The fuel economizer is series-connected between a fuel tank and a fuel vaporization device of an internal combustion engine, and includes a first piping element and an oil cup. A first end of the first piping element is connected to the fuel vaporization device, and a second end of the first piping element is connected to the fuel tank through the oil cup for filtering the fuel tank's fuel. A spirally threaded shaft is tightly housed inside the first piping element and the spirally threaded shaft's outer circumference is configured with spiral threads to speed, rotate, and disturb the fuel as the fuel flows through to disrupt the surface tension and density of the fuel.

An internal combustion engine ignition device is provided for increasing the thermal efficiency of an internal combustion engine by increasing the spark length within the combustion chamber, wherein the spark can extend the width of the combustion chamber. The ignition device includes an ignition device housing to which a laser source is coupled. The laser source generates a laser beam capable of ionizing a fuel and/or an oxygen-containing gas used for combustion of the fuel in a combustion chamber. An electrical spark generator having a cathode electrode is coupled to the ignition device housing. The spark generator is configured for generating an electrical spark that emanates from the cathode within the combustion chamber and extends through the ionized fuel and/or ionized oxygen-containing gas, which may extend through the expanse of the combustion chamber, to a ground electrode within the combustion chamber to provide a more efficient and rapid fuel combustion within the combustion chamber.

An internal combustion engine ignition device is provided for increasing the thermal efficiency of an internal combustion engine by increasing the spark length within the combustion chamber, wherein the spark can extend the width of the combustion chamber. The ignition device includes an ignition device housing to which a laser source is coupled. The laser source generates a laser beam capable of ionizing a fuel and/or an oxygen-containing gas used for combustion of the fuel in a combustion chamber. An electrical spark generator having a cathode electrode is coupled to the ignition device housing. The spark generator is configured for generating an electrical spark that emanates from the cathode within the combustion chamber and extends through the ionized fuel and/or ionized oxygen-containing gas, which may extend through the expanse of the combustion chamber, to a ground electrode within the combustion chamber to provide a more efficient and rapid fuel combustion within the combustion chamber.

A fuel separation system includes a fuel separator configured to receive a fuel stream and separate the fuel stream, based on a volatility of the fuel stream, into a vapor stream defined by a first auto-ignition characteristic value and a first liquid stream defined by a second auto-ignition characteristic value, the second auto-ignition characteristic value greater than the first auto-ignition characteristic value; and a heat exchanger fluidly coupled between a fuel input of the fuel stream and the fuel separator, the heat exchanger configured to transfer heat from the vapor stream to the fuel stream, and output a heated fuel stream to the fuel separator and a second liquid stream defined by the first auto-ignition characteristic value.

A fuel separation system includes a fuel separator configured to receive a fuel stream and separate the fuel stream, based on a volatility of the fuel stream, into a vapor stream defined by a first auto-ignition characteristic value and a first liquid stream defined by a second auto-ignition characteristic value, the second auto-ignition characteristic value greater than the first auto-ignition characteristic value; and a heat exchanger fluidly coupled between a fuel input of the fuel stream and the fuel separator, the heat exchanger configured to transfer heat from the vapor stream to the fuel stream, and output a heated fuel stream to the fuel separator and a second liquid stream defined by the first auto-ignition characteristic value.

Engines, systems, devices, software, and methods of the present invention provide increased fuel efficiency and emission performance. The engine may include a magnesium alloy cast engine block cast as a mono-block with or without a ceramic inner core and including one or more cylinders designed to provide compression ratio of 10:1 to 14:1. Each cylinder may include one or more laser igniters, one or more supercritical fuel injectors configured to inject the fuel near or in a supercritical state, and carbon dioxide, which may be in the form of engine exhaust gas. The fuel may be diesel, gasoline, or other suitable hydrocarbons that may be cracked into smaller molecules prior to be injected into the cylinder.

Engines, systems, devices, software, and methods of the present invention provide increased fuel efficiency and emission performance. The engine may include a magnesium alloy cast engine block cast as a mono-block with or without a ceramic inner core and including one or more cylinders designed to provide compression ratio of 10:1 to 14:1. Each cylinder may include one or more laser igniters, one or more supercritical fuel injectors configured to inject the fuel near or in a supercritical state, and carbon dioxide, which may be in the form of engine exhaust gas. The fuel may be diesel, gasoline, or other suitable hydrocarbons that may be cracked into smaller molecules prior to be injected into the cylinder.

The present disclosure discloses an intake oxygen concentration control system suitable for an engine with lean NO.sub.x trapping technology. The system adopts an exhaust turbocharging device to provide a pressure difference for an oxygen-enriched membrane to generate oxygen-rich and oxygen-deficient gases, and controls the intake oxygen concentration of different cylinders by adjusting the opening of flow control valves to match lean and rich combustion cycles of a lean NO.sub.x trapping system. In a lean combustion cycle, all four cylinders are filled with an oxygen-rich gas, which can make the combustion more complete and improve the thermal efficiency and fuel economy. In a rich combustion cycle, one of the four cylinders is filled with an oxygen-deficient gas, and the other three cylinders are filled with air or an oxygen-rich gas with a low concentration, so that less fuel is required to create a reducing atmosphere to realize the release and reduction of NO.sub.x in a lean NO.sub.x trapping device, thereby reducing the fuel consumption and ensuring the output power of the other three cylinders.

The present disclosure discloses an intake oxygen concentration control system suitable for an engine with lean NO.sub.x trapping technology. The system adopts an exhaust turbocharging device to provide a pressure difference for an oxygen-enriched membrane to generate oxygen-rich and oxygen-deficient gases, and controls the intake oxygen concentration of different cylinders by adjusting the opening of flow control valves to match lean and rich combustion cycles of a lean NO.sub.x trapping system. In a lean combustion cycle, all four cylinders are filled with an oxygen-rich gas, which can make the combustion more complete and improve the thermal efficiency and fuel economy. In a rich combustion cycle, one of the four cylinders is filled with an oxygen-deficient gas, and the other three cylinders are filled with air or an oxygen-rich gas with a low concentration, so that less fuel is required to create a reducing atmosphere to realize the release and reduction of NO.sub.x in a lean NO.sub.x trapping device, thereby reducing the fuel consumption and ensuring the output power of the other three cylinders.

The present invention provides a device for enhancing fuel efficiency, the device including: a first casing in which first and second rotating pulverizers are disposed at both ends of a first injection hole at the center of the first casing and a fuel inlet is disposed on a first side of the first casing; a connection part which is disposed on a second side of the first casing and in which a second injection hole is formed in the center of the connection part; a second casing which is disposed on a second side of the connection part and in which a fuel outlet is disposed on a second, discharge hole side of the second casing; and a fuel guide means which is disposed inside the second casing and which includes first, second, third, and fourth guide tubes and first and second rotating guide tubes.