Oxygen-water-fuel combustion engine and operating method of the internal combustion engine thereof

Abstract

Disclosed is an adiabatic internal combustion engine (102) including one or more cylinders (104) covered by an insulation layer (210) The engine includes one or more intake valves (108) configured to introduce a mixture of oxygen, water, and fuel into the cylinders (104) during an intake stroke. One or more pistons (106) are configured to compress the mixture with a compression ratio between 1:20 to 1:500 during a compression stroke, and expand when the water converts to high-pressure steam after combustion during a power stroke. One or more exhaust valves (110) expel combustion products during an exhaust stroke. The engine may include a water recovery unit (112), an oxygen generation unit (114), and an oxygen storage unit (116). A vehicle (100) including the engine and a method (300) for operating the engine are also disclosed.

Description

[0001] OXYGEN- WATER-FUEL COMBUSTION ENGINE AND OPERATING METHOD OF THE INTERNAL COMBUSTION ENGINE THEREOF

[0002] FIELD OF DISCLOSURE

[0003] The present disclosure relates to internal combustion engines, and more particularly to an improved internal combustion engine utilizing oxygen-water-fuel combustion to achieve high compression ratios that enhance thermal efficiency and reduce emissions.

[0004] BACKGROUND

[0005] Internal combustion engines have been a cornerstone of modern transportation and power generation for over a century. These engines operate by combusting fuel with compressed air inside a cylinder. Air is composed of 21% oxygen and 79% nitrogen with trace amounts of other gases. During combustion oxygen reacts with fuel and nitrogen expands due to rise in temperature thereby exerting pressure on the piston that turns crank shaft to perform mechanical work. While internal combustion engines have seen numerous mechanical improvements over the years, but the internal combustion engines still face challenges in terms of thermal efficiency and environmental impact.

[0006] Conventional internal combustion engines typically use ambient air for fuel combustion as both the working fluid and the source of oxygen for combustion. During the combustion process, only the oxygen participates in the reaction with the fuel, while the nitrogen remains inert and works as a working fluid in engine. Specifically, the nitrogen does not participate in combustion and acts as a temperature moderator as well as working fluid that takes in combustion heat, expands and exert pressure on the piston. This large proportion of non-reactive nitrogen in the combustion chamber presents several challenges.

[0007] One significant issue is the formation of nitrogen oxides (NOx) during high- temperature combustion. These compounds are major air pollutants and contribute to environmental problems such as acid rain and smog. Efforts to reduce NOx emissions often involve compromises in engine performance or efficiency.

[0008] The nitrogen has lower heat capacity. Specifically, 1.04 joules of heat raises the temperature of nitrogen by 1 degree. This high temperature of nitrogen is unsafe for engine components and lubricants used in the engine, so a cooling system is used in engines to protect engines at higher temperatures. The cooling system takes away heat and keeps engine temperature in safe working limits. About 40% of heat produced by the combustion of air-fuel mixture is lost to the cooling system and another 30% of heat is lost by removal of exhaust gases. So, 70% of the heat produced by combustion of the air-fuel mixture remains unused by the working fluid i.e., nitrogen, and is wasted through the cooling system and the exhaust gases. Thus, a major part of the heat remains unabsorbed, largely wasted and does not contribute to the useful work output of the engine.

[0009] Further, in the state of art engines, air that includes 21% oxygen and 79% nitrogen is compressed. Higher volume of air containing nitrogen limits the maximum achievable compression ratios to 1:20 as gains from compression diminishes with rising compression ratio and friction losses begin to overpower efficiency gains at compression ratios higher than 20. If only oxygen has to be compressed then charge size i.e., fuel and gas mixture be reduced shall by about 79% in the absence of nitrogen. Thus, if piston has to compress oxygen only then there shall be 79% less energy required to compress the charge than that of the conventional air-fuel mixture having 79% nitrogen and 21% oxygen. The pursuit of higher engine efficiencies is driven by factors including the need to reduce fuel consumption, lowers operating costs, and minimizes environmental impact. Despite ongoing advancements, there remains a need for innovative approaches to fundamentally improve the efficiency and performance of internal combustion engines. The Efficiency of an internal combustion engine is:

[0010] Efficiency = (Expansion work done - Compression work required) / Heat Input Thus, better efficiency can be achieved by reducing compression work requirement and increasing expansion work done.

[0011] As global concerns about climate change and air quality continue to grow, there is increasing pressure to reduce fuel consumption by developing cleaner and more efficient power sources. This has led to renewed interest in exploring alternative combustion processes and working fluids in internal combustion engines that could potentially overcome the limitations of conventional air-fuel internal combustion engine systems.

[0012] SUMMARY

[0013] This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0014] In an aspect of the present disclosure, an adiabatic internal combustion engine is disclosed. The engine includes one or more cylinders covered by a layer of insulation. One or more intake valves are disposed on the cylinders and configured to introduce a mixture into the cylinders in an intake stroke. The mixture comprises oxygen, water, and fuel. One or more pistons are adapted to engage with the cylinders and configured to move from bottom dead center (BDC) to top dead center (TDC) within the cylinders to compress the mixture with a compression ratio that ranges between 1:20 to 1:500, in a compression stroke. The pistons are also configured to move from TDC to BDC when the water in the mixture gets converted into high pressure steam after combustion of the mixture, in an expansion or power stroke. One or more exhaust valves are disposed on the cylinders and configured to expel combustion products upon combustion of the mixture, in an exhaust stroke. In some aspects of the present disclosure, the intake valves are further coupled to a water recovery unit that is configured to recover the water from expelled combustion products and reintroduce the water into the cylinders.

[0015] In some aspects of the present disclosure, the intake valves are further coupled to an oxygen generation unit that is configured to produce the oxygen and introduce the oxygen into the cylinders.

[0016] In some aspects of the present disclosure, the intake valves are further coupled to an oxygen storage unit that is configured to store the oxygen and introduce the oxygen into the cylinders.

[0017] In some aspects of the present disclosure, length of compression stroke is shorter than length of the expansion stroke.

[0018] In another aspect of the present disclosure, a vehicle is disclosed. The vehicle includes an adiabatic internal combustion engine comprising one or more cylinders. One or more intake valves are disposed on the cylinders and configured to introduce a mixture into the cylinders in an intake stroke. The mixture comprises oxygen, water, and fuel into each of the cylinders. One or more pistons are adapted to engage to the cylinders and configured to move from bottom dead center (BDC) to top dead center (TDC) within the cylinders to compress the mixture with a compression ratio that ranges between 1:20 to 1:500, in a compression stroke. The pistons are also configured to move from TDC to BDC when the water in the mixture gets converted into high pressure steam after combustion of the mixture, in an expansion or power stroke. One or more exhaust valves are disposed on the cylinders, and configured to expel combustion products upon combustion of the mixture. A water recovery unit is coupled to the adiabatic internal combustion engine by way of the intake valves and configured to recover the water from expelled combustion products and reintroduce the water into the cylinders.

[0019] In some aspects of the present disclosure, the vehicle further includes an oxygen generation unit that is coupled to the adiabatic internal combustion engine by way of the intake valves and configured to produce the oxygen and introduce the oxygen into the cylinders.

[0020] In some aspects of the present disclosure, the vehicle further includes an oxygen storage unit that is coupled to the adiabatic internal combustion engine by way of the intake valves and configured to store the pure oxygen and introduce into the cylinders.

[0021] In some aspects of the present disclosure, length of compression stroke is shorter than length of the expansion stroke.

[0022] In another aspect of the present disclosure, a method for operating an adiabatic internal combustion engine is disclosed. The method includes introducing, by way of one or more intake valves, a mixture into one or more cylinders in an intake stroke. The mixture comprises high purity oxygen, water, and fuel. The method also includes compressing, by way of one or more pistons moving from bottom dead center (BDC) to top dead center (TDC) within the cylinders, the mixture with a compression ratio that ranges between 1:20 to 1:500 in a compression stroke. The method further includes expanding, by way of high pressure steam that gets converted from water in the mixture after combustion of the mixture, the pistons from TDC to BDC in an expansion or power stroke. The method also includes expelling, by way of one or more exhaust valves, combustion products from the cylinders upon combustion of the mixture in an exhaust stroke.

[0023] In some aspects of the present disclosure, the method further includes recovering, by way of a water recovery unit coupled to the intake valves, the water from the expelled combustion products, and reintroducing, by way of the water recovery unit, the water into the cylinders.

[0024] In some aspects of the present disclosure, the method further includes producing, by way of an oxygen generation unit coupled to the intake valves, the oxygen, and introducing, by way of the oxygen generation unit, the oxygen into the cylinders. In some aspects of the present disclosure, the method further includes storing, by way of an oxygen storage unit coupled to the intake valves, the pure oxygen, and introducing, by way of the oxygen storage unit, the pure oxygen into the cylinders.

[0025] In some aspects of the present disclosure, length of compression stroke is shorter than length of the expansion stroke.

[0026] The foregoing general description of the illustrative aspects and the following detailed description thereof are merely exemplary aspects of the teachings of this disclosure and are not restrictive.

[0027] BRIEF DESCRIPTION OF FIGURES

[0028] The following detailed description of the preferred aspects of the present disclosure will be better understood when read in conjunction with the appended drawings. The present disclosure is illustrated by way of example, and not limited by the accompanying figures, in which like references indicate similar elements.

[0029] FIG. 1A illustrates a block diagram of a vehicle, according to an exemplary aspect of the present disclosure;

[0030] FIG. IB illustrates a block diagram of a vehicle , according to another exemplary aspect of the present disclosure;

[0031] FIG. 2 illustrates a schematic diagram of system 100 of FIG. 1A and FIG. IB. According to an exemplary aspect of the present disclosure; and

[0032] FIG. 3 illustrates a flowchart of a method for operating an internal combustion engine, according to an aspect of the present disclosure.

[0033] DETAILED DESCRIPTION

[0034] The following description sets forth exemplary aspects of the present disclosure. It should be recognized, however, that such description is not intended as a limitation on the scope of the present disclosure. Rather, the description also encompasses combinations and modifications to those exemplary aspects described herein. The present disclosure relates to an adiabatic internal combustion engine (hereinafter inter changeably referred to as "internal combustion engine") designed to enhance efficiency by fundamentally altering the working fluid from nitrogen to water. The internal combustion engine may be configured to facilitate combustion with pure oxygen, and provide increased compression ratio with lower volume charge. The term charge here refers to homogeneous fuel and gas mixture received in an intake stroke within the internal combustion engine. The internal combustion engine may be an insulated adiabatic engine with minimum heat loss. The internal combustion engine may be configured to eliminate cooling system and facilitate heat recovery from exhaust gases by condensation of water. In conventional internal combustion engines, air, which is primarily composed of 79% nitrogen and 21% oxygen, the oxygen in the air act as an oxidizer for fuel combustion and nitrogen in the air act as a temperature moderator as well as a working fluid. The present disclosure replaces this air-fuel mixture with a homogeneous mixture (hereinafter interchangeably referred as “the mixture”) of high purity oxygen-water, and fuel. In some aspects of the present disclosure, water may be used as a temperature moderator and a working fluid in the internal combustion engine replacing nitrogen. Water possesses several advantageous properties that make it suitable to act as the temperature moderator and the working fluid. The water includes high specific heat capacity, high heat of vaporization, high density in liquid phase and the ability to expand significantly (about 1600 times) when transitioning from liquid to gaseous state. These characteristics may allow for lower compression work with higher compression ratios, higher heat absorption and higher expansion work during the power stroke.

[0035] In some aspects of the present disclosure, the mixture of high purity oxygen, water, and fuel may be injected into the combustion chamber during the intake stroke. In some other aspects of the present disclosure, the water and fuel may be introduced separately from the oxygen. This approach differs from conventional engines that draw in ambient air during the intake stroke as in this approach oxygen, fuel and water may be injected in a controlled manner. In some aspects, the fuel and the water may be injected near the end of the compression stroke. By using high purity oxygen instead of air, the nitrogen component may be eliminated, potentially leading to 79% reduction in charge volume during intake stroke that eventually lowers compression work. The presence of water may act as anti-knocking agent during compression stroke and may limit temperature rise during compression that restricts knocking due to auto ignition.

[0036] In some aspects of the present disclosure, heat generated from the combustion of the mixture of oxygen, water, and fuel may change the phase of the water to steam. The water may expand 1600 times of its volume while converted into steam due to the heat generated from the combustion of the mixture of oxygen, water, and fuel. The expanding steam may exert high-pressure on pistons to provide high pressure and expansion in power stroke. In some aspects, the power of expansion stroke or pressure exerted on piston due to the expanding steam may be five time than that of conventional engines working on lower compression ratios. High pressure over the piston may tend to produce higher torque. As there is no nitrogen during the combustion of the mixture of oxygen, water, and fuel, and combustion temperature shall be much lower compared to the air fuel combustion, there shall not be any nitrogen oxide in exhaust.

[0037] In some cases, the use of water in the mixture may serve multiple purposes. Water may act as a temperature moderator, helping to control the compression and combustion temperature and potentially allowing for higher compression ratios without the risk of pre-ignition detonation or knocking.

[0038] The oxygen-water-fuel mixture approach may offer several potential benefits over conventional air-fuel combustion. These benefits may include reduced compression work, improved expansion ratios, lower compression temperature, lower combustion temperature, and reduced heat losses. The reduction in the heat loss may eliminate cooling system and may provide an adiabatic internal combustion engine such that no heat is lost to surroundings. By addressing these factors, the disclosure aims to enhance the overall efficiency of the internal combustion engine. The use of water as temperature moderator and working fluid along with high purity oxygen may eliminate the presence of nitrogen as working fluid in the combustion process, potentially leading to more complete and efficient combustion with over expanded cycle (as of Atkinson cycle where compression stroke is shorter than expansion stroke) lower compression work, higher compression ratios, lower heat loss, higher expansion and higher mechanical work

[0039] The engine may incorporate a higher compression ratio compared to conventional internal combustion engines. In some cases, the compression ratio may be increased to 1: 100 or more. This increased compression ratio may be achievable due to the absence of nitrogen. By eliminating nitrogen from air, volume of intake may be reduced by 79% In other words, by eliminating nitrogen from air, the volume of oxygen is about 175thof air volume having nitrogen. Further, compressing 175thoxygen charge of air volume to 1:20 will have 1:100 (i.e., 1 / 5 * 1 / 20) compression ratio. Work done in compressing gases is W = -PAV. This work requirement reduced with reducing volume of gases to compress high purity oxygen that is 175thor 20% of air work may be reduced in proportion. The presence of water along with fuel and oxygen limits temperature rise during compression as water has higher specific heat capacity (4.16 j / G.C) and has high heat of evaporation of 2260 joules / gram. Thus, the compression temperature remains much below of auto ignition temperature of the fuel.

[0040] Furter, in the presence of water, compression may remain isothermal. In conventional engine detonation or knocking remains the major hitch in achieving higher compression ratio in homogeneous charge combustion engine. Knocking occurs when compression temperature rises to more than auto ignition temperature of fuel that causes pre ignition or detonation and / or knocking. As temperature in the internal combustion engine that utilizes the mixture of oxygen, water, and fuel shall remain much below the auto ignition temperature, so no knocking occurs even at higher compression ratio.

[0041] Further, the temperature of compression or combustion remains in safe working limits within the internal combustion engine utilizing the mixture of oxygen, water, and fuel, therefore the internal combustion engine does not require the cooling system. The engine may therefore act as an adiabatic internal combustion engine so as to maximize efficiency and minimize heat losses. The engine cylinder may be insulated to prevent any heat losses in surroundings. The insulation may help retain the heat generated during combustion, potentially allowing for more of the thermal energy to be converted into mechanical work. The high purity oxygen required for the combustion process may be generated through various methods. In some cases, cryogenic separation may be used to produce oxygen from air. Alternatively, pressure swing adsorption (PSA) or membrane separation techniques may be employed to separate oxygen from the atmosphere. In some other aspects, an oxygen generator may be installed with the engine or oxygen can be provided otherwise.

[0042] The fuel used in the engine may vary depending on the specific application and requirements. The engine may be compatible with various types of liquid or gaseous fuels, allowing for flexibility in fuel selection.

[0043] By combining these components and principles, the internal combustion engine may achieve higher efficiency compared to conventional engines. The use of high purity oxygen and water injection with fuel may facilitate in achieving the higher compression ratio, the lower compression work, the lower compression and combustion temperature, over expanded cycle, higher pressure and expansion in power stroke, adiabatic engine with no heat loss in surroundings, heat recovery from exhaust by condensation and may work synergistically to enhance the combustion process and energy conversion efficiency.

[0044] In some aspects of the present disclosure, the internal combustion engine may operate on a four-stroke cycle similar to conventional otto engines, but with modifications to enhance efficiency. The four strokes may include intake, compression, combustion, and exhaust.

[0045] During the intake stroke, the mixture of high purity oxygen- water and fuel may be charged into the combustion chamber. This approach differs from conventional engines that draw in ambient air containing 21% oxygen and 79% nitrogen. The use of high purity oxygen instead of air may allow for 79% smaller charge volume that may provide higher compression ratios with lower compression work, more efficient combustion and elimination of nitrogen oxides.

[0046] In the compression stroke, the oxygen-water-fuel mixture may be compressed. The presence of water in the mixture limits rise in temperature due to compression, higher specific heat and higher heat of evaporation thereby approaching isothermal compression. Further, the Water may help moderate the temperature rise during compression, potentially allowing for higher compression ratios without the risk of pre-ignition or knocking. In the compression stroke, the oxygen-water-fuel mixture may be compressed. Further, in the compression stroke, 1 / 20 compression of 175thvolume of air turns to be 1 / 100 compression with 175thof energy required to compress air charge potentially allowing for higher compression ratios of 1 / 100 with l / 5th of energy input required for 1 / 20 compression of air charge.

[0047] The combustion stroke may involve the ignition of the compressed mixture. The water in the mixture may undergo a phase change to steam by heat of combustion. Further the water may expands 1600 times of its volume during phase change contributing to the much higher expansion force acting on the piston and required volume of gases to push the piston to bottom dead centre (BDC) . The engine works on over expanded cycle where expansion stroke may be 5 times more than compression stroke. As compression stroke has water in liquid state so there is lesser volume to compress. However, when the water turns into gas i.e., steam during expansion, the steam may have much higher volume to push piston to bottom dead centre. During the exhaust stroke, the combustion products, primarily consisting of steam and other gases, may be expelled from the combustion chamber. In some cases, the engine may incorporate a method for recovering heat from these exhaust gases. The steam in the exhaust may be condensed, and the resulting hot water may be reinjected into the engine. This heat recovery process may contribute to improve overall efficiency by recapturing thermal energy that would otherwise be lost.

[0048] The cycle may then repeat, with the intake of a fresh oxygen-fuel mixture with recirculated hot water for the next engine cycle. By incorporating these modifications to the conventional four-stroke cycle, the internal combustion engine may achieve higher efficiency and reduced emissions compared to traditional engines while maintaining all the power requirements.

[0049] The internal combustion engine may offer several advantages and benefits over conventional engine designs. By utilizing high purity oxygen for combustion instead of air, the engine may eliminate the formation of nitrogen oxides (NOx) during the combustion process. This reduction in NOx emissions may contribute to improved environmental performance and potentially help meet increasingly stringent emission regulations. The elimination of cooling system, elimination of super charger or turbo charger, utilization of waste exhaust heat, higher compression ratio, higher pressure and expansion during power stroke may results in higher efficiency, lower emission, lower fuel consumption and knock resistance in the internal combustion engine utilizing oxygen-water-fuel mixture.

[0050] In some cases, the use of high purity oxygen for combustion may lead to more complete and efficient fuel burning. The absence of nitrogen in the combustion chamber may allow for a higher concentration of oxygen, potentially resulting in a more thorough and rapid combustion reaction / oxidation of the fuel. This improved combustion efficiency may translate to better engine stability, fuel economy and reduced overall emissions. The engine's design may offer flexibility in terms of fuel compatibility. In some cases, the engine may be capable of operating with various types of liquid or gaseous fuels. This versatility may provide advantages in terms of fuel availability and adaptability to different energy sources.

[0051] The internal combustion engine may achieve higher thermal efficiency compared to conventional engines. By incorporating features such as water injection and increased compression ratios, the engine may be able to extract much more useful work from the same amount of fuel energy input. This increased efficiency may lead to reduced fuel consumption, lower operating costs, and lower pollution.

[0052] In some cases, higher efficiency leads to decrease in engine size. Thus, the smaller size engine may execute same work or power output requirement. The engine's design may allow for more compact engine sizes while maintaining or improving power output. The potential for higher efficiency and improved combustion characteristics may enable downsizing of engine components without sacrificing performance. The reduction in engine size and weight may offer benefits in terms of vehicle design flexibility and overall vehicle efficiency.

[0053] The use of water injections in the combustion process may provide additional benefits. In some cases, the water may act as a temperature moderator helping to control compression or combustion temperatures, anti-knocking agent and potentially allowing for higher compression ratios and elimination of cooling system. This temperature moderation effect may contribute to improved engine durability and longevity by reducing thermal stress on engine components.

[0054] In some aspects, the engine's potential for reduced heat losses through insulation and heat recovery mechanisms may further enhance overall efficiency.

[0055] Further, in some aspects, the engine may be an adiabatic engine that prevent heat losses to surroundings by capturing and reusing thermal energy that would otherwise be wasted. The engine may be able to operate more efficiently and with lower fuel consumption. In summary, the adiabatic internal combustion engine may offer a range of advantages including reduced emissions, improved efficiency, fuel flexibility, and potential for compact design. These benefits may make the engine an attractive option for various applications where high performance and environmental considerations are important factors.

[0056] The internal combustion engine may be adapted to various engine types, sizes, and applications, demonstrating the flexibility of the concept. In some cases, the engine may be implemented in static engines for decentralized portable power generation in industrial application or dynamic engines for automotive, marine, or in aerospace applications. The fundamental principles of using high purity oxygen, water injection, and modified combustion processes may be applied across a range of engine configurations. The engine may be compatible with different fuel types, allowing for versatility in fuel selection based on availability, cost, or specific application requirements. In some cases, methane (CNG) may be used as the fuel source. Methane offers potential benefits such as lower carbon emissions compared to some liquid fuels and may be well-suited for certain applications where natural gas infrastructure is readily available.

[0057] In other cases, the engine may be adapted to use gasoline as the fuel. Gasoline's widespread availability and existing distribution infrastructure may make it a practical choice for many applications, particularly in the automotive sector. The improved combustion characteristics of the oxygen-water-fuel engine may enhance the efficiency of gasoline combustion compared to conventional air-fuel mixtures.

[0058] Low grade fuels such as methanol or ethanol may also be used as a fuel in some implementations of the engine. Methanol's high-octane rating and potential for renewable production may make it an attractive option for certain applications. The engine 's flexibility in fuel compatibility may allow for the use of methanol without significant modifications to the engine design. In some cases, hydrogen may be used as fuel source having lower density and higher heat of combustion that restricts usage of hydrogen in conventional engines. The internal combustion engine utilizing the oxygen water fuel mixture may easily adopt hydrogen fuel for zero emission engine.

[0059] The adaptability of the internal combustion engine to various fuels and engine configurations may provide advantages in terms of fuel flexibility and application versatility. This flexibility may allow for the optimization of the engine based on specific performance requirements, fuel availability, or environmental considerations. FIG. 1A and FIG. IB, illustrate block diagrams of a vehicle 100, according to aspects of the present disclosure. The vehicle 100 may include an adiabatic internal combustion engine 102. The engine 102 may include one or more cylinders 104 (hereinafter interchangeably referred as “the cylinders 104”) and one or more pistons 106 (hereinafter interchangeably referred as “the pistons 106”), one or more intake valves 108 (hereinafter interchangeably referred as “the intake valves 108”), and one or more exhaust valves 110 (hereinafter interchangeably referred as “the exhaust valves 110”). The pistons 106 may be adapted to engage with and move within the cylinders 104. The intake valves 108 may be disposed on the cylinders 104, and the exhaust valves 110 may also be disposed on the cylinders 104. The intake valves 108 may be configured to introduce the mixture that includes the oxygen, water, and fuel instead of the traditional air-fuel mixture in an intake stroke. The use of oxygen for combustion may eliminate the presence of nitrogen in the combustion process. This approach may lead to more efficient combustion and reduced emissions. The exhaust valves 110 may be configured to expel combustion products upon combustion of the mixture in an exhaust stroke.

[0060] The cylinders 104 may be covered with an insulation layer 210. The pistons 106 may move within the cylinders 104 to drive the engine's operation. The intake valve 108 may be configured to control the intake of the oxygen-water-fuel mixture into the cylinders 104, while the exhaust valve 110 may be configured to regulate the expulsion of exhaust gases from the cylinders 104 after combustion. In some cases, the exhaust valve 110 may be designed to handle primarily steam as the exhaust product. The exhaust valve 110 may be made from materials resistant to high- temperature steam.

[0061] The pistons 106 may be configured to move from bottom dead center (BDC) to top dead center (TDC) within the one or more cylinders 104 to compress the mixture with a compression ratio that ranges between 1:20 to 1:500, in a compression stroke. In apreferred embodiment the compression ratio may be 1: 100. Further, the pistons 106 may be configured to move from TDC to BDC when the water in the mixture gets converted into high pressure steam after combustion of the mixture, in an expansion or power stroke.

[0062] The vehicle 100 may further include a water recovery unit 112 that is coupled to the engine 102. As shown in FIG. 1A and FIG. IB, the water recovery unit 112 is configured to recover water from combustion products expelled through the exhaust valves 110. The water recovery unit 112 may further be configured to reintroduce recovered water into the cylinders 104 through the intake valves 108. The water may be used as a working fluid in the engine 102 instead of nitrogen. The water may absorb heat from the combustion process and vaporize into steam, expanding to drive the pistons 106. This approach may allow for improved heat utilization and potentially higher engine efficiency.

[0063] As illustrated in FIG. 1A, an oxygen generation unit 114 may be coupled to the engine 102. The oxygen generation unit 114 may be configured to produce the oxygen and introduce the oxygen into the cylinders 104 through the intake valves 108. In some aspects of the present disclosure, examples of the oxygen generation unit 114 may include a pressure swing adsorption (PSA) unit or a membrane separation system that may be integrated into the vehicle to produce oxygen from ambient air. Aspects of the present disclosure are intended to include or otherwise cover any oxygen generation unit 114 known to a person skilled in the art, without deviating from the scope of the present disclosure.

[0064] Alternatively, as shown in FIG. IB, the vehicle 100 may include an oxygen storage unit 116 that is coupled to the engine 102. The oxygen storage unit 116 is configured to store the oxygen and introduce the oxygen into the cylinders 104 through the intake valves 108. In some aspects of the present disclosure, examples of the oxygen storage unit may include pressurized tanks that may be stored onboard the vehicle 100. Aspects of the present disclosure are intended to include or otherwise cover any oxygen storage unit 116 known to a person skilled in the art, without deviating from the scope of the present disclosure.

[0065] The components of the engine 102 may work together to enable the conversion of chemical energy from fuel into mechanical energy to power the vehicle 100. The use of an oxygen-water-fuel mixture may provide advantages over traditional internal combustion engines in terms of efficiency and emissions reduction.

[0066] The use of an oxygen storage unit 116 in the vehicle 100 may offer certain advantages over on-board oxygen generation. For example, the oxygen storage unit 116 may provide a more immediate and consistent supply of pure oxygen, potentially resulting in more stable engine performance. Additionally, the oxygen storage unit 116 may require less complex machinery within the vehicle 100, potentially reducing maintenance requirements and improving overall system reliability.

[0067] In some cases, the engine 102 may be capable of using different fuels. The fuel may be hydrogen, methane (CNG), gasoline, or methanol. In some aspects, the vehicle 100 may include a fuel injection system (not shown) that may be adaptable to accommodate these different fuel types. For hydrogen fuel, specialized fuel injectors and seals may be used to prevent leakage of the small hydrogen molecules. When using methane or CNG, the fuel injection system may include high-pressure storage tanks and appropriate pressure regulators. For gasoline or methanol, the fuel injection system may include components similar to those in conventional engines, but potentially modified to work with the oxygen-water mixture.

[0068] In some aspects, the cylinders 104, pistons 106, intake valves 108, and exhaust valves 110 may be arranged in various configurations within the engine 102. In some cases, the engine 102 may have a inline configuration, where the cylinders 104 are arranged in a single row. In other cases, the engine 102 may have a V-configuration, where two banks of cylinders 104 are arranged in a V-shape. The specific arrangement may depend on factors such as the desired engine size, power output, and vehicle 100 design constraints.

[0069] FIG. 2 illustrates a schematic diagram of system 100 of FIG. 1A and FIG. IB. According to an exemplary aspect of the present disclosure.

[0070] As illustrated in FIG. 2, the system 100 may include a cylinder 200 of the cylinders 104, a piston 202 of the pistons 106, an intake valve 204 of the intake valves 108, an exhaust valve 206 of the exhaust valves 110, a spark plug 208, an insulation layer 210 disposed on the cylinder 200, the oxygen generation unit 114 and / or oxygen storage unit 116, a fuel storage unit 212, a water storage unit 214 of the water recovery unit 112, and a condenser 216 of the water recovery unit 112.

[0071] The operation of the system 100 begins with the preparation of the combustion mixture. High purity oxygen is supplied either from the oxygen generation unit 114 or the oxygen storage unit 116 in the intake charge. In some aspects, the high purity oxygen may include air that is enriched with oxygen i.e., higher concentration of oxygen in the air than that of the naturally existing air. The air enriched with oxygen may either be prepared by a mixture of air and pure oxygen for oxygen enrichment or by partially removing nitrogen from air resulting in a lower concentration of nitrogen and thereby oxygen enrichment in the air.

[0072] This high purity oxygen (or oxygen-enrich air mixture) is combined with fuel from the fuel storage unit 212 and water from the water storage unit 214 to form the oxygen-water-fuel mixture. This mixture is then introduced into the cylinder 200 through the intake valve 204 during the intake stroke. Importantly, due to the elimination or reduction of nitrogen, the volume of the charge is reduced by up to 1 / 5 of what it would be in a conventional air-fuel engine. As a result, only about 20% of the cylinder volume is filled by the injection of this charge.

[0073] During the compression stroke, the piston 202 moves upward. Due to the reduced charge volume, the piston may move freely for the initial 475thof the cylinder volume, with actual compression work beginning only in the final 175thof the volume. This means that compressing to a ratio of 1 / 20 of this 1 / 5 volume results in an effective compression ratio of 1 / 100 (1 / 5 *1 / 20) of the total cylinder volume. This is achieved while applying less than l / 5th of the energy required to compress a fully air-charged cylinder.

[0074] Moreover, due to the presence of water in the mixture, the compression temperature remains below the auto ignition temperature of fuel with minimal rise in temperature of the charge, thereby providing isothermal conditions for the compression process. This allows for the possibility of achieving compression ratios of 1 / 100 or even higher compression ratios up to 1 / 500 in larger engines.

[0075] At the end of the compression stroke, the spark plug 208 ignites the compressed mixture, initiating the combustion process.

[0076] The combustion of the fuel with high purity oxygen, in the presence of water, creates a rapid expansion of water that converts into super-heated steam or gases from combustion reaction that include the superheated steam. This expansion may exert pressure on the piston 202 and thereby may drive the piston 202 downward in the power stroke, generating mechanical energy. During the power stroke, as temperature may remain be in safe working limits of the engine components, so the insulation layer 210 surrounding the cylinder 200 helps to minimize heat loss thereby improving thermal efficiency. In exhaust stroke, as the piston 202 moves from bottom to top, the exhaust valve 206 opens, allowing the combustion products, primarily steam and other gases, to exit the cylinder 200.

[0077] The exhaust gases then enter the condenser 216, which is part of the water recovery unit 112. Here, the steam is cooled and condensed back into hot liquid water. This recovered hot water is then returned to the water storage unit 214 for reuse in the next cycle. Further, any remaining non condensable (CO2 etc.) exhaust gases are expelled out from the engine.

[0078] The cycle then repeats, with the intake valve 204 opening to admit a fresh charge of the oxygen-water-fuel mixture into the cylinder 200.

[0079] This system allows for efficient use of water as both a working fluid and temperature moderator, while the use of high purity oxygen enables more complete combustion, reduces or eliminates the formation of nitrogen oxides, and allows for significantly higher compression ratios with lower compression work. The insulation and heat recovery systems further enhance the overall efficiency of the engine.

[0080] FIG. 3 illustrates a flowchart of a method 300 for operating the internal combustion engine 102 of the vehicle 100 of FIG. 1. The method 300 begins with a step 302 of injecting a mixture of oxygen, water, and fuel into a combustion chamber during an intake stroke.

[0081] Specifically, the method 300 may include a step 302 of introducing a mixture comprising oxygen, water, and fuel into one or more cylinders (104) via one or more intake valves (108). In some aspects of the present disclosure, the oxygen may be produced using an oxygen generation unit (114). The oxygen generation unit (114) may be configured to separate oxygen from air, providing a supply of high purity oxygen for the combustion process. In other aspects, the method 200 may include storing high pure oxygen in an oxygen storage unit (116). The oxygen storage unit (116) may be configured to store high purity oxygen produced by the oxygen generation unit (114) or obtained from another source. The stored high purity oxygen may then be introduced into the one or more cylinders (104) via the one or more intake valves (108) as part of the mixture.

[0082] Following the intake stroke, the method 300 may proceed to a step 304 where the oxygen-water-fuel mixture is compressed during a compression stroke. The method 300 may compress the mixture within the one or more cylinders (104) using one or more pistons (106). This compression step may differ from conventional engine operation as the mixture being compressed contains high purity oxygen and water along with fuel rather than conventional air-fuel mixture, potentially allowing for higher compression ratios without the risk of pre-ignition.

[0083] The method 300 may then move to a step 306 where the compressed mixture is ignited at top dead center, initiating combustion. The ignition may be achieved through spark ignition by the spark plug 208.

[0084] The method 300 may continue with a step 308 where water in the mixture vaporizes into steam, expanding and driving the piston downward in a power stroke. Specifically, the ignition by the spark plug 208 and heat generated by the combustion at step 306 may turn the water into the steam that exerts pressure on the pistons 106. Phase change of the water from liquid to gas i.e., the steam may exert pressure due to change in the volume to push piston to the BDC thereby providing the expansion or power stroke that is five times longer than the compression stroke. This step may represent a significant departure from conventional engine operation where the length of compression stroke and the expansion stroke are of same length. The expansion of water to steam provides additional force and required volume to push piston to BDC. The additional force is generated by expansion of steam from water as for the same mass of water and nitrogen, the volume of water is 1 / 800 time of the nitrogen, but when the same mass of the water is converted into steam then volume of the steam is comparable to that of the volume of the nitrogen.

[0085] After the power stroke, the method 300 may proceed to a step 310 where combustion products, primarily steam, are expelled during an exhaust stroke. The method 300 may expel combustion products from the one or more cylinders 104 via one or more exhaust valves 110 after combustion of the mixture. This exhaust step may differ from conventional engines as the primary exhaust product is steam rather than a mixture of combustion gases and nitrogen.

[0086] The method 300 may then move to a step 312 where the exhaust steam is condensed and water is recovered for reuse. The method 300 may include recovering water from expelled combustion products using a water recovery unit 112. This water recovery step represents a significant departure from conventional engine operation, allowing for the recycling of hot water within the engine 100 thereby making a close loop for recovery of heat from exhaust gases. Specifically, at the step 312, expelled gases may pass through the condenser 216 where steam present in the expelled gases turns back to water and a small portion of non-condensable gases such as carbon dioxide, may be expelled out.

[0087] The method 300 may conclude with a step 314 where the cycle is repeated by injecting a fresh oxy gen- water-fuel mixture. The method 300 may include reintroducing recovered hot water into the one or more cylinders (104) via the one or more intake valves (108). This reintroduction of recovered water may allow for a closed-loop system, reducing additional water requirement and improving overall efficiency.

[0088] Thus, the vehicle 100 and method 300 provides several key technical advantages. In some cases, the engine 102 may achieve higher expansion ratios compared to conventional internal combustion engines. Specifically, the engine may achieve an over expanded cycle where the expansion stroke length is much larger than compression stroke length. This may be attributed to the phase change of water from liquid to steam that allows the water to expand 1600 times of the volume of water during the combustion process. The rapid expansion of water into steam may provide additional force to drive the piston downward, potentially increasing the power output and efficiency of the engine. The use of water as a working fluid may allow the engine to operate at lower combustion temperature and lower compression temperatures compared to conventional engines. Water has a high heat capacity and higher heat of vaporization, which may enable the water to absorb a significant amount of heat from the combustion process. This heat absorption may help regulate the temperature within the combustion chamber, potentially reducing thermal stress on engine components and allowing for more efficient operation. Higher expansion ratio of 1600 / 1 of water during phase change from liquid to gas(steam) makes it ideal working fluid with minimum compression work and maximum expansion work.

[0089] In some cases, the engine 102 may utilize various fuel types. The engine 102 may be adaptable to work with gaseous fuels such as hydrogen or methane (CNG), as well as liquid fuels like gasoline or methanol. This flexibility in fuel options may provide advantages in terms of fuel availability and compatibility with existing infrastructure. Water injection methods for the improved engine may also vary. In some cases, water may be injected directly into the combustion chamber along with the fuel and oxygen. Alternatively, water may be introduced as a fuel emulsion or may be injected as fine mist or vapor into the engine after combustion. The specific method of water injection may be optimized based on factors such as engine design, operating conditions, and desired performance characteristics.

[0090] The engine 100 may offer potential advantages in terms of reduced emissions. The use of pure oxygen for combustion may eliminate the formation of nitrogen oxides (NOx), which are a significant pollutant in conventional internal combustion engines. Further, the engine 100 may advantageously achieve the lower compression temperatures by way of water injections that provides stoichiometric combustion (oxygen and fuel ratio) to reduce fuel consumption when compared with the conventional engines that uses rich air-fuel mixture (excess of fuel compared to the amount of air required for complete combustion) to prevent detonation or knocking in compression stroke. In some cases, the engine 102 may allow for higher compression ratios compared to conventional engines that ranges between 1: 10 to 1:500. The presence of water and absence of nitrogen in the compression stroke may reduce the rise in temperature and consequently the risk of pre-ignition or knocking, potentially enabling the use of higher compression ratios. Higher compression ratios may contribute to improved thermal efficiency and overall engine performance.

[0091] The engine 102 may offer advantages in terms of heat recovery. The exhaust gases, primarily composed of steam, may be condensed to hot water. This recovered water may be re-used with oxygen-fuel injection. The ability to recover and utilize waste heat may further enhance the overall efficiency of the engine.

[0092] The engine 102 may be integrated into various types of vehicles and industrial applications. In some cases, the engine 102 may be adapted for use in passenger vehicles, such as cars, trucks, or SUVs. The compact nature of the engine 102, due to its potentially higher power density, may allow for more flexible vehicle designs.

[0093] In some cases, the engine 102 may be integrated into heavy-duty vehicles, such as buses or long-haul trucks. For these applications, the engine 102 may be scaled up in size and power output to meet the higher power demands. The potential for improved fuel efficiency and reduced emissions may make the engine 102 particularly attractive for commercial fleet operators.

[0094] The engine 102 may also find applications in marine vessels. In some cases, the engine 102 may be adapted for use in ships or boats. The engine 102 may be designed to withstand the corrosive marine environment, with components made from suitable materials.

[0095] In some cases, the engine 102 may be integrated into stationary power generation systems. The engine 102 may be coupled to a generator to produce electricity for industrial facilities, data centers, or backup power systems. For these applications, the engine 102 may be optimized for continuous operation at steady-state conditions. The engine 102 may also be adapted for use in agricultural equipment, such as tractors or harvesters. In these applications, the engine 102 may be designed to operate effectively under varying load conditions and in dusty environments.

[0096] For different applications, various adaptations to the engine 102 may be necessary. In some cases, the size and number of cylinders 104 may be adjusted to meet specific power requirements. The pistons 106 may be redesigned to optimize performance for different operating conditions.

[0097] The intake valve 108 and exhaust valve 110 may be modified to accommodate different flow rates and pressures depending on the application. In some cases, specialized materials may be used for these components to withstand specific environmental conditions.

[0098] For industrial applications, the method 300 of operating the engine 102 may be modified to prioritize efficiency over power output. In some cases, the step 312 of recovering heat by condensing exhaust steam and may be particularly emphasized in stationary applications where space constraints are less of a concern.

[0099] The vehicle 100 may incorporate additional systems to support the operation of the engine 102 in various applications. In some cases, the vehicle 100 may include specialized fuel storage systems, oxygen generation or storage systems, and water management systems tailored to the specific application and operating environment.

[0100] In some cases, the integration of the engine 102 into different applications may require modifications to the cooling system. While the engine 102 may operate at lower temperatures due to the use of water as a working fluid, some applications may still require cylinder / engine insulation for optimal performance.

[0101] The method 300 of operating the engine 102 may be adapted for different applications through adjustments to the timing and duration of each step. In some cases, the step 302 of injecting the oxygen-water-fuel mixture may be optimized for different fuel types or operating conditions. The step 304 of compressing the mixture may be adjusted to achieve the optimal compression ratio for the specific application. In industrial applications, the step 312 of recovering heat by condensing exhaust steam may be expanded to include additional heat recovery systems. In some cases, the recovered heat may be used for process heating or to drive other industrial processes, further improving overall system efficiency.

[0102] Aspects of the present disclosure are discussed here with reference to flowchart illustrations and block diagrams that depict methods, systems, and apparatus in accordance with various aspects of the present disclosure. Each block within these flowcharts and diagrams, as well as combinations of these blocks, can be executed by computer-readable program instructions. The various logical blocks, modules, circuits, and algorithm steps described in connection with the disclosed aspects may be implemented through electronic hardware, software, or a combination of both. To emphasize the interchangeability of hardware and software, the various components, blocks, modules, circuits, and steps are described generally in terms of their functionality. The decision to implement such functionality in hardware or software is dependent on the specific application and design constraints imposed on the overall system. Person having ordinary skill in the art can implement the described functionality in different ways depending on the particular application, without deviating from the scope of the present disclosure.

[0103] The flowcharts and block diagrams presented in the figures depict the architecture, functionality, and operation of potential implementations of systems, methods, and apparatus according to different aspects of the present disclosure. Each block in the flowcharts or diagrams may represent an engine, segment, or portion of instructions comprising one or more executable instructions to perform the specified logical function(s). In some alternative implementations, the order of functions within the blocks may differ from what is depicted. For instance, two blocks shown in sequence may be executed concurrently or in reverse order, depending on the required functionality. Each block, and combinations of blocks, can also be implemented using special-purpose hardware -based systems that perform the specified functions or tasks, or through a combination of specialized hardware and software instructions.

[0104] Although the preferred aspects have been detailed here, it should be apparent to those skilled in the relevant field that various modifications, additions, and substitutions can be made without departing from the scope of the disclosure. These variations are thus considered to be within the scope of the disclosure as defined in the following claims.

[0105] Features or functionalities described in certain example aspects may be combined and re-combined in or with other example aspects. Additionally, different aspects and elements of the disclosed example aspects may be similarly combined and recombined. Further, some example aspects, individually or collectively, may form components of a larger system where other processes may take precedence or modify their application. Moreover, certain steps may be required before, after, or concurrently with the example aspects disclosed herein. It should be noted that any and all methods and processes disclosed herein can be performed in whole or in part by one or more entities or actors in any manner.

[0106] Although terms like "first," "second," etc., are used to describe various elements, components, regions, layers, and sections, these terms should not necessarily be interpreted as limiting. They are used solely to distinguish one element, component, region, layer, or section from another. For example, a "first" element discussed here could be referred to as a "second" element without departing from the teachings of the present disclosure.

[0107] The terminology used here is intended to describe specific example aspects and should not be considered as limiting the disclosure. The singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "includes," "comprising," and "including," as used herein, indicate the presence of stated features, steps, elements, or components, but do not exclude the presence or addition of other features, steps, elements, or components.

[0108] As used herein, the term "or" is intended to be inclusive, meaning that "X employs A or B" would be satisfied by X employing A, B, or both A and B. Unless specified otherwise or clearly understood from the context, this inclusive meaning applies to the term "or."

[0109] Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the relevant art. Terms should be interpreted consistently with their common usage in the context of the relevant art and should not be construed in an idealized or overly formal sense unless expressly defined here.

[0110] The terms "about" and "substantially," as used herein, refer to a variation of plus or minus 10% from the nominal value. This variation is always included in any given measure.

[0111] In cases where other disclosures are incorporated by reference and there is a conflict with the present disclosure, the present disclosure takes precedence to the extent of the conflict, or to provide a broader disclosure or definition of terms. If two disclosures conflict, the later-dated disclosure will take precedence.

[0112] The use of examples or exemplary language (such as "for example") is intended to illustrate aspects of the invention and should not be seen as limiting the scope unless otherwise claimed. No language in the specification should be interpreted as implying that any non-claimed element is essential to the practice of the invention.

[0113] While many alterations and modifications of the present disclosure will likely become apparent to those skilled in the art after reading this description, the specific aspects shown and described by way of illustration are not intended to be limiting in any way. A number of implementations have been described. Nevertheless, it will be understood that various modifications may be made without departing from the scope of the disclosure. Accordingly, other implementations are within the scope of the following claims.

Claims

We Claim:

1. An adiabatic internal combustion engine (102) comprising: one or more cylinders (104) wherein the one or more cylinders (104) are covered by an insulation layer (210); one or more intake valves (108) that are disposed on the one or more cylinders (104), and configured to introduce a mixture into the one or more cylinders (104) in an intake stroke, wherein the mixture comprising oxygen, water, and fuel; one or more pistons (106) that are adapted to engage with the one or more cylinders (104) and configured to: move from bottom dead center (BDC) to top dead center (TDC) within the one or more cylinders (104) to compress the mixture with a compression ratio that ranges between 1:20 to 1:500, in a compression stroke; and move from TDC to BDC when the water in the mixture gets converted into high pressure steam after combustion of the mixture, in an expansion or power stroke; and one or more exhaust valves (110) that are disposed on the one or more cylinders (104) and configured to expel combustion products upon combustion of the mixture, in an exhaust stroke.

2. The adiabatic internal combustion engine (102) as claimed in claim 1, wherein the one or more intake valves (108) are further coupled to a water recovery unit (112) that is configured to recover the water from expelled combustion products and reintroduce the water into the one or more cylinders (104).

3. The adiabatic internal combustion engine (102) as claimed in claim 1, wherein the one or more intake valves (108) are further coupled to an oxygen generation unit (114) that is configured to produce the oxygen and introduce the oxygen into the one or more cylinders(104).

4. The adiabatic internal combustion engine (102) as claimed in claim 1, wherein the one or more intake valves (108) are further coupled to an oxygen storage unit (116) that is configured to store the oxygen and introduce the oxygen into the one or more cylinders (104).

5. The adiabatic internal combustion engine (102) as claimed in claim 1, wherein length of compression stroke is shorter than length of the expansion stroke.

6. A vehicle (100) comprising: an adiabatic internal combustion engine (102) comprising: one or more cylinders (104) wherein the one or more cylinders (104) are covered by an insulation layer (210); one or more intake valves (108) that are disposed on the one or more cylinders (104) and configured to introduce a mixture into the one or more cylinders (104) in an intake stroke, wherein the mixture comprising oxygen, water, and fuel, into each of the one or more cylinders (104); one or more pistons (106) that are adapted to engage with the one or more cylinders (104) and configured to: move from bottom dead center (BDC) to top dead center (TDC) within the one or more cylinders (104) to compress the mixture with a compression ratio that ranges between 1:20 to 1:500, in a compression stroke; andmove from TDC to BDC when the water in the mixture gets converted into high pressure steam after combustion of the mixture, in an expansion or power stroke; one or more exhaust valves (110) that are disposed on the one or more cylinders (104), and configured to expel combustion products upon combustion of the mixture; and a water recovery unit (112) that is coupled to the adiabatic internal combustion engine (102) by way of the one or more intake valves (108) and configured to recover the water from expelled combustion products and reintroduce the water into the one or more cylinders (104).

7. The vehicle (100) as claimed in claim 6, further comprising an oxygen generation unit (114) that is coupled to the adiabatic internal combustion engine (102) by way of the one or more intake valves (108) and configured to produce the oxygen and introduce the oxygen into the one or more cylinders (104).

8. The vehicle (100) as claimed in claim 6, further comprising an oxygen storage unit (116) that is coupled to the adiabatic internal combustion engine (102) by way of the one or more intake valves (108) and configured to store the oxygen and introduce into the one or more cylinders (104).

9. The vehicle (100) as claimed in claim 6, wherein length of compression stroke is shorter than length of the expansion stroke.

10. A method (300) for operating an adiabatic internal combustion engine (102), the method comprising: introducing, by way of one or more intake valves (108), a mixture comprising oxygen, water, and fuel into one or more cylinders (104) in anintake stroke, wherein the one or more cylinders (104) are covered by an insulation layer (210); compressing, by way of one or more pistons (106) moving from bottom dead center (BDC) to top dead center (TDC) within the one or more cylinders (104), the mixture with a compression ratio that ranges between 1:20 to 1:500 in a compression stroke; expanding, by way of high pressure steam that gets converted from water in the mixture after combustion of the mixture, the one or more pistons (106) from TDC to BDC in an expansion or power stroke; and expelling, by way of one or more exhaust valves (110), combustion products from the one or more cylinders (104) upon combustion of the mixture in an exhaust stroke.

11. The method (300) as claimed in claim 10, further comprising: recovering, by way of a water recovery unit (112) coupled to the one or more intake valves (108), the water from the expelled combustion products; and reintroducing, by way of the water recovery unit (112), the water into the one or more cylinders (104).

12. The method (300) as claimed in claim 10, further comprising: producing, by way of an oxygen generation unit (114) coupled to the one or more intake valves (108), the oxygen; and introducing, by way of the oxygen generation unit (114), the oxygen into the one or more cylinders (104).

13. The method (300) as claimed in claim 10, further comprising:storing, by way of an oxygen storage unit (116) coupled to the one or more intake valves (108), the oxygen; and introducing, by way of the oxygen storage unit (116), the oxygen into the one or more cylinders (104).

14. The method (300) as claimed in claim 10, wherein length of compression stroke is shorter than length of the expansion stroke.

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