Con fecha de 29 de Julio de 2009, se concedió Oficialmente la patente Europea del motor de agua a STONE CHARLES LUTHER,basada en la aplicación con número de Expediente: WO2007US24773 20071129 , y F02B43/10; F02B43/00.
Procedemos a la descripción técnica del documento aquí:
Tal y como se desprende del Registro Europeo de Patentes, ésta, ha sido registrada en base a otras anteriores cuya autenticidad se revela en la fecha de sustanciación del expediente.
Ello implica sin lugar a dudas la liberación de patentes anteriores que por razones de interés público, habían estado censuradas hasta la fecha de publicación de la presente.
Copiamos aquí el Texto original de la patente, así como la solicitud procedente del Registro Europeo.
“Portions of the disclosure of this patent document contain material that is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure as it appears in the Patent and Trademark Office file or records, but otherwise reserves all copyright rights whatsoever.
 U.S. Pat. 5,177,952 to Stone disclosed a closed cycle power system comprising a means for combusting a fuel and an oxidizer at stoichiometric conditions so that the resulting combustion products combine with a third product to form a working fluid. The third product has the same atomic and molecular constituents as the fuel and oxidizer. An engine is provided for receiving and deriving power from the working fluid. A controlled portion of the exhaust from the engine is cooled, extracted and condensed. Separating means are provided for separating the controlled portion into its original atomic constituents for storage under high pressure and reuse as fuel and oxidizer. The remaining portion of the exhaust becomes the third product which is combined with the combustion efflux to form a working fluid. The resulting stoichiometric closed loop process provides an efficient source of power.
 U.S. Pat. 5,190,453 to Le et al discloses a staged combustor comprising a first combustion stage for combusting a fuel rich mixture of a fuel and an oxidizer, and a plurality of serially positioned secondary combustion stages downstream the first stage for receiving secondary flows of oxidizer to the increasing mass of combustion efflux. The gradual increase of oxidizer/fuel ratios provide a resultant substantially stoichiometric combustion. A cooling system is provided for cooling these combustion stages.
 It is therefore an object of the present invention to provide a water fueled engine that separates water into hydrogen and oxygen, and uses the hydrogen as a fuel source for a combustion engine. It is a further object of the present invention to provide an engine that uses the waste heat from the first combustion process to encourage the separation of the water fuel, and oxygen from the separation process for additional combustion and energy generation. Finally it is an object of the present invention to provide a water fueled engine that creates the energy needed to govern the processes of a self contained water fueled engine, and which comprises the computer controls necessary for regulation of the engine. SUMMARY
 The present invention comprises a combustion engine using water as a fuel source and hydrogen combustion to provide energy from the engine; including energy to maintain ongoing hydrogen production from the fuel on an on demand basis.  The engine comprises; a first water fuel tank, a water treatment system, a second water fuel tank containing heated water, a water conversion unit for splitting water molecules into hydrogen and oxygen gasses, a hydrogen tank, an oxygen tank, an air intake, a combustion engine, a catalyzing afterburner utilizing atmospheric carbon as fuel, a turbine generator powering an alternator and battery, and a computer that controls the entire system.
 Water enters the system from the water fuel tank, initially encountering the water treatment and filtration system, where it is conditioned, including de-ionized. The filtered, de-ionized water then enters the hot water tank where it is heated by hot water circulating between the hot water tank and a waste heat exchanger capturing engine heat. The heated water then travels into a water conversion unit where a cracking process, including electrolysis, catalysis, vacolysis, thermolysis and magnetolysis, or some combination thereof is applied to the water, converting it into its constituent elements; hydrogen and oxygen, in gaseous form. The hydrogen and oxygen gasses are directed into separate tanks where they are stored under pressure. Hydrogen gas travels from the hydrogen tank to a combustion unit, including an Otto cycle engine or similar combustion engine, where it is burned in the presence of atmospheric air from an air intake, resulting in power for driving a shaft. The exhaust products of this combustion are combined with more carbon containing atmospheric air and oxygen from the oxygen tank in a catalyzing afterburner where more combustion takes place. The combustion energy drives a turbine unit which powers an alternator and battery that electrically powers a computer control unit that controls the settings of the water converter to slow down or speed up the reaction process.
 FIG. 1 is a schematic diagram of the principal elements of the water fueled engine of the present invention.
 Referring to Fig 1 , an improved water fueled engine is shown and described. The engine 10 comprises a first water fuel tank 12, which in one preferred embodiment is a 15 to 20 gallon tank made of polypropylene, or another type of plastic. A sensor disposed on the exterior of the tank senses the volume of water in the tank and transmits this information to the control means, including the vehicle’s onboard computer to calculate the operational needs of the engine. Engine operations information is then displayed to the operator. A means to prevent water from freezing is also incorporated into the tank.
 In addition to the first water fuel tank 12, a water treatment system 14, including a filter and de-ionizer, is disposed to receive water from the first water fuel tank 12. The treatment system 14 includes a filter, water de-ionizer, and water quality sensor. The water treatment system 14 is capable of treating enough water to supply the second (hot) water fuel tank 16.  Water passing through the treatment system 14 is received in the second water tank 16, which also serves as a reservoir for hot water, as water from the second tank 16 circulates through the heat exchanger 28 and back into the second water tank 16. In one preferred embodiment, a valve arrangement causes water from the treatment system 14 to bypass the second water tank 16, and instead causes it to travel through an electric heating means prior to entering the conversion unit 18. This is necessary at engine start up, and until the heat exchanger 28 is providing sufficiently hot water for the system.
 The second water tank 16 feeds filtered water into the water conversion unit 18 for gasification. The water conversion unit 18 comprises a cracking means, including applying lowered atmospheric pressure, heat, magnetic fields, and electrical energy in any combination, including using any single means to weaken the molecular bonds of the fuel. It is intended that applying thermal, and pressure means will augment the normal electrolysis process, although it is possible that under certain conditions, electrolysis will not be necessary.
 Water entering the conversion unit 18 is converted to hydrogen and oxygen gas. Hydrogen gas is moved to a hydrogen tank 20. In one preferred embodiment, the hydrogen tank 20 comprises a molded plastic tank capable of sustaining a pressure of 100 psi, and capable of holding enough hydrogen to respond to the demands of the primary combustion means 26. In another preferred embodiment, the hydrogen tank 20 holds enough hydrogen for the primary combustion means 26 to operate for at least two minutes. A means is also disposed in the engine to maintain the hydrogen tank 20 at a constant pressure, in one embodiment; 100 psi.  Oxygen from the conversion unit 18 is delivered to an oxygen tank 22. In one preferred embodiment, the oxygen tank 22 is capable of storing sufficient oxygen at a 100 psi charge to supply the secondary combustion means 30 and the turbine generating means 32.
 An air intake 24 supplies atmospheric air into the first combustion means
26 and second combustion means 30.
 The first combustion means 26 combusts a mix of atmospheric air from the air intake 24 and hydrogen from the hydrogen tank 20. The mechanism used by first combustion means 26 to combust hydrogen also creates heat and vacuum pressures used by the system. Heat is delivered to the heat exchanger 28, causing the temperature of the water circulated between the heat exchanger 28 and the second water tank 16 to rise. In one preferred embodiment, the heat exchanger 28 is incorporated into the combustion means 26 to increase efficiency.
 After the first combustion, hydrogen exhaust gasses, including waste gasses, and atmospheric elements that have not reacted are transferred from the first combustion means 26 to the second combustion means 30. In one preferred embodiment, the second combustion means 30 comprises an after burner comprising catalyst material for reacting the hot exhaust gases from the first combustion means 26, oxygen from the oxygen tank 22 and atmospheric air containing carbon from the air intake 24.
 Exhaust from the second combustion means is delivered to the turbine generating means 32. In one preferred embodiment, the turbine generating means is comprised of or associated with an alternator for generating electricity. In a further preferred embodiment, the turbine rotates at fewer than 100,000rpm to power the alternator. A battery 34 is used for storing power generated by the alternator.  A computerized controller 36 manages the operations of the other components of the system: Specifically, the controller 36, powered by the battery 34, monitoring and directing the activities of the system including the activities of the water conversion unit 18.
 All features disclosed in this specification, including any accompanying claims, abstract, and drawings, may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
 Any element in a claim that does not explicitly state “means for” performing a specified function, or “step for” performing a specific function, is not to be interpreted as a “means” or “step” clause as specified in 35 U.S.C. $ 112, paragraph 6. In particular, the use of “step of in the claims herein is not intended to invoke the provisions of 35 U.S.C. $ 1 12, paragraph 6.
 Although preferred embodiments of the present invention have been shown and described, various modifications and substitutions may be made thereto without departing from the spirit and scope of the invention. Accordingly, it is to be understood that the present invention has been described by way of illustration and not limitation.”
Con fecha de 17-05 -2007, la prensa Oficial Económica americana de la mano de negaba la viabilidad del motor de agua, en el periódico digital EETimes.com, mientras, el expediente completo de la patente internacional se estaba sustanciando de forma exitosa. Dejamos aquí el enlace completo de la Noticia:
En el artículo R.Colin Johnson, habla de la posibilidad de su aparición, pero cita expresamente su inviabilidad: En concreto se cita textualmente que:
Jerry Woodall discovered the process in the lab by accident, while cleaning a crucible containing liquid alloys of gallium and aluminum.
When I added water to this alloy, there was a violent poof,” said Woodall. “When the aluminum atoms in the liquid alloy came into contact with the water, they reacted, splitting the water and producing hydrogen and aluminum oxide.”
Sin embargo, el profesor Woodall parece ignorar que la patente del motor de agua, ya preexistía en su tramitación, aunque no en su concesión, por lo que desconocía las referencias citadas “ut supra”.
Por otro lado, parece ser, que la patente Internacional que detallamos en este artículo, a su vez, se basa en las patentes: U.S. Pat. 5,190,453 y 5,177,952, anteriores a la publicación del artículo que habla del experimento del profesor Woodall.
Habid cuenta que se requiere la verificación de un prototipo para la concesión de la patente Internacional, podemos concluir que ya existe el motor de agua, y que las versiones de éste, pueden ser variantes que constituirían de explotarse, modelos de utilidad alternativos en función de la variación del esquema de la figura 1.