18results about "Fuel re-atomisation/homogenisation" patented technology

A thermal choke, includes (1) a body, comprising a heat conductive material, (2) an electric heater, on or in the body, (3) a temperature sensor, on or in the body, and (4) a fin, in a channel surrounded by the body. The thermal choke is configured to fit between a throttle assembly and a cylinder of a spark ignition engine.

The present disclosure is directed to a system for reducing hydrogen knocking in a hydrogen internal combustion engine [H2ICE]. The hydrogen internal combustion engine is coupled to an intake manifold, an exhaust manifold, a forced induction unit, and a cooling unit. The cooling unit includes a vortex cooling device and a hybrid cooling device. The system includes a control unit communicatively coupled to the intake manifold, the exhaust manifold, the forced induction unit, and the cooling unit. The control unit configured to route compressed air from the forced induction unit to the vortex cooling device. The vortex cooling device is configured to cool the compressed air and supply cold air to the intake manifold of the hydrogen internal combustion engine. Further, the present disclosure is also directed to a hydrogen internal combustion engine unit and a method for reducing hydrogen knocking in a hydrogen internal combustion engine.

A fuel droplet micronizer serves to enhance and stabilize the power of the engines by effectively pulverizing fuel liquid to micro-droplets against flow electrification. The fuel droplet micronizer is composed of a micronization assistance part 30 formed from filaments, a mesh-like sheet or ribbon-like materials so forth made of metals, semiconductors, ceramics and glasses so on. The micronization assistance part 30 is installed between an ejection port 20 of an carburetor or the ejection apparatus and an intake valve 41 of the engine, whereby the fuel liquid ejected from the ejection port 20 of the carburetor or the ejection apparatus is smashed at the micronization assistance part 30, whereof impact facilitates micronization of fuel droplets by pulverizing and scattering.

The invention discloses a venturi mixer with adjustable flow limitation and an operation method thereof, and particularly relates to the technical field of fuel and air mixing of non-road engines, the mixer comprises a shell, a venturi tube is sleeved with the shell, the shell is provided with a connecting base, the venturi tube is provided with a throat part, a gradually-shrinking section and a diffusing section, and the connecting base is provided with a connecting rod. A fuel injection hole is formed in the throat part, the shell and the connecting seat are provided with a fuel channel, and the fuel channel is communicated with the fuel injection hole; two groups of opposite adjusting conical rings are arranged in the Venturi tube; each group of adjusting conical rings is frustum-shaped, and the small-diameter ends of the adjusting conical rings abut against the fuel injection hole; each set of adjusting cone rings is composed of a plurality of adjusting cone rings with the ruler diameters gradually changing in sequence, a containing groove is formed in the side, close to the small-ruler-diameter adjusting cone ring, of the large-ruler-diameter adjusting cone ring, and the adjusting cone rings are connected into the containing groove in a sliding mode. Through two groups of adjusting cone rings which are arranged in the Venturi tube and can move relatively and axially, continuous adjustment of effective circulation sections of a throat part and an adjacent area is realized.

A device may include a memory storing instructions and a processor configured to execute the instructions to obtain a motor octane number for a sample; perform a combustion test for the sample in a constant volume combustion chamber; and record, at time points during the combustion test, pressure values associated with the sample. The processor may be further configured to calculate values for one or more pressure parameters for the sample based on the pressure values; generate a motor octane number function for the constant volume combustion chamber based on the determined motor octane number and the calculated values for the one or more pressure parameters; and use the generated motor octane number function to determine motor octane numbers for samples using the constant volume combustion chamber.

The invention discloses a methanol engine cold start system and method based on pulse plasma catalytic combustion. The methanol engine cold start system comprises a gas mixer, a methanol engine, a pulse plasma catalytic combustor and a reflux pump. The inlet section of the gas mixer is connected with air, the throat section is connected with methanol, and the outlet end is provided with an electric control proportional valve; the outlet end of the gas mixer is connected to the methanol engine and the pulse plasma catalytic combustor through an electric control three-way valve. A plasma area and a catalytic area are arranged in the pulse plasma catalytic combustor; an inlet of the pulse plasma catalytic burner is connected with the outlet end of the gas mixer, and an outlet of the pulse plasma catalytic burner is connected with the reflux pump and flows back to the throat section of the gas mixer. Through cooperation of pulse plasma excitation and the catalyst, reaction activation energy is reduced, methanol mixed gas can be excited at low temperature, heating gas of 60-70 DEG C is generated, necessary heat is provided for engine starting, dependence on external energy is not needed, and complete autonomous starting is achieved.

Entry system, comprehensive: a cylinder with an intake manifold (326); a projection system (148, 204, 300) arranged in an opening (303) in a lower wall (333) of the intake manifold (326) located closest to the cylinder, wherein the projection system (148, 204, 300) includes a projection (321) movably arranged inside a spring-loaded sealing element (320), the spring-loaded sealing element (320) being anchored to a region of the lower wall (333) defining the opening (303), and wherein the projection (321) is movable in a vertical direction through the opening into the intake manifold by an actuator (206, 307); and a control (12) which stores non-volatile instructions in a memory which, when executed, cause the control (12) to switch on the actuator (206, 307) so that it positions the projection (321) of the projection system (148, 204, 300) outwards relative to the spring-loaded sealing element (326) through the opening (303) in the lower wall (333) of the suction pipe (326) in response to an operating condition.

In certain embodiments, devices such as Turbulence Inducers may be installed within the intake runner in the proximity of the intake ports of an internal combustion engine. Such Turbulence Inducer devices may efficiently convert the laminar flow kinetic energy upstream of the intake runner into turbulent flow kinetic energy and consequently may increase the mixing of fuels like Hydrogen and Methanol that are injected via an intake port or in-cylinder during the intake stroke of an internal combustion engine. In certain embodiments, CFD simulations and engine test results of the Turbulence Inducer with engines fueled by one or more of Hydrogen and Methanol indicate remarkable extension of the knock and LOP limits enabling combustion improvements resulting in a power output increase of approximately 5-20%. Certain embodiments may realize homogeneous mixture preparation with both, liquid as well as gaseous fuels.

The invention belongs to the technical field of two-stroke gasoline engines, and provides a two-stroke gasoline engine scavenging system and a working method. The two-stroke gasoline engine scavenging system comprises an air cylinder, a piston, a crankcase, a connecting rod, a crankshaft, a spark plug, a one-way valve plate and a carburetor. A cylinder cover is arranged at the top of the cylinder; a spark plug is mounted on the cylinder cover; the piston can slide in the air cylinder in a reciprocating mode and is connected with the crankshaft through a connecting rod, the crankshaft is arranged in the crankcase, and the crankcase is communicated with the air cylinder through a ventilation hole. An air inlet is formed in the side wall of a cylinder body of the air cylinder, and the one-way valve plate is arranged at the air inlet. The carburetor is arranged close to the ventilation hole, an outlet of the carburetor is communicated with the premixing cavity, a spiral turbulent flow blade is arranged in the premixing cavity, and an outlet of the premixing cavity is communicated with the ventilation hole. The utilization rate of mixed gas can be increased, and fuel consumption and tail gas pollution are reduced.

The invention provides a fuel treatment system for cracking hydrocarbons in fuel for combustion engines. The system comprises a primary ducting component having an exhaust gas inlet zone, and a secondary ducting component which includes a fuel enrichment component and a processing chamber. The processing chamber may have an outlet zone connectable to the combustion engine. The inlet zone of the primary ducting component and the outlet zone of the processing chamber may be configured in a heat exchange relationship with each other and in a counter-current gas flow direction with respect to each other. During operation of the system, heat from hottest volumes of the exhaust gas flowing in a furthest upstream portion of the ducting arrangement may be transferred to fuel-enriched exhaust gas flowing in a furthest downstream portion of the processing chamber. The system may include turbulence-inducing formations, including vortex-inducing formations configured in accordance with mathematical sequences such as the Fibonacci sequence.

In certain embodiments, a PFI diffuser induction device may use toroidal vortex flow to thoroughly mix H2 and air in the intake runner and port of a H2 engine. When H2 enters a stream of air flow in the form of a toroidal vortex, it may tend to swallow the air into the vortex where a low-pressure region may be formed due to the swirling velocity of the vortex, which may be more effective that the typical mixing via conventional injection methods. Engine test measurements show remarkable improvements in engine combustion stability as well as engine efficiency and power output using a counterflow Toroidal Vortex Induction Diffuser to achieve high levels of fuel mixture homogeneity in combustion engines using hard-to-mix fuels like H2, CH3OH, C2H5OH and other gaseous and liquid fuels.

The utility model relates to the technical field of engine mixers, in particular to a single-fuel engine mixer which comprises a mixer body, an air inlet and an air outlet are formed in the two ends of the mixer body respectively, a mixer throat pipe is connected to the top of the mixer body, and an installation shell is fixed to the top of the mixer throat pipe. A filter element is mounted in the mounting shell by forming a mounting groove, and a rubber plug is embedded in the filter element; a mixing cavity facilitating mixing of natural gas and air is formed in the mixer body. The novel single-fuel engine mixer is provided with a structure for filtering air or natural gas before the air or the natural gas enters the mixer, and has a function of filtering mixed gas again before the mixed gas enters an engine, so that the quality of the mixed gas can be effectively improved.

The present invention relates to a magnetic device with crossed magnetic fields for the magnetic actuation of fuels, applicable in various industrial sectors, including the automotive sector, and more specifically to the field of internal combustion engines. This device provides the advantage of reducing fuel consumption and reducing emissions of polluting gases in engines, turbines, boilers and related systems. The magnetic actuation device (DAM); a direct-contact magnetic actuation device (DAM-CD) and a linear magnetic actuation device (DAM-L) comprise a central tube (1); a plurality of horizontal-pole magnets (2) and vertical-pole magnets (3) arranged alternately around the central tube (1); and a casing (8) surrounding the central tube (1). The invention also relates to an alternative model in which the magnets (2) and (3) are in direct contact with the fuel.

The present disclosure is directed to a system for reducing hydrogen knocking in a hydrogen internal combustion engine [H2ICE]. The hydrogen internal combustion engine is coupled to an intake manifold, an exhaust manifold, a forced induction unit, and a cooling unit. The cooling unit includes a vortex cooling device and a hybrid cooling device. The system includes a control unit communicatively coupled to the intake manifold, the exhaust manifold, the forced induction unit, and the cooling unit. The control unit configured to route compressed air from the forced induction unit to the vortex cooling device. The vortex cooling device is configured to cool the compressed air and supply cold air to the intake manifold of the hydrogen internal combustion engine. Further, the present disclosure is also directed to a hydrogen internal combustion engine unit and a method for reducing hydrogen knocking in a hydrogen internal combustion engine.

The utility model provides a fluid supply device capable of improving combustion efficiency. The fluid supply device comprises a controller; the air pump is coupled with the controller; the plurality of fluid supply units are configured in a serial connection manner and are provided with corresponding head ends and tail ends; each fluid supply unit includes: a housing; the container body is provided with an air inlet and an air outlet to limit an airflow space for external fluid to circulate; the valve unit is coupled with the controller, and the valve unit is arranged in the containing space and has an opening state and a closing state; in the closed state, the accommodating space is partially or completely isolated from the airflow space; in the opening state, the accommodating space is not isolated from the airflow space; and the liquid level warning device is arranged on the shell and is used for displaying the liquid level height of the target liquid. The utility model further provides a fluid supply unit capable of improving combustion efficiency. The fluid supply device integrates a plurality of fluid supply units and is convenient to control, and the state of the fluid supply device is convenient to observe.

The present disclosure relates to a gas engine power generation system, having an engine configured to generate mechanical energy by burning an air-fuel mixture supplied from a mixer, which mixes air filtered by passing through an air cleaner, and fuel of a predetermined pressure which has passed through a zero governor, in which the gas engine power generation system converts the mechanical energy of the engine into electrical energy. The gas engine power generation system according to an embodiment of the present disclosure includes: an intake path having a first intake passage and a second intake passage in which air to be supplied to the mixer flows; an intake passage controller configured to open either one of the first intake passage or the second intake passage and to close the other one; a coolant pump configured to supply coolant to the engine; a radiator configured to dissipate heat of the coolant having passed through the engine; an intake air heater provided in the intake path at a portion where the second intake passage is formed, and configured to dissipate heat of the coolant having passed through the engine; a coolant passage controller configured to distribute the coolant, having passed through the engine, to the coolant pump, the radiator, and the intake air heater; and a controller configured to control operations of the intake passage controller, the coolant passage controller, and the coolant pump based on temperature of the coolant, having passed through the engine, and load information of the engine.

To introduce different types of air as close as possible to the turbocharger, a connector (1) is proposed, having a flow recovery element (2) (F1, F2), for example, flows of recirculated gas and oil-free crankcase gas, respectively. An end fitting (3) of the connector, for fluid connection to a turbocharger inlet, extends the element (2) with a piping system (4, 6). The end fitting (3) also has a tubular outer wall (8) shaped like a sleeve to form the outlet (O3) of the connector, allowing several gas flows (F1, F2, F3) circulating separately towards the outlet. The peripheral channel (VP) around the piping system (4, 6) allows fresh air to circulate towards the outlet in a gas flow (F3) not routed via the element (2), within the internal volume (V3) of the outer wall (8). (See diagram: Figure 2)