt direct-current adjustable oscil'~lor. Amplifier 11 may be a 24-volt, 300-watt, 8.5-ampere direct-current high-frequency amplifier. Generator 9 works to recharge the two 12-voit direct-current batteries (shown below), generate current for magnetic coils 17 (see Figure 2), and to supply 10-30 MHz of electricity to ele~,t,odes 33A,33B and to anode/call,ocle containers 34A,34B.

A high-frequency generator can substitute for standard generator 9, osci" tor 10, and amplifier 11. The high-frequency generator also can be used to recharge the two 12-volt direct-current batteries, to generate current for magnetic coils 17 (see Figure 2), and to supply high frequency (10-30 MHz) electlicily to electrodes 33 and to anode/cathode containers 34.

Magnetic coils 17 surround ignition head assembiy 14A and second ignition head assembly 14B (see Figure 2). Magnetic coils 17 for ignition head asse",bly 14A has a top coil 17A, a center coil 17B and a bottom coil 17C. Magnetic coils 17 for ignition head assembly 14B has a top coil 17D, a center coil 17E and a bottom coil 17F. Preferably, each magnetic coil is made of 19-gauge wire with approximately 1,050 turns and 100 MHz inductance, such as manufactured by Energy T,dn~fur,,,ation Systems, Inc.

Coil capacitors 18 are mounted near (and, p,~fer~bly, surround) ignition head asse" '~'.es 14A and 14B. Preferably, each ignition head assembly (14A or 14B) is surrounded by two coil capacitors 18, although one capacitor also can be used (see Figure 2).
Altematively, c~r~ritor 13 may be attached to the left side of engine block 15 (see Figure 1b). If coil capacitors 18 are used, then c~rflcitor 13 is not necessary; and if c~r~citor 13 is used, then coil capacitors 18 are not necess~ry. In the prefer,~d embodiment, c~r~ tor 13 includes capacitor 13A for cylinder A and capacitor 13B for cylinder B (as shown, and desc,iLed below, in the Figure 8a and 8c circuit schematics).

Figure 3 is a right cross-sectional view of the ignition head assembly along a vertical plane. Lower piston 44A in Figure 3 is between tne TDC position and the BDC position.
Figure 4 is a front cross-sectional view of the second ignition head assembly along a vertical plane. Lower piston 44B in Figure 4 is at the TDC position.

Figures 3 and 4 show cylinder heads 26A and 26B, each of which has a cavity for accGr"",odati"g four conductive rods 27, each of conductive rods 27 being encased in rod sleeve 28. Conductive rods 27 should be made of a conductive material having a low resistance. Preferably, conductive rods 27 are made of brass, copper, or any other conductive material with a low ,~s,stance. Two conductive rods 27 are visible in Figure 3 and two conductive rods 27 are visible in Figure 4. As shown in Figures 3, 4, and 5c, four conductive rods 27 are gene,~lly eq~ st~ntly spaced from and parallel to the central vertical axis of ignition head assembly (14A or 14B). In each of cylinder chambers 55A, W O 96/12879 ~C~rrUS9S112971 55B, each of four conductive rods 27 is disposed approximately 90 from the two adjacent conductive rods.

As shown in Figures 3 and 4, each conductive rod 27 is secured to the top of ignition S asser"l)ly (14A or 14B) by a securing means, such as retaining nut 37. Each conductive rod 27 extends toward the open lower end of cylinder head (26A or 26B). At the lower end of each rod one of the electrodes 33 or anode/cathode containers 34. Electrodes 33 should be made of a conductive material having a low resis~ance. P,efer~bly, electrodes 33 are made of brass, tantalum, tungsten, or combinations thereof.
The top portion of each conductive rod 27 is encased in rod sleeve 28, which extends down the length of each rod toward the lower end of cylinder head (26A or 26B). Rod sleeves 28 act as insulators and can be made of any insulating material known to those skilled in the art. P,~er~bly, rod sleeves 28 are made of plastic or Teflon.
As shown in Figures 3 and 4, wrapped around the bottom of each conductive rod 27 is vacuum seals 32. Vacuum seals 32 may be made of any material known to people skilled in the art. Preferably, vacuum seals 32 are made of glass or epoxy and are coated with high-temperature silicone. Apart from maintaining a vacuum, vacuum seals 32 also maintain the proper positions of electrodes 33 and anode/cathode containers 34.
In addition, one or more Teflon rings 35 encircle the lower end of the walls of cylinder head (26A or 26B) and are sandwiched between cylinder head (26A or 26B) and lower piston (44A or 44B). Vacuum seals 32 and Teflon rings 35 help to maintain a cylinder vacuum (54A or 54B) in the open portion of cylinder (55A or 55B) between the bottom end of cylinder head (26A or 26B) and the bottom of lower piston (44A or 44B), where conductive discharge point 36 is located. Conductive discharge point 36 can be made of any conductive material having a low resisl~nce. Preferably, conductive discharge point 36 is made of brass, copper, or any other conductive material having a low resistance.
Cylinder vacuum (54A or 54B) is maintained during operation of the engine as lower piston (44A or 44B) moves up and down from TDC to BDC.

In Figures 3 and 4, an ignition head 31 is attached to the bottom end of cylinder head (26A or 26B) for each conductive rod 27. Preferably, ignition head 31 is attached by means of two sets of screws. A portion of ignition head 31 preferably is locatedbetween and exerts pressure on Teflon rings 35 and vacuum seals 32, thereby helping to maintain a vacuum for cylinder cha",L,er~ 54A, 54B.

Fuel injection tube 29 generally co .,cides with the central vertical axis of each ignition head assembly 14A, 14B. Fueling stack assembly 30 is a.ssoci~ted with each ignition head assembly 14A, 14B. Each fueling stack assembly 30, which has check valve 60 W O96/12879 PCTrUS95112971 and gauge 61, enables fuel and gases, including air, to be injected and extracted from cylinder chamber 54A, 54B vacuum and through fuel injection tube 29. The gauge 61 measures amount of fuel and degree of vacuum in cylinder vacuum (54A or 54B). Air is extracted through fuel injection tube 29 by means of fueling stack asse",bly 5 to create cylinder chambers 54A, 54B vacuum.

Figure 5a is a cross-sectional view along a vertical plane of conductive rod 27 with anode/cathode container 34 at the lower end of the rod. Figure 5b is a cross-sectional view along a vertical plane of conductive rod 27 with electrode 33 at the lower end of the rod. Figures 5a and 5b show each conductive rod 27 being encased in rod sleeve 28.
Wrapped around the lower end of each conductive rod 27 is a vacuum seal. As shown in Figure 5b, electrode 33 includes conductive plate 42 (preferably highly polished) through which conductive tip 41 is press fit. Conductive plate 42 is should be made of a conductive, heat-resistant material. Preferably, conductive plate 42 is made of tungsten, tantalum, titanium, or co",b.. ,d~ions thereof. Conductive tip 41 should be made of a heat-resistant, conductive material. Preferably, conductive tip 41 is made of tungsten, thoriated tungsten, titanium, or co",b: ,ations thereof. Conductive tip 41 preferably is not made of tantalum. Tack braze 40 conne~ conductive plate 42 to conductive rod 27.
Figure 5c is a bottom cross-sectional view rotated 90 of the first or second cylinder. A
line connecting two electrodes 33 and a line connecting two anode/cathode containers 34 intersects at an approximately 90-degree angle at focal point 53 generally along the central vertical axis the cylinder. Fuel injection tube 29, which generally coincides with the central vertical axis of the cylinder, injects gases 43 into the cylinder.
As shown in Figure 5c, there are two anode/cathode containers 34 in each cylinder. One of the containers is an anode container, and the other container is a cathode container.
Preferably, anode/call,ode containers 34 are made of a soft, conductive material (e.g., aluminum and/or copper). The anode container is positively charged and in contact with a power source operating at a frequency of approximately 10-30 MHz. anode container is filled with approximately 2 grams of rubidium-37 and 2 grams of phosphorous-15 in mineral oil. The cathode container is negatively charged and in contact with a power source operating at a frequency of approximately 10-30 MHz. The cathode container is filled with appr~Ai"~at~,ly 2.5 grams of thorium-232 in mineral oil.
Figure 6 is a front elevational view, with parts broken away, of first lower piston 44A
connected to indented portion 58 of skirt adapter 25 by means of threads 45. Lower piston 44A is threaded to skirt adapter 25 for ease of assembly and to offer an alternate method of fueling. Skirt adapter 25 has sl~pped portion 57, which is wider than indented portion 58 of the skirt adapter. Stepped portion 57 is connected to connecting rod 22 wo 96/12879 Pcr/uss5/12971 (not shown in Figure 6) by means of wrist pin 49. Wrist pin 49 has snap ring retainers 62.

As shown in Figure 6, stepped portion 57 of skirt adapter 25 has several oil control rings 48, at least one scraper ring 47, and at least one oil seal 46, which all work together to prevent as much oil as possible from rising above stepped portion 57 of skirt adapter 25. Because oil is believed to congeal in a magnetic field, it should be kept below indenled portion 58 of skirt adapter 25. In this way, the oil will be far enough away from the magnetic fields created by magnetic coils 17 (not shown in Figure 6) to avoid congealing. Each oil control ring 48 is preferably made of a steel segment between two steel rails. Please note that oil control rings 48, scraper ring 47, and oil seal 46 do not have to maintain a vacuum. As is known to those skilled in the art, oil control rings 48, scraper ring 47, and oil seal 46 can be replaced by any means for preventing oil from congealing near the magnetic fields created by magnetic coils 17.
Figure 7a is a front elevational view of electronic conl,uls cabinet 63. Figure 7b is a rear elevational view of elect,or, c cor,l-ols cabinet 63. Figure 7c is a left side elevational view of electronic conl~ols cabinet 63. Electronic conl,ols cabinet 63, which is a standard chassis/door unit and can be affixed to the engine assembly at some convenient location or kept as a standalone external unit connected to the engine assembly with appropriale wiring, houses most of the smaller electrical components, such as switches, diodes, fuses, etc. shown and described below with respect to Figure 8a, 8b and 8c. Certain larger components, such as heavy duty resistors, can be mounted on the cabinet as shown at locations 52 and 64 in Figure 7b and Figure 7c, respectively, or at other locations as shown in Figure 1a,1b,1c and 1d.

Engine cylinder chambers 55A and 55B are filled with a mixture of inert gases consisling of approximately six cubic inches (100 cm3) at one atmosphere of pressure. In the pr~"ed embodiment the mixture consists of the following gases (in volumes +/- 5 cm3):
36 cm3 Helium, 26 cm3 Neon, 24 cm3 Argon,13 cm3 Krypton and 8 cm3. At the starting position, lower piston 44A is at the BDC position, while lower piston 44B is at the TDC
position. Momentarily, a high potential will occur between electrodes 33 and conductive plates 42 in lower piston 44A. In a manner similar to a conventional combustion engine, a high voltage (40,000 V. D.C.) is generated by ignition coils 4 through conductive tip 41 (see figure 5c). This voltage, when imposed on the c~r~citor plates, causes the ionized gas to discharge bel~/ecn the electrodes inside the cylinder. The gas catalyst mixture is further excited by the magnetic fields set up in the chamber by magnetic coils 17 wound around the cylinder. High frequency current is also introduced into the cylinder via anode/call ,ode containers 34 by the oscillal~,r at a frequency ranging from 2.057 MHz to 30 MHz with an output current of 8.5 amperes using power from the batteries or an W O96/12879 PCT~US95/12971 alternator (d.c. voltage). The high frequency is also imposed on magnetic coils 17 of ignition head assel,lbly 14A and second ignition head assembly 14B. Cathode container 34 in each ignition head assembly (14A or 14B) is filled with four (4) grams of low radioactive Thorium-232 and filled with high grade mineral oil. Anode container 34 is filled with two grams of rubidium 37 (99.999% pure) and three grams of 99.5% pure phospho-rus-15. Excitation begins and there appears to be a torroidal rotation that occurs. Rays are emitted from the Anode and Cathode and a strong pulsing is present.

Magnetic coils 17 are not activated yet because, during this phase, the cycle is activated by the gases in cylinder vacuum 54A in a pre-excited stage. Cylinder head 54A or 54B
will always remain with a positive (north) polarity. At the TDC position, cylinder head 54A or 54B will form one iron core of the same polarity (north). At the point of separation, cylinder head 54A or 54B will remain positive (north) polarity, while lower piston 44A or 44B begins to acquire a south polarity as it leaves the magnetic field of the magnetic coil.
By having the "excited gases" occupy a positive (north) polarity, the atoms in the wall of the piston container will acquire instead of giving up energy.

At this pre-excitation state, magnetic coil 17 receives the entire voltage of the other cylinder's magnetic coils 17. The cycle is very short and the current, as it overcGl, ,es the winding resistance, does not heat up the coil significantly. During this state, only 10-15% shrinking (densification) of the gases takes place. The magnetic field enlarges, and as a result, the gases are completely ionized and excited. Two electrodes 33 within cylinder vacuum 54A or 54B contain two opposing conductive plates 42 polished to a mirror like condition, in the center of which is a larger tungsten high-potential spark gap. A
direct current flows between the electrodes when the gases are ionized. High frequency interaction is induced upon anode container 34 and cathode container 34, while up to 40,000 volt pulses from ignition coil 4 and multiple spark discharger 3 is applied to the positive electrode. The discharge occurs in the exact center of the intersection for the two rays (anode and cathode). As long as the discharge happen simultaneously, its focus will be in the very center of the cylinder. This discharge is collectively from capacitors 79, the 40,000 volt effect, the high frequency discharge, the anode and call ,ode di~,cl)arye, and discharge from capacitor 13a.

Il. Detailed Descri~,tion of the Power Cycle In general, cylinder A will fire to produce the power stroke while cylinder B is on the upstroke. The coils of cylinder A are turned on sequentially one at a time as the piston is pushed down to BDC by the firing. When the piston reaches BDC the power to the cylinder A coils is turned off and trans~er,t:d to cylinder B which has now reached TDC
and is ready for its power cycle. The cylinder B coils through its ,es;~l-,r~ are receiving W 096/12879 PCTrUS95/12971 power as well as from the ~p~citors.

Consider piston A is at TDC or 0. When one piston is at TDC or 0, the other piston is at BDC or 180 apart on the crankshaft. At starting position (ignition), lower piston 44 is at 5 past TDC and a key/main switch activates the main electric circuit and turns on starter motor 8. When the main switch is closed, the starter cranks and, through the battery, gas ionization is initiated. The initial pulse of high voltage (40,000 volts) generated through ignition coil 4 (Fig.1), causes the ionized gases to discharge between electrodes 33A, 33B, inside cylinder "A". There are three (3) electric coils set within stationary sleeve 26 around the pistons to provide the electromagnetic fields. These coils are activated independently. Top coil 17A is constantly energized. Its main purpose is to maintain a north polarity in respect to cylinder head assembly 14a and 14b. Both the middle coil and the bottom coil are OFF. The middle and bottom coils surrounding cylinder A will then turn ON sequentially as piston A traverses the cylinder.
lS Piston B is then at BDC or 180. Bottom piston 44 and ignition head 31 at TDC combine to form one core of the same polarity (North +). When the bottom piston begins moving downward, the cores separate and their polarity changes. Middle coil, 17B, has two moving cores. One core is cylinder head 14a and 14b, which is a magnetizable core which protrudes inside bottom piston 44 (Fig.3), and the other core is the bottom piston itself. The "excited" inert gases require a positive polarity space for unification (i.e., electron orbit change) to occur. Thus, during the excitation phase, ionization occurs and the gases densify in the electromagnetic space with the discharge at electrode conduc-tive tip 41 (Fig. 5), as well as the high frequency applied to anode/cathode 34 (Fig. 4).
The electrode receives the first pulse of 40,000 volts positive from the ignition coil. The positive terminal of the 24 volt battery is also connected to the negative terminal of the cathode container in cylinder "B". While cylinder "B" is at BDC, the top coil and the bottom coil are activated negative direct current supplied by the battery as reverse current polarity.

When cylinder A begins to fire, at a little past TDC, e.g., at 5 - 45, and moves down, an "explosion" is timed to occur within the cylinder resulting in longitudinal wave of pressure being applied to the piston head. As piston moves A down it cuts the magnetic field resulting from the eneryi~ed top coil. At the same time as piston A moves down, piston B begins to move up, cutting the magnetic field of the energized bottom coil of cylinder B and transferring that energy to cylinder A. As the c,~r.l~shaft approaches the 40-45 rotation, capacitors 79 discharge approximately 1,000 volts of direct pulsating current to the negative electrode. Alternating current is fed to the negative electrode by the alternator providing up to 24 volts. At the same time, 24 volts direct current plus high frequency is applied to the anode/cathode from the battery. Center Coil 17B is now activated. Discharge will occur at the focal points of the anode and cathode and W O 96/12879 PC~r~US95/12971 electrodes. The magnetic lines of force are parallel to and aligned with the cylinder axis, compelling Helium to gravitate to the center of the cylinder magnetic field between the anode and the calhode. The weak magnetic field of about 6-8 Gauss causes turbulence in the gases which precipitates electron separation in an excited state. The electron velocity of the gases increases. Should excitation suddenly cease, the electrons would jump to the farthest existing orbital path, give up their excess energy and return to their original orbital paths and an elastic like explosion would exert a pressure wave(longitudinal) on the gases within the cylinder. This pressure (force) is a resultant due to the high temperature of explosive force and pressure coefficient of the gases and the directional El~ut,ons emanating from the anode/cathode whose velocity is increased by the electrical impulses to which they are subjected. These free electrons are absorbed by the gases which are capable of assimilating these electrons due to their special nature. The causes of the energy produced in this environment are electric and are a function of the molecular structure and atomic substructures connected with and altered by the electrons migrating which are sequentially bound and released due to the interplay of the elements and electrical and electromagnetic forces interacting upon the system (i.e. this may be called collision ioni~ation).

As the piston moves, it begins to acquire a south polarity and the pressure drops. The 2 0 gases gravitate toward the North or South poles alternately, as a result of the constant change of quantum levels, charging and discharging, as well as giving up and gaining energy. As the piston arrives at 90 on the crankshaft, the bottom coil is activated and the center coil is turned off. As piston A traverses through 90, it continues firing and moves through the bottom coil. When piston A reaches almost BDC (e.g., 175), the middle and bottom coils for cylinder A turn OFF.

As the piston reaches BDC rotating another 90 , the reaction has swept the entire vacuum space which has absorbed the longitudinal pressure wave and heat is absorbed by Krypton and Xenon gases. Note: capacitors 79 only fire once, as the capacitors become discharged, but the spark in cylinder A remains firing until the piston reaches BDC. During the downward movement (power stroke) of the piston, the electric current produced by the gases is channeled to the other cylinder ("B"). During this time, the top and bottom coils produce sufficient current to create a magnetic field so that they are capable of absorbing the post-current induced by the recombination of the gases. At BDC, the piston has now a south polarity (-). As piston "A" reaches BDC, piston ~B" is at TDC and ready to begin its downward movement (power stroke). Now reverse polarity switch 84 switches and current polarity is reversed to the bottom coil fed by the battery. Thus, during both the downward piston stroke and the upward piston stroke, the piston will have a "south" pole. The pulsating magnetic field of the three (3) coils is 4 0 created partially by the sequential switching and by the energy gained as electrons jump W O 96/12879 P(~rrUS9S/12971 from one quantum level (i.e., orbital path) to the next. Were it not for the pulsating magnetic field, it would not be possible to induce electricity. Since these magnetic fields interact with the constant magnetic fields of the gases, they create a magneto-acoustic oscillation. The magnet field conl,uls or keeps together the various particles. The current produced from chamber A is utilized to excite the gases in the chamber of the other cylinder B.

When piston "A" has reached BDC, the top coil and bottom coil surrounding cylinder B
are ON while the middle coil is OFF. At BDC, the current polarity is reversed. Reverse polarity switch is switched on and bottom coil 17C is fed current from the battery with reverse polarity. The center coil is turned off. Excitation occurs betueEn the top and bottom coil.

As piston A moves back to TDC, it begins to take on a north polarity (+). Current is being generated until piston A reaches TDC and the gases are in a turbulent condition.
This produces counter pressure on the piston. The current thus gained is used to assist in the power stroke of the cylinder B and to charge cAr~citors 80 of cylinder B as well as the anode and cathode of cylinder B. Excess amperage (i.e., up to 300 amperes) can be dissipated into large resistors in order to avoid damage to the electrodes. Gas excitation is created by magnetic energy and focused ignition. No laser rays areemployed. Instead a high-frequency electromagnetic oscillation is superimposed on anode and ca~l,ode rays. This changes the ,adidtion of the low level radioactive material within the anode and cathode containers and thus assists in the discharge in the ionized gases. When cylinder A is at BDC, cylinder B is ready to begin its power stroke in the same manner as cylinder UAU except that additional power is provided by the alternator during the down stroke.

As piston A reaches BDC, piston B reaches TDC. During the upstroke, the middle coil remains OFF from 180 to 360. Piston B then begins at 0 and follows the sequence as had occurred for piston A. Similarly Piston A then begins at 180 and follows the sequence as had occurred for piston B. The current polarity will be switched on cylinder A as it begins to go up from 180 to 360. The bottom coil is ON, the center coil is OFF
and the top coil is ON, with reverse current direction. Current is pulled since the battery is not enough to fire it. Current is taken through the electrodes and transferred from the piston A to piston B in firing position (TDC) and is run through the cAr~citors which are discharged at the firing position of piston B. The cArAritors are charged with 1000 volts.
The 200-300 amperes of current created are dissipated into a resi~lor/diode bank to avoid burning the electrodes. In a preferred embodiment, the resistor values are adjusted to provide correct current and 1000 volt pul~"lial feeding the cArAc tc. j for firing.

W O96/12879 PCTrUS95112971 Once the cArAc tors are discharged their electrical energy is ~issipAted If the batteries alone are used, the caracitors are charged only to a 24 volt level. However, the 24 volt level is not enough to fire the system. 1000 volts are needed to feed capacitor 13a and up to 40,000 volts are needed from ignition coil 4 to feed the electrodes. A CGII ,pensali"g voltage differential from capacitors 79 to the negative electrode, namely 300 volts, is used such that positive current will not push the negative current and short circuit the capacitors. In addition, a mixture of inert gases act as a catalyst. The gases act as Uantenna to attract the positive charge.

lll Detailed Desc,iplion of the Electrical System Operation Tuming now to Figures 8a, 8b and 8c, the operation of the eleut, ical circuit of the preferred e",bo.Ji."ent of the present invention is shown in more detail.
Two 24 volt batteries 100 are connected in series. The positive terminal is connected through two safety fuses 102 to ignition key switch 104 which when closed will start starter 8. The ignition and starter combination operates as any typical automobile starter system.
The negative terminal of batteries 100 is connected to voltage regulator 7 which is coupled to 24 volt alter"al. r 9. Voltage regulator 7 is coupled to multiple spark di~,cl ,arger 3 which feeds ignition coil 4.

Voltage regulator 7 is also coupled to double-pole double-throw reverse polarity switch 84. Reverse polarity switch 84 may also be a transistor switch. At the power down stroke of the engine reverse polarity switch 84 is not activated. Reverse polarity switch 84 connects to switch 65, which also may be a transistor, which is coupled to the negative portion of coil 17A, which is activated and receives 24 volts. Similarly, switch 66 is on and activates coil 17C, the bottom coil of cylinder A.

Coupled also to reverse polarity switch 84 is step-down transformer 73 which steps the voltage applied down from 24 volts to 3.5 volts which is applied to timing system 130.

Double-pole double-throw reverse polarity switch 82 is also coupled to reverse polarity switch 84, which is now activated for cylinder B. At reverse polarity switch 82, the negative line crosses over to the positive line and the positive line in turn closses over to the negative line. The positive output of reverse polarity switch 82 connects to switch 69. Switch 69, which is turned off, is coupled to center coil 17E of cylinder B, which is at this stage in an up stroke.

W O96/12879 PCTnUS9511297 The positive output of voltage regulator 7 is fed through diode 138 to activate coil 17F
and through diode 142 to activate coil 17D. Cylinder B is now on the up stroke, namely no power on it. Center coil 17E is off. The power that was there when it was being fired is being directed toward cylinder A.

Referring back to batteries 100, current controller 73 is coupled to the positive and negative terminals of batteries 100, to allow the current to flow in one di,~:ction, namely through capacitors 79 into the negative input to current conl,-"er 81. Capacitors 79 are coupled in parallel to form a 300 volt, 6uf capacitor bank. A single equivalent capacitor may be used in lieu of the capacitor bank. The current controllers located on either side of caracitors 79 are standard rectifier current conl,~ls which prevent a current surge in a di~f~r~n~ direction. From current cor,l,.ller 81, current, which is grounded, flows to negati~/c electrode 33A of cylinder A.
Referring again to batteries 100, the positive terminal is coupled through fuses 102, key switch 104 to starter 8. The positive terminal is also coupled to the positive input of multiple spark discharger 3 which in turn connects to ignition coil 4.1gnition coil 4 feeds positive electrode 33B.
The positive output of reverse polarity switch 84, which is off, connects through diode 160 to the top of coil 17A and through diode 162 to the top of coil 17C. The top and bottom coils are now activated with a 24 volt charge. The positive output from reverse polarity switch 84 connects also to diode 164 and feeds the positive portion of c~p~citor 13A and 5 ohm resistors 168,169 and is coupled through switch 67 to the bottom of center coil 17B of cylinder A.

The positive output of reverse polarity switch 84 also connects to center coil 17B
through switch 67, to step-down l,ansfor",er 73 and to reverse polarity switch 82. The resulting negative voltage from reverse polarity switch 82 is feed through switch 71 to coil 17D and through switch 72 to coil 17F.

Referring now to timing device 130, timing crankshaft 6, which rotates in a clockwise manner has a TDC point idenlified as 0. Timing crankshaft 6 has ON and OFF conld~;t~
hooked to double-pole double throw on-off switches 65, 66, 67 and 68 that are coupled to the coils of cylinder A and to dou~!e pole double throw on-off s.~ilches 69, 70, 71 and 72 that are coupled to the coils of cylinder B. The timing of the ON/OFF contacts are coordinated such that as the respective cylinders transition from TDC through BDC and back to TDC, the switches coupled to the coils and the polarity of current flow will satisfy the con.lilions set forth in Figure 9.

W O96/12879 rCTrUS95/1297 On the down (power) stroke, the cylinder A gases are being ionized and its coils are turned on one at a time and left on. Simultaneously cylinder B's middle coil is turned off.
At 180 the top and bottom switches 65, 66 for cylinder A are ON. At 270 the ONswitches go OFF and the OFF switches go ON. At 5 prior to TDC, cylinder B will be firing and it will go through the same process while cylinder A will have its center coil shut off. The power in cylinder A will be taken and transferred over to cylinder B through conl~u~ g switch circuit 81. Cylinder B will then fire in the same manner that cylinder A
fired as described above.
Controlling switch circuit 83 performs the similar transfer function when the power from cylinder B is being transferred to cylinder A. Controlling switch circuits 81, 83 are each solid state relay switches with reverse prevention diode.

Ignition coil timing sequence rotator 78 is a distributor that fires on the dark cycle and turns off on the bottom cycle for one cylinder and the reverse for the other cylinder.
This allows the feeding of the positive electrode, much like a distributor fires a traditional automotive spark plug.

Rheostat assembly 186 allows the engine speed to be adjusted by controlling the speed of timing device 130 and crankshaft 6. Rheostat assembly 186 includes variable resistor 10, safety switch 107 which is coupled to the output of voltage regulator 7, and fuse assembly 190 in case of power surge. Included also are standard rectifier current conl,uls 75,76 and diodes 175,176,177 and 178 on either side of variable resistor 10 to control any current surge to be in only one direction.

Capacitors 79 coupled to the electrodes of cylinder A has comparable capacitors 80 coupled to the electrodes of cylinder B. CApAcitors 80 has current conl,.'ler~ 74 and 77 on either side of it, much like that for caracitors 79.
An optional multiple spark dis~,l ,aryer 196 and coil 198, similar to multiple spark discl)arger 3 and coil 4 can be added to assist in the firing of cylinder B.

Capacitor 13A for cylinder A and its counterpart capacitor 13B, each of which are 1000 volt, 3 uf c~rAcitors, feed the coils only. Capacitor 13B has protective 5 ohm resistor 140 and diode 142 similar to that for capacitor 13A. On the other hand, capacitors 79 and 80 feed the electrodes for a firing sequence. Addilional 5 ohm ,~sis~c,r:j 150,151 and 152 provide additional current protection.

Resistor/diode banks 180,182 are provided to disc;rAte current and avoid burning the Wo 96/12879 Pcrluss5ll297 diodes.

In summary, the present invention provides for a workable two-cylinder ion electromag-netic engine:
s capable of producing 400 horsepower as compared with present 8 cylinder combustion engines which typically produce 200-250 horsepower and present 6 cylinder combustion engines typically produce 120-140 horsepower;

having a range of 2500 miles per inert gas canister as compared with typical combustion engines which have a 50 mile per gallon or less mileage range; and having non-polluting fuel sealed within the firing chamber as compared with typical combustion engines which have an environmental polluting exhaust.

Claims (9)

1. In a reciprocating ion electromagnetic engine, a method to produce energy to drive a piston by igniting an inert gas catalyst mixture encapsulated within a closed chamber housing the piston, comprising the steps of:

providing a head to define one end of the closed chamber, the piston defining the other end of the closed chamber, the volume of the closed chamber being determined by the position of the piston therein relative to the head, the piston being axially movable with respect to the head from a first position to a secondposition and back, wherein a pair of said pistons are reciprocatingly positionedsuch that when a first piston is in the first position a second piston is in thesecond position and when the second piston is in the first position the first piston is in the second position;

creating an initial ignition from an ignition coil voltage applied to the first piston in the first position;

igniting said inert gas catalyst mixture in a first piston chamber when the first piston is in the first position by concurrently:

receiving by a plurality of first piston electrodes, each of which extend into the first piston chamber and have first piston capacitor means coupled thereto, a voltage differential between the ignition coil voltage applied by the ignition coil and a first piston capacitor voltage at an ignition, applying a high frequency voltage to a first piston anode and cathode, each of which extend into the first piston chamber, and providing a first piston pulsating magnetic field producing a first piston pulsating current by winding first piston electric coil means around the first piston chamber for generating first piston magnetic fields inside the first piston chamber, said first piston electric coil means being generally coaxial with the first piston chamber; and transferring electric energy from the first piston magnetic fields of the first piston when relocated to its second position in response to an igniting, to the second piston chamber by reversing said first piston magnetic fields applied to said inert gas catalyst mixture in said first piston chamber and coupling electrical energy from the first piston magnetic fields of the first piston in the second position to second piston magnetic fields, to a second piston capacitor means coupled to a plurality of second piston electrodes each of which extend into the second piston chamber, and to a second piston anode and cathode of the second piston in the first position to assist in ignition of the inert gas catalyst mixture in said second piston chamber of the second piston in the first position.

2. The method as set forth in claim 1, further comprising the steps of igniting said inert gas catalyst mixture in a second piston chamber of the second piston in the first position by:

having the plurality of second piston electrodes receive a voltage differential between a voltage applied by the ignition coil and the second piston capacitor means at an ignition, applying a high frequency voltage to a second piston anode and a second piston cathode each of which extend into the second piston chamber of said second piston;

providing a second piston pulsating magnetic filed producing a second piston pulsating current, including winding second piston electric coil means around the closed chamber of said second piston for generating magnetic fields inside the second piston chamber of said second piston, said second piston electric coil means being generally coaxial with the second piston chamber; and transferring electric energy from second piston magnetic fields of the second piston which has moved to its second position in response to an igniting, to itsfirst piston by reversing magnetic fields applied to said inert gas catalyst mixture of said second piston chamber and coupling electrical energy from second piston magnetic fields of the second piston in the second position to the first piston magnetic fields and to the first anode and cathode of the first piston in the first position to assist in ignition of the inert gas catalyst mixture of said first piston chamber of the first piston in the first position.

3. An apparatus to produce energy to drive each of at least a pair of pistons in a reciprocating ion electromagnetic engine by igniting an inert gas catalyst mixture encapsulated within closed chambers housing said pistons, comprising:
a head defining one end of each of the closed chambers, each of said at least a pair of pistons defining the other end of each of the closed chambers, the volume of each of the closed chambers being determined by the position of the piston therein relative to the head, each of said at a pair of pistons being axially movable with respect to the head from a first position to a secondposition and back, wherein a pair of such pistons are reciprocatingly positionedsuch that when a first piston is in the first position a second piston is in thesecond position and when the second piston is in the first position the first piston is in the second position;

means for each chamber for igniting said inert gas catalyst mixture which includes Helium, Neon, Argon, Krypton, and Xenon, said means for each chamber for igniting including:

a plurality of electrodes extending into the chamber, each of said electrodes having capacitor means coupled thereto, said capacitor providing a voltage differential between an ignition coil and the capacitor means at ignition, an anode and a cathode for receiving a high frequency voltage applied thereto, means for providing a pulsating magnetic field producing a pulsating current, said means for providing a pulsating current including electric coil means wound around the chamber for generating magnetic fields inside the chamber, said electric coil means being generally coaxial with the chamber; and means for transferring electric energy from magnetic fields of a piston which has moved to its second position in response to a firing to its reciprocating piston, said means for transferring electric energy including:

means for reversing magnetic fields applied to said inert gas catalyst mixture;

means for coupling electrical energy from magnetic fields of the first piston in the second position to magnetic fields of the reciprocating piston, to a reciprocating piston capacitor means coupled to a plurality of reciprocating piston electrodes each of which extend into a reciprocating piston chamber, and to the anode and cathode of the reciprocating piston in the first position to assist in igniting the inert gas catalyst mixture of said reciprocating piston in the first position.

4. The apparatus as set forth in claim 3 and wherein the electrodes are generally equidistantly spaced from said axis, and wherein the piston includes a conductive discharge point which is carried by the piston generally along the axis of the chamber, the discharge point being disposed generally intermediate the electrodes and in close proximity thereto when the piston is in its first position and being disposed a substantial distance from the electrodes when the piston is in its second position.

5. The apparatus as set forth in claim 3 wherein at least four electrodes extend into the chamber, the electrodes being generally equidistantly spaced from the axis of the chamber and each being disposed generally 90° from the adjacent electrodes, lines between opposed pairs of said electrodes intersecting generally on the axis of the chamber to define a focal point

6. The apparatus as set forth in claim 5 wherein two of the electrodes have relatively sharp points and wherein the piston includes a conductive discharge point which is carried by the piston generally along the axis of the chamber, the pointed electrodes and the discharge point on the piston forming spark gaps when the piston is in its first position.

7. The apparatus as set forth in claim 3 further including means for individually energizing the coils.

8. The apparatus as set forth in claim 7 wherein there are at least three coils, said energizing means being operatable so that all the coils are energized during movement of the piston from its first to its second position and being operable so that less than all the coils are energized during movement of the piston from its second to its first position.

9. The apparatus as set forth in claim 7 wherein the energizing means includes means for energizing at least one coil with a given polarity when the piston is moving from its first position to its second position and with the opposite polarity when the piston is moving from its second position to its first position.