Abstract: A residual gas ignitor for use in igniting a fuel-air mixture within a main combustion chamber of an engine. The residual gas ignitor includes at least one inlet/outlet port, a residual gas ignitor chamber for receiving a combustion gas from the main combustion chamber, an ignitor valve for opening and closing the at least one inlet/outlet port, an actuator for actuating the ignitor valve to open and close the at least one inlet/outlet port, a valve guide for keeping the ignitor valve in a correct orientation within the residual gas ignitor, a preload spring for being in compression when the actuator disposes the ignitor valve into the closed position, and a heating element for maintaining or increasing a temperature of the combustion gas while the combustion gas is in the residual gas ignitor chamber. The residual gas ignitor may be used in engines for initiating combustion of fuel-air mixtures.

Abstract: A method for planning a vehicle diagnosis in a vehicle includes: estimation of an operating characteristic of the vehicle on a route to be traveled by the vehicle; and planning of the vehicle diagnosis based on a probability that the estimated operating characteristic of the vehicle will correspond to an operating characteristic suitable for the vehicle diagnosis.

Abstract: A gaseous fuel engine combines the efficiencies associated with high compression ratio engines with the attractiveness of fueling with natural gas. Each engine cylinder has an associated fuel injector positioned for direct injection and supplied with gaseous fuel from a high pressure common rail. A separate ignition prechamber is also supplied with natural gas and includes an ignition device. Hot gas generated by igniting a mixture of gaseous fuel and air in the prechamber are used to ignite a much larger charge of gaseous fuel injected into the engine cylinder from the fuel injector. The engine has a compression ratio greater than 14: to 1.

Abstract: A gas-powered tool motor includes a combustion chamber with an intake valve at one end, an exhaust valve at another end, and a control plate or control valve between two portions of the combustion chamber. A piston or other positive displacement device is in communication with the combustion chamber. The intake and exhaust valves have closure members that are movable along a common axis in tandem between collective open positions for recharging the combustion chamber with the fuel and air mixture and collective closed positions for detonating the fuel and air mixture in the combustion chamber and displacing the positive displacement device. The control plate or control valve supports limited air flows from a first portion of the combustion chamber to a second portion of the combustion chamber even in the closed position of the control valve for supporting two-stage combustion.

Abstract: An internal combustion engine is described that includes an expansion cylinder adjacent to a first combustion cylinder (or power cylinder). Combustion gases from the first cylinder are directed to the expansion cylinder to act on the piston in the expansion cylinder. The expansion cylinder has a larger bore (i.e. larger diameter piston) and/or a longer stroke than the first cylinder. The longer stroke also results in a much larger crankshaft arm resulting in a significantly improved mechanical advantage (i.e. torque). In addition, the expansion cylinder includes a check valve that is designed to automatically open the expansion chamber to atmosphere if a negative pressure develops due to the varying amount of exhaust gases at different speeds. In one embodiment, two power cylinders can be connected to one expansion cylinder.

Abstract: An internal combustion engine is described that includes an expansion cylinder adjacent to a first combustion cylinder (or power cylinder). Combustion gases from the first cylinder are directed to the expansion cylinder to act on the piston in the expansion cylinder. The expansion cylinder has a larger bore (i.e. larger diameter piston) and/or a longer stroke than the first cylinder. The longer stroke also results in a much larger crankshaft arm resulting in a significantly improved mechanical advantage (i.e. torque). In addition, the expansion cylinder includes a check valve that is designed to automatically open the expansion chamber to atmosphere if a negative pressure develops due to the varying amount of exhaust gases at different speeds. In one embodiment, two power cylinders can be connected to one expansion cylinder.

Abstract: A six-stroke engine system including an engine with a combustion chamber including an exhaust valve that expels exhaust gasses during an exhaust stroke, and a blowdown exhaust valve that expels blowdown exhaust gasses during recompression. An intake line directs air into the combustion chamber, and an exhaust line directs exhaust gasses from combustion chamber. A blowdown exhaust line directs blowdown exhaust gasses out of the combustion chamber and into the intake line. The blowdown exhaust gasses are expelled through the blowdown exhaust valve during recompression, and exhaust gasses are expelled through the exhaust valve during the exhaust stroke.

Abstract: It is provided an improved internal combustion engine unit. The engine unit has a piston moving in a cylinder enclosing cylinder volume, an intake valve controlling closing and opening of an intake aperture connecting the cylinder volume to an intake manifold, and an exhaust valve controlling closing and opening of an exhaust aperture connecting the cylinder volume to an exhaust manifold. The improved engine unit includes a separating aperture between the cylinder and a separation chamber, and a separating valve adapted for controlling closing and opening the separating aperture. The separation chamber is connectable to the intake manifold and to the exhaust manifold, respectively, by the intake and exhaust apertures. Opening both the separating valve and the exhaust valve enables gas flow from the cylinder volume to the exhaust manifold through the open separating aperture, the separation chamber and the open exhaust aperture.

Abstract: A hydraulic orifice which is mounted at a head oil journal formed in a cylinder head and supplies an oil to a supply line after reducing pulsation of the oil supplied to the head oil journal, may include a body pressed on the head oil journal so as to form a chamber with the cylinder head, a joining line formed along a longitudinal axis of the body therein and fluid-communicating with the supply line, and at least two hydraulic lines formed in the body and connecting the chamber with an end of the joining line in the body to supply the oil through the other end thereof to the supply line, wherein the oils passing through the at least two hydraulic lines are joined at the end of the joining line with different phases such that the pulsation of the oil in the joining line is reduced.

Abstract: A method of initiating combustion in an internal combustion engine that has a main chamber (5) of variable volume into which an ignitable mixture is introduced, an auxiliary chamber (10) opening out into the main chamber and a controlled valve unit (11, 14, 15) for putting the auxiliary chamber into communication with, or isolating it from, the main chamber. The method includes controlling the controlled valve to put the auxiliary chamber into communication with the main chamber during a period that includes the top dead center between the compression stage and the expansion stage. An engine is specially adapted to implement the method.

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: The invention relates to a method of initiating combustion in an internal combustion engine that comprises a main chamber (5) of variable volume into which an ignitable mixture is introduced, an auxiliary chamber (10) opening out into the main chamber and a controlled means (11, 14, 15) for putting the auxiliary chamber into communication with the main chamber, or for isolating it therefrom. The method includes the step of controlling the controlled means to put the auxiliary chamber into communication with the main chamber during a period that includes the top dead center between the compression stage and the expansion stage. The invention also provides an engine specially adapted to implement the method of the invention.

Abstract: The Process Chamber Motor PKM is a combustion piston engine comprising a Process Chamber as a novel type of prechamber, into which fluid fuel continually flows and is processed therein over a plurality of cycles to form a PKM-combustible-material. Above the Compression Chamber—separated by an impermeable Separating Wall—lies a Process Chamber PK, into which fuel is pushed over a long period (gear pump), therein vaporizing and therein being processed with added oxygen-overstoichiometric gas to form combustible material: gas, possibly with smoke and soot. The PK contains combustible material for at least two cycles, sustained at a pressure near the maximum attained above the piston and sustained at Process-temperature (e.g. 800° C.). The portion of combustible material to be combusted in the respective cycle streams—via a valve (e.g. pneumatically-actuated Cylinder-Valve) which is opened in the culmination zone—into the Combustion Chamber.

Abstract: A fuel conditioning system has a housing defining a chamber and provided with an inlet upstream of the chamber and an outlet downstream of the chamber. A hemispherical seat has a first end in communication with the inlet, and a second end in communication with the chamber. A valve body is moveable between a closed position and an open position where the valve body is spaced from the inlet to allow air to flow into the chamber. A biasing device biases the valve body toward the closed position.

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 fastener driving tool comprising a tool nose through which a fastener is fired and a loading apparatus for introducing the fastener into the tool nose. The fastener is propelled by a gas combustion mechanism comprising a first priming cylinder having a first piston and an air intake fluidically connected via a first valve apparatus to a second delivery cylinder having a second piston. The first priming cylinder is fluidically connected to a fuel gas reservoir via a second valve apparatus. The first priming cylinder receives fuel from the reservoir and air through the air intake to form an air/fuel gas mixture therein. The first piston compresses the air/fuel gas mixture and transfers the air/fuel gas mixture to the second delivery cylinder via the first valve apparatus. The air/fuel mixture is ignited therein and urges the second piston towards the fastener and propels the fastener away from the tool nose.

Abstract: The present invention is directed to an internal combustion engine for making suction, compression, explosion, expansion and exhaust strokes in an operating chamber of variable volume defined between a housing and a piston. The internal combustion engine includes: an independent combustion chamber of fixed volume, formed in the housing and provided with a fuel supply device, for independently producing combustion therein; at least one communication passage for communicating the independent combustion chamber with the operating chamber of variable volume; and a control valve for allowing introduction of compressed air from the operating chamber into the independent combustion chamber and providing injection of combustion gas from the independent combustion chamber into the operating chamber at specified timing. The internal combustion engine is configured to independently produce main combustion without communication with the operating chamber.

Abstract: A split phase fuel conditioner 10 includes a main body 20 defining an ignition chamber 22. A transfer passage 24 is in fluid communication between the ignition chamber 22 and chamber 14. A valve 28 selectively opens and closes a throat 26 of the transfer passage 24 to control fluid communication between chamber 22 and chamber 14. A first injector 30 injects a first fuel volume into ignition chamber 22. A second fuel injector 32 injects a second volume of fuel directly into transfer passage 24 through the first valve 28. The first fuel volume is ignited in the chamber 22 to form an ignition plasma. Valve 28 is opened allowing the ignition plasma to condition the second fuel volume by vaporising the second fuel volume. The ignition plasma then sweeps the conditioned second fuel volume into the combustion chamber where it combusts in a controlled manner.

Abstract: A fuel conditioning system (10) comprises a housing (12) defining a chamber (14) and provided with an inlet (16) upstream of the chamber (14) and an outlet (18) downstream of the chamber (14). A hemispherical seat (20) is formed in the housing (10) with a first end (22) in communication with the inlet (16), and a second end (24) in communication with the chamber (14). A valve body (26) is received within the seat (20) and is moveable between a closed position and an open position where the valve body is spaced from the inlet (16) to allow air to flow into the chamber (14). A spring (32) biases a valve body at a pressure of approximately one atmosphere toward the closed position. Fuel is sprayed from a plurality of jets (72) formed in the seat and laterally relative to the flow of air past the valve body.

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 produces hot gas jets that 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: The invention concerns an ignition device for internal combustion engine comprising: a main combustion chamber (1) fitted with a compression system; and an igniter (11) comprising a precombustion chamber (2) and an ignition system (13, 14), the precombustion chamber being defined by a precombustion chamber body (12) having a head (12a) including passageways (15), the head (12a) of the precombustion chamber body (12) separating the precombustion chamber (2) from the main chamber (1) and communicating the precombustion chamber (2) and the main chamber (1) through the passageways (15), characterized in that the passageways comprise at least one passageway enabling the propagation of a flame front of the precombustion chamber (2) to the main chamber (1) when the engine operates on low load and at least one passageway not enabling the propagation of a flame front while enabling the passageway of unstable compounds of the precombustion chamber (2) to the main chamber (1).

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

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

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

Abstract: An internal combustion engine is adapted for operation with homogeneous combustion and compression ignition. The engine includes plural cylinders with the piston in each cylinder defining the main combustion chamber and connected to a crankshaft for reciprocating motion rotatably driving the crankshaft. An auxiliary combustion chamber and an inlet passage are formed in the engine head for each of the cylinders with a control valve for controlling communication between the main combustion chamber and the auxiliary combustion chamber and an inlet valve for controlling communication between the main combustion chamber and the inlet passage. The inlet valve is driven with rotation of the crankshaft, while the drive for the combustion control valve is independent of angular position of the crankshaft and has its own controller for timing its opening and closing to provide controlled homogeneous combustion.

Abstract: A two-step combustion system configured to install an auxiliary combustion chamber at the upper lateral surface of the combustion chamber and to store some of the compressed fuel-air mixture in the auxiliary combustion chamber to allow the fuel-air mixture to be burnt again after the middle of an explosion stroke, thereby reducing the fluctuation range of the rotational force of a crankshaft.

Abstract: An internal combustion engine is adapted for operation with homogeneous combustion and compression ignition. The engine includes plural cylinders with the piston in each cylinder defining the main combustion chamber and connected to a crankshaft for reciprocating motion rotatably driving the crankshaft. An auxiliary combustion chamber and an inlet passage are formed in the engine head for each of the cylinders with a control valve for controlling communication between the main combustion chamber and the auxiliary combustion chamber and an inlet valve for controlling communication between the main combustion chamber and the inlet passage. The inlet valve is driven with rotation of the crankshaft, while the drive for the combustion control valve is independent of angular position of the crankshaft and has its own controller for timing its opening and closing to provide controlled homogeneous combustion.

Abstract: A rapid compression device for use in initiating combustion within an internal combustion engine is disclosed. The rapid compression device employs a prechamber adapted to be in fluid communication with a main combustion chamber of the internal combustion engine. A piston is provided within a cylinder of the prechamber and compresses natural gas therein to a degree sufficient to auto-ignite the gas when mixed with air. The auto-ignition of the gas and air mixture results in combustion gases which are communicated to the main combustion chamber for ignition of the air and gas mixture provided therein as well.

Abstract: A hybrid air engine includes an engine block, a head with at least one precombustion chamber (head), at least one intake injector, at least one exhaust valve, a routing manifold, and an engine control module. The at least one intake injector, and the at least one exhaust valve are retained by the head. The precombustion chamber formed in the head includes a spark plug and a precombustion injector. A source of compressed air and a source for fuel is supplied to the routing manifold. The routing manifold directs the flow of the compressed air and fuel to the at least one intake injector and at least one precombustion injector. The engine control module controls the operation of the at least one intake injector, at least one exhaust valve, and other engine components.

Abstract: A recuperating four-stroke internal combustion engine obtains improves Carnot efficiency by use of a new and novel cylinder head which captures thermal energy normally thrown away in the exhaust and re-introduces it to the working cycle. This result, long sought by others, has been achieved by incorporating within the head a compact internal recuperative heat exchanger in series with a combustion chamber or pre-chamber. A recuperator-protecting valve segregates the recuperator from hot combustion gases until the gases reach maximum expansion in the cylinder. Recuperators of both common-duct and seperated-duct design are described, the separated duct recuperator permitting higher recuperator temperature and increased efficiency and a reduction in the number of valves necessary to control gas flow. A preferred embodiment employs four valves per cylinder unit, a separated duct recuperator, and an insulating liner that surrounds both the combustion chamber and the recuperator.

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: A valve arrangement for controlling gas exchange in a piston-type internal-combustion engine consisting of an arrangement of valves through which it is possible to optimize the filling of the combustion chamber of the cylinder with the fuel mixture as well as exhaust of the residual gases of combustion.

Abstract: Method and apparatus for heating gases cooled by an aftercooler that receives hot gases from a compressor. The method includes the steps of directing at least a portion of said hot gases to means for bypassing the aftercooler, and using the bypass means to direct hot gases to a location that receives cooled gases from the aftercooler. The hot gases are used at the location to heat the cooled gases when ambient temperature is at or below freezing, and are used downstream from the aftercooler when moisture freezes in the aftercooler.

Abstract: An ignition device (22) is positioned in an ignition chamber (21) which in turn is positioned in a prechamber (11) in the cylinder head of an internal combustion engine. A valve controlling flow to and from the ignition chamber is opened to initiate ignition near top dead center of the compression stroke and is closed before the exhaust stroke to trap hot combustion gases in the ignition chamber. Very exacting control of ignition is achieved.

Abstract: An energy conservation cycle engine which protects environmental pollution by reducing NOx gases, unburned materials and increases the specific output power per weight by reducing friction-loss and vibration, by reducing the wall thickness of the main combustion chamber, and by raising the maximum combustion pressure thereby reducing CO.sub.2 in the exhaust gas. A piston has a cup-like recess at its top and a small diameter piston protrudes therefrom. A cylinder head conforms with the shape of the piston to accept the protruded portion so as to form two combustion chambers, a main chamber and a sub-chamber, and the lower end of the sub-chamber is tapered to accelerate the movement of the combustion gas between the two chambers.

Abstract: This gas engine with pre-combustion chambers. effectively uses ejection energy of flames and air-fuel mixtures ejected from the pre-combustion chambers into the main combustion chambers to shorten the combustion duration and thereby enhance performance. Installed in the cylinder head at the central part of the cylinders are pre-combustion chamber structures. that form pre-combustion chambers; Combustion chamber structures are formed with communication port that communicate the pre-combustion chambers with the main combustion chambers. Control valves are provided to open and close the communication ports. The communication ports comprise main communication ports and sub-communication ports formed around the main communication ports. The sub-communication ports are formed in the combustion chamber structures so that they extend radially toward the cylinder periphery.

Abstract: In the combustion chamber structure of the gas engine the combustion chamber members are formed with the sub-communication holes allowing communication between the main combustion chambers and the pre-combustion chambers and also with throat holes in which throat hole valves are installed. This structure avoids excessively high compressed air pressure in the main combustion chambers during the compression stroke and reduces the compression work to improve performance. The sub-communication holes open at the wall surfaces situated in the main combustion chambers and also at the upper wall surfaces of the pre-combustion chambers. The axes of the ports of the sub-communication holes opening to the main combustion chambers extend toward the center axes of the throat holes. The axes of the ports of the sub-communication holes opening to the pre-combustion chambers extend offset from the center axes of the pre-combustion chambers.

Abstract: To minimize an increase in friction during the compression stroke, a part of the force to compress the air in the main combustion chamber is stored as a spring force to prevent an excess rise of compressed air pressure in the main combustion chamber and to keep low the pressure difference between the main combustion chamber and the pre-combustion chamber. The spring force stored in the spring is recovered as a work during the power stroke to reduce the energy that is used in the form of friction and heat, thereby improving the utilization of air in the main combustion chamber, increasing the combustion speed in the main combustion chamber, shortening the combustion period. By applying the spring force stored in the spring to the piston as a work, the fuel cost is reduced.

Abstract: This gas engine with pre-combustion chambers effectively uses ejection energy of flames and air-fuel mixtures ejected from the pre-combustion chambers into the main combustion chambers to shorten the combustion duration and thereby enhance performance. Installed in the cylinder head at the central part of the cylinders are pre-combustion chamber structures that form pre-combustion chambers. Combustion chamber structures are formed with communication port that communicate the pre-combustion chambers with the main combustion chambers. Control valves are provided to open and close the communication ports. The communication ports comprise main communication ports and sub-communication ports formed around the main communication ports. The sub-communication ports are formed in the combustion chamber structures so that they extend radially toward the cylinder periphery.

Abstract: This invention to achieve efficient combustion of volatile fuels through the precise control of the opening/closing of a control valve installed in the path between the main and the subcombustion chambers installed to vaporize and ignite volatile fuels for combustion at high-compression ratios.The control valve 5 is installed in the path 31 between the main combustion chamber 23 and the subcombustion chamber 3. The subcombustion chamber 3 with a heat-insulating structure, is equipped with the injection nozzle 6 and the spark plug 7. The controller 8 judges the load applied to the engine by verifying the signals which are input from the revolution sensor 81, the load sensor 82 and the crankshaft position sensor 83. If the load is applied to part of the engine, the control valve 5, which was opened at the initial stage of the expansion stroke, is closed at the final stage of expansion so that hot gases remain in the subcombustion chamber.

Abstract: In order to improve a process for increasing the torque of an internal combustion engine burning a fuel by means of an oxidizing agent and comprising at least one cylinder and an induction system, in which the mass flow of the gaseous oxidizing agent into the cylinder or cylinders is increased, as well as an internal combustion engine such that the torque of the internal combustion engine is increased at any rotational speed to a greater extent than with known passive pressure-charging processes, it is suggested to make a charging mixture consisting of a charging fuel and the oxidizing agent available in the induction system and to ignite this cyclically in the induction system at such points of time that due to the expansion during the rapid combustion of the charging mixture an increase in pressure occurs at the intake port of at least one cylinder during its intake phase.

Abstract: The present invention relates to a high compression ratio internal-combustion engine including a control valve which opens and closes a connection hole, between a pre-chamber and a main chamber, which pre-burns fuel and main chamber. The engine controls the fuel injection and the opening and closing of the control valve according to the rotation of the crank shaft and engine load. The connection hole is opened during the exhaust step or at the last period of compression stroke near top dead center and compressed hot air is forced into t he pre-chamber. The fuel is then mixed and burned by the hot air, but the fuel air mixture in the pre-chamber is so rich that the generation of NOX is controlled. Afterwards, the non-burned fuel and flame generated in pre-chamber is ejected to the main chamber, and fuel and hot air in the main chamber react. The engine of the present invention allows smooth engine operation even at a high compression ratio.

Abstract: This combustion engine has a pre-chamber and main chamber connected by a connection passage opened and shut by a control valve, the control valve operates separately for two steps. The operation of this control valve uniformly mixes the air of the pre-chamber and the main chamber. Therefore, various fuels which contain the gas fuel are efficiently burnt.

Abstract: An internal combustion engine has first and second cylinders (12, 14), the first cylinder (12) having a larger swept volume than the second cylinder (14) and the second cylinder being formed in the crown of the first cylinder. First and second pistons (16, 18) are reciprocable respectively in the first and second cylinders (12, 14), the second piston (18) being formed as a protrusion on the crown of the first piston (16). The first cylinder has an air inlet (25) and an exhaust outlet (27) whilst a first fuel source (34) provides fuel to the second cylinder (14). The second piston has a crown (35) which is spaced from and connected to the crown (36) of the first piston and which has an edge (37) which is relatively thin in the axial direction compared to the spacing of the first piston crown from the second piston crown. This defines a combustion space (20) between the piston crowns and a side wall (14a) of the second cylinder (14) when the pistons are substantially at the inner dead center position.

Abstract: In an engine having two or more cylinder groups and a common exhaust passage with which exhaust passages individually connected to the respective cylinder groups are merged, the exhaust gases in the respective individual exhaust passage mix each other in the common exhaust passage before flowing into catalytic converter disposed in the common exhaust gas passage, therefore, when the air-fuel ratios of the respective cylinder groups are individually controlled, the air-fuel ratio of the exhaust gas in the common exhaust passage does not correspond to air-fuel ratio of the exhaust gas in any of the individual exhaust passages, and this makes it difficult to detect the deterioration of the catalyst based on the output of the upstream O.sub.2 sensor disposed in the individual exhaust passage and the downstream O.sub.2 sensor disposed in the common exhaust passage.

Abstract: This invention provides a pre-combustion chamber gas engine capable of being applied to a two-stroke gas engine using a natural gas as fuel. A gas fuel is supplied to precombustion chambers with communication ports, which allows communication between primary chambers and pre-combustion chambers, closed with control valves provided therein, and suction air is supplied to cylinders and compressed under a high pressure. Even when the suction air is compressed under a high pressure in the primary chambers, the self-ignition of gas fuel does not occur therein since a gas fuel does not exist therein, so that knocking does not occur. Each of the control valves provided in the communication ports is constructed so that a lift amount thereof can be varied by a controller.

Abstract: The "Isolated Combustion and Dilution Expansion (ICADE) Engine", is a piston/cylinder arrangement used primarily for the compression of air and the expansion of diluted hot combustion products. Fuel injection and rapid combustion take place inside a separate combustion chamber, using a near stoichiometric mixture. The combustion pressurization provides the pressure needed to accelerate the combustion products tangentially into the donut shaped cavity formed by the piston/cylinder clearance. There they establish a vortex which enhances rapid mixing, rapid cooling to quench NO.sub.x forming reactions and to temporarily store the kinetic energy of the combustion products to limit the combustion pressure peak acting on the piston surface. The tangential entry also permits detonation combustion without normal shock reflections on the piston surface, thus preventing "knock".

Abstract: An internal combustion engine having multiple constant volume combustion chambers associated with each piston of the engine. The combustion within each of the combustion chambers is controlled to obtain fully developed combustion with high pressure resulting in improved efficiencies. Water injectors are used during combustion to increase pressures and lower the temperature of gases within the combustion chambers for controlled release of gases into a cylinder. Ultrasonic energy elements are used to assist in the combustion process. With the use of multiple constant volume combustion chambers for each cylinder, the combustion and release of gas pressure is controlled resulting in greater efficiencies and longevity of the engine.

Abstract: A multi-fuel precombustor unit having a housing with an internal precombustion chamber and a passage communicating between the precombustion chamber and the main combustion chamber of the engine on which the precombustor unit is installed, the unit having a valve member blocking the communicating passage with an actuator allowing controlled retraction of the valve member upon activation of a valve actuation mechanism. A compressed air delivery passage regulated by a valve communicates between the main combustion chamber the precombustion chamber for delivery of compressed air to the precombustion chamber, the air delivery providing a carrier for fuel metered into the passage for delivery to the precombustion chamber for initial combustion before release to the main combustion chamber.

Abstract: An internal combustion engine of the gasoline-burning variety has an essentially constant maximum displacement or volume. This requires compromises in design to achieve acceptable power output at full throttle and reasonable thermal efficiency at cruising power. It would be desirable to have an engine with differing displacements for those operating conditions. However, the mechanical constraints of a conventional engine do not easily permit of that possibility. It is also desirable to separate the process of generating expandable fluid for an engine and the expansion of such fluid. This permits each of the two processes to be more closely optimized. Compression of fluid can be more nearly isothermal, and expansion which approaches truly isentropic expansion may be provided. It would also be desirable to capture waste heat from the combustion products within the expandable fluid for enhancing thermal efficiency of an engine.