The present invention relates to a method of a controlled engine, and in particular to a controlled engine whereby the gas or liquids are introduced in a controlled and adjustable manner.

BACKGROUND OF THE INVENTION

Use of combustion engines is well-known, however, there are significant limitations to the present forms and methods of utilisation. For example, the limitation to fossil fuels, and the significant loss of energy, and hence costly fuel, during use. It has been estimated for some arrangements that engines run only at 45% efficiency, with more than 50% of energy contained in fuel is lost during the combustion process. Clearly some of this is heat energy, and some is the inefficient burning of the fuel. It would be highly desirable to have an improved method of use of a combustion engine and engine, with significant improvements in efficiency in energy use. Conventional combustion engines produce emissions, and these may be unwelcome acid forming emissions or putting unwelcome particulates into the atmosphere. Renewal energy forms are preferable to fossil fuels in many applications but use of an engine in one form or another is still the method of choice for a great many applications. In these cases it would be highly desirable to have an efficient method of use of an engine, without the detrimental emissions produced by fossil fuel and conventional engines.

Part of the problems with current combustion engines is the loss of energy, during expansion and contraction of the fuel gas mixture, during the combustion event. The expansion and contraction of the fuel gas mixture in response to the combustion event in conventional engines is not controlled, and this lack of control leads to the process being inefficient. It would be highly desirable to improve the combustibility of fuel so that the fuel is all converted to usable energy. The subject invention looks to address this inefficiency through control of the expansion and contraction process during the fuel/gas combustion event, through adjustment, and control as described below. The inventive method may be used to retrofit to conventional combustion engines, which may run in one of 4 modes or methods, so called normal "Conbustion" a coined term by the inventor, using pure hydrogen and oxygen, without air or fuel, steam only mode, used for economy and engine braking, compressed air mode used for economy and regenerative braking mode and compressed air mode with carbon based fuel. Each of these modes or methods is described with reference to the examples below.

The subject invention looks to control the rate and duration of the expansion step and separately the rate and duration of the contraction event during the fuel combustion, so as to control the combustion in the engine. The control of the subject invention maximises the expansive action on the piston and corresponding contraction through the cycle.

The usual combustion process involves oxygen, hydrogen and water, including as steam, but would be hindered by the inclusion of any other substances. Destructive shock waves can develop as a result of combusting stoichiometric blend of pure hydrogen in pure oxygen in a proportion of 2H2 to O2. If left unaddressed the destructive shock wave can explode with catastrophic damage to the engine followed by a rapid contraction. Further NOx is produced as a result. These issues have been looked to be addressed by all those trying to develop hydrogen engines over the last 200 years of development, to date unsatisfactorily.

Additives, buffers to potential overexpansion or explosion may be included in the fuel gas mix to act against these problems, and make a usable expansion; the nitrogen joins the excess oxygen in the air, to form NOx. However, inclusion of additives beyond pure oxygen, pure hydrogen and water reduce the vacuum expansion and contraction on the piston during combustion. The reduction in the vacuum and action of combustion due to inclusion of the buffers, necessary for prevention of explosions, therefore makes the engine inefficient. If the risk of destructive shock waves could be addressed without the need to add other buffers or substances, this would enable efficient combustion of pure oxygen, pure hydrogen and water, leading to a highly efficient engine. In its simplest form, the subject inventive method controls the oxygen and hydrogen present throughout the steps of combustion engine, to prevent the risk the pure oxygen and pure hydrogen forming stoichiometric proportions, that risk destructive shock waves other than at the point of combustion, where they are fully combusted. For example, by ensuring excessive oxygen is present at the start of combustion and too little hydrogen, the excessive oxygens acts as a buffer ("expandant") by absorbing heat and expanding as it does so. The initial over supply of oxygen acts against the risk of initial shock waves and assists to provide a usable pushing force for the piston, in this initial step. Moving towards the next step in the cycle this excess oxygen needs to be removed, and the gas mixture is brought towards the stoichiometric proportions of 2: 1 hydrogen:oxygen, and as the mixture reaches this mix, they are entirely combusted to produce steam. At this point, with three parts volume each of hydrogen and oxygen, to one part water as steam the pressure drops and contraction occurs on the piston. This simplified description illustrates the very strong inventive method that is applicable to combustion engines to dramatically improve efficiency of the combustion of the fuel in a safe manner. The method enables use of only pure oxygen and pure hydrogen and water, with the fuel for combustion, by balancing these at each stage of the combustion expansion and contraction (refer Figure 5).

Additional inventive features include the inclusion of a one way valve, downsteam from the discharge valve, which enables the discharge valve can be opened as the piston reaches the expanded position and any vacuum produced can be used to draw the contracting piston for as long as possible. The assistance to the contracting piston is a further improvement to the efficiency of the improved combustion engine using the inventive method.

However, the use of discharging the steam, to reduce the pressure and contract the piston, leads to a further issue of the expanding steam. The discharged steam, is at a very high temperature, needing to be addressed quickly for safety as well as efficiency. To deal with the excess steam discharged an inventive Steam Condensing Manifold ("SCM") to rapidly cool the excess heat and steam has been developed, and further acts to create an external vacuum unit to complement the controlled combustion, described elsewhere. The steam is directed through a series of pathways over cooling units to efficiently reduce the temperature and the expansive effect, as the volume decreases. As the steam cools eventually it is reduced to water, and a decrease of 1/1600 of its volume. A purging process is included, undertaken at the start-up of the engine to remove non- water constituents and to stop the cooling fluids to the heat exchange elements. As the heat exchanges are no longer cooling this allows the heat in the SCM to build up again as if contained with the unit. Use of the valves as described enables careful control or of the pressure through the releasing action of the various one- way valves each acting differently. The additional action of capturing and using the heat of the discharge in the combustion engine, enables a significant efficiency improvement, as would be understood by the person skilled in the art. The SCM further acts to cool and lubricate the combustion chamber. The combustion engine has been the subject of intense research and development over the last few decades, and yet no solution has been found. Use of the subject method and engine using the method has now made a significant advance to addressing these long felt problems. The subject invention provides an entirely new method of controllable "combustion", compression-less operation, which estimates to improve efficiency to 80%, a very significant advance over the prior art. The subject invention is applicable in a wide range of applications and industries, and as such is likely to be developed in numerous forms and arrangements, based on the principle invention disclosed herein. The new method is highly efficient, zero emission, and cost effective, through the careful control of the steps of expansion and contraction. It is likely that the invention, once known about will be a significant advance for combustion engines allowing for improved efficiency is use of fuel, as well as fuel and cost savings.

The present patent specification follows and claims priority of provisional patent application number 2017903994, lodged 4 October 2017, in the name of Brendan Condon, the entire contents of which is incorporated herein by reference. Dictionary

The inventor, for convenience, has coined some terms in the provisional patent application which are used in the specification and claims as set out therein, notably:

• EXPANDANT or EXPANDANTS the fluids/gases surrounding a combustion event that expand with the heat of the event. The following describes a non-limiting example of the invention being used with reference to a particular engine arrangements. However, it is not intended to limit the invention in any way, other than as limited in the claims, as to the type or form of engine. The inventive method may be applied any suitable engine or similar arrangement.

The term fuel is used as a general term in the specification to refer to the gas or fluid or combination used in an engine to provide power. The fuel and gas mix is varied for the different modes or methods of use of the engine as described in detail below. The fuel is generally combusted to provide movement, such as to a reciprocating piston, which is translated to movement of a drive shaft for example. The invention is applicable to many kinds of engines and use of many kinds of fuel. For example, the fuel may be a blend of gases with a fossil fuel, petrol or diesel included, or may be a blend of gases with other additives, excluding any fossil fuel. Fossil fuels may be omitted from the process, or there may be a combination of fuels, such a biofuel. In one form the fossil fuel is omitted and the engine runs on hydrogen and oxygen in pure form, adjusted so as to avoid potential Shockwaves and explosion, encountered by prior art systems. The fuel should therefore be interpreted broadly, other than as specifically defined in the claims. Combustion is used as the term for the use of the combustion engine, however the process may or may not include combustion of a fossil fuel. For example, fossil fuels may be omitted from the process in some forms of the invention. However, as combustion is a familiar term used for these types of engines it has been used in the present document to broadly describe the conversion of the gas/fuel to expansion and contraction forces which in turn moves a piston, which can be further translated to movement and drive force.

For clarity, any prior art referred to herein, does not constitute an admission that the prior art forms part of the Common General Knowledge in Australia or elsewhere.

It is an object of the present invention to provide a method a controlled combustion engine that at least ameliorates one or more of the aforementioned problems of the prior art. It is a further and separate object of the present invention to provide an engine with a controlled combustion that at least ameliorates one or more of the aforementioned problems with the prior art.

DISCLOSURE OF THE INVENTION

Accordingly, the invention provides in a first aspect, a method of controlled engine efficiency, the engine including a piston means in a chamber means, the piston means moveable within the chamber between a first and second position on expansion or contraction within the chamber means, the method including the following steps: a) introducing "fuel" being gases or liquids into the chamber means in a controlled manner; b) adjusting the "fuel" mixture, through adjustment of the introduction of each gas or liquid into the chamber means, before an ignition step, to a balance suitable for substantially optimised ignition; c) igniting the "fuel"; and d) repeating steps a) to c), wherein, the method substantially improves efficiency of the engine.

Preferably, the control is continuous control of the engine. Preferably, the control is repeated adjustment of the balance of gas or liquid within the chamber means at before, during and after ignition. Preferably, the control is provided by an electronic control means. Preferably, the electronic control means is part of the electronic control of the engine and in addition to other engine control adjusts the gas or liquid balance within the chamber means. Most preferably, the electronic control means of the engine continually or repeatedly adjusts the balance of the "fuel" gas and or liquid being introduced, in concert with the performance requirements of the engine. Preferably, control and adjustment of the "fuel" gas and liquid can substantially maximise performance of the engine. For example, use of the inventive method may assist to expand and contract the piston means within the chamber means through each stage of the cycle to extract the maximum energy from the "fuel" gas and liquid mixture. Preferably, the control is electronically controlled and achieved automatically through use of the engine in the usual manner, eg the driver need only drive and the electronic control system will control and adjust automatically, for the selected mode or operation.

The engine efficiency may be any suitable efficiency. The engine efficiency may be the improve combustion of "fuel" gas or liquids. The efficiency may be include the complete combustion or use of "fuel" gas or liquids during a phase of the cycle. Efficiency may be measured as a reduced use of fuel to power the engine. Or efficiency may be measured as a highly efficient use of the energy produced from the "fuel" gas and liquid.

Most preferably, use of the inventive method substantially maximises the expansion and contraction within the chamber means of the piston due to the controlled and adjusted introduction of "fuel" gas and liquid mixture. Preferably, the adjustment and control to maximise the expansion and contraction includes repeated introduction of one or more gas or liquid, to change the balance within the chamber means. Preferably, the engine is a combustion engine. The engine may be an inventive engine built for the purpose. However, it is advantageous that the invention may be used with conventional engines, adapted for use with the method. Preferably, the engine is a reciprocating piston engine with a piston and chamber into which a fuel injection system can introduce the "fuel" gas or liquid in a controlled manner. Preferably, the movement of the piston within the sealed chamber is translated or relayed to drive force of the engine in the usual way. Any suitable engine arrangement may be used instead. The fuel injection system may be a conventional fuel injection system.

Preferably, the piston means is the piston means of a suitable engine moveable in a chamber means, as would be readily understood. The piston means and chamber means may be adapted for the specific features of the invention in other forms of the invention.

Most preferably, in a first form of the invention the "fuel" may be free of carbon or fossil fuels. In this form of the invention the engine may be used to ignite a mix of pure oxygen and pure hydrogen as disclosed below, in the absence of fossil fuels. The fuel may be any suitable fuel. It is not intended that fuel refer to carbon or fossil fuels in this sense as would be understood it is intended that term fuel have a broad interpretation.

Preferably, a first gas is introduced in a controlled and adjustable manner. Preferably, the first gas is oxygen. Preferably, at the start of the use of the engine, oxygen is introduced. Preferably, a second gas is introduced in a controlled and adjustable manner. Preferably, the second gas is hydrogen. Preferably, the first gas is pure oxygen and the second gas is pure hydrogen. Preferably, no additives or buffers are included in this form of the invention. Buffers and additives may be included in other forms see below. Most preferably, the fuel for the engine is a combination of hydrogen and oxygen ignited to move the piston between a contracted and expanded state. In one most preferred form of the invention the first gas is oxygen, introduced at the start of the engine cycle. The precise position of the reciprocating piston, piston means will vary but may commence as early as 40 degrees. Preferably, oxygen and most preferably pure oxygen is introduced at the start through use of a suitable fuel injection system. Preferably, the time of injection is controlled and adjusted to be suitable to the requirements of the engine cycle. Preferably, the timed or metered injection of the oxygen introduces a suitable amount of oxygen into the combustion chamber. Preferably, the second gas is hydrogen. Preferably, the second gas is pure hydrogen. Preferably, hydrogen is through use of a suitable fuel injection system. Preferably, the time of injection is controlled and adjusted to be suitable to the requirements of the engine cycle. Preferably, the timed or metered injection of the hydrogen introduces a suitable amount of hydrogen into the combustion chamber.

Preferably, after introduction of the oxygen, there is a short delay and then hydrogen is also introduced into the chamber means. Preferably, ignition occurs directly after the introduction of hydrogen. Preferably, the piston means may be in any suitable positon before start. Preferably, the piston means is in a position towards the expanded position. The piston means may be is a position towards a top dead centre position within the chamber means. The piston means may be in another position at the start.

The oxygen may continue to be introduced while the hydrogen is introduced, thereby a oxygen rich gas mixture is provided within the chamber means. Preferably, the oxygen rich mixture avoids the proportions of the mixture reaching stoichiometric proportions, that is 2: 1 hydrogen: oxygen within the chamber means. Preferably, at the point or directly after the introduction of hydrogen an ignition event combusts, or ignites the gases. Preferably, this is an ignition step.

Preferably, the proportions of oxygen before the ignition step will be substantially in excess of the proportions of 2: 1 hydrogen:oxygen. Preferably, there is excess oxygen in the gas mixture in the chamber, over and above stoichiometric proportions. Preferably, the excess oxygen over and above the 2: 1 hydrogen:oxygen ratio acts as a buffer absorbing energy created by the on-going ignition of gases. Preferably, heat energy is absorbed. Preferably, the buffer acts against potential damaging Shockwaves. Most preferably, the excess oxygen in the chamber means during the ignition step is usable as expanding force to move the piston means. Preferably, the excess oxygen acting as a buffer provides usable drive to the expanding piston means. In this way the efficiency of the "combustion" is substantially maximised as the buffer "expandant" energy may also be used to assist to move the piston means within the chamber.

Preferably, as a suitable point the oxygen introduction ceases and the hydrogen introduction continues, combustion continues whereby the oxygen rich mixture is moved towards stoichiometric proportions eg hydrogen:oxygen 2: 1 . Most preferably substantially stoichiometric proportions eg hydrogen:oxygen 2: 1 are achieved as the piston means is at an "optimum" point substantially near the expanded position. Preferably, achieving substantially stoichiometric proportions eg hydrogen:oxygen 2: 1 at substantially the expanded position substantially maximises the potent of a vacuum being created to draw the contracting position towards the contracted position. Preferably, as the piston returns to the start or specific point, a fresh injection of oxygen and then hydrogen will be made and the process repeated. Preferably, at a specific point before the contracted position a new cycle will start and a new injection of oxygen will occur.

Preferably, the introduction of hydrogen and oxygen is through a fuel injection system and the time or amount of injection determines the oxygen or hydrogen introduced. Preferably, the fuel injection system is controlled to provide a metered or timed amount of oxygen and separately hydrogen into the system. Preferably, the control of the metered oxygen and hydrogen enable through the fuel injection system enables the engine output to be controlled. Preferably, the electronic control system will continuously measure, control and adjust the injection of the oxygen and hydrogen throughout the engine cycle. Preferably, parameters chosen from the group: engine speed; temperature; throttle settings; external load; engine rev limits are monitored by the electronic control system. Preferably, the electronic control system or related electronic management system can respond to one or more changes in the parameters and adjust the use of the method accordingly. Most preferably, changes in the parameters or other conditions may be used to adjust the controlled system to substantially optimise the combustion. For example, the length of time or amount of gases injected may be adjusted to react to the changes in parameters or conditions. Most preferably, automatic and instantaneous changes are made to the "fuel" gas or liquid injections made in response to change in conditions or parameters.

Sensors may be included, to detect changes in pressure, gas mix, temperature or other conditions in or about the chamber means. Sensors may be included for monitoring as appropriate.

Preferably, ignition includes a spark event leading to reaction or combustion depending on the composition of the "fuel" gas or liquid mix. Preferably, where the "fuel" is a mix hydrogen and oxygen these react on the spark event. Preferably, in this form of the invention an almost complete reaction takes place with the excess oxygen outside of the stoichiometric proportions and providing a buffer thereto. The reaction may be deemed similar to combustion as on ignition energy is produced and force usable to move the piston. Fuel injection systems are known to inject gases and liquids for combustion. Adaptations to these known systems may be made to provide the suitable tailored control for the timing of opening/injecting to control and adjust the introduction of a gas. Preferably, a metered or timed fuel injection even introduces one or more "fuel" gas or liquid into the chamber means. Preferably, the electronics and power of the vehicle are used to power and control the use of the fuel injection system.

Most preferably, the fuel injection system can provide precise injection of "fuel" gas or liquids so that the balance in the chamber can be carefully controlled.

The fuel may be any suitable fuel. The fuel may be hydrogen and oxygen in a preferred form of the invention. Preferably, the gases and or liquids are introduced in a measured manner. Preferably, the measured manner is through use of a fuel injection system. The fuel injection system may have a plurality of inlets or lines. Preferably, there is a line in for any chosen from the group: oxygen; hydrogen; water/steam; carbon fuels; IMF; compressed air; and other suitable additives. Preferably, the valves of the engine are used in the method. Preferably, one or more discharge valves of the engine are used in the method. Preferably conventional engine valves are used, and re-timed by reconfigured camshafts to function as discharge valves. Preferably, there are a plurality of discharge valves.

Preferably, the engine includes one or more discharge valves in communication with the chamber means and the method includes the further step of: -controlling and adjusting one or more discharge valves to control and adjust the pressures within the chamber means.

Most preferably, use of one or more discharge valves enable improved efficiency of the engine. Most preferably, use of the discharge valves assist with the expansion and or contraction. Preferably, control of the discharge valves is an important feature of the invention to assist to control the performance.

Preferably, a discharge valve for adjustment of pressure within the chamber means is included whereby gases may be able to discharge, leave. Preferably, during the cycle, a first discharge valve opens when the piston moves towards the expanded position. The piston may be at 5 to 0 degrees before the expanded position, for example. Preferably, the first discharge valve remains open until the piston reaches a specific point. Preferably, the first discharge valve remains open until the piston is near the contracted position. The first discharge valve may be closed as early as 41 degrees before the contracted position, for example, but this depends on the operational parameters. Preferably, use of the first discharge valve assists in the control of efficient engine use.

Preferably, one or more of the discharge valves are one-way valves. The discharge valves may be any suitable valves. Preferably, a second discharge valve is included, downstream of the first discharge valve. Preferably, the first discharge valve enables adjustment of the pressure within the chamber means. Preferably, the second discharge valve enables fluids to leave the chamber means. Preferably, only fluids may leave the chamber through the discharge means. Preferably, the first and second discharge valves are different to one another. Preferably, a reed valve is included as a discharge valve. Preferably, a ball valve is included. Any suitable discharge valve may be included to enable gas or liquid to leave the chamber in a controlled manner.

The discharge valves may be used in any suitable manner. Preferably, there are a plurality of discharge valves. Preferably, the discharge valve enable controlled and useful adjustment to the pressures within the chamber in different circumstances.

Most preferably, there are three discharge valves adapted to enable different adjustment and control through the use of the inventive method. Most preferably, the different valves enable different discharge to occur at different points.

Preferably, the electronic control system and or management system can be used to open and close the discharge valves as required. Preferably, the discharge valves are controlled individually by the electronic control system or management system. Preferably, suitable adjustment may be made repeatedly through the use of the engine in response to parameters and conditions of the engine.

Preferably, in some uses of the invention, use of the method enables compression-less cycle. Preferably, use of the method enables the cycle to be undertaken without loss of compression, so as to be more efficient, eliminates waster piston movement, and no potential toxic compound components.

Preferably, in some uses of the engine water is introduced. The water may be introduced to provide engine torque. Preferably, once sufficient heat has been created within the chamber means other gases or fluids may be introduced. For example, international maintenance fluid IMF, water/steam can be introduced. Preferably, the electronic controls system and or management system controls the introduction of water and other added fluids or gases. In one form of the invention preheated water can be introduced into the chamber. The preheated water may be introduced as early as 40 degrees before the contracted position. The operational parameters and conditions may lead to further adjustment as controlled by the control system. Preferably, water is injected through the fuel injection system. Preferably, the water is injected in a metered or timed fashion to control the introduction of the water into the chamber means. The water may be prone to boiling to steam due to the internal heat of the chamber means. The water may become steam on contact with the hot components and at 100 Centigrade and atmospheric pressure 1600. As the water turns to steam it expands and prevents loss of compression. Introduction of water may be used as a further means to control or adjust the engine. The water may be used for compression-less cycle due to the compression generated by the water to steam, which may be resolved through use of the discharge valves. Internal maintenance fluid such as for lubricating and cooling or corrosion protection may be used. The internal maintenance fluid may be injected through use of the fuel injection system. Preferably, the control of the metered or timed introduction of the internal maintenance fluid is controlled by the control system and or management system. Preferably, the introduction of internal maintenance fluid may be limited to between cycles to or not during cycles to prevent interference with the production of unwanted bi- products. Lubricating oils and similar products can therefore be used, separate to the operation so as to minimise these bi-products. Preferably, an external vacuum unit is included in communication with the chamber means. Preferably, an external vacuum unit is used to complement the contractive process, from outside the chamber means. The external vacuum unit may take any suitable means. Preferably, the external vacuum unit includes a steam condensing manifold.

Preferably, a steam condensing manifold may be used with any form. Preferably, one or more discharge valve may be in communication with the steam condensing manifold. Preferably, steam and or water may be directed into the steam condensing manifold from the chamber means, via one or more discharge valves. Preferably, the flow of steam and or water is directed and controlled the steam condensing manifold. Preferably, the flow of water is directed to rapidly cool. Preferably, a plurality of directing units and or cooling units may be included. Cooling fluid may be used through cooling units to cool the steam to water. The steam condensing manifold may be as illustrated in Figure 6. Preferably, direction of steam and or water from the chamber may be controlled. Preferably, one or more discharge valve is used to control and or direct the flow.

A purging step may be included to stop the flow of cooling fluids in the steam condensing manifold, to enable the heat, and hence steam and pressure to build up again. Preferably, control of the directed flow to the steam condensing manifold substantially prevents non- steam gases from entering. Preferably, the method is zero emissions. Preferably, use of the steam condensing manifold may be used with the invention in any of its forms or variants.

In one form of the invention waste heat may be recycled by the system. In one form of the invention waste heat may be recycled and converted to usable energy. Preferably, water is heated by "wasted" heat energy from the engine producing steam pressure. Preferably, the steam pressure may be used to drive a turbine driven air compressor. Preferably, the steam pressure is used to generate usable energy. Preferably, the steam pressure is used generate compressed air. The compressed air may be stored in tanks for further use by the engine in modes where air is required.

The engine design is intended to a have various modes, including use of fossil fuels, and with other additives as described further below. Preferably, the engine may be controlled in modes chosen from the group: normal combustion; economy air mode; regenerative air braking mode; compressed air mode; and others.

Preferably, a regenerative engine braking mode of operation may be selected. Preferably, Engine Control System using a range of commonly used medium such as cables, wires, fixed linkages, electronic actuators and the like. Furthermore, selections made by the ECS will be informed by a range of information from sources such as but not limited to; engine speed, operator selection, engine temperature, fluid pressure levels and the like. Preferably, a new method of selecting between steam and air modes for a compression- less engine is disclosed. Preferably, the control and adjustment of the engine can be used in a plurality of modes to substantially maximise performance or as selected.

Accordingly, the invention provides a system for adapting the expansive and contractive process of a specific event involving "fuel" gas or liquid of an engine for substantially optimised performance and efficiency. The system is preferably a substantially an automated system. The system may include one or more discharge valves. The system may include an external vacuum unit. The system may be adaptive for different modes of operation of the engine.

Accordingly the invention provides a method of maintaining contained hydrogen and oxygen in an oxygen rich environment including during ignition and the excess oxygen is usable as a buffer and to absorb energy, assisting the expanding piston.

Accordingly, the invention provides a new method of controlling continuous/related/sequential combustion event/s where expansion and contraction of a fuel/gas mixture have been considered/controlled/adjusted by the inclusion of any combination of additional fuel/oxygen/expandants/other at any stage bringing the contents of the mixture to some new balance.

Accordingly, the invention provides an efficient engine, including a piston means and chamber means for introduction of "fuel" gas or liquid therein, wherein the introduction of fuel is controlled and adjusted to maximise performance. Preferably, the engine contains discharge valves. Preferably at least two discharge valves are included. Preferably, one discharge valve directs steam into a steam condensing manifold. The discharge valve may be a reed valve.

Preferably, the methods as described above in any of the forms an variants are used with the engine. The engine may be as described in the drawings.

Preferably, the engine may be a conventional engine adapted to be used with the inventive method. The engine may be adapted from an existing engine.

INDUSTRIAL APPLICABILITY

The method of invention is suitable for use in industrial applications, vehicles and large and small machinery. These engines may be produced industrially and supplied to industry, commercially or through retailers to the consumer.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in connection with a non-limiting preferred embodiment with reference to the accompanying drawings, in which: Figure 1 is a front schematic view of a conventional engine valve ("discharge valve") as used in the first preferred embodiment of Figure 4 below;

Figure 2 is a front schematic view of a conventional assembled discharge valve and connected valve spring for use in the first preferred embodiment of Figure 4 below;

Figure 3 is a front schematic view of a conventional piston assembly for use in the first preferred embodiment of Figure 4 below;

Figure 4 is a cross-sectional schematic view of a first preferred embodiment of the invention illustrating the adjustment and control of the gases to generate force;

Figure 5 is a schematic view from above of a second preferred embodiment of the invention illustrating the adjustment and control of the gases to generate force; and Figure 6 is a schematic diagram of the Steam Condensing Manifold (("SCM") of Figure 4.

DETAILED DESCRIPTION OF THE INVENTION INCLUDING A BEST MODE

The detailed numbering of the parts of the invention as illustrated in the drawings are as follows, with description of these functioning parts:- Embodiment 1

Figure 1 Discharge Valve

1.1 Conventional engine valve ("discharge valve")

1.2 Valve face

1.3 Valve stem

1.4 Collet retaining grooves

Figure 2 Assembled Discharge Valve

2.1 Discharge valve

2.2 Connected valve spring

Figure 3 Piston Assembly

3.1 Piston

3.2 Connecting rod

3.3 Piston rings

3.4 Compression face

3.5 Gudgeon pin

Figure 4 Engine Assembly

4.1 Engine Assembly

4.2 Engine block

4.3 Internal thread-like grooves providing a flow passage for Internal

Maintenance Fluid, ("IMF") (not shown)

4.4 Combustion chamber sleeve

4.5 Heated IMF outlet

4.6 IMF direction/bypass valve

4.7 IMF bypass line

4.8 IMF injector feed line

4.9 Injector control wiring loom

4.10 Injector fluid selection valve

4.1 1 Injector fluid lines for oxygen, hydrogen and compressed atmospheric air.

4.12 Fluid injector

4.13 Injector nozzle

4.14 Cylinder head

4.15 Discharge valve seating face 4.16 Discharge valve

4.17 D ischarge valve face

4.18 Discharge valve spring

4.19 Discharge port

4.20 Discharge one-way valve

4.21 Discharge valve adjusting screw

4.22 Rocker arm

4.23 Rocker shaft

4.24 Camshaft lobe

4.25 Rotational directional arrow

4.26 Piston (rings not shown)

4.27 Gudgeon pin

4.28 Piston directional arrow

4.29 Connecting rod

4.30 Engine braking ("EB") valve

4.31 EB control arm

4.32 Discharge manifold

4.33 Discharge Flow-Stop ("DFS") valve in open position

4.34 DFS control arm

4.35 DFS valve in closed position

4.36 DFS control arm

4.37 Combustion Chamber Fluid ("CCF") discharge flow direction to Steam Condensing Manifold ("SCM") (not shown)

4.38 CCF discharge flow direction to compressed air manifolds (not shown)

Embodiment 2

5. Figure 5 2 Stroke Engine Assembly, Reciprocating Piston, Repeating Engine Cycle Stages - single cylinder with Alternating Discharge Valves

5.1 Piston/bore assembly

5.2 Piston near contracted position as shown by

5.3 Piston directional arrow

5.4 Left hand discharge valve has recently closed

5.5 Left hand discharge port 5.6 Right hand discharge valve will remain closed until the end of the current expanding stroke

5.7 Right hand discharge port

5.8 Multiple fuel injectors are injecting

5.9 Expansive combustion fuel/oxygen/" expandant'Vbuffer mix

5.10 Spark event initiating expansive combustion

5.1 1 Piston near expanded position as shown by

5.12 Directional arrow

5.13 Right hand discharge valve open

5.14 Left hand discharge valve closed

5.15 Excess "expandant" mixture transitioned to contractive combustion with

5.16 Balancing injection moving entire mixture towards stoichiometric proportions

5.17 Spark event if required

5.18 Piston near contracted position as shown by

5.19 Piston directional arrow

5.20 Right hand discharge valve has recently closed

5.21 Left hand discharge valve remains closed

5.22 New expansive combustion injection

5.23 New spark event

5.24 Expanding combustion mixture forcing piston toward expanded position

5.25 Piston near expanded position as shown by

5.26 Directional arrow

5.27 Left hand discharge valve has recently opened

5.28 Right hand discharge valve is closed

5.29 Contracting combustion mixture draws piston as shown by

5.30 Force direction indicating arrows

5.31 Contractive combustion vacuum retained by closed one-way valve

(not shown, refer Figure 4, 4.2)

5.32 Contractive combustion injection changing balance of chamber mixture Spark event if required

Piston near contracted position as shown by directional arrow Left hand discharge valve recently closed

Right hand discharge valve remains closed

Fresh expansive combustion mixture injection

Spark event

Expanding piston movement as shown by

Directional arrow

Closed right hand discharge valve and

Closed left hand discharge valve contains

Combustion pressure which acts on piston as shown by

Directional arrows

Injected combustion mixture continues to support the expansive combustion process

Internal view of truncated Steam Condensing Manifold ("SCM") Right hand portion of entering combustion chamber discharge steam flows around

The first shown heat exchange component, which is shown to be extracting heat from

The small centre portion of discharge steam flowing between substantially closed

Left hand flow diversion flap and

Right hand flow diversion flap (all flow diversion flaps controlled by Engine Control System "ECS" - not shown)

Closed position line and

Open position line, indicate the extent of travel for 6.4 the left hand flap

Closed position line and

Open position line, show the limits of travel of right hand flap 6.5 Left hand portion of discharging combustion chamber steam flows around the heat transfer component 6.2 and

Partially closed flow diversion flap which in this position directs Discharge steam flow past 6.13 Second shown heat exchange component where it has more heat extracted

6.14 Is the fully open position of diversion flap 6.1 1 and

6.15 Is the fully closed position

6.16 Is a portion of flow 6.1 directed through

6.17 The gap, between

6.18 The right hand flow diversion flap and heat exchange component 6.2

6.19 Is the fully open position of the flap 6.18 and

6.20 Is the fully closed position

6.21 Is a combination of flows 6.3 and 6.16 and passes through the second shown heat exchange component 6.13

6.22 The right hand flow of discharge steam 6.1 bypasses the second heat exchange component 6.13 but is directed by

6.23 The right hand diversion flap through

6.24 The third shown heat exchange component where it has heat energy extracted

6.25 Is the fully open position of diversion flap 6.23 and

6.26 Is the fully closed position

6.27 The right hand flow diversion flap directs flow 6.12 into heat exchange component 6.24

6.28 Fully open position line and

6.29 Fully closed position line show the limits of travel of diversion flap 6.27

6.30 Right hand discharge flow line

6.31 Centre discharge flow line and

6.32 Left hand discharge flow line represent entire flow of combustion chamber discharge steam being cooled by the third shown heat exchange component 6.24

6.33 Fluid inlet line allows the intake of

6.34 External cooling fluid which passes through the third shown heat exchange component 6.24, extracting heat energy from the discharge steam flows 6.30, 6.31 , 6.32

6.35 Is the outlet line for the cooling fluid 6.34 to leave as 6.36 Heated fluid to do external work for some application (not shown)

6.37 Is the intake line for the second shown heat exchange component 6.13 for the entry of

6.38 Cooling fluid

6.39 Is a fluid line that allow the removal of

6.40 The heated fluid from the second said heat exchange component

6.41 Is the fluid flow line for the intake of

6.42 The cooling fluid from an external source (not shown)

6.43 Is a fluid outlet which allows the escape of

6.44 The heated fluid which will be used to do external work as directed by the ECS (not shown)

6.45 Is a reed valve type one-way valve that directs flow as shown by

6.46 Flow direction arrows

6.47 Is a ball in a seat type one-way valve and

6.48 Is the flow direction arrows for this valve

6.49 Is a simple flexible tube type one-way valve and

6.50 Are the flow direction arrows which like 6.46 and 6.48 demonstrate that all three valves are orientated to allow fluid to leave the SCM but not enter

6.51 The contained discharge fluid, will heat up and vent through the plurality of said one-way valves, 6.45, 6.47, 6.49 in the event of heat exchange components 6.2, 6.13, 6.24 being prevented from operating while combustion chamber discharge steam 6.1 , 6.3, 6.10 continue to bring heat into the system

6.52 The internal pressure will not build up above

6.53 Atmospheric pressure outside of

6.54 The external containment walls however internal pressure 6.52 will drop below atmospheric when heat is again extracted from within the SCM by the re-engaged heat extraction components.

It should be noted that non-conventional numbering was used in the original provisional description, and has been maintained for consistency and sufficiency of the international patent specification. Referring to the invention generally in its main form and running on Normal Con-bustion (Controlled combustion) mode, the current invention is; a zero-emission, reciprocating piston, spark ignition engine with either a New 2-stroke (power-exhaust) compression- less cycle or a Twin Power Stroke (expansive power followed directly by contractive "vacuum" power (piston is pushed down and sucked back up)) compression-less engine cycle.

Brief Explanation of the Above Features

• Reciprocating piston engine o Using the existing piston-crankshaft design of conventional Internal Combustion Engines, this form of the current invention can be manufactured from new or can be produced by converting an existing 4- stroke engine.

^■ The ability of our new engine to be produced by converting an existing engine is very significant as it provides a commercially viable means for a user to transition to a carbon free lifestyle o The basic valve timing is that an Engine Discharge, ED, Valve opens when the piston is at a specific point near the end of its travel away from the closed end of the bore, the "expanded Position" and closes when it is at a specific point near the closed end of the bore, the "contracted position". o Fluidly connected and down-stream from the ED valve is a one-way valve that plays a vital role with respect to providing a full vacuum stroke during Normal Conbustion, NC Mode.

• Compression-less Operation o In its Normal Conbustion and Steam Modes, the current invention does not draw in and internally compress atmospheric air. Fuel and the oxygen required to support combustion are injected into the cylinder near Top Dead Centre. Additional fluid/s, such as water/steam and or externally compressed atmospheric air, can also be injected into the contracted cylinder if required. ^■ NB the inclusion of externally compressed atmospheric air would only be; to support the combustion of a fuel other than hydrogen, as a means to power selected cylinders thus increasing engine efficiency, or as a means to provide engine braking (see below).

• 2-Stroke Cycle o Unlike the conventional 2-Stroke cycle with its induction, compression, power, exhaust sequence contained in two strokes of a piston, the new 2- Stroke cycle has a full power stroke followed by an exhaust stroke.

• Twin Power Stroke o Using Conbustion to "design" control/adjust the expansion and contraction of the combusting hydrogen and oxygen mixture, allows the timing of the said expansion and contraction events to align with the movement of a reciprocating piston in the bore. Put differently, by controlling the balance of the combusting hydrogen /oxygen mixture, an expanding push can be used to drive the piston traveling away from the closed end of a bore, and a negative pressure can be created when the piston gets near the end of its travel away from the closed end of the bore, to draw the piston back towards the closed end of the bore. (In fact, the contracting piston is forced towards the closed end of the bore by atmospheric pressure acting on the other side of the piston.)

• Zero Emission o In its current stage of development is a steam only emission o To achieve Zero Emission a Steam Condensing Manifold is fitted to the discharge ports of the engine and the heat energy is extracted from the discharging steam reducing it to water o Depending on the application this water could be recycled on board, drained and re-used at a refuelling station or drained as a waste product

For the current invention to; be functional in the required range of applications, have maximum potential of replacing existing four stroke fossil fuel engines in their scope of applications, be competitive against emerging energy conversion technologies such as hydrogen fuel cells and the like, the current invention was designed to:

1. Provide a means to control and recycle previously damaging and wasted internal heat energy; 2. Provide a means to recycle previously wasted heat energy contained in exhaust gasses;

3. Provide a means to harness the energy recycled in 1 and 2 to maximise the torque, power and efficiency of the engine;

4. Provide full vacuum power strokes regardless of the volume of fluids that were injected at the start of the previous expansion power stroke;

5. Provide engine braking capabilities (not previously possible with a compression- less engine);

6. Provide a means to recycle the energy generated in 5 to be re-used as/when required; and 7. Provide a means to protect the internal components of the engine from the potential negative effects of water/steam.

Understanding that conventional diesel engines, running at 45% efficiency, lose 50% of the energy contained within the diesel fuel through heat and petrol engines are worse, the significance of 1 and 2 above can be appreciated. It is believed by engaging the 7 provisions listed above an efficiency of 80% is achievable.

In order to achieve the above 7 provisions, the Engine Control System, ECS, similar in operation and function to standard conventional engine management systems, is able to select from a plurality of "Conbustion" Chamber Drive Medium, CCDM, such as; hydrogen and oxygen, a blend of fuel and oxygen mixtures, water/steam/IMF, atmospheric air. To function using different CCDMs the ECS is able to select from a range of operational modes including a range of Air Modes, a range of Steam Modes and a range of Normal "Conbustion" Modes.

CONBUSTION - NEW DEFINITION A new method of controlling continuous/related/sequential combustion event/s where expansion and contraction of a fuel/gas mixture have been considered/controlled/adjusted by the inclusion of any combination of additional fuel/oxygen/expandants/other at any stage bringing the contents of the mixture to some new balance.

DIFFERENTIATION FROM CONVENTIONAL COMBUSTION

We are not aware of any non-destructive combustion process where expansion and contraction have been considered or adjusted or controlled. Specifically relating to hydrogen and oxygen, the only combustion processes we are aware of are: · the combustion of stoichiometrically proportioned hydrogen and oxygen o Generating destructive shock waves and a following vacuum. o The bi-products of this reaction are heat and water/steam

• combusting hydrogen in air o resulting in a more controlled and usable pushing force o this pushing force can be used to drive a piston o bi-products are heat, water/steam and a range of toxic NOx gasses o this reaction does not produce the vacuum directly following the expansion process of combustion o This process cannot be specifically designed/adjusted/controlled to provide varying degrees of expansion and contraction to meet the changing needs of a reciprocating engine operating through a range of conditions

• Neither of these combustion processes have a usable contraction process.

CONBUSTION CHAMBER DEFINITION - similar to a conventional combustion chamber where modifications have been made and equipment has been added to monitor/control/harness the ongoing changes in expansion AND contraction of a repeating Conbustion cycle EXPLANATION OF CONBUSTION OF HYDROGEN AND OXYGEN IN THE CONTEXT OF A RECIPROCATING PISTON ENGINE WITH COMPRESSIONLESS CYCLE (NOT INCLUDING ENGINE VALVE OPERATION)

With the piston at a specific point approaching Top Dead Centre oxygen injection will be initiated into the Conbustion chamber via a standard fuel injector or the like. The exact commencement of fuel injection with respect to the position of reciprocating piston, will vary with the individual parameters of the application at that time. It is expected the first fluid injections may commence as early as 40 Degrees BTDC.

The first gas to be injected is oxygen followed, after a short delay, by hydrogen injection followed directly by a spark event - all happening BTDC.

Noting the stoichiometric 2: 1 hydrogen:oxygen ratio and assuming similar injection rates for both gasses, the earlier and continuing injection of oxygen will provide and maintain an oxygen rich blend of gasses within the Conbusting mixture. Once hydrogen injection has commenced a spark event will initiate Conbustion. The excess oxygen will act as a buffer (expandant), absorbing the heat energy generated by the ongoing Conbustion process and convert the said heat energy into a usable expanding force providing drive to the expanding piston.

A particularly advantageous and novel feature of the Conbustion process is the fact that once the oxygen injection has been terminated, Conbustion of the ongoing injection of hydrogen will continue moving the remaining gas mixture towards stoichiometric proportions. Achieving a stoichiometric balance of the Conbusting gasses as the piston is at an optimum point near the expanded position (BDC) will maximise the potential of a vacuum being created to draw the contracting position towards the contracted position (TDC). As the piston returns to a specific point before BTDC a new cycle will be started with a new injection of oxygen.

At any point, guided by continuously measured parameters such as but not limited to; engine speed, engine temperature, throttle settings, external load, engine rev limits and the like, an engine management system can design optimum Conbustion processes simply by adjusting injection parameters. In this the method may be used to enable instantaneously design and control of the expansive and contractive processes of each Conbustion event to align with piston movement, will make possible new levels of engine performance and efficiency.

VALVE OPERATION DISCHARGE VALVES

Conventional engines valves, re-timed by reconfigured camshafts, function as Discharge Valves in a BRC Engine. Discharge valves provide a means of fluid and pressure release from the Conbustion chamber. During normal Conbustion discharge valves open when the piston is at a specific position near the expanded position, BDC and typically a 5 to 0 degrees BBDC. The discharge valve remains open until the piston reaches a specific point near the contracted position, TDC. This point could be as early as 41 degrees BTDC - depending on operational parameters at the time.

DISCHARGE ONE WAY VALVES

Fluidly connected to and downstream from the Discharge valve is a one-way valve that functions to allow the flow of fluids to discharge only from the Conbustion chamber. In this manner any pressures produced within the contracting Conbustion chamber lower than those contained within the fluidly connected SCM will be retained until the contraction of the said chamber until the ongoing contraction causes a pressure build up.

COMPRESSIONLESS CYCLE (explained above)

BENEFITS - no compression losses, more efficient, eliminates wasted piston movement, no induction of potential toxic compound components.

DRAWBACKS - greatly reduced torque as original pressure multiplier taken from PV=nRT equation, engine braking characteristics eliminated

WATER INJECTION PROVIDING ENGINE TORQUE

Once sufficient heat energy has been created within the Conbustion chamber, IMF/water/steam injection can be included into the cycle. During Normal Conbustion preheated water can be injected into the Conbustion chamber from as early as 40 degrees BTDC - depending on operational parameters at the time. With sufficient heat energy available within the internal Conbustion chamber components, the injected water will be prone to boiling as it comes into contact with said components. Furthermore, the said injected water will be exposed to the heat energy generated from the cyclic Conbustion process. Those skilled in the art will be aware that the expansion ration of water to steam at 100 degrees C and atmospheric pressure is 1600. Calculating the expansion of 1 mL of preheated water to 100 degree steam we find it will occupy 1600 ml_. Understanding this point it becomes apparent that a pre-heated water injection of the (volume of each cylinder / 1600) will provide substantially a cylinder full of expandants without the compression losses.

INTERNAL MAINTENANCE (LUBRICATION, COOLING, CORROSION PROTECTION) Inclusion of any carbon-based lubrication fluid within the injected water during a normal Conbustion cycle would result in the production of bi-products other than heater and water/steam. To prevent the production of unwanted bi-products the inclusion of any lubrication oils and the like, into the water/steam injection, can take place at times during engine operation such as but not limited to, in between Conbustion cycles, engine braking, rev limiting, low power requirements, engine shut down, idling

STEAM CONDENSING MANIFOLD, SCM

As the volume of the contracting Conbustion chamber decreases any drawing force of a reduce steam content will be negated. Furthermore, as engine torque is increased by increasing injected hydrogen, oxygen and or pre-heated water, the resultant steam produced could easily occupy more volume than that of the expanded Conbustion cylinder at atmospheric pressure.

Fluidly connected to the discharge one-way valve, through an open flow stop valve and open engine braking valve, is a Steam Condensing Manifold, SCM. During all Conbustion and Steam modes, discharging steam enters the SCM.

A description of Controlled combustion (Conbustion) is a method of designing the rate of expansion and contraction of a fuel/gas mixture during the combustion event. So controlled combustion starts with an expansive process and finishes with a contractive process while the combustion of the included fuel is still happening. The controlled combustion event may be continuous/sequential/related but is the process to completely combust the included fuel. By being able to control the rate/duration of each process we can produce an expanding force to an expanding piston and follow that with a contracting force acting on a contracting piston. This controlled combustion process is hindered by the inclusion of any substances other than hydrogen, oxygen or water/steam. Compressed air will not be included into the mix during what here is called normal Conbustion. This Controlled process is new and this process has allowed us to overcome the problems that have plagued hydrogen engines for 200 years, le destructive shock waves and the production of nitrogen oxides NOx. The destructive Shockwaves are resultant of combusting a stoichiometric blend of pure hydrogen in pure oxygen (2 x H2 + 1 x 02) which explodes, wrecks the engine and then rapidly contracts. In the past this has been overcome by the inclusion of air rather than pure oxygen. While the additional substances act as buffers to absorb the shock waves and provide a more usable expansion, the nitrogen in the air joined with excess oxygen present to form NOx and furthermore the following vacuum affect was lost.

Using Controlled combustion to include too little hydrogen in the initial mix there is more oxygen than required to burn the hydrogen and this initial excess oxygen acts as the buffer gas or "expandant" absorbing the heat of combustion and expanding as it does. So the initial oversupply of oxygen is eliminating the initial shock wave and helps provide a usable pushing force to the expanding piston. The expansive process of Controlled combustion is continued while the piston continues to move towards its second state (into the expanded position or bottom dead centre). As the piston approaches the second state we want to somehow remove the expandant. This is done by bringing the blend of the two gasses towards the stochiometric 2: 1 hydrogen:oxygen mix. As this happens all of the oxygen and hydrogen are consumed by the combustion event and turn to steam. The three parts volume of hydrogen and oxygen form 1 part volume of water/steam and a resultant drop in pressure occurs. Hence the contractive process of the Controlled combustion event helps to provide a contractive force "drawing" on the contracting piston.

2 The function of a one way reed valve, 4.20, downstream from each discharge valve,4.16 is very important. Depending on the volume of gasses included in the expansive Controlled combustion process, the measure of steam produced in the combustion chamber will lose its contractive effect as the volume of the chamber shrinks with the contracting piston. Where is the point where we need to open the discharge valve to release the contained steam? By the placement of the reed valve the discharge valve can be opened as the piston reaches the expanded position (bottom dead centre - stage 2) and any vacuum produced can be used to draw the contracting piston for as long as possible. The next problem to overcome was that the steam produced has been heated somewhere toward 2700 degrees C and will be expanded accordingly (PV=nrT). So while a contraction process will occur, it may not be fast enough to produce a vacuum in the rapidly contracting combustion chamber (10 miliseconds at 6000 rpm). 3 The function of the Steam Condensing Manifold, SCM, is to produce and maintain an external vacuum to complement the contractive Controlled combustion process from outside of the combustion chamber. As the discharging steam comes into contact with the heat exchanges and drops in temperature it starts to reduce in volume. As it drops to 100 C and condenses into liquid water, it reduces to 1/1600 of its volume. However, to utilise the full potential of the contracting steam the SCM cannot include any non-steam gasses and must be purged of same at engine start up and as required during general operation.

The purging process is initiated with the engine running and stopping the flow of cooling fluids, into the heat exchangers, are stopped. This causes the temperature of the said exchangers and internal temperature within the SCM to increase. As this happens the pressure within the SCM would build up if it was contained.

4 The purpose of the one way valves on the outside of the SCM, 6.45, 6.47, 6.49, is to allow the escape of the fluids within the SCM including the purging of any non water/steam gasses as the entire contents heats up. Three different examples of one way valves are shown however in reality they would most likely all be the same type. It should be noted here that the heated internal contents of the SCM cannot rise in pressure above atmospheric because of the releasing action of the one-way valves. When the SCM is deemed to be free of all non- water/steam fluids, the heat exchangers are re-engaged and the steam only contents of the SCM starts to cool. As this happens the pressure within the SCM decreases and a partial vacuum starts to form. As the steam temperature of the contained steam drops to below 100 C the said steam will condense to liquid water reducing in volume by a further factor of 1600.

Going back to the one way reed valve 4.20 (near the discharge valve) it allows either the greatest vacuum within the combustion chamber or the SCM to draw on the piston once the discharge valve is open - which of course happens when the piston is near bottom dead centre, stage 2, the expanded position. I believe this is a very significant inventive step and without this combined vacuum producing process the contractive potential of the Controlled combustion event would be negated.

5 The purpose of the IMF/heated water/steam injection is:

- to provide a means to increase the efficiency of the engine by

- capturing escaping heat from the engine and using that heat to help turn the water into steam within the combustion chamber

- provide a means of internal combustion chamber lubrication

- to provide a means of internal combustion chamber cooling

- to provide a means of replacing the air that would have been inducted into a compression engine

- For example an injection of 2ml of water into a 3.2 litre engine expanding to 1600 times the - volume at 100C, provides approximately the same volume of fluid as a naturally aspirated - engine draws in and compresses - but without the expensive running cost- this will provide torque to the engine

Heat energy will be extracted from the material surrounding the Conbustion chamber by a heat absorbing fluid. This fluid directly or heat energy transferred from this fluid into IMF/water and this ready to boil fluid is strategically injected into the Conbustion chamber for a duration and time that will benefit the operation of the engine/operation. This boiling fluid injected into the Conbustion chamber will boil and expand in volume by a factor of at least 1600, depending on the final temperature.

In this manner excessive heat is continually absorbed from the Conbustion chamber and used to generate useful energy for the operation of the engine.

COMPRESSED AIR MODES

Provided as part of the current invention is a range of methods to recycle waste heat and convert it into usable energy. In one form of the current invention water is heated by wasted heat energy from the engine, producing steam pressure. This said steam pressure is used to drive a simple steam turbine driven air compressor. Compressed air is then stored in tanks for further use by the engine during a range of Air modes. REGENERATIVE ENGINE BRAKING

During Regenerative Engine Braking the engine control system selects to close Directional Flow Stop valve 4.33 by rotating control arm 4.34. Similarly control arm 4.36 is rotated opening DFS valve 4.35. Operation of these valve could be activated by the Engine Control System using a range of commonly used medium such as cables, wires, fixed linkages, electronic actuators and the like. Furthermore, selections made by the ECS will be informed by a range of information from sources such as but not limited to; engine speed, operator selection, engine temperature, fluid pressure levels and the like. Selecting between steam and air modes for a compression-less engine is very new and inventive.

Once the appropriate Conbustion chamber discharge pathway has been selected as explained above compressed air can be injected into the Conbustion chamber via a high flow injector represented in Figure 4 as 4.12. While a single injector has been shown, those skilled in the art will understand a plurity of injectors may be used to supply the range of fluids required to service the different modes of the engine.

During Engine Braking Air mode as the reciprocating piston leaves the contracted position, TDC, there will no injection of any fluids into the Conbustion chamber. This will create a vacuum behind the expanding piston which will in fact work against the movement of the rotating engine. As the piston is at a specific place within perhaps as much as 40 degrees of engine rotation before BDC, the said high flow injector will inject compressed air into the expanded Conbustion chamber. With the chamber now retaining some amount air this will be further pressurised as the piston moves towards TDC. While the engine timed Discharge valve 4.16 is open the flow of discharge air is prevented by Engine Braking valve 4.30 which has been closed by the ECS during this mode. While those skilled in the art will see this arrangement as a common engine braking configuration, they will also understand that using compressed atmospheric air to provide engine braking in a compression-less engine is in fact new and inventive. As the pressure of discharge air builds towards a maximum EB valve will allow excess air to escape and follow the open flow passage towards a further storage tank or the like (not shown) ECONOMY AIR MODE

During periods where the required output of the engine is not specifically high, an engine management system may select to use compressed air to operate a plurality of cylinders. In this mode of operation, compressed air will be injected into the Conbustion chamber when the piston is at a specific point approaching the contracted position, TDC. The exact position of the piston will be governed largely by engine speed however it is expected injection will not start before 40 degrees BTDC. Expanding air entering a heated combustion chamber will in fact draw heat energy from within the said chamber and rise in pressure as it does so. The pressurised air will place a driving force onto the expanding piston in a direction that is beneficial for the operation of the engine. As the piston reaches a specific point near BDC the engine timed discharge valve will open and the contained air will be vented through the said open valve, through the open Flow Stop valve to vent to atmosphere (passage not shown).

MULTI CYCLES AT ANY POINT

It should be understood that there is provided a means for different operating modes to be selected for different cylinders at any one point in time. In this manner internal parameters such as but not limited to; temperature and lubrication levels and the like can maintained and overall engine efficiency maximised.

Referring to Figure 1 to 3 specifically, conventional combustion engine parts are described, including discharge valve 1 .1 , valve face 1 .2, valve stem 1 .3 and collet retaining grooves 1 .4 as would be understood by the person skilled in the art. Figure 2 illustrates the Assembled Discharge Valve of Figure 1 , now referred to as 2.1 with connected valve spring 2.2. Figure 3 illustrates a piston assembly with piston 3.1 , connecting rod 3.2, piston rings 3.3, compression face 3.4 and gudgeon pin 3.5. All of the foregoing parts are standard of combustion engines, familiar to the person skilled in the art and so need no further description.

The inventive method is highly applicable as an adaptation to an existing combustion engine or to a new engine, utilising the inventive method. The following non-limiting examples illustrates the inventive parts in two forms as illustrative examples.

Referring to Figure 4 a first preferred embodiment of the invention will be described, where inventive engine assembly 4.1 , includes engine block 4.2 and internal thread-like grooves 4.3 (shown in cross-section) providing a flow of passage for Internal Maintenance Fluid ("IMF") (not shown). Combustion chamber sleeve 4.4 is illustrated surrounding and supporting the piston assembly as described further below. The fluid of IMF is not shown but the conduits for flow are included, grooves 4.3 to outlet 4.5, and other features of IMF system, IMF direction/bypass valve 4.6, IMF bypass line 4.7, IMF injector feed line 4.8, as would be readily understood for maintenance system.

For the fuel injector control wiring loom 4.9 and fluid selection valve 4.10 are included with different fuel injector lines, one for each gas/fluid to be used as fuel and to power the engine. The invention uses a controlled adjustment of the "fuel" mix to optimise engine efficiency. As illustrated the lines introduce hydrogen, oxygen, for normal combustion but can also inject compressed atmospheric air, in some methods of use.

Selection valve 4.10 enables control of the flow of gases into the engine, the control mechanism being through use of electronic engine valve actuators (not shown) of a known form and powered and controlled through the electronic control system (not shown). The electronic engine valve actuators adjust the valve timing during operation such that desirable engine performance is achieved. Flow stop valves 4.33 and 4.35 are controlled by the electronic actuators suitable for the operating mode. Operation mode is selected through use of the electronic control system, for the suitable operation, eg normal, economy, or with carbon fuel. There are 3 fuel injector lines 4.1 1 , shown for this form of the invention, one each for oxygen, hydrogen and compressed atmospheric air (not specifically labelled). Clearly where other gas arrangements are included or other fluids are included the number of lines may be varied. Fuel injector lines 4.1 1 feed into fuel injector 4.12, for "fuel" injection, with injector nozzle 4.13 as can be seen into the cavity. It is through the control and adjustment of these gases through the "fuel" injection system that the invention enables these gases to be used as fuel, without the need for fossil fuels. It is also through the use of the balanced and repeatedly adjusted mixture that an efficient balance of the fuel for combustion is achieved for maximised efficiency. The adaptive technology can beneficially be retrofitted to existing engines to use these gases rather than run as initially manufactured, a strong advantage of the invention.

Cylinder head 4.14 is shown with discharge valve 4.16(equivalent to 1.1 and standard on a conventional engine, but with a very different inventive functional use as described. Discharge valve seating face 4.15, valve face 4.17 facing onto the mixed gases, with discharge valve spring 4.18 shown above, and discharge valve adjusting screw 4.21 above that connected to the rocker (rocker arm 4.22 and rocker shaft 4.23). Camshaft lobe 4.24 can be seen associated with rocker arm 4.22 with directional arrow 4.25 included for ease of understanding. An arrow 4.26 generally indicates the location of piston and rings, but the rings cannot be seen. Gudgeon pin 4.27 is illustrated with directional arrow 4.28 for convenience and connecting rod 4.29.

A one-way discharge valve, labelled 4.20 can be seen leading from the chamber towards engine braking ("EB") valve 30 with EB control arm 4.31 . Discharge manifold 4.32 is labelled generally, and includes discharge flow-stop ("DFS") valve 4.33 in the open position on discharge control arm 4.34. Similarly, DFS valve 4.35 is shown in the closed positon on DFS control arm 4.36. The use of valves 4.30, 4.34 and 4.36 together control discharge with one-way valve 4.20. Combustion chamber fluid ("CCF") directions are indicated by arrows 4.37 and 4.38, CCF being the combination of the fluid/gas (it is not intended that CCF be limited to fluids and does include gases) within the combustion chamber. In all forms of the invention CCF may be the injected gases, and may include buffer and "expandant", steam, water or IMF and compressed atmospheric air. In the given example the CCF is a mixture of oxygen, hydrogen as adjusted, controlled and injected into the combustion chamber, and the excess oxygen provided initially acts as the buffer against excessive expansion and Shockwaves as described elsewhere. The arrow 4.37 indicates the direction of flow of CCF to Steam Condensing Manifold ("SCM") omitted from Figure 4 but can be referred to in Figure 6. The arrow 4.38 indicates the CCF discharge flow toward compressed air manifolds (not shown).

There are 4 methods of use of the illustrated apparatus of Figure 4, and these can be summarised as:-

Method 1 - combustion through use of the inventive method, using hydrogen and oxygen inlet lines 4.1 1 , for a highly energy efficient use of the engine 4.1 . Method 1 may be considered the normal/usual use of the inventive method and engine 4.1 . In use of method 1 , hydrogen, oxygen and water/steam are introduced/present through use of the injection system and inlets 4.1 1 , with timing and volume controls (not shown) to control the amount of each, and to balance the mixture through the stages of combustion to avoid destructive Shockwaves, but maximise efficiency. Method 2-"Steam Only Mode", used for economy and engine braking, with the same valve configuration used as for Method 1 . However, vacuum is not created from within the chamber, but fluid drawn out through one way valve 4.20 by a maintained vacuum from the SCM when discharge valve 4.16 is open. During steam engine braking mode, injection timing is altered to start when piston 4.26 approaches expanded position and continues through contracting stroke. The non-inclusion of any fluids during the expanded stroke creates a vacuum drawing against the movement of the expanding piston. Engine braking valve 4.30 is closed resulting in a pressure build up acting against the movement of the contracting piston, and if required valve 4.30 can release excess pressure.

Method 3-"Compressed Air Mode", used for economy and regenerative braking, whereby compressed air is injected through inlet 4.1 1 at a sufficient rate to provide useful force to the piston. As the piston nears the expanded position discharge valve 4.16 opens as in Method 1 , allowing air contained within the combustion chamber to discharge. Flow stop valve 4.33 is open to allow the discharging compressed air to discharge into the compressed air manifolds of the engine and vent to the atmosphere (not shown). During Compressed Air Mode there is no contractive component, also flow stop valve 4.35 is closed preventing compressed air entering SCM. During regenerative engine braking compressed air is used as Method 3, however engine braking valve 4.30 is closed causing a pressure build up, to reset the movement of the contracting piston. The discharging air is directed through the compressed air manifold and into storage tanks (not shown), which may be used as required for air modes. Method 4-"Compressed Air used with carbon fuels" such as LPG, petrol, diesel or biofuels. Where hydrogen and oxygen are not available to power the engine, compressed air can be used in engine 4.1 whereby carbon based fuels can be used for the combustion. Hydrogen and oxygen can be used with the compressed air and carbon based fuels, in alternative methods, in particular where the quality of the carbon fuel is poor and use of the hydrogen and oxygen can provide the start and improve performance of the engine.

The new invention as manifested by engine assembly 4.1 , whereby oxygen and hydrogen, are injected through injector fluid lines 4.1 1 in a controlled manner, so that on ignition in the combustion chamber the heat created increases the pressure. The pressure moves the piston from a first positon to a second position which is the translated to drive force in the usual manner. The balance of gases is optimised by the adjustable control. The gases used in the example, using Method 1 . are pure hydrogen and pure oxygen, introduced and combined suitable for the particular stage of combustion. At different stages different proportionate gas balance is used to cleverly maximise efficiency of that particular stage, without the usual associated risks of Shockwaves and explosive forces within the engine block. The final "balance" of hydrogen and oxygen is the stoichiometric ratio of 2: 1 . However, at the start of the combustion stage, the two gasses will be at a disproportionate mix depending on the requirement of the application at that time. Oxygen injection is initiated directly after the discharge valve closes before the contracted position, top dead centre. The oxygen injection continues until the required amount is included. This would vary with; rpm, engine load, power/torque requirement and throttle position. Minimising the time between the commencement of the hydrogen injection and the initial spark event, limits the build up of free hydrogen and the potential of a destructive shock-wave upon ignition. This allows for a productive expansive reaction and a usable force directed onto the expanding piston. The injection of hydrogen will continue at a rate so that the stoichiometric balance of the oxygen and hydrogen gasses is achieved as the expanding piston is near the expanded position (BDC, a second state). At this point the injected combined amounts of hydrogen and oxygen will reduce in quantity by a factor of 1/3 and by volume depending on the heat energy it has absorbed during the combustion event.

When the piston is at a specific location near the expanded position the discharge valve will open allowing any combustion chamber pressure build up, above that of the discharge manifold system, to vent into the said manifold system. In the event of a lower pressure within the now contracting combustion chamber the one way valves situated downstream of the said discharge valves will prevent any backwards flow of fluids into the combustion chamber. The complimentary function of these two valves allows for the greatest vacuum between the SCM and contracting combustion chamber to apply the said greatest vacuum to draw the contracting piston towards in a manner that is beneficial to the operation of the engine.

Gas sensors (not shown) within the discharge manifolds will guide the Engine Control System to calibrate/adjust the fuel injection rates to achieve the correct stoichiometric ratios of the injected gasses. Correct injection quantities delivered at rates aligning with engine speed negates the need to monitor internal pressures. Pressure and temperature sensors within the discharge manifold/systems are used to indicate the need for system purging.

In the event of a concerning gas build up, all ignition procedures can be terminated within one engine cycle and the engine operated on steam only mode. The discharge systems downstream from the discharge valves can be purged of all non-steam contents. The individual cylinders can be re-engaged in combustion mode to determine if an ongoing problem exists. In the event of a faulty cylinder it could be limited to Air or Steam mode, the engine power governed back and a warning system deployed. Sensors of a known form may be utilised at any point with the system to provide the necessary monitoring information and feedback to the various stages. Sensors and monitors back to the Engine Control System, including the necessary safety and warning systems, are included to monitor for undue temperature or pressure build up in the usual manner. The resultant invention is a highly beneficial, converted conventional reciprocating piston engine, converted to run on controlled and adjusted gases, without the need for fossil fuels, whereby the contractive "vacuum" power is controlled by the relative gases introduced.

Referring to Figure 5 a second preferred embodiment of the invention will be described, similar to the first, utilising a fresh numbering set, for a 2 stroke engine assembly. Figure 5 could be considered as Figure 5a, Figure 5b, Figure 5c, Figure 5d, Figure 5e and Figure 5f demonstrating a sequence of use of the engine cycle, for a single cylinder with alternating valves in use. The sequence should be followed to illustrate not only the parts of engine piston/bore assembly 5.1 but the progressive steps of the method of use. The invention of the first preferred embodiment work in a similar fashion as described elsewhere. As illustrated, engine piston/bore assembly 5.1 is illustrated in each Figure 5 within a combustion chamber (not labelled). As would be understood combustion of the fuel causes heat and expansion in the usual fashion in use to change the pressure and cause movement in piston 5.1 between a first and second state, and back again. Translation of this movement in the usual way to a drive shaft or other movement provides drive force in response to the running of the engine. In the illustrated embodiment, piston 5.1 in the contracted position is shown labelled 5.2, with helpful directional arrow 5.3. Left hand discharge valve 5.4 is indicated as recently closed and left hand discharge port 5.5 can be seen nearby. Right hand discharge valve 5.6 will remain closed until the end of the current expanding stroke, and right hand discharge port 5.7 can also be seen nearby. Three fuel injector inlets labelled generally as 5.8 controlled and provided as a fuel injection system to inject fuel. In the given example this is hydrogen, oxygen with the excess oxygen acting as buffer at the start of the cycle. Compressed atmospheric air and carbon based fuels can be introduced in other modes of the invention. Valves and electronic controls enable changes in these levels to be monitored and adjusted as described above for the first embodiment. Expansive combustion fuel of the constituents as shown petrol is labelled generally as 5.9 and indicates the combustible "fuel" within the combustion chamber.

Moving to Figure 5b, on the spark event, initiated by a spark plug at location 5.10 occurs initiating the expansive combustion. As would be understood to be meant by this the "fuel" combust producing heat and increased pressure. Piston 5.1 1 near the spark event caused expansive combustion with helpful direction arrow 5.12 included, and is the fully expanded state. Where the two states are defined the first state may be as illustrated in Figure 5a and the second state as in Figure 5b. Right hand discharge valve now labelled 5.13 in the open position and left hand discharge valve now labelled 5.14 closed. Label 5.15 indicates excess expanded combusted mixture transitioning from expanded to contracted state. Indicated at 5.16 the important balancing injection of further gases to balance the proportions of the mixture back to stoichiometric proportions. If a spark event is required at this stage this is indicated at 5.17 and piston 5.18 shown at near contracted position as in Figure 5c, returned similar to a position similar to Figure 5a. Piston directional arrow 5.19 is illustrated with right hand discharge valve shown recently closed, and left hand discharge valve 5.20 remains closed, different to Figure 5a.

A further injection of gases, namely pure oxygen, hydrogen and compressed atmospheric occurs, 5.22 at this point with fresh spark event 5.23, to again cause combustion and expansion transitioning Figure 5c to Figure 5d with expansion event 5.24, forcing piston towards the expanded position. In Figure 5d, piston in expanded position is shown labelled 5.25, again with direction arrow 5.26. Left hand discharge valve has recently opened 5.27, and right hand discharge valve 5.28 is closed. At this point the pressure within the combustion chamber is reduced and a contraction occurs on the gas mixture, labelled 5.29, with arrows 5.30 indicating the direction of contraction of the piston. A contractive combustion vacuum is hence retained 5.31 through use of one way valve (labelled 4.2 in Figure 4). Improved efficiency is gained through the contractive combustion vacuum. At this point further balancing of the mix of gases and hence the pressure within the combustion chamber through a further injection of gases 5.32 before spark event (if required) labelled 5.33.

Figure 5e has the piston in the contracted position as indicated by direction arrow 5.34. Left hand discharge valve recently closed is labelled 5.35 and right hand discharge valve remains closed 5.36.

At this point, moving to Figure 5f a fresh injection of gases 5.37 is made as made at the start, ready for expansive combustion, with spark event 5.38 and expanding piston 5.39 illustrated with directional arrow 5.40. The discharge valves are now both closed, right hand discharge value 5.41 and left hand discharge valve 5.42, and combustion pressure 5.3 acts on the piston to move in direction of arrow 5.44. Final label 5.45 indicates generally the injected combustion mixture continues to support the expansive combustion process.

The method described may be repeated to run an engine and provide drive force. To determine the balance of gases to inject this is controlled by the Electronic Control System included to determine the injections required of oxygen, hydrogen and atmospheric air to appropriately balance the gas mixture for optimised combustion and engine efficiency. The method also reduces the need for emissions as discussed further below.

The method illustrates the similar method used for the first embodiment as would be understood by the person skilled in the art.

Referring to Figure 6 the Steam Condensing Manifold (("SCM") of Figure 4 is illustrated, a useful feature of the invention as an external vacuum unit. The product of the combusted gases can be converted usefully into water for use elsewhere, or adapted otherwise as would be understood. Right hand portion 6.1 of entering combustion chamber enables discharge steam to flow around, with heat exchange components, 6.2 for extracting heat from said discharge steam. Small central portion 6.3 of discharge steam is shown flowing between a pair of diversion flaps 6.4 and 6.5. Left hand flow diversion flap 6.4 is substantially closed as shown and right hand flow diversion flap 6.5 shown closed. The control of the flaps for the steam system is through engine control system as described below (not shown). Closed position line 6.6 and open position lines 6.7 indicate the extent of travel of the left hand flap 6.4, and similarly closed position line

6.8 and open position line 6.9 indicates the extent of travel of the right hand flap 6.5.

Left hand portion 6.10 of discharging combustion chamber steam flows around the heat transfer component 6.2 and partially close flow diversion flap 6.1 1 to direct discharge steam flow past 6.12. In this way clear steam flow and heat exchange are controlled by the unit.

Further a second shown heat exchange component 6.13 is illustrated in Figure 6, similar to the first for more heat extraction. Second heat exchange component 6.13 is illustrated with diversion flap 6.1 1 in the fully open position 6.14 and fully closed position labelled 6.15. Labelled 6.16 is a portion of flow of discharge steam 6.1 directed through gap 6.17 between right hand flow diversion flap and heat exchange component 6.2. Labelled 6.19 is fully open position of flap 6.18 and the fully closed position is labelled at 6.2. At position 6.21 is indicated the combination of loses 6.3 and 6.16 passing through heat exchange component 6.13. The right hand flow 6.22 of discharge steam 6.1 bypasses the second heat exchange component 6.13 directed by right hand diversion flap 6.23.

Third heat exchange component 6.24 is included for further heat extraction. Diversion flap 6.23 is shown at the fully open position 6.25 and fully closed position 6.26. The right hand flow diversion flap 6.27 directs flow of discharge steam 6.12 into heat exchange component 6.24, with fully open position line 6.28 and fully closed position line 6.29 of the travel of diversion flap 6.27. Right hand discharge flow 6.30 and central line 6.31 are indicated accordingly. Left hand discharge flow line 6.32 represents the entire flow of combustion chamber discharge steam being cooled by the third shown heat exchange component 6.24. At 6.33 is indicated the fluid inlet line which allows the intake of external cooling fluid 6.34 which passes through the third shown heat exchange component 6.24, extracting heat energy from the discharge steam flows labelled 6.30, 6.31 and 6.32.

Intake line 6.37 for is the intake line for the second shown heat exchange component 6.13 for the entry of cooling fluid 6.38. Fluid line 6.39 is a fluid line that allows the removal of the heated fluid for the second said heat exchange component 6.40. Fluid flow line 6.41 is the fluid flow line for the intake of cooling fluid 6.41 from an external source (not shown). Fluid outlet 6.43 allows the escape of heated fluid 6.44. The heated fluid may be usable for other purposes through suitable mechanisms. The use of the heated fluid may be controlled by the Engine Control System (not shown). Reed valve 6.45 is a one-way valve that directs flow as shown by flow direction arrow 6.46. Further valve arrangement, ball valve 6.47 has one or more ball in situ for the oneway valve, with flow direction indicated by direction arrow 6.48. Third valve 6.49 is a simple flexible tube type one way valve. Direction of flow arrows 6.50 illustrate the direction of flow, that these three valves are all orientated to enable fluid to leave the steam component but not to enter.

As indicated 6.51 the contained discharge fluid will heat and vent through the three one way valves 6.45, 6.47 and 6.49 in the event that heat exchange components 6.2, 6.13 and 6.24 are non-operational and fail to reduce the heat of the steam. Steam will continue to enter from the combustion chamber as discharge steam 6.1 , 6.3 and 6.10 bringing heat into the system, and so the valves act as an appropriate safety.

As indicated at 6.52 the internal pressure will not built up above atmospheric pressure outside of the external containment walls however internal pressure 6.52 will drop below atmospheric pressure when heat is again extracted from within the steam unit by the re- engaged heat extraction components.

The steam arrangement is useful to address steam, and efficiently reduce to water. It is intended that the steam arrangement be used with the engine and method of the invention to enable low or zero emissions.

Engine Control System ("ECS") is not shown but includes a microprocessor arrangement including the usual microcontroller, mosfets, diodes, resistors, transistors, and also includes signal dampeners, and electronic coil. Using a Hall Effects Sensor picking up a small magnet glued to the flywheel the position of the crankshaft and piston is determined. The injection process is controlled in time by microsecond measurements to control the amount of injection. More specifically the combustion process involves oxygen, hydrogen and water as steam, without the usual inclusion of other substances. Destructive shock waves can develop as a result of combusting stoichiometric blend of pure hydrogen in pure oxygen in a proportion of 2H2 to O2 and so to prevent an explosion and NOx production buffers are included. However, inclusion of additives beyond pure oxygen, pure hydrogen and water reduce the vacuum expansion and contraction on the piston during combustion, which makes the fuel combustion of the engine inefficient. The subject inventive method controls the oxygen and hydrogen present throughout the steps of combustion engine, to prevent the risk the pure oxygen and pure hydrogen forming stoichiometric proportions that risk destructive shock waves. Excessive oxygen is present at the start of combustion and too little hydrogen, the excessive oxygens acts as a buffer ("expandant") by absorbing heat and expanding as it does so. The initial over supply of oxygen acts against the risk of initial shock waves and assists to provide a usable pushing force for the piston, in this initial step. Moving towards the next step in the cycle this excess oxygen needs to be removed, and the gas mixture is brought towards the stoichiometric proportions of 2: 1 hydrogen:oxygen, and as the mixture reaches this mix, they are entirely combusted to produce steam. At this point, with three parts volume each of hydrogen and oxygen, to one part water as steam the pressure drops and contraction occurs on the piston. The method enables use of only pure oxygen and pure hydrogen and water, with the fuel for combustion, by balancing these at each stage of the combustion expansion and contraction (refer Figure 5). Additional inventive features include the inclusion of one way reed valve, downsteam from discharge valve, which enables discharge valve to open as the piston reaches the expanded position and any vacuum produced can be used to draw the contracting piston for as long as possible. The assistance to the contracting piston is a further improvement to the efficiency of the improved combustion engine using the inventive method. To deal with the excess steam discharged an inventive Steam Condensing Manifold ("SCM") of Figure 6 is used to rapidly cool the excess heat and steam has been developed, and further acts to create an external vacuum unit to complement the controlled combustion described above. The steam is directed through a series of pathways over cooling units to efficiently reduce the temperature and the expansive effect, as the volume decreases. As the steam cools eventually it is reduced to water, and a decrease of 1/1600 of its volume. A purging process is included, undertaken at the startup of the engine to remove non-water constituents and to stop the cooling fluids to the heat exchange elements. As the heat exchanges are no longer cooling this allows the heat in the SCM to build up again as if contained with the unit. Use of the valves as described enables careful control or of the pressure through the releasing action of the various one- way valves each acting differently. The additional action of capturing and using the heat of the discharge in the combustion engine, enables a significant efficiency improvement, as would be understood by the person skilled in the art. The SCM further acts to cool and lubricate the combustion chamber. Overall a significant invention is disclosed with a highly improved efficiency for combustion engines. The reduction in fuel required will save costs, and the improved use of energy in the system will improve the output of the engine. The adjustability and control, and in particular the balancing of the gases between combustion steps, will improve the energy efficiency of the engine, in use. The inventor has developed a new method and engine that has numerous applications across many and varied industries.

It will be apparent to a person skilled in the art that changes may be made to the methods and embodiments disclosed herein without departing from the spirit and scope of the invention, in its various aspects.