Abstract: Systems and methods for reactivating cylinders of an engine that have been temporarily deactivated to conserve fuel are presented. The systems and methods adjust fuel injection quantity and timing of direct fuel injectors to reduce particulate emissions that may form in cylinders that are being reactivated due to reduced piston and combustion chamber temperatures that may occur in newly reactivated cylinders.

Abstract: An external idle air bypass for carbureted engines having a threaded housing containing a ball valve, which mounts to the outside of the carburetor at a passage which admits air to the intake plenum beneath the carburetor's throttle blades. The threaded housing may be made of metal or other materials. The ball valve may be made from brass and steel, though other materials can be used. A handle is used to operate the ball valve and is retained by a threaded nut. An air cleaner may be attached to the valve housing. Opening and closing the ball valve permits a precisely metered amount of air to enter the engine at idle, enabling the mechanic to vary the amount and air/fuel ratio of the engine without disturbing the throttle blades.

Abstract: A method for operating an internal combustion engine may include: measuring dynamic pressure oscillations in the inlet tract at a defined operating point during normal operation; generating a corresponding pressure oscillation signal; determining a crankshaft phase angle; determining an actual phase position using the pressure oscillation signal by discrete Fourier transformation; determining a chemical composition of the fuel using the determined actual phase position and reference phase positions of the same signal frequency for different fuel compositions; and adjusting operating parameters of the internal combustion engine based on the determined chemical composition.

Abstract: An internal combustion engine having at least one outlet valve per cylinder, which outlet valve can be actuated via a camshaft and a transmission device, a hydraulic valve clearance compensation element being arranged in the transmission device between the camshaft and the outlet valve, and having an engine braking device, having an engine backpressure brake for building up an exhaust gas backpressure and a compression release engine brake, by way of which at least one outlet valve can be held open at least in an engine braking phase, the compression release engine brake being formed by the hydraulic valve clearance compensation element.

Abstract: The invention provides systems and methods for electric power production and integrated combustion and emissions control. The invention may include an engine capable of receiving air and fuel, and producing power and an engine exhaust gas. The invention may also include a first reaction zone receiving the engine exhaust gas from the engine configured to combust fuel and air having an equivalence ratio of more than one, thereby generating a first product. The combustion may reduce nitrogen containing species. The invention may also include a second reaction zone receiving the engine exhaust gas from the engine configured to combust fuel and air having an equivalence ratio of less than one, thereby generating a second product. The combustion may reduce or minimize NOx. The invention may also include a mixing zone configured to receive the first product and second product, and mix and react the first and second products, thereby generating an exhaust with reduced NOx levels.

Abstract: An internal combustion engine is provided in which a prescribed amount of fuel is injected over a predetermined period until an air-fuel ratio sensor is activated when fuel cut control of the internal combustion engine is stopped to resume normal engine operation. If an EGR gas is inducted immediately before the fuel cut control is started, the prescribed amount is reduced.

Abstract: An internal combustion engine control apparatus includes: a purge control unit causing fuel evaporative emission to be introduced into an intake passage to attain a purge flow rate based on a pressure in the intake passage; a fuel cut return rich control unit setting a rich target air-fuel ratio when returning from fuel cut, and feedback-controlling a fuel supply rate on the basis of the target air-fuel ratio, purge flow rate and intake air flow rate to attain the target air-fuel ratio; a fuel increase upper limit setting unit setting an allowable upper limit for an increase in fuel supply rate in fuel cut return rich control; and an actual air-fuel ratio control unit controlling an actual air-fuel ratio to a richer side when the fuel supply rate in the fuel cut return rich control has reached the allowable upper limit and the actual air-fuel ratio is lean.

Abstract: An internal combustion engine control apparatus includes a fuel supplying mechanism supplying fuel to the internal combustion engine; an exhaust gas recirculating mechanism recirculating exhaust gas of the internal combustion engine to an intake side of the internal combustion engine; a flow adjuster selectively increasing and decreasing a strength of flow of the supplied fuel and the recirculated exhaust gas in a cylinder of the internal combustion engine; a stop controller controlling the fuel supplying mechanism to stop the supply of fuel and controlling the exhaust gas recirculating mechanism to stop the recirculation of exhaust gas, when the internal combustion engine is operated in a predetermined deceleration mode; and in-cylinder flow controller controlling the flow adjuster to increase the strength of the flow when the control to stop the supply of fuel is cancelled.

Abstract: A system operable to control an exhaust gas emission of an engine, includes a catalytic converter; a fuel cutter, a change executor, a correlation value provider, an adjuster, and a controller. The change executor is operable to execute changing of an air-fuel ratio of the engine to a rich air-fuel ratio after the fuel supply is once stopped by the fuel cutter and then resumed. The correlation value provider is operable to provide a correlation value correlated to a change amount of the air-fuel ratio caused by the change executor based on a driving condition of the engine. The adjuster is operable to adjust the correlation value based on a parameter indicative of a capability of the catalytic converter. The controller is operable to cause the change executor to execute the changing based on the adjusted correlation value.

Abstract: An engine includes an in-cylinder injector injecting fuel into a cylinder, a port injector injecting fuel into an intake manifold, and a valve-opening-characteristic changing mechanism changing at least lift or opening duration of an intake valve. When the engine is in a predetermined operating region and the valve-opening-characteristic changing mechanism decreases the lift or the opening duration of the intake valve, the ratio of fuel injected by the in-cylinder injector is increased according to an amount of the decrease of the lift or the opening duration and accordingly a decrease in tumble ratio is compensated for by the injection flow.

Abstract: There is provided a control system for controlling an internal combustion engine with an exhaust system provided with a catalyst, comprising a fuel cut means for stopping the supply of fuel to the internal combustion engine when the vehicle in which the internal combustion engine is mounted is in a decelerating state, the control system of an internal combustion engine characterized in that, in the case that the fuel cut is executed, when the speed SPD of the vehicle is higher than a predetermined first vehicle speed Sh, the intake air amount Ga of the internal combustion engine is made smaller than the intake air amount Gai of when the internal combustion engine is in the idling state (step 120), while when the speed SPD is the first vehicle speed Sh or less, the intake air amount Ga is made larger than the intake air amount Gai of when the internal combustion engine is in the idling state (step 130).

Abstract: When the first fuel injection is performed after reversion from the fuel cut, the fuel pulse width Ka·INJ.PW is set so that a fuel supply amount is greatly increased in relation to an intake air amount, and the ignition timing is set to the first retarded ignition timing ?a. When the second and subsequent fuel injections are performed, the fuel pulse width Kb·INJ.PW that is smaller in increase width of fuel is set, and the ignition timing is set to the second retarded ignition timing ?b that has a retardation amount smaller than that of the first retarded ignition timing ?a.

Abstract: From execution of fuel cut until restoration therefrom in response to a F/C flag being set, an ECU senses an intake air amount Q and engine speed NE, calculates the charging efficiency based on Q and NE, and calculates a basic injection amount TAU_B based on the charging efficiency. When the F/C flag is reset, the ECU calculates asynchronous injection requested amount TAU_REQ based on emission request, calculates upper guard injection amount ASY_MAX based on TAU_B, inserts ASY_MAX into asynchronous injection amount TAU_ASY when TAU_REQ is larger than ASY_MAX and inserts TAU_REQ into asynchronous injection amount TAU_ASY when TAU_REQ is equal to or below ASY_MAX.

Abstract: An air-fuel ratio control apparatus of an internal combustion engine in which an exhaust gas purifying catalyst is disposed in an exhaust passage, comprises: fuel cut means which stops fuel supply to the internal combustion engine when it is determined that a number of revolutions of the internal combustion engine is higher than a fuel cut number of revolutions at the time of deceleration of the internal combustion engine; and changing means of the fuel cut number of revolutions for changing the fuel cut number of revolutions according to a physical amount which correlates with an amount of oxygen discharged from the exhaust gas purifying catalyst during the fuel increasing operation of the internal combustion engine such that as the amount of oxygen is greater, the fuel cut number of revolutions is reduced.

Abstract: A fuel injection valve control to correctingly increase the fuel amount appropriately for realizing a favorable acceleration performance at the time of accelerating after a throttle full closure period is finished.

Abstract: A method for operating at least an intake and exhaust valve in a cylinder with a piston of an engine in a vehicle, comprising during conditions of an engine shut-down, maintaining at least one of the intake and exhaust valves in a closed position, and during conditions where said at least one valve is in said closed position operating with the other of the intake and exhaust valve open, then closing the other of the intake and exhaust valve, and then opening the other of the intake and exhaust valve to generate braking torque to slow the engine.

Abstract: When in controlling an air-fuel ratio by a feedback control, a target air-fuel ratio is changed between normal time and at rich control time, a difference between a change amount of the target air-fuel ratio and a change amount of an air-fuel ratio feedback correction coefficient is learned as a sensor error in the rich control. A final detected air-fuel ratio is calculated by correcting a detected air-fuel ratio of an air-fuel ratio sensor in rich control based on the sensor error. Alternatively, the target air-fuel ratio or the air-fuel ratio feedback correction coefficient in the rich control may be corrected based on the sensor error.

Abstract: Fuel breaking/saving device for cars during coasting, including an automatic sensing power supply, a relay powered and controlled by the automatic sensing power supply to activate a fuel injector, a manual switch connected with a battery and a microswitch for controlling on/off of power, a normally closed microswitch connected with the automatic sensing power supply and the manual switch and activated and controlled by a linkage and a linkage connected with a throttle shaft and activated and controlled by an accelerator pedal. After receiving a message, the automatic sensing power supply compares the message with the standard value and judges whether the message reaches the standard value and then the automatic sensing power supply at proper time supplies power to the relay to make the relay decide whether the fuel injector should inject the fuel or break/save the fuel.

Abstract: In an internal combustion engine mounted on a vehicle, the constitution is such that the fuel injection quantity is switched to correspond to the operating state of said engine while being gradually increased when an auxiliary brake is switched from a non-operating state to an operating state, thereby preventing excessive fuel supply due to a time delay in the operation of the auxiliary brake, and improving the exhaust property.

Abstract: In a method for regenerating a NOx storage catalytic converter disposed in an engine exhaust operating with air excess, in operating ranges, the improvement includes storing NOx in the exhaust gas in the converter in a storage phase and catalytically converting the stored NOx in a regeneration phase. The signal of the NOx sensor disposed downstream of the converter is detected in the operating range of the overrun fuel cut-off and an average/minimum value is formed from the individual measured values. The average/minimum value is stored as an offset value of the sensor signal. In operating ranges beyond the engine overrun fuel cut-off, the signal of the NOx sensor is detected and the offset value is taken into account when the signal is processed further, in that the offset-corrected signal is compared with a threshold value. In the event that the threshold value is exceeded, a regeneration phase of the converter is initiated.

Abstract: A first sensor detects whether an engine revolution speed change exceeds a predetermined amount, and a second sensor detects whether an accelerator opening stays within a predetermined range. A controller determines a target amount of fuel injection that is greater than a basic amount of fuel injection when the engine revolution speed change exceeds the predetermined amount and the accelerator opening stays in the predetermined range. The basic amount of fuel injection is determined based on the accelerator opening and engine revolution speed. By feeding a slightly larger amount of fuel than the basic value while an engine brake is applying, the engine revolution speed change is suppressed and shock upon clutch engagement is reduced.

Abstract: A system for purifying exhaust gas of an internal combustion engine having a NOx reduction catalyst (NOx absorber) installed in the exhaust system of the engine which absorbs NOx in the exhaust gas generated by the engine in a lean environment where a lean fuel mixture is supplied and desorbs to reduce the absorbed NOx in a rich environment where a rich mixture is supplied. In the system, the rich fuel mixture is supplied for a period immediately before cutoff. With the arrangement, the NOx reduction catalyst desorbs the absorbed NOx and is regenerated to absorb NOx sufficiently. At the same time, the NOx reduction catalyst is regenerated from sulfur poisoning, thereby preventing the NOx purification efficiency from being degraded.

Abstract: A method and engine control strategy is described that enables improved catalyst performance after having been exposed to severe operating environments. More specifically, rhodium-containing catalysts are reactivated by being subjected to fuel-rich spikes after being exposed to high temperature, excess oxygen conditions which typically arise during programmed fuel-cut engine control strategies. Thus the present invention represents a departure from current control strategies by providing fuel-rich spikes during engine control modes when conventional practice is not to provide rich-fuel spikes.

Abstract: An engine control system for an automobile engine of, for example, the type which injects fuel directly into an combustion chamber (16) and executes a fuel-cut control under a specified engine operating condition establishes a stratified charge combustion mode and a homogeneous charge combustion mode selectively according to engine operating conditions following termination of the fuel-cut control and shuts off nearly completely an engine throttle valve (28) during execution of the fuel-cut control and opens the engine throttle valve (28) so as to variably control an amount of intake air passing through an intake passage (24) into the combustion chamber (16) before the stratified charge combustion mode is established following termination of the fuel-cut control.

Abstract: A process and a device for controlling an internal combustion engine, specifically an internal combustion engine with self-ignition. Depending on different operating parameters, a signal determining the output power can be defined. The signal determining the output power is increased by a predefined value when a start condition is present and when a further condition is met.

Abstract: A method for determining an additional injected quantity upon reactivation of an internal combustion engine by multiplying a load-dependent wall-film quantity by a correction factor. The correction factor is modulated up during the coasting deactivation time until reactivation with a first time constant. The correction factor is modulated back down during reactivation with a second time constant.

Abstract: The invention is directed to a method for reducing the exhaust-gas emissions of an internal combustion engine which is equipped with a lambda control and a catalytic converter and for which the metering of fuel can be interrupted in dependence upon operating parameters. The method is characterized in that the engine at first is operated with a rich fuel/air mixture during transition from operation without fuel metering to operation with fuel metering. The oxygen deficiency associated therewith compensates the oxygen excess which is stored in the catalytic converter when the metering of fuel is interrupted. An operating state wherein oxygen is loaded therefore occurs quickly after a fuel cutoff. This operating state also defines an optimum at steady state and this is advantageous especially for the conversion of nitrogen oxide.

Abstract: A fuel supply control system performs asynchronous fuel injection in response to acceleration demand for injecting a controlled amount of fuel irrespective of an engine revolution cycle. The amount of fuel for asynchronous injection in an engine transition state from engine decelerating state, in which fuel cut-off is performed, to engine acceleration state, is determined on the basis of a set value which is a latched fuel injection upon initiation of fuel cut-off operation, and an instantaneous fuel injection amount derived on the basis of the instantaneous fuel injection control parameters. The set value is modified in relation to an amount of fuel left on a periphery of an induction system.

Abstract: In a fuel-metering system for internal combustion engines, the fuel metering is stopped during the overrun operation of the engine and, after overrun cutoff, is increased temporarily with respect to the metering necessary for normal operation and the instantaneous operating point of the engine, in order to accelerate with this fuel enrichment the build-up again of the fuel film in the intake pipe without impairing the composition of the fuel/air mixture. For exact apportioning of the fuel enrichment, the output signal of a lambda probe (21) characterizing the "rich mixture" is used as cutoff criterion for the fuel enrichment.

Abstract: In an engine control apparatus for controlling the amount of fuel to be supplied by calculating the amount of liquid film or fuel adhered to an intake pipe of an engine, the adhesion rate of fuel and the time constant of evaporation of fuel in a preestimating manner, the time constant of evaporation is determined on the basis of the determined amount of liquid film, the amount of suction air and an air-to-fuel ratio upon fuel cut and the adhesion rate is determined on the basis of the amount of supply of fuel, the amount of suction air and an air-to-fuel ratio upon fuel recovery.

Abstract: An adaptive charge mixture control for an internal combustion engine includes four input signals supplied to an OR gate to generate a net "go rich" signal supplied to a servo motor controlling an air/fuel charge mixture control valve for an internal combustion engine. The servo is also supplied with a "go lean" fixed signal tending to lean out the air/fuel mixture. The four "go rich" signals include a first signal derived from a comparison of engine speed with a predetermined minimum (i.e., idle) level; a second signal derived from comparing throttle positions with a preset minimum throttle position; a third signal derived from comparing engine deceleration rate with a preset engine deceleration rate; and a fourth signal derived from a measurement of engine instantaneous power output.

Abstract: A method of controlling fuel supply during beginning acceleration and acceleration after the interruption of fuel supply of an internal combustion engine is provided wherein a basic fuel supply amount which is determined in accordance with stable operating conditions of the engine is increased when it is detected that the throttle valve of the engine is opened from its almost closed position. The method comprises the steps of determining a reference value by adding a predetermined value of the throttle valve opening to a detected amount or value of throttle valve opening when it is detected that the throttle valve is opened from its almost closed position. The basic fuel supply amount is additionally correctionally increased if the correctional increase of the basic fuel supply amount, which was initiated upon detection of opening of the throttle valve, has not yet reached an end when the detected value of the opening of the throttle valve reaches the throttle valve opening reference value.

Abstract: In the fuel control for an engine for which cut off of fuel supply is performed while the engine is in the decelerating operation condition, at the time of fuel cut off termination, an injection of fuel through a fuel injector into an intake system of the engine is supplied at substantially the same time as stopping the fuel cut off, wherein the amount of such fuel injection is controlled according to the temperature of the air being sucked into the engine intake system so as to be decreased as the air temperature increases.

Abstract: A fuel injection apparatus in an internal combustion engine, which comprises a fuel injection valve device for supplying the engine with fuel, an air flow rate detector for detecting a quantity of air sucked by the engine, a detector for detecting a revolutional speed of the engine, apparatus for determining whether the engine is in a highly loaded state or not, and a control arrangement for calculating a basic pulse width of a valve opening pulse for the injection valve device on the basis of respective output signals of the respective detectors.

Abstract: In an internal combustion engine, fuel enrichment is carried out when an acceleration state occurs after a transition from a fuel cut-off state to a fuel cut-off recovery state, the fuel enrichment is determined by taking into consideration the amount of fuel supplied to the engine between the above-mentioned transition and the occurrence of the acceleration state.

Abstract: In an internal combustion engine wherein feedback control of the air-fuel ratio is carried out in accordance with the concentration of a specific composition in the exhaust gas, so that the air-fuel ratio is close to an predetermined target air-fuel ratio on the lean side with respect to the stoichiometric air-fuel ratio, the rate of fuel cut-off for a definite time period is calculated. When the rate of fuel cut-off is larger than a predetermined value, the air-fuel feedback control is stopped.

Abstract: A base injection pulse for regulating an injecting time of an injector is determined by the number of revolutions of an engine and the quantity of an intake air. The base injection pulse is calibrated or compensated as follows;T.sub.i =T.sub.p (1+K.sub.a +K.sub.b)whereinT.sub.i : a pulse width of the calibrated injection pulse, which determines the injecting time of the injector;T.sub.p : a pulse width of the base injection pulse;K.sub.a : a calibration coefficient determined by the level of an acceleration; andK.sub.b : a calibration coefficient determined by the level of a deceleration preceding to the acceleration.

Abstract: A process whereby fuel injection is interrupted in response to detection of a deceleration and injection is again ordered when a threshold linked to the engine speed is reached. The engine speed (N) or period of rotation (T) is measured from consecutive equal intervals or angles of rotation. A difference (.DELTA.T, .DELTA.N) is then computed between the value of the last measured speed or period and the value seen through a high-pass filter of the speed or period measured at the preceding interval. This difference (.DELTA.T, .DELTA.N) is compared with a fixed threshold (S) and if an engine deceleration condition is detected, fuel injection is again ordered when the difference (.DELTA.T, .DELTA.N) is greater than the threshold (S).

Abstract: A method for controlling the quantity of fuel being supplied to an internal combustion engine having a power transmission means for transmitting engine torque to vehicle wheels. The fuel quantity is controlled to a required value after termination of a fuel cut operation which is effected at deceleration of the engine, by increasing a quantity of fuel set at least as a function of intake pipe pressure by an increment which is set in synchronism with generation of pulses of a predetermined control signal. The increase of the fuel quantity is effected for a period of time after a transition of the operative state of the engine from the fuel cut operation to a normal operation wherein fuel supply is effected has been detected and before a predetermined number of pulses of the above control signal generated are generated, so long as the power transmission means remains in a disengaged state. Preferably, the above increase of the fuel quantity is effected only when the engine speed is lower than predetermined rpm.

Abstract: A method of sequentially injecting fuel into the cylinders of a multi cylinder internal combustion engine in predetermined sequence in synchronism with generation of pulses of a trigger signal, wherein the quantity of fuel to be injected into each cylinder is set to a value appropriate to an operating condition of the engine then detected, upon generation of each pulse of the same signal, and the fuel supply to each cylinder is interrupted when the engine is decelerating in a predetermined operating condition. When it is determined that a predetermined condition for terminating the interruption of the fuel supply to the engine is satisfied, one of the above sequential injections is effected into a cylinder corresponding to a present pulse of the trigger signal at the time of generation of a present pulse of the same signal, and simultaneously an additional injection is effected into another cylinder corresponding to a preceding pulse of the trigger signal.

Abstract: The speed (54, 56) of the free turbine (40) of a helicopter engine (20) is compared (103) with the speed (105, 106) of the helicopter rotor (10) to indicate (101, 102) autorotation, and the deceleration (108) of the rotor above a threshold magnitude (110) is utilized (81, 68, 69) to increase fuel flow (72) to the engine in anticipation of rotor speed droop which would otherwise occur during recovery from the autorotation maneuver.

Abstract: A fuel supply control system for an internal combustion engine having a fuel supply cut-off function is equipped with means for increasing in amount, the fuel supply of fuel in response to resumption of the supply of fuel subsequent to the fuel cut-off operation, thereby compensating for a fuel delivery delay characteristic which otherwise would occur upon the resumption of the supply of fuel. The increase in fuel is determined in response to at least one of variables which affect the rate of evaporation of the fuel adhered to the inner wall of the intake manifold during the fuel cut-off operation.

Abstract: Fuel is cut off during deceleration and detection of a racing condition. The racing and deceleration detected by the rate of reduction of the rotational speed of the engine. In the case of fuel cut-off during the racing condition, the fuel injection amount after completion of fuel cut-off is increased. A plurality of injections of increased fuel are carried out once every two cycles of the engine.

Abstract: A fuel supply system for an internal combustion engine which includes sensors that signal the condition of engine braking (negative output torque) and which shut off fuel during such a condition. According to the invention, there is provided a special circuit which recognizes the termination of the fuel shut-off phase during engine braking and which causes excess fuel to be admitted to the engine just after the resumption of fuel supply after engine braking. The excess fuel is supplied in order to overcome fuel starvation due to condensation of fuel on induction tube walls which had cooled off during overrunning. The special fuel boost circuit receives information related to the air temperature and the air flow rate in the induction tube and uses it to adjust the time constant of a multivibrator which controls the amount of fuel added.

Abstract: A method and apparatus for controlling the fuel supply of an internal combustion engine in which the primary fuel injection valve control pulses are derived on the basis of signals from sensors which monitor various engine variables, e.g. intake air flow rate, induction tube pressure, engine speed and/or engine and air temperatures and in which the fuel supply is entirely interrupted during the condition of engine overrunning (negative output torque). After the termination of engine overrunning, the normal fuel quantity which would be supplied on the basis of prevailing sensor signals is intentionally increased for a predetermined length of time to compensate for engine cooling during overrunning. This is done by increasing the pulse length of the injection control pulses. The apparatus includes transducers and circuits for recognizing the condition of overrunning and circuitry for supplying temporarily lengthened fuel control pulses.

Abstract: In order to enrich the fuel mixture fed to an internal combustion engine temporarily subsequent to engine braking, the invention proposes that engine braking is detected as the combination of a closed throttle and elevated engine speed. A detector for this condition supplies a signal to the fuel shut-off mechanism of a valve-control pulse generator. After engine braking, the counter is reset with the signal from the engine braking detector and counts engine-synchronous pulses. The counter contents are decoded and transformed into an analog signal which is used by the pulse generator for additional pulse extension to supply excess fuel to the engine for a limited period of time.

Abstract: A torch ignition type internal combustion engine has a main combustion chamber and a trap chamber having torch apertures through which both chambers are communicated with each other. The apertures are positioned such that, when the main chamber is supplied with a charge of an air-fuel mixture from an intake port on an intake stroke, a part of the mixture charge is introduced through one of the apertures into the trap chamber and the residual gases remaining therein are simultaneously discharged from the trap chamber into the main chamber through the other aperture. The trap chamber has a substantially smoothly continuous inner surface to which the one aperture is tangential so that the introduction of air-fuel mixture therethrough into the trap chamber produces therein a vortex flow which facilitates scavenging of the trap chamber.

Abstract: An internal combustion engine provided with a precombustion chamber which utilizes a stratified charge type combustion process and is of a spark ignition type. This engine includes a main combustion chamber confined between the head of a piston, which is reciprocably fitted in a cylinder and one end wall of said cylinder a precombustion chamber defined in the head of said cylinder above said main combustion chamber and provided with an ignition plug and a fuel injection nozzle, a transer passage communicating said main combustion chamber with said precombustion chamber and an air intake port communicated through an air intake valve with said main combustion chamber.