It is becoming more and more difficult to manufacture super motorcycles with high speed and high power to surpass the latest emission regulations, and at the same time, it is becoming more and more difficult to generate higher power, and Honda seems to be learning from its experience in building Formula One racing engines to achieve this grand goal. A new patent filed in Japan shows the latest CBR 1000RR? The version of Fireblade equipped with an unusual front chamber combustion system has become the normal state of efficient Formula One racing in today's era.
Cash 1.6 liter turbocharged V6? The power unit of F 1 is undoubtedly the most advanced internal combustion engine in history. Only four manufacturers have invested heavily in producing them. When Honda quit this series after 202 1, it was already studying how to transfer the technology developed for this series to the production car. You may think that cars will be the beneficiaries, but in many ways, motorcycle engines are closer to the high speed and high specific power design adopted by F 1, and at least one of the key technologies in the latest era of F 1 is expected to make F 1 a reality. Turn to producing motorcycles in the near future.
Mixing air and fuel correctly into the engine is one of the biggest challenges to maximize performance. Pre-combustion chamber combustion is a solution, which can make the air-fuel mixture close to the ideal stoichiometric ratio of 14.7: 1, thus effectively burning in the harsh environment of engine combustion chamber. Theoretically speaking, the ratio of air to each fuel is 14.7 parts, which can realize ideal combustion, thus producing the cleanest and most effective combustion and maximum power. However, in practice, it is difficult to achieve this ratio and burn all the mixture in the chamber. A richer mixture containing more fuel will consume more available oxygen, thus generating additional power, but this will inevitably lead to some unburned fuel being wasted in the exhaust. The rich mixture can also lower the cylinder temperature, allow a higher compression ratio to be used, and reduce the possibility of explosion, in which case the mixture explodes instead of burning in a controlled manner,
At present, all F 1 engines use precombustion chamber combustion as a solution, which makes the spark plug ignite a small bag of rich-fuel mixture and then inject more fuel into the main part of the engine. The combustion chamber filled with a thin mixture ignited the combustion chamber, but did not cause an explosion. The result is a more powerful, cleaner and more economical engine.
In F 1, the total amount and flow rate of fuel used in the competition are limited by laws and regulations, so it is not feasible to waste gasoline with rich mixture. Energy per ounce needs to be extracted, and combustion chamber combustion is the way to achieve this. This means that fuel is injected into the combustion chamber above the main combustion chamber and the spark plug is also located in this combustion chamber. The hole between the pre-combustion chamber and the main combustion chamber makes the fuel pass much slower than the initial injection. Therefore, when the spark plug is ignited, the mixture in the precombustion chamber is rich and easy to ignite, and the mixture in the main combustion chamber is thin. Then the flame sprayed from the front room is injected into the main room, and the combustion is more thorough than the spark generated by separate combustion.
Honda's new motorcycle front room has a similar idea, but it should be produced more effectively and cheaply because it is not bound by F 1 restrictive regulations. For example, in F 1, a key rule is that each cylinder can only use one injector, but in Honda's bicycle engine design, there are two. As we can see, Kawasaki is developing a dual-injection engine, which combines the traditional indirect fuel injection (the injector ignites the intake) with direct injection. The system provides the efficiency advantage of direct injection, but solves some cost and wear problems related to pure DI engine. Honda once again improved the efficiency of the game by increasing the burning in the lobby.
One of its injectors is completely traditional, and it is injected into the air inlet under the throttle butterfly valve. The other is located in the front room. Honda skillfully separates the front chamber from the main combustion chamber through a rotary tube similar to a rotary valve. The rotary valve is driven by a cam chain, which solves one of the problems of combustion in the front chamber, that is, it is difficult to completely exhaust the exhaust gas from the front chamber during the exhaust stroke. Honda's rotary valve device opens a wide "door" for the precombustion chamber during the exhaust and intake strokes, ensuring that all burning gases are replaced by fresh air. Then, during the compression stroke, the "door" closes, allowing the second injector to add more fuel to the precombustion chamber without mixing any fuel into the lean mixture in the main chamber.
Although Honda's patent does not indicate that its system will be put into production, people are increasingly interested in dual-injection engines combining direct injection and indirect injection, especially in high-speed motorcycle applications. Direct injection (injecting fuel directly into the combustion chamber) is difficult to be applied to bicycle engines alone, especially high-speed engines, because it requires huge fuel pressure to quickly atomize fuel into the air in the combustion chamber. In double injection, the direct injector is located near the spark plug to enrich the mixture near it, while the traditional injector fills the rest of the intake air with lean mixture. Double injection provides the greatest benefit of direct injection in reducing the amount of unburned fuel. Escape to the waste gas, but the cost is low.
When Euro 6 emission regulations were implemented in Europe, many manufacturers thought that direct or double injection was needed to meet these requirements, although there was no exact standard and its introduction date. The question now is whether this technology can even achieve the purpose of production in the case that many countries/regions have begun to ban or reduce the use of internal combustion engines before the industry adopts more mainstream electric power steering.
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.