More specifically, the present disclosure relates to a method for liquid catalyst delivery for combustion processes.

BACKGROUND It is well known that catalysts can help a variety of reactions to occur more desirably. For example, conventional automobile engines, like virtually all combustion engines, oxidize a fuel as a step of converting its chemical energy to mechanical energy. Such combustion is likely to be incomplete, leaving incompletely oxidized fuel components in the exhaust gases, thereby wasting energy and polluting the air. Furthermore, many fuels contain components which produce undesirable emissions in the exhaust, either by reacting during combustion of the fuel to form undesirable compounds, or by failing to react to form harmless compounds. Catalysts are desirable to enhance efficiency, and to reduce undesirable emissions, for combustion reactions such as in boilers, engines, and furnaces.

A common approach for dealing with the undesirable combustion product in the exhaust from combustion reactions in engines is to treat the exhaust itself. In this approach, reactions subsequent to those in the combustion chamber are employed to convert undesirable compounds into more innocuous ones, and these reactions are often facilitated by catalysts. For example, most automobiles of recent vintage employ a catalytic converter in the exhaust ducting to reduce undesirable emissions in the exhaust. The typical catalytic converter provides plates coated with solid catalysts for the hot exhaust to pass over, the catalyst thus encouraging reactions which render some of the exhaust compounds less undesirable. Drawbacks to this approach include the fact that only the exhaust is treated, that the catalysts are presented to a limited portion of the exhaust gases, that the catalytic converters require warming up for the efficacious operation, and that the catalysts are difficult to replace when they are used up.

To supplement or replace such exhaust treatment, it is well known that catalysts provided during combustion reactions may be employed to enhance complete oxidation of the fuel, and to encourage desirable reactions at the expense of unwanted reactions.

Catalysts provided at this stage have an advantage in that no warm-up comparable to that needed for a typical exhaust catalytic converter is generally required for proper functioning. Moreover, such catalysts are generally carried with the fuel-air mixture, and are likely to remain with the exhausted combustion products where they may continue to cause desirable reactions.

It is therefore desirable to place catalysts such that they are present at all stages of reaction, both during the combustion chamber reactions and subsequently. They may advantageously be presented at the combustion chamber reaction, are desirably carried with the exhaust gases, and catalyst may be added either additionally or alternatively after the gases leave the combustion chamber.

Placing catalysts at the site of combustion, or with combustion products, has presented difficulties. Many catalysts cannot be mixed with the fuel for long periods prior to combustion without causing premature reactions in the fuel. Placing solid catalysts at the point of combustion introduces a host of unresolved problems.

It is known to treat air which is about to be delivered to the combustion site with a liquid-based catalyst. For example, U. S. Patent 5,312,566 to Carroll, et al., describes a device which presents liquid-based catalysts to the air taken in to a combustion engine.

The device contains the liquid catalyst internally, and fine pores permit the catalyst to outgas such that it is picked up by the intake air. This device is not easily checked for exhaustion of the catalyst, and is not easily replaced.

Another example is described in U. S. Patent 4,090,838 to Schena et al. That patent describes a system for treating air intended for combination with fuel in an internal combustion engine. A portion of the air is caused to bubble through a catalyzing or catalyst-forming liquid, by which means it acquires some amount of catalyst which then accompanies the air to the combustion area. This system will not work for many liquid or liquid-like catalysts, because it is limited by the ability of the air to adsorb a portion of the liquid to which it is exposed in the bubbling chambers.

In a further example, U. S. Patent 4,295,816 to Robinson describes a system which similarly bubbles air through a liquid/catalyst mixture. To increase the types of catalysts which can be delivered by this method, this system employs a water-catalyst mix at the bottom (for catalysts amenable to conveyance with water), and disposes an oil-catalyst mix at the top, for catalysts better delivered in an oil solvent.

The systems of Schena et al. and Robinson share a difficulty of inducing the air to pick up the correct quantity of catalyst from the liquid. U. S. Patent 5,168,836 to Kraus deals with this problem by pre-treating the air, dehumidifying it so that it will absorb the water more predictably, and thereby presumably also the catalyst contained in the water.

This system, of course, requires elaborate air treatment in addition to the actual catalyst- adding steps.

U. S. Patent 5,386,690 provides a liquid catalyst solution containing one or more metal catalysts. Under microprocessor control of at least a plurality of monitors, engine system parameters such as intake temperature, engine RPM, vacuum etc. are monitored to determine a desired feed rate. The solution is delivered at the rate thus determined through an electronically-controlled feed and metering valve to an atomizer which creates a mist of catalyst-containing liquid by means of an ultrasonically-agitated nozzle, so that the combustion intake air can acquire the mist and convey it to the combustion area. Some of the metal catalysts remain with the exhaust gases, and should be captured by features within the exhaust ducts in order both to catalyze reactions and to prevent emission of the dangerous heavy metals to the air. This complex system requires precise catalyst delivery control, and careful steps to avoid exhausting the catalyst to the atmosphere. Moreover, it is directed expressly at automobile engines, and does not readily extend to other combustion processes.

Accordingly, a need exists for a system capable of delivering replenishable liquid- based catalysts to the site of combustion, or to the combustion products, in a wide range of combustion devices, and in a simple but reliable manner.

SUMMARY These objects are achieved by introducing liquid-based catalysts to combustion and combustion-products sites of combustion-based boilers, engines and furnaces.

In view of the foregoing, it is an object of the invention to provide a method for delivering liquid-based catalysts to gas ducts of a wide range of combustion devices by simple and reliable means.

It is a further object of the invention to provide delivery means which are as simple as possible, and which are adaptable to deliver liquid-based catalysts to a wide range of combustion sites in boilers, engines and furnaces, and to the exhaust therefrom.

It is an object of the invention to provide a method for delivering liquid-based catalysts to combustion sites such as are found in reciprocating and turbine combustion engines, boilers, and furnaces.

It is a further object of the invention to provide means for delivering liquid-based catalysts to the exhaust gases produced by reciprocating and turbine combustion engines.

The present invention provides simple, reliable means to deliver liquid-based catalyst to a wide range of combustion processes. According to the present invention, a combination of one or more aspects of the invention may be used as needed for particular combustion processes, in order to accomplish the goal of treating the combustion-related reactions wherever they may occur. Such reactions may occur both in a combustion vessel and in the combustion gases exhausted therefrom.

Some aspects of the present invention introduce a liquid-based catalyst into the air intake for a combustion reaction. In one such aspect, a pad is placed within an air intake channel, and is kept moist with a liquid-based catalyst, or with a liquid containing such catalyst, or a water-based catalyst. A sensor may be used to control a pump so that further catalyst, or catalyst/liquid mix, is delivered to the pad when it becomes dry.

In another such aspect, a pad is placed in an air intake channel and is continuously over-wetted with catalyst which is liquid and/or disposed in a liquid, the excess of which falls into a container to be recirculated onto the pad.

In some aspects, the present invention provides benefits whether introducing liquid-based catalysts to the intake to combustion reactions, as above, or to the exhaust products from such combustion reactions. One such aspect vaporizes liquid catalyst with heat and introduces the vapor to a gas duct. Heat vaporization may be accomplished any way, including employing either a hot electric wire or waste heat from the combustion reaction itself. The vaporized catalyst may be introduced to an intake duct and/or may be introduced to an exhaust duct.

In another such aspect, a liquid catalyst, possibly diffused in a liquid such as water, is converted into a fog without using heat, and then is delivered into a gas duct, typically either an air intake duct or an exhaust gas duct. The fog of liquid-based catalyst thus created is easily borne with the duct gases. If delivered into an intake duct, the catalyst is carried to the combustion area to aid reactions there, and may also remain- in the exhaust gases to assist the completion of desired reactions following combustion.

Whether delivered to the exhaust gases directly, or indirectly through the combustion area, no special means are employed to capture catalyst from the exhaust.

A particularly advantageous embodiment of this aspect of the present invention provides the catalytic fog to a turbine engine air intake.

Another aspect of the present invention for delivering liquid catalyst to combustion regions introduces the liquid catalyst to a lubricant for engines, particularly reciprocating engines. The lubricant, and particularly the catalyst borne therewith, may be introduced into the combustion area by contacting the walls of the combustion chamber, and may also be introduced to the combustion area through various vapor pressure control techniques which control the routing of engine vapors. This embodiment may be practiced either by adding liquid catalyst to a lubricant before adding the lubricant to the engine, or by supplying catalyst to the lubricant after the lubricant has been added to the engine.

In an aspect particularly suited for diesel engines, liquid catalyst may be mixed into the fuel, which will then carry it to the combustion area.

Embodiments of the present invention may employ one or more of the various aspects of the invention. The particular combination of aspects employed will depend upon the details of the combustion-related reactions which the embodiment is implemented to enhance.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows catalyst introduction to an engine air intake, fuel, oil, and exhaust.

FIG. 2 shows a fog nozzle array delivering catalyst to a large-scale combustion process.

FIG. 3 shows delivering liquid catalyst to a generalized gas duct through vaporization.

FIG. 4 shows catalyst delivery to a generalized gas duct by fog nozzle and flow sensing.

FIG. 5 shows catalyst delivered to a generalized duct by air passing an over-wet matrix.

DETAILED DESCRIPTION The present invention provides liquid-based catalyst to a wide range of combustion sites to enhance complete combustion and reduce undesirable byproducts.

Means are provided which may be combined or tailored for particular combustion reaction details but which, once so tailored, provide catalyst while adding minimal complication of the combustion processes. In accordance with the present invention, adequate catalyst is added to substantially improve combustion efficiency and/or to reduce unwanted emissions, without adding substantial complexity to the combustion mechanism or to its operation. A device according to the present invention may deliver catalyst to an air intake duct on a pad, or in a fog, or by heat-vaporizing a catalyst liquid, or may deliver catalyst in lubrication oil to be disposed on combustion chamber walls and recirculated by engine vapor recirculation control devices through the combustion intake. Catalyst may be provided conveniently from a dedicated refillable reservoir, or may be introduced to fuel or lubricating oils before they are delivered to the combustion mechanism, or may be added periodically to fuel reservoirs or lubrication reservoirs.

These simple methods may operate independently or in combination to catalyze reactions, whether at the combustion stage or thereafter.

Throughout this specification, a preferred liquid-based catalyst would have no heavy metals and no harmful residue, or else would be entirely consumed in any combustion reactions in which it is used. An excellent example of such a catalyst, as used in the preferred embodiments described herein, is IETM catalyst made by American Technologies Group, 1017 S. Mountain Avenue, Monrovia, CA 91016.

FIG. 1 shows delivery of liquid-based catalyst into a reciprocating combustion engine. Such engine may be fueled by gasoline, such as in an automobile, or by diesel fuel, as in a truck, or by heavier oils such as"bunker C"which is typically used for diesel engines in ocean-going vessels, or by alcohol, methane, or other appropriate fluid fuel.

Intake duct 1 typically carries air or other oxygen-containing gas. Liquid-based catalyst may be introduced at pad 5 which is provided in duct 1. Pump 43b receives liquid catalyst from reservoir 41b via connecting hose 45b and delivers the liquid catalyst to pad 5 via delivery hose 47b, from whence it is picked up by engine gases.

For simplicity, liquid catalyst may be delivered to pad 5 at a fixed average rate whenever the engine is operating. Moisture sensor 7 may optionally be connected to a pump control (not shown) via wires 9 so as to control pump 43b to replenish liquid catalyst to pad 5 when pad 5 becomes too dry. Such optional sensing may be useful, for example in the case that conserving catalyst or preventing excess catalyst in duct 1 is desired.

Particularly if controlled by moisture sensor 7, pump 43b may be a very simple pump similar to those typically used to pump windshield wiper fluid in automobiles.

Alternatively, pump 43b may be a metering pump dispensing a predetermined quantity of catalyst liquid per unit time. As a further alternative, the catalytic liquid may be generally pressurized in reservoir 41b, or arranged to feed by gravity, and instead of being a pump, item 43b may be a valve which limits the flow of catalytic fluid. Similarly as when item 43b is a pump, item 43b as a valve may also be controlled by sensor 7, or may simply be preset to permit an appropriate flow of catalytic fluid.

If integration of control with the computer which typically controls a modern engine is convenient, then pump (or valve) 43b may also be controlled to dispense catalyst at a rate depending upon any number of parameters already known to the computer. For example, the catalyst could be delivered proportionally to engine RPM or to fuel delivery. However, simplicity is desirable. Accordingly, while such control refinements may be employed if appropriate information is available without adding significant complexity to the engine control system, tight control of catalyst delivery rate is generally unnecessary for the present invention, and indeed if it increases engine complexity substantially then such added control is undesirable.

In a second aspect of the present invention, liquid-based catalyst may be provided premixed with combustion fuel, particularly in the case of diesel engines.

Though those skilled in the art have discounted the possibility, the applicant successfully introduced a preferred liquid-based catalyst into diesel fuel at concentrations high enough to significantly assist combustion. The diesel fuel (which may be light or heavy oil) should be as dry as possible, that is have a minimum of water dissolved or mixed in it, so as to facilitate the adding of liquid based catalyst to the fuel.

Given such dry diesel fuel, at least some liquid-based catalysts, such as IETM catalyst, may be added directly to the fuel in useful amounts. IETM catalyst, for example, is useful at concentrations of 25 ppm or more. Typically, less than 250 ppm may be reasonably incorporated. The preferred range of concentration of this catalyst in diesel fuel is from 50 ppm to 150 ppm.

This particular catalyst may also be introduced to oils during the refining process.

It may be added to raw crude oil entering the process, and it may additionally or alternatively be added during the stages of"cracking"the heavier petroleum into more desirable lighter or shorter-chain compounds. Such addition may enhance the cracking process by facilitating breakage of petroleum chains. Moreover, the resulting fuels will retain sufficient catalyst to usefully enhance their ultimate combustion in a device, as described elsewhere. By this process, catalyst will be incorporated into fuel oils, diesel fuels and gasolines of all types produced by such refining processes.

The fuel is typically mixed with incoming air by injector 12. However, fuel may alternatively be introduced into duct 1, by carburetion or otherwise, at a point farther back in the gas flow, for example preceding the location of pad 5. The gases in duct 1 are typically drawn in to combustion chamber 2 while a valve 13a on the intake side is open as piston 17 travels down in cylinder 14.

In further aspects of the present invention, liquid catalyst may be disposed in the lubricating oil, from whence it will be presented to the combustion chamber by at least two routes in most engines. First, it may be presented along the walls of the cylinder. As crankshaft 15 rotates, driven by piston 17 via piston rod 16, it picks up some of oil 20 and throws it upon inner wall 19 of cylinder 14, where it is picked up by piston 17 and rings 18. As piston 17 and rings 18 travel back up in cylinder 14, they spread some of oil 20 along inner wall 19, thereby making small amounts available within combustion chamber 2 as piston 17 travels down again. In the second route, liquid catalyst in the oil will create vapor pressure in a warm engine, and will be recirculated into combustion chamber 2 by means of engine vapor recirculation control mechanisms which are very well known in the art (not shown). Liquid catalyst may be disposed in oil 20 before oil 20 is added to the engine, or may be added to oil 20 as a separate step, or may be added periodically, either automatically by pumping (not shown), or manually.

After delivery into combustion chamber 2, valve 13a on the intake side closes and the gas mixture is typically ignited by spark plug 11 (except in diesel engines). Piston 17 is driven down and liquid catalyst continues to be introduced to chamber 2 from cylinder wall 19 if it has been added to oil 20. Then valve 13b on the exhaust side is opened, and piston 17 rises, driving the combustion exhaust gases into exhaust duct 3.

Liquid catalyst may remain from the combustion reaction, and continue to be picked up from the cylinder walls if catalyst is in the oil. As a further aspect of the present invention, liquid catalyst may be introduced separately into exhaust duct 3.

Reservoir 41a provides liquid catalyst via connecting hose 45a to pump 43a, which delivers it via delivery hose 47a to vaporization container 31. Some of the liquid catalyst in vaporization container 31 is vaporized to form steam 35, which enters exhaust duct 3 and thus provides catalyst to assist in completing reaction of the combustion gases. It is a feature of the present invention that no special recovery of catalyst need be undertaken anywhere in the system; rather than complicate the system, the present invention preferably employs liquid-based catalysts which are harmless if exhausted into the air.

Pump 43a, like pump 43b, may be a very simple pump (or valve), in which case it is preferably controlled by a sensor 34 which prevents overfilling vaporization container 31. Without sensor 34, pump (or valve) 43a preferably meters a known quantity of liquid catalyst per unit time when the engine is operating. Sensor 34, if used, may be a moisture sensor, a liquid level sensor, or a temperature sensor, and controls pump (or valve) 43a through a pump (or valve) control, not shown, to which sensor 34 is connected by sensor leads 36. Sensor 34 may be a temperature sensor, blocking catalyst delivery until container 31 is hot enough to vaporize incoming catalyst; alternatively, sensor 34 may sense excess moisture and block further delivery when too much moisture is present.

Vaporization may be accomplished by means of waste heat from combustion.

Mounting portions 32 conduct heat from exhaust duct 3, and the heat will vaporize catalytic liquid in vaporization container 31. Vaporization container 31 provides a surface which may be specially constructed of rugged material to tolerate constant vaporization on its surface. It may house sensor 34 to control the flow of catalytic fluid.

The amount of heat conducted from exhaust duct 3 into vaporization container 31 may be limited by control of the material and cross-section of mounting portions 32. In this case, sensor 34 may be a liquid level sensor or moisture sensor, so that a quantity of catalytic liquid is maintained in vaporization container 31. For a given heat conducting mounting portion 32, then, the amount of liquid vaporized and thus introduced into exhaust duct 3 will vary depending upon the heat of exhaust duct 3.

Vaporization container 31 is shown as protruding outside exhaust duct 3.

However, vaporization container 31 may also be simply a heat-tolerant tip, such as metal or ceramic, on hose 47a. Such vaporization container 31 may operate without sensor 34, in which case pump (or valve) 43 may simply be enabled to deliver a small constant quantity when the engine is operating, or may deliver an amount controlled by other known engine parameters. However, if used, sensor 34 may sense catalytic liquid present at the heat-tolerant tip and thereupon direct pump (or valve) 43a to halt.

Even more simply, vaporization container 31 may be part of exhaust duct 3. In this case, catalytic liquid from container 41a may be dripped from a heat-resistant tip of hose 47a onto a portion of exhaust duct 3. As above, control of catalytic liquid delivery may be accomplished by any simple means, such as gravity feed limited by fixed or adjustable valve 43a, controlled pressurization of container 41a with a restricting orifice such as valve 43a, item 43a as a metering pump, or item 43a as a simple pump controlled by sensor 34 or by parameters readily available to the electronics of the engine.

Pump (or valve) 43a may simply be delivering a rate of catalytic liquid when the engine is on, as described above, or may be controlled in conjunction with a sensor 34.

If sensor 34 is a liquid level sensor, pump (or valve) 43a may simply be turned off whenever the liquid exceeds a predetermined level. If sensor 34 is a moisture sensor, pump (or valve) 43a may be similarly turned off when moisture is present. If sensor 34 is a temperature sensor, pump (or valve} 43a may be turned on when an appropriate temperature is reached. Gravity feed may be used, in which case item 43a is preferably a controlled valve between liquid catalyst container 41a and vaporization container 31.

Item 43a may be simply a fixed or adjustable orifice between liquid catalyst container 41a and vaporization container 31, and delivery rate may be controlled by pressurizing container 41a. Such control may simply consist of providing constant pressure when the engine is operating, or may be controlled by sensor 34.

Pump (or valve) 43a, or the pressure of container 41a, may also be controlled from an existing computer which is involved in controlling other aspects of engine operation.

In that event, control may not rely directly on sensor 34, but may be controlled without further sensor input on the basis of operating parameters readily available to the automobile computer, such as engine speed and fuel usage. Indeed, in any of the aspects and embodiments of the present invention, sensor 34 may be an input to the automobile computer, and may control delivery of liquid catalyst indirectly through the computer, either alone or in combination with other readily available engine parameters.

If thus computer-controlled, a warm-up delay could be employed to prevent delivery of catalytic liquid until exhaust duct 3 has heated up sufficiently to vaporize the catalytic liquid provided to it. However, since typically the quantity of catalyst is very small, and indeed an excess of the preferred liquid catalyst is harmless, in most instances no warm- up delay will be needed.

In FIG. 1, vaporization container 31 is shown delivering catalytic vapor 35 into exhaust duct 3 via vapor path 38. However, in another aspect of the present invention vaporization container 31 may be attached to exhaust duct 3, or other source of waste combustion heat, by mounting portions 32, and yet may have a vapor path 38 connecting instead to intake duct 1, thereby delivering catalytic steam to the intake.

Such introduction of catalytic vapor, heated by waste combustion heat, into intake duct 1 is particularly useful with respect to combustion in boiler units, as will be described below in regard to Figs. 3-5, but may be used with any combustion process whatsoever.

FIG. 2 represents an aspect of the present invention in which liquid catalyst is delivered to a large-scale combustion site by presenting liquid catalyst in a fog added to the intake gases. This aspect is useful with large furnaces, boilers, and other combustion processes such as large diesel engines on ships, and is particularly advantageous for large turbine engines. Intake air preferably arrives from air filters 29 to fog nozzle manifold 25, which has one or more fogging nozzles 27 via which a catalytic liquid may be delivered into the intake air. While four manifolds are shown, only one fog nozzle manifold 25 need provide catalytic liquid. Fog pump 23 receives a catalytic liquid, which may be diluted, and pumps it at a pressure preferably between 1000 and 3000 psi to fog nozzles 27. Fog nozzles 25 preferably have a. 006 inch diameter orifice and an impaction pin disposed in front of the orifice such that exiting liquid impacts upon the impaction pin. Such a nozzle is produced by MEE Industries, 204 West Pomona Ave., Monrovia, CA 91016. Any means of atomizing the catalytic liquid may be used; however, it is important to keep almost all fog droplet diameters below 30 microns, preferably below 20 microns, and desirably below 15 microns, in order to minimize or entirely prevent erosion of the blades in turbines.

Particular note is made that IETM catalyst, a preferred liquid catalyst used in many of the aspects of liquid catalyst delivery described herein, has a quite unexpected benefit in use with large-scale fogging for turbine engines. Such fogging may be done simply to cool the intake air for turbine engines. Adding catalyst to such a combustion process would not be expected, because it would be expected to increase the undesirable erosive effects described above. However, IETM catalyst, surprisingly, actually reduces the erosive effects of such fogging. By causing the fogging liquid (typically water) to atomize more readily, and by discouraging it from re-forming into over-large droplets, the addition of IETM catalyst to turbine fogging nozzles enhances the fogging process in an unexpected manner which is entirely separate from its action as a combustion catalyst.

Such benefit may be useful for any such atomization process.

The intake air thus fogged proceeds to compressor 21, from whence it is delivered to the burner units which fire the turbine. By varying the amount of water or other liquid with which the liquid-based catalyst is diluted, such an arrangement may also reduce the temperature of incoming air to enhance power delivery from the turbine. This use of liquid-based catalyst with even very large turbines is contrary to previous practice, which avoided such techniques to prevent build-up of catalyst residue on the turbine blades, and to avoid erosion of turbine blades by catalytic particles or droplets.

FIG. 3 shows a general intake duct 1, which may provide oxygen-bearing gas to any combustion process. For example, intake duct 1 may lead to a reciprocating engine as shown in FIG. 1, or into a turbine engine, a boiler combustion area, or a furnace combustion area. Such an intake duct may be used in combination with virtually any known fuel. In the case of boilers, for example, the fuel may be pulverized coal, and may be burned in elongated tubes which serve as"combustion chambers."Liquid or gas fuels such as oils, gasoline, alcohols, diesel fuel, heavy fuel oils such as"bunker C," propane or natural gas may also be used. Catalytic liquid is pumped to vaporization container 31 through delivery hose 47 and valve 39 from reservoir 41, via connecting hose 45, by pump 43 (which again may be a valve, rather than pump, if reservoir 41 is pressurized or feeds by gravity). Catalytic liquid reaching vaporization container 31 may, for example, be vaporized by being put into contact with heating element 33, which is heated electrically via wires 37. Steam 35 thus produced is introduced into a gas duct, preferably air intake duct 1. In this case, intake duct 1 should not have fuel already mixed with the air, unless the temperature of heating element 33 is carefully controlled to prevent ignition of the air-gas mixture.

Vaporization container 31 in FIG. 3 is shown attached to intake duct 1 by vapor path 38. However, it should be understood that vapor path 38 may be elongated, and vaporization container 31 mounted on a source of waste heat separate from intake duct 1 (such as an exhaust duct 3 as described above with respect to FIG. 1). Since boilers typically preheat the air input to the combustion, this aspect of the present invention is particularly well-suited to use with boilers. While heating element 33 may be used in conjunction with waste heat vaporization, such as during warmup, simplicity is preferred, and such preheating is generally unnecessary when vaporizing by means of waste heat.

FIG. 4 shows details of an aspect of the present invention which is particularly desirable in conjunction with processes which benefit from cool intake air, such as the turbine engine of FIG. 2, but may be used with any combustion process, including at least engines, boilers and furnaces. In FIG. 4, fogging nozzle 51 produces fog 57 which is introduced into intake duct 1. Nozzle 51 is supplied with catalytic liquid from reservoir 41, which is pressurized by pump 53 to preferably between 500 and 3000 psi and delivered via connecting hose 45. Pump 53 may simply maintain constant pressure when the engine (boiler, furnace, etc.)-is operating. Pump 53 may alternatively be controlled by an airflow sensor 55, or by a signal indicative of combustion rate (such as fuel flow rate) or engine speed, to vary the delivery pressure (e. g. to be proportional to such air flow, combustion rate or engine speed). Pressure can also be controlled by valve 54, which may be adjusted manually or electrically. If valve 54 is electrically controlled then generally pump 53 would operate with only simple on/off control.

It should be noted that although delivery to intake duct 1 is shown in FIG. 4, fogging nozzle 51 can additionally or alternatively be installed in exhaust duct 3.

FIG. 5 shows an auxiliary air intake, which may use fan 63 to assist air traveling into auxiliary intake duct 65 and through catalytic drip chamber 67. In drip chamber 67 catalytic liquid is dripped or sprayed from one or more holes in drip tube 71 so as to provide substantial catalytic liquid to matrix 69. Preferably, matrix 69 is overfilled with catalytic liquid, the excess falling into the bottom of drip chamber 67 which preferably functions as the reservoir for the catalytic liquid. Pump 43 may be extremely simple, merely pumping catalytic liquid from the bottom of drip chamber 67, through hose 47, to drip tube 71. The air travels by and through matrix 69, and then exits drip chamber 67 via exit duct 66. Thereupon, the air may be allowed to enter either air intake duct 1, as shown, or alternatively exhaust duct 3. The low pressure of intake duct 1 or exhaust duct 3 may in some instances suffice to draw air through drip chamber 67 without aid from fan 63. This aspect of the present invention has a particular advantage when the catalytic liquid-laden air is introduced to exhaust duct 3, in that along with the catalyst, oxygen is provided which will enhance oxidation of incompletely burned fuel.

FIG. 5 shows intake duct 65 as an auxiliary air intake. However, it is to be understood that intake duct 65 and exit duct 66 may entirely supplant intake duct 1, such that all intake air passes through catalytic drip chamber 67. In that event, optional filter 73 would be located by optional fan 63, and intake air would be delivered via duct 66, which would replace or be part of duct 1.

As explained previously, the preferred embodiments of the present invention incorporate a combination of one or more of the above-described aspects of the present invention in order to provide catalyst for particular combustion circumstances both simply and thoroughly. For example, the combustion reactions of some reciprocating engines would be most simply and thoroughly catalyzed by adding a liquid-based catalyst to the lubricating oil and to the fuel, combining two aspects of the present invention. Some boilers or furnaces would be most simply and thoroughly catalyzed by disposing liquid-based catalyst on a pad or matrix through which the intake air passes, while the exhaust is heat-vaporized into the exhaust duct using waste heat. Other boilers or furnaces will benefit from liquid catalyst heat-vaporized using waste heat and conveyed separately to the intake and to the exhaust. In many applications, a single aspect of the present invention will provide ample catalyst in the simplest manner, such as fogging in the intake of engines or other combustion devices.

The foregoing combinations are illustrative, and it will be appreciated by those skilled in the art that each possible combination of aspects of the present invention provides benefits for particular combustion systems. Since the matrix of possible combinations is too numerous to list, it is expressly stated that each combination of one combustion process (which includes a combination of a fluid fuel such as fuel oil, diesel, methane, alcohol or gasoline with an engine of reciprocating or turbine type, or a combination of a boiler or furnace or other burning device using at least one of the above-noted fluid fuels, or using a solid fuel such as pulverized coal, etc.) with a possible combination of the catalyst delivery aspects described herein, is contemplated and described hereby.

The invention presently claimed is defined by the claims which follow, rather than by the explicit illustrative embodiments described above.