Abstract: In an engine including an auxiliary chamber having an ignition plug therein, an amount of heat generated in the auxiliary chamber tends to be large, and thus it is necessary to suppress abnormal combustion. However, when a sensor is added to the ignition plug, a manufacturing cost of the ignition plug tends to increase. An ECU 2 includes an auxiliary chamber temperature estimation unit 21 that estimates a temperature of the auxiliary chamber 42, and an ignition control unit 22 that delays an ignition timing at a first decrease degree defined in accordance with a change amount of the ignition timing with respect to the temperature of the auxiliary combustion chamber as the temperature of the auxiliary chamber 42 increases in a case where the estimated temperature of the auxiliary chamber 42 is included in a middle temperature region equal to or lower than a first set temperature.

Abstract: An ignition system and a method for a spark-ignition combustion engine having a high-frequency plasma-augmented ignition spark, the spark ignition of the fuel being realized by at least one spark plug associated with a combustion chamber of the combustion engine. The spark plug has a prechamber having at least one opening via which the prechamber communicates with the combustion chamber on the fuel side, so that the ignition spark in the prechamber, into which the high-frequency plasma can be injected, induces the plasma-augmented spark ignition of the fuel in the prechamber.

Abstract: A prechamber spark plug may have a prechamber having a pre-determined aspect ratio and hole pattern to achieve particular combustion performance characteristics. The aspect ratio and hole pattern may induce a rotational flow of fuel-air in-filling streams inside the prechamber volume. The rotational flow of the fuel-air mixture may include both radial flow and axial flow characteristics based on the aspect ratio and hole pattern. Axial flow characteristics can include a first axial direction proximate the periphery of the rotational flow and a counter second axial direction approaching the center of the rotational flow. The radial and axial flow characteristics may further include radial air-fuel ratio stratification and/or axial air-fuel ratio stratification. The rotational flow, the radial flow and the axial flow may be adjusted by alteration of the aspect ratio and hole pattern to achieve particular combustion performance characteristics in relation to a wide variety of spark gap geometries.

Abstract: Aspects of the present invention relate to systems and method for converting ozone and fuel into mechanical energy and waste products. In some embodiments, a super-combustor may be used to provide a combustion engine with an improved ability to combust fuel. Certain embodiments of the invention may provide for an improved spark plug or modified engine having a super-combustor built in.

Abstract: An igniter for ignition over a wide air/fuel ratio range. Igniter includes an igniter body including an internal cavity disposed substantially within the igniter body, an internal spark gap disposed substantially within the internal cavity, an external spark gap disposed substantially on an exposed surface of the igniter body, and a fuel charge delivery system for delivering a fuel charge to the internal cavity.

Abstract: A spark ignition internal combustion engine includes a sub-combustion chamber in which gas mixture with an air-fuel ratio adapted for an operating state of the engine over a wide operating range of the engine is supplied to a combustion chamber. The amount of hydrogen carbide discharged is less and a high efficiency can be attained. The sub-combustion chamber of the internal combustion engine communicates with the main combustion chamber. Gas mixture injecting apparatus intermittently injects gas mixture into the sub-combustion chamber. Ignition devices are arranged in the sub-combustion chamber. The engine is constructed such that the sub-combustion chamber is eccentric in a sideward direction from an extending line of injecting direction of the gas mixture injecting apparatus and communicated with the main combustion chamber.

Abstract: A process and engine using a homogeneous mixture of fuel and air but ignited spontaneously by high mixture temperatures produced by heating and by compression of the fuel charge in which a controlled rate of combustion is obtained by adding exhaust products to the fuel-air mixture. A combustion chamber is connected to the cylinder head of an internal combustion engine which is provided with a fuel and exhaust products which remain therein as fresh air is introduced into the cylinder due to a restricted entrance. A heater element at the entrance heats fresh air entering the combustion chamber on the compression stroke to produce spontaneous ignition of the homogeneous mixture.

Abstract: An internal combustion piston engine of the torch ignition type employs an auxiliary combustion chamber connected by a torch passage to a compact main combustion chamber. A spark plug has electrodes located adjacent the upstream end of the torch passage and remote from the intake valve for the auxiliary combustion chamber. At least one suction conduit intersects the torch passage between its ends and extends from a peripheral zone of the main combustion chamber. This zone may comprise a squish zone which increases flow of air-fuel mixture into the torch passage to follow the torch flame into the main combustion chamber. A cavity in the engine head may receive the torch flame from one or more torch passages.

Abstract: An internal combustion engine with externally supplied ignition is proposed, in which besides a main combustion chamber an ignition chamber is provided, which communicates with the main combustion chamber via a central discharge channel, which is disposed coaxially with the axis of the ignition chamber, and via additional discharge channels distributed about this discharge channel. Protruding into the coaxially disposed overflow channel is an electrode extending through the ignition chamber, this electrode being embodied as a heat pipe and forming a spark gap with the wall of the ignition chamber in the region of the overflow channel. As a result of its embodiment as a heat pipe, the electrode is protected against excessive heating and is simultaneously held to an optimal temperature.

Abstract: A high compression type internal combustion engine comprising a cylinder head having a flat inner wall, and a piston having a flat top face. The flat inner wall and the flat top face form a squish area therebetween. A recess having a lung-shaped cross-section is formed in the cylinder head. A shallow groove is formed on the flat inner wall of the cylinder head so as to extend from the intake valve to the recess. An exhaust valve is arranged on the bottom of the recess. The squish area comprises a first squish area portion and a second squish area portion. The first squish area portion has an area which is about four times the area of the second squish area portion. A spark plug is arranged in the recess at a position near the first squish area portion and remote from the second squish area portion.

Abstract: A fluidic diode combustion chamber for the cylinders of an internal combustion engine. The chamber comprises a passageway having an entrance and an exit in fluid communication with the cylinder immediately above its piston. The passageway is shaped and designed such that during the compression stroke, the flow of working fluid from the cylinder to its passageway is predominantly into the entrance of the passageway. During the expansion stroke, the flow of working fluid from the passageway back to the cylinder is predominantly from the exit of the passageway. Means is provided for injecting fuel into the passageway for forming a fuel air mixture for ignition.

Abstract: An internal combustion engine comprises a main combustion chamber and an auxiliary combustion chamber which are interconnected to each other via a connecting passage. The spark plug is arranged in the connecting passage. The engine further comprises a first raised portion formed on the inner wall of the cylinder head, a second raised portion formed on the top face of the piston at a position opposite to the first raised portion with respect to the axis of the piston, and a third raised portion formed on the inner wall of the cylinder head above the second raised portion. A first flat squish area is formed between the flat peripheral top face of the piston and the flat bottom face of the first raised portion. A second spherical shell shaped squish area is formed between the spherical bottom wall of the third raised portion and the spherical rear face of the second raised portion.

Abstract: An internal combustion engine comprises a main combustion chamber and an auxiliary combustion chamber which are interconnected to each other via a connecting passage. The spark plug is arranged in the connecting passage. The engine further comprises a first raised portion formed on the inner wall of the cylinder head, a second raised portion formed on the top face of the piston at a position opposite to the first raised portion with respect to the axis of the piston, and a third raised portion formed on the inner wall of the cylinder head above the second raised portion. A first flat squish area is formed between the flat peripheral top face of the piston and the flat bottom face of the first raised portion. A second spherical shell shaped squish area is formed between the spherical bottom wall of the third raised portion and the spherical rear face of the second raised portion. The axis of the connecting passage is located in the extension of the second squish area.

Abstract: A high compression type internal combustion engine comprising a cylinder head having a flat inner wall, and a piston having a flat top face. The flat inner wall and the flat top face form a squish area therebetween. A recess having a lung shaped cross-section is formed in the cylinder head. A shallow groove is formed in the flat inner wall of the cylinder head so as to extend from the intake valve to the recess. The exhaust valve is arranged on the top of the recess. A depression connected to the recess is formed in the shallow groove. The spark plug is arranged in the depression.

Abstract: A multi-cylinder internal combustion engine having a plurality of cylinders, each comprising a combustion chamber and an accumulation chamber which are interconnected to each other via an accumulation valve. The accumulation chambers are interconnected to each other via a common connecting passage. The opening operation of the accumulation valve is controlled so that the accumulation valve remains opened during the compression stroke. In the first half of the compression stroke, a jet of the combustible mixture is spouted out into the combustion chamber from the accumulation chamber to create a strong swirl motion in the combustion chamber. In the latter half of the compression stroke, the combustible mixture in the combustion chamber flows into the accumulation chamber to accumulate the combustible mixture under high pressure, which is spouted out into the combustion chamber at the next cycle.

Abstract: A two cycle, spark ignition internal combustion engine of the class having a combustion chamber divided into a relatively small ignition region and a larger combustion region including the cylinder and piston is defined. Substantially stoichiometric fuel-air mixtures are independently supplied to the ignition region in substantially fixed quantity and to the larger region in variable quantity and compressed simultaneously so that the mixtures remain completely separated prior to ignition. The mixtures are stratified with respect to excess air supplied to both regions and to exhaust gases in the engine cylinder, and combustion initiated in the ignition region ignites the variable-sized mixture in the larger region. Burning proceeds from stoichiometric mixtures to lean mixtures as the stratified excess air is mixed into the burning gases. When no fuel is supplied to the large region, the small region functions independently and burns its fuel efficiently.