An engine having a cylinder fastened to the engine ease with the biconcave internal partition, which divides the cylinder into the upper and bottom parts. Sparking plugs are mounted on both sides of the partition. The upper and the bottom parts of the cylinder have side scavenging channels which connect suction spaces to the working spaces of both parts of the cylinder. The upper and bottom parts of the cylinder have inlet and outlet orifices. Inside the upper and inside the bottom part of the cylinder and the upper and bottom piston are placed respectively, while both pistons are directed towards each other by the working surfaces. The pistons are connected by a rod that is led through the linear bearing that is embedded in the partition forming a seal. The connecting rod is fastened to the bottom piston and by its other end it is connected to the crankshaft.

An engine having a cylinder fastened to the engine ease with the biconcave internal partition, which divides the cylinder into the upper and bottom parts. Sparking plugs are mounted on both sides of the partition. The upper and the bottom parts of the cylinder have side scavenging channels which connect suction spaces to the working spaces of both parts of the cylinder. The upper and bottom parts of the cylinder have inlet and outlet orifices. Inside the upper and inside the bottom part of the cylinder and the upper and bottom piston are placed respectively, while both pistons are directed towards each other by the working surfaces. The pistons are connected by a rod that is led through the linear bearing that is embedded in the partition forming a seal. The connecting rod is fastened to the bottom piston and by its other end it is connected to the crankshaft.

The present invention discloses an ammonia-hydrogen fusion fuel diffusion combustion control system based on reactivity regulation, comprising an on-board ammonia-hydrogen fuel supply system, an ammonia-hydrogen fusion fuel diffusion combustion engine and an ECU; the ECU is used to control the intensity of a precombustion chamber jet flame, control the reactivity of a hydrogen-air mixture in a main combustion chamber and control the injection time of an ammonia ejector, thus to form diffusion combustion in the main combustion chamber; the on-board ammonia-hydrogen fuel supply system comprises a low-pressure ammonia fuel supply unit and an on-board hydrogen production unit, and is used to provide prepared low-pressure ammonia fuel and hydrogen for the ammonia-hydrogen fusion fuel diffusion combustion engine; before the formation of the precombustion chamber jet flame, hydrogen regulated by the ECU is firstly injected into the main combustion chamber by a first hydrogen ejector, and then the injection time of the ammonia ejector is controlled by the ECU to be slightly earlier than or synchronous with the formation of the precombustion chamber jet flame, so that ammonia fuel injected into the main combustion chamber is in a state of burning while injecting, thus to form diffusion combustion in the main combustion chamber.

The present invention discloses an ammonia-hydrogen fusion fuel diffusion combustion control system based on reactivity regulation, comprising an on-board ammonia-hydrogen fuel supply system, an ammonia-hydrogen fusion fuel diffusion combustion engine and an ECU; the ECU is used to control the intensity of a precombustion chamber jet flame, control the reactivity of a hydrogen-air mixture in a main combustion chamber and control the injection time of an ammonia ejector, thus to form diffusion combustion in the main combustion chamber; the on-board ammonia-hydrogen fuel supply system comprises a low-pressure ammonia fuel supply unit and an on-board hydrogen production unit, and is used to provide prepared low-pressure ammonia fuel and hydrogen for the ammonia-hydrogen fusion fuel diffusion combustion engine; before the formation of the precombustion chamber jet flame, hydrogen regulated by the ECU is firstly injected into the main combustion chamber by a first hydrogen ejector, and then the injection time of the ammonia ejector is controlled by the ECU to be slightly earlier than or synchronous with the formation of the precombustion chamber jet flame, so that ammonia fuel injected into the main combustion chamber is in a state of burning while injecting, thus to form diffusion combustion in the main combustion chamber.

A uniflow engine includes a cylinder having a cylinder wall, a volume exterior to the cylinder, at least one channel extending between the cylinder wall and the volume, and a valve outside of the cylinder configured to open and close flow communication between the cylinder and the volume through the channel.

A uniflow engine includes a cylinder having a cylinder wall, a volume exterior to the cylinder, at least one channel extending between the cylinder wall and the volume, and a valve outside of the cylinder configured to open and close flow communication between the cylinder and the volume through the channel.

An internal combustion engine with controlled ignition comprises a cylinder, a relative piston, and a head between which a combustion chamber is operationally defined. The cylinder and the piston define a first prismatic coupling. The engine also comprises a pre-chamber made directly inside the combustion chamber, and a male element stably connected to an upper surface of the piston to penetrate the pre-chamber at least in one portion of the relative motion of the piston in the cylinder. A spark plug is arranged to look out into the pre-chamber.

An internal combustion engine with controlled ignition comprises a cylinder, a relative piston, and a head between which a combustion chamber is operationally defined. The cylinder and the piston define a first prismatic coupling. The engine also comprises a pre-chamber made directly inside the combustion chamber, and a male element stably connected to an upper surface of the piston to penetrate the pre-chamber at least in one portion of the relative motion of the piston in the cylinder. A spark plug is arranged to look out into the pre-chamber.

The efficiency of charging air to a scavenging channel is enhanced by generating a gas flow in a piston groove simultaneously with the piston groove coming into communication with an air port. A piston groove 8 formed in a peripheral surface of a piston includes a pressure transmission through hole 10, and the pressure transmission through hole 10 consistently communicates with a crankcase. In the course of the piston moving up, upon a pressure in the crankcase becoming negative, the negative pressure in the crankcase affects the piston groove 8 through the pressure transmission through hole 10. Consequently, a pressure in the piston groove 8 is released to the crankcase through the pressure transmission through hole 10. Upon the piston moving up and the piston groove 8 being thereby brought into communication with the air port 4a, air enters the piston groove 8 through the air port 4a ((III) of FIG. 1).

The efficiency of charging air to a scavenging channel is enhanced by generating a gas flow in a piston groove simultaneously with the piston groove coming into communication with an air port. A piston groove 8 formed in a peripheral surface of a piston includes a pressure transmission through hole 10, and the pressure transmission through hole 10 consistently communicates with a crankcase. In the course of the piston moving up, upon a pressure in the crankcase becoming negative, the negative pressure in the crankcase affects the piston groove 8 through the pressure transmission through hole 10. Consequently, a pressure in the piston groove 8 is released to the crankcase through the pressure transmission through hole 10. Upon the piston moving up and the piston groove 8 being thereby brought into communication with the air port 4a, air enters the piston groove 8 through the air port 4a ((III) of FIG. 1).