Abstract: Apparatuses, systems and method for utilizing multi-zoned combustion chambers (and/or multiple combustion chambers) for achieving compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in an internal combustion engine are provided. In addition, improved apparatuses, systems and methods for achieving and/or controlling compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in a “Siamese cylinder” internal combustion engine are provided.

Abstract: Methods and systems are provided for operating a cylinder of an engine including a pre-chamber ignition system. In one example, a method may include determining amounts of pre-chamber gases in the cylinder prior to combustion, and adjusting an amount of fuel injected into the cylinder based on the amounts of pre-chamber gases in the cylinder. In this way, cylinder fueling may be compensated for additional air and/or fuel from the pre-chamber gases, which may increase an accuracy of the cylinder fueling and increase cylinder efficiency.

Abstract: The ignition insert with an active pre-chamber (1) comprises an insert well (72) arranged in a cylinder head (3) of an internal combustion engine (2), said well (72) accommodating a cylindrical insert body (70) which is indexed in rotation and in which are arranged an ignition pre-chamber (71), an insert spark plug well (83) receiving a spark plug (12), and a injector radial orifice (88) which is aligned with a injector lateral well (73) arranged in the cylinder head (3) so as to receive an injector nose (16), said body (70) being terminated by a pre-chamber nose (75) opening into a combustion chamber (5), and being held in the insert well (72) by fixing means (82) cooperating with clamping means (74).

Abstract: A two-stroke internal combustion engine having at least one cylinder provided with a combustion chamber and an outlet and having a crank housing provided with a crank shaft. The housing is flow-connected to the combustion chamber via at least one transfer port, and the internal combustion engine is formed to inject fuel into the transfer port, against the transfer port from the crank housing into the combustion chamber; the internal combustion engine has at least one cylinder having two injectors, and fuel can be introduced by means of only one injector with a first engine load and by means of the two injectors with a second engine load.

Abstract: Methods and systems are provided for combusting an air-fuel mixture in a pre-chamber of a cylinder during an exhaust stroke of the cylinder responsive to fouling of the pre-chamber. In one example, a method may include injecting air into the pre-chamber during the exhaust stroke, injecting fuel into the pre-chamber during the exhaust stroke, and actuating a pre-chamber spark plug in order to combust the air-fuel mixture during the exhaust stroke. In this way, a temperature of the pre-chamber may be increased, which may decrease a soot load of one of a pre-chamber air-injector, a pre-chamber fuel injector, and the pre-chamber spark plug.

Abstract: Methods and systems are provided for operating a cylinder of an engine including a pre-chamber system. In one example, a method includes flowing gases from a pre-chamber to a cylinder of an engine prior to fueling the cylinder during a combustion cycle, adjusting a composition of the gases by adjusting at least one of an air injection amount to the pre-chamber and a fuel injection amount to the pre-chamber, and igniting an air-fuel mixture in the cylinder via a pre-chamber ignition event, the air-fuel mixture in the cylinder including the gas from the pre-chamber. In this way, combustion qualities in the cylinder may be adjusted in order to increase a performance and/or an efficiency of the cylinder.

Abstract: An ignition device configured to ignite a fuel included in an air-fuel mixture supplied to a main combustion chamber of an internal combustion engine. The ignition device includes a partition member that forms a precombustion chamber that encloses an ignition point of a fuel. The partition member has a plurality of communicating holes communicating between the main combustion chamber and the precombustion chamber. The ignition device further includes a first interference member that protrudes inward from an inner surface of the partition member.

Abstract: An auxiliary chamber (51) having a spark plug (54) and an auxiliary fuel injector is formed at the central part of the top surface of the main combustion chamber (2). When making an air-fuel mixture in the auxiliary chamber (51) burn by the spark plug (54), an air-fuel mixture in the main combustion chamber (2) is made to burn by jet flames ejected from the communicating holes (52). The injection ports of the auxiliary fuel injector (53) are oriented toward a tumble flow inflow peripheral region (R) which is located on the peripheral part of the end portion of the auxiliary chamber (51) at a place located on a side where the tumble flow W flows in from the communicating holes (52). When the tumble flow (W) is made to be generated in the main combustion chamber (2) by the tumble flow control valve (48), auxiliary fuel (QF) is injected from the auxiliary fuel injector (53) toward the tumble flow inflow peripheral region (R) of the auxiliary chamber (51).

Abstract: Disclosed is a slurry fuel injector valve, comprising: a fuel outlet valve through which slurry fuel is able to exit the slurry fuel injector valve towards a combustion chamber of an engine; a pump cavity; a pump element that divides the pump cavity into a pump chamber and an actuation chamber; a fuel conduit through which slurry fuel is flowable from the pump chamber to the fuel outlet valve; and an actuation fluid conduit through which actuation fluid is flowable from the actuation chamber to the fuel outlet valve.

Abstract: An auxiliary chamber having an auxiliary fuel injector is formed on the top surface of a main combustion chamber. When making the air-fuel mixture inside the auxiliary chamber burn, the air-fuel mixture inside the main combustion chamber is burned by jet flames ejected from a communicating hole. After engine startup and until the elapse of a wall surface lower temperature period where the wall surface temperature of the auxiliary chamber becomes a lower temperature than the wall surface temperature of the auxiliary chamber at the time of completion of warmup, an injection ratio of an injection amount of liquid fuel from the auxiliary fuel injector to a fuel injection amount from a main fuel injector is made to decrease compared with after completion of warmup.

Abstract: A non-Wankel rotary engine having an insert in the peripheral wall of the outer body, the insert being made of a material having a greater heat resistance than that of the peripheral wall, having a subchamber defined therein and having an inner surface bordering the cavity, the subchamber communicating with the cavity through at least one opening defined in the inner surface and having a shape forming a reduced cross-section adjacent the opening, a pilot fuel injector having a tip received in the subchamber, an ignition element having a tip received in the subchamber, and a main fuel injector extending through the housing and having a tip communicating with the cavity at a location spaced apart from the insert.

Abstract: A control system of an engine is provided, which includes a piston formed with a cavity and configured to reciprocate in a cylinder along a center axis of the cylinder, and a fuel injector disposed facing a top surface of the piston and configured to inject fuel along an injection axis. When the piston is located near a top dead center of compression stroke, the fuel injector performs a first injection so that the fuel flows from the fuel injector toward the cavity along the injection axis, collides with an inner surface of the cavity, then flows back toward the fuel injector along the inner surface of the cavity from a position offset from the injection axis. The fuel injector performs a second injection toward the cavity at a timing after the first injection and at which the fuel of the first injection flows back.

Abstract: A rotary engine including a rotor sealingly received within an internal cavity of an outer body to define a plurality of combustion chambers having a variable volume, a pilot subchamber located in a wall of the outer body, the pilot subchamber in fluid communication with the internal cavity via at least two spaced apart transfer holes defining a flow restriction between the pilot subchamber and the internal cavity, a pilot fuel injector in fluid communication with the pilot subchamber, an ignition element configured for igniting fuel in the pilot subchamber, and a main fuel injector extending through the stator body and communicating with the cavity at a location spaced apart from the pilot subchamber. A method of combusting fuel in a rotary engine is also discussed.

Abstract: An object is to provide a precombustion-chamber fuel supply device for a precombustion-chamber gas engine having high reliability and low operation cost by reducing outflow of fuel gas to the precombustion chamber in the exhaust stroke and dispersion of the amount of fuel gas supplied to the cylinders, which makes it possible to cut fuel consumption and to achieve stable combustion.

Abstract: A two-stroke internal combustion engine includes a diversion fin and an allowance slot. The diversion fin is a structure that has flanges at two ends and a rectangular longitudinal cross section profile. The diversion fin is clamped by a cylinder head and a cylinder block. The diversion fin extends along the diameter direction of the cylinder head and is positioned between an air inlet channel and an air exhaust channel. The diversion fin separates the air inlet channel from the air exhaust channel. The upper end of the diversion fin is provided with a transverse through groove at a position corresponding to an oil nozzle of an oil injector. The allowance slot is disposed on a piston and is positioned in the center of a combustor. The position of the allowance slot corresponds to the position of the diversion fin.

Abstract: A combustion chamber structure for an internal combustion engine includes, in a piston top part, a concave portion formed eccentrically with respect to a cylinder center axis, and a tapered portion that connects an upper end face of the piston top part and a side face of the concave portion. The tapered portion is formed so that a tapered portion volume (volume of a space formed between the tapered portion and an upper wall surface of the combustion chamber) in a first portion of the piston top part is greater than a tapered portion volume in a second portion that is nearer than the first portion to an eccentric direction of the concave portion from the cylinder center axis.

Abstract: An internal combustion engine includes a combustion chamber formed by cooperation of a cylinder bore formed in a cylinder block, a cylinder head and a piston. A combustion ignition device is disposed in the combustion chamber and includes a nozzle defining a pre-chamber, a barrier discharge plasma igniter, including a tip portion disposed in the pre-chamber and a plurality of apertures disposed in the nozzle. The pre-chamber is in fluidic communication with the combustion chamber via the plurality of apertures. A controller is in communication with the engine and the barrier discharge plasma igniter.

Abstract: A prechamber is provided for attachment to an inlet of a combustion chamber of an internal combustion engine. The prechamber decreases the compression ratio of the combustion chamber. Some examples of the prechamber include a means of adding a spark plug to an engine that was originally designed to ignite fuel/air through compression of the fuel/air. Other examples of the prechamber include internal structures to introduce “swirl” in fuel/air as it is injected. Still other examples of the prechamber include a plurality of fuel injectors, with each fuel injector being structured to introduce a different type of fuel into the prechamber. A means of selecting a specific type of fuel based on engine operating conditions is also provided.

Abstract: A prechamber system for an internal combustion engine has a prechamber, a fuel introduction device, a dead space which connects the fuel introduction device to the prechamber. A channel is provided which connects the prechamber to the dead space.

Abstract: An internal combustion engine having a combustion chamber incorporates a fuel conditioner and injector employs a vessel having a wall exposed within the combustion chamber to be heated by combusting fuel. The vessel encompasses an expansion chamber and has at least one open fuel injection passage through the wall into combustion chamber. An inlet conduit receives liquid fuel at a predetermined pressure from a fuel delivery system. A nozzle interconnects the inlet conduit and the expansion chamber. A pin operably seals the nozzle for timed injection of liquid fuel into the expansion chamber. An operator actuates the pin from a closed position sealing the nozzle to an open position placing the fuel injection volume in fluid communication with the expansion chamber.

Abstract: Various methods and systems are provided for cooling gas admission valves configured to admit gaseous fuel to an engine. In one embodiment, a system comprises an intake manifold including a gaseous fuel line for supplying gaseous fuel to a plurality of cylinders of an engine configured to combust the gaseous fuel, and at least one gas admission valve mounted to the gaseous fuel passage for regulating admission of the gaseous fuel to the plurality of cylinders. The system further includes a thermal management system configured to direct thermal fluid to the plurality of gas admission valves.

Abstract: A pre-chamber spark plug that includes a shell. Additionally, the pre-chamber spark plug includes an insulator disposed within the shell. In a particular embodiment, a center electrode has a first portion surrounded by the insulator, and a second portion that extends from the insulator into a pre-chamber. The pre-chamber defined by the shell. In a further embodiment, a ground electrode is attached to the insulator. In particular embodiments, the ground electrode is tubular in shape and includes an inner spark surface ring spaced in surrounding relation to the center electrode to create a spark gap, an outer ring attached to the shell, and a plurality of rounded spokes connecting the inner and outer rings. In a particular embodiment, the ground and center electrodes accommodate attachment of precious metal alloys to increase electrode surface life. In another embodiment the ground electrode and insulator is coaxial to the center electrode.

Abstract: A system has an engine. The engine has a combustion chamber, a pre-combustion chamber apart from the combustion chamber, and an opening spanning between the combustion chamber and the pre-combustion chamber. The engine also has a first fuel supply system adapted to supply liquid fuel to the pre-combustion chamber and a second fuel supply system adapted to supply a second, different fuel to the combustion chamber. In certain instances, an oxygen supply system supplies oxygen into the prechamber.

Abstract: A system including a free-radical ignition system, including a pre-combustion chamber, an air intake coupled to the pre-combustion chamber, a fuel intake coupled to the pre-combustion chamber, an ignition source coupled to the pre-combustion chamber, a free-radical injection passage coupled to the pre-combustion chamber, and a quench system coupled to the pre-combustion chamber or the free-radical injection passage.

Abstract: An ignition system for an internal combustion engine having at least one combustion chamber where the ignition system includes a housing, an ignition device, an injector, and a pre-chamber having a nozzle disposed spaced from the proximal portion of the pre-chamber. The igniter portion of the ignition device and the nozzle of the injector are operatively supported in the proximal portion of the pre-chamber and disposed flush therewith. The igniter portion ignites the fuel in pre-chamber such that partially combusted pre-chamber products are forced through orifices in the pre-chamber nozzle and extinguish, but dispersed through the combustion chamber so as to ignite the main fuel charge therein.

Abstract: An internal combustion engine including a pilot subchamber, a pilot fuel injector having a tip in communication with the pilot subchamber, an ignition element positioned to ignite fuel within the pilot subchamber, and a main fuel injector spaced apart from the pilot fuel injector. The engine includes a common rail in fluid communication with the main fuel injector and with the pilot fuel injector and a pressure regulating mechanism in fluid communication with the common rail for regulating a fuel pressure therein. A method of combusting fuel in an internal combustion engine is also provided.

Abstract: Provided is a gas engine having a spark plug provided with a pre-combustion chamber and a check valve, the gas engine, in which the check valve is arranged in the neighborhood of the pre-combustion chamber, being capable of preventing adhesion of a solenoid controlled valve provided at an upstream side of the check valve due to soot accumulation, and dead volume in a fuel inlet passage. In a gas engine in which fuel gas is supplied to the pre-combustion chamber through the fuel gas inlet passage and the fuel gas supplied in the pre-combustion chamber is ignited by spark discharge at the spark plug that is fitted to a mounting hardware piece via a seat surface, a solenoid valve for performing open-close control of the fuel gas is provided, and a first check valve is also provided posterior to a discharge side of the solenoid valve so as to prevent back flow of the combustion gas from the pre-combustion chamber to the solenoid controlled valve.

Abstract: The invention relates to a reciprocating piston engine, comprising at least one main combustion chamber, which is formed between a piston and a cylinder and which is connected by means of a riser to a pre-chamber having a pre-chamber axis, so that gas-air mixture pushed from the main combustion chamber into the riser by the piston forms a rising flow in the pre-chamber, wherein a gas supply channel separate from the riser opens into the prechamber, and wherein the riser and the gas supply channel are oriented with respect to each other in such a way that gas fed into the pre-chamber by means of the gas supply channel hits the rising flow substantially head-on, wherein the riser runs at an angle from the pre-chamber axis.

Abstract: A pre-chamber structure for a piston engine may include: a pre-chamber combustion chamber in which a mixture of fuel and air is combusted and a pre-chamber compression chamber including a sub-chamber communicating with the pre-chamber combustion chamber and having an inclined wall surface, and a main chamber extending from the sub-chamber, thereby preventing the fuel from being adsorbed and remaining in the wall surface of the pre-chamber compression chamber in a droplet state.

Abstract: A system, including, a free-radical ignition system, that includes a pre-combustion chamber configured to combust a first fuel-air mixture to generate a flame, a shockwave, and free radicals, an injection passage configured to inject the free radicals driven by the shock wave from the pre-combustion chamber toward a combustion chamber, and a quench system configured to extinguish the flame in the pre-combustion chamber or the injection passage.

Abstract: An engine has a rotatable crankshaft. A compression piston is received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. An expansion piston is received within an expansion cylinder and operatively connected to the crankshaft such that the expansion piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A crossover passage interconnects the compression and expansion cylinders. The crossover passage includes a crossover compression valve and a crossover expansion valve defining a pressure chamber therebetween. A fuel injector is disposed in the pressure chamber of the crossover passage. Fuel injection from the fuel injector into the crossover passage is timed to occur entirely during the compression stroke of the compression piston.

Abstract: An ignition plug for an internal combustion engine is provided, which includes a pre-combustion chamber cell (150) and at least three exhaust nozzles (160, 170). The pre-combustion chamber cell (150) is disposed to surround a pair of electrodes (140b) in the lower portion of a main cell (110) and is formed in the inner portion where the electrodes (140) are contained. Meanwhile, a circular main exhaust nozzle (160) through which a fluid goes in and out is disposed in the central region of the pre-combustion chamber cell (150). The ignition plug enables the whole engine to have a quick combustion speed. As a result, a more reliable improvement of a combustion performance can be obtained. Also, a fuel-to-air ratio can be enhanced, and an exhaust gas reduction effect can be obtained.

Abstract: A split-cycle engine includes a crankshaft. A compression piston is received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. An expansion piston is received within an expansion cylinder and operatively connected to the crankshaft such that the expansion piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A crossover passage interconnects the compression and expansion cylinders. The crossover passage includes a crossover compression (XovrC) valve and a crossover expansion (XovrE) valve defining a pressure chamber therebetween. The crossover compression valve is timed to open when the pressure in the compression cylinder is less than the upstream pressure in the crossover passage at the crossover compression valve.

Abstract: The present invention relates to methods of using a low sulfur, low phosphorus, low-ash, zinc free consumable lubricating composition in an internal combustion engine equipped with a pilot ignition system, where the composition comprises: an oil of lubricating viscosity; a high TBN succinimide dispersant and where the lubricant composition overall has a sulfated ash value of up to about 0.2, a phosphorus content of up to about 50 to about 800 ppm and a sulfur content of up to about 0.4 percent by weight.

Abstract: An engine has a rotatable crankshaft. A compression piston is received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. An expansion piston is received within an expansion cylinder and operatively connected to the crankshaft such that the expansion piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A crossover passage interconnects the compression and expansion cylinders. The crossover passage includes a crossover compression valve and a crossover expansion valve defining a pressure chamber therebetween. A fuel injector is disposed in the pressure chamber of the crossover passage. Fuel injection from the fuel injector into the crossover passage is timed to occur entirely during the compression stroke of the compression piston.

Abstract: There is provided a spark ignited internal combustion engine having a geometric compression ratio of 13.0 or greater. The engine comprises combustion chambers having a cylinder stroke volume of 0.3 liter or greater, with the spark plug in the chamber ceiling having its spark point in the combustion chamber, and a cavity being formed on the top surface of the piston. At least part of the cavity defines a spherical surface that a hypothetical sphere having its center at the spark point contacts when the piston is at top dead center. The cavity is formed so that V2/V1?0.31, where V1 is top-dead-center combustion chamber volume, and V2 is the volume of the part of the hypothetical sphere not interfering with the combustion chamber floor or ceiling at top dead center. The flame thus spreads with less interference, shortening combustion duration and reducing fuel consumption.

Abstract: There is provided a spark ignited internal combustion engine having a geometric compression ratio of 13.0 or greater. The engine comprises combustion chambers having a cylinder stroke volume of 0.3 liter or greater, with the spark plug in the chamber ceiling having its spark point in the combustion chamber, and a cavity being formed on the top surface of the piston. At least part of the cavity defines a spherical surface that a hypothetical sphere having its center at the spark point contacts when the piston is at top dead center. The cavity is formed so that V2/V1?0.31, where V1 is top-dead-center combustion chamber volume, and V2 is the volume of the part of the hypothetical sphere not interfering with the combustion chamber floor or ceiling at top dead center. The flame thus spreads with less interference, shortening combustion duration and reducing fuel consumption.

Abstract: A reciprocating internal combustion engine has an engine block (100) with at least one pair of coaxially aligned cylinders (30L and 30R) in which a dual-headed piston body reciprocates. Two rack gears (27 and 28) are mounted within a central frame structure (40) of the piston body and mesh with two pinion gears (29a and 29b, respectively). The pinion gears are rotatably mounted on an axle (21) oriented approximately perpendicular to the line of reciprocate motion of the piston. A slip clutch (23a and 23b) on each pinion gear alternatively locks and unlocks the pinion gear to the axle to permit rotation of the axle in one direction as the piston reciprocates. Preferably, fuel combustion occurs alternatively in each cylinder head. A valved chamber (34L and 34R) in the cylinder head enables exhaust. Preferably, a flywheel (49) is connected to the axle.

Abstract: In an injector having three concentrated fuel spray bands, one of the fuel spray bands is directed to an spark plug, and the others are directed to curved grooves on a piston. The sprays that enter each groove advance along each groove, mutually collide substantially under the spark plug, and are ascended. Further, these spray bands are carried to the vicinity of the spark plug by a tumble flow and stable stratified air-fuel mixture is formed. As described above, stable and satisfactory stratified combustion can be made.

Abstract: An internal-combustion, reciprocating-piston engine operating on the Otto cycle and associated method are provided where a sidewall combustion chamber is employed that is capable of receiving highly-compressed air or a mixture of any gas and fuel from a cylinder while a main piston is positioned at or near top-dead-center in the cylinder, and where the sidewall combustion chamber is also capable of temporarily storing a highly-compressed air or a mixture of any gas and fuel before sending and re-injecting an ignited or burning mixture of highly-compressed air or a mixture of any gas and fuel into the same cylinder between the main piston and the displacer-piston when the main piston is located in the cylinder at an optimum position for receiving and transferring energy or forces.

Abstract: Cool combustion refers to combusting fuel in a region of equivalence ratios and temperatures between a soot production region and a NOx production region. Cool combustion is achieved by compressing air in a variable volume of an internal combustion engine beyond an auto-ignition point of a fuel. The compressed air is made to flow in an airflow passage by movement of a piston in the vicinity of top dead center. Fuel is injected into the compressed air stream, auto-ignites and burns in the low emissions region between NOx and soot formation regimes.

Abstract: The invention concerns an internal combustion engine with at least one engine member, the engine member including a combustion chamber (4) of a combustible mixture with fuel components and oxidants, an ignition system of the combustible mixture by an igniter (7), sequential let-through devices for the fuel and oxidant components and for the combustion products, the engine being of the supercharging type by boost pressure of the oxidant components upstream of the engine member. According to the invention, the ignition system includes a closed head (6) (12a) substantially spherical enclosing the igniter in a precombustion chamber, the head including a set of orifices (5) intended to communicate the combustion chamber and the precombustion chamber so that combustible mixture may flow into the precombustion chamber. In a variation of the invention, at least one of the let-through devices is a direct injector in the combustion chamber for, in all or in part, the fuel components and/or fuels.

Abstract: The invention concerns an internal combustion engine with at least one engine member, the engine member including a combustion chamber (4) of a combustible mixture with fuel and oxidant components fitted with a compression system (9), an ignition system (7) of the combustible mixture by an igniter, sequential let-through devices for the fuel and oxidant components and for the combustion products. According to the invention, the ignition system includes a closed head (6)(12a) substantially spherical enclosing the igniter in a precombustion chamber, the head including a set of orifices (5) intended to communicate the combustion chamber and the precombustion chamber so that combustible mixture may flow into the precombustion chamber, and at least one of the let-through devices is a direct injector in the combustion chamber for the fuel and/or oxidant components, in all or in part. A method and an application are also described.

Abstract: An injector having three concentrated fuel spray bands is used, one of the fuel spray bands is directed to an spark plug, and the others are directed to curved grooves on a piston. The sprays that enter each groove advance along each groove, mutually collide substantially under the spark plug, and are ascended. Further, these spray bands are carried to the vicinity of the spark plug by a tumble flow and stable stratified air-fuel mixture is formed. As described above, stable and satisfactory stratified combustion can be made.

Abstract: A gasoline engine is provided which is capable of introducing a large amount of EGR gas for performing homogeneous combustion and thus offering a good fuel economy. An external EGR mechanism or an internal EGR mechanism is used to introduce an EGR gas into a combustion chamber (a cylinder). A mixture of fresh air and fuel is thereafter directly injected from a mixture injection valve into the combustion chamber, thereby forming a region of said mixture in an area near an ignition plug. In addition, engine operating parameters are controlled in accordance with the amount of fresh air supplied into the combustion chamber (cylinder) after an intake valve has been closed. This makes possible homogeneous combustion using a large amount of EGR, which eventually increases fuel economy.

Abstract: A Divided Chamber combustion system comprising an energy-cell built in the bottom of a deep piston bowl; aligned in the cylinder's centerline; in fluid communication with the main combustion chamber through one main transfer passage disposed in its centerline and a plurality of auxiliary transfer passages circularly disposed around it. Each auxiliary transfer passage is at least inclined on a plane parallel to the cell's centerline. The injection nozzle, centrally-located in the fire deck of the cylinder head, includes a central pintle discharging fuel on the cylinder's centerline; and a plurality of small auxiliary orifices circularly surrounding the central pintle; discharging at a radial angle to the cylinder's centerline.

Abstract: The disclosure concerns an internal combustion engine with controlled ignition having at least a combustion chamber (4), means (8, 18) for injection of fuel or an air-fuel mixture into the combustion chamber (4), ignition means (7) to generate an ignition of the air-fuel mixture in the combustion chamber (4), the ignition means (7) comprising a spark generator (13) arranged in a precombustion chamber (1) delimited by a wall (12), the precombustion chamber (1) communicating with the combustion chamber (4) through at least a port (5) formed in the wall (12), wherein the means (8, 18) for injection are adapted to inject the fuel into the combustion chamber (4) at a pressure of at least 250 bar such as to create an air fuel mixture and to make it easier for a part of this mixture to penetrate inside the precombustion chamber (1).

Abstract: An engine has a plurality of combustion chambers, each of which is divided into an ignition chamber and a first combustion chamber. The chambers are linked by a transfer tube defining a passageway facilitating communication between the ignition chamber and the first chamber. A valve is provided for selectively opening and closing the passage. A tube is provided with an opening intermediate of its length allowing fuel to be injected via a fuel injector into the passage.

Abstract: An internal combustion engine 10 includes a first combustion chamber (20) in each of its cylinders (12). First fuel injector (24) injects a first volume of fuel into the chamber (20). A housing (28) defining an auxiliary combustion chamber (30) is coupled to the engine (10). The housing (28) includes a passage (32) that extends from the auxiliary combustion chamber (30) to the first combustion chamber (20). Fluid communication through the passage (32) is controlled by a valve (34). When the valve (34) is in an extended position it provides a high impedance to the flow of fluid between the auxiliary combustion chamber (30) and the first combustion chamber (20). However when in a retracted position, the valve (34) allows unimpeded fluid flow between the two chambers. An auxiliary air and fuel injector (38) to inject a fuel/air mixture into the auxiliary combustion chamber (34). Air for the auxiliary injector (38) is sourced from outside of the first combustion chamber (20), i.e.

Abstract: An internal combustion engine comprises a fuel injection nozzle for injecting a gaseous fuel directly into the combustion chamber. shield, is installed in close proximity to the fuel injection nozzle, provides a shielded space around a hot surface igniter and restricts flow between the shielded space and the combustion chamber. The nozzle comprises a fuel injection port oriented to direct a fuel spray against a surface of the sleeve An inlet in the sleeve allows air and fuel to enter the shielded space to form a combustible mixture therein. The sleeve contains a substantial amount of the combustible mixture within the shielded space until it ignites and pressure builds within the shielded space to propel a combustion flame through at least one discharge opening and into contact with the fuel sprays emerging from the fuel injection nozzle.