The ELECTRONIC ENGINE IONIZER FUEL SAVER Improves Combustion Efficiency of a Gasoline Engine
Technical Paper
Double Click Image to Enlarge
THE ELECTRONIC ENGINE
IONIZER OPERATION AND INSTALLATION
Dr. Lynn Buhr
A PRODUCT OF ADVANCED CORONA CHEMISTY
Copyright 2002
THE ELECTRONIC ENGINE IONIZER
(A summary description of its method of operation)
INTRODUCTION
The “IONIZER” is designed specifically to improve the performance, economy and pollutant emissions of an internal combustion, spark ignited engine. It is a result of space age technology and the application of advanced corona chemistry.
CORONA - DEFINITION AND APPLICATION
Ordinarily gases are excellent insulators or non-conductors of electrical energy. This is caused by the molecular structure of gas wherein the atomic bonding is so tight that electrons will not pass freely from one atom to another as is required to allow electrical energy (current) to flow. However, there are times when gas is subjected to a strong electric field and it will “breakdown”. That is, molecules become ionized through excitement of the atoms and it becomes a conductor of electricity. When ionization reaches a critical state of charge, there is a sudden electrical discharge which usually develops into an arc and a spark flashes between the electrodes. (Lightning is an excellent example of this phenomenon). If a solid di-electric or insulating barrier is placed between the electrodes, no arc or spark develops. The barrier interrupts the conductive path and allows only an incomplete breakdown of the gas. Instead of a hot localized arc, there is cooler diffused glow. This soft bluish discharge which indicates the incomplete breakdown of gas is called Corona.
It is around the principle of putting ionized gas to work as a chemical catalyst directly in the engine cylinder that the “ELECTRONIC ENGINE IONIZER” was developed.
This idea of using corona to form usable electrical energy is not new. It dates back some one hundred years. However, early experimenters found the mastery of corona somewhat baffling. The interaction of high voltage electricity with matter created widely fluctuating results caused primarily by the lack of dependable equipment to work with and the lack of knowledge and understanding of matter and its molecular structure. In fact, the only commercially significant development of this early work was in learning how to produce ozone by subjecting oxygen to corona in an “ozonizer”.
After World War II, advances in technology, knowledge, materials and equipment made corona chemistry a more promising endeavor. However, because of the immediate need, the people in the field directed their activity to the development and use of exciting new tools such as electron beams, electrical plasmas and nuclear radiation devices. Chiefly because of its unrestricted availability, the post war period dealt almost exclusively with the use of high voltage energy sources to produce corona.
Only recently, during research for space exploration where space and weight restrictions prevented the use of high voltage energy sources did the people in the field start experimenting with corona using low voltage as the energy source.
Results of this advanced effort and later experiments provided the engineers in the field with the necessary information and experience for development of the “ELECTRONIC ENGINE IONIZER” as a commercial product.
THEORY OF CORONA CHEMISTRY
The knowledge required to pursue corona chemistry using low voltage for applied power is a result of the post war research of radiation and chemical reactions. This knowledge is relevant to corona research because both deal with the production of “free radicals” through the bombardment of a molecule of matter with electrons moving at a high velocity. A radical is a molecular fragment which when produced will function as an individual unit of its own electrical characteristics. Ordinarily radicals are linked to other atoms by covalent bonds that form total molecules. When the bond is broken by the impact of the high velocity electron, the radical is left with one or more unshared electrons. In this condition, it is ready to combine with another atom or group of atoms. It is extremely reactive and as such only exists as a free radical for a fraction of a second.
The function of both radiation and corona chemistry is to create radicals in an environment in which they have a good chance of reacting to form a desired product.
The difference between radiation chemistry and corona chemistry is one of electron energy. The radiation chemist starts with high-energy reaction (i.e., gamma rays from radioisotopes, X-rays or electron beams) with energies on the level of one million electron volts. After step down, the actual chemical work is accomplished by “secondary electrons” with energies of 10-15 electron volts.
On the other hand the corona chemist, starting with a low voltage, accelerates the corona electrons up to the required 10-25 electron volts.
The difference in expense is dramatic. High energy beams range upward from $0.35 per kilowatt-hour. Nuclear radiation from isotopes ranges from $1 - $10 per kilowatt-hour. In corona chemistry, the required low voltage energy can be produced at $0.01 -$0.03 per kilowatt-hour.
Figure 1 provides an illustration of how corona is produced using a low voltage for an energy source. Figure 1A is a schematic illustration of a hydrogen atom (H2). In the hydrogen atom the nucleus has two protons (+) and two rapidly orbiting electrons (-). Electrically its charge is balanced (two protons, two electrons) when compared to another hydrogen atom
. Figure 1B illustrates the two things that can occur when the hydrogen atom is struck by an electron moving at a high velocity when propelled from an energy source. The top illustration shows that one of the electrons can be knocked out of the shell of a hydrogen atom by the bombarding electron, thus creating two radicals. One radical is the free electron (-). The other is now the unbalanced hydrogen atom (two protons and one electron) leaving it with a positive charge (+). The lower illustration of figure 1B shows the second result that could happen. That is, the intruding electron can strike the hydrogen atom at such force as to change its electron orbit and cause a high energy level, excited molecule which will eventually split into two atoms, each with one proton and one electron. These atoms are now electrically out of balance with other hydrogen atoms in the surrounding environment.
Figure 1C illustrates this overall operation when a low energy voltage source is applied to two plates (electrodes) with a barrier between them. Because of source voltage polarity, one plate will retain a negative (-) charge the other a positive (+) charge. Application of the fact that “opposites” attract and “likes” repel, one can visualize the scurry taking place with the free electrons - frantically trying to reach the positive plate and the radical positive atoms (+) trying to reach the negative plate. The evenly balanced hydrogen atoms tend to remain in place. A considerable bumping and repelling takes place as the moving molecules (atoms) try to pick the shortest route to the oppositely charged plate.
Figures 1D thru 1F illustrate this operation from beginning to end with accompanying illustrations of corona voltages produced as related to time. It may be noted that after step 1F, a reversing of the applied source voltage would start the phenomenon all over again with everything moving in the opposite direction.
This phenomenon, which occurs when gases are partly broken down, or “ionized”, is the principle on which the “ELECTRONIC ENGINE IONIZER” functions.
THE “IONIZER”
Figure 2A illustrates the normal wiring diagram of a standard battery ignition system. Figure 2B illustrates this wiring diagram with the “IONIZER” unit attached.
To understand “IONIZER” operation, one must recall the four strokes a piston makes during operation in a standard internal combustion 4-cycle engine. These strokes are the intake, compression, power and exhaust strokes.
During the intake stroke, the piston is moving down, the exhaust valve is closed, and the intake valve is open. The fuel-air mixture is "pulled” into the cylinder chamber.
During the compression stroke, the intake valve closes. The exhaust valve remains closed. Crankshaft momentum through the connector rod causes the piston to move up compressing the fuel mixture in the cylinder chamber. Just at top dead center (or just before), the distributor sends a signal through the primary windings of the ignition coil. This causes the magnetic lines of flux surrounding the primary coil to collapse rapidly through the secondary coil. Thus, because of the multiple winding of the secondary coil, it will induce a high voltage to energize the spark plug. This voltage (approximately 25,000 volts or higher) is routed by the secondary coil wire to the rotor which distributes the voltage to the appropriate spark plug where it “jumps” across the gap causing an arc which ignites the compressed fuel and air.
This ignition causes an explosion, which forces the piston down into its power stroke. During this stroke, both the intake and exhaust valves remain closed. The force of the piston through the connecting rod causes a continued force on the crankshaft that transmits power to the drive units in terms of torque and horsepower.
After reaching the fullest point of the power stroke, the piston starts back up. The intake valve remains closed. The exhaust valve opens allowing the piston to force the remaining gases and burn residue into the exhaust system. At the conclusion of the exhaust stroke, the intake cycle starts again and the total operation is repeated. Sequence of piston operation for all cylinders is determined by the firing order of the engine.
With the “IONIZER” installed, this four-cycle engine operates the same. The only difference is in the electrical circuit. A reference back to figure 2B will serve to illustrate that the “IONIZER” circuit is in parallel to the normal ignition secondary circuit. The task performed by the “IONIZER” is to accept induced electrical power from the firing cylinder wire and route it around the distributor as a continuous energy source to each of the non-firing cylinders.
The specifically designed and manufactured “IONIZER” circuit provides this voltage to each non firing cylinder at an energy level sufficient to cause the gases to start to break down (become ionized) and form a corona between the two electrodes of the spark plug. When this occurs, electrostatic energy from the “IONIZER” begins to bombard the cylinder atmosphere. When fuel is in the cylinder, the bombardment causes a breakdown of the larger hydrocarbon molecules and ionization takes place.
As the piston approaches top dead center, normal ignition occurs and because of the ionized state of the fuel-air mixture, a more complete instantaneous burn occurs. Power is increased and more torque and horsepower are made available to the drive units. In short more horsepower and thus work is performed with the “IONIZER” installed than can be generated or performed without it for an equivalent volumetric amount of fuel burned.
Also, because induced voltage into the “IONIZER” circuit is a continuous process throughout total engine operation, it is important to note that high energy electrons continue to bombard the cylinder atmosphere throughout the remaining three cycles of piston operation.
This continued energy source serves to assure a more complete burn of the remaining hydrocarbons and residue during the power stroke after normal ignition. During the exhaust stroke, bombardment continues preventing any carbon buildups on the cylinder walls and sparkplugs. Ionization starts over again during the next intake stroke.
Figure 3 illustrates the energy flow into a cylinder with and without the “IONIZER”.
“IONIZER BENEFITS”
Benefits from the “IONIZER”, proven through test and operation, are numerous. Because of the ionization process, a more complete burn is obtained. More horsepower and vehicle movement are available from each piston. Because ionization actually elevates the octane rating of the fuel air mixture in the cylinder, lower octane fuels maybe used. The IMPROVEMENT in PERFORMANCE results in more engine efficiency. The combination of improved performance and lower octane fuel requirements will result in substantial DOLLAR SAVINGS IN FUEL alone. The more complete burning of hydrocarbons and the continuous cleaning process add to engine, spark plug and tailpipe life. This cleaner burn and cleaner engine also result in a lower discharge of hydrocarbons and carbon monoxides, thus, CONTRIBUTING TO A CLEANER ENVIRONMENTAL ATMOSPHERE so important to our large cities today.
The “ELECTRONIC ENGINE IONIZER” is no gimmick. It is a professionally designed and manufactured item. It works equally well on conventional coil and condenser electrical systems, electronic ignition systems, and computer generated ignition systems. It has a money back guarantee for customer satisfaction and a one-year warranty on workmanship and materials. Today, it is being marketed worldwide with outstanding results, particularly in countries where only a low octane fuel is available. Americans find the IONIZER attractive because of the savings in fuel and general operating costs and simply because it makes the vehicle operate much more smoothly.
Pictures are a representation of the product and may not be the actual application photo for your vehicle, but will function as intended.
B&G Electronics, LLC is not responsible for typographical errors. Price subject to change without notice.
Copyright 2004 B&G Electronics, LLC, all rights reserved.
Copyright 2004 B&G Electronics, LLC, all rights reserved.
