Provided is a method for enabling high-density air to be efficiently manufactured without unnecessarily increasing the pressure and temperature. A method for manufacturing high-density air according to the present invention includes: mixing raw air A with fine water particles W to generate water-containing air A1 having a lower pressure than the raw air A; supplementing the water-containing air A1 with a differential pressure between the pressure of the raw air A and the pressure of the water-containing air A1; and consequently promoting vaporization of the fine water particles W in the water-containing air A1 and reducing the volume of the water-containing air A1 to manufacture high-density air A2. The density of air can be efficiently increased with this method.

A method for controlling hydrogen combustion in a hydrogen internal combustion engine system includes a combustion chamber linked to an intake port via an intake valve, the hydrogen internal combustion engine system comprising a piston slidably moving between a top dead center position and a bottom dead center position, characterized by the steps of: injecting water in liquid phase in the intake port when the piston is between 0 and 40 crank angle degrees before opening of the intake valve, injecting hydrogen after opening of the intake valve and when the piston is between 0 and 60 crank angle degrees after the top dead center position, stopping hydrogen injection when the piston is between 0 and 100 crank angle degrees before the bottom dead center position.

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.

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.

The present invention relates to a heater for a vehicle system for injecting anaqueous solution in an air intake line upstream of a combustion chamber of aninternal combustion engine, or in the combustion chamber of the internal combustion engine, said heater comprising at least one flexible part which comprises at least one metallic resistive track embedded in an insulating material, said insulating material comprising at least one antimicrobial compound and/or being coated by at least one layer containing at least one antimicrobial compound. The invention relates also to a vehicle system for injecting an aqueous solution in an air intake line upstream of a combustion chamber of an internal combustion engine, or in the combustion chamber of the internal combustion engine comprising said heater.

The present invention relates to a heater for a vehicle system for injecting anaqueous solution in an air intake line upstream of a combustion chamber of aninternal combustion engine, or in the combustion chamber of the internal combustion engine, said heater comprising at least one flexible part which comprises at least one metallic resistive track embedded in an insulating material, said insulating material comprising at least one antimicrobial compound and/or being coated by at least one layer containing at least one antimicrobial compound. The invention relates also to a vehicle system for injecting an aqueous solution in an air intake line upstream of a combustion chamber of an internal combustion engine, or in the combustion chamber of the internal combustion engine comprising said heater.

An intake system of engine comprises an intake pipe (8), an air intake manifold (6), and an auxiliary intake assembly (4) disposed on the intake pipe (8) and located before the air intake manifold (6) of an engine. The auxiliary intake assembly (4) comprises an auxiliary air inlet passage, an auxiliary air outlet passage (21), and a central passage (39). Air enters through the auxiliary air inlet passage, comes out from the auxiliary air outlet passage (21) and enters the central passage (39), so as to be mixed with air from the intake pipe (8). The present invention further relates to an engine intake system, comprising an electronic booster (4″) located upstream of the air intake manifold (6) of an engine. An air flow enters from an air inlet (4241″), flows out from an air outlet (4242″), is mixed with air that flows through the intake pipe (8), and then is inhaled into a cylinder of the engine. The present invention further relates to a engines comprising the above intake systems. These intake systems and engines can effectively reduce discharge, reduce fuel consumption, improve engine efficiency, improve a low-speed torque feature of the engines, and improve a low temperature cold start effect of the engines.

An intake system of engine comprises an intake pipe (8), an air intake manifold (6), and an auxiliary intake assembly (4) disposed on the intake pipe (8) and located before the air intake manifold (6) of an engine. The auxiliary intake assembly (4) comprises an auxiliary air inlet passage, an auxiliary air outlet passage (21), and a central passage (39). Air enters through the auxiliary air inlet passage, comes out from the auxiliary air outlet passage (21) and enters the central passage (39), so as to be mixed with air from the intake pipe (8). The present invention further relates to an engine intake system, comprising an electronic booster (4″) located upstream of the air intake manifold (6) of an engine. An air flow enters from an air inlet (4241″), flows out from an air outlet (4242″), is mixed with air that flows through the intake pipe (8), and then is inhaled into a cylinder of the engine. The present invention further relates to a engines comprising the above intake systems. These intake systems and engines can effectively reduce discharge, reduce fuel consumption, improve engine efficiency, improve a low-speed torque feature of the engines, and improve a low temperature cold start effect of the engines.

Methods and systems are provided for reducing a spark plug soot load and a combustion chamber soot load by controlling spark plug timing while injecting water or washer fluid. In one example, water or washer fluid is injected during a torque reduction while advancing spark timing so as to provide at least a portion of the torque reduction while opportunistically cleaning soot from the spark plug and combustion chamber. By reducing spark plug soot load, misfire occurrence is reduced, while pre-ignition occurrence is reduced by decarbonizing the combustion chamber.

A control device of an internal combustion engine comprises a heater control part configured to set a target temperature of the electrochemical cell and control the heater so that a temperature of the electrochemical cell becomes the target temperature. The heater control part sets the target temperature to a first temperature when water injection by the water injection device is not being demanded after a predetermined time elapses from startup of the internal combustion engine, and sets the target temperature to a second temperature when an operating state of the internal combustion engine is in a water outflow state where water injected by the water injection device reaches the exhaust passage without going through combustion of air-fuel mixture in the combustion chamber. The second temperature is higher than the first temperature.