Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Honda Giken Kogyo K.k.

Honda Giken Kogyo K.k. (honda Motor Co., Ltd. in English)

Giken Kogyo K.k. (honda Motor Co., Ltd., in English)

Hiroshi Sono

Kenichiro Ikeya

Yutaka Tajima

Nobuhiko Sasaki

Yukihisa Yamaya

Takashi Moriya

Takashi Sugai

Tatsuya Uchimoto

Yasuyuki Komatsu

Mitsuhiro Shibata

Ken Ogawa

Goichi Katayama

Yasuhiro Urata

Masakazu Kinoshita

Yoshimasa Kaneko

Akihiro Yamaguchi

Narutoshi Sugita

Kazuo Inoue

Osamu Suzuki

Takashi Kondo

Shizuo Yagi

Kei Machida

Hisao Sakai

Katsunori Nakamura

Kohtaro Hashimoto

Yoshio Ajiki

Kenichi Nagahiro

Yoshihiro Fujiyoshi

Hiroo Shimada

Masakatsu Miyao

Hiroshi Hanabusa

Hirotsugu Maeda

Youichi Ishibashi

Hidezo Umiyama

Yasunori Ogita

Kouichi Fukuo

Takahiro Katano

Takehisa Tachikawa

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

In a direct fuel-injection engine equipped with a pentroof-shaped piston, cross-sectional shapes containing a piston central axis (Lp) of a cavity recessed in a central part of the piston having a top face with the height varying in the circumferential direction are set so as to be basically identical at each position in the circumferential direction (see broken line). Since the sizes of the cross-sectional shapes of the cavity thereby become different in a region further on the piston central axis (Lp) side than intersection points (e, d) in the vicinity of a fuel injection point (Oinj), in order to compensate for this, by correcting in a cross section that is away from the piston pin direction the cross-sectional shape of the broken line into the cross-sectional shape of a solid line so that it enlarges, the size of the cross-sectional shape at each position of the circumferential direction of the cavity is thereby made more uniform, thus making the conditions in which fuel and air are mixed uniform and improving the engine output and reducing harmful exhaust materials.

Direct fuel-injection engine

A direct fuel-injection engine includes a piston, a cavity recessed in a central part of a top face of the piston, and a fuel injector. At a main injection collision point of a fuel-injection axis when main injection is performed while the piston is near top dead center, a main injection collision angle formed between its tangent and the fuel-injection axis is set at an obtuse angle. Fuel colliding with the main injection collision point is deflected towards a cavity open end side. At a secondary injection collision point of the fuel-injection axis when performing secondary injection with the piston is further from top dead center, a secondary injection collision angle formed between its tangent and the fuel-injection axis is set at one of a right angle and an acute angle. Fuel colliding with the secondary injection collision point is deflected primarily in the circumferential direction of the cavity.

In a cross section in which squish flow from an outer peripheral part of a piston () toward a cavity () is large due to a width (W) of a squish area (SA) being large and a squish clearance (C) being small, a collision angle (&#x3b1;) at which a fuel injection axis (Li) collides with the cavity () is made large, whereas in a cross section in which squish flow is small due to the width of the squish area (SA) being small and the squish clearance being large, the collision angle at which a fuel injection axis collides with the cavity () is made small. This enables a tendency for fuel to flow out to the exterior of the cavity () in a cross section where the squish flow is small to be weakened, and a tendency for fuel to flow out to the exterior of the cavity () in a cross section where the squish flow is large to be strengthened, thereby making the conditions in which fuel and air are mixed uniform throughout the entire region of the cavity ().

Direct fuel-injected engine

In a direct fuel injection diesel engine having a piston with a pentroof-shaped top face, with regard to a pentroof-shaped piston () with a cavity () recessed in a central part of the top face, a radial width S of a squish area () formed between an outer peripheral part of the top face and a lower face of a cylinder head () changes in the circumferential direction of the piston (). By setting a squish clearance H large for a portion where the radial width S of the squish area () is large and setting the squish clearance H small for a portion where the radial width S of the squish area () is small, more specifically, by setting S/H so that it is constant in the circumferential direction, it is possible to make the strength of the squish flow uniform in the circumferential direction of the piston, thus promoting the mixing of air and fuel and reducing harmful exhaust components.

Direct fuel injection diesel engine

In a direct fuel injection diesel engine equipped with a pentroof-shaped piston, when fuel is injected into a cavity () recessed in a central part of a piston (), for which the height of a top face changes in the circumferential direction, from a fuel injection point (Oinj) of a fuel injector disposed on a piston central axis along a plurality of fuel injection axes (LiLi), if a cross-section of the cavity () passing along the fuel injection axis (LiLi) is defined as a fuel injection cross-section (Sn), a cross-sectional shape (see shaded portion) of the cavity () defined by first to third specific points (An, Bn, Cn) on the fuel injection cross-section (Sn) is set so as to be substantially equal for each fuel injection cross-section (Sn). By so doing, the conditions in which fuel and air are mixed in each fuel injection cross-section (Sn) can be made uniform, the engine output can be improved, and harmful exhaust substances can be reduced.

In a direct fuel injection diesel engine equipped with a pentroof-shaped piston, a collision angle (&#x3b1;) at which fuel injected in a direction in which the height of the top face of a piston () is high collides with a cavity () is set larger than a collision angle (&#x3b2;) at which fuel injected in a direction in which the height of the top face of the piston () is low collides with the cavity (). By so doing, in a direction in which the height of the top face is high fuel that has collided with the cavity () easily rebounds upward, thus achieving effective combustion by mixing with a large amount of air present in the vicinity of the opening of the cavity () where the height is high, and in a direction in which the height of the top face is low it is difficult for fuel that has collided with the cavity () to rebound upward, thus achieving effective combustion by suppressing the flowing out of fuel or flame from the opening of the cavity () where the height is low, thereby appropriately mixing fuel and air in all directions in the circumferential direction of the cavity and making it possible to improve the engine output and reduce harmful exhaust substances.

An electromagnetic driving device includes an armature, a pair of electromagnets disposed in an opposed relation to each other on opposite sides of the armature so as to be able to apply an electromagnetic attracting force to the armature, and a pair of return springs for biasing the armature toward the electromagnets, respectively. In the electromagnetic driving device, the energizing quantity for the electromagnets is varied in accordance with operational conditions. Thus, it is possible to insure the attracting and maintaining of the armature to and on the electromagnets irrespective of changes in operational conditions. In addition, the energizing quantity for the electromagnets is varied in accordance with the distance between the armature and the electromagnets. Thus, it is possible to avoid a wasteful consumption of electric power in the electromagnets to enable a reliable attracting and maintaining of the armature.

Energization control method, and electromagnetic control system in

A control system for an internal combustion engine having a plurality of cylinders each having at least one intake valve, at least one exhaust valve, and a crankshaft. The control system has an electromagnetic driving section which electromagnetically causes opening and closing of at least one of the at least one intake valve and the at least one exhaust valve. A crank angle sensor generates a crank angle signal whenever the crankshaft rotates through a predetermined angle, and a cylinder position sensor generates a cylinder-discriminating signal indicative of a predetermined crank angle of a particular cylinder of a plurality of the cylinders. A piston position sensor detects an operating state or position of the piston of each of the plurality of the cylinders, based on the generated crank angle signal and the generated cylinder-discriminating signal. A CPU starts opening of the at least one of the at least one intake valve and the at least one exhaust valve, based on the detected operating state of the piston.

Control system for internal combuston engines

Control system for internal combustion engines

An electromagnetically driven valve control system for an internal combustion engine having at least one intake valve and at least one exhaust valve, and a starter for starting cranking of the engine. A CPU controls an energization time/timing control circuit section to electromagnetically drive at least one of the at least one intake valve and the at least one exhaust valve. The CPU detects a starting signal indicative of starting of the cranking of the engine, and a timer measures a time period elapsed after the starting signal is detected. An inhibiting time period is set, over which the operation of the starter means is inhibited, and the at least one of the at least one intake valve and the at least one exhaust valve is driven in a valve closing direction when the starting signal is detected. The operation of the starter is permitted when the time period elapsed after the starting signal is detected exceeds the inhibiting time period.

Electromagnetically driven valve control system for internal combustion

An intake system for an internal combustion engine includes first and second intake valve bores provided to face a combustion chamber and to be independently opened and closed by first and second intake valves, and first and second intake ports which are connected to the corresponding intake valve bores with a partition wall interposed therebetween and which communicate with a common intake passage. In a particular operation range of the engine, an imbalance is produced in the concentration of the air-fuel mixture flowing through the first and second intake valve bores into the combustion chamber on the basis of a difference between the amounts of fresh air flowing into the first and second intake ports. The intake system further includes a communication hole provided in the partition wall for putting the first and second intake ports into communication with each other. This provides for improvements in the lean combustibility and in the nature of the exhaust gas.

Intake system for internal combustion engine

Growing community of inventors

Wako, Japan

Hiroshi Sono