USRE35237E - Aqueous fuel for internal combustion engine and method of combustion - Google Patents
Aqueous fuel for internal combustion engine and method of combustion Download PDFInfo
- Publication number
- USRE35237E USRE35237E US08/326,610 US32661094A USRE35237E US RE35237 E USRE35237 E US RE35237E US 32661094 A US32661094 A US 32661094A US RE35237 E USRE35237 E US RE35237E
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- fuel
- combustion
- air
- engine
- hydrogen
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- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/32—Liquid carbonaceous fuels consisting of coal-oil suspensions or aqueous emulsions or oil emulsions
- C10L1/328—Oil emulsions containing water or any other hydrophilic phase
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- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
- C10L1/023—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for spark ignition
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- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
- C10L1/026—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for compression ignition
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- 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
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- 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
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- 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.
- a novel fuel and fuel mixture, and novel method of combustion, have been discovered which will reduce pollutants produced by internal combustion engines operated with conventional carbonaceous fuels such as gasoline, diesel fuel, kerosene fuels, alcohol fuels such as ethanol and methanol, and mixtures thereof.
- the new fuel mixture is also much less expensive than carbonaceous fuel such as gasoline or diesel fuel because its primary ingredient is water.
- internal combustion engine as used herein is intended to refer to and encompass any engine in which carbonaceous fuel is combusted with oxygen in one or more combustion chambers of the engine.
- Presently known such engines include piston displacement engines, rotary engines and turbine (jet) engines.
- 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, 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, 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 that 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 utilizes a lesser, controlled amount of combustion air. It has been determined that it is critical for the practice of the invention to employ an air to fuel ratio of not greater than 5:1 for equivalent satisfactory performance of an internal combustion engine.
- the preferred air to fuel ratio in accordance with the invention is from 0.5:1 to about 2:1; with an optimum air to fuel ratio in the range of 0.5:1 to 1.5:1 and, most optimally 1:1.
- aqueous fuel and the fuel mixture of the present invention can produce satisfactory internal combustion engine results is that in practicing the invention hydrogen and oxygen are released in the combustion chamber.
- the hydrogen and oxygen result from dissociation of water molecules and the hydrogen is combusted along with the carbonaceous fuel of the aqueous mixture.
- the result is that comparable engine power output is achieved with less carbonaceous fuel and less combustion air than can be achieved using conventional combustion of the same carbonaceous fuel with greater amounts of combustion air.
- 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.
- the water component of the fuel transforms to steam which expands in the combustion chamber and replaces a portion of the combustion air used in combusting conventional fuels in the engine's combustion chamber.
- the expansion of the steam together with the combustion of the hydrogen released by dissociation of the water molecules results in generation of the required power output necessary for satisfactory operation of the engine.
- the amount of combustion air provided in the combustion chamber for combustion with the aqueous fuel of the invention must be critically controlled so that an air to fuel ratio of not greater than 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 with the aqueous fuel into the combustion chamber, incomplete combustion of the carbonaceous fuel results because of the excess of oxygen in the combustion chamber. Excess oxygen over that required to combust the carbonaceous fuel results when the ratio of air to fuel is too high due to a combination of the amount of oxygen released from dissociation of the water molecules and the additional oxygen present in an excessive amount of combustion air.
- one important advantage of the invention is the considerable reduction in NOX and other undesirable emission pollutants over that 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 than 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 that dissociates the water molecules in the combustion chamber. It has been determined that 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 ethanol present, i.e., 100 proof ethanol contains 50 vol percent ethyl alcohol and 50 percent water; 180 proof ethanol 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 2 ) in one or more combustion chambers of the engine.
- Systems to provide a "hotter spark” are available commercially, such as from Chrysler Motor Company.
- a heater to preheat the combustion air for the engine and a heat exchanger to use the hot exhaust gases from the engine to preheat the combustion air after the 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.
- the combustion air may be preheated from about 122° F. to about 158° F.
- the aqueous fuel of the present invention is introduced into the carburetor or fuel injection system and is mixed with a controlled amount of combustion air.
- the aqueous fuel is preferably introduced into the carburetor or fuel injection system at ambient temperatures.
- the air/fuel mixture is then introduced into the combustion chamber or chambers where a spark from a spark plug ignites the air/fuel mixture in the conventional manner when the piston of the combustion chamber reaches the 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 the fuel. It has been observed in experiments using 100 proof alcohol as the engine fuel that the engine produced the same power output, i.e., watts per hour, as is produced with the same volume of gasoline.
- the 100 proof ethanol has a theoretical energy potential of about 48,000 BTU's per gallon, with a usable potential of about 35,000 to 37,500 BTU's per gallon, as compared to gasoline, which has an energy potential of about 123,000 BTU's per gallon, nearly three times as much.
- the fact that the lower BTU ethanol is able to generate as much power as a higher BTU gasoline suggests that additional power is attributable to the liberation, i.e., dissociation and combustion of hydrogen and oxygen from the water.
- 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 the 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.
- the engine specifications are as follows:
- a heat exchanger was installed on the engine to use the 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 width, and 1/16 inch in thickness. The platinum bar was secured to the inside of the head with three stainless steel screws.
- a second fuel tank having a capacity of two liters was secured to the existing one-liter fuel tank.
- a T-coupling was inserted into the existing fuel line of the motor for communication with the fuel line for each fuel tank.
- a valve was inserted between the T-coupling and the fuel lines for each fuel tank so that either tank could be used separately to feed fuel to the carburetor or to mix fuels in the fuel line leading to the carburetor.
- the combustion air entering into the carburetor was measured at 180° F.
- the fuel valve under the ethanol tank was opened and the valve under the gasoline tank was closed.
- the temperature of the air entering the carburetor had risen to 200° F.
- Ethanol 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 the 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 the combustion air as it entered the carburetor.
- the temperature of the air from the heat guns measured 390° to 395° F.
- the choke was then reset to the 90 percent closed position, and the engine was started once again.
- the engine responded immediately and ran as smoothly on 100 proof ethanol as it did during the one-hour operation.
- gasoline was used as the starter fuel to preheat the engine and, thus, generate hot exhaust gases to preheat the combustion air
- the use of the gasoline as the starter fuel for preheating is not necessary and could be replaced with an electrical heat pump to preheat the combustion air until the heat exchanger can take over and preheat the combustion air, whereupon the electrical heat pump would turn off.
- 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 the combustion chamber, or by adjusting the 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 the inside of each head so as not to interfere with valves moving inside the heads during operation. Each platinum plate was 1 centimeter in length and width and was 1/32 of an inch in thickness. Each platinum plate was attached to a head with one stainless steel screw through the center of each piece. Carbon deposits were cleaned off each piston head and the engine was reassembled using new gaskets.
- the combustion air intake hose which exits from the turbo and leads to the injector module was divided in the middle and attached to a heat exchanger to cool the combustion air delivered to the injector.
- the heat exchanger was bypassed by using two Y-junctions on either side of the heat exchanger and by putting a butterfly valve on the side closest to the turbo so that the hot air stream could be diverted around the heat exchanger and introduced directly into the 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 the inside of the converter was removed as it was not needed.
- Two one-gallon plastic fuel tanks were hooked up to the fuel pump by a T-section having manual valves so the fuel to the 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 this fuel and was used to operate the engine. Without 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 the test series was to determine how variations in the water content of the fuel effected engine performance. Using 199 proof denatured ethanol 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 the engine ran smoothly.
- the fuel was then changed into 160 proof denatured ethanol.
- 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 fuel was changed to 80 proof denatured ethanol.
- the combustion air temperature raised to 76° C. and the rpm's reduced to 2900. At that point, an infrequent backfire was noted in the engine.
- 100 proof denatured ethanol was then used as the primary fuel and the bypass to the heat exchanger was closed.
- the combustion air temperature rose to 160° C. and during the next minutes increased to 170° C.
- the rpm's increased to 4000 rpm 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 that 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 thermal energy of the 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 the water/gasoline mixture is sufficient to maintain a reaction in the combustion chamber of an internal combustion engine, such that the water molecule is dissociated and the hydrogen molecule (H 2 ) is separated from the oxygen molecule (O 2 ) and the so produced hydrogen gas is utilized as a primary power source to move the pistons inside an internal combustion engine upon combustion.
- the invention is applicable with a variety of volatile carbonaceous fuels, including diesel oil or kerosene, and those fuels can be also mixed with up to 80 % water (e.g., diesel or kerosene) to achieve the same reaction to dissociate hydrogen and oxygen to release hydrogen gas to power an internal combustion engine in the presence of a hydrogen-producing catalyst.
- each combustion cavity inside the internal combustion engine with at least one, but preferably two, and maybe more, poles of hydrogen producing catalyst, with a melting point above the temperature of combustion.
- Useful catalysts include Ni, Pt, Pt-Ni alloys, Ni-stainless steel, noble metals, Re, W, and alloys thereof, which may be utilized as a hydrogen producing catalyst in the 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 with conventional motor vehicle engines.
- 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, with 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 with 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.
- wetting agent or surfactant may be desirable.
- One such agent which has proved to be useful has a trade name of Aqua-mate2 manufactured or distributed by Hydrotex in Dallas, Texas.
- other wetting agents available commercially that help disperse carbonaceous fuels in water are also usable.
- 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 the 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 the 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.
Abstract
Description
Claims (117)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US08/326,610 USRE35237E (en) | 1989-11-22 | 1994-10-20 | Aqueous fuel for internal combustion engine and method of combustion |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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US44022489A | 1989-11-22 | 1989-11-22 | |
US68998891A | 1991-04-23 | 1991-04-23 | |
US07/695,304 US5156114A (en) | 1989-11-22 | 1991-05-03 | Aqueous fuel for internal combustion engine and method of combustion |
US08/326,610 USRE35237E (en) | 1989-11-22 | 1994-10-20 | Aqueous fuel for internal combustion engine and method of combustion |
Related Parent Applications (2)
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US68998891A Continuation-In-Part | 1989-11-22 | 1991-04-23 | |
US07/695,304 Reissue US5156114A (en) | 1989-11-22 | 1991-05-03 | Aqueous fuel for internal combustion engine and method of combustion |
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USRE35237E true USRE35237E (en) | 1996-05-14 |
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US08/326,610 Expired - Lifetime USRE35237E (en) | 1989-11-22 | 1994-10-20 | Aqueous fuel for internal combustion engine and method of combustion |
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Cited By (11)
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US5992354A (en) | 1993-07-02 | 1999-11-30 | Massachusetts Institute Of Technology | Combustion of nanopartitioned fuel |
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 |
US6240883B1 (en) * | 1999-07-23 | 2001-06-05 | Quantum Energy Technologies | Sub-critical water-fuel composition and combustion system |
US6402939B1 (en) | 2000-09-28 | 2002-06-11 | Sulphco, Inc. | Oxidative desulfurization of fossil fuels with ultrasound |
US6487994B2 (en) * | 1999-07-23 | 2002-12-03 | Supercritical Combustion Corporation | Sub-critical water-fuel composition and combustion system |
US20030085135A1 (en) * | 1997-12-16 | 2003-05-08 | Lynntech, Inc. | Water sources for automotive devices |
US20040103859A1 (en) * | 2002-11-29 | 2004-06-03 | Michael Shetley | Diesel emission and combustion control system |
EP1477550A1 (en) | 2003-05-16 | 2004-11-17 | Intevep S.A. | Surfactant package and water in hydrocarbon emulsion using same |
EP1616933A2 (en) | 2000-05-05 | 2006-01-18 | Intevep SA | Water in hydrocarbon emulsion useful as low emission fuel and method for forming same |
US20160222878A1 (en) * | 2013-09-25 | 2016-08-04 | Yehuda Shmueli | Internal combustion engine using a water-based mixture as fuel and method for operating the same |
US20180086996A1 (en) * | 2016-09-23 | 2018-03-29 | Karl Jens Steiro | Hydro-fuel, method of manufacture and method of operating a diesel engine |
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US7704288B2 (en) | 2000-05-05 | 2010-04-27 | Intevep, S.A. | Water in hydrocarbon emulsion useful as low emission fuel and method for forming same |
US6402939B1 (en) | 2000-09-28 | 2002-06-11 | Sulphco, Inc. | Oxidative desulfurization of fossil fuels with ultrasound |
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US20160222878A1 (en) * | 2013-09-25 | 2016-08-04 | Yehuda Shmueli | Internal combustion engine using a water-based mixture as fuel and method for operating the same |
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