Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms.

The present invention relates to a zero emission propulsion system and generator sets using ammonia (NH.sub.3) as fuel for engines and power plants such as steam boilers (5) for steam turbines (7), piston engines (9), fuel cells (10) or Stirling engines (11). Due to the poor flammability of ammonia (NH.sub.3), a hydrogen reactor (4) can split ammonia (NH.sub.3) into hydrogen (H.sub.2) and nitrogen (N.sub.2). The hydrogen (H.sub.2) can be placed in a hydrogen tank (8) for intermediate storage and the nitrogen can be stored in a nitrogen tank (6). The hydrogen (H.sub.2) could be mixed with ammonia (NH.sub.3) to improve flammability and thus facilitate the ignition of an air/ammonia (NH.sub.3) mixture in engines or power plants (5, 9, 11). Alternatively, hydrogen (¾) may be supplied in a separate fuel system (5-1, 9-5, 11-8) as a pilot fuel for pilot ignition of an air/ammonia (NH3) mixture. The hydrogen (H.sub.2) can also be used in AIP systems along with oxygen (O2) from an oxygen tank (22). The hydrogen (H.sub.2) will then be used for fuel cells (10), for combustion in a steam turbine inlet/high pressure side (7-1), or in a Stirling engine (11). In addition to hydrogen (H.sub.2), other bio and fossil fuels from the fuel tank (12) can be used as pilot fuel for pilot ignition of an air/ammonia (NH.sub.3) mixture. The advantage of using existing bio or fossil fuels for pilot ignition is that engines or power plants (5, 9, 11) will have a pilot fuel system with sufficient capacity to maintain normal operations if ammonia (NH.sub.3) is not available. Alternatively, that engines or power plants (5, 9, 11) have an additional fuel system for existing bio or fossil fuels in order to maintain normal operations if ammonia (NH.sub.3) is not available. The nitrogen (N.sub.2) in the nitrogen tank (6) can be used as a gas in fire extinguishing systems or for submarine ballast tank blows.

The present disclosure relates to a vehicle, system, and method for on-board catalytic upgrading of hydrocarbon fuels. In accordance with one embodiment of the present disclosure, a vehicle may include, amongst other things, an internal combustion engine configured to provide motive force to the vehicle, an unreformed fuel subsystem, a reformed fuel subsystem, and a fuel system control architecture. The unreformed fuel subsystem may be structurally configured to transfer unreformed hydrocarbon fuel from the on-board point-of-sale fuel tank to the internal combustion engine. The reformed fuel subsystem may be structurally configured to reform hydrocarbon fuel from the on-board point-of-sale fuel tank and transfer reformed fuel to the internal combustion engine along a reformed fuel supply pathway separated from the unreformed fuel supply pathway. The fuel system control architecture may include a reformate flow control device and a cetane rating controller. The cetane rating controller and the reformate flow control device may cooperate to deliver an upgraded hydrocarbon fuel to a combustion zone of the internal combustion engine.

The present disclosure relates to a vehicle, system, and method for on-board catalytic upgrading of hydrocarbon fuels. In accordance with one embodiment of the present disclosure, a vehicle may include, amongst other things, an internal combustion engine configured to provide motive force to the vehicle, an unreformed fuel subsystem, a reformed fuel subsystem, and a fuel system control architecture. The unreformed fuel subsystem may be structurally configured to transfer unreformed hydrocarbon fuel from the on-board point-of-sale fuel tank to the internal combustion engine. The reformed fuel subsystem may be structurally configured to reform hydrocarbon fuel from the on-board point-of-sale fuel tank and transfer reformed fuel to the internal combustion engine along a reformed fuel supply pathway separated from the unreformed fuel supply pathway. The fuel system control architecture may include a reformate flow control device and a cetane rating controller. The cetane rating controller and the reformate flow control device may cooperate to deliver an upgraded hydrocarbon fuel to a combustion zone of the internal combustion engine.

An internal combustion engine is provided with: an electric supercharger including an electric compressor; an EGR introduction port formed upstream of the electric compressor; a throttle valve A arranged upstream of the EGR introduction port; and a control device. A throttle valve B other than the throttle valve A is not arranged in the intake air passage. The control device is configured, in a non-supercharging region, to execute a first air flow rate adjustment processing that adjusts an intake air flow rate by adjusting the opening degree of the throttle valve A while driving the electric supercharger to cause a pressure ratio of the electric compressor to approach 1; and a second air flow rate adjustment processing that adjusts the intake air flow rate by adjusting the opening degree of the throttle valve A while not energizing the electric supercharger.

The present technology provides embodiments of recirculating noble gas combustion power cycles and systems including engines utilizing these power cycles. Embodiments of the cycles may include a combination of a high intake/exhaust pressure, very late or early intake valve closure, late exhaust valve opening, intake preheating using exhaust gases, sensible heat recovery, direct injection of fuel and/or oxidizer, and a condenser to remove combustion products and dissolved trace contaminant gases. An engine operating on these principles could provide motive force for electrical production, for example at power plants, or for transit, for example for ship engines. An engine operating with the cycles disclosed herein has high thermal efficiency and low cost. For example an argon power cycle using natural gas feedstock and cryogenic oxygen air separation could exceed 60% overall efficiency.

The present technology provides embodiments of recirculating noble gas combustion power cycles and systems including engines utilizing these power cycles. Embodiments of the cycles may include a combination of a high intake/exhaust pressure, very late or early intake valve closure, late exhaust valve opening, intake preheating using exhaust gases, sensible heat recovery, direct injection of fuel and/or oxidizer, and a condenser to remove combustion products and dissolved trace contaminant gases. An engine operating on these principles could provide motive force for electrical production, for example at power plants, or for transit, for example for ship engines. An engine operating with the cycles disclosed herein has high thermal efficiency and low cost. For example an argon power cycle using natural gas feedstock and cryogenic oxygen air separation could exceed 60% overall efficiency.

The present disclosure relates to a vehicle, system, and method for on-board catalytic upgrading of hydrocarbon fuels. In accordance with one embodiment of the present disclosure, a vehicle may include, amongst other things, an internal combustion engine configured to provide motive force to the vehicle, an unreformed fuel subsystem, a reformed fuel subsystem, and a fuel system control architecture. The unreformed fuel subsystem may be structurally configured to transfer unreformed hydrocarbon fuel from the on-board point-of-sale fuel tank to the internal combustion engine. The reformed fuel subsystem may be structurally configured to reform hydrocarbon fuel from the on-board point-of-sale fuel tank and transfer reformed fuel to the internal combustion engine along a reformed fuel supply pathway separated from the unreformed fuel supply pathway. The fuel system control architecture may include a reformate flow control device and a cetane rating controller. The cetane rating controller and the reformate flow control device may cooperate to deliver an upgraded hydrocarbon fuel to a combustion zone of the internal combustion engine.

Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms.

A system for optimizing performance of an engine, including an intake manifold with an upper mount, plenum floor defining a plenum opening, lower mount defining intake openings, and intake runners communicating between the plenum and intake openings. The upper mount may be coupled to an air inlet device and the lower mount may be coupled to a cylinder head. A mountable device has an upper portion and lower portion and is configured to be inserted through the upper mount of the intake manifold to be coupled to the plenum floor so the mountable device covers the plenum opening and at least the upper portion of the mountable device remains between the upper mount and the plenum floor. A fixation system is configured align the mountable device to the intake manifold and to prevent the mountable device from decoupling from the plenum floor during engine operation. The mountable device is interchangeable without removing the intake manifold from the cylinder head.