Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Other

Keihin Corporation

Yoshikazu Yamada

Mashu Kurata

Sei Watanabe

Shosaku Chiba

Yasunori Matsubara

Akihisa Shinoda

Eiichi Utsugi

Toru Kawai

Toru Taniguchi

Yoshikazu Sato

Keiichiro Bungo

Shohei Kono

Yasuhiro Shimizu

Katsuya Tajima

Shigeru Saito

Makoto Yonezawa

Hideo Urata

Soji Kashima

Hiroyuki Nakano

Hibiki Koga

Hirohisa Ishikawa

Hitoshi Matsumoto

Naoyuki Kamiya

Motohiro Fujita

Daisuke Suzuki

Toshio Ebihara

Tsutomu Sasaki

Katsuhiko Tsutsui

Yuzuru Tahara

Shingo Shimizu

Yuichi Tokito

Yoji Fujinaga

Ryoji Saiki

A reactor includes: a first flow passage through which liquid and gas that reacts with the liquid flow; and a second flow passage provided adjacent to the first flow passage and through which a heat medium flows. Each of the first flow passage and the second flow passage is formed in a belt shape so as to extend in a length direction and a width direction orthogonal to the length direction, and is formed in a helical shape or a spiral shape around a vertical axis parallel to the width direction. The liquid is supplied to the first flow passage so as to flow in the length direction. The gas is supplied to the first flow passage so as to flow in the width direction.

Reactor

A uniflow two-stroke engine includes: a cylinder receiving a piston such that the piston can reciprocate therein and defining a combustion chamber above the piston; an exhaust port having one end in communication with an upper end portion of the cylinder; a scavenging port having a scavenging orifice at one end, the scavenging orifice being in communication with a lower part of a side portion of the cylinder such that the scavenging port is selectively brought into communication with and shut off from the combustion chamber by the piston; and an exhaust gas recirculation passage having one end in communication with a part of the side portion of the cylinder above the scavenging port and the other end in communication with the scavenging port such that the exhaust gas recirculation passage is selectively brought into communication with and shut off from the combustion chamber by the piston.

Uniflow two-stroke engine

In a cylinder lubrication system for a two-stroke engine, a plurality of lubricating oil supply openings () open out in the inner circumferential surface of the cylinder () at a point lower than a top ring () of a piston () located at a bottom dead center. The lubricating oil supply openings are configured to provide a larger amount of lubricating oil in the thrust side and anti-thrust side of the cylinder than in a remaining part of the cylinder. Thereby, the consumption of lubricating oil and the emission of undesired substances can be minimized while providing an optimum lubrication of the sliding part between the piston and the cylinder.

Cylinder lubrication system for two-stroke engine

In a two-stroke engine including a scavenging port () having an open end () opening out in a side wall of the cylinder bore () and communicating with a crank chamber (), the open end being configured to be closed and opened by the piston (), a fuel injection device () is mounted on the engine main body so as to inject fuel onto a back side of the piston and/or a part of the side wall of the cylinder bore located under the piston via the open end of the scavenging port or via the open lower end of the cylinder bore. The fuel deposited on the surfaces of the piston and the cylinder inner wall promotes the cooling of such parts.

Two-stroke engine with fuel injection

Provided is a two stroke engine that can vary the timing of opening and closing the scavenging port () by using a highly simple structure. An end of the scavenging port () on the side of the combustion chamber () is defined by scavenging orifices () formed in a cylinder sleeve (), and a shutter () is provided on the cylinder sleeve so as to selectively project into the scavenging orifices () from an upper edge () thereof by moving along an axial line (X) of the cylinder bore ().

Two-stroke engine with variable scavenging port

An OHV engine comprises a first and second cam carried by a camshaft rotatably supported by a crankcase to be rotatively actuated by a crankshaft, first and second lower rocker arms pivotally supported by a lower rocker shaft adjacent to each other, and configured to be actuated by the first and second cams, respectively, a clutch member mounted on the second rocker arm in an axially slidable and rotationally fast manner, the clutch member being axially moveable between an engaged position and a disengaged position, the clutch member being provided with an engagement recess configured to receive a corresponding engagement projection of the first lower rocker arm for a joint pivotal movement of the first and second lower rocker arms when the clutch member is at the engaged position, and an actuator for causing the clutch member to move axially between the engaged position and the disengaged position.

Variable valve actuating mechanism for OHV engine

In a premixed compression self-ignition engine which is compact but capable of exerting a high output, an intermediate portion of a trigonal link is rotatably supported on a crankpin, a large end portion of a connecting rod is connected to one end portion of the trigonal link, and a swing link swingably supported on a fulcrum shaft is connected to another end portion of the trigonal link. The engine includes: an intake port open to a crank chamber; a reed valve mounted in the intake port; a scavenging port configured to guide fresh air from the crank chamber into a cylinder bore in a downward stroke of a piston; an exhaust port provided in a cylinder head and open to a top portion of the cylinder bore; and an exhaust valve configured to be opened before the piston opens the scavenging port in the downward stroke of the piston.

Premixed compression self-ignition engine

A multilink-type internal combustion engine includes a power transmission structure capable of transmitting rotation of a crankshaft to a pivot shaft. The power transmission structure comprises: a planet gear mechanism having a sun gear mounted on the crankshaft; a drive gear provided on a ring gear section of the planet gear mechanism; a driven gear mounted on the pivot shaft and meshing with the drive gear; and an adjustment mechanism for switching a rotation direction of a carrier of the planet gear mechanism to thereby adjust a meshing phase of the driven gear relative to the drive gear.

Multilink-type internal combustion engine

In a link type variable stroke engine in which: a crankshaft and a rotary shaft having an eccentric shaft are each rotatably supported on a case main body formed integrally with a cylinder block and opened at one side to form a part of a crankcase, and a support plate fastened to an opened end of the case main body at a plurality of positions; and a piston, the crankshaft and the eccentric shaft are linked by a linking mechanism, in a projection view on a plane orthogonal to axes of the crankshaft and the rotary shaft, two of the plurality of fastening positions at which the support plate is fastened to the opened end of the case main body are disposed on a straight line passing the axes of the rotary shaft and the crankshaft. This configuration can increase the rigidity between the crankshaft and the rotary shaft enough to prevent change of the distance between the crankshaft and the rotary shaft.

Link type variable stroke engine

A fuel supply system for a general purpose internal combustion engine is equipped with a sub-fuel tank that retains gasoline fuel supplied from a main fuel tank and houses the high-pressure pump in its interior. In other words, the pump is immersed in the gasoline fuel retained in the tank, so that if an air pocket should occur in the fuel supply pipe between the main fuel tank and pump, the air will be discharged from the sub-fuel tank to the exterior through a fuel return pipe etc., thereby ensuring that the pump does not suck in air. Since fuel injectors can therefore inject gasoline fuel immediately, starting performance is enhanced.

Fuel supply system for general purpose engine

A valve operating system includes: a decompression cam member that is provided on a camshaft, and moves between an operative position C where an exhaust tappet is operated in a valve opening direction in a compression stroke and an inoperative position D where the exhaust tappet is released; an exhaust gas recirculation cam member that is provided on the camshaft, and moves between an inoperative position F where the exhaust tappet is released and an operative position G where the exhaust tappet is operated in a valve opening direction in an intake stroke of the engine; and a common centrifugal mechanism that is driven by the camshaft to operate the decompression cam member to the operative position C in a starting rotation region of the engine and to the inoperative position D after the starting, and operate the exhaust gas recirculation cam member to the inoperative position F in a low speed operation region of the engine and to the operative position G in a high-speed operation region. Thus, the valve operating system can exert both a decompression function and an exhaust gas recirculation function.

Valve operating system for internal combustion engine

A general-purpose engine includes a canister which adsorbs fuel vapor that has evaporated within a fuel tank. The fuel vapor is desorbed from the canister and guided to an intake system communicating with an engine main body. The engine main body includes a crankcase and a cylinder block joined to the crankcase to have an upwardly inclined cylinder axis (C). The canister is disposed to one side of the crankcase and beneath the cylinder block to avoid any increase in the dimensions of the general-purpose engine.

General-purpose engine

A general-purpose engine includes a canister for adsorbing fuel vapor that has evaporated within a fuel tank. The fuel vapor, which has desorbed from the canister, is guided to an intake system communicating with an engine main body. A housing recess is formed in a base of the fuel tank, recesses toward the interior of the fuel tank, and houses the canister. Thus, an external impact to the canister can be avoided while also avoiding any increase in the dimensions of the general-purpose engine.

A variable compression ratio engine includes a connecting rod connected to a piston, a subsidiary arm connected to a crankshaft with one end pivotally connected to an end of the connecting rod, an eccentric shaft provided at an eccentric position of a rotary shaft rotatably supported at an engine body, and a control rod with one end connected to the subsidiary arm at a position deviated from the connected portion of the connecting rod and the other end pivotally connected to the eccentric shaft. In the variable compression ratio engine, a one-way clutch is interposed between the rotary shaft and the engine body, a restricted member is interlocked with and connected to an eccentric position of the rotary shaft to reciprocally operate corresponding to rotation of the rotary shaft, and a restricting device abuts to and engages with the restricted member immediately after the restricted member passes a reciprocation end, thereby selectively restricting a rotational operation of the rotary shaft in either of two rotation phases different from each other. Thus, the rotary shaft is rotated by utilizing the combustion and inertia of the engine, and occurrence of impact at the time of restricting the rotational operation of the rotary shaft can be suppressed.

Variable compression ratio engine

A composite control valve is constructed by a valve housing, first and second diaphragms mounted to the valve housing and disposed to be opposed to each other, a negative pressure working chamber defined between the first and second diaphragms to communicate with a negative pressure generating section in an engine, a first control valve adapted to be opened and closed by advancing and returning of the first diaphragm, and a second control valve adapted to be opened and closed by advancing and returning of the second diaphragm. The first control valve is incorporated into an air vent system for a fuel tank, and the second control valve is incorporated into a fuel passage system extending from the fuel tank to a fuel supply section in the engine. Thus, upon stoppage of the operation of the engine, not only the fuel passage system but also the air vent system leading to the upper space in the fuel tank are blocked simultaneously, thereby preventing release of an evaporated fuel generated in the fuel tank to the atmosphere.

Growing community of inventors

Saitama, Japan

Yoshikazu Yamada