Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kabushiki Kaisha

Shizuo Yagi

Isao Fujii

Hiroshi Kogure

Makoto Kawai

Yorihisa Yamamoto

Yoshiaki Hirosawa

Haruhiko Yoshikawa

Kenichi Nakamura

Kazuo Inoue

Junji Otani

Masayasu Nishikawa

Saburo Matsuoka

Youichi Ishibashi

Shoichi Honda

Yasuo Ikenoya

Hiroshi Sono

Takashi Inagaki

Yoshio Ajiki

Urataro Asaka

Kenji Nishida

Yoshitoshi Sakurai

Masafumi Araki

Toshio Shioya

Atsushi Tanaka

Kiyoshi Miyaki

Yasuhito Sato

Yukio Tada

Junji Ootani

Fumihiko Yoshida

Kenichi Nakamuna

A valve drive system including mechanisms for varying the timing and lift of intake and exhaust valves in internal combustion engines. In one embodiment, an intake camshaft support member and an exhaust camshaft support member are separately mounted to pivot about axes relative to intake and exhaust rocker arms. The support members include concentric mountings along which the support members together with the cams mounted therein move to selectively advance and retard the valve timing and vary the valve lift. In other embodiments, the camshaft support is unitary in construction for both the intake and exhaust valve train. A variety of adjustments are possible with the several configurations including intake valve closure before bottom dead center during partial load operation.

Valve driving mechanism for internal combustion engines

A valve train for a four-cycle, double overhead camshaft type internal combustion engine includes apparatus for movably supporting the camshafts that mount the cams which operate the intake and exhaust valves respectively so that the camshafts and cams are displaceable with respect to the rocker arms through which the operation of the cams is imparted to the valves. A control system is described that enables the camshaft supporting apparatus to be selectively displaced in response to engine operating conditions, such as rotational speed, so that valve timing and valve lift for the respective valves can be independently varied to produce optimal engine operating characteristics over a wide range of engine operating conditions. A method of operating engine valves in accordance with utilization of the described control system is also disclosed.

Valve driving device and valve driving method for internal combustion

An ignition timing control system for an internal combustion engine which controls the ignition timing for one engine cycle in response to the maximum peak position datum of the indicative pressure signal representing the inner pressure within the combustion chamber during the preceding engine cycle. A misfire detecting means is provided which produces a misfire detection signal upon incomplete combustion in the combustion chamber in an engine cycle. The maximum peak position datum is neglected during the engine cycle in which the misfire detection signal appears. At least one pressure sensor is provided for one cylinder in a group of the cylinders having generally the same charging efficiency or volumetric efficiency.

Ignition timing control system for internal combustion engine

An ignition timing control system for an internal combustion controls the ignition timing in dependence upon an indicative pressure signal representing changes of the inner pressure within the combustion chamber of the engine. The ignition timing control system ceases the feed-back control based on the indicative pressure signal but performs an open loop control under predetermined engine operational conditions.

An ignition timing control method for an internal combustion engine which controls the ignition timing of the engine in response to the indicative pressure signal representing the inner pressure of the combustion chamber while keeping the maximum peak position of the indicative pressure signal around a target position or zone. The target position or zone is regulated in accordance with one or more engine parameters.

Ignition timing control method for internal combustion engine

An ignition timing control system for an internal combustion chamber includes means for holding a maximum peak position signal of an indicative pressure signal at each engine cycle, means for picking up the held maximum peak position data signal, and means for establishing a suitable ignition angle for keeping the ignition timing to a target optimum ignition timing on the basis of the picked-up maximum peak position signal. The pick-up period is restricted within a narrow crank angle region in which any appreciable level of noises will not be expected in the indicative pressure signal. The narrow crank angle region is defined precisely by counting clock or timing pulses produced therein up to a predetermined number or by supervising the variation in level of the indicative pressure signal.

In a feed-back engine control system in response to an indicative pressure signal representing the inner pressure of the combustion chamber of an internal combustion engine, uncertain states are detected by comparing peak positions appearing in the respective ones of the indicative pressure signal and the filtered indicative pressure signal, thereby to avoid unfavorable operation of the system.

Uncertainty detector in feed-back control system based on combustion

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 combustion chamber system of a kerosine internal combustion engine including a main combustion chamber and an auxiliary combustion chamber both of which are defined in a cylinder head and are spaced from each other by a partition. A plurality of communication holes through which these main and auxiliary combustion chambers communicate with each other are made in the partition. The main combustion chamber has a suction port and an exhaust port opened thereto which are adapted to be opened and closed by a suction valve and an exhaust valve, respectively. The open ends of the communication holes on the side of the main combustion chamber are pointed to the upper surface of a piston located in the vicinity of a top dead center thereof, and a mixture of a theoretical or richer fuel ratio is fed into the main combustion chamber.

Combustion chamber system for kerosine internal combustion engine

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

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.

Torch ignition type internal combustion engine

A high power output internal combustion piston engine is provided with two intake ports and one exhaust port for each combustion chamber. Flow through each port is controlled by a valve, the exhaust valve being positioned on one side of the combustion chamber and the two intake valves on the other side. A spark plug communicates with the combustion chamber on the same side as the exhaust valve, and near one of the intake valves. An air-fuel mixture is supplied to each of the intake ports through first and second throttle valves. Means including a lost-motion connection coordinates the movements of the throttle valves.

High power output engine

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.

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Asaka, Japan

Shizuo Yagi