Honda Motor Co., Ltd.

Hiroshi Hanabusa

Takashi Kondo

Kohtaro Hashimoto

Tsuneo Endoh

Hiroshi Sono

Tsuneo Endo

Masanobu Takazawa

Makoto Uda

Haruya Kitano

Seiichiro Ishikawa

Kensaku Yamamoto

Yuki Shibahata

Daiki Sato

Mitsuo Kadota

Hidemi Arai

A control device for an internal combustion engine includes an air-fuel ratio controller to execute a stoichiometric operation in which an air-fuel ratio of an air-fuel mixture in a combustion chamber of the internal combustion engine is set to a stoichiometric air-fuel ratio and a lean operation in which the air-fuel ratio is set to an air-fuel ratio leaner than the stoichiometric air-fuel ratio. A ignition timing controller is to calculate at least one ignition timing control parameter based on a laminar combustion velocity and to control an ignition plug provided in the combustion chamber to ignite based on the at least one ignition timing control parameter in a transitional state between the stoichiometric operation and the lean operation.

Control device for internal combustion engine

A combustion control apparatus for an internal combustion engine includes a spark plug for performing spark ignition of an air-fuel mixture in the combustion chamber, a plurality of coil pairs for generating spark discharge in the spark plug, and a fuel injection valve capable of injecting atomized fuel. Atomized fuel is injected into the intake passage, and a homogeneous lean air-fuel mixture is formed in the combustion chamber. The air-fuel ratio of the air-fuel mixture in the combustion chamber is controlled to be leaner than a predetermined lean air-fuel ratio. A spark discharge start timing and a spark discharge continuation time period are controlled using the plurality of coil pairs. The spark discharge start timing is set to a timing advanced from the spark discharge start timing for igniting a stratified lean mixture, such that the air-fuel ratio in the vicinity of the spark plug is relatively small.

Combustion control apparatus for internal combustion engine

A combustion control device for an engine capable of operation over a wide range and in which the NOx discharged amount is small is provided, as well as a combustion method for a homogeneous lean air/fuel mixture. The combustion method for a homogeneous lean air/fuel mixture of the present invention forms a homogeneous lean air/fuel mixture inside of the cylinder of the engine, and then causes this homogeneous lean air/fuel mixture to combust by way of spark ignition. A temperature at which a steep rise in a laminar burning velocity occurs when changing a cylinder temperature under a pressure condition corresponding to compression top dead center is defined as an inflection-point temperature. With the combustion method of the present invention, the cylinder temperature at compression top dead center inside of the cylinder is raised to higher than the inflection-point temperature upon combusting the homogeneous lean air/fuel mixture.

Combustion control device for internal combustion engine and combustion method for homogeneous lean air/fuel mixture

A liquid flow rate control valve is provided in which since a total area of overlapping sections of a communication hole group () of a distributor () and an outlet opening () of a sleeve () changes when the distributor () is rotated by a first electric motor (), if a rotor () is rotated by means of a second electric motor (), an input port () communicates with an output port () through an inlet opening () of the rotor (), the communication hole group () of the distributor (), and the outlet opening () of the sleeve () when the inlet opening () of the rotor () passes through the overlapping sections, thereby making it possible to carry out PWM control of a flow rate of liquid. Since a thrust load in an axis (L) direction does not act on the distributor () and the rotor (), supporting the distributor () and the rotor () becomes easy, thereby enabling the cost and weight to be cut.

Liquid flow rate control valve

No-load valve lift correction curves of opening and closing cams are set by offsetting no-load curve sections of basic valve lift curves of the cams in such directions as to increase a clearance between the curves, and they are connected with remaining sections of the curves to provide normal valve lift curves of the cams. Cam profiles of the cams are set on the basis of such normal valve lift curves. The cam profiles are set so that an ultimate speed difference between jumping and landing speeds of a follower on an ultimate valve speed curve determined from ultimate valve lift curves, having first and second shift sections where the follower shifts from the opening cam to the closing cam and from the closing cam to the opening cam, is smaller than a basic speed difference between jumping and landing speeds on a basic valve speed curve.

Cam mechanism having forced-valve-opening/closing cams and cam-profile setting method

Growing community of inventors

Wako, Japan

Hiroshi Hanabusa