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WO1992007922A1 - Carburant aqueux et procede de combustion pour moteurs - Google Patents

Carburant aqueux et procede de combustion pour moteurs Download PDF

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Publication number
WO1992007922A1
WO1992007922A1 PCT/US1991/003475 US9103475W WO9207922A1 WO 1992007922 A1 WO1992007922 A1 WO 1992007922A1 US 9103475 W US9103475 W US 9103475W WO 9207922 A1 WO9207922 A1 WO 9207922A1
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WO
WIPO (PCT)
Prior art keywords
fuel
combustion
engine
air
chambers
Prior art date
Application number
PCT/US1991/003475
Other languages
English (en)
Inventor
Rudolf W. Gunnerman
Original Assignee
Gunnerman Rudolf W
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from PCT/US1990/006395 external-priority patent/WO1991007579A1/fr
Application filed by Gunnerman Rudolf W filed Critical Gunnerman Rudolf W
Publication of WO1992007922A1 publication Critical patent/WO1992007922A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0228—Adding fuel and water emulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to a novel aqueous fuel for an internal combustion engine and to a novel method of combusting such fuel in an internal combustion engine as well as to a novel fuel mixture which results from the introduction of the aqueous fuel into the combustion chamber of an internal combustion chamber in the presence of a hydrogen- producing catalyst.
  • the novel aqueous fuel of the present invention has less than the potential energy of carbonaceous fuels but is nonetheless capable of developing at least as much power.
  • an aqueous fuel of the invention comprising water and gasoline has about 1/3 the potential energy (BTU's) of gasoline, but when used to operate an internal combustion engine, it will produce approximately as much power as compared with the same amount of gasoline.
  • BTU's potential energy
  • the aqueous fuel of the present invention comprises substantial amounts of water, e.g., up to about 70 to about 80 percent by volume of the total volume of aqueous fuel, preferably 25% to 75% and still more preferably, 40% to 70%, and a gaseous or liquid carbonaceous fuel such as gasoline, ethanol, methanol, diesel fuel, kerosene-type fuel, other carbon-containing fuels, such as butane, natural gas, etc., or mixtures thereof.
  • aqueous fuel and combustion air are introduced into the engine's fuel introduction system, for receiving and mixing fuel and combustion air and introducing the fuel/air mixture into the combustion chamber(s).
  • Such systems may include a conventional carburetor or fuel injection system.
  • the combustion air when using an engine with a carburetor, the combustion air may be preheated to from about 350 °F to about 400 °F as it enters the carburetor.
  • the combustion air When using an engine with a fuel injection system, the combustion air may be preheated from about 122 °F to about 158 °F as it enters the fuel injection system.
  • the air/fuel mixture is introduced into the combustion chamber or chambers and combusted in the presence of a hydrogen-producing catalyst which facilitates the dissociation of water in the aqueous fuel into hydrogen and oxygen so mat the hydrogen is combusted with the carbonaceous fuel to operate the engine.
  • hydrophilicity of aqueous fuel does not take place in such a way as to produce the desired degree of power to operate the internal combustion engine.
  • one, or more than two poles also may be used to disperse the electric charge.
  • the normal spark of standard motor vehicle spark plug systems generating about 25000 to 28000 volts may be used, it is presently preferred to generate a hotter spark, e.g., generated by about 35000 volts.
  • Electric spark generating systems are available of up to 90000 volts and it appears that higher voltages result in better dissociation of water molecules in the combustion chamber.
  • one of the advantages of the invention is that internal combustion engines may be operated with novel fuels and fuel mixtures that require significantly less combustion air for combustion of the fuel in the engine's combustion chamber.
  • gasoline used as fuel for an internal combustion engine employing a carburetor generally requires an air to fuel ratio of 14 to 16:1 to produce satisfactory power output to operate the engine and power a motor vehicle.
  • Alcohol, such as pure ethanol, may utilize an air to fuel ratio of 8 or 9:1 for satisfactory performance of the same engine.
  • the aqueous fuel of the present invention 0 utilizes a lesser, controlled amount of combustion air.
  • the preferred air to fuel ratio in accordance with the invention is from 0.5:1 to about 2:1; witii an optimum air to fuel ratio in the range of 0.75:1 to 1.5:1 and, most optimally 1:1.
  • the water component vaporizes as steam in the combustion chamber. Steam expands to a greater extent than air and the combustion chamber can be suitably filled with less combustion air.
  • die water component of the fuel transforms to steam which expands in me combustion chamber and replaces a portion of me combustion air used in combusting conventional fuels in me engine's combustion chamber.
  • the expansion of the steam together wim me combustion of the hydrogen released by dissociation of me water molecules results in generation of the required power output necessary for satisfactory operation of me engine. It has been previously pointed out, that tie amount of combustion air provided in the
  • 3° combustion chamber for combustion with the aqueous fuel of the invention must be critically controlled so mat an air to fuel ratio of not greater man 5:1 is present during combustion. It has been determined that if too much air, i.e., greater than a ratio of air to fuel of 5:1, is introduced wim the aqueous fuel into the combustion chamber, incomplete combustion of the carbonaceous fuel results because of the excess of oxygen in me combustion chamber.
  • one important advantage of me invention is the considerable reduction in NOX and other undesirable emission pollutants over tiiat which are produced by conventionally operated internal combustion engines using conventional carbonaceous fuels such as gasoline, diesel fuel, etc. in internal combustion engines.
  • a lower limit of between 20 and 25% water e.g., greater man 20% water
  • the upper limit of 70% to 80% water is established because a minimum amount of gaseous or liquid carbonaceous fuel is need to initiate the reaction, triggered by a spark generated in the combustion chamber mat dissociates the water molecules in the combustion chamber. It has been determined mat from 30,000 BTU energy/gal. of fuel to 60,000 BTU energy/gal. of fuel is preferred for the water dissociation reaction.
  • the aqueous fuel of the present invention comprises water from greater than about 20 percent to about 70 to 80 percent by volume of the total volume of the aqueous fuel and, preferably, a volatile liquid carbonaceous fuel, such as a fuel selected from the group consisting of alcohols, e.g., ethanol or methanol, gasoline, diesel fuel, kerosene-type fuel, or mixtures thereof.
  • Alcohols such as ethanol and methanol generally contain small percentages of water when produced commercially and, of course, include oxygen and hydrogen in the molecular structure.
  • Commercial grades of ethanol and methanol are marketed in terms of a proof number, such as for example, 100 proof ethanol.
  • One half the proof number is generally an indication of the amount of e anol present, i.e., 100 proof ethanol contains 50 vol percent ethyl alcohol and 50 percent water; 180 proof emanol contains 90 percent of ethyl alcohol and 10 percent of water, etc.
  • the aqueous fuel of the present invention is believed to be usable in all internal combustion engines, including conventional gasoline or diesel powered internal combustion engines for use in automobiles, trucks and. the like, using conventional carburetors or fuel injection systems as well as rotary engines and turbine (jet) engines.
  • the invention is believed to be useable in any engine in which volatile liquid carbonaceous fuel is combusted with oxygen (O ⁇ in one or more combustion chambers of the engine. Few modifications are necessary to make such engines usable with the fuel of the present invention. For example, installation of a hydrogen-producing catalyst in the combustion chamber or chambers of the engine, such as described elsewhere herein, to act as a catalyst in die dissociation of water molecules to yield hydrogen and oxygen must be made.
  • suitable means to supply and control the input, quantity and flow, of combustion air and fuel to the combustion chamber(s) is important for optimum engine operation. It is noted in mis regard mat the ai ⁇ fuel ratio is a significant factor in effecting combustion in the chamber(s). It is also desirable, from a practical point of view, to make the fuel supply and fuel storage systems of rust proof materials.
  • a heater to preheat the combustion air for the engine and a heat exchanger to use me hot exhaust gases from the j - engine to preheat die combustion air after e engine is operating, at which time the heater is shut off may also be installed.
  • combustion air for the engine may be preheated before it is introduced into a carburetor or fuel injection system.
  • the combustion air may be preheated to from about 350 °F to about 400 °F as it enters the carburetor.
  • die combustion air may be preheated from about 122 °F to about 158 °F as it enters the fuel injection system.
  • the aqueous fuel of the present invention is introduced into the carburetor or fuel injection system and is mixed wim a controlled amount of combustion air.
  • the aqueous fuel is preferably introduced into the carburetor or fuel injection system at ambient temperatures.
  • aqueous fuel and combustion air are introduced into the carburetor or fuel injection system at ambient temperatures and me air/fuel mixture is then introduced into the combustion chamber or chambers where a spark from a spark plug ignites me air/fuel mixture in the conventional manner when the piston of the combustion chamber reaches die combustion stage of the combustion cycle.
  • a hydrogen- producing catalyst in the combustion chamber is believed to act as a catalyst for the dissociation of water molecules in the aqueous fuel when the spark plug ignites the air/fuel mixture.
  • the hydrogen and oxygen released by dissociation are also ignited during combustion to increase the amount of energy delivered by me fuel.
  • 80 percent water may be used.
  • an engine was selected which also had the capacity to measure a predetermined workload.
  • the engine selected was a one-cylinder, eight horsepower internal combustion engine connected to a 4,000 watt per hour a/c generator.
  • the engine/generator was manufactured by me Generac Corporation of Waukesha, Wisconsin under the trade name Generac, Model No. 8905-0(S4002).
  • the engine/generator is rated to have a maximum continuous a/c power capacity of 4,000 watts (4.0 KW) single phase.
  • Type of Governor - Mechanical, Fixed Speed Governed Speed Setting - 3720 rpm at No-Load (Rated a c frequency and voltage (120/240 volts at 62 hertz) are obtained at 3600 rpm.
  • the no-load setting of 3720 rpm provides 124/248 volts at 62 hertz. A slightiy high no-load setting helps ensure that engine speed, voltage and frequency do not drop excessively under heavier electrical loading.)
  • a heat exchanger was installed on me engine to use me hot exhaust gases from the engine to preheat the air for combustion.
  • a platinum bar was installed at the bottom surface _ of the engine head forming the top of the combustion chamber. The platinum bar weighed one ounce and measured 2-5/16 inches in length, 3/4 inches in widm, and 1/16 inch in thickness. The platinum bar was secured to the inside of the head wim tiiree stainless steel screws.
  • a second fuel tank having a capacity of two liters was secured to me existing one- liter fuel tank.
  • a T-coupling was inserted into the existing fuel line of the motor for 0 communication wim the fuel line for each fuel tank.
  • a valve was inserted between die T- coupling and the fuel lines for each fuel tank so that either tank could be used separately to feed fuel to me carburetor or to mix fuels in e fuel line leading to me carburetor.
  • the combustion air entering into the carburetor was measured at 180°F.
  • the fuel valve under the ethanol tank was opened and me valve under me gasoline tank was closed.
  • the temperature of the air entering the carburetor had risen to 200 °F.
  • Emanol was now the primary fuel in the motor which exhibited a certain amount of roughness during operation until the choke mechanism was adjusted by reducing d e air intake to the engine by approximately 90 percent.
  • two, 1800 watt, heat guns having a rated heat output of 400°F, were actuated and used to heat me combustion air as it entered the carburetor.
  • the temperature of the air from me heat guns measured 390° to 395 °F.
  • the engine was stopped and started in the same manner on three separate occasions thereafter with the same results. While operating me engine on 100 proof ethanol, the power output on me generator was measured and indicated mat the emanol produced 36,000 watts of power during a one- hour period using two liters of emanol having energy potential of about 48,000 BTUs per gallon.
  • the preignition problem is believed to be curable by using an engine having a shorter piston stroke to reduce the dwell time of the fuel, including hydrogen and oxygen, in die combustion chamber, or by adjusting me carburetor or the electronically controlled fuel injection system to help reducing dwell time to avoid generating excessive amount of _ _ hydrogen and oxygen.
  • the engine used in the experiment had a relatively long piston stroke of 6 inches.
  • the piston stroke should be no more than about 1-1/2 inches or less to avoid the preignition problem in that particular engine.
  • the head was removed from the motor block and cleaned to remove carbon deposits.
  • Three platinum plates were attached to me inside of each head so as not to interfere wim valves moving inside me heads during operation. Each platinum plate was 1 centimeter in length and widm and was 1/32 of an inch in thickness. Each platinum plate was attached to a head wim one stainless steel screw through the center of each piece. Carbon deposits were cleaned off each piston head and me engine was reassembled using new gaskets.
  • the combustion air intake hose which exits from the turbo and leads to me injector module was divided in the middle and attached to a heat exchanger to cool the combustion air delivered to me injector.
  • the heat exchanger was bypassed by using two Y-junctions on eitiier side of me heat exchanger and by putting a butterfly valve on the side closest to me turbo so that the hot air stream could be diverted around the heat exchanger and introduced directly into me injector module. All pollution abatement equipment was removed from the engine but the alternator was kept in place.
  • the transmission was reattached to the engine because the starter mount is attached to the transmission. The transmission was not used during the testing.
  • This engine was inserted into a Chevrolet Sprint car having a tailpipe and muffler system so that the engine was able to run properly.
  • the catalytic converter was left in the exhaust train but die inside of die converter was removed as it was not needed.
  • Two one-gallon plastic fuel tanks were hooked up to me fuel pump by a T-section having manual valves so me fuel to me fuel pumped could be quickly changed by opening or closing the valves.
  • the first test utilized 200 proof methanol as a starter fluid.
  • the engine started and operated when the fuel pressure was raised to 60 to 75 lbs.
  • the fuel pressure is generally set at 3.5 to 5 lbs.
  • a fuel mixture comprising 500 ml of distilled water and 500 ml of 200 proof methanol were put into the second fuel tank mis fuel and was used to operate the engine. Widiout changing the air flow, the temperature of the combustion air rose from 65 to 75°C after about 1 minute. The rpm reading dropped to 3100 rpm. The engine ran very smoothly and was turned off and restarted without difficulty.
  • the next step in me test series was to determine how variations in me water content of the fuel effected engine performance. Using 199 proof denatured emanol as starter fuel, the engine started immediately. The fuel pressure setting was reduced from 65 lbs. to 50 lbs, the combustion air measured 65 °C, the rpm's measured 3500, and me engine ran smoothly.
  • the fuel was tiien changed into 160 proof denatured emanol.
  • the fuel pressure was maintained at 50 lbs.
  • the combustion air temperature was measured at 67°C, the rpm's decreased to 3300, and the engine ran smoothly.
  • the rpm of an engine using the method and fuel of the present invention may be regulated by regulating the amount of air flow into the combustion chamber.
  • the engine rpm is regulated by regulating the amount of gasoline mat is introduced into the combustion chambers.
  • an aqueous fuel which may comprise large amounts of water in proportion to volatile carbonaceous fuel.
  • a particularly effective aqueous fuel comprises a mixture of approximately 70% water and 30% carbonaceous fuel.
  • the mermal energy of me carbonaceous fuel, e.g., gasoline is reduced from the fuels high energy value, approximately 120,000 BTU's per volume gallon in the case of gasoline, to a BTU content of approximately 35,000 BTU's per volume gallon for the 70% water, 30% gasoline mixture. This BTU content of me water/gasoline mixture is
  • the invention is applicable wim a variety of volatile carbonaceous fuels, including diesel oil or kerosene, and mose fuels can be also mixed with up to 80% water (e.g., diesel or
  • each combustion cavity inside the internal combustion engine with at least one, but preferably two, and maybe more, poles
  • Useful catalysts include Ni, Pt, Pt-Ni alloys, Ni-stainless steel, noble metals, Re, W, and alloys tiiereof, which may be utilized as a hydrogen producing catalyst in me form of catalytic metal poles. Combustion and dissociation is initiated by a spark which may be created by a conventional electric spark generation system such as is used wim conventional
  • Such an engine is equipped with a cylinder but is changed to accept two 1 /2-inch diameter nickel bolts or screws, as the hydrogen-producing catalyst, witii the screw part being of 1 /4-inch diameter to practice the invention.
  • the nickel bolts were placed 1/2-inch apart on top of the piston.
  • I placed a flat piece of aluminum (6-inches by 12-inches) inside and on top of the engine head.
  • I drilled and tapped three 3/4-inch holes into the cover of the engine head in a horizontal position approximately 3-1/2 inches apart.
  • the adapters are connected witii each other by a 3/4-inch copper pipe which was fitted into the muffler.
  • This device carries the exhaust gas from the engine and I have found that it is sufficient to take out water vapors (steam) from the head, otherwise the water vapor will accumulate in the engine and crankcase oil, which is not desirable.
  • the 2.5 liter engine utilized in those tests was in a standard 2.5 liter Chrysler turbo injection engine with the turbo and all smog and pollution abatement equipment removed. This engine also had a factory installed 3-speed automatic transmission with a gear ratio of 1:3.09.
  • the same test series as mentioned above was also performed utilizing the same internal combustion engine and car, witii approximately from 20% to 25% diesel and 75% to 80% water, with the same results. Additional tests were conducted witii from 20% to 25% kerosene fuel and from 75% to 80% water where like results were also obtained.
  • This car is a 4 door, 5 passenger front wheel drive car with a net weight of 2,500 pounds.
  • I was able to drive this car with the above mentioned fuels from 0 to 60 miles per hour in about 6 seconds.
  • the benefits of the invention are substantial since about a 70% reduction of air pollutants is obtained with a total elimination of NOX. There is also a 70% reduction of the fuel price to drive a vehicle through reduction in the amount of gasoline used. Furthermore, there are other substantial advantages; such as possible reduction of elimination of need for oil imports.
  • gaseous or liquid carbonaceous fuels may be used, including gaseous fuels such as methane, ethane, butane or natural gas and the like which could be liquified and substituted for ethanol and methanol as used in die present invention, or used in gaseous form.
  • gaseous fuels such as methane, ethane, butane or natural gas and the like which could be liquified and substituted for ethanol and methanol as used in die present invention, or used in gaseous form.
  • the present invention could also be used in jet engines, which is another form of internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Carburant aqueux destiné à un moteur à combustion interne comprenant une proportion d'eau comprise entre 20 % et environ 80 % en volume du volume total de carburant, et un carburant carboné sélectionné parmi éthanol, méthanol, essence, kérosène, diesel, un carburant liquide ou gazeux contenant du carbone, ou des mélanges de ces derniers. Un procédé de combustion d'un carburant aqueux dans un moteur à combustion interne est décrit, ledit carburant aqueux produisant approximativement la même puissance que le même volume d'essence.
PCT/US1991/003475 1990-11-05 1991-05-17 Carburant aqueux et procede de combustion pour moteurs WO1992007922A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
PCT/US1990/006395 WO1991007579A1 (fr) 1989-11-22 1990-11-05 Carburant aqueux destine a une machine a combustion interne et methode de combustion
EPPCT/US90/06395 1990-11-05
US689,988 1991-04-23
US695,304 1991-05-03

Publications (1)

Publication Number Publication Date
WO1992007922A1 true WO1992007922A1 (fr) 1992-05-14

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PCT/US1991/003475 WO1992007922A1 (fr) 1990-11-05 1991-05-17 Carburant aqueux et procede de combustion pour moteurs

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0431357B1 (fr) * 1989-11-22 1996-05-01 Rudolph W. Gunnerman Procédé de combustion d'un carburant aqueux dans un moteur à explosion
ES2140330A1 (es) * 1997-12-12 2000-02-16 David Systems S A Sistema de induccion y posterior aprovechamiento de determinadas reacciones de ciclos electro-termo-quimicos para la produccion de energia mecanica.
US6074445A (en) * 1997-10-20 2000-06-13 Pure Energy Corporation Polymeric fuel additive and method of making the same, and fuel containing the additive
WO2004113223A1 (fr) * 2003-06-26 2004-12-29 Powergen International Pty Ltd Combustion assistee par reformat
RU2674168C2 (ru) * 2012-03-21 2018-12-05 МЭЙМАН РИСЕРЧ, ЭлЭлСи Двигатель внутреннего сгорания, использующий в качестве топлива смесь на основе воды, и способ его работы
DE102018204265A1 (de) * 2018-03-20 2019-09-26 Mahle International Gmbh Filtereinrichtung zum Reinigen von Kühlwasser für eine Brennkraftmaschine
US10436108B2 (en) 2013-09-25 2019-10-08 MayMaan Research, LLC Internal combustion engine using a water-based mixture as fuel and method for operating the same

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2656830A (en) * 1951-03-19 1953-10-27 Eugene J Houdry Internal-combustion engine
US3208441A (en) * 1963-08-19 1965-09-28 Frank B Ottofy Controlled heat injection for internal combustion motors
US3749318A (en) * 1971-03-01 1973-07-31 E Cottell Combustion method and apparatus burning an intimate emulsion of fuel and water
US4048963A (en) * 1974-07-18 1977-09-20 Eric Charles Cottell Combustion method comprising burning an intimate emulsion of fuel and water
US4110973A (en) * 1977-01-24 1978-09-05 Energy Services Inc. Water injection system for industrial gas turbine engine
US4185593A (en) * 1977-10-31 1980-01-29 Mcclure Kenneth S Transformation of electrical energy to physical energy
US4333739A (en) * 1979-10-23 1982-06-08 Neves Alan M Blended ethanol fuel
US4831971A (en) * 1987-10-23 1989-05-23 Harrier Inc. Method for mixing fuel with water, apparatus for carrying out the method and fuel-water mixture

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2656830A (en) * 1951-03-19 1953-10-27 Eugene J Houdry Internal-combustion engine
US3208441A (en) * 1963-08-19 1965-09-28 Frank B Ottofy Controlled heat injection for internal combustion motors
US3749318A (en) * 1971-03-01 1973-07-31 E Cottell Combustion method and apparatus burning an intimate emulsion of fuel and water
US4048963A (en) * 1974-07-18 1977-09-20 Eric Charles Cottell Combustion method comprising burning an intimate emulsion of fuel and water
US4110973A (en) * 1977-01-24 1978-09-05 Energy Services Inc. Water injection system for industrial gas turbine engine
US4185593A (en) * 1977-10-31 1980-01-29 Mcclure Kenneth S Transformation of electrical energy to physical energy
US4333739A (en) * 1979-10-23 1982-06-08 Neves Alan M Blended ethanol fuel
US4831971A (en) * 1987-10-23 1989-05-23 Harrier Inc. Method for mixing fuel with water, apparatus for carrying out the method and fuel-water mixture

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0431357B1 (fr) * 1989-11-22 1996-05-01 Rudolph W. Gunnerman Procédé de combustion d'un carburant aqueux dans un moteur à explosion
US6074445A (en) * 1997-10-20 2000-06-13 Pure Energy Corporation Polymeric fuel additive and method of making the same, and fuel containing the additive
US6183524B1 (en) 1997-10-20 2001-02-06 Pure Energy Corporation Polymeric fuel additive and method of making the same, and fuel containing the additive
ES2140330A1 (es) * 1997-12-12 2000-02-16 David Systems S A Sistema de induccion y posterior aprovechamiento de determinadas reacciones de ciclos electro-termo-quimicos para la produccion de energia mecanica.
WO2004113223A1 (fr) * 2003-06-26 2004-12-29 Powergen International Pty Ltd Combustion assistee par reformat
US7536981B2 (en) 2003-06-26 2009-05-26 Powergen International Pty, Ltd. Reformate assisted combustion
RU2674168C2 (ru) * 2012-03-21 2018-12-05 МЭЙМАН РИСЕРЧ, ЭлЭлСи Двигатель внутреннего сгорания, использующий в качестве топлива смесь на основе воды, и способ его работы
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