An injection device for an internal combustion engine, the internal combustion engine including a combustion chamber and at least one intake manifold, the injection device including a first injector for injecting a fuel directly into the combustion chamber, and the injection device including a second injector for injection into the intake manifold, wherein the second injector is configured to inject water.

A liquid ammonia phase-change cooling type hybrid power thermal management system. The system comprises an injector, a liquid ammonia hydrogen supply system, a liquid ammonia common rail pipe, a fuel oil common rail pipe and an oil tank, wherein the liquid ammonia hydrogen supply system comprises a liquid ammonia storage tank, an ammonia pumping system, a flow dividing system and an ammonia inlet and outlet system, the fuel oil common rail pipe is respectively connected with the oil tank and a one-way oil inlet of the injector, the liquid ammonia common rail pipe is respectively connected with the ammonia inlet and outlet system and a one-way ammonia inlet of the injector, an ammonia inlet pipe and an ammonia return pipe are arranged in the ammonia inlet and outlet system, the ammonia pumping system comprises a liquid ammonia storage flow divider, a low-pressure pump and a high-pressure pump.

Systems and methods for supplying primary fuel and secondary fuel to an internal combustion engine may include supplying a first amount of the primary fuel and a second amount of the secondary fuel to the internal combustion engine. The system may include a first manifold to provide primary fuel to the internal combustion engine, and a primary valve associated with the first manifold to provide fluid flow between a primary fuel source and the internal combustion engine. A second manifold may provide secondary fuel to the internal combustion engine, and a fuel pump and/or a secondary valve may provide fluid flow between a secondary fuel source and the internal combustion engine. A controller may determine a total power load, the first amount of primary fuel, and the second amount of secondary fuel to supply to the internal combustion engine to meet the total power load.

An engine including a main fuel injection valve, a pilot fuel injection valve, a liquid fuel supply rail pipe, and a pilot fuel supply rail pipe. The main fuel injection valve supplies liquid fuel from the liquid fuel supply rail pipe to a combustion chamber during combustion in a diffusion combustion system. The pilot fuel injection valve supplies pilot fuel from the pilot fuel supply rail pipe to the combustion chamber in order to ignite gaseous fuel during combustion in a premixed combustion system. The liquid fuel supply rail pipe is disposed at one side of an imaginary vertical plane including an axis of a crank shaft. The pilot fuel supply rail pipe is disposed at the side of the imaginary vertical plane at which the liquid fuel supply rail pipe is disposed.

Systems and methods for supplying primary fuel and secondary fuel to an internal combustion engine may include supplying a first amount of the primary fuel and a second amount of the secondary fuel to the internal combustion engine. The system may include a first manifold to provide primary fuel to the internal combustion engine, and a primary valve associated with the first manifold to provide fluid flow between a primary fuel source and the internal combustion engine. A second manifold may provide secondary fuel to the internal combustion engine, and a fuel pump and/or a secondary valve may provide fluid flow between a secondary fuel source and the internal combustion engine. A controller may determine a total power load, the first amount of primary fuel, and the second amount of secondary fuel to supply to the internal combustion engine to meet the total power load.

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

An injection device for an internal combustion engine having a first injection system for injecting fuel having a first fuel composition, and a second injection system for the injection of fuel having a second fuel composition that has a lower ethanol component than the first fuel composition, the first injection system having at least one first fuel injector for injecting fuel having the first fuel composition both in the direction of a first intake orifice of a combustion chamber of the internal combustion engine, and in the direction of a second intake orifice of the combustion chamber, in which the second injection system has a second fuel injector for injecting fuel having the second fuel composition essentially only in the direction of the first intake orifice, and a separate third fuel injector for injecting fuel having the second fuel composition essentially only in the direction of the second intake orifice.

An injection device for an internal combustion engine having a first injection system for injecting fuel having a first fuel composition, and a second injection system for the injection of fuel having a second fuel composition that has a lower ethanol component than the first fuel composition, the first injection system having at least one first fuel injector for injecting fuel having the first fuel composition both in the direction of a first intake orifice of a combustion chamber of the internal combustion engine, and in the direction of a second intake orifice of the combustion chamber, in which the second injection system has a second fuel injector for injecting fuel having the second fuel composition essentially only in the direction of the first intake orifice, and a separate third fuel injector for injecting fuel having the second fuel composition essentially only in the direction of the second intake orifice.

Venting of gaseous fuel during operation and after shutdown of an internal combustion engine increases emissions. A vent handling apparatus for a gaseous fuel system of an internal combustion engine comprises an accumulator for storing gaseous fuel; a first valve selectively enabling fluid communication between the accumulator and one of a gaseous fuel communication passage and a gaseous fuel storage vessel, the gaseous fuel communication passage delivering gaseous fuel to the internal combustion engine for combustion; and an apparatus for selectively returning the gaseous fuel from the accumulator to the internal combustion engine for combustion.