Abstract: A combustion chamber of an engine has a fuel injector provided for injecting fuel directly in the combustion chamber. An arc-shaped offset cavity is formed in a roof of the combustion chamber, and a fuel injector is located at a top of the cavity on the axis of the cylinder of the engine. A spark plug is located on the axis so as to ignite the fuel injected from the injector and passing the gap of the spark plug.

Abstract: A combustion system for internal combustion engines having a cylinder, at least one piston reciprocal in the cylinder and a combustion chamber with three regions for improving the combustion process, the piston having a piston head with an outer perimeter portion, a central recessed portion and a baffle with ports arranged over the recessed portion, the piston cooperating with a cylinder head or the head of an opposed piston to form an induction region that diminishes in volume as the piston approaches top dead center forcing gases in the combustion chamber through a central region defined primarily by the ports in the baffle to the dispersing region in the recessed portion of the piston, and a fuel injection system with an injector that delivers a staged series of fuel pulses in each cycle.

Abstract: Combustion chamber assembly of direct injection diesel engine comprising a cylinder head, a cylinder liner, an injection nozzle and a piston with a combustion chamber on its top. An air flow guide ring is provided in the combustion chamber assembly. The guide ring is arranged under and adjacent to the bottom surface of the cylinder and around the nozzle. The front end of the nozzle protrudes from the bottom of the guide ring. The peripheral surface of the guide ring acts as an air flow guide surface to lead the air squish. The air flow guide surface inclines in relation to the bottom surface of the cylinder head and its inclination angle is in the range of 30-70 degrees.

Abstract: A diesel engine converts the reciprocating motion of its pistons to a rotating motion through the use of a cam assembly. The engine utilizes free floating pistons mounted in cylinders having combustion chambers at both ends. Each combustion chamber is uniquely designed to maximize precombustion air and fuel mixing. The pistons are provided with radially directed pins which act as followers and are positioned in the cam groove of a power cam wheel which operates to rotate the crankshaft.

Abstract: An internal combustion engine has a pair of first and second cylinders (12,14) communicating with a combustion chamber (20) the first cylinder having a larger swept volume than the second cylinder. First and second pistons (16,18) are provided in the cylinders. An inlet port is provided in the first cylinder for delivering a charge of unthrottled fuel while a fuel injector (36) is controlled by a control means (37) to deliver a charge of fuel into the second cylinder (14) as soon as possible after commencement of an induction stroke of the second piston. Movement of the fuel/air mixture from the second cylinder (14) into the combustion chamber (20) is prevented until the second piston (18) is at or near its inner dead center position. The second piston (18) may be formed as a protrusion on the crown of the first piston (16) with the second cylinder (14) being an extension of the first cylinder (12).

Abstract: In a valve-controlled internal combustion engine with direct fuel injection and a swirling air charge, a combustion chamber is located in the piston and is configured as a toroidal part ending in a throat-like cylindrical part towards the piston top. A narrow, ring-shaped overflow passage leads from the toroidal part to the cylindrical part of the combustion chamber. The proposal is put forward that the thermal and fluid-mechanical parameters be improved by placing the axis of the combustion chamber between the tip of the injection nozzle and the cylinder axis, and by varying the width of the ring-shaped overflow passage. The narrowest part of said overflow passage lying in the area closest to the tip of the nozzle, and further, the top of the center part is unsymmetrical, with a minimum distance to the injection jets at upper dead center of the piston.

Abstract: We provide a torch cell for a dual gas-liquid fuel engine, the torch cell has a torch cell nozzle at one end thereof and the other end having appropriate means to connect said torch cell to a fuel supply. A fuel injector is mounted in said torch cell at a predetermined angle to an axis of said torch cell. The torch cell has an auto-ignition chamber that is in operative communication with the injector by an injector nozzle passageway. The injector nozzle passageway enters the auto-ignition chamber at a predetermined angle relative to the cell axis. The torch cell provides an improved dual fuel engine and method for operating a dual fuel engine by use of its autoignition chamber. We also provide a cylinder head which can replace present dual fuel engine cylinder heads. Our cylinder head has at least one of our torch cells operatively connected to the cylinder head.

Abstract: A direct fuel injection type spark ignition internal combustion engine includes a combustion chamber including a shallow dish portion and a deep dish portion formed in a piston top portion, a spark plug located close to an axis of the combustion chamber, and a fuel injection nozzle located at a radially outermost portion of the combustion chamber. With this arrangement, a good ignition characteristic in a low engine load operation and an improved power characteristic in a high engine load operation are obtained. Further, due to that arrangement of the spark plug, the flame propagation distance is made as short as possible.

Abstract: A direct injection internal combustion engine of the diesel or spark ignition type is provided with a combustion bowl recess in the head end of the piston having both a polygonal lip and a polygonal bowl with upwardly and inwardly curving reentrant sides to provide high turbulence for fuel air mixing during an extended portion of the piston compression stroke and improved combustion of the air/fuel mixture.

Abstract: An internal combustion engine comprising a fuel injector for injecting fuel directly into a cylinder and a calculating device for calculating a calculated amount of fuel to be injected on the basis of an engine operating state. The fuel injector injects all of the calculated amount of fuel during a compression stroke when the calculated amount of fuel is smaller than a predetermined first amount of fuel, and injects a part of the calculated amount of fuel during an approximately first half of an intake stroke and injects a remaining part of the calculated amount of fuel during a compression stroke when the calculated amount of fuel is equal to or larger than a predetermined second amount of fuel which is larger than the predetermined first amount of fuel.

Abstract: A direct injection-type diesel engine includes a piston head formed with a novel piston combustion chamber, with an inner wall surface composed essentially of ceramic material having a low thermal conductivity. The combustion chamber has a reduced opening diameter to enhance a squish air flow out of the clearance space between the piston and the cylinder head, and allows significant reduction of smoke, unburnt hydrocarbon and particulates in the exhaust gas, as well as minimization of thermal loss of the engine.

Abstract: In a direct fuel injection type spark ignition internal combustion engine, fuel is assisted in evaporation by a squish flow. The engine includes a squish portion for generating the squish flow, a spark plug located adjacent to a center of a cylinder, and a fuel injector. The squish portion is enlarged so as to closely oppose the spark plug at the opening end of the squish portion. The fuel injector is located at a closed end of the squish portion and injects at least one portion of the fuel onto either one of two squish portion defining surfaces defining the squish portion therebetween. Evaporation of the fuel injected onto and adhering to the squish portion defining surface is promoted by the squish flow before being ignited by the spark plug.

Abstract: A method using concurrently and simultaneously certain control factors for in-cylinder combustion, at least two of such factors being at levels never tried before by the prior art. The combination of control factors comprises: (i) high pressure charging of supply air for enhanced excess oxygen; (ii) advanced techniques for improved in-cylinder mixing of fuel and air (i.e., high swirl, reentraining piston bowl configuration, high compression ratio); (iii) high pressure injection of diesel fuel at levels of 16-22.times.10.sup.3 psi; (iv) smaller fuel nozzle ports for creating finer droplet size; (v) retardation of fuel injection from TDC by 2.degree.-5.degree.; and (vi) limitation of the ingress of lubrication oil into the combustion chamber by use of noncompressed cylinder sleeves to enhance piston to bore concentricity and preferably by other augmenting limits.

Abstract: A combustion chamber arrangement and a method for the same, having a piston with a combustion trough adjacent an end thereof and a fuel injection nozzle for injecting fuel through nozzle holes against boundary walls of the combustion trough. The number of nozzle holes is based on the specific characteristics of the combustion trough depth, diameter and a dimensionless constant representation of the spin number of the combustion air entering the combustion trough.

Abstract: An internal combustion engine is proposed which operates on a lean fuel-air mixture. The engine comprises an inlet channel which leads to the cylinder with a piston and which opens into the cylinder via an inlet valve. A flap element pivotably mounted about a pivot axis which is seated on one side is disposed in a section of the inlet channel; said section having a rectangular cross-section. The flap also has a rectangular cross-section and is used to produce a rotating flow in the cylinder in operating states other than full load. Displacement of the flap can be effected against the force of a spring by the suction air or by a servomotor controlled by an electronic control device as a function of the operating parameters of the internal combustion engine such as rpm flap position and temperature.

Abstract: According to the present invention, main and subcombustion chambers into which fuel is fed directly in an atomized state and in each of which a swirl is formed, are formed in communication with each other in a top portion of a piston, in order to use not only gas oil but also other volatile fuels of low cetane number such as gasoline and alcohol. Further, in order to improve the combustion performance, fuel is supplied into the subcombustion chamber in a finely pulverized state for easier evaporation, and fuel is adhered as liquid films to the main and subcombustion chambers. By so doing, ignition is ensured in all load conditions and it becomes possible to effect evaporation and combustion on the wall surface of each combustion chamber. Consequently, it is possible to obtain a combustion performance which is low in combustion noise and vibration and also low in the formation of unburnt matter.

Abstract: A combustion chamber defined by a recess formed in the top of a piston in the direction of the central axis thereof with its geometry being progressively enlarged in the direction of the recess. The intensities of swirl flow and squish flow are optimized by letting the two flows interact with each other in the upstream side so as to optimize the air flow in the combustion chamber overall. In the meantime, fuel is atomized and injected through a fuel injection nozzle means, which has five or more nozzle holes, toward the side wall of the combustion chamber so as to circumferentially divide the chamber by the fuel sprays into five or more approximately equal sections. Thus, uniform dispersion and distribution of fuel, together with the optimized flow of air, is achieved in the combustion chamber, whereby the air utilization rate is raised and the combustion unburnt particulate matters are decreased.

Abstract: Improvements in fuel injection nozzles for spark ignited internal combustion engines enabling a metered quantity of fuel entrained in a gas to be delivered into a combustion chamber to optimize the efficiency of operation of the engine. The fuel injection nozzle has a port (11) and a valve (15) movable relative to the port (11). Port (11) and the valve (15) have respective annular sealing faces (13) and (18) defining an annular frustoconical shaped throat (25) when the nozzle is open for the flow of metered fuel therethrough. The nozzle has a shroud (20) extending from the port (11) surrounding the periphery of the valve (15) when the nozzle is open and defining a delivery passage 27 downstream of the throat in the direction of fuel flow towards the combustion chamber. The delivery passage 27 is configured to be purged of fuel after each fuel delivery cycle to prevent carbon build-up in the nozzle.

Abstract: A combustion space of a reciprocating piston internal combustion engine in which the combustion development of the internal combustion engine, as also the knock limit, is positively influenced by a defined configuration of the combustion space and arrangement of the ignition and injection devices, and more particularly in such a manner that the fuel necessary for the operation of the internal combustion engine can be characterized by a lower octane number.

Abstract: A diesel engine wherein the crown of the piston has a flat end face provided with a centrally located circular combustion chamber and with an annular recess which surrounds and communicates with the combustion chamber and receives the tip of the fuel injection nozzle when the piston completes its compression stroke. At such time, the nozzle is close to but is still of contact with the piston. The tappets of first and second valves, which are installed in the head of the cylinder and respectively serve to admit air into and to permit evacuation of combustion products from the combustion chamber, overlap the end face of the piston to such an extent that they cannot bend the shafts of the respective valves if and when engaged and shifted axially by the piston during movement of the latter toward the top center of its compression stroke.

Abstract: According to the present ivention, a combustion chamber of internal combustion engines comprises: a main combustion chamber which is created by recessing the piston top; a swirl chamber which is contiguous to said main combustion chamber via a passage; and a fuel injection nozzle to supply atomized fuel into said main combustion chamber and swirl chamber. Because of the above arrangement, a relatively quick combustion takes place in the swirl chamber and a relatively sluggish combustion takes place in the main combustion chamber. As a result, the generation of HC, NOx, or smokes are suppressed while improving an output, a fuel consumption rate, and a thermal efficiency.

Abstract: Disclosed herein is a combustion chamber for internal combustion engines using a volatile fuel of low certain number such as gasoline, alcohol or the like. The fuel is directly injected into communicating main and subsidiary combustion chambers which are formed side by side in the top wall of a piston and in which swirls are formed. The fuel is supplied into the main and subsidiary combustion chambers in atomized form to facilitate its volatilization, and partly deposited in the form a film which is easily volatilized by hot compressed air and wall heat in the respective combustion chambers. A spark plug is provided in the main and subsidiary combustion chambers to accelerate ignition of the atomized fuel supplied thereto.

Abstract: In a valve-controlled compression-ignition engine with direct fuel injection and an intake passage inducing the inflowing air to rotate around the cylinder axis, an ideal combustion system has been found, combining the advantages of a diesel engine with direct fuel injection and an open combustion recess and those of a diesel engine with a pre-combustion or swirl chamber, while eliminating the main disadvantages of these two basic types. According to the proposals put forward by this invention the restricted passage or throat in the center area of the combustion chamber is bounded by means of a rotationally symmetric center part, whose lower end forms part of the toroidal combustion chamber, and whose top remains slightly below the fuel jet at the upper dead center of the piston, and which constitutes the inner boundary of the narrow ring-shaped scavenge passage leading from the combustion recess to the cylindrical throat, or rather to the cylinder itself.

Abstract: A spark-ignition, air-compressing, internal combustion engine having a combustion chamber in the shape of a body of revolution with a constricted opening in the piston crown. The injection nozzle is located in the cylinder head near the edge of the combustion chamber and the spark plug, opposite the injection nozzle, extends into the combustion chamber at the top dead center position of the piston. Mixture formation is predominantly by deposition of the fuel on the combustion chamber wall. In such an internal combustion engine, it is desired in applying the concept to a supercharged engine to satisfy the enhanced requirements with respect to mixture formation reliably in all ranges of operation, whereby a further improvement of ignition stability is also to be provided. This is essentially achieved by the special shape and proportioning of the combustion chamber, and in particular by the use of two arcs to form the side wall thereof, and a third arc, which joins the side wall, to form the bottom.

Abstract: An engine comprising a piston having a cavity formed on the top face thereof. A projection having an impingement face at the top thereof is formed at the center of the cavity. Fuel is injected from a fuel injector toward the impingement face to form a richer air-fuel mixture around the projection. A spark plug or a glow plug is arranged to ignite the richer air-fuel mixture at the end of the compression stroke.

Abstract: According to the invention, a combustion chamber for internal combustion engines is constructed by forming a combustion chamber recessed in the head portion of a piston, and disposing therein a fuel injection nozzle means that atomizes and supplies the fuel thereinto in such a manner that the plural number of fuel mists formed by the fuel injection nozzle means will strike the inner wall of the combustion chamber at intervals at the outside of the swirl generated in the combustion chamber but adhere to the combustion chamber inner wall flowing in the direction of the swirl. Therefore, the fuel so supplied does not cool the combustion chamber inner wall excessively, and itself is heated by the heat of the inner wall as well as by the heat of the compressed air so to vaporize easily, so that favorable dispersion and distribution of the mixture gas within the combustion chamber is ensured, developing stabilized power output and sustaining favorable combustion while suppressing the exhaust of HC and NOx.

Abstract: The invention provides a combustion chamber arrangement for an internal combustion engine which can attain stabilized firing performance and stabilized combustion performance during any load running of the engine. The combustion chamber arrangement includes a piston having a combustion chamber formed by recessing a top portion thereof along an axial direction, and a recessed portion formed by recessing a portion of a peripheral wall of the combustion chamber along the direction of the depth of the piston in a radially outward direction, whereby partially a rich mixture is produced within the recessed portion in order to improve the firing performance while mixture of a suitable concentration is dispersed and distributed within the combustion chamber so that the flame produced within the recessed portion may be propagated to the mixture within the combustion chamber.

Abstract: A direct injection type Diesel engine comprising a combustion chamber having an inner wall surface formed at a piston head of a piston reciprocated in a cylinder of the Diesel engine, and a fuel injection nozzle means mounted to a cylinder head of the Diesel engine, said fuel injection nozzle means having a main nozzle hole and an auxiliary nozzle hole, wherein the main nozzle hole is closed under low load of the Diesel engine to allow fuel to be injected from the auxiliary nozzle hole only. A part of the fuel injected from the auxiliary nozzle hole is allowed to collide with the inner wall surface of the combustion chamber arranged adjacent thereto, or is allowed to collide with an inner wall surface of a passage formed at the cylinder head, which inner wall surface is connected to the inner wall surface of the combustion chamber, thereby to be atomized, while a residual part of the fuel is allowed to flow along the inner wall surface of the combustion chamber.

Abstract: Described herein is a combustion chamber for internal combustion engine, including a protuberance extending radially inward from a peripheral wall surface of a combustion chamber which is formed by hollowing the top of a piston in the axial direction thereof. The protuberance induces rolling streams turning in the same direction as the fuel swirl thereby collecting air and atomized fuel in a region on the upstream side of the protuberance. The rolling stream serves to improve the ignition quality by enriching the concentration of fuel vapors in that locality. The flames generated in the vicinity of the protuberance are propagated to the atomized fuel which is supplied to other regions of the combustion chamber, thereby providing an internal combustion engine with improved ignition and combustion qualities.

Abstract: An arrangement and method is disclosed for enabling hypergolic combustion of a fuel mixture in the combustion chamber of a combustion device such as an internal combustion engine by irradiation of the fuel and/or of the fuel-air mixture with a beam of ultraviolet radiation to produce disassociation of a relatively high proportion of the fuel molecules to enable hypergolic combustion. Various arrangements are disclosed for accomplishing UV irradiation of the fuel in the context of an internal combustion piston engine, and a mercury vapor lamp or a laser are alternatively employed as a UV beam generator.

Abstract: In a combustion chamber structure in a direct injection type diesel engine, in order to prevent flames from flowing out to a quench zone Q from a combustion chamber (32) which opens to a top part (30a) of a piston (30) to thereby prevent cooling of the flames and also in order to prevent a fuel spray from being concentrated on a lower portion of the combustion chamber (32), the fuel spray should be reflected in the combustion chamber (32) effectively according to displacement of the piston (30) to allow it to be mixed with air sufficiently in the combustion chamber (32) or in a cylinder (28), and to this end there are provided a guide wall (34) which becomes larger in inside diameter downwardly from an opening edge portion (33) of the combustion chamber (32), as well as fuel reflection walls (36, 38) which project below the guide wall (34) toward a central axis (lo) of the combustion chamber (32) and divide the combustion chamber vertically into a first combustion chamber (44) and a second combustion chamber

Abstract: According to the present invention there is provided a combustion chamber of an internal combustion engine constructed so that, in order to effect good combustion of fuel fed in atomized condition into a combustion chamber with a swirl formed therein, first the vaporization of the fuel fed in atomized condition is accelerated and then the thus-vaporized fuel is ignited.

Abstract: A combustion chamber for an internal-combustion engine of the direct fuel injection type using a volatile fuel having a low cetane number, such as alcohol. The combustion chamber comprises a main combustion chamber and an auxiliary combustion chamber which are formed in the crown of a piston so as to overlap each other and so that individual swirls of intake air are formed therein, respectively. The fuel highly atomized for quick evaporation is supplied to the auxiliary combustion chamber and fuel films are formed over the respective inner surfaces of the main and auxiliary combustion chambers for being vaporized by the heat of the walls of the main and auxiliary combustion chambers. Thus, the combustion chamber has excellent combustion characteristics, in which the air-fuel mixture is reliably ignited in the entire range of loaded operation of the engine, combustion noise and vibration are reduced, and the discharge of unburned substances is controlled.

Abstract: An internal combustion engine with direct fuel injection includes at least one cylinder in which is slidable a piston the crown of which has a cavity constituting at least part of the combustion chamber of the cylinder, and a fuel injector with a nozzle having several holes facing the cavity in the piston and oriented so that its axis is at an angle of between 15.degree. and 30.degree. to the axis of the cylinder. The cavity in the crown of the piston has an inclined flat base wall which is oriented perpendicularly to the axis of the injector, and a mouth which is centered on the axis of the cylinder.

Abstract: A method and device for forming mixture gas for a direct fuel injection type internal combustion engine, which has a piston with a recess forming a combustion space, air intake means with swirling means for switching intake air to be supplied into the combustion chamber, and an intermittent swirl injector nozzle having at least one tangential passage for swirling fuel supplied through fuel supplying means to the combustion chamber, to jet the fuel in conical form to the swirling intake air, to form a mixture gas, and which comprises the steps of supplying swirling intake air into the combustion space, the swirling intake air having a swirl speed in conformance to the speed of the internal combustion engine, and spraying fuel from the swirl injection nozzle onto the swirling intake air in the combustion space at a fuel spray angle varied in response to the engine speed, thereby controlling the spray travel distance of the fuel and allowing the fuel to float in the combustion space without being stuck onto a wa

Abstract: A diesel engine intake system including a timing valve which is positioned in the intake system in engine starting and warming-up period under a cold engine condition. The timing valve is opened in the final period of the intake stroke so that a strong suction pressure is produced in the combustion chamber before the timing valve is opened. When the timing valve is opened, the intake air is rushed into the combustion chamber at a high speed whereby the intake air is compressed under the inertia of the high speed flow to thereby increase the temperature of the intake air. The timing valve is responsive to the suction pressure in the combustion chamber and opened when the suction pressure becomes stronger than a predetermined level.

Abstract: An air-compressing reciprocating piston-equipped internal combustion engine comprises, in the frontal face of a piston head, a rotation-symmetrical cavity as a combustion chamber, a fuel-feeding unit generating a rotary motion of the air charge entering the cavity, and a fuel injection unit. The fuel injection unit is provided with an injection nozzle for injecting fuel directly into the cavity constituting the combustion chamber. In order to achieve a higher degree of efficiency, a decrease of the emission of polluting gases and of noise, as well as a relief of the mechanically highly stressed parts of the engine, the rotary motion of the air charge generated by the fuel-feeding unit is given a swirl number of about 1.5 to 2.5. Furthermore, the diameter (d) of the combustion chamber-constituting cavity is between about 55 to 75% of the diameter (D) of the cylinder, and finally, the fuel injection nozzle has at least four orifices.

Abstract: An air-compressing reciprocating piston-equipped internal combustion engine comprises, in a piston head of the piston, a cavity being axially symmetrical about a central cavity axis and constituting a combustion chamber, as well as a fuel injection nozzle for injecting fuel directly into the said cavity. The nozzle has a longitudinal nozzle axis which encloses with the central cavity axis an acute angle. In order to generate a rotary motion of an air charge fed into the said cavity, there is provided a correspondingly designed air-feeding unit.

Abstract: An apparatus and method are disclosed for pretreatment of fuel prior to injection into the combustion chamber of a combustion device such as an internal combustion engine comprising heating of the fuel to a sufficiently high temperature to activate the fuel molecules to a critical degree enabling "hypergolic" combustion, i.e., combustion without significant ignition or combustion delay. The fuel is circulated through a vessel passing through the combustion chamber which is insulated to reduce heat loss such as to regeneratively preheat the fuel to a temperature on the order of 1000.degree. F. Regenerative heating of the fuel is alternatively combined with a catalytic treatment of the heated fuel to partially activate the fuel molecules to reduce the heating necessary to achieve hypergolic combustion.

Abstract: In a direct fuel injection type spark-ignition internal combustion engine in which a fuel is injected from a fuel injection nozzle into a cylinder onto the surface of the combustion chamber wall and then the fuel adhering to the wall is evaporated so as to generate a combustible mixture gas, the temperature of the combustion chamber wall is controlled so as not to rise excessively in a high engine load range by controlling the flow rate of an oil jet sprayed onto the back surface of the combustion chamber wall in accordance with engine operating parameters. The temperature of the combustion chamber wall in a low engine load range is maintained comparatively high by constructing the wall from a heat insulating structure. Through this control, the maximum combustion pressure at high engine loads can be held small and the cycle-by-cycle variation in rate of combustion at low engine loads can be kept small.

Abstract: The disclosure describes a structure of a main combustion chamber of a diesel engine of a direct injection type in which a main combustion chamber having a peripheral wall which includes a plurality of collision walls and guide walls which are disposed alternately to each other in a circumferential direction of the piston, characterized in that; each guide wall includes an upstream portion and a downstream portion with a boundary therebetween in the direction of the swirl, a radial distance from the center of the chamber to the boundary is shorter than a radial distance from the center of the chamber to other portions and each upstream portion has a longer radius of a curvature and a circumferential length than each downstream portion so that the inner periphery of the chamber has a pin-wheel-like shape.

Abstract: A direct injection internal combustion engine of a compression ignition type in which portions of an injected fuel spray which have not been evaporated are prevented from striking the walls of the combustion chamber, and the fuel spray is prevented from catching up the air around it when moving in the combustion chamber, thereby providing an engine having reduced combustion noise, reduced amount of smoke and noxious emissions, and improved fuel economy. A combustion chamber is formed in the piston substantially in the form of a spherical cavity gradually narrowing towards the opening of the cavity at the top surface of the piston. An air intake mechanism swirls intake air supplied to the combustion chamber. A swirl injector injects a fuel spray substantially in the form of a hollow cone having a velocity component in a direction tangential of the central axis of the nozzle.

Abstract: In an internal combustion engine comprising a piston (1) having a combustion bowl (3) recessed in the crown of the piston and a plurality of arcuate recesses (7) formed in the side wall (6) of the bowl spaced apart by arcuate intermediate portions of the side wall, swirl means to cause the inlet air to rotate about the axis of the bowl, and fuel injection means (2) that serves to direct a plurality of fuel jets radially of the bowl each towards a corresponding recess (7), the piston is characterized in that the ratio of the maximum distance by which each recess (7) extends radially into the side wall (6) compared with the radius of the side wall (6), lies within the range 0.10 to 0.20.

Abstract: A gas-diesel dual fuel engine operative with both a gaseous fuel and a diesel fuel oil. The engine has an electronic governor circuit adapted to receive both a speed signal representing actual speed of engine and a set speed signal representing a predetermined command speed of the engine, electric actuators adapted to actuate a diesel fuel injection pump and a gaseous fuel regulating valve, respectively, in response to the signal from the electronic governor circuit, and a mode switching control circuit connected to the electronic governor circuit and adapted to switch the operation of the electric actuators between a diesel fuel operation mode and a gaseous fuel operation mode.

Abstract: The present invention features a modified Saurer type direct injection Diesel engine wherein the fuel injector is offset to one side of the cylinder bore axis and a lip is provided about the upper periphery of the cavity which generates a sufficiently strong squish and reverse squish as to entrain and disperse the fuel (viz., macro-mix) which is injected along the forshortened injection trajectories and prevent wetting of the cavity wall. The lip is further arranged to permit the finely divided low inertia and kinetic energy fuel droplets (micro-mixed) of the fuel which is injected along the elongate injection trajectories to be drawn out of the cavity under the influence of the reverse squish and thus obviate any delay in combustion.

Abstract: A fuel injection system is proposed, having a valve each for the pre-injection quantity and for the main injection quantity, each of the valves having plural injection ports. The injection ports for the pre-injection quantity are smaller than those for the main injection quantity. Furthermore, the injection streams of the pre-injection quantity form a cone angle which is smaller than the cone angle of the main injection streams. By means of the two injection pumps it becomes possible to regulate exactly and indepedently the amount of injection as well as the injection time of the pre-injection quantity and of the main injection quantity.

Abstract: Disclosed are a turbulence generating method for an internal combustion engine and an internal combustion engine for carrying out that method. Main and auxiliary recesses communicating with each other are formed by at least two projections in the combustion chamber of a reciprocating internal combustion engine, which is defined by a piston, a cylinder head and a cylinder block. A swirling mechanism for swirling the intake air is disposed in an intake mechanism for supplying the intake air into the combustion chamber. A swirl of intake air is generated in the main recess by the swirling mechanism and is accelerated and introduced into the main recess as the piston rises. A turbulent layer is formed while the swirl is converted occasionally into turbulences by the projections. Secondary swirls other than the main swirl are generated in the auxiliary recesses. Turbulences are further generated between the swirl and the secondary swirls thereby to improve combustion efficiency.

Abstract: A diesel engine having staged injection for using lower cetane number fuels than No. 2 diesel fuel. The engine includes a main fuel injector and a pilot fuel injector. Pilot and main fuel may be the same fuel. The pilot injector injects from five to fifteen percent of the total fuel at timings from 20.degree. to 180.degree. BTDC depending upon the quantity of pilot fuel injected, the fuel cetane number and speed and load. The pilot fuel injector is directed toward the centerline of the diesel cylinder and at an angle toward the top of the piston, avoiding the walls of the cylinder. Stratification of the early injected pilot fuel is needed to reduce the fuel-air mixing rate, prevent loss of pilot fuel to quench zones, and keep the fuel-air mixture from becoming too fuel lean to become effective. In one embodiment, the pilot fuel injector includes a single hole for injection of the fuel and is directed at approximately 48.degree. below the head of the cylinder.

Abstract: The present invention relates to a combustion chamber in a direct-injection diesel engine. The combustion chamber has a restriction at its inlet and a plurality of recesses in a side surface thereof. Atomized streams of fuel are injected at equal angular intervals from a fuel nozzle having injection ports which are one more than the recesses. The recesses make the piston top surface thinner, and would thermally destruct stepped portions of valve clearances defined in the piston for intake and exhaust valves. To prevent this, the stepped portions of the valve clearances are displaced off the recesses. The side surface of the combustion chamber with which the atomized fuel collides is inclined at an angle of 45.degree. with respect to the piston top surface. With the above construction, good and quiet fuel combustion can be achieved throughout the full range of engine rotation.

Abstract: In a fuel injection type internal combustion engine including a cylinder body with a cylinder chamber, a cylinder head, a piston adapted to be reciprocated within the cylinder chamber, an injection nozzle having its central axis inclined with respect to the top of the piston and its injection port offset from the center of the cylinder chamber, and a combustion chamber cavity opened in the top of the piston, an auxiliary cavity defined by a notched wall having complicatedly cut surfaces is formed in the opening portion of the combustion chamber cavity. The notched wall is formed in a manner to follow the conical surface of a cone, in response to the piston travel, the cone having as its apex a point located upstream of the injection port, as its center the central axis of the injection nozzle, and as its apex angle the maximum spray diverging angle of the injection nozzle.