Abstract:
The present disclosure generally relates to an engine with an integrated mixing of fluids (gas or liquid) device and associated technology for improvement of the efficiency of the engine, and more specifically to an engine equipped with a fuel mixing device for improvement of the overall properties of the system with an engine by either inline oxygenation of the liquid or dynamic activation of a fuel with a secondary fluid such as water resulting in a change in property of the input fluid to help with burning ratios, cooling for improved combustion, or the use of re-circulation of exhaust from the engine to further improve engine efficiency and reduce/recycle unwanted emissions or combustion releases such as water.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    The present continuation-in-part application claims priority from and the benefit of U.S. patent application Ser. No. 12/545,454, filed Aug. 21, 2009, entitled Engine with Integrated Mixing Technology, which application is hereby incorporated herein fully by reference. 
     
    
     FIELD OF THE DISCLOSURE 
       [0002]    The present disclosure generally relates to an engine with an integrated mixing of fluids (gas or liquid) device and associated technology for improvement of the efficiency of the engine, and more specifically to an engine equipped with a fuel mixing device for improvement of the overall properties of the system with an engine by either inline oxygenation of the liquid or dynamic activation of a fuel with a secondary fluid such as water resulting in a change in property of the input fluid to help with burning ratios, cooling for improved combustion, or the use of re-circulation of exhaust from the engine to further improve engine efficiency and reduce/recycle unwanted emissions or combustion releases such as water. 
       BACKGROUND 
       [0003]    Diesel engines have different operating conditions than spark-ignition engines. They rely on different thermodynamic principles and different fuel cycles. Power is mostly controlled by a regulation of the fuel supply directly, not by the control of the air supply. When diesel engines run at low power, the mixture and combustion is not deprived of oxygen and few by products are created, but when load or effort (W) is added to these engines, a greater amount of carbon monoxides and impurities are produced as the combustion can often be deprived of oxygen resulting in a partial burn of the fuel and the production of soot or other carbon based particulate emissions. 
         [0004]    In these systems, the fuel mixture is starved for oxygen to levels as low as 5% of the needed stoichiometric mixture or having a equivalence ratio of 20 to 1. The equivalence ratio (Φ) being defined as Φ=1/(oxygen levels/stoichiometric mixture oxygen levels) and where Φ=20 for a fuel starved at 5% of needed oxygen. The term stoichiometry is a calculation of a quantitative relationship of the reactants and the products in a balanced chemical reaction. If the oxygen level is at a stoichiometric mixture level, or a mixture where the equivalence ratio is 1, all of the given products and reactants are used by the chemical reaction during combustion. What is desired is a equivalence ratio as close to 1 as possible. Air fuel ratios of common fuels, include 14.7:1 for gasoline, 17.2:1 for natural gas, and 14.6:1 for diesel fuel. In mass these ratios correspond to 6.8%, 7.9%, and 6.8% respectively. 
         [0005]    While oil refineries may help with removing sulfur and lead from the fuel and ultimately reduce associated particulate or ion emissions, systems forced to operate at fuel staved regimes must develop other processes to reduce particulate and soot emissions, fine particles, and nanoparticles found in the exhaust gasses of these engines while at the same time increasing their overall efficiency of the engine. For example ceramic soot filters or other after burning system can be used in an effort to decrease unwanted emissions. What is needed is a system that may be inserted within the existing system and not external to the system to reduce soot emissions, and increase efficiency of the engine. 
         [0006]    While this invention is directed to any thermodynamic combustion cycle and related combustion device, and any device or engine, this disclosure describes mainly a current best mode directed at the diesel cycle for diesel combustion engines as invented by Rudolph Diesel in 1897. The concepts described here, when applicable are also used in other combustion cycles and other thermodynamic based devices such as normal combustion engine when the concepts and principles described herein are applicable. 
         [0007]    The ideal diesel combustion cycle is a four phase loop generally illustrated by a Pressure (P) v. Specific volume (V) diagram. In a first phase of the process, a compression is made at an isentropic regime, consequently the specific volume is decreased from V 1  to V 2  as the pressure is increased from P 1  to P 2 . (Where the subscript is the number of the position of on the four step cycle). Work is done W in  in this phase for example by a piston compressing a working fluid such as air. In the second phase of reversible constant pressure heating, heat Q in  is added via the combustion of the fuel at constant pressure P 2 . The specific volume V increases a small fraction from V 2  to V 3  during this second phase. In a third phase of the process known as the isentropic expansion phase, work is released W out  by the working fluid expanding on the piston creating a torque at a cam. During this phase, the pressure drops from P 2  to P 4  and the specific volume is increased to its maximum from V 3  back to V 1 . Finally, in the fourth and last phase, the system is returned to the starting point in a reversible constant volume cooling by taking out heat Q out  by venting the air out of the piston from a pressure P 4  to the initial pressure P 1 , thus returning the system to the P 1 , V 1  configuration. 
         [0008]    Thermal efficiency (η th ) of the diesel fuel cycle is dependant upon several parameters including a compression ratio (r) and a cut-off ratio (α). The cut-off ratio (α) is defined as a ratio between the end and start volumes of the combustion phase α=V 3 /V 2 , and the compression ratio (r) is defined as r=V 1 /V 2 . Finally, a ratio of specific heats (γ) is used as part of the thermal efficiency calculation and is defined as γ=C P /C V . The ideal thermal efficiency for a diesel cycle is given as: 
         [0000]    
       
         
           
             
               η 
               TH 
             
             = 
             
               1 
               - 
               
                 
                   1 
                   
                     r 
                     
                       γ 
                       - 
                       1 
                     
                   
                 
                  
                 
                   ( 
                   
                     
                       
                         α 
                         γ 
                       
                       - 
                       1 
                     
                     
                       γ 
                        
                       
                         ( 
                         
                           α 
                           - 
                           1 
                         
                         ) 
                       
                     
                   
                   ) 
                 
               
             
           
         
       
     
         [0009]    Thermal efficiency can also be calculated using temperatures instead of volumes since V 3 /V 2 =T 3 /T 2  where T 3  is the temperature of the fluid at the end of the third phase of the cycle and T 2  is the temperature of the fluid at the end of the second phase of the cycle. What is desired is an effective cycle operating as close to thermal efficiency of 1 as possible (i.e. where the factor in the equation drops to 0). 
         [0010]    Further, since hydrocarbons (HC) are released as part of the exhaust gasses, the thermal efficiency is lowered by this unburnt fuel released to the atmosphere in the overall cycle since a portion of the fuel is not used. Further, exhaust gas is emitted as a result of the combustion of fuels such as natural gas, gasoline, petrol, diesel, fuel oil, coal, etc. A large proportion of exhaust gas is discharged into the atmosphere through exhaust pipes, gas stacks, or propelling nozzles. Exhaust gasses are made mostly of harmless nitrogen (N 2 ), water vapor (H 2 O), and carbon dioxide (CO 2 ), along with a small part of undesirable noxious or toxic substances, such as carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO x ), other partly unburnt fuel, and particulate matter. Exhaust gasses of diesel engines may also contain a complex and harmful cocktail of impurities. For example, these gasses also include lead (Pb), or even sulfuric dioxides (SOj). 
         [0011]    Exhaust fumes are sometimes used and recycled in an effort to limit knocking or lowering of the combustion point temperature in the cylinder. Further, exhaust gas reintroduced as fuel recycle unburnt HC particles and reduces the overall emission of unburnt particles associated with a oxygen deprived starvation combustion process. What is needed is a way system of introduction of oxygen into a oxygen deprived, rich mixture fuel cycle engine that improves thermal efficiency, lowers unwanted emissions, and soot particles without adversely affecting the engine performances. 
       SUMMARY 
       [0012]    The present disclosure generally relates to an engine with an integrated mixing of fluids device post combustion and associated technology for improvement of the efficiency of the engine as a whole and as part of a system of combustion of fuel, and more specifically to an engine equipped with a fuel mixing device for two fluids either gas or liquid for improvement of the overall properties by inline oxygenation of the liquid, creation of a dynamic emulsion of liquids with or without a gas phase, a change in property of the liquid such as cooling for improved combustion, or the use of re-circulation of exhaust from the engine or the re-circulation of condensates or filtrates from the exhaust to further improve engine efficiency and reduce unwanted emissions. 
         [0013]    The placement of a fuel mixing device within systems with a combustion engine, and more specifically the placement of the fuel mixing device between a fuel supply and a nozzle of a combustion chamber allows for the oxygenation of the fuel when air is added to the fuel at the mixing device by creating a gaseous fuel composite where small bubbles of pressurized air are found, and for dynamic activation of the fuel when a liquid such as water is added to the fuel at the mixing device by creating a fuel emulsion where small bubbles of liquid such as water are found within the fuel. Once this gaseous fuel composite is expanded adiabatically into the combustion chamber under its own pressure release to improve burning ratios by a greater air/fuel interface during ignition, and either a useful cooling effect may be used to lower combustion point temperature for the fuel mixture, other cooling systems can be inserted into the device to provide additional cooling, other fuels or fluids can also be mixed into the gaseous fuel composite or the dynamic fuel emulsion for improved properties, reduced impurities and soot, improve overall combustion cycle fuel combustion efficiency, and allow for the recycling of oxygen deprived exhaust gasses or a condensate of humid exhaust gases without adverse effects to the performances of the engine. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0014]    Certain embodiments are shown in the drawings. However, it is understood that the present disclosure is not limited to the arrangements and instrumentality shown in the attached drawings. 
           [0015]      FIG. 1  is an integrated system with a mixing device as part of a combustion cycle for production of an oxygenated gaseous fuel composite or a dynamic emulsion fuel composite according to an embodiment of the present disclosure. 
           [0016]      FIG. 2  is a diagram of the integrated system of  FIG. 1  where a second fluid may be mixed into the fuel such as water, ethanol, or exhaust gas according to another embodiment of the present disclosure. 
           [0017]      FIG. 3  is a close up view of the mixing device for the production of the gaseous fuel composite or dynamic emulsion fuel composite as placed on a cylinder of an engine and adjacent to adjacent systems according to an embodiment of the present disclosure. 
           [0018]      FIG. 4  is a close-up view from  FIG. 5  of the gaseous or liquid transfer and the formation of the oxygenated gaseous fuel composite or the dynamic emulsion fuel composite in the mixing device according to an embodiment of the present disclosure. 
           [0019]      FIG. 5  is a mixing device for producing the gaseous fuel composite or the dynamic emulsion fuel composite according to an embodiment of the present disclosure. 
           [0020]      FIG. 6  is a close-up view from  FIG. 5  of the distribution of gaseous elements or the water elements within the fluid such as fuel during the formation of the oxygenated gaseous fuel composite or the dynamic emulsion fuel composite in the mixing device of  FIG. 5  according to an embodiment of the present disclosure. 
           [0021]      FIG. 7  is an illustration of the different stages of production of the gaseous fluid composite or the dynamic emulsion fuel composite within the mixing device. 
           [0022]      FIG. 8  is an illustration shows the different portions of the mixing device. 
           [0023]      FIG. 9  is a close-up view of the location of zones of modified pressure in the fuel within the device shown at  FIG. 8 . 
           [0024]      FIG. 10  is an illustration of the structure for creation of a broken down fluid stream in the mixing device. 
           [0025]      FIG. 11  is a close-up view of the dynamic formation of the gaseous fuel mixture or the dynamic emulsion fuel composite within the mixing device. 
           [0026]      FIG. 12  is a system with a booster between the combustion chamber and the mixing device for injecting gaseous fluid composite mixture or the dynamic emulsion fuel composite mixture. 
           [0027]      FIG. 13  is a system with a pump between the combustion chamber and the mixing device for injecting gaseous fluid composite mixture or the dynamic emulsion fuel composite mixture and wherein recirculation of exhaust is contemplated. 
           [0028]      FIGS. 14-16  are three different versions of the mixing device for producing a gaseous fuel composite mixture or a dynamic emulsion fuel composite, where  FIG. 14  is a fuel composite,  FIG. 15  is a fuel composite and includes a portion of recycled exhaust, and  FIG. 16  is a fuel composite, possibly recycled exhaust gas, and a cooling chamber for cooling of the fuel composite using a Livshits Ring according to different embodiments of the present disclosure. 
           [0029]      FIG. 17  is a Livshits Ring according to an embodiment of the present disclosure. 
           [0030]      FIG. 18  in an exploded 3D view of a mixing device where a Livshits Ring may be added as an extra step of cooling according to another embodiment of the present disclosure. 
           [0031]      FIG. 19  is a diagram of the integrated system of  FIG. 1  where a second fluid may be mixed into the fuel such as water, ethanol, or exhaust gas according to another embodiment of the present disclosure from a tank or as a condensate recycled back in the system. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0032]    For the purposes of promoting and understanding the principles disclosed herein, reference is now made to the preferred embodiments illustrated in the drawings, and specific language is used to describe the same. It is nevertheless understood that no limitation of the scope of the invention is hereby intended. Such alterations and further modifications in the illustrated devices and such further applications of the principles disclosed and illustrated herein are contemplated as would normally occur to one skilled in the art to which this disclosure relates. 
         [0033]      FIG. 1  shows an internal combustion engine  1  with a supply of a fuel  101  with a pump  102  connected to a cylinder  109  with a combustion chamber  110  in communication with a nozzle  108 , an input valve  113  in the combustion chamber  110  for entry of air shown by the arrow on the upper right of the figure, a release valve  112  for the release of exhaust gasses as shown by the arrow formed in the combustion chamber  110 , and a mixing device  104  connected to the pump  102  and the nozzle  108  for producing a gaseous fuel mixture or a dynamic emulsion fuel composite released through the nozzle  108  into the combustion chamber  110 . While one type of combustion engine is shown, what is contemplated is the use of the technology described herein with any type of internal combustion engine. 
         [0034]    In one embodiment, air as part of a diesel engine is used in a cylinder of a cylinder  109  and is compressed in a ratio of approximately 17 times the original volume. In another embodiment, the compression ratio is 14:1 to 24:1. Fuel, when injected into the cylinder may be injected using an atomizer such as the nozzle  108  to spray fine particles at regular intervals before it is mixed with compressed air coming in from the input valve  113  for the creation of a self-combustible mix. At high regime, rich mixtures are used in the diesel engine and the burning of the fuel is a conditions where oxygen is missing from the reaction thus creating unwanted soot and particles. Mixing air into fuel and creating a gaseous fuel mixture allows for a release of carburant into the combustion chamber  110  with a portion of reactant already in place. If the air mixed into the fuel is pressurized, upon entry into the combustion chamber  110 , the gaseous fuel mixture expands quickly to fill the combustion chamber  110  and mix with any import air via the input valve  113 . Oxygen needed for a rich mixture is added reducing the combustion point in the combustion chamber  110  and thus improving the efficiency of the reaction and reducing the unwanted gasses produced along with any particles such as soot produced and left in the exhaust gas. Other mixtures of gas can be used, such as a composite oxygen nitrogen, or carbon dioxide. 
         [0035]    In another embodiment, mixtures are used in the diesel engine and the burning of the fuel is a conditions where water can be used and inserted within the fuel to help with the performance of the fuel in the combustion chamber. Mixing water into fuel and creating a dynamic emulsion fuel composite allows for a release of carburant into the combustion chamber  110  with water and or water condensate with small recycled particles into a cold piston. If water is mixed dynamically as an emulsion into the fuel, upon entry into the combustion chamber  110 , the dynamic emulsion fuel composite has unique properties, thermal inertia, and allows for a different dynamic of the fuel once in the combustion chamber  110  and mix with any import air via the input valve  113 . Oxygen needed for a rich mixture is added reducing the combustion point in the combustion chamber  110  and thus improving the efficiency of the reaction and reducing the unwanted gasses produced along with any particles such as soot produced and left in the exhaust gas. 
         [0036]    In another alternate embodiment, oxygenation of the fuel via the formation of a gaseous fuel mixture allows for the recirculation of a portion of oxygen deprived exhaust gasses into the fuel mixture that would otherwise have adverse effects. In yet another alternate embodiment, the use of a dynamic emulsion made of a fuel and water allows for the recirculation of a condensate made from the exhaust gasses into the fuel mixture along with some of the soot or other particulates in the exhaust directly into the mixer or after filtration. The current disclosure is directed at a device within a thermodynamic cycle into a mixing device, and more specifically merged into the diesel fuel to create a gaseous fuel composite mix or a fuel mixture made of fuel and water, fuel/water/air, fuel/fuel, or any other possible configuration for injection into a combustion chamber such as a piston in a diesel engine. Exhaust gasses or condensate of water or soot may be mixed in with fuel via a gas/liquid or liquid/liquid mixing device or a gas/liquid mixing device. Pressurized air or a cooling ring may also be used to cool the temperature at the combustion chamber  110  and improve the reaction. 
         [0037]    Because time needed to homogenously mix liquid fuel with compressed air at a nozzle entry into a piston or to homogenously mix liquid fuel with water or other liquids at a nozzle entry into a piston, or any other combustion chamber, non homogenous mixed areas in a cylinder may result in partial combustion, loss of energy, loss of specific capacity or thermal efficiency. Uneven mixing also creates an increased volume of exhaust gas and a greater concentration of toxic substances in exhaust. By mixing in air, or other reactant such as for example water in the fuel, and more specifically compressed air or water, the effective contact surface between the fuel and reactant upstream from the combustion chamber, the mixture can expand or be sprayed in a combustion chamber to help vaporize the fuel before combustion, and increases process times by merging compressed gas up to a stoichiometric quantity or water within the fuel upstream from the combustion chamber or in the case of an engine in the cylinder. In one embodiment, fuel expanding from a compressed fuel mixture disperses fuel particles in a matrix of size of 2 microns. 
         [0038]    In a mixing device  104  as shown at  FIG. 5 , fuel such as diesel fuel  11  enters as shown by the arrow by what is illustrated as the left side. In a subsequent stage air or water  12  enters into the mixing device  10  by a lateral opening  31 . Several openings  61  are shown on the device for the entry of several inlet of air, water or other fluids, several other inlets are also shown for the same or a different other gas, exhaust gas, or other fluids such as other fuels. The air/water  12  and fuel  11  then travel in opposite direction to merge at the heart  32  of the mixing device  104 . The dynamic mixing is described in International Application No. PCT/US08/75374, filed on Sep. 5, 2008, entitled Dynamic Mixing of Fluids, and International Application No. PCT/US08/75366, filed also on Sep. 5, 2008 entitled Method for Dynamic Mixing of Fluids both application fully incorporated herein by reference. 
         [0039]    Both fluids are then broken down at a first cone  33  in a plurality of streams  34  and then travel on opposite sides of a conical reflector  35  until it enters a third stage area of encapsulation  36 . This area of encapsulation is shown with greater detail at  FIGS. 4 and 6 . Depending on the ratios of air to fuel, water to fuel a foam-like mixture can be created called a gaseous fuel mixture  37  or an emulsion-like mixture can be created called a dynamic emulsion fuel composite as shown by the arrow on the right of  FIG. 5  into a four stage area of injection.  FIG. 7  shows the different stages of the device  104  from left to right a first stage of diesel fuel homogenizer  40 , a second stage of diesel fuel homogenizer  41 , a quasi-boiling area for precursory steps  42 , a composite collection area  43 , an pressurization area of the composite fuel mixture or the dynamic emulsion fuel composite  44 , and finally a composite output area  45 . 
         [0040]    Returning to  FIG. 1 , the diagram illustrates a system where a tank  101  of fuel such as diesel fuel introduces a liquid fuel into the system and includes different control element of generally used by such systems. A fuel pump  102  is connected to the tank  101  and transfers and pressurizes the fuel into the system via a transfer line. A monitoring system  103  is used to monitor the pressure and load at the pump  102  to regulate the system. Fuel is then sent via the non dashed lined to the mixing device for the preparation of a gaseous fuel composite or a fuel mixture such as the dynamic emulsion fuel composite  104  as shown on  FIG. 4  as  10 . The device  104  is then connected as a nozzle or an atomizer  108  for injection of a gaseous fuel composite or a dynamic emulsion fuel composite into the chamber of combustion of the cylinder of the diesel engine  110  or any other type of engine or device for combustion. 
         [0041]    The system as shown can also include a compressor  105  attached or in relationship with the shaft of the engine  87  where the compressor  105  or the filter  106  along can be greased by an import of diesel fuel as shown by the dashed line  88 A system  107  to control the charge, flow and pressure of air in relation to a needed demand at the fuel mixture is used to transfer part of air coming from an air filter  106  taking air as shown by the arrow from the atmosphere  89 . This air filter  106  includes all baths and mesh designed to purify and control the relative humidity of a fraction of water vapor entering the system. 
         [0042]    The system as shown on  FIG. 1  further describes the device as shown on  FIG. 14  where only air  12  is used as entry for the mixing of fluids. The system as shown on  FIG. 19  further describes the device as shown on  FIG. 14  where only a condensate of water or a supply of water with a portion of condensate is used as entry for the mixing of fluids. The engine includes a piston  109 , a chamber of combustion  110 , an exhaust pipe  111  connected to release valves  112  for the exhaust gasses. As drawn, part of the exhaust gas is cycled to a system for accelerated pressurization  114  with a upstream air filter for the second input of air shown by the arrow and a return of air to the valve  113  for input of air into the combustion chamber  110 .  FIG. 1  corresponds to a system for a first configuration. 
         [0043]    The system as shown on  FIG. 2  is somewhat similar but with some changes. A secondary reservoir or tank such as a tank of water  202  or a tank of ethanol fuel  203  or any other fluid or liquid including other fuel can be used to mix into the incoming fuel from tank  101 . The system and mixing device  104  as shown can mix several fluids before a phase of merger with a gas or without a phase of merger with a gas when a dynamic emulsion fuel composite is needed. While no control or flow regulation pumps are shown in conjunction with the tanks  202 ,  203 , what is contemplated is a control mechanism for the injection of a secondary fluid such as water  202  or a secondary fuel such as ethanol  203  into the device  104 .  FIG. 5  shows for example inlets  61  for either the water  202  or the secondary fuel or fluid  203  can be added.  FIG. 19  shows a somewhat similar design with some changes. Water merged into the fuel can be taken directly as a condensate from the exhaust of the combustion. The use of a plurality of input fluids is well described in International Application No. PCT/US08/75374, filed on Sep. 5, 2008, entitled Dynamic Mixing of Fluids, and International Application No. PCT/US08/75366, filed also on Sep. 5, 2008 entitled Method for Dynamic Mixing of Fluids incorporated herein fully by reference. 
         [0044]    As shown in  FIG. 2 , a portion of the exhaust passing from the valve  112  into the system  114  is then sent via line  201  to the compressor for distribution as part of the entry air or fluid into the device  104  as shown on  FIG. 15  or as condensate in a liquid form.  FIG. 2  does not shown different lines capable of splitting exhaust air or exhaust condensate and air/water to different nozzles of the device  104  but what is contemplated is either a system where exhaust air/water is mixed with incoming fresh air or other sources of water at the compressor  105  or a dual chamber system capable of directing to the device  104  both a controlled flow of fresh air/water and a controlled flow of exhaust gas/water as shown on  FIG. 15 . 
         [0045]      FIG. 3  shows for example the configuration as described in  FIG. 2  where water  202 , ethanol  203  or any other fluid is mixed in with the diesel fuel  11  to create a fuel mixture and is then transformed into a gaseous fuel composite when air  12  (as shown) or exhaust gas (not shown) is added at the subsequent step along the device  104 . What is also shown is  FIG. 3  further shows a second step device  301  such as a booster or other device used to alter the system by altering or further compressing the incoming gaseous fuel composite or dynamic emulsion fuel composite, speeding the gaseous fuel composite or dynamic emulsion fuel composite, heating the gaseous fuel composite or dynamic emulsion fuel composite, etc. 
         [0046]    At the first stage, standard fuels  11  such as diesel, gasoline, bio-fuels, etc. enter the device under normal fuel pump pressures. Once divided into small streams or approximately 100 microns  93  in an embodiment, the geometry directs the streams into an area for mixing  66 . At  FIG. 4 , the fluid flow  13  travels until it reaches an area where pressures is lowered or may fall below vapor pressure  601 ,  602  and the liquid is in forced inertial transient shock waves not unlike localized cavitation (i.e. where small vapor bubbles desire to form within the liquid). Since liquid is incompressible it cannot expand until it reaches the air flow area for mixing  66  or another fluid and enters in contact with air bubbles or another fluid also depressed  16 . The waves effect collapses air structures such as air bubbles in contact with the liquid. 
         [0047]    At the stage of entry of air or water into the mixing device  104 , the flow is controlled by a compressor. In one embodiment, air or water channels of approximately 25 microns are found but the size and orientation of these channels may vary. Air or water flow and fuel flow  11  are regulated to create composite mixtures of ratios of 20 to less than 1. At the encapsulation stage, a double Bernoulli effect creates Joule-Thompson conditions and produces an internal vacuum in the chamber forcing cavitation and quasi-boiling. At the fourth stage, the mixture is injected into a chamber and transforms into a gas-like material or a dynamic but stable emulsion. This gas-like material or dynamic but stable emulsion when pressurized is then added to the combustion chamber  110  where free of the nozzle  108  it expands prior to ignition or is released freely. This adiabatic expansion is a primary cooling effect. In one embodiment, the cooling effect can reach up to 79 deg. Celsius for a fuel entered at 28 deg. Celsius and air entered at 50 deg. Celsius. 
         [0048]    In one embodiment, the diesel fuel pump  102  as shown on  FIG. 1  is a standard fuel pump and operates at a pressure of 45 psi. The mixing device  104  shown on  FIG. 1  in one embodiment creates a fuel/air mixture with the characteristic of a gas much like propane where small fuel particles are surrounded by a mixture of compressed air. In one embodiment, the density of diesel fuel propane mix is 1.87 kg/m3 or 1.87 g/L. Density of the diesel fuel if taken at 0.86 kg/L or 8,600 g/L is 4,600 times greater than the created diesel fuel propane mix. For the density to be reduced by 4,600 times, a great quantity of air must be introduced into the mix. In another embodiment, the diesel fuel pump  102  as shown on  FIG. 19  mixes at the device  104  to create a fuel/water or fluid/fluid emulsion of small encapsulated bubbles of one fluid within the second fluid, and where the dynamic of creation forms a stable barrier. 
         [0049]    In one embodiment, an air compressor  105  of 1.2 kw capable of pushing 3.3 l/s of air at 10 bars is used to allow for the creation of a propane like mixture  11  for a diesel fuel flow of 10 gal/hour. In another embodiment, air to be added into the mixing device  104  is taken to be approximately 10% of the stoichiometric requirements for air into the combustion chamber, the 90% remaining may be added into ordinary combustion media such as entry valves  113 . The fraction of water in the compressed air or the exhaust gas can be calculated from humidity ratio, temperature of the gas, and the volume of air entered into the process. In one embodiment, 32.8 liters of air may contain approximately 6.5 g of water. 
         [0050]      FIGS. 8-11  are alternate views of the device  104  as described above. Air or water travels along a passageway  701  until it reaches a zone where it can expand  702 .  FIG. 12  shows how the device  104  can use a nozzle  108  in conjunction with a high pressure pump  240  to cause a direct injection of the gaseous fuel composite or dynamic emulsion fuel composite from the device  104  into the chamber  110 . At  FIG. 13 , a booster  301  who generally used fuel or air to operate can be made to accept gaseous fuel composite or a fuel mixture to further increase the pressure at the combustion chamber  110 . In one embodiment, a pressure of 200 bar of the gaseous fuel mixture is contemplated within the combustion chamber  110 . In yet another embodiment the gaseous fuel composite may be directly inserted into the combustion chamber  110  at a nominal pressure of 40 bars. As explained above and shown by  703  recirculation of exhaust is also contemplated along with air  12 . 
         [0051]      FIG. 18  illustrates the configuration also shown partly at  FIG. 16  where a Livshits Ring  500  may be used to offer additional cooling to incoming air  501  or incoming exhaust gas  502  from the cycle. The Livshits Ring  500  has holes  505  and allows for the gas to migrate along openings  504  aligned perpendicularly with the device  104  as shown at  FIG. 16  and exit and expand adiabatically in an internal chamber  503  creating a cooling vortex. What is shown at  FIG. 18  is how the Livshits Ring  500  can in interchangeably placed into the device  104  to replace another adiabatic expander  510  or a splitter. Livshits Rings are well described in International Application No. PCT/US2009/043547, filed on May 12, 2009, entitled System and Apparatus for Condensation of Liquid from Gas and Method of Collection of Liquid. 
         [0052]    In one embodiment, shown at  FIG. 14 , the mixing device  104  includes an air or water inlet  12  for mixing air or water into the fuel  11  from the supply of the fuel for producing the gaseous fuel mixture or dynamic emulsion fuel composite made of at least the fuel and the air or the fuel and water. The mixing device  104 , shown at  FIG. 16 , may also includes a fluid inlet  202 ,  203 , for mixing a secondary fluid or air into the fuel for producing the gaseous fuel mixture or the dynamic emulsion fuel composite made of at least the fuel and the secondary fluid. At  FIG. 16 , the mixing device  104  includes a fluid inlet  202 ,  203 , for mixing a secondary fluid into the fuel  11  for producing the gaseous fuel mixture made of at least the fuel  11 , the air  12 , and the secondary fluid  202 ,  203 . 
         [0053]    In another embodiment, a system for reducing soot and unwanted emissions of a diesel engine  1  as shown at  FIG. 1  implemented in an engine having a cylinder  109  with a combustion chamber  110  in communication with a nozzle  108 , an input valve  113 , a release valve  112 , a nozzle  108  includes a system for the supply of a fuel to the nozzle such as a tank  101  with a pump  102 , a mixing device  104  for a transformation of the fuel into a gaseous fuel mixture or the dynamic emulsion fuel composite, a system for the supply of an reactant in the combustion chamber via the input valve  114 ,  115 , a system for the combustion of the gaseous fuel mixture in the combustion chamber via the cylinder  109 , and a system for the evacuation of exhaust gas  112 ,  111  via the release valve  112 . 
         [0054]    It is understood that the preceding detailed description of some examples and embodiments of the present invention may allow numerous changes to the disclosed embodiments in accordance with the disclosure made herein without departing from the spirit or scope of the invention. The preceding description, therefore, is not meant to limit the scope of the invention but to provide sufficient disclosure to one of ordinary skill in the art to practice the invention without undue burden.