Abstract: An air-to-air heat exchanger in flow communication with a gas turbine engine is provided. The air-to-air heat exchanger has an air-to-air heat exchanger potential defined by a product raised to a half power, the product being a heat transfer surface area density associated with the air-to-air heat exchanger multiplied by an airflow conductance factor associated with the gas turbine engine. The air-to-air heat exchanger potential is between about 6.7 and 19.5 for a bypass ratio associated with the gas turbine engine between about 3 and 10 and the heat transfer surface area density being between about 3,000 m2/m3 and 10,000 m2/m3 and is between about 2.9 and 12.2 for a bypass ratio associated with the gas turbine engine between about 10 and 20 and the heat transfer surface area density being between about 1,000 m2/m3 and 10,000 m2/m3.

Abstract: A thermal energy power device is disclosed. A gasification reactor is arranged on a TDC of a cylinder bulk of an internal combustion engine, wherein the gasification reactor includes gasifying plates (19) and gas holes (23). The gasifying plates are arranged with gaps on the TDC of the cylinder. The gas holes (23) are distributed evenly, in an array, or in a staggered manner on the gasifying plate (19). A cylinder head above the gasification reactor is provided with an atomizer (12). Heat absorption plates (26) are arranged inside the exhaust passage in parallel with an air flow direction. The heat absorption plates (26) absorb thermal energy of exhaust gas and transfer the thermal energy to the gasification reactor. The internal combustion engine is wrapped with an insulation layer. An added working stroke enables the temperature of the cylinder bulk to be lowered. The compression ratio is high.

Abstract: To suppress increase of a pressure loss in a channel and blocking of the channel due to water adhering to a rectification mesh provided downstream of a butterfly valve. A fuel cell system includes: a butterfly valve provided on a pipe between a fuel cell and another component; and a rectification mesh provided on a downstream side of gas flowing in the pipe relative to the butterfly valve, a mesh that rectifies a flow of the gas being formed in the rectification mesh. The rectification mesh has, in its lower end part in a vertical direction, a first opening part in which the mesh is not formed.

Abstract: The disclosure relates to a method for operating an internal combustion engine in a six-stroke mode, wherein the engine comprises at least one cylinder with a reciprocating piston, each cylinder having at least one inlet and outlet valve. The method involves performing a first stroke where a gas comprising at least air is induced into a combustion chamber from an intake conduit; a second stroke where the gas and injected fuel is compressed; a third stroke where the compressed fuel/gas mixture is expanded following an ignition; a fourth stroke where combusted exhaust gas is expelled through a catalyst body into a first exhaust conduit; a fifth stroke where pressurized fuel and pressurized heated water is injected into the combustion chamber to be expanded; and a sixth stroke where steam and gaseous fuel mixture is expelled through the catalyst body into a second exhaust conduit.

Abstract: A temperature control system for a hybrid powertrain includes a first coolant circuit for temperature control of a first drive device of the hybrid powertrain and a second coolant circuit for temperature control of a second drive device. The second coolant circuit has a first subcircuit, connected for heat transfer to the second drive device, and a second subcircuit, connected at least temporarily for heat transfer to an energy store of the second drive device. The first and second subcircuits are operable separately from one another. A coolant duct is connected to the first drive device for heat transfer and is fluidly connected in a first operating mode with the first coolant circuit in the absence of a fluid communication with the second coolant circuit, and fluidly connected in a second operating mode with the second coolant circuit in the absence of a fluid communication with the first coolant circuit.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a method may include decreasing gas flow from the first exhaust manifold to the intake passage, upstream of a compressor, where a first set of exhaust valves are exclusively coupled to the first exhaust manifold, in response to a condition of the compressor. Further, the method may include increasing gas flow from the first exhaust manifold to an exhaust passage coupled to a second exhaust manifold coupled to a second set of exhaust valves, in response to the decreasing gas flow.

Abstract: Disclosed is a ground heat exchange system including a heat exchange pipe including a borehole surface and an inner pipe to be inserted into the borehole surface, and installed to penetrate the ground, a circulation pump configured to inject a fluid between the borehole surface and the inner pipe and discharge a heated fluid from the inner pipe, a heat exchanger configured to exchange heat using the fluid discharged from the inner pipe, and at least one wing portion disposed between the borehole surface and the inner pipe and configured to reduce heat transfer between a fluid flowing between the borehole surface and the inner pipe and a fluid flowing in the inner pipe.

Abstract: A utility vehicle includes a plurality of ground-engaging members, a frame supported by the ground-engaging members, and a powertrain assembly. The powertrain assembly includes an engine, a shiftable transmission, a continuously variable transmission, and a charger. Additionally, the utility vehicle may include a cooling assembly fluidly coupled to at least the engine and the charger.

Abstract: Temperature-controlled pressure regulators are described. An example temperature-controlled pressure regulator described herein includes a regulator body having a process fluid inlet fluidly coupled to a process fluid outlet via a first passageway and a heat transfer medium inlet to be fluidly coupled to a heat transfer medium outlet via a second passageway, where the heat transfer medium inlet is integrally formed with the regulator body. A heat chamber body is removably coupled to the regulator body to form a chamber between the heat transfer medium inlet and the heat transfer medium outlet. At least a portion of the first passageway is disposed within the chamber, and the chamber is to receive a heat transfer medium via the heat transfer medium inlet to provide heat to the process fluid as the process fluid flows through the chamber via the first passageway, which separates the process fluid from the heat transfer medium.

Abstract: In this process, a gas stream containing the oil to be separated is circulated between an inlet zone and an outlet zone, and a calm vacuum zone is created where the oil is recovered and evacuated, after having been captured. According to the invention, the gas stream is passed in contact with a porous media, one face of which is in contact with the calm vacuum zone. The drops of oil are thus captured by the porous media and sucked through this media to arrive in the calm zone. This process is applicable to decanters of oil at impacters and also to cyclone separators, in particular in the automotive field.

Abstract: In a method for operating a reciprocating-piston internal combustion engine having internal exhaust gas energy recuperation, a cylinder head recuperator is heated up during an exhaust cycle by hot exhaust gas flowing through the cylinder head recuperator prior to being exhausted from the cylinder via an exhaust valve. During an intake cycle, fresh charge flows into the power chamber of the cylinder by passing around a cylinder head recuperator. During the subsequent compression stroke, the cylinder head recuperator is moved out of a recess formed in the cylinder head such that some of the compressed charge can flow into the recess. Near the end of the compression stroke, the cylinder head recuperator is moved back into the recess so that compressed charge located in the recess is forced to flow through the hot cylinder head recuperator and thereby be heated up immediately before ignition of the compressed charge.

Abstract: The invention relates to an activated charcoal filter (10) for storing and releasing gaseous hydrocarbons which originate from a fuel supply means of a motor vehicle. The activated charcoal (14) can be supplied with gaseous hydrocarbons via an inlet (16). A heating means for heating of the activated charcoal (14) is made available by a tank shutoff valve (18) by means of which the inlet (16) can be shut off. Since the tank shutoff valve (18) is being operated as a heating means, an additional heating means for regenerating the activated charcoal (14) can be omitted. Furthermore, the invention relates to a motor vehicle with such an activated charcoal filter (10) and a method for operating an activated charcoal filter (10).

Abstract: A method of combusting a very low cetane number material comprises injecting said material into a combustion cylinder of a heterogeneous-charge compression-ignition engine and supplying to the cylinder inlet port supplying the chamber combustion air or working fluid at a temperature substantially above ambient for substantially the entire time that the engine is running. Other aspects of the invention provide a compression ignition engine for use in the method, and method of using the engine to combust fuels.

Abstract: A fuel supply system of a vehicle, may include a fuel tank storing ethanol therein, a main injector installed at an engine to inject the ethanol from the fuel tank, a heater provided to heat the ethanol supplied from the fuel tank to the engine, a cold-starting injector installed at the engine to inject the ethanol heated by the heater, and a valve unit connected to the main injector and the cold-starting injector and performing a switching operation between a state of the ethanol being supplied from the fuel tank to the main injector and a state of the ethanol heated by the heater being supplied to the cold-starting injector.

Abstract: A motor driven implement having an internal combustion engine having at least one cylinder and at least one carburettor, which is disposed in a carburettor chamber, which is separated by an intermediate wall from an engine compartment, wherein a fan wheel is further provided by which means air from the engine compartment can be introduced through an engine compartment opening in the intermediate wall into the carburettor chamber. A warm air opening is provided in the intermediate wall, through which the air heated over the cylinder can be introduced into the carburettor chamber and wherein an adjusting element is provided which can be brought into a summer position in which the engine compartment opening is open and the warm air opening is closed and which can be brought into a winter position in which the engine compartment opening is closed and the warm air opening is open.

Abstract: The invention relates to an internal combustion engine (1) with a crankcase (3) and a cylinder head (4) having exhaust ports (9) feeding into an exhaust manifold (10) for exhaust gas from the combustion chambers (5) of the internal combustion engine (1). Provision is hereby made for the cylinder head (4) to include at least one region of a heating channel (12) which is different from the exhaust ports (9) and the exhaust manifold (10) and has an inlet side (14) branching from one of the exhaust ports (9) or the exhaust manifold (10), and which is flowed through by an exhaust mass flow that is adjustable by an actuator (13). The invention further relates to a method for operating an internal combustion engine (1).

Abstract: Fuel efficiency in a combustion engine is increased by treating the fuel in a reaction chamber prior to delivering the fuel into the combustion chamber of the engine. The method includes the step of entraining a stream of exhaust gas to travel upstream through the reactor chamber in a first flow pattern. The method also includes the step of entraining a stream of fuel to travel downstream through the reactor chamber in a second flow pattern, where at least one of the first and second flow patterns comprises a structured turbulent flow.

Abstract: In some aspects of what is described here, a heat exchanger has a first fuel port and a first heat transfer fluid port at a first end of an elongate heat exchanger body. The heat exchanger has a second fuel port and a second heat transfer fluid port at a second, opposite end of the elongate heat exchanger body. The heat exchanger has a fuel flow path that is straight between the first and second fuel ports, and a heat transfer fluid flow path that is straight between the first and second heat transfer fluid ports. The heat transfer fluid flow path is parallel to, and beside, the fuel flow path. The heat exchanger includes a heat transfer wall between the fuel flow path and the heat transfer fluid flow path. Fins extend from the heat transfer wall into the flow paths.

Abstract: Disclosed is a fuel heating equipment of a diesel engine for preheating and heating fuel to supply the fuel to the engine. The fuel heating equipment of the diesel engine includes a main heating part having a collective tank, which is formed between runners connected to a first side of the engine and an exhaust pipe, and is heated by exhaust heat introduced from the runner, and a fuel supply pipe, which extends from a fuel tank and is wound around the collective tank to heat fuel, which passes through the fuel supply pipe due to heat conducted from the collective tank, so as to supply the fuel to the engine. The fuel heating equipment of the diesel engine further includes a preheating part provided such that the fuel supply pipe is inserted along the exhaust pipe to prevent the fuel, which is cooled by cold outside air in the winter season, from being directly introduced to the collective tank.

Abstract: An intake air heating apparatus may include an air pump, an intake chamber, an air heater, and a delivery pipe associated with an intake manifold. When intake air is heated, a throttle valve may be closed, the air pump may be started, and electrical power may be supplied to the air heater. The air flowing from the intake chamber may be heated by the air heater. Thereafter, the air may flow from the delivery pipe into branch pipes and circulate to the intake chamber. At that time, since the throttle valve may be closed, and an intake valve or an exhaust valve of an engine may be closed, the heated air may not flow out and the air temperature in the intake manifold and the intake air heating apparatus may increase.

Abstract: Disclosed is a turbocharged internal combustion piston engine system that includes a waste-heat recovery system. The waste-heat recovery system involves injecting heated water into the cylinders during combustion to increase engine power and efficiency and to reduce emissions. The engine can be a spark or compression ignition type of engine, and can utilize fuels including but not limited to diesel, natural gas, gasoline, and ethanol. The engine also includes a turbocharger that utilizes a turbine in the exhaust gas flow to provide power to a compressor in the intake air flow to pressurize the intake air and provide additional charge flow to the engine to increase engine output.

Abstract: A thermocompression motor includes a piston dividing a cylinder into a first and a second chamber and includes a heat exchanger having at least one air channel and at least one exhaust gas channel. In a first cycle, the first and second chamber are connected via the air channel, whereby air from the first chamber is pushed into the heat exchanger and heated air is conveyed from the heat exchanger into the second chamber. In a second cycle, fuel is burned in the second chamber. In a third cycle, only the connection of the second chamber to the exhaust gas channel is open during a subsequent volume increase of the first chamber. In a fourth cycle, fresh air is sucked into the first chamber during a further volume increase of the first chamber, while the connection between the first and second chamber via the air channel is interrupted.

Abstract: Low-temperature, continuous “cold” combustion, constant pressure, active chamber motor-compressor unit operating with working compressed air and using a piston travel control device as well as an active chamber, with a cold chamber (29) able to reduce to very low temperatures the atmospheric air that supplies the input (28) of an air compression device (28,25,26,33), which then forces this working compressed air, still at low temperature, in an external combustion chamber (19) fitted with a heating device (19A) at constant pressure where it increases in volume, before its quasi-isothermal transfer in the active chamber (13) producing work, before being expanded in an engine cylinder (2) to produce work again.

Abstract: A method for controlling the temperature of an injector of an injection system for injecting fuel into the combustion chamber of an internal combustion engine during the standstill of the internal combustion engine involves branching off a partial amount of the fuel as flush volume between a pre-supply pump and a high-pressure pump; conducting it through a heat exchanger for heating the fuel; and feeding the heated fuel to a high-pressure fuel storage (inside the injector) so that the flush volume flows through the high-pressure fuel storage to prevent fuel from solidifying.

Abstract: A micro-combustion power system is disclosed. The invention is comprised of a housing that further comprises two flow path volumes, each having generally opposing flow path directions and each generally having opposing configurations. Each flow path volume comprises a pre-heating volume having at least one pre-heating heat exchange structure. Each flow path volume further comprises a combustion volume having a combustion means or structure such as a catalytic material disposed therein Further, each flow path volume comprise a post-combustion volume having at least one post-combustion heat exchange structure. One or more thermoelectric generator means is in thermal communication with at least one of the combustion volumes whereby thermal energy generated by an air/fuel catalytic reaction in the combustion volume is transferred to the thermoelectric generator to convert same to electrical energy for use by an external circuit.

Abstract: Engine system comprising a compression ignition engine (20) including at least one combustion chamber and a cold flame vaporizer (40) in which a fuel is partially oxidized in preheated air to form a cold flame gas. The cold flame vaporizer (40) is in fluid communication with the combustion chamber of the compression ignition engine (20). There is further provided means (50) for supplying air such that the cold flame gas can be mixed with the additional air before being injected into the combustion chamber, and means (22) for injecting a pilot fuel into the combustion chamber, thereby producing a pilot flame in the combustion chamber which ignites the mixture of cold flame gas and air. There is also provided a method for a substantially NOx-free combustion of diesel fuel in a compression ignition engine (20).

Abstract: A fuel heating device comprises a heater housing (7) including a bottom wall (17), an upper inlet opening (13) provided in an upper part of the heater housing and an outlet opening (18) provided in a lower part of the heater housing diametrically opposite to the inlet opening, and a heater member (9) including a heat emitting portion (9h) received in a middle part of a heating chamber (6) defined by the heater housing. As the inlet opening is provided in an upper part of the fuel housing, bubbles that may be created by the vaporization of the fuel heated by the heater member is allowed to rise upward and then escape out of the inlet opening. The bubbles that have returned to the fuel supply passage (4) are cooled by fresh fuel, and condense to liquid state once again. Therefore, the heater housing and fuel supply passage are kept free from the presence of fuel vapor, and the fuel therein can be pressurized by a fuel pump to a proper level at all times.

Abstract: A device for separating fuel components comprising a separating membrane for separating high-octane fuel components from un-separated fuel and a heat exchanger between first liquid passing through the heat exchanger and second liquid passing through the heat exchanger, is provided. The first liquid is un-separated fuel passing through the heat exchanger before being supplied to the separating membrane. The second liquid is low-octane fuel remaining when the high-octane fuel components are separated from the un-separated fuel, passing through the heat exchanger after changing to an almost liquid phase.

Abstract: Methods for operating a flexible fuel engine with a fuel reformer which reforms a fuel into a gaseous fuel reformate are provided. Operating parameters of the fuel reformer and delivery of reformate to the engine are adjusted based on an alcohol content of the fuel.

Abstract: A fuel enhancer device provides a substantially higher miles per gallon gas saving of at least ten (10) miles per gallon for motor vehicles powered by fuel-injected, internal combustion engines. The device pre-heats the fuel, and subjects the fuel to a magnetic field, prior to the fuel's entry into the engine fuel injectors. The device is simple to install within a fuel line system next to an engine's bank of fuel injectors.

Abstract: A fuel injector system for raising fuel to its supercritical state and injecting the supercritical-state fuel to the combustion chamber of an internal combustion engine is disclosed. A plurality of injector embodiments provides alternative ways to heat the pressurized fuel to its supercritical state. Injection of supercritical fuel into the combustion chamber is known to improve fuel entrainment and reducing ignition delay to thereby increase combustion rate, which leads to an increase in fuel efficiency. According to some embodiments, the system provides for preventing coking that may otherwise occur in an exhaust gas heat exchanger used for preheating the high pressure fuel. In other embodiments, engine cold start assistance is provided by storing pressurized, heated fuel in an insulated container.

Abstract: An arrangement for a supercharged combustion engine for preventing ice formation in a cooler. A first cooling system with a circulating coolant. A second cooling system with a circulating coolant which during normal operation of the combustion engine is at a lower temperature than the coolant in the first cooling system. The cooler in which a gaseous medium for the engine and which contains water vapor is intended to be cooled by the coolant in the second cooling system. A heat exchanger. A valve which can be placed in a first position wherein coolant from at least one of the cooling systems is prevented from flowing through the heat exchanger and in a second position wherein coolant from both of the cooling systems flows through the heat exchanger so that the coolant in the second cooling system is warmed by the coolant in the first cooling system.

Abstract: An arrangement for a supercharged combustion engine (2), to prevent ice formation in a cooler (10, 15). The arrangement comprises a low-temperature cooling system with a circulating coolant and a cooler (10, 15) in which a gaseous medium which contains water vapour is cooled by the coolant in the cooling system. An electric circuit with an electric warming unit (28, 28a, 28b) is positioned in contact with the coolant in the second cooling system, a voltage source (36, 36a, 36b) and a circuit-breaker (30, 30a, 30b) which can be placed in a first position whereby it disconnects the warming unit (28, 28a, 28b) and the voltage source (36, 36a, 36b) and in a second position whereby it connects together the warming unit (28, 28a, 28b) and the voltage source (36) so that the warming unit (28, 28b, 28b) receives electrical energy and warms the coolant in the cooling system.

Abstract: An internal combustion engine is provided with a heat-generation chamber disposed so as to be adjacent to a combustion chamber, a heat-generation chamber valve capable of setting up either a communicating state or a shut-down state between the heat-generation chamber and the combustion chamber, and a heat-recovery pipe for recovering heat of a gas guided into the combustion chamber and utilizing the heat as recovered for warm-up. The heat-generation chamber is provided with a heat-generation-chamber spark plug. A catalytic unit is provided between the heat-generation-chamber spark plug and the heat-recovery pipe.

Abstract: A fuel vapor storage and recovery apparatus includes a fuel vapor storage canister, said fuel vapor storage canister comprising at least first and second vapor storage compartments filled with an absorbent material, for instance filled with activated carbon, at least a vapor inlet port, an atmospheric vent port and a purge port. Said fuel vapor storage canister defines an air flow path between said vapor inlet port and said atmospheric vent port during shut-off of the internal combustion engine of the vehicle. During purging cycles there is defined an air flow path between said atmospheric vent port and said purge port wherein said first and second vapor storage compartments are arranged in concentric relationship and wherein said first and second vapor storage compartments in flow direction are separated from each other by an air gap diffusion barrier.

Abstract: In a warm-up system that pre-warms up of an engine (E) by transferring heat from a heat source to an engine cooling water circulation circuit (1) of a vehicle, a residential hot water circuit (2) that uses a household heat source is provided as the heat source, and a one-touch connector (3) is provided in the engine cooling water circulation circuit (1) and the residential hot water circuit (2). The one-touch connector (3) connects the two circuits (1, 2) prior to start-up of the engine (E) such that heat is transferred to the engine cooling water circulation circuit (1), and disconnects the two circuits (1, 2) following heat transfer in preparation for start-up of the engine (E).

Abstract: A communication passage for generating braking negative pressure is connected to an air passage for respective cylinders at a downstream side of a throttle valve. An air ejector is provided in a negative pressure pipe, to which communication passages for the respective cylinders are converged. A negative pressure passage for a brake booster is connected to the air ejector at a side of suction gas via a check valve. A passage for PCV gas and an intake air branched passage for bifurcating a part of the intake air from a surge tank at an upstream side of the throttle valve are connected to a driving gas side of the air ejector, wherein a negative pressure control valve is provided in the intake air branched passage. The PCV gas and the part of the intake air are forced to flow into the driving gas side of the air ejector, so that the air ejector functions as a vacuum pump. As a result, the braking negative pressure for the brake booster can be surely reduced to a target negative pressure.

Abstract: Device for air intake of a heat engine including: a main circulation system (105) which connects a supercharging apparatus (106) or an air intake manifold (107) which incorporates a heat exchanger (108), a bypass system (109) linked to the main circulation system along the exchanger, the bypass system incorporating a heating apparatus (29), a circuit selection device mounted between the main circulation system and the bypass system to channel at least some of the air into one or the other system.

Abstract: A system for connecting a supply of alternative oil to a diesel engine which uses heated engine coolant and electric heat to prevent engine line restriction due to gelled alternative oil.

Abstract: A heat exchanger is provided for an exhaust gas system of a motor vehicle having a heat exchanger body, which can have a heat exchanger medium flow through it, and which is in permanent thermal contact with an exhaust gas train of an internal combustion engine of the motor vehicle, the heat exchanger body at least sectionally enclosing the exhaust gas train and being able to be fluidically coupled with a cooling loop of the internal combustion engine and/or with a transmission oil loop.

Abstract: A method for starting an internal combustion engine under cold conditions. The intake manifold throttle valve is held closed and spark ignition is suspended. Fuel and air are admitted into the cylinders and the pistons are cranked for a plurality of revolutions. During each engine revolution cycle, the fuel/air mixture is compressed and heated adiabatically by the energy of the engine starter motor, and the mixture is exhausted into the exhaust manifold. During valve overlap a portion of the mixture is withdrawn into the cylinder and recompressed in the next cycle. Additional fuel may be injected to replace lost fuel. After several engine cycles, the fuel/air mixture becomes heated to a temperature above the flashpoint of the mixture. Sparking is re-established to fire the warmed mixture, and the intake throttle valve is re-enabled. The first firing can provide sufficient heat to continue spark-firing of newly-introduced mixture thereafter.

Abstract: A start control apparatus for an internal combustion engine, which takes an amount of a fuel vaporized from a heated fuel into consideration to prevent deterioration of startability due to an overrich or overlean condition caused by an excessive or insufficient amount of the vaporized fuel and to realize improvement of cold startability. The start control apparatus includes: a heater (14) for heating a fuel to be supplied to the internal combustion engine; fuel heating control unit (22) for energizing the heater when a cooling water temperature is less than an internal combustion engine start possible water temperature value to heat the fuel; and start time fuel setting unit (26) for setting a start time fuel injection amount of the internal combustion engine according to a fuel temperature after the fuel is heated by the fuel heating control unit (22), an alcohol concentration, and the cooling water temperature.

Abstract: A fuel vaporizer system for an internal combustion engine including a first closed chamber defining a first volume, the first closed chamber having a heat transfer surface; a second closed chamber at least partially surrounding the first closed chamber and defining a second volume; and a third closed chamber at least partially surrounding the second closed chamber and defining a third volume. A liquid fuel supply system including a liquid fuel supply line emits fuel into the first volume in an expanding pattern of liquid fuel spray from at least one orifice. A thermal fluid system from said engine is configured to circulate fluid, which may be engine coolant, through the second volume and transfer heat from the fluid through the first closed chamber and vaporize said liquid fuel. An exhaust system from said engine is configured to circulate exhaust through the third volume and transfer heat from the exhaust through the second closed chamber and heat said fluid.

Abstract: An engine ECU stores a map in which three regions, that is, a high-temperature region, a low-temperature region, and a region therebetween, are prescribed. The pre-feed time T set when the present condition falls in the region is the longest. An engine ECU executes a program that includes the step of detecting an engine cooling water temperature THW when the start-up of the engine is requested, the step of executing the pre-feed until the fuel pressure P becomes equal to or greater than a fuel pressure threshold value P(TH), and the step of starting the cranking when the fuel pressure P becomes equal to or greater than the fuel pressure threshold value P(TH). Thus, the bad start-up caused by fuel vapor is avoided without operating the fuel pump unnecessarily for a long time.

Abstract: Embodiments are shown wherein ammonia is used for powering, heating and cooling of various applications including: vehicles (terrestrial, naval, aero-spatial or other engine-driven equipment), residential and commercial buildings, remote generators, refrigerated transport. An ammonia-fuelled internal combustion engine comprising; a thermally insulated fuel tank adapted to store ammonia; a heat exchangers operably connected to the fuel tank, wherein the heat exchanger is adapted to heat the ammonia; a decomposition and separation unit operably connected to the heat exchangers and having a hydrogen conduit and a nitrogen conduit, wherein the decomposition and separation unit is adapted to separate the heated ammonia into hydrogen and nitrogen and stream them into the hydrogen and nitrogen conduits respectively; and an internal combustion engine operably connected to the hydrogen conduit.

Abstract: The present invention provides an injector-ignition fuel injector for an internal combustion engine, comprising an input fuel metering system for dispensing a next fuel charge into a pressurizing chamber, a pressurization ram system including a pressurization ram for compressing the fuel charge within the pressurizing chamber, wherein the fuel charge is heated in the pressurization chamber in the presence of a catalyst, and an injector nozzle for injecting the heated catalyzed fuel charge into a combustion chamber of the internal combustion engine.

Abstract: A snow blower is provided that includes a muffler and a heater box that has a top wall. The heater box has a plurality of side walls that extend from the top wall. The top wall and side walls define an interior of the heater box. One of the side walls defines a muffler aperture for use in venting exhaust gases from the muffler. The muffler is at least partially located in the interior of the heater box so that the side walls of the heater box surround at least a portion of all of the sides of the muffler.

Abstract: The instant invention provides an apparatus and system for cooling the air charge of an internal combustion engine. More specifically, the instant invention provides an air-induction system suitable to provide cooled air charges to turbocharged, supercharged or naturally aspirated internal combustion engines to increase power output while reducing engine emissions. The system utilizes gaseous fuel stored as a liquid wherein the liquefied gaseous fuel is vaporized and warmed at least partially with heat removed from the intake air charge supplied to the engine from the turbocharger or supercharger. In a preferred embodiment, the compressed intake combustion air is first cooled in an aftercooler against an ambiently cooled coolant and is subsequently cooled further by the chiller of the instant invention which utilizes the change in phase, between liquid and gas, of the alternative fuel to cool the incoming air charge.

Abstract: A fuel fractionation method which can suitably control a state of a fuel at a time of fractionating the fuel in an internal combustion engine, which includes the steps of applying an operation for promoting a fractionation of a fuel of an engine to a fractionation passage while making the fuel flow to the fractionation passage, thereby fractionating the fuel into a gas phase fuel and a liquid phase fuel within the fractionation passage, conducting the fractionated gas phase fuel and the fractionated liquid phase fuel to a branch point of the fractionation passage, and separating the gas phase fuel and the liquid phase fuel to a gas phase passage and a liquid phase passage, respectively due to gravity.

Abstract: An ignition system for use with an engine is disclosed. The ignition system may have an igniter connected to selectively ignite a fuel mixture within the engine, an injector located to inject a non-combustible gas into the engine, and a controller in communication with the igniter and the injector. The controller may be configured to energize the igniter during a first mode of engine operation to ignite the fuel mixture, and cease energizing the igniter during a second mode of engine operation. The controller may also be configured to actuate the injector during the second mode of engine operation to promote auto-ignition of the fuel mixture.