A power system including a variable volume combustion chamber for a two-stroke engine having a controlled exhaust port, a fuel injector to the combustion chamber and an oxygen injector to the combustion chamber. The oxygen injector provides repeated oxygen injection pulses to complete a charge. The controlled exhaust port includes an oscillating rotatably mounted valve. A source of pressurized concentrated oxygen to the oxygen injector is in a closed case having a ceramic fiber membrane. An air inlet and a waste outlet are in communication with a first side of the ceramic fiber membrane. An oxygen outlet is in communication with a second side of the ceramic fiber Ionic transport membrane. The case has a heat transfer surface in communication with the controlled exhaust port from the combustion chamber.

A power system including a variable volume combustion chamber for a two-stroke engine having a controlled exhaust port, a fuel injector to the combustion chamber and an oxygen injector to the combustion chamber. The oxygen injector provides repeated oxygen injection pulses to complete a charge. The controlled exhaust port includes an oscillating rotatably mounted valve. A source of pressurized concentrated oxygen to the oxygen injector is in a closed case having a ceramic fiber membrane. An air inlet and a waste outlet are in communication with a first side of the ceramic fiber membrane. An oxygen outlet is in communication with a second side of the ceramic fiber Ionic transport membrane. The case has a heat transfer surface in communication with the controlled exhaust port from the combustion chamber.

Aspects relate to zero-emission propulsion systems and generators using ammonia (NH.sub.3) as fuel for engines and power plants. While ammonia has poor flammability, mixing hydrogen with ammonia (NH.sub.3) may improve flammability and thus facilitate the ignition of an air/ammonia mixture in engines or power plants. Alternatively, hydrogen (H.sub.2) may be supplied in a separate fuel system as a pilot fuel for pilot ignition of an air/ammonia mixture. Hydrogen can also be used in air independent systems along with oxygen (O.sub.2) from an oxygen tank. In addition to hydrogen, other bio or fossil fuels can be used as pilot fuel for pilot ignition of an air/ammonia mixture. An advantage of using existing bio or fossil fuels for pilot ignition is that engines or power plants will have a pilot fuel system with sufficient capacity to maintain normal operations if ammonia is not available.

Aspects relate to zero-emission propulsion systems and generators using ammonia (NH.sub.3) as fuel for engines and power plants. While ammonia has poor flammability, mixing hydrogen with ammonia (NH.sub.3) may improve flammability and thus facilitate the ignition of an air/ammonia mixture in engines or power plants. Alternatively, hydrogen (H.sub.2) may be supplied in a separate fuel system as a pilot fuel for pilot ignition of an air/ammonia mixture. Hydrogen can also be used in air independent systems along with oxygen (O.sub.2) from an oxygen tank. In addition to hydrogen, other bio or fossil fuels can be used as pilot fuel for pilot ignition of an air/ammonia mixture. An advantage of using existing bio or fossil fuels for pilot ignition is that engines or power plants will have a pilot fuel system with sufficient capacity to maintain normal operations if ammonia is not available.

A method of serially phased, phase forming a fuel-air mixture for internal combustion engine is disclosed. The technical result increases the compression ratio of the engine, resulting in economical fuel burning and improved environmental characteristics. The method includes a serially-staged, serially-phased formation of the fuel-air mixture for the engine, which includes the following steps: fuel evaporation; obtaining hydrogen-gas fuel by cleavage of the fuel; cooling and optimization of fuel temperature; preparation of air parallel to the preparation of the fuel; direct formation of the fuel-air mixture; mixing of the fuel, containing hydrocarbon gases with air, with an excess air coefficient Kea≧3; enrichment of the desired air-fuel ratio to the excess air coefficient Kea=from 1.0 to 2.8; a mixture enrichment correction; obtaining control conditions of an idling engine power mode by changing the excess air coefficient, as well as by changing the value of the cylinder filling coefficient.

A method of serially phased, phase forming a fuel-air mixture for internal combustion engine is disclosed. The technical result increases the compression ratio of the engine, resulting in economical fuel burning and improved environmental characteristics. The method includes a serially-staged, serially-phased formation of the fuel-air mixture for the engine, which includes the following steps: fuel evaporation; obtaining hydrogen-gas fuel by cleavage of the fuel; cooling and optimization of fuel temperature; preparation of air parallel to the preparation of the fuel; direct formation of the fuel-air mixture; mixing of the fuel, containing hydrocarbon gases with air, with an excess air coefficient Kea≧3; enrichment of the desired air-fuel ratio to the excess air coefficient Kea=from 1.0 to 2.8; a mixture enrichment correction; obtaining control conditions of an idling engine power mode by changing the excess air coefficient, as well as by changing the value of the cylinder filling coefficient.

The present disclosure relates to an apparatus and method for increasing the level of hydrogen produced in an exhaust gas recirculation pathway within an internal combustion engine. A hydrocarbon water gas shift reformer is positioned in series with a water gas shift reformer within the exhaust gas recirculation pathway to improve the yield of hydrogen and to improve the relative efficiency of both catalytic procedures.

A hydrogen fuel supply system 1 comprises a tank 2 which stores liquid hydrogen therein; a supply line 4 which takes the liquid hydrogen out of the tank 2, vaporizes the liquid hydrogen into a hydrogen gas, and supplies the hydrogen gas to a use point 3; and a pressurization line 5 which compresses the hydrogen gas generated by vaporization of the liquid hydrogen inside the tank 2 by use of a compressor 59 so that a pressure of the hydrogen gas is increased, and sends the hydrogen gas with the increased pressure to a gaseous phase part inside the tank 2.

A hydrogen fuel supply system 1 comprises a tank 2 which stores liquid hydrogen therein; a supply line 4 which takes the liquid hydrogen out of the tank 2, vaporizes the liquid hydrogen into a hydrogen gas, and supplies the hydrogen gas to a use point 3; and a pressurization line 5 which compresses the hydrogen gas generated by vaporization of the liquid hydrogen inside the tank 2 by use of a compressor 59 so that a pressure of the hydrogen gas is increased, and sends the hydrogen gas with the increased pressure to a gaseous phase part inside the tank 2.

A control system for an internal combustion engine is provided with a combustion control part, an operating state judging part judging if an engine operating state is a steady state or a combustion noise is a noise transition state where the combustion noise increases over a predetermined allowable noise value when burning fuel by an ignition-assist self-ignition combustion, and an ozone supply control part controlling the amount of ozone supplied to the combustion chamber by the ozone supply system. The ozone supply control part controls the amount of supply of ozone to a predetermined reference amount when the state is judged to be the steady state and controls the amount of supply of ozone to an amount of supply smaller than the reference amount or makes the amount of supply of ozone zero when the state is judged to be the noise transition state.