JP2012031786A - Internal combustion engine with variable valve mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a response of the switching of a variable valve mechanism, in an internal combustion engine with the variable valve mechanism.SOLUTION: The internal combustion engine includes intake/exhaust valve spool valves 75I, 75E, valve lifters 13E, 13I driven by hydraulic pressure controlled by the spool valves 75I, 75E, and a valve stop mechanism 80 which is driven by the valve lifters 13E, 13I, and switches forms of the valve mechanism. A cylinder bore 3a is formed so as to be inclined while turning around a crank axial line, the intake/exhaust valve spool valves 75I, 75E are arranged at the sidewall 161A of a rear cylinder head 4r in the crank axial direction, and an intake-side main oil passage 163 and an exhaust-side main oil passage 173 are formed which send and feed pressurized oil to the valve lifters 13E, 13I from the intake/exhaust valve spool valves 75I, 75E along the rear wall 161B of the rear cylinder head 4r in a position lower than pressurized oil exhaust ports 77E, 77I.

Description

  The present invention relates to an internal combustion engine including a variable valve mechanism.

  2. Description of the Related Art Conventionally, in an internal combustion engine having a variable valve mechanism that switches the mode of a valve mechanism with a hydraulic actuator, the hydraulic actuator is driven by switching the hydraulic pressure supplied from a hydraulic source with a hydraulic control valve such as a spool valve. Is known (see, for example, Patent Document 1).

JP 2007-224733 A

By the way, the switching speed of the variable valve mechanism is such that a relatively long oil passage is provided between the hydraulic control valve and the hydraulic actuator as well as the response of the hydraulic control valve itself. It is greatly influenced by the state of residual oil in the oil passage. For this reason, depending on the amount of residual oil in the oil passage, there is a problem that variations occur in the time when the hydraulic actuator starts to drive, which affects the response of switching the variable valve mechanism.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to improve the switching response of the variable valve mechanism in an internal combustion engine including the variable valve mechanism.

In order to achieve the above object, the present invention provides a hydraulic control mechanism (75I, 75E) for controlling hydraulic pressure, and a hydraulic actuator (13I, 13E) driven by the hydraulic pressure controlled by the hydraulic control mechanism (75I, 75E). And a variable valve mechanism (80) that is driven by the hydraulic actuator (13I, 13E) to switch the mode of the valve mechanism, the cylinder (3a) is tilted about the crank axis. The hydraulic control mechanism (75I, 75E) is provided on the side surface (161A) in the crankshaft direction of the cylinder head (4r), and the pressure oil discharge port (77I, 75E) of the hydraulic control mechanism (75I, 75E) is provided. 77E) at a position lower than the hydraulic control mechanism (161B) along the lower side surface (161B) of the cylinder head (4r). 5I, characterized in that a said hydraulic actuator from 75E) (13I, Kyusuru main oil passage feeding pressure oil to 13E) (163,173,263,273).
According to this configuration, since the main oil passage for supplying the pressure oil from the hydraulic control mechanism to the hydraulic actuator is provided along the lower side of the cylinder head at a position lower than the pressure oil discharge port of the hydraulic control mechanism, the hydraulic drive The oil for use always remains in the main oil passage even after the hydraulic pressure is released. As a result, when the hydraulic pressure is applied next time to drive the hydraulic actuator, the oil remaining in the main oil passage can be used, so that the switching response of the variable valve mechanism can be improved.

In the above configuration, two main oil passages (163, 173, 263, 273) for the exhaust valve (12) and the intake valve (11) may be provided on the same side.
In this case, by providing the two main oil passages on the same side, oil for hydraulic drive can be left in the main oil passages on both the intake valve side and the exhaust valve side. For this reason, it is possible to improve the switching response of the variable valve mechanisms on both the intake side and the exhaust side. In addition, since the two main oil passages are provided on the same side, the main oil passages are arranged together to facilitate the oil passage arrangement.
Moreover, it is good also as a structure which comprised the said main oil path (163,173) with the double pipe.
In this case, since the main oil path is constituted by a double pipe, the main oil path can be provided in an arrangement space for providing one pipe, and the main oil path can be easily arranged.

Further, the hydraulic control mechanism (75I, 75E) includes an exhaust valve hydraulic control mechanism (75E) and an intake valve hydraulic control mechanism (75I), and the exhaust valve hydraulic control mechanism (75E) and the intake valve. The valve hydraulic control mechanism (75I) is arranged with its height shifted in the vertical direction of the engine (1), and the two main oil passages (263, 273) are arranged in the hydraulic control mechanism (75I, 75E). It may be arranged in two upper and lower tiers according to the height.
In this case, since hydraulic drive oil from the exhaust valve hydraulic control mechanism and the intake valve hydraulic control mechanism remains in each main oil passage, the response of switching the variable valve mechanism can be improved. Further, since the two main oil passages are arranged in two upper and lower stages according to the height of the exhaust valve hydraulic control mechanism and the intake valve hydraulic control mechanism, the main oil passage, the exhaust valve hydraulic control mechanism, and the intake valve The hydraulic control mechanism can be arranged compactly.

The present invention further includes a hydraulic control mechanism (75I, 75E) for controlling hydraulic pressure, and a hydraulic actuator (13I, 13E) driven by the hydraulic pressure controlled by the hydraulic control mechanism (75I, 75E), In an internal combustion engine having a variable valve mechanism (80) that is driven by a hydraulic actuator (13I, 13E) to switch the mode of a valve mechanism, pressure is applied from the hydraulic control mechanism (75I, 75E) to the hydraulic actuator (13I, 13E). Supply oil for providing main oil passages (163, 173, 263, 273) for supplying oil and connecting the main oil passages to the pressure oil discharge ports (77I, 77E) of the hydraulic control mechanisms (75I, 75E) The passages (164, 174, 264, 274, 364, 374) are connected to the main oil passages (163, 173, 263, 27). Once after passing the higher position), she characterized in that it is connected to the main oil passage (163,173,263,273).
According to this configuration, the supply oil passage that connects the main oil passage and the pressure oil discharge port of the hydraulic control mechanism passes through a position higher than the main oil passage and is then connected to the main oil passage. Therefore, it is possible to prevent the hydraulic drive oil from returning to the hydraulic control mechanism. As a result, when the hydraulic pressure is applied next time to drive the hydraulic actuator, the oil remaining in the main oil passage can be used, so that the switching response of the variable valve mechanism can be improved.

In the above configuration, the variable valve mechanism (80) includes a valve lifter (13I, 13E) and a slide pin holder (87) in the valve lifter in a direction perpendicular to the valve stem (11c, 12c) of the intake / exhaust valve. A slide pin (86) that slides in the formed cylinder hole (87a), a pressure oil supply mechanism (88) that applies hydraulic pressure to the slide pin (86), and a hydraulic pressure applied to the slide pin (86) And a return spring (89) that biases the slide pin (86) against the valve stem end (11d, 12d) to the slide pin (86) by sliding the slide pin (86). It is good also as a structure which changes the lift amount of a valve | bulb (11, 12) by inserting in the provided relief hole (93).
In this case, the slide pin that slides in the slide pin holder in the valve lifter is driven by hydraulic pressure, and the valve stem end is inserted into the relief hole of the slide pin to change the lift amount of the valve. Thus, a variable valve mechanism can be configured.

In the internal combustion engine including the variable valve mechanism according to the present invention, the main oil passage is provided at a position lower than the pressure oil discharge port of the hydraulic control mechanism, so that the oil for hydraulic drive is always the main oil even after the hydraulic pressure is released. Remain in the street. As a result, when the hydraulic pressure is applied next time to drive the hydraulic actuator, the oil remaining in the main oil passage can be used, so that the switching response of the variable valve mechanism can be improved.
In addition, by providing two main oil passages on the same side, oil for hydraulic drive can be left in both the main oil passages on the intake valve side and the exhaust valve side. The response of switching the variable valve mechanism can be improved. By arranging the main oil passages together, the oil passages can be easily arranged.

Moreover, since the main oil path is constituted by a double pipe, the main oil path can be provided in an arrangement space for providing one pipe, and the main oil path can be easily arranged.
Further, since hydraulic drive oil from the exhaust valve hydraulic control mechanism and the intake valve hydraulic control mechanism remains in each main oil passage, the response of switching the variable valve mechanism can be improved. Further, the main oil passage, the exhaust valve hydraulic control mechanism, and the intake valve hydraulic control mechanism can be compactly arranged.

Further, since the supply oil passage that connects the main oil passage and the pressure oil discharge port passes through a position higher than the main oil passage and is connected to the main oil passage, the oil drops from the main oil passage to the hydraulic control mechanism. Can be prevented from returning. Thus, when the hydraulic actuator is driven, the oil remaining in the main oil passage can be used, so that the response of switching the variable valve mechanism can be improved.
In addition, since the slide pin that slides in the slide pin holder in the valve lifter is hydraulically driven and the valve stem end is inserted into the slide pin relief hole to change the valve lift, the structure is relatively simple. A variable valve mechanism can be configured.

1 is a left side view showing a motorcycle including a variable valve mechanism for an internal combustion engine according to an embodiment of the present invention. It is sectional drawing which shows an internal combustion engine. It is a mimetic diagram showing composition at the time of seeing an internal-combustion engine from the upper part. It is an expanded sectional view of the valve stop mechanism of the exhaust side valve mechanism. It is a top view of a rear side bank. It is side surface sectional drawing of a rear cylinder head. It is the partially broken front view which looked at the back cylinder head from back. It is side surface sectional drawing of the rear cylinder head in 2nd Embodiment. It is the partially broken front view which looked at the rear cylinder head in 2nd Embodiment from back. It is side surface sectional drawing of the rear cylinder head in 3rd Embodiment. It is the partially broken front view which looked at the rear cylinder head in 3rd Embodiment from back.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 1 is a left side view showing a motorcycle having an internal combustion engine provided with a variable valve mechanism according to a first embodiment of the present invention. In the following description, descriptions of directions such as front and rear, left and right and up and down are for the vehicle body.
A body frame 111 of the motorcycle 100 includes a head pipe 112 positioned at the front of the vehicle body, a pair of left and right main frames 114 extending rearward from the head pipe 112 to the center of the vehicle body, and extending downward from a rear end portion of the main frame 114. A pair of left and right pivot plates 115 and a rear frame (not shown) extending from the rear end of the main frame 114 to the rear of the vehicle body are provided.
A front fork 116 is rotatably attached to the head pipe 112, and a front wheel 117 is rotatably supported at the lower end of the front fork 116. A steering handle 118 is attached to the upper portion of the head pipe 112.

A front-rear V-type four-cylinder internal combustion engine 1 (engine) is disposed below the main frame 114. The internal combustion engine 1 is a horizontally-placed engine in which the crankshaft 2 is oriented horizontally in the horizontal direction, is an OHC type four-stroke water-cooled type, and includes a crankcase 3. This is a narrow-angle V-type engine in which the front bank Bf and the rear bank Br that are inclined to V are configured in a V shape, and the bank angle of each other is smaller than 90 degrees.
One end of a pair of left and right exhaust pipes 119 is connected to the exhaust port of the front bank Bf. The exhaust pipe 119 extends downward from the exhaust port and is then routed toward the rear of the vehicle body, so that the rear bank Br The exhaust pipes 120 are connected to a pair of left and right exhaust pipes 120 extending from the exhaust port, and are connected to a muffler (not shown) provided behind the internal combustion engine 1 via a single exhaust pipe 127 (see FIG. 3). Yes.

A pivot shaft 121 is provided behind the internal combustion engine 1, and a rear fork 122 is attached to the pivot shaft 121 so as to be swingable in the vertical direction about the pivot shaft 121. A rear wheel 131 is rotatably supported at the rear end portion of the rear fork 122. The rear wheel 131 and the internal combustion engine 1 are connected by a drive shaft 123 provided in the rear fork 122, and rotational power from the internal combustion engine 1 is transmitted to the rear wheel 131 through the drive shaft 123. A rear cushion 124 that absorbs an impact from the rear fork 122 is suspended between the rear fork 122 and the vehicle body frame 111.
A stand 125 for stopping the vehicle body is provided at the rear part of the internal combustion engine 1. A side stand 126 is provided at the lower part of the left side surface of the internal combustion engine 1.

A fuel tank 141 is mounted on the upper part of the main frame 114 so as to cover the upper part of the internal combustion engine 1. A seat 142 is located behind the fuel tank 141, and the seat 142 is supported by the rear frame. A tail lamp 143 is disposed behind the seat 142, and a rear fender 144 is disposed below the tail lamp 143 so as to cover the rear wheel 131.
The motorcycle 100 also has a resin body cover 150 that covers the vehicle body. The vehicle body cover 150 includes a front cover 151 that continuously covers from the front of the vehicle body frame 111 to the front portion of the internal combustion engine 1, and a seat. And a rear cover 152 that covers the lower portion of 142. A pair of left and right mirrors 153 are attached to the top of the front cover 151. Further, a front fender 146 is attached to the front fork 116 so as to cover the upper part of the front wheel 117.

FIG. 2 is a cross-sectional view showing the internal combustion engine 1. FIG. 3 is a schematic diagram showing a configuration when the internal combustion engine 1 is viewed from above. In FIG. 2, the upper and lower sides of the figure are described as the upper and lower sides of the internal combustion engine 1, the left side of the figure is the front side of the internal combustion engine 1, and the right side of the figure is the rear side of the internal combustion engine 1.
As shown in FIG. 2, a V bank space K, which is a space formed in a V shape in a side view, is formed between the front bank Bf and the rear bank Br.
The crankcase 3 is divided vertically and has an upper crankcase 3U and a lower crankcase 3L. The crankshaft 2 is rotatably supported so as to be sandwiched between the crankcases 3U and 3L. The upper crankcase 3U includes a front cylinder block 3f and a rear cylinder block 3r in which two cylinders are arranged on the left and right, respectively. It extends obliquely upward so as to form a V shape in a side view and is integrally formed.

Below the lower crankcase 3L, an oil pan 3G in which the oil of the internal combustion engine 1 is stored is provided so as to bulge downward. An oil pump 50 that circulates oil in the internal combustion engine 1 is located below the crankshaft 2 in the lower crankcase 3L. The oil pump 50 is driven by a pump drive chain (not shown) spanned between the crankshaft 2 and the oil pump 50, and is always operated when the crankshaft 2 rotates.
In the crankcase 3, a main shaft 41, a counter shaft 42, and an output shaft 43 that are disposed in parallel with the crankshaft 2 are provided. These shafts 41, 42, and 43 including the crankshaft 2 constitute a gear transmission mechanism that transmits the rotation of the crankshaft 2 in the order of the main shaft 41, the counter shaft 42, and the output shaft 43. Between the counter shaft 42 and the main shaft 41, a six-speed transmission gear group is disposed so as to constitute a transmission. A drive shaft 123 (see FIG. 1) is connected to the output shaft 43 via a bevel gear (not shown).

  A front cylinder head 4f is superimposed on the front cylinder block 3f diagonally forward and fastened by fastening bolts (not shown), and a front cylinder head cover 5f covers the front cylinder head 4f. Similarly, a rear cylinder head 4r (cylinder head) is superimposed on the rear cylinder block 3r diagonally rearward and fastened by fastening bolts (not shown), and the rear cylinder head 4r is covered by a rear cylinder head cover (not shown). .

  A pair of cylinder bores 3a (cylinders) is formed in each of the front cylinder block 3f and the rear cylinder block 3r, and each cylinder bore 3a accommodates a piston 6 that reciprocates in the cylinder bore 3a. Each piston 6 is connected to one crankshaft 2 common to each piston 6 via connecting rods 7f and 7r.

  As shown in FIG. 3, in the internal combustion engine 1, the cylinders in which the pistons 6 are housed are the first cylinder C1, the second cylinder C2, the third cylinder C3, and the fourth cylinder C4 in order from the left side in the vehicle width direction. Is provided. Specifically, the left cylinder of the front bank Bf is the first cylinder C1, the right cylinder is the fourth cylinder C4, the left cylinder of the rear bank Br is the second cylinder C2, and the right cylinder is the third cylinder C3. It is.

As shown in FIGS. 2 and 3, the front cylinder head 4f and the rear cylinder head 4r are respectively provided with combustion chambers 20 positioned above the four cylinder bores 3a. The front cylinder head 4f is provided with an intake port 21f and an exhaust port 22f that communicate with the combustion chamber 20 of the first cylinder C1, and an intake port 21f and an exhaust port 22f that communicate with the combustion chamber 20 of the fourth cylinder C4. Yes.
The rear cylinder head 4r is provided with an intake port 21r and an exhaust port 22r that communicate with the combustion chamber 20 of the second cylinder C2, and an intake port 21r and an exhaust port 22r that communicate with the combustion chamber 20 of the third cylinder C3. Yes.
A front throttle body 60f for adjusting the amount of intake air flowing through the intake ports 21f, 21f is connected to the intake ports 21f, 21f of the front cylinder head 4f, and an intake air is connected to the intake ports 21r, 21r of the rear cylinder head 4r. A rear throttle body 60r for adjusting the amount of intake air flowing to the ports 21r and 21r is connected.

As shown in FIG. 2, a pair of intake valve openings 81 and a pair of exhaust valve openings 82 are formed in the combustion recess 20A that forms the upper surface of the combustion chamber 20 of each cylinder. The intake valve opening 81 is opened and closed by the intake valve 11 (intake valve), and the exhaust valve opening 82 is opened and closed by the exhaust valve 12 (exhaust valve).
The intake valve 11 includes a valve body portion 11b that closes the intake valve opening 81, and a valve stem 11c that extends from the valve body portion 11b as a base end. The exhaust valve 12 includes a valve body portion 12b that closes the exhaust valve opening 82, And a valve stem 12c extending from the valve body 12b as a base end.
The valve stem 11c and the valve stem 12c are slidably fitted to a guide cylinder 83 provided above the intake valve opening 81 and the exhaust valve opening 82.

Retainers 84 are provided on the valve stem ends 11d and 12d at the tips of the valve stem 11c and the valve stem 12c, respectively. The coiled valve spring 11a and the valve spring 12a are provided between each retainer 84 and the intake valve opening 81 and the exhaust valve opening 82, and bias the intake valve 11 and the exhaust valve 12 in the closing direction.
As shown in FIG. 2, the intake valve 11 and the exhaust valve 12 are provided by a unicam type valve operating mechanism 10 driven by camshafts 25f and 25r, one for each cylinder head 4f and 4r. It is opened and closed.

The valve mechanism 10 includes cam shafts 25f and 25r that are rotatably supported by support portions above the intake valves 11 in the cylinder heads 4f and 4r, and axis lines parallel to the cam shafts 25f and 25r. The rocker shaft 26 is fixed to the cylinder heads 4f and 4r, and the rocker arm 27 is pivotally supported by the rocker shaft 26 so as to be swingable.
The valve mechanism 10 of the rear cylinder head 4r includes an intake side valve mechanism 10I that has an intake valve 11 and is directly pushed by a camshaft 25r, and an exhaust side that has an exhaust valve 12 and is driven by a rocker arm 27. And a valve operating mechanism 10E. The intake side valve mechanism 10I and the exhaust side valve mechanism 10E are driven by one camshaft 25r and operate in conjunction with each other.

  The camshafts 25f and 25r have an intake cam 30 and an exhaust cam 31 protruding on the outer peripheral side of the camshafts 25f and 25r, and are rotated in synchronization with the rotation of the crankshaft 2. The intake cam 30 and the exhaust cam 31 have a cam profile in which the distance (radius) from the center to the outer periphery is not constant, and the intake valve 11 and the exhaust valve are changed by the change in radius when the intake cam 30 and the exhaust cam 31 rotate. Move 12 up and down.

In the front bank Bf, a front valve lifter 13 is provided between the camshaft 25f and the intake valve 11 so as to be slidably fitted to the front cylinder head 4f below the camshaft 25f.
In the rear bank Br, a valve lifter 13I (hydraulic actuator) is provided between the camshaft 25r and the intake valve 11 so as to be slidably fitted to the rear cylinder head 4r below the camshaft 25r.

  One end of a rocker arm 27 that is pivotally supported by the rocker shaft 26 is provided with a roller 27a that is in rolling contact with the exhaust cam 31, and a tappet screw 27b that is in contact with the upper end of the exhaust valve 12 is provided at the other end of the rocker arm 27. It is screwed as adjustable. A valve lifter 13E (hydraulic actuator) is provided between the tappet screw 27b on the rear bank Br side and the exhaust valve 12.

  When the intake cam 30 and the exhaust cam 31 are rotated integrally with the camshafts 25f and 25r, the intake cam 30 pushes down the intake valve 11 via the front valve lifter 13 and the valve lifter 13I, and the exhaust cam contacts the roller 27a. 31 pushes down the exhaust valve 12 via the rocker arm 27, and the intake ports 21f and 22f and the exhaust ports 22r and 22r are opened and closed at a predetermined timing determined by the rotation phase of the intake cam 30 and the exhaust cam 31.

  As shown in FIG. 3, the front throttle body 60f is provided at the rear portion of the front bank Bf, and includes a pair of intake passages 61, 61 communicating with the first cylinder C1 and the fourth cylinder C4. Has been. A pair of butterfly throttle valves 63, 63 are provided in the intake passages 61, 61 so as to be openable and closable, respectively, and the throttle valves 63, 63 are shafts 64 provided in the intake passages 61, 61 (see FIG. 2). Is supported by. The shaft 64 is driven by one motor 65 connected to the shaft 64, and the two throttle valves 63 and 63 are driven simultaneously.

  Further, the rear throttle body 60r is provided in the front portion of the rear bank Br, and includes a pair of intake passages 66a and 66b communicating with the second cylinder C2 and the third cylinder C3 in one case body 68. Yes. A pair of butterfly throttle valves 67, 67 are provided in the intake passages 66a, 66b so as to be openable and closable. The throttle valves 67, 67 are shafts 64 provided in the intake passages 66a, 66b (see FIG. 2). Is supported by. The shaft 64 is driven by one motor 65 connected to the shaft 64, and the two throttle valves 67 and 67 are driven simultaneously.

  The throttle valves 63 and 63 and the throttle valves 67 and 67 are so-called TBWs that open and close by electronic control in conjunction with the motors 65 in accordance with the accelerator opening operated by the driver, that is, the driver's intention to accelerate. This is a (throttle-by-wire) type throttle valve. The driving state of each motor 65 is controlled according to the accelerator opening and the like by an ECU 76 as an electronic control unit of the vehicle.

The intake passages 61 and 61 and the intake passages 66a and 66b are respectively provided with injectors 70 that inject fuel into the intake passages 61 and 61 and the intake passages 66a and 66b. In the center of each combustion chamber 20, a spark plug 71 that ignites the air-fuel mixture supplied to each combustion chamber 20 is provided.
A cam chain chamber 35 extending vertically is provided at the right end of the front bank Bf and the rear bank Br, and the camshafts 25f, 25r are driven by the crankshaft 2 and are cam chains that pass through the cam chain chamber 35. It is rotationally driven by (not shown).

  In the present embodiment, the rear bank Br is provided with a valve deactivation mechanism 80 (variable valve mechanism) that deactivates the cylinder by maintaining the intake valve 11 and the exhaust valve 12 in the closed state. As shown in FIG. 2, the valve pause mechanism 80 is provided between the valve stem end 11d of the intake valve 11 and the intake cam 30 on the intake side, and the valve stem end 12d of the exhaust valve 12 on the exhaust side. And the tappet screw 27 b of the rocker arm 27.

  The valve pausing mechanism 80 performs the operation / non-operation of the pressing force in the valve opening direction from the intake cam 30 to the intake valve 11 and the operation / non-operation of the pressing force in the valve opening direction from the rocker arm 27 to the exhaust valve 12. In a specific operating range of the internal combustion engine 1, for example, in a low load range such as a low speed operating range, the pressing force is inactive and the intake valve 11 and the exhaust valve 12 are deactivated. That is, the valve deactivation mechanism 80 is a variable valve mechanism that switches the mode of the valve mechanism, and specifically, a variable valve mechanism that can switch whether to operate the intake valve 11 and the exhaust valve 12.

FIG. 4 is an enlarged cross-sectional view of the valve pause mechanism 80 of the exhaust side valve mechanism 10E.
The valve deactivation mechanism 80 is provided corresponding to all the intake valves 11 and the exhaust valves 12 of the second cylinder C2 and the third cylinder C3, respectively. That is, in the first embodiment, as shown in FIG. 3, valve deactivation mechanisms 80 are provided corresponding to the total of eight intake valves 11 and exhaust valves 12 of the second cylinder C2 and the third cylinder C3. ing.
The valve deactivation mechanism 80 is similarly configured on the intake side and the exhaust side. Here, the valve deactivation mechanism 80 on the exhaust side valve mechanism 10E side will be mainly described.

  As shown in FIG. 4, the valve resting mechanism 80 on the exhaust side is provided with a main part of the valve lifter 13E with the valve lifter 13E as a case. The valve pausing mechanism 80 is provided in the lifter 85 that slides up and down in the axial direction of the valve stem 12c by the pressing force from the rocker arm 27, and slides in a direction perpendicular to the axial direction of the valve stem end 12d. A slide pin 86 that moves, a slide pin holder 87 that holds the slide pin 86, a pressure oil supply mechanism 88 that applies hydraulic pressure to the slide pin 86, and the slide pin 86 in one direction against the hydraulic pressure applied to the slide pin 86 And a lifter spring 90 that urges the lifter 85 against the pressing force from the lower end of the tappet screw 27b. The valve lifter 13 </ b> E is a hydraulic actuator that is driven by the hydraulic pressure from the pressure oil supply mechanism 88.

  The main part of the valve pause mechanism 80 of the intake side valve mechanism 10I is provided in a valve lifter 13I provided between the valve stem end 11d of the intake valve 11 and the intake cam 30. The valve lifter 13I is configured substantially the same as the valve lifter 13E.

The lifter 85 is formed in a cylindrical shape having an axial upper end formed in a flat shape, and has a lower surface opened to accommodate a disc-shaped slide pin holder 87 therein. A communication hole 85 a is formed on the outer peripheral surface of the lifter 85 to communicate the inside and outside of the lifter 85.
A receiving member 94 for the tappet screw 27b is interposed between the upper surface of the lifter 85 and the lower end of the tappet screw 27b. The lifter spring 90 is a coil spring, is accommodated in the lifter 85, and is provided in contact with the lower surface of the slide pin holder 87.
The lifter 85 is slidably supported in a cylindrical exhaust side lifter hole 96E (intake side lifter hole 96I shown in FIG. 5 on the intake side) provided in the upper part of the rear cylinder head 4r. The intake side lifter hole 96I and the exhaust side lifter hole 96E are provided with an oil introduction hole 91a penetrating in the radial direction, and an annular oil supply is provided on the inner peripheral surface of the lifter hole so as to surround the outer periphery of the lifter 85. A groove 91b is formed. The hydraulic pressure of the pressure oil supply mechanism 88 is supplied to the valve lifters 13I and 13E via the oil introduction hole 91a and the oil supply groove 91b, respectively.

  The pressure oil supply mechanism 88 includes an oil pump 50 that delivers hydraulic oil, an upstream control oil path 72 (see FIG. 3) connected to the oil pump 50, and the second control cylinder 72 and the second cylinder C2 from the upstream control oil path 72. An intake side control oil passage 73 connected to a total of four valve lifters 13I of the three cylinders C3, and an exhaust side control connected to a total of four valve lifters 13E of the second cylinder C2 and the third cylinder C3 from the upstream control oil passages 72. An oil passage 74 and a hydraulic pressure switching unit 75 (see FIG. 3) for switching the working oil flowing through the intake side control oil passage 73 and the exhaust side control oil passage 74 are provided.

The hydraulic pressure switching unit 75 includes an intake valve spool valve 75I (intake valve hydraulic control mechanism) as a hydraulic control mechanism that collectively switches ON / OFF of the hydraulic oil pressure supplied to the four valve lifters 13I, and 4 An exhaust valve spool valve 75E (exhaust valve hydraulic control mechanism) is provided as a hydraulic control mechanism that collectively switches ON / OFF of the hydraulic oil pressure supplied to the two valve lifters 13E. Switching between the intake valve spool valve 75I and the exhaust valve spool valve 75E is controlled by the ECU 76 based on the vehicle operating conditions such as the rotational speed of the internal combustion engine 1.
That is, in the first embodiment, the intake valve spool valve 75I connected to the intake side control oil passage 73 and the exhaust valve spool valve 75E connected to the exhaust side control oil passage 74 are provided independently. Each valve lifter 13I and each valve lifter 13E are switched on / off of the hydraulic pressure independently of each other.

  As shown in FIG. 4, the slide pin holder 87 includes a cylinder hole 87 a that extends in the radial direction of the disk shape and faces in a direction orthogonal to the valve stem 12 c, and a valve stem at the center of the slide pin holder 87. 12 c and a stem hole 87 b provided coaxially, and is fitted in the lifter 85. An opening 87c is provided at one end of the cylinder hole 87a, and a wall portion 87d is formed at the other end. A stopper pin 92 that restricts the position of the slide pin 86 in the cylinder hole 87a is provided on the opening 87c side of the cylinder hole 87a.

  The slide pin 86 is slidably provided in the cylinder hole 87a in a direction perpendicular to the valve stem 12c, and has a stem relief hole 93 (escape hole) penetrating in a direction perpendicular to the axial direction. Further, the slide pin 86 has a stem contact surface 93 a whose outer peripheral surface is recessed inward, and the stem contact surface 93 a is provided continuously adjacent to the stem escape hole 93. In the cylinder hole 87a, a space between one end of the slide pin 86 and the lifter 85 is a hydraulic chamber 95 in which the hydraulic oil acts.

A return spring 89 is provided between the other end of the slide pin 86 and the wall portion 87d of the cylinder hole 87a. As shown in FIG. 4, the return spring 89 moves the slide pin 86 to the hydraulic chamber 95 side. Energized. The position of the slide pin 86 in the axial direction is regulated by fitting the stopper pin 92 into a groove provided on one end side. In a state where the slide pin 86 is pressed against the stopper pin 92 side, the stem escape hole 93 is in a substantially coaxial positional relationship with the stem hole 87b and communicates with the stem hole 87b.
When the hydraulic pressure from the hydraulic pressure switching portion 75 acts on the hydraulic chamber 95 and the slide pin 86 slides against the urging force of the return spring 89, the stem escape hole 93 is displaced from the stem hole 87b, and the stem contact surface 93a. Faces the end surface of the valve stem end 12d.

The valve stem end 12 d of the exhaust valve 12 is inserted into the stem hole 87 b and is provided so as to face the stem escape hole 93 of the slide pin 86. In the valve deactivation mechanism 80, the engagement state between the valve lifters 13I and 13E and the intake and exhaust valves 11 and 12 is changed by sliding the slide pin 86 by hydraulic pressure.
That is, the valve pausing mechanism 80 is configured to be able to move the slide pin 86 under the control of hydraulic pressure so that the stem contact surface 93a and the stem escape hole 93 selectively face the valve stem end 12d.

  In the valve pause mechanism 80, when the exhaust valve spool valve 75E is controlled to be in the ON state and hydraulic oil is supplied to the hydraulic chamber 95, the slide pin 86 is moved to the other end side against the return spring 89, and the valve The stem end 12 d comes into contact with the stem contact surface 93 a and the exhaust valve 12 is connected to the lifter 85. For this reason, when the rocker arm 27 is swung through the exhaust cam 31 by the rotation of the cam shaft 25r and the lifter 85 is pressed and lowered by the tappet screw 27b, the exhaust valve 12 passes through the stem contact surface 93a of the slide pin 86. As a result, the exhaust valve 12 is lifted and opened by the pressing force, and the exhaust valve 12 opens and closes as the lifter 85 reciprocates.

Further, when the exhaust valve spool valve 75E is controlled to be in the OFF state, the hydraulic pressure acting on the slide pin 86 is low, and the slide pin 86 is not moved to the other end side against the return spring 89, the stem of the slide pin 86 The escape hole 93 communicates with the stem hole 87 b, and the valve stem end 12 d of the exhaust valve 12 can be fitted into the stem escape hole 93. In this state, when the lifter 85 is pressed and reciprocated via the rocker arm 27 by the rotation of the camshaft 25r, the lifter 85 reciprocates up and down independently with the valve stem end 12d of the exhaust valve 12 fitted. The pressing force of the rocker arm 27 is not transmitted to the exhaust valve 12. In other words, even if the camshaft 25r rotates, the pressing force of the rocker arm 27 does not act on the exhaust valve 12, and the lift amount of the exhaust valve 12 is always 0, and the closed state is maintained and the exhaust valve 12 enters a resting state.
That is, the valve pausing mechanism 80 determines the lift amount of the intake valve 11 and the exhaust valve 12 when the valve lifters 13I and 13E are driven by the camshaft 25r, the lift amount during normal opening / closing operation, and 0 (pause state). This is a variable valve mechanism that is changed to

When the internal combustion engine 1 is deactivated, the intake valve spool valve 75I and the exhaust valve spool valve 75E are controlled to be in an OFF state, and all the intake valves 11 and exhaust valves of the second cylinder C2 and the third cylinder C3 are controlled. 12 is put into a dormant state. On the other hand, when all the cylinders of the internal combustion engine 1 are operated, the intake valve spool valve 75I and the exhaust valve spool valve 75E are controlled to be in the ON state, and all the intake valves 11 of the second cylinder C2 and the third cylinder C3 are controlled. And the rest state of the exhaust valve 12 is released.
That is, the rear bank Br composed of the second cylinder C2 and the third cylinder C3 is a deactivated cylinder that can be deactivated. On the other hand, the first cylinder C1 and the fourth cylinder C4 do not have the valve deactivation mechanism 80, and the front bank Bf is a normally operating cylinder in which the intake valve 11 and the exhaust valve 12 are always opened and closed when the internal combustion engine 1 is operated. It is.
Here, the internal combustion engine 1 performs a four-cylinder operation in which all four cylinders are operated, and a two-cylinder operation in which the second cylinder C2 and the third cylinder C3 are deactivated and two cylinders in the front bank Bf are operated. be able to.

  The ECU 76 controls the cylinder deactivation of the rear bank Br by switching the intake valve spool valve 75I and the exhaust valve spool valve 75E of the valve deactivation mechanism 80 in accordance with the driving state of the vehicle. Then, the fuel supply to the injector 70 of the cylinder to be stopped is stopped. For this reason, the fuel consumption of the internal combustion engine 1 can be improved.

FIG. 5 is a plan view of the rear bank Br. FIG. 5 shows a state in which the rear cylinder head cover, the cam shaft 25r, the valve lifters 13I and 13E, the rocker arm 27, and the like are removed from the rear cylinder head 4r.
As shown in FIG. 5, in a state where the rear cylinder head cover is removed, the head upper surface portion 160 constituting the bottom surface of the valve operating chamber that houses the camshaft 25r, the rocker arm 27, etc. is exposed on the upper surface of the rear cylinder head 4r. is doing.
The second cylinder C2 and the third cylinder C3 are provided side by side in the vehicle width direction coinciding with the axial direction of the crankshaft 2, and a spark plug 71 is provided at the center of the head upper surface portion 160 in the front-rear direction of the rear cylinder head 4r. A plug support hole 51 provided with (see FIG. 3) is provided in each cylinder.
A cam chain chamber 35 is formed on the outer side of the third cylinder C3 in the rear cylinder head 4r.

  The head upper surface portion 160 is provided with an intake-side lifter hole 96I and an exhaust-side lifter hole 96E that slidably accommodate the valve lifters 13I and 13E, respectively, at positions before and after the plug support hole 51. The intake side lifter holes 96 </ b> I provided at four locations are arranged in a line in the vehicle width direction on the front side of the plug support hole 51. Further, the exhaust side lifter holes 96E provided at four locations are arranged in a line in the vehicle width direction on the rear side of the plug support hole 51.

An intake valve spool valve 75I and an exhaust valve spool valve 75E are attached to the outer surface of the side wall 161A (side surface) opposite to the cam chain chamber 35 on the side wall in the vehicle width direction of the rear cylinder head 4r. .
The intake-side control oil passage 73 and the exhaust-side control oil passage 74 to which hydraulic pressure is supplied from the intake valve spool valve 75I and the exhaust valve spool valve 75E are oil passages provided in the head upper surface portion 160. After passing through the rear part of the rear cylinder head 4r behind the exhaust side lifter hole 96E, it is connected to the intake side lifter hole 96I and the exhaust side lifter hole 96E.

FIG. 6 is a side sectional view of the rear cylinder head 4r, showing the positions of the intake valve spool valve 75I and the exhaust valve spool valve 75E. FIG. 7 is a partially broken front view of the rear cylinder head 4r as viewed from the rear. In FIG. 7, a part of the intake side control oil passage 73 and the exhaust side control oil passage 74 is shown in cross section.
As shown in FIGS. 2 and 6, the rear bank Br is disposed so as to be inclined by rotating the cylinder bore 3 a backward about the axis of the crankshaft 2. Accordingly, the rear cylinder block 3r and the rear cylinder head 4r are disposed to be inclined rearward, and the mating surface 52 of the rear cylinder head 4r with the head cover and the head upper surface portion 160 are located at lower positions as the rear portion. . Further, since the rear cylinder head 4r is tilted rearward, the rear wall 161B of the rear cylinder head 4r has a lower end of the rear cylinder head 4r. That is, the rear wall 161B is a lower end side wall of the rear cylinder head 4r.

The intake valve spool valve 75I and the exhaust valve spool valve 75E are arranged on the side wall 161A side by side in the front-rear direction, and are arranged with their heights shifted in the vertical direction of the rear bank Br. Specifically, the intake valve spool valve 75I and the exhaust valve spool valve 75E are arranged so that the upper surfaces thereof are substantially parallel to the mating surface 52 inclined rearwardly downward, and the exhaust gas disposed on the rear side. The valve spool valve 75E is positioned below the intake valve spool valve 75I disposed on the front side. Here, the intake valve spool valve 75I and the exhaust valve spool valve 75E have substantially the same configuration and the same size.
The intake valve spool valve 75I and the exhaust valve spool valve 75E have pressure oil discharge ports 77I and 77E connected to the intake side control oil passage 73 and the exhaust side control oil passage 74 on the side wall 161A in the upper part thereof. is doing.

As shown in FIGS. 5 to 7, the intake-side control oil passage 73 includes an intake-side main oil passage 163 (main oil passage) extending in the vehicle width direction inside the rear wall 161B of the rear cylinder head 4r, and a pressure oil discharge. A supply oil passage 164 that connects the outlet 77I and the intake-side main oil passage 163, and a branch oil passage 165 that connects the intake-side main oil passage 163 and each intake-side lifter hole 96I are provided.
The exhaust side control oil passage 74 includes an exhaust side main oil passage 173 (main oil passage) extending in the vehicle width direction inside the rear wall 161B of the rear cylinder head 4r, a pressure oil discharge port 77E, and an exhaust side main oil passage. 173 and a branch oil passage 175 connecting the exhaust side main oil passage 173 and each exhaust side lifter hole 96E.

  The intake-side main oil passage 163 and the exhaust-side main oil passage 173 have a double pipe structure. Specifically, the double pipe structure is formed by housing the inner pipe 177 constituting the exhaust side main oil path 173 in the outer pipe 167 constituting the intake side main oil path 163. Here, the inner pipe 177 has branch pipes 177A (see FIG. 7) communicating with the outside of the outer pipe 167, and the branch pipes 177A are provided at four locations corresponding to the positions of the exhaust side lifter holes 96E. . The outer tube 167 has communication holes 167A (see FIG. 7) communicating with the outside of the outer tube 167, and the communication holes 167A are provided at four locations corresponding to the positions of the intake side lifter holes 96I.

  In the rear wall 161B, an accommodation hole 166 for accommodating the outer tube 167 is formed extending in the vehicle width direction below the mating surface 52 and above the exhaust port 22r. The accommodation hole 166 is formed by drilling from the side wall 161 </ b> A, and terminates in front of the cam chain chamber 35. The intake-side main oil passage 163 and the exhaust-side main oil passage 173 are configured in advance as double pipes, and the intake-side main oil path 163 and the exhaust-side main oil path 173 are formed by inserting the double pipes into the accommodation holes 166. Provided. The opening of the accommodation hole 166 is closed by the cap 166A.

  The branched oil passages 165 and 175 are oil passages formed in the head upper surface portion 160 and extend in the front-rear direction. The branch oil passage 165 connects the intake side main oil passage 163 to each valve lifter 13I by connecting the communication hole 167A of the outer pipe 167 and the intake side lifter hole 96I. Further, the branch oil passage 175 connects the exhaust side main oil passage 173 to each valve lifter 13E by connecting the branch pipe 177A of the inner pipe 177 and the exhaust side lifter hole 96E.

  In the first embodiment, the intake-side main oil passage 163 and the exhaust-side main oil passage 173 are provided along the rear wall 161B of the rear cylinder head 4r disposed rearwardly, and the intake-side lifter hole Each oil introduction hole 91a (see FIG. 6) of the 96I and the exhaust side lifter hole 96E is positioned higher than the intake side main oil path 163 and the exhaust side main oil path 173. Along with this, the branch oil passage 165 and the branch oil passage 175 are inclined upward toward the respective oil introduction holes 91a. This prevents oil remaining in the intake-side main oil passage 163 and the exhaust-side main oil passage 173 from flowing out to the valve lifters 13I and 13E when the hydraulic pressure is OFF.

The supply oil passages 164 and 174 are oil passages formed on the side wall 161A side of the rear cylinder head 4r, and are connected to the end of the outer pipe 167 and the inner pipe 177 on the side wall 161A side.
As shown in FIGS. 6 and 7, since the rear cylinder head 4r is tilted backward, the intake-side main oil passage 163 is located at a position lower than the pressure oil discharge port 77I, and the exhaust-side main oil The path 173 is located at a position lower than the pressure oil discharge port 77E. Accordingly, the supply oil passages 164 and 174 are inclined so as to become higher toward the pressure oil discharge ports 77I and 77E. Thus, since the intake side main oil passage 163 and the exhaust side main oil passage 173 are lower than the pressure oil discharge ports 77I and 77E, the intake side main oil passage 163 and the exhaust side main oil are in a state where the hydraulic pressure is OFF. Oil remaining in the passage 173 is prevented from flowing out to the valve lifters 13I and 13E.

Here, the supply of hydraulic pressure accompanying the operation of the valve pause mechanism 80 will be described.
When it is determined that the switching from the four-cylinder operation to the two-cylinder operation is made on the basis of the operation state of the vehicle such as the rotation speed of the internal combustion engine 1, the ECU 76 turns off the intake valve spool valve 75I and exhaust valve spool valve 75E. To control. Accordingly, the oil pressure is supplied to the valve lifter 13I on the intake side via the supply oil passage 164, the intake side main oil passage 163, and the branch oil passage 165, and on the exhaust side, the supply oil passage 174 and the exhaust side main oil passage 173 are supplied. The hydraulic pressure is supplied to the valve lifter 13E via the branch oil passage 175, the second cylinder C2 and the third cylinder C3 are deactivated, and the operation is changed to the two-cylinder operation.
In the first embodiment, the intake side main oil passage 163 is located at a position lower than the pressure oil discharge port 77I and the oil introduction hole 91a of the intake side lifter hole 96I, and the intake valve spool valve 75I is turned off. Since oil is prevented from flowing out into the pressure oil discharge port 77I and the intake side lifter hole 96I later, the oil can be stored in the intake side main oil passage 163. The exhaust side main oil passage 173 is located at a position lower than the oil introduction hole 91a of the pressure oil discharge port 77E and the exhaust side lifter hole 96E, and the oil is discharged after the exhaust valve spool valve 75E is turned off. Since it is prevented from flowing into the outlet 77E and the exhaust side lifter hole 96E, the oil can be stored in the exhaust side main oil passage 173.

  Thereafter, when it is determined based on the vehicle operating status such as the rotational speed of the internal combustion engine 1 that the switching from the 2-cylinder operation to the 4-cylinder operation is made, the ECU 76 turns on the intake valve spool valve 75I and the exhaust valve spool valve 75E. The hydraulic pressure is supplied by controlling to this state. At this time, since the oil is stored in the intake side main oil passage 163 and the exhaust side main oil passage 173, it is not necessary to newly fill the intake side main oil passage 163 and the exhaust side main oil passage 173, The switching response of the valve pause mechanism 80 can be improved. Thereby, the time lag of switching from 2-cylinder operation to 4-cylinder operation can be reduced.

  As described above, according to the first embodiment to which the present invention is applied, the intake-side main oil that supplies the pressure oil from the intake valve spool valve 75I and the exhaust valve spool valve 75E to the valve lifters 13I and 13E. The passage 163 and the exhaust side main oil passage 173 are provided along the rear wall 161B of the rear cylinder head 4r at a position lower than the pressure oil discharge ports 77I and 77E of the intake valve spool valve 75I and the exhaust valve spool valve 75E. The oil for hydraulic drive always remains in the intake side main oil passage 163 and the exhaust side main oil passage 173 even after the hydraulic pressure is released. As a result, when oil pressure is applied next time to drive the slide pins 86 of the valve lifters 13I and 13E, the oil remaining in the intake side main oil passage 163 and the exhaust side main oil passage 173 can be used. The switching response of the mechanism 80 can be improved.

Also, the two intake-side main oil passages 163 and the exhaust-side main oil passage 173 are provided on the rear wall 161B and provided on the same side, so that both the intake-side main oil passage 163 and the exhaust-side main oil passage 173 are hydraulically driven. Oil can be left for. For this reason, the switching response of both the intake side and exhaust side valve deactivation mechanisms 80 can be improved. Further, the arrangement of the two intake-side main oil passages 163 and the exhaust-side main oil passage 173 can be facilitated by arranging them together.
Further, since the intake-side main oil passage 163 and the exhaust-side main oil passage 173 are configured by double pipes in which the inner pipe 177 is accommodated in the outer pipe 167, the intake-side main oil is disposed in a space for providing one pipe. The passage 163 and the exhaust side main oil passage 173 can be provided, and the intake side main oil passage 163 and the exhaust side main oil passage 173 can be easily arranged.

Further, the supply oil passages 164 and 174 connecting the intake side main oil passage 163 and the exhaust side main oil passage 173 and the pressure oil discharge ports 77I and 77E are higher than the intake side main oil passage 163 and the exhaust side main oil passage 173. , The intake-side main oil passage 163 and the exhaust-side main oil passage 173 are connected to the intake-side main oil passage 163 and the exhaust-side main oil passage 173 respectively. It is possible to prevent the hydraulic drive oil from returning to the spool valve 75E. As a result, when the hydraulic pressure is applied next time to drive the valve lifters 13I and 13E, the oil remaining in the intake side main oil passage 163 and the exhaust side main oil passage 173 can be used. Can improve the response.
Further, the slide pin 86 sliding inside the slide pin holder 87 in the valve lifters 13I and 13E is driven by hydraulic pressure, and the valve stem ends 11d and 12d are fitted into the stem relief holes 93 of the slide pin 86, thereby the intake valve 11 and Since the lift amount of the exhaust valve 12 is changed, the valve pause mechanism 80 can be configured with a relatively simple structure.

In addition, the said 1st Embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said 1st Embodiment.
In the first embodiment, the intake valve spool valve 75I connected to the intake side control oil passage 73 and the exhaust valve spool valve 75E connected to the exhaust side control oil passage 74 are provided independently. Each valve lifter 13I and each valve lifter 13E have been described as being capable of switching ON / OFF of the hydraulic pressure independently of each other, but the present invention is not limited to this. For example, instead of the intake valve spool valve 75I, a second cylinder spool valve that supplies hydraulic pressure to the valve deactivation mechanism 80 of the second cylinder C2 is provided, and the second cylinder spool valve is replaced with the intake side control oil passage 73. It is connected to all the valve deactivation mechanisms 80 of the second cylinder C2 through the control oil passage for the second cylinder provided on the rear wall 161B side. Similarly, the valve of the third cylinder C3 is replaced with the exhaust valve spool valve 75E. A spool valve for the third cylinder for supplying hydraulic pressure to the deactivation mechanism 80 is provided, and the spool valve for the third cylinder is replaced with an exhaust side control oil path 74 via a third cylinder control oil path provided on the rear wall 161B side. Connected to all valve deactivation mechanisms 80 of the third cylinder C3, the second cylinder control oil passage and the third cylinder control oil passage each have a main oil passage extending in the vehicle width direction along the rear wall 161B. These two main oils Is provided at a position lower than the pressure oil discharge ports of the second cylinder spool valve and the third cylinder spool valve, and only one of the second cylinder spool valve and the third cylinder spool valve is turned on. A three-cylinder operation may be configured by operating either the second cylinder C2 or the third cylinder C3. In this case, even when the spool valve for the second cylinder and the spool valve for the third cylinder are OFF, the oil remains in both the main oil passages, and the oil remaining in the both main oil passages can be used when the next hydraulic pressure is driven. Therefore, the change from the 2-cylinder operation to the 3-cylinder operation and the change from the 3-cylinder operation to the 4-cylinder operation can be performed quickly. Of course, the detailed configuration of the motorcycle 100 can be arbitrarily changed.

[Second Embodiment]
Hereinafter, a second embodiment to which the present invention is applied will be described with reference to FIGS. In the second embodiment, parts that are configured in the same manner as in the first embodiment are given the same reference numerals, and descriptions thereof are omitted.
In the second embodiment, the intake-side main oil passage 163 and the exhaust-side main oil passage 173 described in the first embodiment are not composed of double pipes, and the intake-side main oil passage 263 and the exhaust-side The difference from the first embodiment is that two main oil passages 273 are provided separately.

  FIG. 8 is a side sectional view of the rear cylinder head 4r in the second embodiment, showing the positions of the intake valve spool valve 75I and the exhaust valve spool valve 75E. FIG. 9 is a partially broken front view of the rear cylinder head 4r in the second embodiment as viewed from the rear. In FIG. 9, the intake-side main oil passage 263 and the exhaust-side main oil passage 273 are shown in cross section.

The intake-side control oil passage 181 that connects the intake valve spool valve 75I to each valve lifter 13I has an intake-side main oil passage 263 (main oil passage) extending in the vehicle width direction inside the rear wall 161B, and a pressure oil discharge port 77I. And a supply oil passage 264 connecting the intake-side main oil passage 263 and a branch oil passage 265 connecting the intake-side main oil passage 263 and the oil introduction hole 91a of each intake-side lifter hole 96I.
An exhaust-side control oil passage 182 that connects the exhaust valve spool valve 75E to each valve lifter 13E has an exhaust-side main oil passage 273 (main oil passage) extending in the vehicle width direction inside the rear wall 161B, and a pressure oil discharge port 77E. And a supply oil passage 274 connecting the exhaust side main oil passage 273, and a branch oil passage 275 connecting the exhaust side main oil passage 273 and the oil introduction hole 91a of each exhaust side lifter hole 96E.

The intake-side main oil path 263 and the exhaust-side main oil path 273 are divided into two in the front wall 161B of the rear cylinder head 4r, and are formed in the same side wall on the side wall of the rear cylinder head 4r. .
The intake-side main oil passage 263 and the exhaust-side main oil passage 273 are vertically moved in accordance with the intake valve spool valve 75I and the exhaust valve spool valve 75E that are arranged with the height shifted in the vertical direction of the internal combustion engine 1. Are arranged in two stages. Specifically, the intake-side main oil passage 263 is disposed above the exhaust-side main oil passage 273.

  The intake side main oil passage 263 is formed at a position lower than the pressure oil discharge port 77I and the oil introduction hole 91a of the intake side lifter hole 96I. The exhaust side main oil passage 273 is formed at a position lower than the pressure oil discharge port 77E and the oil introduction hole 91a of the exhaust side lifter hole 96E. As a result, even when the hydraulic pressure is turned off, the oil is stored in the intake-side main oil passage 263 and the exhaust-side main oil passage 273. Therefore, the next time the valve suspension mechanism 80 is switched by applying the hydraulic pressure. Can improve the response.

According to the second embodiment, the two intake-side main oil passages 263 and the exhaust-side main oil passage 273 are arranged in two upper and lower stages in accordance with the heights of the intake valve spool valve 75I and the exhaust valve spool valve 75E. Therefore, the intake-side main oil passage 263, the exhaust-side main oil passage 273, the intake valve spool valve 75I and the exhaust valve spool valve 75E can be compactly arranged.
In addition, since the intake side main oil passage 263 and the exhaust side main oil passage 273 that are separately provided are collectively provided on the rear wall 161B below the pressure oil discharge ports 77I and 77E, the intake side main oil passage is provided. Oil can be stored in H.263 and the exhaust side main oil passage 273, and the switching response of both the intake and exhaust valve deactivation mechanisms 80 can be improved.

[Third Embodiment]
Hereinafter, a third embodiment to which the present invention is applied will be described with reference to FIGS. 10 and 11. In the third embodiment, parts that are configured in the same manner as in the first embodiment are given the same reference numerals, and descriptions thereof are omitted.
In the third embodiment, the pressure oil discharge ports 77I and 77E are located at positions lower than the intake side main oil passage 163 and the exhaust side main oil passage 173, respectively, and the exhaust side main oil passage 173 is connected to the exhaust side lifter. The point which exists in the position higher than the oil introduction hole 91a of the hole 96E differs from 1st Embodiment.

FIG. 10 is a side sectional view of the rear cylinder head 4r according to the third embodiment. FIG. 11 is a partially broken front view of the rear cylinder head 4r in the third embodiment as viewed from the rear. In FIG. 11, the intake-side main oil passage 163 and the exhaust-side main oil passage 173 are shown in cross section.
In the third embodiment, the pressure oil discharge ports 77I and 77E of the intake valve spool valve 75I and the exhaust valve spool valve 75E are positioned below the intake side main oil passage 163 and the exhaust side main oil passage 173. ing. Accordingly, in the third embodiment, instead of the supply oil passages 164 and 174 of the first embodiment, the supply oil extending upward toward the intake side main oil passage 163 and the exhaust side main oil passage 173. The intake valve spool valve 75I and the exhaust valve spool valve 75E are connected to the intake-side main oil path 163 and the exhaust-side main oil path 173 by the paths 364 and 374.

As shown in FIG. 10, the intake-side supply oil passage 364 extends upward on the side wall 161A side in the rear cylinder head 4r, and extends upward beyond the height position of the intake-side main oil passage 163. Part 364A, and an inclined part 364B that is bent downward from the upper extension part 364A and connected to the intake-side main oil passage 163.
The exhaust-side supply oil passage 374 extends upward on the side wall 161A side in the rear cylinder head 4r, and extends upward beyond the height position of the exhaust-side main oil passage 173. And an inclined portion 374B that is bent downward from the extension portion 374A and connected to the exhaust-side main oil passage 173.

  That is, the supply oil passages 364 and 374 once pass through positions higher than the intake-side main oil passage 163 and the exhaust-side main oil passage 173, and then are connected to the intake-side main oil passage 163 and the exhaust-side main oil passage 173. . Therefore, when the hydraulic pressure is OFF, the oil remaining in the intake side main oil passage 163 and the exhaust side main oil passage 173 is prevented from flowing out to the pressure oil discharge ports 77I and 77E by the inclined portions 364B and 374B. The

As shown in FIG. 11, the inner pipe 177 constituting the exhaust side main oil passage 173 is located above the oil introduction hole 91a of the exhaust side lifter hole 96E. A branch pipe 377A communicating with the outside of the outer pipe 167 is connected to the inner pipe 177, and the branch pipe 377A is connected to the oil introduction hole 91a by a branch oil passage 365 extending downward toward the exhaust side lifter holes 96E. It is connected.
The branch pipe 377 </ b> A extends forward and upward beyond the height position of the exhaust side main oil passage 173, and is connected to the branch oil passage 365 at a position higher than the exhaust side main oil passage 173.

  That is, the exhaust side main oil passage 173 is connected to each exhaust side lifter hole 96E after passing through a position higher than the exhaust side main oil passage 173 by the branch pipe 377A. For this reason, in the state where the hydraulic pressure is OFF, the oil remaining in the exhaust side main oil passage 173 is prevented from flowing out to the exhaust side lifter hole 96E side by the branch pipe 377A. Accordingly, since the oil remaining in the exhaust side main oil passage 173 can be used for the next hydraulic pressure drive, the response when the valve deactivation mechanism 80 is switched can be improved.

  According to the third embodiment, the supply for connecting the intake side main oil passage 163 and the exhaust side main oil passage 173 to the pressure oil discharge ports 77I and 77E of the intake valve spool valve 75I and the exhaust valve spool valve 75E. Since the oil passages 364 and 374 once pass through positions higher than the intake-side main oil passage 163 and the exhaust-side main oil passage 173, they are connected to the intake-side main oil passage 163 and the exhaust-side main oil passage 173. The oil for hydraulic drive can be prevented from returning from the oil passage 163 and the exhaust side main oil passage 173 to the intake valve spool valve 75I and the exhaust valve spool valve 75E. As a result, when the hydraulic pressure is applied next time to drive the valve lifters 13I and 13E, the oil remaining in the intake side main oil passage 163 and the exhaust side main oil passage 173 can be used. Can improve the response.

1 Internal combustion engine
2 Crankshaft 3a Cylinder bore (cylinder)
4r Rear cylinder head (cylinder head)
11 Intake valve (intake valve)
11c, 12c Valve stem 11d, 12d Valve stem end 12 Exhaust valve (exhaust valve)
13I, 13E Valve lifter (hydraulic actuator)
164, 174, 264, 274, 364, 374 Supply oil passage 75E Spool valve for exhaust valve (hydraulic control mechanism)
75I Spool valve for intake valve (hydraulic control mechanism)
77I, 77E Pressure oil outlet 80 Valve pause mechanism (variable valve mechanism)
86 Slide pin 87 Slide pin holder 87a Cylinder hole 88 Pressure oil supply mechanism 89 Return spring 93 Stem escape hole (relief hole)
96E Exhaust side lifter hole 96I Intake side lifter hole 161A Side wall 161B Rear wall (lower side surface)
163, 263 Intake side main oil passage (main oil passage)
173, 273 Exhaust side main oil passage (main oil passage)

Claims (6)

A hydraulic control mechanism (75I, 75E) for controlling the hydraulic pressure; and a hydraulic actuator (13I, 13E) driven by the hydraulic pressure controlled by the hydraulic control mechanism (75I, 75E), the hydraulic actuator (13I, 13E). In the internal combustion engine comprising the variable valve mechanism (80) that is driven by
The cylinder (3a) is rotated and tilted about the crank axis, and the hydraulic pressure control mechanism (75I, 75E) is provided on the side surface (161A) of the cylinder head (4r) in the crank shaft direction. The hydraulic actuator from the hydraulic control mechanism (75I, 75E) along the lower side surface (161B) of the cylinder head (4r) at a position lower than the pressure oil discharge ports (77I, 77E) of the control mechanism (75I, 75E). An internal combustion engine provided with a variable valve mechanism characterized by providing main oil passages (163, 173, 263, 273) for supplying pressure oil to (13I, 13E).   The variable valve mechanism according to claim 1, wherein two main oil passages (163, 173, 263, 273) for the exhaust valve (12) and the intake valve (11) are provided on the same side. An internal combustion engine.   The internal combustion engine having a variable valve mechanism according to claim 2, wherein the main oil passage (163, 173) is constituted by a double pipe. The hydraulic control mechanism (75I, 75E) includes an exhaust valve hydraulic control mechanism (75E) and an intake valve hydraulic control mechanism (75I).
The exhaust valve hydraulic control mechanism (75E) and the intake valve hydraulic control mechanism (75I) are arranged with their heights shifted in the vertical direction of the engine (1), and the two main oil passages (263) , 273) is arranged in two upper and lower stages in accordance with the height of the hydraulic control mechanism (75I, 75E), the internal combustion engine having a variable valve mechanism according to claim 2. A hydraulic control mechanism (75I, 75E) for controlling the hydraulic pressure; and a hydraulic actuator (13I, 13E) driven by the hydraulic pressure controlled by the hydraulic control mechanism (75I, 75E), the hydraulic actuator (13I, 13E). In the internal combustion engine comprising the variable valve mechanism (80) that is driven by
A main oil passage (163, 173, 263, 273) for supplying pressure oil from the hydraulic control mechanism (75I, 75E) to the hydraulic actuator (13I, 13E) is provided, and the main oil passage and the hydraulic control mechanism ( 75I, 75E) supply oil passages (164, 174, 264, 274, 364, 374) connecting the pressure oil discharge ports (77I, 77E) from the main oil passages (163, 173, 263, 273). An internal combustion engine provided with a variable valve mechanism, which is connected to the main oil passage (163, 173, 263, 273) after passing through a high position.   The variable valve mechanism (80) includes a valve lifter (13I, 13E) and a cylinder hole formed in a direction perpendicular to the valve stem (11c, 12c) of the intake / exhaust valve in the slide pin holder (87) in the valve lifter. 87a) a slide pin (86) that slides inside, a pressure oil supply mechanism (88) that applies hydraulic pressure to the slide pin (86), and a slide pin (against the hydraulic pressure applied to the slide pin (86)). 86) and a return spring (89) for urging the slide pin (86) to slide the valve stem end (11d, 12d) in the slide pin (86). 6. The variable movement according to claim 1, wherein the lift amount of the valve (11, 12) is changed by being inserted into the valve (11). Internal combustion engine having a mechanism.

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