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.

The power turbine system includes two power turbines communicating with an ion transport membrane (ITM) reactor. Heavy liquid fuel is atomized and burned within the reactor to drive the first turbine, with the first turbine producing useful power. Exhaust from the first turbine is recycled back into the reactor. The reactor includes a series of concentric cylindrical ion transport membranes that separate atmospheric and exhaust gases into suitable components for combustion therein, with at least some of the gases being cracked to alter their molecular structure for further combustion to power the second turbine. The second turbine drives a compressor to supply air to the reactor. At least one of the ITMs precludes atmospheric nitrogen from the combustion processes, with the resulting exhaust including pure water and carbon dioxide. The carbon dioxide is either recycled into the reactor to facilitate fuel atomization, or compressed for sequestration.

The power turbine system includes two power turbines communicating with an ion transport membrane (ITM) reactor. Heavy liquid fuel is atomized and burned within the reactor to drive the first turbine, with the first turbine producing useful power. Exhaust from the first turbine is recycled back into the reactor. The reactor includes a series of concentric cylindrical ion transport membranes that separate atmospheric and exhaust gases into suitable components for combustion therein, with at least some of the gases being cracked to alter their molecular structure for further combustion to power the second turbine. The second turbine drives a compressor to supply air to the reactor. At least one of the ITMs precludes atmospheric nitrogen from the combustion processes, with the resulting exhaust including pure water and carbon dioxide. The carbon dioxide is either recycled into the reactor to facilitate fuel atomization, or compressed for sequestration.

The power turbine system includes two power turbines communicating with an ion transport membrane (ITM) reactor. Heavy liquid fuel is atomized and burned within the reactor to drive the first turbine, with the first turbine producing useful power. Exhaust from the first turbine is recycled back into the reactor. The reactor includes a series of concentric cylindrical ion transport membranes that separate atmospheric and exhaust gases into suitable components for combustion therein, with at least some of the gases being cracked to alter their molecular structure for further combustion to power the second turbine. The second turbine drives a compressor to supply air to the reactor. At least one of the ITMs precludes atmospheric nitrogen from the combustion processes, with the resulting exhaust including pure water and carbon dioxide. The carbon dioxide is either recycled into the reactor to facilitate fuel atomization, or compressed for sequestration.

The power turbine system includes two power turbines communicating with an ion transport membrane (ITM) reactor. Heavy liquid fuel is atomized and burned within the reactor to drive the first turbine, with the first turbine producing useful power. Exhaust from the first turbine is recycled back into the reactor. The reactor includes a series of concentric cylindrical ion transport membranes that separate atmospheric and exhaust gases into suitable components for combustion therein, with at least some of the gases being cracked to alter their molecular structure for further combustion to power the second turbine. The second turbine drives a compressor to supply air to the reactor. At least one of the ITMs precludes atmospheric nitrogen from the combustion processes, with the resulting exhaust including pure water and carbon dioxide. The carbon dioxide is either recycled into the reactor to facilitate fuel atomization, or compressed for sequestration.

A three-port turbo purge module, including a housing having a cavity, and two check valves. During a first mode of operation, the first check valve is open and the second check valve is closed by vacuum pressure generated in an intake manifold, such that purge vapor flows from an inlet port into the cavity, through the first check valve, and into a first port. During a second mode of operation, where the intake manifold is operating under positive pressure, the first check valve is closed such that pressurized air flowing into the first port is accelerated through a venturi device disposed in the cavity, and the second check valve is open such that purge vapor flows from the inlet port into the cavity, through the venturi device and mixes with the high-velocity air, through the second check valve into the second port.

A three-port turbo purge module, including a housing having a cavity, and two check valves. During a first mode of operation, the first check valve is open and the second check valve is closed by vacuum pressure generated in an intake manifold, such that purge vapor flows from an inlet port into the cavity, through the first check valve, and into a first port. During a second mode of operation, where the intake manifold is operating under positive pressure, the first check valve is closed such that pressurized air flowing into the first port is accelerated through a venturi device disposed in the cavity, and the second check valve is open such that purge vapor flows from the inlet port into the cavity, through the venturi device and mixes with the high-velocity air, through the second check valve into the second port.

The present invention discloses a novel low-temperature fuel reforming unit based on combined external reformer of an engine, comprising an engine cylinder and an external low-temperature fuel reformer; the external low-temperature fuel reformer is winded with a heater strip and is provided with a first temperature controlled meter, the inlet of the external low-temperature fuel reformer is connected with a air inlet pipe and a fuel sample injection pipe, and a flow meter is arranged on the air inlet pipe; the fuel sample injection pipe is connected with a fuel injection pump and a fuel vaporization tank which is provided with a second temperature controlled meter; the outlet of the external low-temperature fuel reformer is connected with the engine inlet pipe via a reforming gas pipe; and the reformed low-temperature products enter into the engine inlet pipe via the reforming gas pipe for combining with the fresh air again to form a uniform hybrid gas, and the hybrid gas is introduced into the engine cylinder and performing combined combustion with the fuel in the cylinder to achieve activity and concentration stratification of hybrid gas. Since the above process does not need adding catalyst, the engine of the present invention can be operated more efficient and energy-saving.

The present invention discloses a novel low-temperature fuel reforming unit based on combined external reformer of an engine, comprising an engine cylinder and an external low-temperature fuel reformer; the external low-temperature fuel reformer is winded with a heater strip and is provided with a first temperature controlled meter, the inlet of the external low-temperature fuel reformer is connected with a air inlet pipe and a fuel sample injection pipe, and a flow meter is arranged on the air inlet pipe; the fuel sample injection pipe is connected with a fuel injection pump and a fuel vaporization tank which is provided with a second temperature controlled meter; the outlet of the external low-temperature fuel reformer is connected with the engine inlet pipe via a reforming gas pipe; and the reformed low-temperature products enter into the engine inlet pipe via the reforming gas pipe for combining with the fresh air again to form a uniform hybrid gas, and the hybrid gas is introduced into the engine cylinder and performing combined combustion with the fuel in the cylinder to achieve activity and concentration stratification of hybrid gas. Since the above process does not need adding catalyst, the engine of the present invention can be operated more efficient and energy-saving.

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.