Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

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.

A method for deposit mitigation in a gaseous fuel injector that introduces a gaseous fuel through a gaseous fuel orifice directly into a combustion chamber of an internal combustion engine includes at least one of a) reducing the ago length of the gaseous fuel orifice by substantially between 10% to 50% of a previous length of a previous gaseous fuel orifice showing deposit accumulation above a predetermined threshold; b) providing the gaseous fuel orifice with an inwardly and substantially linearly tapering profile; c) determining deposit mitigation is needed; and performing at least one of the following deposit mitigation techniques i) increasing gaseous fuel injection pressure wherein deposit accumulation is reduced during fuel injection; and ii) decreasing gaseous fuel temperature wherein a rate of deposit accumulation is reduced; and d) injecting compressed air through the gaseous fuel orifice during shutdown of the internal combustion engine; whereby torque loss in the internal combustion engine due to deposit accumulation in the gaseous fuel orifice is reduced below a predetermined value.

A method for deposit mitigation in a gaseous fuel injector that introduces a gaseous fuel through a gaseous fuel orifice directly into a combustion chamber of an internal combustion engine includes at least one of a) reducing the ago length of the gaseous fuel orifice by substantially between 10% to 50% of a previous length of a previous gaseous fuel orifice showing deposit accumulation above a predetermined threshold; b) providing the gaseous fuel orifice with an inwardly and substantially linearly tapering profile; c) determining deposit mitigation is needed; and performing at least one of the following deposit mitigation techniques i) increasing gaseous fuel injection pressure wherein deposit accumulation is reduced during fuel injection; and ii) decreasing gaseous fuel temperature wherein a rate of deposit accumulation is reduced; and d) injecting compressed air through the gaseous fuel orifice during shutdown of the internal combustion engine; whereby torque loss in the internal combustion engine due to deposit accumulation in the gaseous fuel orifice is reduced below a predetermined value.

A device for removing pollutants from an automobile exhaust, the device including: a body filled with active carbon particles, first supporting columns, an output pipe for outputting a fuel additive, a basin-shaped base of a regulating valve box, a top cover, a regulating pipe, second supporting columns, a bearing grid plate configured to bear the active carbon particles, a bottom sealing cover, and an air pipe. The first supporting columns are disposed on the top of the body. The output pipe is connected to the middle part of the top of the body via the first supporting columns. The basin-shaped base of the regulating valve box is connected to two sides of the top of the body via the first supporting columns. The basin-shaped base is connected to the top cover; the regulating pipe is disposed on the upper part of the top cover.

A device for removing pollutants from an automobile exhaust, the device including: a body filled with active carbon particles, first supporting columns, an output pipe for outputting a fuel additive, a basin-shaped base of a regulating valve box, a top cover, a regulating pipe, second supporting columns, a bearing grid plate configured to bear the active carbon particles, a bottom sealing cover, and an air pipe. The first supporting columns are disposed on the top of the body. The output pipe is connected to the middle part of the top of the body via the first supporting columns. The basin-shaped base of the regulating valve box is connected to two sides of the top of the body via the first supporting columns. The basin-shaped base is connected to the top cover; the regulating pipe is disposed on the upper part of the top cover.

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.