A dosing system that is configured to pre-dose an additive into the fuel tank of a motor vehicle before or during filling, of the vehicle fuel tank. The dosing system includes a base unit having an enclosure that includes a controller, product reservoir and a pump. The dosing system also includes a dynamic fill adapter that is attached to the filler neck of the fuel tank. The tank of base unit is fluidly coupled to the fill adapter. Removal of the cap from the fill adapter causes a predetermined dose of additive to be dispensed from the product reservoir into the fuel tank through the fill adapter.

A dosing system that is configured to pre-dose an additive into the fuel tank of a motor vehicle before or during filling, of the vehicle fuel tank. The dosing system includes a base unit having an enclosure that includes a controller, product reservoir and a pump. The dosing system also includes a dynamic fill adapter that is attached to the filler neck of the fuel tank. The tank of base unit is fluidly coupled to the fill adapter. Removal of the cap from the fill adapter causes a predetermined dose of additive to be dispensed from the product reservoir into the fuel tank through the fill adapter.

Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Disclosed is an efficient thermal energy power apparatus. A nozzle is arranged on a cylinder head of an internal combustion engine. The nozzle is connected to a pressure pump through a pipe. The pressure pump is connected to a liquid storage tank through a pipe. The liquid storage tank is connected to a cooler through a pipe, and the cooler is connected to an exhaust passage through a pipe. The advantages of the present invention are: a working stroke enables the temperature of a cylinder block to be lowered, and the compression ratio is high; due to being filtered by the cooler and the liquid storage tank, discharged exhaust gas is more environmentally friendly than that of existing engines.

The improvement allows for simplifying the utilization of the method for increasing the energy conversion efficiency of internal combustion engine described in the U.S. Pat. Nos. 8,720,419; 8,776,765; 9,062,600 for spark ignition engines by means of generating nitrogen dioxide inside combustion chambers during intake and compression strokes, using spark plugs as discharge electrodes and specially designed or modified ignition system as a source of high-voltage for feeding the electric discharges, which generate nitrogen dioxide.

The improvement allows for simplifying the utilization of the method for increasing the energy conversion efficiency of internal combustion engine described in the U.S. Pat. Nos. 8,720,419; 8,776,765; 9,062,600 for spark ignition engines by means of generating nitrogen dioxide inside combustion chambers during intake and compression strokes, using spark plugs as discharge electrodes and specially designed or modified ignition system as a source of high-voltage for feeding the electric discharges, which generate nitrogen dioxide.

An additive delivery system including a tank for storing an additive, an active component, and a controller connected to the component, wherein the controller is adapted to determine a value representative of temperature of the additive in the system based on an electrical characteristic of a part inside the component, or inside the controller, wherein the part has a further function next to the temperature estimation function in normal operation of the additive delivery system.

A rate based model predictive controller for air path control for a diesel engine regulates turbine lift and EGR valve flow rate to specified set points by coordinated control of intake manifold air pressure and EGR valve flow rate. The controller utilizes a rate-based reduced order linear model for model predictive control.