JPS60147535A - Apparatus for interrupting valve operation in internal-combustion engine - Google Patents

Abstract

PURPOSE:To prevent stagnation of air-fuel mixture in an internal combustion engine in which at least two intake ports are provided for each cylinder, by connecting said intake ports to two intake passages independently from each other, and interrupting operation of one intake valves when a secondary throttle valve is closed. CONSTITUTION:In a four-cylinder engine, a first and a second intake ports Ps1, Ps2 and a first and a second exhaust ports Pe1, Pe2 are formed in pairs in each cylinder S in the manner that they locate in side-by-side relationship with each other respectively. The first and the second intake ports Ps1, Ps2 are connected respectively to a primary and a secondary intake passages W1, W2 common to the cylinders S via a first and a second intake manifolds M1, M2, and they are opened and closed by a first and a second intake valves respectively according to the operation of valve driving mechanisms. Here, a valve-operation interrupting mechanism is attached to the valve driving mechanism for the second intake valves. When a secondary throttle valve Vt2 of a carburetor C is closed, it is detected by a switch 83 and operation of the second intake valves is interrupted by energizing a solenoid 71 of the valve-operation interrupting mechanism.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a valve operating body stop device for an internal combustion engine, in particular, a main body of the internal combustion engine includes a first intake boat connected to a first intake valve port and a first intake boat for one cylinder of the internal combustion engine. A second intake port connected to the second intake valve port is provided, and includes a primary throttle valve that opens and closes the blow intake passage, and a secondary throttle valve that operates to open the secondary intake passage during high-load operation of the engine. An intake controller is connected to both the intake boats and includes a first and a second intake boat.
The present invention relates to a valve operating body stop device for an internal combustion engine in which an intake valve port is provided with first and second intake valves that open and close the intake valves.

Conventionally, high-speed internal combustion engines are known in which a plurality of intake valves and a plurality of exhaust valves are arranged for one cylinder. In such an internal combustion engine, all intake valves and exhaust valves are operated during high-load operation of the internal combustion engine, and some of the intake valves and exhaust valves are stopped during low-load and medium-load operation of the engine. The applicant has previously proposed a valve operating body stop device that reduces the valve load and reduces fuel consumption through the swirl effect within the combustion chamber. However, in such an internal combustion engine, multiple intake ports are connected to the carburetor through a common intake pipe, so when some of the intake valves stop operating, It is conceivable that stagnation of rich air-fuel mixture occurs in the intake port of the valve, which may adversely affect drivability when the intake valve starts operating.

The present invention has been made in view of such circumstances, and is intended to prevent stagnation of a rich air-fuel mixture from occurring when the actuator of the intake valve is stopped, thereby improving drivability when restarting operation.
It is an object of the present invention to provide a valve operating body stop device for an internal combustion engine, which aims to reduce valve operating load and reduce fuel consumption through a swirl effect.

To achieve this objective, according to the invention, the first intake boat and the second intake boat are connected to the primary intake passage and the secondary intake passage of the intake control 1FFL device independently from each other,
An operating body stop mechanism is provided for stopping the opening/closing operation of the second intake valve when the secondary throttle valve of the intake controller is closed.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. First, in FIG. Inspiratory bow) P s,.

Psz are arranged side by side in pairs, and the first and second exhaust boats Pe, Pe2 are arranged side by side in pairs.

The first intake bow) Ps of each cylinder S is commonly connected to the first intake manifold M1, and the first intake manifold M,
is connected to the primary intake path W of the carburetor C as an intake controller. In addition, the second intake bow) Ps2 of each cylinder S is the second
The second intake manifold M2 is connected to the secondary intake passage w2 of the carburetor C. During high load operation of the engine, that is, the rain aeration path of the carburetor C.

When W2 is open, the rain aeration boat PSI, PSz and re-exhaust port Pe of each cylinder S.

The air-fuel mixture and exhaust gas flow through Pe2 according to the operation of the intake valve and the exhaust valve. On the other hand, during low-load and medium-load operation of the engine, that is, when the secondary intake passage Wt of the carburetor C is blocked, the second intake boat psz and the second exhaust port of each cylinder S are Bow)Peg is closed, and the engine is operated only by intake air from the first intake bow) PS and exhaust air from the first exhaust bow [•Pe].

In FIG. 2, the cylinder head 1 in each cylinder S of the engine body E has first and second intake valves S+ + Vs2 that control intake air into the combustion chamber CR. □First and second exhaust valves Ve+, which are provided to open and close and control exhaust from the combustion chamber CR;
Vs2 is provided to open and close the first and second exhaust valve ports 31.3□.

Further, in the cylinder head 1, first and second intake bows Psl and PSZ which communicate with the first and second intake valve ports 21 and 2□ independently of each other are arranged in parallel. First and second exhaust boats Pel and Peg communicating with the exhaust valve port 31.3□ are arranged in parallel. First intake valve Vs
+ and the first exhaust valve Ve+ are operated by a valve mechanism having a similar configuration, and the second intake valve VS2 and the second exhaust valve Ve2 are operated by a valve mechanism having a similar configuration.

Therefore, in the following description, the first intake valve Vs.

Only the portions related to the second intake valve Vs2 will be described in detail, and detailed explanations of the portions related to the first exhaust valve Ve and the second exhaust valve e2 will be omitted.

The first and second intake valves Vs, VS2 are movably inserted into a guide tube 8 provided vertically through the cylinder head 1, and the upper ends of these intake valves Vs+, Vs are A screw 9 is cut. A retainer 10 is screwed onto the male screw 9, and a lower lifter 11 is screwed into the male thread 9 while being prevented from moving downward. Further, an upper lifter 12 is screwed onto the male thread 9 at a position spaced upward from the lower lifter 11.
is a lock nut 13 that is screwed into the male screw 9 above it.
upward movement is regulated by

Lower lifter 11 and upper lifter 1 of the first intake valve Vs
A constantly forced valve operating mechanism 7 (see Fig. 6) is engaged between the two, and the rocking motion of this constantly forced valve operating mechanism 7 causes forced up and down movement of the first intake valve Vs+, that is, forced movement of the first intake valve Vs+. Opening/closing operations are performed.

Further, a forced valve operating mechanism 5 is engaged between the lower lifter 11 and the upper lifter 12 of the second intake valve ■s2, and the swinging operation of the forced valve operating mechanism 5 causes the second intake valve Vsz
A forced opening/closing operation is performed.

Moreover, during low-load and medium-load operation of the engine, the swinging motion of the forced valve mechanism 5 is not transmitted to the second intake valve vs2 due to the action of the operating body stop mechanism 6, and the second intake valve VsB stops operating. to keep the valve closed.

Note that a coiled spring 14 is installed between the upper part of the cylinder head 1 and the retainer 10, surrounding each intake valve Vs, Vs2.
The spring force of the spring 14 biases each intake valve Vs,, Vs, in the valve closing direction; The valve is weak enough to maintain the closed state, and the rain aeration valve Vs,,VS
It is hardly involved in the opening/closing operation of 2.

In FIG. 3, the forced valve mechanism 5 has a cylinder
a camshaft 4 which is disposed above the central part of the valve and integrally includes a valve-closing cam 15 and a valve-opening cam 16; a tenth lug arm 17 that swings in contact with the valve-closing cam 15; and a valve-opening cam. 16 and swings in conjunction with the first locking arm I7, and the 20th locking arm 18
a 30th lug arm 19 which can be freely connected and uncoupled with the second intake valve Vsz, and each rocker arm 1;
7, 18, and a rocker shaft 20 arranged parallel to the camshaft 4.

The cam shirt l-4 is rotatably supported at the upper part of the cylinder head 1, and is driven to rotate at a rotation ratio of 1/2 in synchronization with the rotation of the engine. Further, the rocker shaft 20 is fixedly supported on the upper part of the cylinder head 1 diagonally above the camshaft 4. A cam slipper 21 that slides on the valve-closing cam 15 is integrally provided on the tenth claw arm 17, and a cam slipper 22 that slides on the valve-opening cam 16 is integrally provided on the twentieth claw arm 18. Furthermore, both cam slippers 21 and 22 are arranged on both sides of an imaginary plane &'j123 (see FIG. 2) connecting the centers of the camshaft 4 and the rotor shaft 20. That is, the cam slipper 21 of the tenth lever arm 17 slides into contact with the valve-closing cam 15 on the second intake valve Vs side with respect to the virtual straight line 23, and
The cam slipper 22 of the hook arm 18 is aligned with the virtual straight line 2.
3, the valve opening cam 16 is located on the opposite side of the second intake valve vS2.
sliding into contact with.

Further, on the upper part of the second intake valve ■S2 example of the tenth lever arm 17, there is provided an abutting dust 24 facing upward.
The claw arm 18 is integrally provided with a support portion 25 extending above the contact dust 24.

A tappet screw 26 that contacts the contact dust 24 is screwed into the support portion 25 so as to be movable forward and backward, and a lock nut 27 is screwed onto the tappet screw 26 to prevent loosening. This tappet screw 26 interlocks the first and twentieth claw arms 17,18.

That is, the valve closing cam 15 causes the tenth claw arm 17 to
is rotated counterclockwise in FIG. 1, and when the 20th latch arm 18 is rotated clockwise in FIG. 1 by the valve opening cam 16, the 10th lug arm 17 is also rotated clockwise.

The 30th hook arm 19 is integrally provided with an engaging arm 28 that extends in the direction of the second intake valve s2 and has a bifurcated tip. It is engaged between the lower lifter 11 and the upper lifter 12 so as to sandwich Vs2 from both sides. Therefore the 20th
When the claw arm 18 and the 30th claw arm 19 are in the connected state, the rotational movement of the 10th claw arm 17 in the valve closing direction is transmitted to the 30th claw arm 19 via the 20th claw arm 18, and the engaging arm 28 is moved upward. Rotate-L
By pushing up the side grifter 12, the second intake valve v
s2 operates to close the valve. Further, due to the concave VJ movement of the 20th hook arm 18 in the valve opening direction and the rotational movement of the 30th hook arm 19, the lower lifter 11 is pushed down by the engaging arm 28, and the second intake valve S2 operates to open the valve.

An operating body stopping mechanism 6 for connecting and disconnecting the 20th claw arm 18 and the 30th claw arm 19 is interposed between the second and 30th claw arms 18 and 19. When actuated, the connection between the second and thirtieth hook arms 18 and 19 is released. When the connection state is released in this way, the first and second
07 Ka arm 17.18 movement is 30th Tsuka arm 19
The second intake valve Vs2 remains closed due to the spring force of the spring 14.

Referring also to FIG. 4, the actuating body stop mechanism 6 has a second
A synchro pin 29 that is movable between a position where the zero tension arm 18.19 is connected and a position where the connection is released, a timing piston 30 that presses the synchro pin 29 toward a disconnection position by the action of hydraulic pressure, and a synchro pin 29 that The timing piston 30 includes a spring 31 for urging the timing piston 30 toward the connected position, and a trigger plate 32 for regulating the operation of the timing piston 30.

The 30th claw arm 19 is provided with a guide hole 33 that is open toward the 20th claw arm 18 and parallel to the axis of the rocker shaft 20, and an air vent hole 34 is provided at the bottom of the guide hole 33. Ru. The synchro pin 29 is formed into a bottomed cylindrical shape with a through hole 35 at the bottom, and is slid into the guide hole 33 with its open end facing the air vent hole 34 side, so that the bottom of the guide hole 33 and the synchro pin A spring 31 is interposed between the spring 29 and the spring 29. Therefore, the synchro pin 29 is biased by the spring force of the spring 31 in the direction of protruding from the guide hole 33, that is, toward the 20th knocker 1, 18 side.

On the other hand, a cylinder hole 36 parallel to the axis of the rocker shaft 20 is bored in the 20th claw arm 18 in correspondence with the guide hole 33, and an end of the cylinder hole 36 on the opposite side from the 30th claw arm 19 is bored. The section is closed by a plug 37. The cylinder hole 36 has its 30th claw arm 1
A pin sliding portion 38 having the same diameter as the guide hole 33, a piston sliding portion 39 having a smaller diameter than the sliding portion 38, and a hydraulic chamber 4o having a larger diameter than the piston sliding portion 39 are formed in order from the 9 side. A regulating step portion 41 facing the third piston 19 side is formed between the pin sliding portion 38 and the piston sliding portion 39 . The synchro pin 29 can slide on the pin sliding portion 38, and comes into contact with the regulating step portion 41 to be restricted from moving toward the 20th latch arm 18, and in this state, the second and 30th lug arms 18°19 are connected to the synchro pin 29.

The timing piston 30 is made up of a bottomed cylindrical body 42 and a cylindrical body 43 that are slid together. The bottomed cylindrical body 42 is slid onto the piston sliding portion 39 with its open end facing the 30th lug arm 19 side. The cylindrical body 43 has a pressing flange 44 at one end that slides on the piston sliding portion 39.
2.

A spring 45 is interposed between the bottom of the bottom cylindrical body 42 and one end of the cylindrical body 43, and the cylindrical body 43 is urged toward the 30th arm arm 19 by the spring force of the spring 45. Moreover, a through hole 46 is bored in one end of the cylindrical body 43, and the inside of the timing piston 30 communicates with the outside through the through hole 35 of the synchronizer pin 29 and the air vent hole 34 at the bottom of the guide hole 33. be done. Therefore, the axial relative movement of the cylindrical body 43 and the bottomed cylindrical body 42 is freely performed without resistance due to pressurization or depressurization of the air within the timing piston 30.

The lengths of the bottomed cylindrical body 42 and the cylindrical body 43 are such that the bottom of the bottomed cylindrical body 42 is in contact with the plug 37 and the pressing flange 4 of the cylindrical body 43 is in contact with the synchro pin 29 that is in contact with the regulation step 41.
4 abut, the pressing collar 44 and the bottomed cylindrical body 42
A fitting groove 47 into which the trigger plate 32 can be fitted is formed between the ends thereof. Further, a fitting groove 48 into which the trigger plate 32 can be fitted is bored on the outer periphery of the bottomed cylindrical body 42, and the position of this fitting groove 48 is determined by the timing piston when hydraulic pressure acts on the hydraulic chamber 4o. 30 presses the synchro pin 29 and the trigger plate 32 is set to fit when the second and thirtieth claw arms 18, 19 are released from the connected state.

The 20th lever arm 18 is provided with a groove 49 in which the trigger plate 32 is slidably fitted. It is pivotally supported by the lever arm 18. pin 5
E-type retaining rings 51 and 52 are fitted to both ends of the 0, respectively.

In FIG. 5, the trigger plate 32 includes a regulating portion 53 extending from the position of the pin 50 toward the timing piston 30, and a contact portion 5 extending from the position of the pin 50 toward the rocker shaft 20.
4 are respectively provided, and the regulating portion 53 can be fitted into the fitting grooves 47 and 48 of the timing piston 30. Further, the contact portion 54 contacts a cam surface 55 cut into the outer periphery of the rocker shaft 20 . Furthermore, the middle of the spring 56, which is basically formed in a substantially U-shape and is pivotally supported at both ends of the pin 50, is brought into contact with the upper part of the regulating part 53, and the spring 56 is
Both ends of 6 are the rocker shaft 20 of the 20th lever arm 18
It is pressed against the side surface. Due to the spring force of this spring 56,
The trigger plate 32 is biased in a direction in which the regulating portion 53 approaches the timing piston 30 side, that is, in a direction in which it rotates clockwise in FIG. 5 around the pin 50. On the other hand, cam surface 5
5 and the shape of the contact portion 54, the 20th hook arm 18 is rotated in the valve opening direction, that is, in the second direction around the rocker shaft 20.
When the zero tension arm 18 and the pin 50 rotate counterclockwise in FIG. 53 from the fitting groove 47 or 48 of the timing piston 30.

In such an actuating body stopping mechanism 6, when no hydraulic pressure is applied to the hydraulic chamber 4°, the synchro pin 29 is moved by the spring 3.
The pin sliding portion 38 of the cylinder hole 36 is slid by a spring force of 1, thereby connecting the second and third hook arms 18 and 19. Therefore, the 30th claw arm 19 swings integrally with the 20th claw arm 18, and the 30th claw arm 19 swings integrally with the 20th claw arm 18, and
The intake valve ■s2 is operated to open and close.

On the other hand, when hydraulic pressure acts on the hydraulic chamber 40, the bottomed cylindrical body 42 of the timing piston 30 moves toward the 30th lever arm 19, but when the second intake valve Vs2 is closed, the trigger plate 32 is restricted. Since the portion 53 is fitted into the fitting groove 47, the movement of the bottomed cylindrical body 42 is prevented. Second
While the intake valve vs2 is opening, the trigger plate 3
Since the regulating portion 53 of No. 2 is disengaged from the fitting groove 47, the movement of the bottomed cylindrical body 42 is allowed, and the bottomed cylindrical body 42 is disengaged from the fitting groove 47.
3, and presses the synchro pin 29 via the pressing collar 44. At this time, when the opening operation of the second intake valve S2 is completed, the sliding resistance between the synchronizer pin 29 and the pin sliding portion 38 becomes small, so the synchro pin 29 is inserted into the pin sliding portion of the cylinder hole 36. It separates from the section 38 and is pushed into the guide hole 33. It's the second rotten thing
Then, the connection state of the 30th lock arm 18.19 is released, and the 30th lock arm 19 maintains the posture of keeping the second intake valve V s'2 in the closed state regardless of the operation of the 20th lock arm 18. .

Now, to explain the configuration for supplying hydraulic pressure to the actuating body stop mechanism 6, referring again to FIG.
i57 consists of a hydraulic pump 58 and an accumulator 59. Hydraulic pump 58 pumps plunger 6 in cylinder 60.
1 is reciprocated by a drive rod 62 to suck in hydraulic oil from a suction valve 63 and discharge hydraulic oil from a discharge valve 64. The drive rod 62 is integrally provided with the camshaft 4. It is driven by a drive cam 65.

Further, the plunger 61 is urged by a spring 66 so as to always come into contact with the drive rod 62. An accumulator 59 is connected in the middle of a discharge oil passage 67 leading to the discharge valve 64 , and the discharge oil passage 67 is further connected to an electromagnetic switching valve 68 .

The electromagnetic switching valve 68 is capable of switching between a first switching mode in which the discharge oil passage 67 is connected to the oil passage 69 and a second switching mode in which the oil passage 69 is connected to the open oil passage 70.
When the solenoid 71 is energized, the first switching mode is set, and when the solenoid 71 is demagnetized, the second switching mode is set.

The oil passage 69 is connected to an oil passage 72 formed concentrically within the rocker shaft 20. Moreover, the rocker shaft 20 has
A communication hole 73 is bored in the side wall of the 20th lever arm 18 corresponding to the hydraulic chamber 40.
The hydraulic chamber 4 is connected to the hydraulic chamber 4 through an oil passage 74 bored in the lever arm
Connected to 0.

Therefore, the solenoid 71 is energized and the electromagnetic switching valve 68
is set to the first switching mode, hydraulic oil from the hydraulic pump 58 is supplied to the hydraulic chamber 40, and when the solenoid 71 is demagnetized and the electromagnetic switching valve 68 is set to the second switching mode, the hydraulic fluid from the hydraulic pump 58 is supplied to the hydraulic chamber 40. hydraulic pressure is released.

Next, the constantly forced valve operating mechanism 7 will be explained with reference to FIG.
6 and swings in conjunction with the tenth lever arm 75, and the 20th lever arm 76 is integrally provided with an engagement arm 78 that engages with the first intake valve Vs. . That is, in this constantly forced valve operating mechanism 7, since the engagement arm 78 is integrally provided with the 20th lever arm 1, 76, the engagement arm 78 is engaged in response to the swinging of the first and 20th lever arms 75° and 76. The arm 78 constantly moves up and down, and the first intake valve V
s is always opened and closed during the rotation of the camshaft 4, that is, during the operation of the engine, regardless of the level of load. In FIG. 6, parts corresponding to the aforementioned forced J valve mechanism 5 are given the same reference numerals.

In FIG. 7, primary intake air ir! W1 and secondary intake tract W2 are drilled, and both intake tracts W+,
There is a large venturi 80 in the middle of Wz. , 802 are provided. Also large venturi 80. ．． Both intake paths W+ on the upstream side of 802, small bench lily st+, stg on W2
are provided, and these small bench lilies 81. ,81
□ is a fuel nozzle 82;

82□ is opened. Furthermore, large bench lily 801°80
On the downstream side of □, there is a primary throttle valve V in the -blow intake passage W
t1 is pivotally supported, and a secondary throttle valve Vt2 is pivotally supported in the secondary intake path w2.

The secondary throttle valve Vt2 is configured to open and close only when the engine is operating under high load.

During low load and medium load operation of the engine, only the -throttle valve ■tI opens and closes. This secondary throttle valve v
A switch 83 that performs a switching operation in response to t2 is interposed between a power source 84 and the solenoid 71,
The switch 83 is conductive when the secondary throttle valve Vt2 is closed, and is shut off when the secondary throttle valve Vt2 is opened.

That is, in low load and medium load operating states of the engine, the switch 83 is conductive and the solenoid 71 is energized. Therefore, the electromagnetic switching valve 68 connects the discharge oil passage 67 to the oil passage 6.
9, the hydraulic pressure acts on the hydraulic chamber 40 of the actuating body stop mechanism 6, and the operation of the second intake valve Vsz is stopped. Furthermore, during high-load operation of the engine, the switch 83 is closed and no hydraulic pressure is applied to the hydraulic chamber 40, so that the 20th lever arm 18 and the 30th lever arm 19 are interconnected and swing integrally. , the second intake valve Vsz opens and closes.

The primary intake passage W1 of the carburetor C and the first intake port Ps of each cylinder S are connected via the first intake manifold M1, and the secondary intake passage W2 and the second intake port Ps of each cylinder S are connected to each other via the first intake manifold M1. Although connected via the second intake manifold M2, the first and second intake manifolds M,,'M2 may be integrally formed and communicate the -order intake iff W+ and the first intake boat PSI. passage and secondary intake duct W
2 and the 1ffl passage communicating with the second intake boat Ps may be provided independently from each other.

Next, the operation of this embodiment will be explained. When the engine is operating under high load, the secondary throttle valve t2 is open and the switch 83 is closed, so the solenoid 71 is closed. It is demagnetized. Therefore, the electromagnetic switching valve 68 is in the second switching mode, the discharge oil passage 67 is communicated with the open oil passage 7o, and no oil pressure acts on the hydraulic chamber 4o of the actuating body stop mechanism 6. Therefore, in each cylinder S, the first and second intake valves Vs+, Ve2 and the first and second exhaust valves Ve, Ve2 open and close.

Moreover, since the multiple valves Vs, Vs2, Ve, and Ve2 are forcibly driven to open and close, the cam profile of each valve closing force J15 and valve opening cam 16 is made into an ideal shape to improve suction and exhaust efficiency. It is possible to make the two directions. Also spring 14
Since the spring force is weak, the repulsive force of the spring 14 during the valve opening operation is small, and the valve operating load is reduced.

When the engine is operated at low and medium loads, the secondary throttle valve Vt2 of the carburetor C is closed, so the switch 83 is turned on and the solenoid 71 is energized. As a result, the electromagnetic switching valve 68 enters the first switching mode, and hydraulic pressure acts on the hydraulic chamber 40 through the oil passages 69, 72° communication hole 73, and oil passage 74. Therefore, the timing piston 30 is pushed toward the 30th lever arm 19, and each synchro pin 29 is pushed back into the guide hole 33 against the spring force of the spring 31. At this time, when the 20th lever arm 18 is closed, the trigger plate 32 is fitted into the fitting groove 47, so movement of the timing piston 30 is restricted, and the 20th lever arm 18 is operated to open the valve. When the trigger plate 32 is disengaged from the fitting groove 47 during the operation, the timing piston 30 is allowed to move. This prevents the synchro pin 29 from coming off the pier joint 38 when the second and thirtieth hook arms 18.19 are both in operation, and thus prevents the synchro pin 29 from coming off the pier joint 38.
9 is not caught in the cylinder hole 36, and the synchro pin 29 is smoothly pushed back into the guide hole 33.

By pushing the synchro pin 29 back into the guide hole 33, the connection state between the second and 30th claw arms 18°19 is released, and the 30th claw arm 19 is moved by the spring 14 regardless of the operation of the 20th claw arm 1B. Keep the valve closed.

At this time, the timing piston 3o is always in sliding contact with the synchro pin 29, and the synchro pin 29 does not protrude toward the 20th claw arm 18, regardless of the swinging movement of the 20th claw arm 18. Also, a bottomed cylindrical body 42 in the timing piston 30.

The fitting groove 48 is located at a position corresponding to the trigger plate 32, and the trigger plate 32 fits into the fitting groove 48 when the 20th hook arm 18 is operating to close the valve.

In this way, during low and medium load operation of the engine,
The second intake valve vs2 and the second exhaust valve Ve.

The operation of the engine is stopped, and low-load and medium-load operations are performed by opening and closing the first intake valve s1 and the first exhaust valve Ve. Therefore, a swirl is generated in the combustion chamber CR, and the swirl effect reduces fuel consumption, and as the operating bodies of the second @air valve Vs and the second exhaust valve Vez stop, the fuel consumption is reduced. Ru. In addition, the inner diameter of the flow passage of the first intake manifold M1 and the first intake port -F
By setting the inner diameter of P s + relatively small,
The swirl effect can be enhanced and even better combustibility can be obtained. This improves idle quality and drivability, and
It can be expected that fuel consumption will be reduced and mid- to low-speed torque will be increased.

During this low-load and medium-load operation, the secondary throttle valve t2 is closed, and the secondary intake passage W2 is independently connected to the second intake bow) Psi.
Stagnation of the air-fuel mixture does not occur upstream of the closed second intake valve Vst.

Next, assume that the engine returns to high load operation from low or medium load. In this case, the secondary throttle valve ■
When t2 opens, the switch 83 is shut off, the solenoid 71 is demagnetized, and the hydraulic pressure in the hydraulic chamber 40 in each operating body stop mechanism 6 is released. In response to this, in the actuating body stop mechanism 6, the synchro pin 29 presses the timing piston 30 due to the spring force of the spring 31, and moves the synchro pin 29 into the cylinder hole 3.
It slides onto the bottle sliding portion 38 of No. 6. However, when the 20th lever arm 18 is operating to close the valve, the trigger plate 32 is fitted into the fitting groove 48, so the timing piston 3
0 and the synchro pin 29 are prevented from moving, and when the trigger plate 32 disengages from the fitting groove 48 when the 20th lever arm 18 is operating to open the valve, the movement of the timing piston 30 and the synchro pin 29 is prevented. Permissible. Therefore, the second and thirtieth linker arms 18.1
9, when the second and thirtieth hook arms 18, 19 are stationary, the synchro pin 29 smoothly slides into the pin sliding portion 38 of the cylinder hole 36.

By sliding the synchro pin 29 onto the bottle sliding portion 38, the second and 30th hook arms 18, 19 are connected again.
The forced valve operating mechanism 5 restarts the opening and closing operations of the second intake valve Vs and the second exhaust valve Ve. At this time, the first intake valve Vs and the first exhaust valve Ve1 are always operated by the forced valve operating mechanism 7.
As a result, the first and second intake valves Vs, , Vs, and the first and second intake valves continue to open and close.
The exhaust valves Ve, Vez are forced to open and close, and high-load operation of the engine is achieved. At this time, a predetermined high output can be obtained by setting the inner diameter of the second intake boat P St so as to obtain the highest output.

When returning to this high-load operation, the second intake valve V , s z
Even if the valve opens, the air flow from the second intake bow) PSz to the combustion chamber C
A rich air-fuel mixture is not sucked into R all at once, so that deterioration in drivability can be prevented.

In the above embodiments, an internal combustion engine using a carburetor C as an intake controller has been described, but the present invention provides a fuel injection valve corresponding to each intake port, and a throttle valve 1 as an intake controller.
- It can also be implemented for internal combustion engines using reportage.

As described above, according to the present invention, the first intake port and the second intake boat are connected independently to the primary intake passage and the secondary intake passage of the intake controller, and when the secondary throttle valve is closed, Since an operating body stop mechanism is provided for stopping the opening/closing operation of the second intake valve, the operation of the second intake valve is stopped when the secondary throttle valve is closed, that is, when the engine is operating at low load or medium load. It is possible to reduce fuel consumption and valve train load due to the swirl effect. Moreover, the second intake boat and the secondary intake passage are connected independently, and when the second intake valve is closed, the secondary throttle valve is also closed, so the second intake valve is closed. The rich air-fuel mixture does not remain on the upstream side of the intake valve, and therefore it is possible to prevent the triability from decreasing when the second intake valve resumes operation.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a schematic plan view showing the overall arrangement in a simplified manner, and FIG. 2 is a diagram of the engine body taken along line nn in FIG. 1. A vertical sectional view, FIG. 3 is an exploded perspective view of the forced valve mechanism and the actuating body stop mechanism,
FIG. 4 is a cross-sectional view of the actuating body stop mechanism, FIG. 5 is a cross-sectional view showing the corresponding arrangement of the trigger plate opening, lug shaft, and timing piston, and FIG. 6 is an exploded perspective view of the constant forced valve mechanism. FIG. 7 is a diagram of a culture section 1111 of the vaporizer simplified when viewed from the line ■-■ in FIG. 1. 2,...first intake valve port, 2□...second intake valve port, 6
... Working body stop mechanism, C... Carburetor as an intake controller, psl... First intake boat 1~, PSZ... Second intake boat, Vsl... First intake valve, VS2 ...
Second intake valve, Vt, ...-Next Throat Valve, Vt
z...Secondary throttle valve, W,...-Blow intake path, W
2...Secondary intake tract patent applicant Honda Motor Co., Ltd. Company Figure 1

Claims (1)

[Claims] The internal combustion engine main body is provided with at least a first intake port connected to the first intake valve port and a second intake port connected to the second intake valve port for one cylinder thereof, and - for opening and closing the blow intake passage. An intake controller is connected to both intake boats and includes a primary throttle valve that operates to open a secondary intake passage during high-load operation of the engine, and is connected to the first and second intake valve ports. In this internal combustion engine, the first intake port and the second intake port are provided with a first intake valve and a second intake valve that open and close the intake valves, respectively, and the first intake port and the second intake port are connected to the primary intake passage and the secondary intake passage of the intake controller independently of each other. 1. A valve actuation body stop device for an internal combustion engine, characterized in that an actuation body stop mechanism is provided, the actuation body stop mechanism being connected to each other and stopping the opening/closing operation of the second intake valve when the secondary throttle valve is closed.