Honda Giken Kogyo Kabushiki Kaisha

Isao Fujii

Shizuo Yagi

Hiroshi Kogure

Yoshio Ajiki

Masayasu Nishikawa

Shin Narasaka

Yoshiaki Hirosawa

Junji Otani

Hiroyuki Nishimura

Yoichi Ishida

Makoto Kawai

Hiromi Matsuura

Atsushi Tanaka

Masaaki Kato

A hydrogen-fueled engine has an intake valve, a hydrogen supply valve and an exhaust valve, which are operated to open and close relative to a combustion chamber, and a control valve provided in a hydrogen supply pipe to control the output of the engine through the control of the flow amount of hydrogen. This control valve is a pressure control valve to adjust the pressure of hydrogen to be supplied. The hydrogen supply valve is operated by an apparatus of the type capable of adjusting the lift and the valve timing. In this engine, the hydrogen to be supplied to the combustion chamber is controlled on the basis of control signals corresponding to load conditions by both the pressure control valve and the hydrogen supply valve under at least one of either the low-load condition or the high-load condition, and substantially only by the pressure control valve under an intermediate-load condition.

Method of controlling the supply of fuel in hydrogen-fueled engine

An ignition timing control system for an internal combustion engine includes a crank angle detector for producing a first pulse signal indicative of a reference crank angle position of the crankshaft and a second pulse signal indicative of a crank angle position that changes constantly with rotation of the crankshaft, an ideal crank angle detector for producing an output signal based on the first and second pulse signals and indicative of an ideal crank angle position at which pressure internal of the engine cylinder attains a peak value, pressure sensing means for producing an output signal indicative of the peak pressure value, a phase difference detector for producing an output signal indicative of the phase difference between the ideal crank angle position signal and the peak pressure value signal, first ignition timing control means for producing an output signal indicative of optimum ignition timing which is in accordance with the phase difference output signal, and second ignition timing control means for controlling ignition timing to a fixed value during actuation of the engine starter.

Ignition timing control system for internal combustion engines

A vane type pump having a rotor with slots through which vanes extend and engage the inside of a cylindrical casing to pump upon rotation of the rotor. The slots have a longitudinal groove on each inner side facing each other and elongated carbon sealing elements are positioned in the grooves to sealably engage the vane extending therebetween. A leaf spring is positioned behind one sealing element in compression and its amplitude of movement, as a result of the dimensions of all the components, is limited to 0.6 mm or less.

Seal arrangement for vane type air pumps

Controlled amounts of relatively rich mixture and relatively lean mixture are supplied separately to a combustion chamber of an internal combustion engine. The position of the intake valves, exhaust valve and spark plug are such that the rich mixture tends to remain near the spark plug during the compression stroke of the engine and does not disperse throughout the lean mixture. At the time of ignition enriched mixture near the spark plug ignites readily and the flame propagates into and through the lean mixture which fills the remainder of the combustion chamber. Several constructions are disclosed to achieve the desired mixture ratios for various operating conditions of the engine.

Stratified burn internal combustion engine

A torch ignition type internal combustion engine has an auxiliary combustion chamber connected by a torch passage to a compact main combustion chamber. A cavity in the cylinder head forming a part of the main combustion chamber is provided with two intake valves on one side of the cavity and one exhaust valve on the other side. A large squish area is formed between the upper surface of the piston and the lower surface of the cylinder head and one or more suction conduits connect this squish area to the torch passage between its ends. Two torch passages may be provided; one may extend into the cavity near the exhaust valve and the other into the cavity near the remote intake valve. A plug chamber receives the spark plug electrodes and this chamber is in communication with both the auxiliary combustion chamber and the torch passage. In one form of the invention one torch passage extends from the lower end of the auxiliary combustion chamber and the other torch passage extends from the plug chamber.

Torch ignition type internal combustion engine

An internal combustion piston engine of the torch ignition type employs an auxiliary combustion chamber connected by a torch passage to a compact main combustion chamber. A spark plug has electrodes located adjacent the upstream end of the torch passage and remote from the intake valve for the auxiliary combustion chamber. At least one suction conduit intersects the torch passage between its ends and extends from a peripheral zone of the main combustion chamber. This zone may comprise a squish zone which increases flow of air-fuel mixture into the torch passage to follow the torch flame into the main combustion chamber. A cavity in the engine head may receive the torch flame from one or more torch passages.

An internal combustion piston engine has a main combustion chamber and an auxiliary combustion chamber connected by a torch passage, which is cylindrical end to end. Lean mixture is supplied to the main combustion chamber and rich mixture is supplied to the auxiliary combustion chamber. A spark plug ignites the mixture in the auxiliary combustion chamber, causing a torch flame to be projected through the torch passage into the main combustion chamber near its center. Suction conduits, smaller in diameter and total area than the torch passage, extend from a peripheral portion of the main chamber and intersect the torch passage between its ends. Movement of the burning gases through the torch passage aspirates a flow of mixture from the main combustion chamber through the suction conduits into the torch passage.

Cylindrical torch passage construction for internal combustion engine

The auxiliary combustion chamber of a four-cycle stratified-charge piston engine is divided into a primary cavity and a secondary cavity. The primary cavity receives a relatively rich mixture which passes into the secondary cavity, and the main combustion chamber receives a relatively lean mixture. The primary cavity is in communication with a spark plug. A long torch passage connects the primary cavity with the central portion of the main combustion chamber, and one or more short torch passages connect the secondary cavity with a peripheral portion of the main combustion chamber. The purpose is to reduce emission of NO.sub.x without adversely affecting emissions of CO and HC, and to improve fuel economy.

Divided auxiliary combustion chamber for internal combustion spark

An internal combustion piston engine has a main combustion chamber and an auxiliary combustion chamber connected by a torch passage, which is tapered end to end, the large end communicating with the main combustion chamber. Lean mixture is supplied to the main combustion chamber and rich mixture is supplied to the auxiliary combustion chamber. A spark plug ignites the mixture in the auxiliary combustion chamber, causing a torch flame to be projected through the tapered torch passage into the main combustion chamber near its center. A suction conduit, smaller in diameter and total area than any portion of the tapered torch passage, extends from a peripheral portion of the main chamber and intersects the tapered torch passage between its ends. Movement of the burning gases through the torch passage aspirates a flow of mixture from the main combustion chamber through the suction conduit into the torch passage.

Tapered torch passage construction for internal combustion

An internal combustion piston engine has a main combustion chamber and an auxiliary combustion chamber connected by a torch passage. On the suction stroke of the piston lean mixture is drawn into the main combustion chamber and rich mixture is drawn into the auxiliary combustion chamber. A spark plug ignites the mixture in the auxiliary combustion chamber at the end of the compression stroke, causing a torch flame to be projected through the torch passage into the main combustion chamber near its center. A suction conduit, smaller in diameter and total area than the torch passage, extends from a peripheral portion of the main chamber and intersects the torch passage between its ends. Movement of the burning gases through the torch passage aspirates a flow of mixture from the main combustion chamber through the suction conduit into the torch passage.

Torch passage construction for stratified charge engine

The auxiliary combustion chamber of a four-cycle stratified-charge piston engine is divided into a primary cavity and a secondary cavity. Fuel injection produces a relatively rich mixture in the primary cavity and in the secondary cavity, and the main combustion chamber receives a relatively lean mixture. A spark plug communicates with the primary cavity. A long torch passage connects the primary cavity with the central portion of the main combustion chamber, and one or more short torch passages connect the secondary cavity with a peripheral portion of the main combustion chamber. The purpose is to reduce emission of NO.sub.x without adversely affecting emissions of CO and HC, and to improve fuel economy.

Growing community of inventors

Hasuda, Japan

Isao Fujii