GB2481980A - I.c. engine in which water is recovered from the exhaust and re-used - Google Patents

I.c. engine in which water is recovered from the exhaust and re-used Download PDF

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Publication number
GB2481980A
GB2481980A GB1011694.5A GB201011694A GB2481980A GB 2481980 A GB2481980 A GB 2481980A GB 201011694 A GB201011694 A GB 201011694A GB 2481980 A GB2481980 A GB 2481980A
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United Kingdom
Prior art keywords
engine
water
power
derive
recovered
Prior art date
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Withdrawn
Application number
GB1011694.5A
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GB201011694D0 (en
Inventor
Matthew P Wood
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Individual
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Individual
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Priority to GB1011694.5A priority Critical patent/GB2481980A/en
Publication of GB201011694D0 publication Critical patent/GB201011694D0/en
Publication of GB2481980A publication Critical patent/GB2481980A/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/005—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for draining or otherwise eliminating condensates or moisture accumulating in the apparatus
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • 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
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • F02M25/0222—Water recovery or storage
    • 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
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/22—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a condensation chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P9/00—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00
    • F01P9/02—Cooling by evaporation, e.g. by spraying water on to cylinders
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

An i.c. engine, eg an Otto cycle engine or a compression-ignition engine, has an exhaust water recovery system 16, eg connected to the outlet of the muffler 14, to provide water to the engine eg to derive power or for cooling. The water recovery system 16 may comprise a heat exchanger 18, water store 34 and pump 19. Water may be injected directly into the combustion chamber 3 via a nozzle 40 and may then evaporate into steam providing a power stroke and reducing temperatures in the combustion chamber. For every four cycles of the engine, fuel may be used to power three cycles and steam alone used to power the fourth. The fuel may be injected together with recovered water.

Description

An Engine The present invention relates to an internal combustion engine and specifically, but not exclusively, to a piston engine.
It is known to inject water into the cylinder of an internal combustion engine, with fUel andlor air, to lower the temperature of combustion, so as to lower the formation of nitrogen oxide emissions. In addition, the water injection increases the mass flow through the engine, providing increased power output and efficiency.
Such an arrangement and method is disclosed in US 5,937,799 (BINION).
However, due to the relatively large weight and volume of water, it is not practical to store sufficient water on a vehicle to use this method of water injection.
In addition, the weight of the stored water adversely affects the perfonnance of the vehicle, acting to negate any performance benefits obtained by the water injection.
Embodiments of the present invention seek to overcome the above problems.
According to a first aspect of the invention there is provided an internal combustion engine characterised in that the engine comprises a water recovery means arranged to recover water from an exhaust gas of the engine and that the engine is arranged to use water recovered by the water recovery means.
This is advantageous in that water may be provided to the engine, for example to derive power and/or cool the engine without requiring a water supply, resulting in a large weight saving and an increase in practicality.
Preferably the engine is arranged to derive power from water recovered by the water recovery means.
Preferably the engine is arranged to derive power from steam produced from water recovered by the water repovery means.
Preferably the internal combustion engine comprises at least one piston and at least one combustion chamber and the water recovery means is arranged to provide the recovered water to the combustion chamber such that steam produced by the recovered water acts to drive the at least one piston.
Preferably the water recovery means is arranged to provide the recovered water to the combustion chamber on a compression stroke of the at least one piston.
Preferably the engine is arranged such that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam from water recovered by the water recovery means to derive its power.
This is advantageous in that it reduces fuel consumption, as steam is used instead of fuel to power the engine for a cycle of the engine.
A further advantage is that the recovered water significantly cools the combustion chamber through the latent heat of vaporisation of the liquid water to steam. In subsequent engine cycles which use fuel to power the engine, the temperature of the compressed fuel/air mixture during the compression stroke is therefore lower, which permits increased pressure ratios while avoiding pre-ignition.
Furthermore, the lower temperature of compression promotes increased mass flow through the engine for increased power output and efficiency.
A yet further advantage is that the temperature of combustion is lowered, thereby lowering the formation of nitrous oxide emissions.
Preferably the engine is arranged such that for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
Preferably the cycle of the engine which uses steam to derive its power does not use fuel to derive its power. Alternatively, the engine may be arranged such that water recovered from the water recovery means and fuel are both provided to the combustion chamber in the same engine cycle.
Preferably the engine is arranged to be cooled by water recovered by the water recovery means.
This lowers the compression temperature and so provides the above described advantages.
Preferably the water recovery means comprises a heat exchanger arranged to cool the exhaust gas.
According to a second aspect of the invention there is provided a vehicle comprising an engine according to the first aspect of the invention.
According to a third aspect of the invention there is provided a method of using an engine comprising the steps of recovering water from an exhaust gas of an engine and using the recovered water with the engine.
Preferably the method comprises the step of deriving engine power from water recovered by the water recovery means Preferably the method comprises the step of deriving engine power from steam produced from water recovered by the water recovery means.
Preferably the internal combustion engine comprises at least one piston and at least one combustion chamber and the recovered water is provided to the combustion chamber such that steam produced by the recovered water acts to drive the at least one piston.
Preferably the recovered water is provided to the combustion chamber on a compression stroke of the at least one piston.
Preferably one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam from water recovered by the water recovery means to derive its power.
Preferably for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
Preferably the cycle of the engine which uses steam to derive its power does not use fuel to derive its power. Alternatively, water recovered from the water recovery means and fuel may both be provided to the combustion chamber in the same engine cycle.
Preferably the engine is cooled by water recovered by the water recovery means.
Preferably the water recovery means comprises a means for injecting water into the combustion chamber. In this case, water recovered from the water recovery means is preferably injected into the combustion chamber.
According to a fourth aspect of the invention there is provided an internal combustion engine characterised in that the engine is arranged such that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam to derive its power.
This is advantageous in that it reduces fuel consumption, as steam is used instead of fuel to power the engine for a cycle of the engine.
Preferably the engine is arranged such that for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
Preferably the cycle of the engine which uses steam to derive its power does not use fuel to derive its power. Alternatively, the engine may be arranged such that water recovered from the water recovery means and fuel are both provided to the combustion chamber in the same engine cycle.
According to a fifth aspect of the invention there is provided a method of powering an engine characterised in that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam to derive its power.
Preferably for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
Preferably the cycle of the engine which uses steam to derive its power does not use fuel to derive its power. Alternatively, water recovered from the water recovery means and fuel may both be provided to the combustion chamber in the same engine cycle.
The internal combustion engine may be of any suitable type, including a piston engine or rotary engine.
The internal combustion engine may be a four stroke engine or a two stroke engine.
Preferably the engine is a vehicle engine.
All of the features described herein may be combined with any of the above aspects, in any combination.
For a better understanding of the invention, and to show how embodiments of the same may be carried into effect, reference will now be made, by way of example, to the accompanying diagrammatic drawings in which: Figure 1 shows a schematic representation of an engine according to the present invention.
Referring to Figure 1 there is shown a vehicle engine I. The engine 1 comprises at least one engine cylinder unit 35 comprising a cylinder 30, a cylinder head 2 and a piston 4. The dylinder 30 has a combustion chamber 3 provided therein. The piston 4 is provided within the combustion chamber 3 and is arranged for reciprocal motion within the combustion chamber 3.
The cylinder head 2 is provided with inlet and exhaust ports 31, 32. The inlet and exhaust ports 30, 31 are respectively provided with inlet and exhaust valves 5, 9, which open and close the respective ports 31, 32.
An air supply 6 is connected to the inlet port 31 by an air line 33.
A fuel injector is disposed in the inlet port 31. The fuel injector comprises a nozzle 32 connected to a fuel supply 8 by a fuel line 37 via a pump 36. The fuel in the described embodiment is petrol. However, it will be appreciated that any suitable fuel may be used.
A conduit 38 connects the exhaust port 32 to a turbo-charger 11, the turbo-charger 11 to a catalytic convertor 13 and the catalytic convertor 13 to a muffler 14.
The cylinder head 2 is provided with a pair of spark plugs 15.
For the first three cycles of every four cycles of the engine, fuel is used to power the engine, with the engine operating the Otto four-stroke cycle known in the art, which will be briefly described as follows.
The inlet valve S starts in an open position and the exhaust valve 9 is closed.
The piston 4 starts at a top dead centre position and descends from the top to the bottom of the cylinder 30, reducing the pressure inside the combustion chamber 3.
Air from the air supply 6 is forced by atmospheric (or greater) pressure, through the intake port 31. Fuel from the fuel supply 8 is injected into this air supply resulting in a mixture of air and fuel passing into the combustion chamber 3. This will be referred to as the intake stroke.
Both the inlet and exhaust valves 5, 9 are then closed and the piston 4 returns to the top of the combustion chamber 3, thereby compressing the fuel-air mixture. This will be referred to as the compression stroke.
In the current embodiment the engine 1 is an Otto cycle engine. While the piston 4 is close to top dead centre, the compressed air-fuel mixture is ignited by the spark plugs 15. Alternatively, the engine 1 may be a compression ignition engine. In this case, the compressed air-fuel mixture is ignited by the heat and pressure of the compression during the compression stroke, instead of by the spark plugs, and the fuel is injected into the combustion chamber towards the end of the compression stroke.
The force of the combustion of the fuel-air mixture drives the piston 4 back down toward bottom dead centre with a large degree of force and provides motive force to the vehicle. This will be referred to as the power stroke.
The piston 4 then returns to top dead centre while the exhaust valve 9 is open. This action exhausts the products of combustion from the combustion chamber 3 by pushing the spent fuel-air mixture through the exhaust valve 9. This will be referred to as the exhaut stroke.
The turbo-charger 11 comprises a turbine and a compressor on a shared shaft. The turbine is driven by the exhaust gas from the exhaust port 32 and in turn drives the compressor. The compressor draws in ambient air from an ambient air supply 17 and pumps it to the inlet port 31 at increased pressure, resulting in a greater increase mass or air entering the combustion chamber 3 on the intake stroke.
The exhaust gas then passes to the muffler 14 via catalytic convertor 13.
As is known in the art, and is not shown here, the piston 4 is connected by a crank mounted on a crankshaft such that the reciprocating motion of the piston 4 rotatably drives the crankshaft. The crankshaft is connected to a drive-shaft of the vehicle via a transmission. A flywheel is mounted on the crankshaft. The inertia of the flywheel maintains the reciprocating motion of the piston during the non-powered strokes of the piston, i.e. the intake, compression and exhaust strokes.
Where the engine comprises more than one of said engine cylinder units 35, the cycles of the piston 4 of each engine cylinder unit 35 may be arranged to be out of phase with each other such that no flywheel is required, as at least one of the engine cylinder units 35 is always on a power-stroke.
The above described engine cycle is well known and so will not be described in any more detail.
An outlet of the muffler 14 is connected to a water recovery system 16. The water recovery system 16 comprises a heat exchanger 18, a water store 34 and a pump 19. The water store 34 is connected by a water line 39 to a water nozzle 40 provided within the combustion chamber 3. A suitable water recovery system is as described in US patent application, publication no. 2002/0148221 (JAOTOYEN), The exhaust gases from the muffler 14 are typically at temperatures up to about 400 to 500 degrees Celsius. The exhaust gases pass from the muffler 14 to the heat exchanger 18. The heat exchanger 18 cools the exhaust gases to below the dew point. Water then condenses out of the exhaust gases and is stored in the water store 34.
This is advantageous in that water may be provided to the engine, for example to derive power and/or cool the engine without requiring a water supply, resulting in a large weight saving aM an increase in practicality.
If further cooling is required (e.g. in a desert environment), the exhaust gases may be further cooled by refrigeration, utilizing, for example, an air-conditioning system of the vehicle.
Any heat exchanger known in the art may be used to collect water fron the hot exhaust gases, including systems based on ceramic, graphitic, inconel or other systems.
For the fourth engine cycle, the inlet valve 5 is opened and the exhaust valve 9 is closed. The piston 4 starts at a top dead centre piston and descends from the top to the bottom of the combustion chamber 3, reducing the pressure inside the combustion chamber 3.
Both the inlet and exhaust valves 5, 9 are then closed and the piston 4 returns to the top of the combustion chamber 3. Water is pumped from the water supply 34 via the pump 19 and is injected, in the form of water droplets, through the water nozzle 40 into the combustion chamber 3.
Due to the high temperature of the combustion chamber, resulting from the combustion occurring in the previous three engine cycles, the injected water evaporates into steam. The expansion of the steam drives the piston 4 back down toward bottom dead centre with a large degree of force, providing the power stroke of the cycle.
No fuel is used in this cycle. This is advantageous in that fuel consumption is reduced by approximately 25%, as no fuel is used for every fourth engine cycle.
The exhaust valve 9 is then opened and the piston 4 then returns to top dead centre. This action exhausts any residual steam from the combustion chamber 3, through the exhaust port 32.
This is advantageous in that waste heat in the combustion chamber 3 is converted to motive power by the steam.
The above described four engine cycles are then repeated.
A further advantage is that the water injection significantly cools the combustion chamber 3 through the latent heat of vaporisation of the liquid water to steam. In the next three (fuel powered) engine cycles this therefore lowers compression temperatures, which permits increased pressure ratios while avoiding pre-ignition.
Furthermore, the lower temperature of compression promotes increased mass flow through the engine for increased power output and efficiency.
A yet further advantage is that the temperature of combustion is lowered, thereby lowering the formation of nitrous oxide emissions.
It will be appreciated that different numbers and orders of the fuel and steam powered engine cycles may be used, and the invention is not limited to the number and order of cycles described above.
Alternatively, or additionally, when fuel is injected into the combustion chamber 3, the water recovered by the water recovery means may also be injected into the combustion chamber 3.
This lowers the compression temperature and so provides the above described advantages.
Only one engine cylin4er unit 35 is illustrated and described in the above embodiment. However, it will be appreciated that the engine may comprise a plurality of such engine cylinder units 35, It will also be appreciated that, although a four-stroke engine is described, the invention is also applicable to two-stroke engines. Similarly, the engine may be of any suitable type, including a piston engine or rotary engine and is not limited to vehicle engines.
The above embodiment is described by way of example. Many variations are possible without departing from the invention.

Claims (29)

  1. Claims 1. An internal combustion engine characterised in that the engine comprises a water recovery means arranged to recover water from an exhaust gas of the engine and that the engine is arranged to use water recovered by the water recovery means.
  2. 2. An internal combustion engine according to claim 1 wherein the engine is arranged to derive power from water recovered by the water recovery means.
  3. 3. An internal combustion engine according to either of claims I or 2 wherein the engine is arranged to derive power from steam produced from water recovered by the water recovery means.
  4. 4. An internal combustion engine according to claim 3 wherein the internal 0 combustion engine comprises at least one piston and at least one combustion chamber and the water recovery means is arranged to provide the recovered water to the combustion chamber such that steam produced by the recovered water acts to drive the at least one piston.
    0. . +
  5. 5. An internal combustion engine according to claim 4 wherein the water recovery means is arranged to provide the recovered water to the combustion chamber on a compression stroke of the at least one piston.
  6. 6. An internal combustion engine according to any preceding claim wherein the engine is arranged such that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam from water recovered by the water recovery means to derive its power.
  7. 7. An internal combustion engine according to claim 6 wherein the engine is arranged such that for every four cycles of the engine, the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
  8. 8. An internal combustion engine according to either of claims 6 or 7 wherein the cycle of the engine which uses steam to derive its power does not use fuel to derive its power.
  9. 9. An internal combustion engine according to any preceding claim wherein the engine is arranged to be cooled by water recovered by the water recovery means.
  10. 10. An internal combustion engine according to any preceding claim wherein the water recovery means comprises a heat exchanger arranged to cool the exhaust gas.
  11. 11. A vehicle comprising an engine according to any of claims 1 to 10.
  12. 12. A method of using an engine comprising the steps of recovering water from an exhaust gas of an engine and using the recovered water with the engine.
  13. 13. A method of using an engine according to claim 12 comprising the step of deriving engine power from water recovered by the water recovery means.
  14. 14. A method of using an engine according to claim 13 comprising the step of deriving engine power from steam produced from water recovered by the water r recovery means.
  15. 15. A method of using an engine according to claim 14 wherein the engine C comprises at least one piston and at least one combustion chamber and the o recovered water is provided to the combustion chamber such that steam produced by the recovered water acts to drive the at least one piston.
  16. 16. A method of using an engine according to claim 15 wherein the recovered water is provided to the combustion chamber on a compression stroke of the at least one piston.
  17. 17, A method of using an engine according to any of claims 12 to 15 wherein one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam from water recovered by the water recovery means to derive its power.
  18. 18. A method of using an engine according to claim 17 wherein for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
  19. 19. A method of using an engine according to either of claims 17 or 18 wherein the cycle of the engine which uses steam to derive its power does not use fuel to derive its power.
  20. 20. A method of using an engine according to any of claims 12 to 19 wherein the engine is cooled by water recovered by the water recovery means.
  21. 21. An internal combustion engine characterised in that the engine is arranged such that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam to derive its power.
  22. 22. An internal combustion engine according to claim 21 wherein the engine is arranged such that for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam from water recovered by the water recovery means to derive its power.
  23. 23. An internal combustion engine according to either of claims 21 or 22 wherein the cycle of the engine which uses steam to derive its power does not use fUel to derive its power.
  24. 24. A method of powering an engine characterised in that one cycle of the engine uses fuel to derive its power and another cycle of the engine uses steam to C derive its power.o
  25. 25. A method of powering an engine according to claim 24 characterised in that for every four cycles of the engine the engine uses fuel to derive its power for the first three cycles and, for the fourth cycle, the engine uses steam to derive its power.
  26. 26. A method of powering an engine according to either of claims 24 or 25 wherein the cycle of the engine which uses steam to derive its power does not use fuel to derive its power.
  27. 27. An internal combustion engine substantially as described herein with reference to the accompanying drawings.
  28. 28. A vehicle substantially as described herein with reference to the accompanying drawings.
  29. 29. A method of using an engine substantially as described herein with reference to the accompanying drawings.
GB1011694.5A 2010-07-12 2010-07-12 I.c. engine in which water is recovered from the exhaust and re-used Withdrawn GB2481980A (en)

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Application Number Priority Date Filing Date Title
GB1011694.5A GB2481980A (en) 2010-07-12 2010-07-12 I.c. engine in which water is recovered from the exhaust and re-used

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GB201011694D0 GB201011694D0 (en) 2010-08-25
GB2481980A true GB2481980A (en) 2012-01-18

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2992021A1 (en) * 2012-06-18 2013-12-20 IFP Energies Nouvelles INTERNAL COMBUSTION ENGINE ASSOCIATED WITH A RANKINE CYCLE CLOSED CIRCUIT AND A WATER INJECTION CIRCUIT FOR THE INTAKE OF THE ENGINE
WO2014206892A1 (en) * 2013-06-28 2014-12-31 Robert Bosch Gmbh Apparatus and method for reducing the pollutants and/or fuel consumption of an internal combustion engine
CN108350741A (en) * 2015-08-31 2018-07-31 沃伊切赫·加伊-牙布隆斯基 Hydrogen engine and hydrogen fuel production method for its power supply
US10934894B2 (en) 2015-12-11 2021-03-02 Hieta Technologies Limited Inverted brayton cycle heat engine

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FR2992021A1 (en) * 2012-06-18 2013-12-20 IFP Energies Nouvelles INTERNAL COMBUSTION ENGINE ASSOCIATED WITH A RANKINE CYCLE CLOSED CIRCUIT AND A WATER INJECTION CIRCUIT FOR THE INTAKE OF THE ENGINE
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JP2014001734A (en) * 2012-06-18 2014-01-09 IFP Energies Nouvelles Internal combustion engine with combination of rankine cycle closed loop and water infusion circulation path into engine intake device
WO2014206892A1 (en) * 2013-06-28 2014-12-31 Robert Bosch Gmbh Apparatus and method for reducing the pollutants and/or fuel consumption of an internal combustion engine
CN108350741A (en) * 2015-08-31 2018-07-31 沃伊切赫·加伊-牙布隆斯基 Hydrogen engine and hydrogen fuel production method for its power supply
US10934894B2 (en) 2015-12-11 2021-03-02 Hieta Technologies Limited Inverted brayton cycle heat engine

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