High turbulence combustion chamber for turbocharged lean burn gaseous fueled engine

Claim 2

In a gaseous fueled engine having at least a cylinder with an fuel/air intake and combustion product exhaust means, a cylinder head having a flat lower surface enclosing one end of said cylinder, and a piston with a flat top piston head slidably received in said cylinder, the improvement comprising: a. an ignition device extending from said flat lower surface of said cylinder head in the center of said cylinder, and b. a baffleless combustion chamber eccentrically located in the head of said piston with respect to said piston axis such that ignition of said fuel/air mixture by said ignition device occurs within but on the outer periphery of said combustion chamber.

Claim 3

The improved engine of claim 1 wherein said combustion chamber is entirely non-circular in shape thereby creating eddies and high turbulence of said fuel throughout said combustion chamber.

Claim 4

The improvement of claim 1 wherein said combustion chamber in said piston head is positioned with respect to said ignition device such that said ignition device is located a distance less than 20% of the cylinder diameter away from the nearest edge of said combustion chamber.

Claim 5

The improved engine of claim 2 wherein said non-circular combustion chamber is generally in the shape of a sector less than semicircular, with the apex of the sector being rounded and positioned under said ignition device.

Claim 6

The improved engine of claim 2 in which said piston has a local squish area percentage ratio of piston crown area to total piston area for a half section of the head of said piston which is greater than 80 percent.

Claim 7

The improved engine of claim 2 wherein the highest turbulence of said fuel occurs essentially directly beneath said ignition device.

Claim 8

The improved engine of claim 4 comprising a fuel/air mixture squish area on all sides of said combustion chamber, the largest squish area being adjacent the apex of said sector and nearest said ignition device.

Claim 9

The improved engine of claim 4 in which said piston has a local squish area percentage ratio of piston crown area to total piston area for a half section of the head of said piston which is greater than 80%.

Claim 10

The improved engine of claim 7 wherein said ignition device is a spark plug.

Claim 11

An improved method of reducing unwanted emissions and improving fuel economy of a gaseous fueled engine having at least a cylinder with an fuel/air mixture intake and combustion product exhaust means, a cylinder head having a flat lower surface enclosing one end of said cylinder, and a piston with a flat top piston head slidably received in said cylinder, the improved method comprising the steps of: a. extending an ignition device from said flat lower surface of said cylinder head in the center of said cylinder, and b. eccentrically locating a baffleless combustion chamber in the head of said piston with respect to said piston axis such that ignition of said fuel by said ignition device occurs within but on the outer periphery of said combustion chamber.

Claim 12

An improved method of reducing unwanted emissions and improving fuel economy of a gaseous fueled engine having at least a cylinder with an fuel/air mixture intake and combustion product exhaust means, a cylinder head having a flat lower surface enclosing one end of said cylinder, and a piston with a flat top piston head slidably received in said cylinder, the improved method comprising the steps of: a. extending an ignition device from said flat lower surface of said cylinder head in the center of said cylinder, and b. eccentrically locating a baffleless combustion chamber in the head of said piston with respect to said piston axis such that ignition of said fuel by said ignition device occurs within but on the outer periphery of said combustion chamber.

Claim 13

The improved method of claim 10 further comprising the step of forming said combustion chamber entirely of a non-circular shape thereby creating eddies and high turbulence of said fuel throughout said combustion chamber.

Claim 14

The improved method of claim 10 further comprising the step of positioning said combustion chamber with respect to said ignition device such that said ignition device is located a distance less than 20% of the cylinder diameter away from the nearest edge of said combustion chamber.

Claim 15

The improved method of claim 11 further comprising the steps of: a. forming said combustion chamber in the general shape of a less than semicircular sector, b rounding the apex end of said sector shaped combustion chamber, and c. positioning said combustion chamber on said piston such that said apex of said sector is under said ignition device.

Claim 16

The improved method of claim 11 further comprising the step of providing in said head of said piston, a local squish area percentage ratio of piston crown area to total piston area for a half section of the head of said piston which is greater than 80%.

Claim 17

The improved method of claim 11 wherein said eddies and turbulence are greatest immediately below said ignition device.

Claim 18

The improved method of claim 13 further comprising the step of forming a fuel/air mixture squish area on all sides of said combustion chamber, the largest squish area being adjacent the apex of said sector and nearest said ignition device.

Claim 19

The improved method of claim 13 further comprising the step of providing in said head of said piston a local squish area percentage ratio of piston crown area to total piston area for a half section of the head of said piston which is greater than 80%.

Claim 20

An improved method of claim 16 further comprising the step of using a spark plug as said ignition device.