Abstract: A structure of a combustion chamber for an engine includes a crown surface of a piston, a combustion chamber ceiling surface, an injector and an ignition plug provided on the combustion chamber ceiling surface, and an intake opening and an exhaust opening opened in the combustion chamber ceiling surface. A side where the intake opening is opened is defined as an intake port side, and a side where the exhaust opening is opened is defined as an exhaust port side. An ignition portion of the ignition plug is disposed on the intake port side. The ignition plug is ignited at a timing after the piston passes a compression top dead center. The injector is disposed on the center portion, and is configured to inject fuel toward the exhaust port side. A cavity is provided on the crown surface. A reverse squish flow generation portion is provided in the combustion chamber.

Abstract: A structure of a combustion chamber for an engine includes a crown surface of a piston, a combustion chamber ceiling surface formed on a cylinder head, an injector and an ignition plug provided on the combustion chamber ceiling surface, and an intake opening and an exhaust opening opened in the combustion chamber ceiling surface. A side where the intake opening is opened is defined as an intake port side, and a side where the exhaust opening is opened is defined as an exhaust port side, with respect to a position, as a reference, where an ignition portion of the ignition plug is disposed in a plan view from one side in a cylinder axis direction, the injector is configured to inject fuel toward the exhaust port side, and a reverse squish flow generation portion, which draws an air-fuel mixture toward the intake port side, is provided in the combustion chamber.

Abstract: The invention relates to a fuel injector (1), comprising: a pre-chamber (17) within the injector, a high-pressure injector part (3) for discharging combustible gas, which high-pressure injector part has a nozzle unit (5) and a reciprocating nozzle valve element (7), a nozzle-side end section of which is accommodated in a high-pressure chamber (11) of the high-pressure injector part (3), a pre-chamber assembly (39), within the framework of which the high-pressure chamber (11) of the high-pressure injector part (3) is separated over a nozzle-side end section, the high-pressure chamber being surrounded by the pre-chamber (17).

Abstract: A precombustion chamber gas engine includes a main-chamber forming portion forming a main combustion chamber, a precombustion-chamber forming portion forming a precombustion chamber including a small-diameter cylinder chamber communicating with the main combustion chamber via a plurality of nozzle holes and a large-diameter cylinder chamber, an ignition device disposed in the large-diameter cylinder chamber of the precombustion chamber, and a precombustion-chamber-gas supply device for supplying a precombustion-chamber fuel gas to the precombustion chamber not via the main combustion chamber.

Abstract: A prechamber device for a combustion engine, the prechamber device extending from a first axial end to a second axial end along an axial direction, is provided. The prechamber device includes a prechamber body circumferentially enclosing a prechamber volume, a nozzle body extending from the prechamber body and disposed at a first axial end of the prechamber device, an interior of the nozzle body in fluid communication with and providing an appendix of the prechamber volume, and nozzle openings provided through the nozzle body from the interior to the exterior of the nozzle body. The prechamber device also includes one or more cooling channels, extending inside in the prechamber body and apart from the nozzle body from a first coolant inlet/outlet to a second coolant inlet/outlet.

Abstract: Fuel is ignited in an opposed-piston engine by the mating of unique protruding and recessed portions of opposed pistons.

Abstract: An igniter assembly for a gas turbine combustor includes a first electrode, a second electrode, and an insulator. The first electrode, the second electrode, and the insulator form a cavity, the second electrode forms an outlet passage extending from the cavity, a maximum cross-sectional area of the cavity is greater than a cross-sectional area of the outlet passage, and the cross-sectional area of the outlet passage is substantially constant along a longitudinal extent of the outlet passage. In addition, the first electrode and the second electrode are configured to ionize gas within the cavity in response to an electrical current applied to the first electrode or to the second electrode.

Abstract: A piston for an internal combustion engine including a cooling gallery and a complex combustion surface is provided. The piston includes an upper crown member joined to a lower member, for example by hybrid induction welding. A complex combustion bowl is formed in the upper crown member by forging. The combustion bowl includes at least one protrusion, and typically a plurality of protrusions spaced from one another. After the forging step and before the joining step, portions of an undercrown surface located opposite the spaces between the protrusions are machined, and portions located directly opposite the protrusions are left as-forged. The crown member is joined to the lower member, for example by hybrid induction welding.

Abstract: A valve for adjusting a cooling fluid flow from a fluid source to a plurality of injection nozzles for cooling a plurality of pistons of an internal combustion engine is provided. The valve has a fluid duct for connecting the fluid source to the plurality of injection nozzles, and a valve element which is arranged so as to be movable, in particular displaceable, in order to change a flow cross-section of the fluid duct. The valve element can be moved into a first position, in which the flow cross-section is not influenced by the valve element.

Abstract: A method for introducing a gaseous fuel into a combustion chamber of an internal combustion engine includes forming a non-ignitable mixture of the gaseous fuel and a gas including oxygen in a predefined mixture mass ratio within a predetermined range of tolerance having a pressure suitable for directly introducing the non-ignitable mixture into the combustion chamber during at least the compression stroke; and introducing the non-ignitable mixture directly into the combustion chamber.

Abstract: A piston for an internal combustion engine includes a piston body forming a crown portion and a skirt portion, the crown portion forming a generally concave bowl extending symmetrically around the piston body with respect to an axis of symmetry of the crown portion. The bowl forms a first lip and a second lip that are arranged in a stepped configuration along a side margin of the bowl. A depressed ledge having a generally annular shape is further formed in the crown portion, the depressed ledge including a flat, annular surface extending along a plane that is parallel to a plane defined by the generally flat crown surface.

Abstract: A prechamber ignition device for a spark-ignited internal combustion engine has a prechamber in fluid communication with a main combustion chamber by way of a plurality of ports. An outer opening of each of the plurality of ports is formed in an exterior surface of a prechamber body and circumferentially offset from a corresponding inner opening formed in an interior surface of the prechamber body, the interior surface forming a prechamber wall having a taper that assists in maintaining velocity of a charge of air and fuel to displace a flame kernel from a spark gap in the prechamber such that quenching of the flame kernel is prevented.

Abstract: An engine has an ignition source in a combustion chamber of the engine. An inner housing is provided that includes one or more jet apertures and defines an inner chamber containing the ignition source. An outer housing (or pre-chamber) is provided that includes one or more jet apertures in communication with the main combustion chamber and defines an outer chamber containing the inner housing.

Abstract: Particular embodiments may provide a piston for a prechamber-type gas engine and a prechamber-type gas engine taking into consideration the shape of the piston top surface portion so that the region where flame propagation due to torch jet is delayed, a piston for a prechamber-type gas engine where torch jet formed by combustion a prechamber fuel in a precombustion chamber is injected to a main combustion chamber through a plurality of injection holes, may include a piston top surface portion comprising a land portion formed in a first region extending between axis line directions of adjacent injection holes, and the first region is positioned at a higher position than a second region extending across the axis line direction. The land portion may be formed on a cavity formed in the piston top surface portion.

Abstract: A method for controlling a cold starting of a diesel engine vehicle may include determining whether a cold starting condition is satisfied by detecting data for controlling a diesel engine, determining torque generated by combustion for starting the diesel engine when the cold starting condition is satisfied, determining a combustion delay and a combustion phase based on the torque and detected data, determining a main injection timing according to the determined combustion delay and combustion phase, determining a latent heat of fuel based on the torque and detected data, determining a pilot injection amount according to the determined latent heat of fuel, determining a total amount of heat by combustion based on the torque and detected data, determining a main injection amount according to the determined total amount of heat, and controlling an operation of an injector based on the main injection timing, pilot injection amount and main injection amount.

Abstract: Gaseous fuel injection pressures are normally less than liquid fuel injection pressures, resulting in reduced gaseous fuel jet momentum and mixing. A combustion system for an internal combustion engine comprises an intake port and valve, a cylinder and a piston that cooperate to provide a quiescent combustion chamber. The piston includes a re-entrant type piston bowl comprising an outer periphery and a protuberance emanating from the outer periphery. A fuel injector is configured to directly introduce a gaseous fuel into the combustion chamber and an ignition source is provided for igniting the gaseous fuel. A controller actuates the fuel injector such that a gaseous fuel jet is directed towards and splits upon impacting the protuberance forming first and second fuel plumes. The first fuel plume is redirected towards a first mixing zone adjacent a cylinder head and the second fuel plume redirected towards a second mixing zone adjacent the piston bowl.

Abstract: An injector-igniter assembly includes a passive prechamber and a fuel injector. In an internal combustion engine, fuel is directly injected into a combustion chamber to mix with air in the combustion chamber. Embodiments enable filing the prechamber at different air-fuel-ratio than the main chamber without directly filling the prechamber with fuel. The prechamber has jet apertures in fluid communication with the combustion chamber. In operation, fuel is injected directly into the combustion chamber though nozzles to form a cloud adjacent to openings into the prechamber. Subsequently, mixed fuel and air is ingested into the prechamber from the combustion chamber and ignited. The degree of mixing prior to ingestion into the prechamber can be controlled using different nozzles configurations. Ignited gaseous fuel and air is expelled from the prechamber through the jet apertures and into the combustion chamber as a flaming jet with a core of gaseous fuel.

Abstract: An injection nozzle for use in injecting lubricating oil into cylinders in large engines is provided. The nozzle is adapted for fastening in a cylinder wall with a nozzle rod extending through the cylinder wall and with a nozzle outlet at the inner end of the nozzle rod. The nozzle rod includes a cylindrical valve seat boring with a displaceable valve body having a cylindrical sealing face which interacts with the cylindrical valve seat boring of the nozzle rod, the valve body biased by a spring for effective closing of the valve. The valve body is formed by a cylindrical rod having a turned recess in the cylindrical sealing face of the valve body. The turned recess is arranged at the inner end of the valve body with parts of the cylindrical sealing face of the valve body at each side of the turned recess.

Abstract: The present invention discloses a method of introducing fuel into a diesel engine for combustion within the engine. A natural gas in liquid form is injected into the engine for combustion therein with diesel fuel so as to maintain a natural gas concentration derived from the liquid in the range of greater than 0.6% to 3.0% of air intake by volume of natural gas. Suitable gases include natural gas, methane or substantially methane gas mixtures and substitute natural gas such as propane air mixtures providing a mixture with similar combustion properties to methane/natural gas.

Abstract: An object is to improve a trap effect to trap ignition fuel gas supplied to a pre-combustion chamber and reduce an amount of non-combusted ignition fuel gas flowing out of the pre-combustion chamber to suppress a decrease in combustion efficiency. A pre-combustion-chamber type gas engine includes: a pre-combustion chamber Sr disposed on a cylinder head portion 10; a spark plug 20 disposed on an upper part of the pre-combustion chamber Sr; a pre-combustion-chamber gas supply mechanism configured to supply ignition fuel gas “g” to the pre-combustion chamber Sr via gas supply channels for the pre-combustion chamber 22a and 22b with an opening on an upper part of the pre-combustion chamber Sr; and a check valve 24 disposed in the gas supply channel 22b for the pre-combustion chamber.

Abstract: Air/fuel mixture is received from a combustion chamber of the internal combustion engine into an enclosure about a flame kernel initiation gap between a first ignition body and a second ignition body. Air/fuel mixture received into the enclosure is directed into a flame kernel initiation gap. The mixture is then ignited in the flame kernel initiation gap.

Abstract: A valve arrangement for an internal combustion engine having at least one intake valve, at least one exhaust valve, and at least one reciprocating piston. Each intake valve is seated in the cylinder head at a lesser distance from the piston than is each exhaust valve. Also, each exhaust valve has a cross sectional area less than seventy percent of the cross sectional area of each intake valve. The cross sectional area of each exhaust valve may be for example sixty to sixty-two percent of the cross sectional area of each intake valve.

Abstract: A self-igniting internal combustion engine includes at least one cylinder and a piston, which can be moved back and forth in the cylinder and which bounds a combustion chamber together with the cylinder and which has a piston recess facing the combustion chamber, said piston recess having flow cross-sections that vary in a circumferential direction of the cylinder and of the piston, and comprising an injector arranged centrally above the piston recess for injecting fuel into the piston recess, wherein the injector has a plurality of injection openings. In order to reduce the emissions and in particular the soot emissions of the internal combustion engine, at least some of the injection openings have different opening cross-sections, wherein the injection openings having the different opening cross-sections are directed at areas of the combustion chamber recess having different flow cross-sections.

Abstract: A process is provided for improving combustion control and fuel efficiency in rotary and reciprocating IC engines by enabling leaner combustion at higher compression ratios using less heat for ignition. Embodiments employ secondary chambers of minimal total volume within a cylinder periphery. These chambers communicate with a main chamber via conduits and enable a radical ignition (“RI”) species generation and supply process that starts in earlier cycles to be augmented and used in later cycles. Measures regulate the RI species generated and provided to the main chamber. These species alter dominant chain-initiation reactions of the combustion ignition mechanism. Also employed when preferable are fluids of higher heat of vaporization and volatility but lower ignitability than the fuel. This process improves combustion in radical ignition engines and radical augmented spark and compression ignition engines.

Abstract: A toroidal combustion chamber shape with side injectors is being developed for an opposed-piston engine. Favorable combustion characteristics of such configuration are transferred to a conventional engine, i.e., one with a combustion chamber delimited by a piston, a cylinder wall, and a cylinder head. At least one injector is disposed in the cylinder head at the periphery. The fuel is injected substantially along the plane of interface between the cylinder head and the cylinder block. The intake system is configured to provide a swirling flow in the combustion chamber. The fuel is injected in an angle that is displaced from the central axis of the cylinder and directed along the swirl. In some embodiments, a substantially torus-shaped volume is formed between the piston and the cylinder head when the piston is at top center. The injector or injectors spray fuel into the toroidally-shaped volume substantially tangent to the torus.

Abstract: A combustion process with auto-ignition for direct-injection internal combustion engines involves dividing injection jets at a jet divider contour into a first partial quantity, a second partial quantity, and third partial quantities. The first partial quantity enters into the piston cavity, the second partial quantity enters via the piston step into a region between the piston crown and the cylinder head, and the third partial quantities, starting from the respective injection jet, spread out on both sides in the peripheral direction in opposite directions along the piston step, and the respective third partial quantities collide with one another between two adjacent injection jets within the piston step and are deflected radially inwardly.

Abstract: A process is provided for improving combustion control and fuel efficiency in rotary and reciprocating IC engines by enabling leaner combustion at higher compression ratios using less heat for ignition. Embodiments employ secondary chambers of minimal total volume within a cylinder periphery. These chambers communicate with a main chamber via conduits and enable a radical ignition (“RI”) species generation and supply process that starts in earlier cycles to be augmented and used in later cycles. Measures regulate the RI species generated and provided to the main chamber. These species alter dominant chain-initiation reactions of the combustion ignition mechanism. Also employed when preferable are fluids of higher heat of vaporization and volatility but lower ignitability than the fuel. This process improves combustion in radical ignition engines and radical augmented spark and compression ignition engines.

Abstract: An internal combustion engine having two combustion chambers separated by separate valves from each piston cylinder and wherein each cylinder has a suction valve and an exhaust valve and each combustion chamber has at least one fuel nozzle for injecting fuel into the respective chambers by several discrete injections with short dwell times therebetween. During a combustion cycle air is introduced into the chambers from opening to closing of the valves during a 720° rotation of a crankshaft and then combusting air-fuel mixtures during a subsequent period between the closing to opening of the valves during at least a further 720° rotation of the crankshaft and while making partial and spaced injections of fuel into the chambers at predetermined angular displacements of the crankshaft.

Abstract: Air/fuel mixture is received from a combustion chamber of the internal combustion engine into an enclosure about a flame kernel initiation gap between a first ignition body and a second ignition body. Air/fuel mixture received into the enclosure is directed into a flame kernel initiation gap. The mixture is then ignited in the flame kernel initiation gap.

Abstract: A passive noise attenuation device and system is provided having a reticulated open-cell porous structure configured to acts as a passive control device in order to mitigate combustion noise and instability problems in combustion systems. A porous inert media structure is placed downstream of the reaction zone of a combustion chamber to dissipate noise and/or instability generated upstream in the flame. The porous inert media also limits and/or disintegrates vortical structures in the flame to produce a homogeneous flow field to facilitate distributed reaction zones.

Abstract: A process is provided for enhancing homogeneous combustion and improving ignition in rotary and reciprocating piston IC engines. Physical embodiments supporting this process have secondary chambers embedded in the cylinder periphery to initiate radical ignition (“RI”) species generation in an earlier cycle for use in the main chamber combustion of a later cycle. These communicate with the main chamber via small conduits. Coordinated with the progressions facilitated by these secondary chambers are novel control measures for regulating the quantities of RI species ultimately generated for and conveyed to the later cycle. The pre-determinable presence of RI species so supplied then alters or adds controlled variety to the dominant chain-initiation reactions of the main combustion ignition mechanism of the later cycle. This presence does so by lowering both the heat and the fuel ratios required for starting and sustaining combustion.

Abstract: A process is provided for enhancing homogeneous combustion and improving ignition in rotary and reciprocating piston IC engines. Physical embodiments supporting this process have secondary chambers embedded in the cylinder periphery to initiate radical ignition (“RI”) species generation in an earlier cycle for use in the main chamber combustion of a later cycle. These communicate with the main chamber via small conduits. Coordinated with the progressions facilitated by these secondary chambers are novel control measures for regulating the quantities of RI species ultimately generated for and conveyed to the later cycle. The pre-determinable presence of RI species so supplied then alters or adds controlled variety to the dominant chain-initiation reactions of the main combustion ignition mechanism of the later cycle. This presence does so by lowering both the heat and the fuel ratios required for starting and sustaining combustion.

Abstract: An Elevated Expansion-Ratio Internal Combustion Engine has a substantially standard repeating four-stroke sequence for each of a plurality of cylinders. The head of each cylinder has an intake valve, a combustion-gas exhaust valve, and a vapor return valve. A return manifold for vapor connects from respective ones of the cylinders via a plurality of valve assemblies, each of which includes the return valve, into a passage ahead of a beginning portion of an intake manifold. Each valve assembly also has a discharge valve coupled to the return valve via a holding tank for cylinder vapor or gas. Valve stems of the discharge and return valves are coaxial in a single section valve housing or spaced-apart in a two-section valve housing. A quantity of the vapor is received into the holding tank during the compression stroke, and subsequently transferred via the discharge valve to the return manifold.

Abstract: An internal combustion engine comprises a main combustion chamber part, an auxiliary combustion chamber part, a first communicating passage, a second communicating passage and an igniting component. The auxiliary combustion chamber part includes first and second auxiliary combustion chambers. The first auxiliary combustion chamber is disposed adjacent to the main combustion chamber part. The second auxiliary combustion chamber is disposed adjacent to the first auxiliary combustion chamber at a position further away from the main combustion chamber part. The first communicating passage extends between the main combustion chamber part and the first auxiliary combustion chamber and the second communicating passage extends between the first auxiliary combustion chamber and the second auxiliary combustion chamber.

Abstract: The gas engine of the present invention has a pilot oil fuel valve, a pilot oil pump, and first and second pipes connected to a pilot oil main pipe, for each of a plurality of combustion chambers. An operating pilot oil tank and an ignition stimulant-added pilot oil tank are connected via a switching valve to a third pipe, connected to an end of the pilot oil main pipe. Before operating stops, the pilot oil is discharged by opening an exhaust valve, and thereafter, the switching valve is switched and pilot oil which the ignition stimulant has been added to is supplied into the pipe. Consequently, the pilot oil downstream from the main pipe is replaced with the pilot oil which the ignition stimulant has been added to. Therefore, at the time of the next activation, pilot oil which the ignition stimulant has been added to is sprayed from the fuel valve, and, as a result, misfire at the time of activation is reduced, and a highly reliable engine is obtained.

Abstract: A combustion engine with compression-initiated combustion comprises at least one cylinder in which a piston is movable axially between a lower dead center point and an upper dead center point, with a dead volume between the cylinder and the piston at the upper dead center point. The dead volume comprises at least two substantially separate spaces in the piston and/or the cylinder at the upper dead center point which are designed to ensure that combustion is initiated at different times.

Abstract: A method and system of controlling auto-ignition timing in an internal combustion engine cylinder in which the timing of auto-ignition in prechambers that are coupled to the cylinder is precisely controlled. The auto-ignition in the prechambers is produced by a compression stroke using pistons situated within the prechambers. Hot gas jets produced by the prechamber auto-ignitions are introduced into the charge space of the cylinder and rapidly induce a second auto-ignition of the mixture in the cylinder. By precisely controlling the timing of the auto-ignitions within the prechambers, the timing of the auto-ignition within the cylinders can, in turn, be precisely controlled.

Abstract: A combustion chamber of a positive-displacement spark-ignited internal combustion engine is divided into a main combustion chamber and a pre-combustion chamber having proximal and distal ends. The proximal end is connected to the main combustion chamber and a spark-ignition device is located at the distal end. Within the pre-combustion chamber, a plurality of passageways extend between its proximal and distal ends so that a flame front ignited by the ignition device at the distal end of the pre-combustion chamber propagates along the plurality of passageways as separate flame fronts toward the proximal end of the pre-combustion chamber. A displacer separates a premixing chamber from the pre-combustion and main combustion chambers. The displacer is relatively moveable for transferring the charge of fuel and air from the premixing chamber into the pre-combustion main combustion chambers.

Abstract: The present invention aims to allow an arbitrary selection to be made between gas operation and diesel operation, to achieve a reduction in NOx even when in diesel operation, to allow the compression ratio to be adjusted and altered in accordance with the operating state when in gas operation, to allow quick starting, and to perform operations at a high combustion efficiency over the entire load range. The dual fuel engine of the present invention is provided with a precombustion chamber unit, which is located in the cylinder head of the dual fuel engine, having a precombustion chamber and an electromagnetic fuel injection valve (a liquid fuel injection valve) and also with a compression ratio control valve. The compression ratio control valve opens and closes an air passage that connects the main combustion chamber with an intake port.

Abstract: An apparatus and method for improving efficiency of combustion engines. At least two combustion chambers are provided by contouring the surface of a piston or a cylinder head or a combination thereof. Such a contoured piston or cylinder head controls the peak temperature and pressure in order to combust the mixture efficiently, to increase power generated, and to decrease the amount of unused mixture exhausted from the combustion chamber. With the ability to control the peak pressure, the ignition plug can be fired at advanced ignition timing, thereby extending its life. The chambers are also designed to control flame propagation speed to reduce knock. Additionally, the chambers can also decrease the amount of pollutants such as NOx produced during combustion.

Abstract: A reciprocating machine includes a housing (12) and piston means (20) that are cyclically relatively displaceable along an axis (11) to define a variable volume working chamber (50). There is further provided air inlet means and fuel inlet means (100) admitting air and fuel to the working chamber for forming an ignitable mixture after compression of the air therein, and means to exhaust combustion products from the working chamber. The variable volume working chamber (50) includes at least two sub-chambers, a combustion chamber (54) and a main chamber (52) mutually displaced on the axis (11) and in communication at a cross section (53) at which gas in the combustion chamber (54) may expand at least partially laterally as it flows from the combustion chamber (54) into the main chamber (52). The air admission means, the exhaust means and the chambers (52, 54) are arranged so that a swirl of gas is generated and maintained about the axis (11) in both chambers (52, 54) during operation of the machine.

Abstract: An apparatus and method for improving efficiency of combustion engines. At least two combustion chambers are provided by contouring the surface of a piston or a cylinder head or a combination thereof. Such a contoured piston or cylinder head controls the peak temperature and pressure in order to combust the mixture efficiently, to increase power generated, and to decrease the amount of unused mixture exhausted from the combustion chamber. With the ability to control the peak pressure, the ignition plug can be fired at advanced ignition timing, thereby extending its life. The chambers are also designed to control flame propagation speed to reduce knock. Additionally, the chambers can also decrease the amount of pollutants such as NOx produced during combustion.

Abstract: The present invention relates to a combined engine which receives a drive output by means of supplying and combusting at least one fuel selected from among a gas fuel and a liquid fuel. The engine according to the present invention comprises: a main combustion chamber (1) which comprises a piston (3), a cylinder (2) and a cylinder head (4); a precombustion chamber (10) equipped with a spark plug, which serves as an ignition source for a fuel-air mixture comprising air and gas fuel within the main combustion chamber; and a liquid fuel injection valve (30) for injecting liquid fuel into the main combustion chamber; wherein, the precombustion chamber and liquid fuel injection valve are provided in the cylinder head.

Abstract: The invention relates to an operating method of an internal combustion engine. According to the method, a fuel-air mixture is rapidly combusted in order to move a piston. The fuel contained in or introduced into an occluded fresh gas is evaporated in the fresh gas, which has already been sucked into a cylinder chamber and then compressed. The fuel is then combusted and the piston is subjected to the pressure produced by the combustion gases (working cycle). After performing its working cycle, the piston ejects the waste gases from the cylinder chamber. The aim of the invention is to improve the efficiency of the internal combustion engine. To this end, the fresh gas that is compressed during the compression cycle is pressed into a first combustion chamber. The aforementioned evaporation process is then carried out in the first combustion chamber once it has been sealed off from the cylinder chamber.

Abstract: The present invention relates to a lean combustion gas engine which receives a drive output by means of supplying and combusting gas fuel in a main combustion chamber. The lean combustion engine of the present invention comprises: a main combustion chamber (1) which is surrounded by a piston (3), a cylinder (2) and a cylinder head (4); a precombustion chamber (30) equipped with a pilot fuel injection valve; and a spark plug (11) which serves as an ignition source for the fuel-air mixture within the main combustion chamber; wherein, the spark plug and pilot fuel injection valve-equipped precombustion chamber are provided in said cylinder head.

Abstract: An apparatus is provided for controlling gas temperature during compression or expansion. The apparatus comprises a chamber for containing gas, a piston for changing the volume of gas in the chamber, a plurality of atomisers for spraying liquid into the chamber and means for delivering liquid to the atomisers. Each atomiser comprises a spray aperture and means defining a flow path for imparting rotary motion to the flow of liquid about the axis of the aperture so that on leaving the aperture the liquid divides into a conical spray. Spray apertures are positioned adjacent one another and the axes of adjacent spray apertures are oriented such that their respective sprays intersect at a position proximate at least one of the respective adjacent spray apertures.

Abstract: A reciprocating piston engine which is selectively operable in either a gas operation mode with a gaseous fuel or a diesel operation mode with a liquid fuel includes a main combustion chamber which has an inlet for receiving gas and/or air, an injection device and an outlet. At least one precombustion chamber is connected to the main combustion chamber by at least one precombustion chamber output that opens into said main combustion chamber. Each precombustion chamber has an applied-ignition device for igniting the contents of the precombustion chamber during gas operation. An optimization of exhaust gas values, particularly of the NO.sub.x concentrations, is attained by the applied-ignition device and a separate gas line for supplying the precombustion chamber with gas, thereby allowing a leaner fuel mixture to be used in the main combustion chamber.

Abstract: An internal combustion engine includes a precombustion member which has a number of first ignition orifices defined therein. The precombustion member further has a precombustion chamber defined therein. The precombustion member is positioned relative to the head of the engine such that the precombustion chamber is in fluid communication with the engine's main combustion chamber via the first ignition orifices. The internal combustion engine further has a spark plug for igniting a gaseous fuel. The spark plug includes an encapsulating member which has a number of second ignition orifices defined therein. The encapsulating member defines a plug combustion chamber. The spark plug further includes a center electrode and a ground electrode which are both positioned within the plug combustion chamber. The encapsulating member is positioned relative to the precombustion member such that the plug combustion chamber is in fluid communication with the precombustion chamber via the second ignition orifices.

Abstract: Injection system for the intermittent introduction of a fuel-liquid mixture into the combustion spaces of an internal-combustion engine with a common-rail pressure reservoir. Lines (16, 30) lead to control spaces (15, 22) of control valves (1). Control space (15) is joined selectively with the common-rail pressure reservoir or a line (18) with a pressure p0 or a line with a pressure p1 for control of injection quantities of the fuel-liquid mixture. Control space (22) is joined selectively to the common-rail pressure reservoir or to a line with pressure p2 or to a line (33) with pressure p0 for control of the liquid fraction of the injection quantity.

Abstract: Exhaust gas in a supercharged internal combustion engine is recycled from the high pressure side of the turbocharger to the charging air system of the engine. At least part of the recycled exhaust gas is humidified to largely 100 percent relative humidity. This on one hand cools the gas to that the temperature at initiation of the combustion in the engine cylinders is lowered, and on the other hand the heat capacity of the steam in the gas restricts the temperature raise occurring during the combustion. These factors both act to reduce the amount of NO.sub.x produced by the combustion. The addition of water is effected by a scrubber (16) which purifies the recycled gas. A blower (17) augments the pressure of the recycled gas. The scrubber may be made to generate fresh water by designing it with several stages where sea water is supplied to the first stage and fresh water to the last stage.