A system and method of managing an on-demand electrolytic reactor for supplying hydrogen and oxygen gas to an internal combustion engine. The system minimizes reactor's power consumption and parasitic energy loss generally associated with perpetual reactors. The system comprises a plurality of sensors coupled to the reactor measuring a plurality of reactor parameters, an electronic control unit coupled to the plurality of sensors and the engine, and a reactor control board coupled to the reactor and the electronic control unit. The electronic control unit: monitors the plurality of reactor parameters and the plurality of engine parameters; determines a reactor performance level; determines an engine performance level; determines a change in the engine performance level to forecast a future engine demand level; and determines an ideal reactor performance level corresponding to the engine performance level or the future engine demand level. The reactor control board regulates the reactor by modifying at least one of electrical current supplied to the reactor, electrical voltage supplied to the reactor, and temperature of the reactor.

Separation of carbon dioxide from the exhaust of an internal combustion engine, the production of hydrogen from water, and reformation of carbon dioxide and hydrogen into relatively high-octane fuel components.

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 invention discloses a cold start operation device and control method for a diesel engine in a plateau region under a low ambient temperature, allowing a starter to drive a piston to compress the low-temperature air, by using the heated air as the fresh inlet air to introduce it into the cylinder, so that the in-cylinder temperature at the compressing TDC is increased to obtain the ignition temperature, and finally achieving the cold start of diesel engines in plateau regions. The present invention avoids complicated preheating devices, and has simple structure and reliable performance, can achieve effective cold start in different low ambient temperature environments.

An internal combustion engine including: an operating state detection unit that detects an operating state of the internal combustion engine; a fuel reforming unit configured to be supplied with a liquid fuel including hydrocarbon and generate a reformed fuel having an octane number larger than that of the supplied liquid fuel; a reformed fuel composition adjusting unit that adjusts the composition of the reformed fuel generated by the fuel reforming unit; and a control device that controls the composition of the reformed fuel by controlling the reformed fuel composition adjusting unit in accordance with the operating state detected by the operating state detection unit.

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 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.

Various implementations include drive systems and related methods of operation. In one implementation, a drive system includes: a combustion engine, where the combustion engine includes a combustion chamber with injectors for injecting a fossil fuel into the combustion chamber, a supply line for delivering a gas mixture to the combustion chamber, an electrolysis chamber for producing hydrogen gas and oxygen gas, and a vacuum pump for sucking the hydrogen gas and the oxygen gas from the electrolysis chamber, a gasification tank with volatile organic compounds received therein, and an air compressor for pumping air into the gasification tank, wherein the gas mixture comprises gasified organic compounds from the gasification tank and at least a part of the hydrogen gas and the oxygen gas.

The various embodiments disclosed herein relate to systems and methods of improving fuel economy of internal combustion engines. In particular, the systems and methods relate to improving fuel economy of internal combustion engines by increasing the laminar flame speed (LFS) of fuel and hydrogen gas mixture. By increasing the laminar flame speed of the mixture, amount of carbon-based fuel that undergoes combustion increases. This may provide the advantage of minimizing overall fuel consumption by the engine, resulting in fuel savings. This may also provide the advantage of minimizing greenhouse gas emissions by the engine, resulting in environmental benefits.