Timing of HHO gas injection into a 4-stroke engine is optimized based on engine operating parameters to improve fuel economy.

In certain implementations, a ship propulsion system includes: at least one internal combustion engine with: a combustion chamber for burning a fuel; an intake tract for supplying fresh air to the combustion chamber; and a turbocharger with a compressor in the in-take tract; an electrolysis device for producing hydrogen gas for the internal combustion engine and for producing oxygen gas; an alcohol tank for supplying alcohols to the internal combustion engine; and a water tank, wherein the water tank and the alcohol tank are connected to the combustion chamber or a pressure side of the compressor for the supply of water and alcohol into the intake tract, and wherein the electrolysis device is connected to the pressure side of the compressor for supplying hydrogen gas into the intake tract or connected to the combustion chamber for supplying hydrogen gas into the combustion chamber.

A hydrogen-oxygen gaseous fuel generating equipment applied to internal combustion engines including a hydrogen and oxygen gas (H2-O2) generation circuit having a main water tank with at least one outlet duct of the fluid to a set of plates and conducted the fluid to a section of supply pipe to an input connector of an electrolyzer equipment associated with a pair of connector terminals, powered by an electrical energy source defined by a set having an electric accumulator, as a power supply of the set of plates where a mixture of oxygen hydrogen is extracted is derived to the decanter tank where it is separated from the water and the oxygen gas is ready for injection into the motor.

An internal combustion engine comprising: a main combustion chamber comprising at least one intake valve and at least one exhaust valve, wherein at least one intake port fluidically connected to an intake manifold is configured to supply an air and/or an air-fuel-mixture to the main combustion chamber via the at least one intake valve, and a pre-chamber which is in fluid connection with the main combustion chamber, wherein the pre-chamber is in fluid connection with the intake port and/or the intake manifold through a supply line, wherein at least one fuel injector is configured to enrich the air and/or air-fuel-mixture supplied to the main combustion chamber to have a lower ignition delay than an air-fuel-mixture supplied to the pre-chamber and/or air or air-fuel-mixture can be supplied to the pre-chamber to have a higher ignition delay than an air-fuel-mixture supplied to the main combustion chamber.

An electro-hydrogen driving unit that can be integrated into an automobile includes a power source, a water supply, a hydrogen production unit, a hydrogen storage unit, a power conversion unit, and a driving unit. When parked and charging, the power source and the water supply are used to generate hydrogen at the hydrogen production unit. The generated hydrogen is stored at the hydrogen storage unit at a high pressure. When the automobile is running, the power conversion unit uses the stored hydrogen to produce electricity which spins an electric motor of the driving unit. The power conversion unit can be a fuel cell that draws hydrogen and produces electricity. In another instance, the power conversion unit can be a combination of an internal combustion engine and a generator.

An igniter system for a reciprocating piston internal combustion engine having one or more cylinders including at least one igniter per cylinder is disclosed. The igniter system can comprise: a combustion chamber connected to a main cylinder of the engine by a restricted diameter bore, wherein a lean burn fuel mixture is introduced into the combustion chamber by the normal compression stroke of the engine; a hydrogen valve that injects a hydrogen rich gas into the combustion chamber forming a mixture of hydrogen and air having a hydrogen concentration above the stoichiometric ratio for hydrogen and air in the combustion chamber; and a spark ignition source that injects hot unburned hydrogen into the main cylinder, thereby initiating ignition.

An automobile hydrogen oxygen generator includes an electrolytic hydrogen-oxygen generator, a motor, a battery, a filter and a circuit board. The electrolytic hydrogen-oxygen generator has water therein, an electrolytic tank connected to the battery, a relay sandwiched between the electrolytic tank and the battery and connected to the circuit board which is connected to an ignition switch. The filter is connected to the motor via air inlet and the electrolytic hydrogen-oxygen generator is connected to the air inlet via an air conduit.

The present invention relates to a method and system for increasing power output and enhancing efficiency of an internal combustion engine, which comprises: cooling exhaust gas of the engine in a recuperating heat exchanger by transferring heat to stored air; compressing the exhaust gas to a pressure requisite for admission into the engine utilizing a compander module powered by expanding previously compressed and stored air in an expander without parasitic power consumption; mixing the exhaust gas with expanded air; and cooling or heating the exhaust gas to a suitable temperature in a final trim cooler or heater and supplying the exhaust gas to the engine at a pressure requisite at an admission point, without the need for additional compression and concomitant parasitic power consumption needed for exhaust gas recirculation. Extra electric power output and higher thermal efficiency is facilitated by using the excess power generation from the compander in a synchronous AC generator.

The system comprises an opposed piston engine. The pistons (1) consist of a top piston half (1a), a spring (1b) and a bottom piston half (1c). The cylinders (3) have inlet channels (8) for compressed air as well as outlet channels (10). fuel injector (12), steam injector (13) and ignition clement (14). A bipartite crankshaft (15) is fitted with exit shafts (19a, 19b) connected with impellers (22) via clutches (20a, 20b). Rotor rims (26) around the impellers contain magnetic dipoles (28), whereas stator rims (27) have induction coils (29). One method concerns using of resilience of a spring situated between two halves of the piston, furthermore piston halves are cooled by a spurt of compressed air. Another method concerns transferring some part of energy of the impeller to the system of collecting and transferring energy attached to it, from which energy is taken in case of an insufficient torque on the impeller shaft.

A piston arrangement for a clean combustion engine, such as a hydrogen engine. The piston arrangement comprises a piston configured for reciprocal movement inside a cylinder having a cylinder wall, the piston having a piston head configured to face a first compartment with pressurized gas, a sealing arrangement comprising at least one sealing ring configured to be arranged to seal the piston to the cylinder wall and separating the first compartment from a second compartment, and a water channel extending from an interior of the piston to the sealing ring to provide water for lubricating the sealing ring. The piston head comprises a pumping element configured to be arranged to pressurize the water in the water channel by pressurised gas in the first compartment.