Honda Motor Co., Ltd.

Kenichiro Ikeya

Hiroshi Sono

Yutaka Tajima

Nobuhiko Sasaki

Yukihisa Yamaya

Tatsuya Uchimoto

Mitsuhiro Shibata

Goichi Katayama

Yoshimasa Kaneko

Akihiro Yamaguchi

Satoshi Yamamura

Naohiro Ishikawa

Takahiro Katano

Provided is a thermally insulated insert member and an engine having the thermally insulated insert member. Thermally insulated insert member is disposed in an intake port of a cylinder head of the engine. The thermally insulated insert member includes a guide member that guides a flow of intake air flowing in t he intake port; and a thermally insulative support member with a shape that can be fitted within the intake port. The guide member is formed of a metal and is supported in the intake port via the thermally insulative support member.

Thermally insulated insert member and engine having same

In an intake device for an internal combustion engine, a difference in the air-fuel ratio between the cylinders is reduced without increasing the lengths of the branch passages. An intake device () for an internal combustion engine () having at least three cylinders () includes: an intake chamber () configured to be connected with an air inlet (); and multiple branch passages () connected at upstream ends () thereof to the intake chamber and connected at downstream ends thereof to intake ports () communicating with the cylinders, respectively, wherein the upstream ends of the branch passages are arranged in a direction of rotation about a predetermined center line X in a same order as an order of ignition of the cylinders.

Intake device

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.

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Wako, Japan

Kenichiro Ikeya