A hydrogen intake assembly for a hydrogen internal combustion engine characterized in that the hydrogen intake assembly includes at least one air intake manifold comprising an air intake pipe comprising at least one air inlet and air outlets, air intake runners comprising air inlets and air outlets, a spacer having a wall defining an inner chamber receiving a mixture of air, water and hydrogen and comprising air inlets and mixture outlets delivering said mixture, a water rail comprising at least one water inlet and water outlets, said water outlets being embedded in the wall of the spacer and a hydrogen rail comprising at least a hydrogen inlet and hydrogen outlets.

The invention relates to an engine having prechamber ignition, in particular a gas engine, that comprises a main combustion space in a cylinder of the engine for combusting an air-fuel mixture and a prechamber having an ignition device arranged therein and a fuel injector arranged therein, wherein the prechamber has at least one transfer port that fluidically connects the prechamber to the main combustion space. The engine is characterized in that the fuel injector arranged in the prechamber is the only fuel injector via which fuel can be introduced into the associated main combustion space.

The invention relates to an internal combustion engine with intake manifold injection, comprising at least two combustion chambers, at least one central rail for supplying fuel for the intake manifold injection, and at least one air distributor for supplying air to the individual combustion chambers, characterized in that the central rail is attached to the air distributor, or the central rail and the air distributor are formed as an integral component.

Some embodiments described herein relate to a method of operating a compression ignition engine. The method of operating the compression ignition engine includes opening an intake valve to draw a volume of air into a combustion chamber, closing an intake valve, and moving a piston from a bottom-dead-center (BDC) position to a top-dead-center (TDC) position in the combustion chamber at a compression ratio of at least about 15:1. The method further includes injecting a volume of fuel into the combustion chamber at an engine crank angle between about 330 degrees and about 365 degrees during a first time period. The fuel has a cetane number less than about 40. The method further includes combusting substantially all of the volume of fuel. In some embodiments, a delay between injecting the volume of fuel into the combustion chamber and initiation of combustion is less than about 2 ms.

A bypass valve assembly includes a housing having an inlet, an outlet, and a flow passageway to allow flow of a liquid from the inlet to the outlet and a valve seat disposed about the flow passageway between the inlet and the outlet. A movable poppet is disposed in the housing to engage the valve seat in a closed position and to disengage the valve seat in an open position when pressure of the liquid in the flow passageway exceeds a preset value to allow flow of the liquid through the flow passageway. A rotatable flow control valve is disposed in the housing between the inlet and the outlet. An actuator is coupled to the flow control valve to actuate and move the flow control valve to control flow of the liquid between the inlet and the outlet when the poppet is engaged with the valve seat.

A neat-fuel direct-injected compression ignition engine having a thermal barrier coated combustion chamber, an injection port injects fuel that satisfies a stoichiometric condition with respect to the intake air, a mechanical exhaust regenerator transfers energy from exhaust gas to intake compression stages, an exhaust O.sub.2 sensor inputs to a feedback control to deliver quantified fuel, a variable valve actuation (VVA) controls valve positions, an exhaust gas temperature sensor controls exhaust feedback by closing the exhaust valve early according to the VVA, or recirculated to the chamber with an exhaust-gas-recirculation (EGR), heat exchanger, and flow path connecting an air intake, a load command input, and a computer operates the EGR from sensors to input exhaust gas according exhaust temperature signals and changes VVA timing, the load control is by chamber exhaust gas, the computer operates a fuel injector to deliver fuel independent of exhaust gas by the O.sub.2 signals.

A motor vehicle with a pressure vessel system includes at least a first pressure vessel arranged in a first region of the motor vehicle and at least one second pressure vessel arranged in a second region of the motor vehicle having a lower intrusion probability than the first region. Fuel is preferentially removed first primarily from the at least one first pressure vessel. When the lower limit of fuel level or fuel temperature is reached in the at least one first pressure vessel, fuel is removed from the at least one second pressure vessel. If the fuel supply rate from the at least one first pressure vessel is lower than an overall fuel supply rate for an energy converter, fuel is removed from the at least one second pressure vessel to meet the overall fuel supply rate needed by the energy converter.

A system comprising

a distribution grid (2) for a fuel,

combustion engines (3), which are coupled with the distribution grid (2) and are configured to combust the fuel, and

a computer system (4) comprising data connections (5) to the combustion engines (3) and a data storage device (6), wherein the computer system (4) is configured to receive engine operation parameters stemming from an operation of the combustion engines (3) at a first time and/or during a first time period via the data connections (5) and geographical data of the combustion engines (3) are stored in the data storage device (6), wherein

the computer system (4) has a processor (7) which is configured to compute a prediction for at least one characteristic parameter of the fuel at a second time and/or during a second time period later than the first time and/or the first time period and with respect to a geographical location, and

the computation of the prediction being based on the geographical data and the engine operation parameters of the combustion engines (3).

An integrated biomass conversion system and a method of starting and shutting down the system are disclosed. The integrated biomass conversion system comprises a syngas generator, such as a gasifier, a cleanup engine and a syngas utilization system, which could be a power producing engine or a chemical reactor for chemical or fuel synthesis. The cleanup engine operates rich and at high temperatures so that the tars exhausted by the syngas generators are destroyed and not allowed to foul other components. An orderly sequence to start and shut down the integrated biomass conversion system is disclosed.

Methods and systems are provided for balancing a plurality of fuel injectors. In one example, a method includes adjusting port-fuel injecting parameters in response to a learned direct injector fueling error.