COMBUSTION APPARATUS

Abstract: A combustion apparatus is provided comprising a container (1) and an air tube (2) with an end (7) which dips below the surface (6) of a volume of water (4). Thus, upon application of a negative pressure differential between an outlet tube (3) and the surface (6) air is drawn through the tube (2) in order to create bubbles (11) at an end (7) of that tube (2). These bubbles (11) undergo catastrophic expansion in order to release water particles which are drawn into an entrained flow with air towards an inlet manifold or air intake of a combustion engine. These water particles in appropriate ratio facilitate more efficient combustion and therefore engine operation.

Description: Combustion Apparatus The present invention relates to combustion apparatus and more particularly but not exclusively to combustion apparatus used with regard to vehicle combustion engines. There is a requirement to improve both fuel economy and performance with regard to combustion engines and in particular combustion engines used to provide the driving force in motor vehicles. It is known that incorporation of moisture with the air/fuel combination improves combustion efficiency and therefore fuel economy. A ratio of one part water to 24,000 parts fuel is considered an ideal ratio. Furthermore, some of the benefits of moisture in the fuel/air mixture can be seen when driving a motor vehicle with a combustion engine in humid or damp atmospheric conditions. According to the present invention there is provided combustion apparatus for a combustion engine, the apparatus comprising a sealed vessel with an air tube and an outlet tube, the sealed vessel arranged in use to receive water with the air tube having an open end below the water surface whilst the outlet tube is displaced above the water surface whereby a negative pressure differential is created above the water surface relative to the outlet tube to draw air through the air tube and out of the open end, this drawn air migrating as. bubbles to the water surface whereupon these bubbles release by catastrophic expansion water particles from the water, the water particles in use becoming entrained with the air flow drawn through the outlet tube by the negative pressure differential. Preferably, the air tube incorporates a filter for the air drawn therethrough. This air filter may be a separate element or the air filter as used for air to be combined with fuel for presentation in a combustion engine. Preferably, the air tube incorporates a regulator valve to alter the rate and volume of air drawn through the air tube. Typically, the regulator valve will incorporate a control mechanism whereby the rate of air drawn through the air tube is adjusted to engine speed and/or other operational factors. Preferably, the air tube is arranged to be just below the water surface in order to limit bubble migration distance. Possibly, the air tube and in particular the open end of the air tube is adjustable to remain just below the water surface. Typically, the air tube and/or open end is adjustable by use of a float mechanism or mechanical alteration in the air tube length. Preferably, the outlet tube is made from a flexible material such as rubber in order to accommodate in use engine vibration. Typically, the outlet tube is connected to a combustion engine manifold whereby the negative pressure differential is created by the combustion engine inlet cycle stage. Preferably, an air pump is attached to the combustion apparatus to create the negative pressure differential or supplement the negative pressure differential created by the combustion engine when insufficient to draw air through the air tube and so create water particles for entrainment with the air flow in use. Typically, the air pump is controlled to only create the negative pressure differential when the combustion engine is operational and may be altered for consistency with engine speed or other operational factors. Normally, the air pump will be connected to the alternator or other device associated with the combustion engine determinative of operation of that engine so that water particles are not presented unless the engine is operational. Preferably, the sealed vessel has a domed top to facilitate drawn air flow through the outlet tube located at the apex of that domed top. Typically, the sealed vessel incorporates a filling tube by which water is received into the sealed vessel. Possibly, the sealed vessel has a shaped bottom in order to maximise the depth of water relative to volume as the sealed vessel empties as a result of entrainment of water particles drawn through the outlet tube. An embodiment of the present invention will now be described by way of example only with reference to the accompanying drawings in which: Fig. 1 is a schematic illustration of a combustion apparatus according to the invention; and Fig. 2 is a schematic illustration of a sealed vessel according to the mvention- Fig. 1 schematically illustrates a combustion apparatus in accordance with the present invention. The apparatus comprises a sealed vessel 1, an air tube 2 and an outlet tube 3. The sealed vessel 1 is filled with a volume of water 4 through a filler tube 5. Thus, a water level 6 is created within the vessel 1. The air tube 2 has an open end 7 arranged to be below the water level 6. The air tube 2 is associated with a regulator valve 8 and an air filter 9, Thus, air drawn through the air tube 2 is filtered of contaminants such as oil vapour and particulates by the air filter 9, whilst the valve 8 regulates the rate at which air can be drawn through the tube 2. The outlet pipe 3 is coupled to the vessel 1 at a displaced location above the water level 6. The outlet pipe 3 is also coupled at its other end to a combustion engine manifold or air filter inlet for that combustion engine. The whole combustion apparatus is generally located on a bracket assembly 10 secured to a bulk-head in a vehicle or other installation, ϊn use, a negative pressure differential is created between the water surface 6 and the output tube 3. Thus, air is drawn through the air tube 2 via the filter 9 and the valve 8 such that bubbles are created. These bubbles migrate to the surface 6 and through catastrophic expansion at that surface 6 create a distribution of water particles in the space above the surface 6. The negative pressure differential relative to the output tube 3 then draws the air along with water particles through the tube 3 to the combustion engine manifold 11 which is associated with the air/fuel mix prior to combustion in the combustion engine. In order to ensure that liquid is not drawn into and through the tube 3 an appropriate gap is maintained between the surface 6 and the end of the tube 3 secured to the vessel 1. Typically, this gap should be at least 30mm. The level 6 is determined by the fill level in the filler tube 5 and so by appropriate configuration a necessary gap between the level 6 and the end of tube 3 can be achieved. The open end 7 of the air tube 2 generally has no nozzle or other constriction which may inhibit air flow through it. Thus, the end 7 is normally an open tube. The present invention depends upon a negative pressure differential in order to draw air through the tube 2. The negative pressure differential can be created by the inlet stage of a typical combustion engine cycle. Thus, as the piston is drawn down in the combustion engine the available volume increases in order to draw air/fuel mix and air entrained with water particles from the present combustion apparatus. However, with turbo charged engines and normally aspirated combustion engines when cold, there may be insufficient negative pressure differential created to draw air through the tube 2 and so create water particle entrainment to the combustion engine inlet. In such circumstances, an air pump (not shown) is provided to create the necessary negative pressure differential to stimulate drawing of air through the tube 2. It has been found that a negative pressure differential in the order of 0.2 Bar is sufficient to create the water particles necessary to affect combustion efficiency. The rate at which air must be drawn through the tube 2 in order to satisfy the requirements of a combustion engine is dependent to a significant extent upon operating conditions including engine speed. In such circumstances, an air pump associated with a combustion apparatus will be used to adjust the negative pressure differential when required to stimulate the necessary air flow. Furthermore, the regulator valve 8 may be adjusted similarly to adjust air flow through the tube 2. The air pump and/or the valve 8 can be associated with a controller device which adjusts air flow rate through the tube 2 dependent upon combustion engine operating conditions, e.g., engine speed. Typically, the bore dimensions of the air tube 2 and the outlet tube 3 will be chosen for a particular combustion engine type, capacity and configuration. However, generally the smaller the engine the smaller bore dimensions for the tube 2 and outlet tube 3. The air tube 2 will generally have a diameter of 4- 6mm and preferably 6mm whilst the outlet tube 3 at its junction with the container 1 will have a diameter in the range 6- 10mm and preferably 6mm. The container 1 is filled with tap water as the trace contaminates in such tap water facilitate catalytic action in the combustion process. Clearly, it is important that the water particles remain in suspension and entrained in the air flow passing through the outlet tube 3 as a result of the negative pressure differential. Generally, the draw or suction created by an engine inlet manifold is sufficiently high to stop coalescence of the water droplets. However, care should be taken with regard to sharp bends or kinks in the outlet pipe 3 along with distance between the container 1 and the inlet manifold 11 of the engine. The outlet pipe 3 is generally made from flexible material such as rubber which avoids sharp kinks and bends along with absorbing engine vibration. Experiments show that a ratio of 1 water particle part to 24,000 parts of fuel gives enhanced combustion due to the catalytic effect of the water (free hydrogen, oxygen, carbon). This efficiency in the combustion process improves fuel economy a d reduces exhaust emissions. Generally, a rate of two air bubbles drawn through the tube 2 per second provides the necessary ratio when those bubbles catastrophically expand above the water level 6. Effectively, the bubbles pop to create a mist which is captured and entrained by the air flow as a result of negative pressure in the tube 3. The end 7 of the air tube 2 should remain below the surface 6. Thus, the container 1 must be filled with water on a regular basis. Typically, the container 1 will require daily top up of water content. A sensor or indicator may be provided to show low water volume in the container 1. It will be understood that water is a relatively heavy liquid and so only a practical volume of water should be carried otherwise the benefits of improved fuel consumption will be significantly diminished due to the additional weight of water carried. As indicated previously, typically the container 1 is filled through a filler tube 5 to a desired level. This filler tube 5 can take the form as indicated in Fig. 1 of a side arm to the container 1. Alternatively, a spiral input tube to the container 1 may be provided such that the spiral tubing acts as additional water storage volume prior to filling the container 1. It is important that the end 7 remains below the surface 6 of the water 4. Thus, the container 1 may have a tapered bottom whereby a greater water depth may be maintained for a given volume of water within the container 1. The end 7 is preferably located as shown in Fig. 2 near the surface 6 of the water 4. Such that its location reduces the magnitude of the negative pressure differential required to draw air through the tube 2 and out of the end 7 to create bubbles 11. Furthermore, with the end 7 near to the surface 6 of the water 4, the bubbles 11 generally approach the surface 6 with less speed such that the bubble when subjected to catastrophic expansion at the surface 6 provides a better water particle distribution for entrainment with the air drawn through the outlet tube 3. A catastrophically expanding bubble 11a is show in Fig, 2. Water particles 12 are projected into the space above the surface 6 and some are entrained with the air flow caused by the negative pressure differential through the outlet tube 3. Generally, most of the water particles 12 and in particular the larger dimension water particles will fall back into the bulk of water 4. There is a degree of water adjustment in the present combustion apparatus in that with higher engine speeds generally the negative pressure differential will be greater and so air flow rate increased so that more water particles 12 will be entrained in rough proportion to the desired ratio of 1 water particle to 24,000 fuel parts. ϊn order to maintain the end 7 adjacent to the surface 6 the air tube 2 may incorporate a telescopic feature whereby the position of the end 7 is adjusted in accordance with surface 6 level This telescopic level of the air tube 2 may be mechanically driven or the end 7 could incorporate a float such that it rises and falls with the surface 6. It will also be understood that the position of the end 7 relative to the surface 6 defines the negative pressure differential which is required to draw air through the tube 2 in order to form bubbles 11. Essentially, the atmospheric pressure of the air presented through the filter 9 and regulator valve 8 gradually pushes the water held in the end 7 of the tube 2 until air is released as the bubble 11 and equilibrium returns, ϊn such circumstances, the greater the depth of end 7 below the surface 6 the greater the volume of water that must be displaced by atmospheric pressure in order to create a bubble 11. If desired it is possible to provide more than one air tube 2, regulator value 8 and air filter 9 combination into the container 1. Thus, each air tube 2 will present through an end 7 air bubbles which create water particles for entrainment with the air flow 2 for the combustion engine. In any event, through the regulator valve 8 and end position 7 the rate of bubble creation should be consistent to provide the desired water/fuel ratio as described previously (i.e., 1 to 24,000). Similarly, particularly with large combustion engines, each cylinder of the combustion engine or desired combinations of cylinders may have their own combustion apparatus in accordance with the present invention. Thus, respective outlet tubes 3 may be connected to particular combustion engine cylinders or several outlet tubes from respective containers 1 may be coupled to the inlet manifold or air fuel air input as required. These respective combustion apparatus and/or air tubes 2 could have their own air filter and regulator valve 8 or share a common air filter 9 and regulator valve 8. It should be understood that with pressurised inlet systems such as turbo charged combustion engines that the inlet pressure created by such turbo charge must be overcome by the air pump in order to create the negative pressure differential to entrain water particles in accordance with the present invention. In order to properly regulate water particle distribution the water 4 will generally be held in a placid rather than in an agitated state whereby the surface 6 will not effectively "boil" due to agitated and turbulence and so release water particles other than through catastrophic expansion of bubbles 11 created by drawn air through the tube 2. Furthermore, the water temperature will be prevented from approaching boiling temperature in order again to prevent evaporation altering significantly the water moisture content drawn through the tube 3 to the combustion engine. Clearly, there will be some warming of the water 4 due to its location near to a hot operational combustion engine but the water temperature will remain significantly less than 100°C particularly when the container 1 is located in an air flow due to vehicle motion. By providing the container 1 with a domed top it will be appreciated that the suck effect of the negative pressure differential through the tube 3 is effectively maximised. However, different container I shapes may be used including spherical, pyramid and diamond. The outlet tube may be coupled to the engine manifold or to the engine air flow, after the filter for that flow, used for the air/fuel combination process of the combustion engine. Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims: CLAIMS 1. Combustion apparatus for a combustion engine, the apparatus comprising a sealed vessel (1) with an air tube (2) and an outlet tube (3), the sealed vessel arranged in use to contain and receive water (4) with the air tube (2) having an open end (7) below the water surface (6) whilst the outlet tube (3) is displaced above the water surface (6) whereby a negative pressure differential is created in use above the water surface (6) relative to the outlet rube (7) to draw air through the air tube (2) and out of the open end (17), this drawn air flow migrating as bubbles (11) to the water surface (6) whereupon these bubbles (11) release water particles by catastrophic expansion from the water (4), the water particles in use becoming entrained with the air flow drawn through the outlet tube (7) by the negative pressure differential, 2. Apparatus as claimed in claim 1 wherein the air tube (2) is associated with an air filter (9) to filter air drawn through that air tube (2). 3. Apparatus as claimed in claim 2 wherein the air filter (9) is a separate element or the air filter used to provide air for combination with fuel in an air fuel mix presented to a combustion engine. 4. Apparatus as claimed in claims 1, 2 or 3 wherein the air tube (2) incorporates a regulator valve (8) to alter the rate and volume of air drawn through the air tube (2). 5. Apparatus as claimed in claim 4 wherein the regulator valve (8) incorporates a control mechanism whereby the rate of air drawn through the air tube (2) is adjusted to engine speed and/or other operational factors. 6. Apparatus as claimed in any preceding claim wherein the air tube (2) is arranged to have the open end (7) just below the water surface (6) in order to limit air migration distance between the open end (7) and the water surface (6). 7. Apparatus as claimed in any preceding claim wherein the air tube (2), and where dependent upon claim 6 the open end (7) of that air tube (2), is adjustable relative to the water surface (6). 8. Apparatus as claimed in claim 7 wherein the air tube (2) and/or the open end (7) is adjustable by a float mechanism or a mechanical alteration in the air tube (2) length. 9. Apparatus as claimed in any preceding claim wherein the outlet tube (3) is made from a flexible material such as rubber in order to accommodate in use combustion engine vibration, 10. Apparatus as claimed in any preceding claim wherein the outlet tube (7) is connected in use to a combustion engine manifold whereby the negative pressure differential is created by that combustion engine during an inlet combustion cycle stage. 11. Apparatus as claimed in any preceding claim wherein an air pump is attached to the combustion apparatus to create the negative pressure differential, or where dependent on claim 10 supplements the negative pressure differential created by the combustion engine when insufficient to draw air through the air tube (2) and so create water particles for entrainment with the air flow in use through the outlet tube (3). 12. Apparatus as claimed in claim 11 wherein the air pump is controlled to only create the negative pressure differential when the combustion engine is operational. 13. An apparatus as claimed in claim 11 or 12 wherein the air pump is controlled to alter in use the negative pressure differential dependent upon engine speed and/or other operational factors. 14. Apparatus as claimed in any of claims II, 12 or 13 wherein the air pump is connected to the alternator or another device associated with combustion engine operation so that water particles are not entrained in the air flow unless the engine is operational. 15. Apparatus as claimed in any preceding claim wherein the sealed vessel (1) has a domed top to facilitate air flow drawn through the outlet tube (3) located at the apex of that domed top, 1.6. Apparatus as claimed in any preceding claim wherein the sealed vessel (1) incorporates a filling tube (5) by which water (4) is received into the sealed vessel (1). 17. Apparatus as claimed in any preceding claim wherein the sealed vessel (1) has a shaped bottom in order to maximise water depth relative to volume as the sealed vessel (1) empties as a result of entrainment of water particles drawn through the outlet tube (3). 18. Any novel subject matter or combination including novel subject matter disclosed herein, whether or not within the scope of or relating to the same invention as any of the preceding claims.

Inventors: JONES DAVID ERNEST, SMITH GEORGE, WHEAT HAROLD, JONES, DAVID, ERNEST, SMITH, GEORGE, WHEAT, HAROLD
Applicants: JONES DAVID ERNEST, SMITH GEORGE, WHEAT HAROLD, JONES, DAVID, ERNEST, SMITH, GEORGE, WHEAT, HAROLD
Application year: 2001
Main classification: F02M25
IPC codes: F02M25