Revolutionary Combustion Enhancement System

Technology Overview

DAHENER’s system enhances fuel atomization, optimizes molecular structure, and improves air-fuel mixing to achieve superior combustion efficiency.

Core Modules

Fuel Treatment Modulator
Emission Reduction Air Intake Modulator

Ultrasonic Technology

Converts water into ultra-fine vapor (0–8 micrometers) to enhance combustion and reduce carbon buildup.

High thermal efficiency means converting as much energy released from fuel combustion into useful work as possible, rather than losing it through cooling, exhaust, etc.
Implementation Method Advantages Disadvantages
1 Increase Compression Ratio Increases thermal efficiency, but raises mechanical load and noise risk High temperature & high pressure lay the groundwork for potential emissions hazards. Nitrogen Oxides (NOx): High temperature is precisely the “breeding ground” for NOx formation. Particulate Matter (PM): Especially in diesel engines, sufficient oxygen and high temperature are needed to oxidize and break down soot. However, measures taken to control NOx (e.g., EGR) reduce oxygen concentration and temperature, potentially increasing PM, leading to engine efficiency loss and reduced power.
2 Increase Air-Fuel Ratio More air, less fuel, improves efficiency, lowers combustion temperature
3 Increase Combustion Temperature According to Carnot’s theorem, high temperature is key to raising the efficiency ceiling
Engineers’ Technical Compromises: A Tightrope Walk Between Thermal Efficiency and Emissions To meet emission standards, a series of technologies have had to be introduced, many of which sacrifice some thermal efficiency.：
Implementation Method Advantages Disadvantages
1 Exhaust Gas Recirculation (EGR) EGR suppresses NOx by lowering combustion temperature Can also lower combustion efficiency, potentially making combustion slower and incomplete, leading to efficiency loss.
Aftertreatment Systems：
2 Diesel Particulate Filter (DPF) Captures particulate matter The engine needs to expend some power to “push” these obstacles, directly leading to a decrease in efficiency. The periodic regeneration process (burning off accumulated particulate matter) also requires additional fuel.
3 Selective Catalytic Reduction (SCR) High denitrification efficiency improves fuel economy (fuel saving), reduces engine maintenance costs, and extends engine life. The need to inject urea solution is an additional expense. Furthermore, to ensure efficient SCR operation, the engine sometimes needs to operate at higher exhaust temperatures, which may not be the engine’s optimal efficiency point.
4 Balancing Lean Combustion & EGR Oxygen-enriched combustion can improve efficiency and reduce particulate matter. This will exacerbate NOx increases. Therefore, it must be used in conjunction with EGR to find a delicate balance between oxygen enrichment and exhaust gas recirculation. This balance point is often not the point of maximum efficiency.
5 Ignition/Injection Timing Adjustment Lean combustion can improve efficiency and reduce particulate matter This leads to increased combustion pressure and temperature, increasing NOx formation. To meet emission standards, timing often needs to be delayed, which directly results in reduced efficiency.

Conclusion: A Great Engineering Compromise 

The thermal efficiency of modern internal combustion engines represents the extreme achievable under the current “tight constraint” of emission regulations, not the theoretical thermodynamic maximum. Facing this fundamental challenge, engineers have pushed thermal efficiency to unprecedented heights while meeting increasingly stringent standards (e.g., China VI, Euro VII) through a series of technologies including: – Turbocharging (recovering exhaust energy, increasing intake density) & Variable Valve Timing/Lift (optimizing intake/exhaust for different conditions) & Ultra-high Precision Fuel Injection (e.g., gasoline direct injection, diesel common rail) & Advanced Thermal Management & Lightweighting and Tribology Optimization.

Tug-of-War Between Efficiency and Emissions: The Compromise Revolution in Internal Combustion Engine Technology

Diesel fuel: Diesel engines are compression-ignition type; they rely on compressed, high-temperature air to ignite fuel mist. Low tem-pera-ture Oil quality changes
Startup difficulties Combustion deterioration Increased wear
Diesel fuel is viscous, has poor fluidity, and carries a high risk of wax crystallization. Fuel filters are easily clogged by wax crystals, resulting in poor fuel supply. The fuel mist particles injected into the cylinder are large, evaporate slowly, and are difficult to ignite with compressed air. Poor atomization leads to uneven mixing, incomplete combustion, excessive white smoke (unburned fuel droplets), reduced power, and a sharp increase in fuel consumption. At low temperatures, engine oil thickens, and during startup, the components are in a state of dry friction before the fuel pump and injectors are adequately lubricated.
High tem-pera-ture Diesel viscosity decreases, lubricity declines; lighter fractions evaporate prematurely. Power drop Lubrication risks Thermal safety
High intake air temperature and low air density reduce the amount of oxygen actually entering the cylinder, thus affecting combustion efficiency. Diesel fuel with excessively low viscosity will not provide sufficient lubrication to the plunger assembly of the high-pressure oil pump, potentially leading to wear. The engine temperature is high, so it is necessary to prevent vapor lock in the fuel system due to overheating.
High hum-idity Direct impact Incomplete combustion Corrosion risk High performance requirements
High water vapor content in the air will reduce the volume of oxygen molecules, resulting in a decrease in the actual amount of oxygen entering the cylinder. An imbalanced air-fuel ratio (relatively “oxygen-deficient”) leads to poor combustion, reduced power, increased exhaust temperature, and increased black smoke (carbon soot). If the fuel itself contains water, it will accelerate internal corrosion of the fuel system. Turbocharged diesel engines are more sensitive to this because water may condense after the boosted air cools, requiring an effective condensate drainage design.
Gasoline: Gasoline engines are spark-ignition type, relying on spark plugs to ignite premixed combustible gases. Low tem-pera-ture Gasoline becomes less volatile and harder to vaporize. Startup difficulties Poor performance during warm-up period Oil dilution risk
Most of the fuel drawn in remains in a liquid state on the cold intake manifold and cylinder walls, failing to form a sufficiently rich combustible mixture. A very rich start-up injection is required to start the engine. Incomplete combustion leads to high fuel consumption and severe emissions (especially HC). Drivers may experience engine weakness and vibration. Some of the unevaporated liquid gasoline will flow down the cylinder wall into the crankcase, diluting the engine oil and reducing its lubricating performance.
High tem-pera-ture Excessive volatility and the tendency of light components to form bubbles Difficulty in hot start/vacuum resistance Increased evaporative emissions Prone to knocking
After parking, the high temperature in the engine compartment causes the gasoline in the fuel line to boil, creating vapor lock that prevents the fuel pump from supplying fuel normally, resulting in the failure to restart the engine after it has warmed up. Increased evaporation losses throughout the fuel system High intake air temperature leads to a high air-fuel mixture temperature, making it more prone to auto-ignition (knocking) before spark plug ignition. The ECU is forced to delay the ignition timing to suppress this, resulting in a decrease in engine power and efficiency.
High hum-idity Direct impact Slight decrease in power Unexpected benefits of suppressing knock Exacerbating cold start difficulties
This leads to a decrease in intake oxygen content. The engine feels “sluggish” because water vapor is non-flammable and absorbs heat, reducing combustion speed and peak temperature. For naturally aspirated engines, this results in a noticeable loss of power. The high specific heat capacity of water vapor can lower the temperature of the air-fuel mixture, which in turn reduces the tendency for knocking. In some cases, the ECU can allow for a more aggressive ignition timing. In low-temperature and high-humidity environments, moisture may condense and frost on the cold intake surface, further hindering the formation of the air-fuel mixture.

 The critical issues for diesel engines are atomization and auto-ignition. Low temperatures destroy atomization, leading to delayed combustion, while high temperatures induce vapor lock and knocking. The critical issues for gasoline engines are ignition and anti-knock. High temperatures induce vapor lock and knocking, affecting engine life and conversion efficiency.