Abstract: An engine is provided. In one embodiment, the engine includes a precombustion chamber having a body, a secondary combustion chamber disposed at least partially in the body, and a plurality of passages configured to place the precombustion chamber in fluid communication with a main combustion chamber.

Abstract: The invention relates to a spark-ignition engine with a highly structural compression ratio greater than 15:1, throttle regulation, externally supplied ignition and with direct fuel injection into a precombustion chamber, which is connected to the main combustion chamber via an overflow channel. The fuel is injected into the precombustion chamber during the compression stroke and is ignited by a spark plug located in a manner that is as central as possible. The invention relates to a spark-ignition engine with a highly structural compression ratio greater than 15:1, throttle regulation, externally supplied ignition and with direct fuel injection into a precombustion chamber, which is connected to the main combustion chamber via an overflow channel. The fuel is injected into the precombustion chamber during the compression stroke and is ignited by a spark plug located in a manner that is as central as possible.

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: A combustion chamber assembly for use in a piston of a diesel engine includes a combustion chamber being defined in a crown of a piston, the combustion chamber having a center portion, the center portion being defined at least in part by a surface being a portion of a convex sphere to define a post, the sphere having a radius and an origin, the origin of the radius lying on a combustion chamber central axis and the combustion chamber further having an outwardly radially disposed sidewall margin, the sidewall margin being defined in part by an annular surface, the annular surface being concave and having an origin and a radius. The combustion chamber is further defined by an annular bowl lip surface. A piston and a method of forming a combustion chamber are further included.

Abstract: A catalytic internal combustion engine has an air cylinder (12) and a fuel management cylinder (14) interconnected at their head ends by a combustion chamber (5) and having respective pistons (16, 18) reciprocating in phase. Petrol is injected into the fuel management cylinder where is vaporizes in air during the compression stroke to form a very high air/fuel vapor mixture which cannot be spontaneously ignited by the high compression pressures used in the engine. Low octane petrol is a suitable fuel even when compression ratios of 12-16:1 are used. Air from cylinder (12) is forced into the combustion chamber (5) during the compression stroke through a port (44) which imparts a vortex motion in the air in the chamber (5). This mixes with the fuel/air mixture entering the combustion chamber from cylinder (14). A thin platinum layer catalyst on the wall of the combustion chamber triggers compression ignition of the fuel/air mixture as it mixes with the air in the combustion chamber.

Abstract: A compression-ignition internal combustion engine has a secondary combustion chamber in communication with the main combustion chamber via an injection passage extending from one end of the secondary chamber, and a fuel injection nozzle for injecting fuel into the secondary chamber from an opposite end thereof. The injection nozzle includes a pair of fuel discharge orifices having axes lying in mutually parallel relationship and are disposed for essentially bisecting the secondary chamber, and the injection passage has a length smaller than the diameter thereof.

Abstract: The invention is an improved six-cycle engine that improves performance in fuel economy and in the power to size ratio. The six cycles are a first intake stroke, a compression and storing stroke, second intake stroke, a compression and combining stroke, the power stroke, and the exhaust stroke. The invention provides for using some of the fuel's energy that ordinarily is lost in the engine's cooling system, by absorbing heat after the first stroke and subsequently using it in the power stroke. A special configuration of a separate chamber for the compression of gases induced in the first intake stroke and a special configuration for the valve to that chamber are part of the design. Two induction cycles are included in the six cycles for each power stroke.