WO2004007933A2

WO2004007933A2 - Configuration and method for operating an engine

Info

Publication number: WO2004007933A2
Application number: PCT/ZA2003/000074
Authority: WO
Inventors: Nicholas Mark Brown
Original assignee: Nicholas Mark Brown
Priority date: 2002-07-16
Filing date: 2003-06-05
Publication date: 2004-01-22
Also published as: AU2003281090A8; AU2003281090A1; WO2004007933A3

Abstract

The invention provides for a fuel combustion powered engine and associated equipment configured to include a water inlet means, a preheating means (22) for preheating the water from the water inlet means to a temperature above 50°C, typically above 80°C, usually above 88°C, a high pressure pump means (20) for pumping the preheated water, a heating means (26) for heating the preheated water to above 225°C, typically above 650°C; and a superheating means (28) for heating the heated water to above 1000°C, typically above 1200°C, usually about 2000°C at the engine fuel introduction point (30).

Description

CONFIGURATION AND METHOD FOR OPERATING AN ENGINE

Field of the Invention

The invention relates to a configuration and a method of operating an engine. I n p articular, the invention relates to improving the power output and reducing the fuel consumption of an engine.

Background to the Invention

The inventor is aware that there is a need for an engine configuration and a method of operating an engine to obtain increased power and/or improved fuel consumption. This is becoming increasingly important as the fuel price increases and ecological concerns over green house gasses begin to take centre stage.

The inventor has further recognized that the increased power output and/or improved fuel consumption should be achieved without altering the cylinder capacity of the engine.

With the above in mind, and after extensive experimentation, the inventor proposes the following invention.

Summary of the Invention

The invention provides a fuel combustion powered engine and associated equipment configured as follows: water inlet means; preheating means for preheating the water from the water inlet means to a temperature above 50°C, typically above 80°C, usually above 88°C; - high pressure pump means for pumping the preheated water; heating means for heating the preheated water to above 225°C, typically above 650°C; and superheating means for heating the heated water to above 1000°C, typically above 1200°C, usually about 2000°C at the engine fuel introduction point.

The engine may be a compression ignition engine i.e. a CI engine.

The fuel introduction point may be a fuel injection point or points of the CI engine.

The preheating means may be the hot water of the radiator.

In one embodiment, the preheating means is in the form of a stainless steel tube with a secondary tube over it creating a cavity between the two and sealed from each other. This is a pre-heater which operates as follows: the inner or first tube is connected in line with the primary radiator hose so hot radiator water flows through it on its way to cool the engine.

The radiator water does not enter the second tube around the inner tube, the radiator water runs at approximately 88 degrees C, thereby heating the contents of the second or outer tube to plus minus 88 degrees C. Water from the high pressure pump is passed through this heat exchanger that is in the area the second tube creates between itself and the first tube, so the high pressure water is heated by means of the heat from the radiator.

The high pressure pump means may be a diesel injector type pump.

The high pressure pump may, in one embodiment, be capable of delivering pressures up to 270 bar. The pump needs to be resistant to water i.e. rust and corrosion associated with water, it can be made in various forms i.e. piston, gear, or other such designs capable of producing that pressure with an inbuilt system that can offload the pressure when no flow occurs i.e. when vehicle is at idle.

Two systems are being considered a gear pump that is Teflon coated and a ceramic piston pump.

The high pressure pump may be powered by 12 volt DC and delivering 3ml of water per second.

The heating means may use the exhaust gasses generated by the running of the engine.

In one embodiment the heater is manufactured the same as the pre- heater however high pressure pre-heated water is passed through it and it is mounted in line with the exhaust pipe, where temperatures of up to 650°C are attained, so lifting the temperature of the high pressure water to approximately

400°C.

A flow control valve may be fitted between the pre-heater and the superheater.

The flow control valve may be a high pressure valve manufactured from stainless steel that operates on a needle and seat basis to allow carefully metered flow of the heated high pressure water.

The flow control valve may be linked to the vehicles existing accelerator system and is set up so it can be disconnected when the water system is fully functional. An electric solenoid may be used to link the accelerator to the vehicles original fuel control system, which is disconnected to make the original fuel system inoperable.

In the case of a diesel engine the injector pump is left at idle setting and it continues to deliver fuel to the engine, this is necessary as the injector pump needs diesel for cooling and lubrication.

In the case of a petrol fuel injection system the delivery pump may be switched off so no fuel is delivered.

In the case of a carburetor system the accelerator linkage is disconnected and the carburetor linkage returns to idle position allowing a small amount of fuel to be used.

All of these systems can be improved, so the water system becomes more efficient.

The superheating means may be electric resistance heating.

The electric resistance heating may be by way of a steel pipe located in a ceramic jacket with resistance wire coiled around the ceramic jacket.

The electric resistance heating may be by way of a titanium pipe located in a ceramic jacket with resistance wire coiled around the ceramic jacket.

The steel or titanium pipe may have relatively small inner diameter, typically about 1 mm with a wall thickness of about 3 mm, while the ceramic jacket has a relatively larger inner diameter of about 7 mm with a wall thickness of about 7 mm. The resistance heating element may be an aluminium anodising element operating at 40 A at 14.2 V or 220 VAC at 4.5 A.

The superheating means may be rated at above 270 Bar operating pressure.

The superheating means may be made up from any material that is resistant to hydrogen and is capable of withstanding pressures up to 270 bar. Some of the materials that can be used are tungsten, ceramic in a steel tube, or some plastics.

A heating method is used to bring the pressurized water to 2000°C or above, some of which methods that, can be used include:-

1. A tungsten filament suspended in a tube of tungsten or ceramic or plastic that operates at 3200°C using power supplied from the vehicles electrical system or any other mobile system used or carried in a vehicle.

2. A series of arcs again inside a tube where temperatures are in the region of 3200°C, also using power carried by the vehicle.

3. Using light through focus optics and parabolic reflectors through a condenser lens onto a tungsten tube bringing the contents of the tube to 2100°C or more, again power carried by the vehicle is utilized.

4. Resistant heating whose wire is wound around a tungsten insulated tube capable of bringing the temperature of the contents up to 2100°C or more, again power is used supplied by the vehicle. There are various systems that can supply electrical power, they being solar energy, fuel cell, vehicles alternator or generator and even power generated by the wheels in contact with the road.

An Injector nozzle may be provided for injecting the superheated water into the inlet manifold.

The injector is the final stage in the system which now delivers hydrogen and oxygen to the e ngine by means of the inlet system. The n ozzle may be much like conventional nozzles in design, that are used on motor vehicles, the only requirement being the type of materials it is manufactured from.

These need to be able to withstand temperatures in excess of 2100°C at pressures up to 270 Bar. Additionally, the nozzles need to be resistant to hydrogen.

Some materials that are available are tungsten, Teflon, porcelain and ceramics, there may be other materials that can be used.

The invention extends to a method of operating an engine, said method including the injection of water into the inlet manifold, the method including the steps of: heating the water to be injected into the manifold in one or more stages up to a temperature of at least 1000°C, typically above 1200°C, usually about 2000°C; and injecting the thus heated water into the manifold together with fuel in a desired ratio, thereby to achieve combustion of the water-fuel mixture with oxygen or an air-oxygen mixture.

The method may include heating the water in three stages:- preheating the water to above 50°C, typically above 80°C, using the heat from the radiator; heating the water from the preheating temperature to above 225°C, typically above 650 °C using the heat of the exhaust gasses; and - superheating the water from the heated temperature to above 1000°C, typically above 1200°C, usually about 2000°C using an external heat source, for example, electric resistance heating.

The method may include injecting the superheated water into the manifold at a pressure of about 270 Bar.

In one embodiment, the engine may be a diesel engine (compression- ignition) and the fuel is thus diesel.

The method may include metering the water to be injected to maintain a ratio of from 1 :5 by mass of wateπdiesel up to 1 :1 by mass of wateπdiesel, typically about 1 :2 by mass wateπdiesel.

The inventor believes that by superheating the water hydrogen is liberated from the water and that this has a similar effect as the injection of hydrogen together with fuel. The i nventor also believes that by s uperheating the water, hydrogen is being liberated locally at the point of use from an inert substance i.e. water and thus, unlike present hydrogen powered vehicle systems, there is no need to transport dangerous quantities of hydrogen gas.

It is to be appreciated from this specification that the invention may also be used on a turbine engine.

It is further to be appreciated from the specification that pumps, high pressure or otherwise may be utilized at any stage of the heating process of the water. Examples of Use of the Invention

The invention will now be described, by way of non-limiting example only, with reference to the following examples.

Example 1

Test l

A Mercedes 300 D 123 series vehicle, manual transmission was tested on diesel fuel only at a speed of 100 km/h for 40 km's and was found to have fuel consumption of 10 I diesel per 100 km's (extrapolated).

Test 2

The above vehicle was then tested using water to which soluble oil had been added in minor quantities as a corrosion inhibitor i.e. Fuch's soluble oil.

The water was preheated using the radiator heat and then heated to 65°C prior to injection into the engine.

The water reached temperatures of 800°C in the engine.

Over a distance of 40 km's at 100km/h the consumption of diesel was reduced to 7.5 I diesel per 100 km and 2.5 I of the water at 65°C.

Test 3

The above vehicle was then tested using water to which soluble oil had been added in minor quantities as a corrosion inhibitor i.e. Fuch's soluble oil. The water was preheated using the radiator heat and then heated in the heater at 65 °C i.e. not the water temperature but the heater temperature, prior to injection into the engine.

Over a distance of 40 km's at 100km/h the consumption of diesel was reduced to 8 I diesel per 100 km and 3 I of the water.

The torque of the engine, as experienced by the driver, was felt to be improved over the range of acceleration from o to 140 km/h.

Example 2

The vehicle described in Example 1 was operated to test the advantages in power as well as fuel efficiency.

The vehicle was run for 10 minutes on diesel at 60 km/h on a dynamometer. The initial power reading was 16 kW and this increased to 19 kW as the resistance was increased over the test.

The fuel consumed was 1.35 I of diesel over 10 km i.e. 13.5 I per 100 km if extrapolated.

The vehicle was then run on a roughly 1 :2 by volume of water to diesel for a period of 3 minutes and the initial power reading was 21 kW which increased to 23 kW as the resistance was increased over the test.

The test consumed 0.35 I of diesel which extrapolates to 11.65 diesel per 100 km. Example 2:

Test 2

Mercedes 300D 123 series.

Tested at sea-level. Weather moderate S-E wind. Temperature 21 °C. Road conditions good. Light hills and dips over 40 km.

The initial test was with diesel fuel only, run over a 40 km stretch of road in both directions at an average of 100 km/h. The test showed that the vehicle consumed diesel at a rate of 11.11 liters per 100 km.

The test was then run with the water system operating over the same road and the same distance under the same weather conditions and the following results were recorded.

The vehicle consumed 8.35 per 100 km a nd 3.24 liters of water, showing the reduction in the use of diesel fuel by 33%, the best result obtained with this configuration.

The water flow was reduced and the test run the same day, 1 hour later weather conditions still prevailing and the vehicle consumed 8.55 liters of diesel and 2.75 liters of water, showing a reduction of 29.9% use of diesel.

Exhaust operating temperature recorded at heat exchanger was 650°C. Thus, water was b eing i njected at 625°C as a result of heat l oss from exchanger to injection point. Temperatures were read by means of a pyrometer attached at various points in heat exchanger and injector, we however could not read Manifold temperatures.

Example 3: Test 3

This test was conducted in Cape Town under extreme driving conditions involving town driving and open road, steep gradients and passes. Some of these passes exhorted heavy vehicles to engage lowest gears to navigate these passes.

The total distance of each test in diesel only then in diesel and water was 132 km. The tests were run over the same road under the same weather conditions with the traffic condition being very similar. The maximum speed attained with diesel was 147 km/h reading on the speedometer.

The following results and observations were made: Number of observers including driver: 3

Liters of diesel consumed: 17.8 I

During the test hard acceleration was applied to ascertain the performance of the vehicle and to the use of fuel. It was noted that in one particular pass it was necessary to change down to 2^nd gear and the majority of vehicles on the road at that time showed better ability to climb the pass. 2 hours later the same section of road was driven by using diesel and water.

At the end of the test the vehicle used 14.7 liters of diesel and 4.75 liters of water. The maximum speed we attained on the vehicle was 160 km/h and we feel it could have exceeded it by perhaps 5 km/h but were concerned as we were exceeding manufacturers rpm setting on the engine. Therefore, the injector pump was also over revving. On the same pass that it was necessary to change to 2^nd gear, we only went down to 3^rd gear and were able to maintain pace with the majority of the vehicles climbing the pass at that time. On both occasions it was ascertained that vehicles of the same ability and performance were present were present at the time. We concluded that there was a measurable amount if extra power experienced and accelerator and gear positions were compared on both occasions at specific places and circumstances. Whilst running with the water configuration it was noted that engine temperature on the average was 5° C cooler.

Another option for the super heater that is required to do the final conversion of water to hydrogen is made up of a tube of tungsten 5.3 mm inside diameter and 60 mm long, suspended inside is a tungsten filament capable of producing 104 000 calories maximum in order of 3400°C but 2100°C is needed. It should be noted that any material resistant to hydrogen at high temperatures can be used, it does not have to be tungsten.

The above examples are by way of indication only and were not conducted according to scientific principles.

DETAILED DESCRIPTION OF DRAWINGS

An aspect of the invention will now be illustrated by means of a non-limiting drawing.

Figure 1 shows a drawing of a particular embodiment of the superheater.

Figure 2 shows a graphical representation of the engine in flow chart form.

With reference to Figure 2, water is pumped from the water tank 24 to the preheating m eans 22 by a h igh p ressure p ump 20, The p reheating m eans 22 heats the water to a temperature above 50°C. The water is usually heated by the preheating means 22 to a temperature above 88°C. A high pressure pump (not shown) then pumps the water through a flow control valve 23 to a heating means 26. The heating means heats the water to a temperature above 650°C. The heated water is then pumped to a superheater 28. The superheater 28 heats the water to a temperature above 2000°C.

Superheated water is then advanced to an injector nozzle 30 which injects the superheated water into the inlet manifold of the engine (not Shown)

In Figure 1 , reference numeral 10 generally refers to a superheating means

The superheating means 10 is a tungsten filament 16 suspended in a tube of tungsten 12 and connected on one end to a fluted area 18. The superheating means 10 operates at 3200°C using power supplied from the vehicles electrical system (not shown) or any other mobile system used or carried in a vehicle and is connected thereto by means of an insulated plug 14.

The superheating means 10 is rated at above 270 Bar operating pressure.

It is to be appreciated that the superheater 10 can be manufactured from any material resistant to hydrogen. Examples of other suitable material would be ceramic in a steel tube or a plastic material.

Claims

1. A fuel combustion powered engine and associated equipment including; - a water inlet means; a preheating means for preheating water from the water inlet means to a temperature above 50°C a high pressure pump means for pumping the preheated water; a heating means for heating the preheated water to above 225°C; and - a superheating means for heating the heated water to above 1000°C, at the engine fuel introduction point.

2. A fuel combustion powered engine and associated equipment as claimed in claim 1 , wherein the preheating means heats the water to a temperature above 80°.

3. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the preheating means heats the water to a temperature above 88°.

4 A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the heating means heats the preheated water to a temperature above 650°.

5. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the superheating means heats the heated water to a temperature above 1200° at the engine fuel introduction point.

6. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the superheating means heats the heated water to a temperature above 2000° at the engine fuel introduction point.

7. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the preheating means includes hot water of a radiator of the associated equipment

8. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the preheating means is in the form of an inner or first stainless steel tube with a secondary tube over it creating a cavity between the two and sealed from each other.

9. A fuel combustion powered engine and associated equipment as claimed in claim 8, wherein the inner or first tube is connected in line with the primary radiator hose so hot radiator water flows through it on its way to cool the engine.

10. A fuel combustion powered engine and associated equipment as claimed in claim 9 wherein the radiator water running at approximately 88°C indirectly heats the contents of the second or outer tube to close to 88°C and thereby forms a heat recovery mechanism.

11. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein water from the high pressure pump is passed through the heat recovery mechanism as created by said first and second tube.

12. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the high pressure pump means is a diesel injector type pump.

13. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the high pressure pump is capable of delivering pressures up to 270 bar.

14. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the pump is selected from a set of pumps including a piston pump, gear pump, and other positive displacement pumps capable of p roducing the desired pressure and further provided with a system that releases overpressure when no flow occurs such as when a vehicle is at idle.

15. A fuel combustion powered engine and associated equipment as claimed in claim 14, wherein the gear pump is Teflon coated and a ceramic piston pump.

16 A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the high pressure pump is powered by 12 volt DC and delivers 3ml of water per second.

17. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the heating means uses the exhaust gasses generated by the running of the engine for the heating of the water.

18. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the heater is in the form of an inner or first stainless steel tube with a secondary tube over it creating a cavity between the two and sealed from each other.

19. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the heater has high pressure preheated water passed through it.

20. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the heater is mounted in line with the exhaust pipe, where temperatures of up to 650°C are attained, so lifting the temperature of the high pressure water to approximately 400°C.

21. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein a flow control valve is fitted between the pre-heater and the superheater.

22 A fuel combustion powered engine and associated equipment as claimed in claim 21 , wherein the flow control valve is a high-pressure valve manufactured from stainless steel that operates on a needle and seat basis to allow carefully metered flow of the heated high pressure water.

23. A fuel combustion powered engine and associated equipment as claimed in any one of claims 21 or 22 or, wherein the flow control valve is linked to the vehicles existing accelerator system and is set up so it can be disconnected when the water system is fully functional.

24. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein an electric solenoid is used to link the accelerator to the vehicle's original fuel control system, which is disconnected to make the original fuel system inoperable.

25. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, when used with a diesel engine, wherein the injector pump is left at idle setting and it continues to deliver fuel to the engine, to facilitate the cooling and lubrication of the injector pump by the diesel.

26. A fuel combustion powered engine and associated equipment as claimed in any one of claims 1 to 24, wherein the delivery pump is switched off so that no fuel is delivered when used with a petrol fuel injection system.

27. A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims when used with a carburetor system, wherein the accelerator linkage is disconnected and the carburetor linkage returns to idle position allowing a small amount of fuel to be used,

28. A fuel combustion powered engine and associated equipment as claimed in one of the preceding claims, wherein the superheating means is an electric resistance heating.

29. A fuel combustion powered engine and associated equipment as claimed in claim 28, wherein the electric resistance heating is by way of a steel pipe located in a ceramic jacket with resistance wire coiled around the ceramic jacket.

30. A fuel combustion powered engine and associated equipment as claimed in claim 28,wherein the electric resistance heating is by way of a titanium pipe located in a ceramic jacket with resistance wire coiled around the ceramic jacket.

31. A fuel combustion powered engine and associated equipment as claimed in claim 29, wherein the steel pipe has a relatively small inner diameter, typically about 1 mm with a wall thickness of about 3 mm, while the ceramic jacket has a relatively larger inner diameter of about 7 mm with a wall thickness of about 7 mm.

32 A fuel combustion powered engine and associated equipment as claimed in claim 30, wherein the titanium pipe has a relatively small inner diameter, typically about 1 mm with a wall thickness of about 3 mm, while the ceramic jacket has a relatively larger inner diameter of about 7 mm with a wall thickness of about 7 mm.

33 A fuel combustion powered engine and associated equipment as claimed in claim 30, wherein the heating element is an aluminium anodising element operating at 40 A at 14.2 V.

34. A fuel combustion powered engine and associated equipment as claimed in claim 30, wherein the heating element is an aluminium anodising element operating at 220VAC at 4.5A.

35 A fuel combustion powered engine and associated equipment as claimed in any one of the preceding claims, wherein the superheating means is rated at above 270 Bar operating pressure.

36 A fuel combustion powered engine and associated equipment as claimed in one of the preceding claims, wherein the superheating means is made up from any material that is resistant to hydrogen and is capable of withstanding pressures up to 270 bar.

37 A fuel combustion powered engine and associated equipment as claimed in one of the preceding claims, wherein the superheating means is made up from one or more or any combination of tungsten, ceramic in a steel tube, or a plastics material.

38. A fuel combustion powered engine and associated equipment as claimed in one of the preceding claims, wherein the superheating means includes a method of bringing the pressurized water to at least 2000°C .

39. A fuel combustion powered engine and associated equipment as claimed in claim 38, wherein a tungsten filament is suspended in a tube of tungsten or ceramic or plastic that operates at 3200°C using power supplied from the vehicles electrical system or any other mobile system used or carried in a vehicle.

40. A fuel combustion powered engine and associated equipment as claimed in claim 38, wherein a series of arcs again inside a tube where temperatures are in the region of 3200°C, also using power carried by the vehicle.

41. A fuel combustion powered engine and associated equipment as claimed in claim 38, wherein light through focus optics and parabolic reflectors through a condenser lens onto a tungsten tube bringing the contents of the tube to 2100°C or more, through utilization of power carried by the vehicle.

42. A fuel combustion powered engine and associated equipment as claimed in claim 38, wherein resistant heating wire is wound around a tungsten insulated tube capable of bringing the temperature of the contents up to 2100°C or more, through utilization of power carried by the vehicle.

43. A fuel combustion powered engine and associated equipment as claimed in claim 38, wherein electrical power is supplied by any one or more or combination of the following solar energy, fuel cell, vehicles alternator, generator and/or power generated by the frictional contact of the wheels with the road.

44. A fuel combustion powered engine and associated equipment as claimed in one of the preceding claims, wherein the superheated water is injected into the inlet manifold by an injector nozzle.

45. A fuel combustion powered engine and associated equipment as claimed in claim 44, wherein the injector is the final stage in the system which delivers hydrogen and oxygen to the engine by means of the inlet system.

46. A fuel combustion powered engine and associated equipment as claimed in any one of claims 44 or 45, wherein the nozzle is able to withstand temperatures in excess of 2100°C at pressures up to 270 Bar.

47. A fuel combustion powered engine and associated equipment as claimed in one of claims 44 or 45, wherein the injector nozzle is resistant to hydrogen.

48. A fuel combustion powered engine and associated equipment as claimed in one of claims 44 to 47, wherein the nozzle is manufactured from any one of or combination of tungsten, Teflon, porcelain, and ceramics.

49. A method of operating an engine, said method including the injection of water into the inlet manifold, the method including the steps of: - heating the water to be injected into the manifold in one or more stages.; and injecting the thus heated water into the manifold together with fuel in a desired ratio, thereby to achieve combustion of the water-fuel mixture with oxygen or an air-oxygen mixture.

50. A method of operating an engine as claimed in claim 49, said method including one or stages of preheating the water to be injected into the manifold to a temperature above 1000°C

51. A method of operating an engine as claimed in any one of claims 49 or

50, said method including one or more stages of heating the water to be injected into the manifold to a temperature above 1200°C.

.

52 A method of operating an engine as claimed in any one of claims 49 or 51 , said method including one or more stages of heating the water to be injected into the manifold to a temperature above 2000°C.

53 A method of operating an engine as claimed in claim 49, said method including heating the water in three stages; preheating the water to above 50°C, using the heat from the radiator; - heating the water from the preheating temperature to above 225°C, using the heat of the exhaust gasses; and superheating the water from the heated temperature to above 1000°C, using an external heat source.

54 A method of operating an engine as claimed claim 53, wherein the water is preheated to a temperature above 80°C using the heat from the radiator.

55 A method of operating an engine as claimed in any one of claims 53 to 54 wherein the water is heated to a temperature above 650°C using the heat from the exhaust gases.

56 A method of operating an engine, as claimed in any one of claims 53 to 55 wherein the water is superheated to a temperature above 1200°C using an external heat source.

57 A method of operating an engine as claimed in any one of claims 53 to 56, wherein the water is preheated to a temperature above 2000°C using an external heat source.

58 A method of operating an engine as claimed in any one of claims 53 to 57, wherein the external heat source is electrical resistance heating.

59 A method of operating an engine as claimed in any one of claims 53 to 58, wherein the method includes injecting the superheated water into the manifold at a pressure of about 270 Bar.

60. A method of operating an engine as claimed in any one of claims 53 to 59, wherein the engine is a compression-ignition (CI) engine and the fuel is diesel fuel.

61. A method of operating an engine as claimed in claim 53, wherein the method includes metering the water to be injected to maintain a ratio of from 1 :5 by mass of water: diesel up to 1 :1 by mass of water: diesel.

62. A method of operating an engine as claimed in claim 53, wherein the method includes metering the water to be injected to maintain a ratio of 1 :2 by mass water: diesel.

63 A fuel combustion powered engine and associated equipment as claimed in claim 1 whenever found in association with a vehicle.

64. A fuel combustion powered engine and associated equipment as claimed in claim 1 substantially as herein described and exemplified.

65 A new fuel combustion powered engine and associated equipment substantially as herein described and exemplified.

66. A method of operating an engine as claimed in claim 49, substantially as herein described and exemplified.

67. A new method of operating an engine, substantially as herein described and exemplified.