JPS5825537A - Multi-cylinder internal combustion engine - Google Patents

Abstract

PURPOSE:To use an engine in a various operational condition with high output power and low fuel consumption, by constituting the engine such that cylinders are partially arranged to an idle state in a certain operational condition while used as a normally typed engine in a different operational condition further operated as a high powered engine in the other operational condition. CONSTITUTION:A main intake valve 24, subintake valve 26 and exhaust valve 30 of each cylinder a-d are opened and closed by cam action of a rocker valve mechanism through rocker arms 48, 52, 56, and a valve action stopper mechanism is provided to each rocker arm and disengageably formed by oil hydraulic operation with selector valves 136, 137. While a computer C decides a range A, at low speed with a low load, range B, at low speed with a high load, and range C, at high speed, from engine speed, main throttle valve opening, cooling water temperature, lubricating oil temperature, etc., to turn on the valve 136, stop the main intake valve 24 and exhaust valve 30, turn off the valve 137 and operate the subintake valve 26 in the range A. The valve 136 is turned off also the valve 137 is turned off in the range B, and the valve 136 is turned off while the valve 137 is turned on in the range C.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates primarily to a multi-cylinder internal combustion engine installed in an automobile. Various improvements have been made to automobile internal combustion engines in order to increase output, but in general, when increasing output, the reduction of fuel consumption, which has been important since the oil crisis, is rarely considered. It was real.

On the other hand, many technologies have been proposed to reduce fuel consumption in internal combustion engines for automobiles, but most of them either sacrifice engine output or completely exclude securing engine output from the scope of consideration. Currently, there has been a strong desire for an innovative internal combustion engine for automobiles that can effectively achieve both high output and low fuel consumption.

In view of the above, the present invention has been proposed mainly for multi-cylinder internal combustion engines installed in automobiles and large motorcycles, in which each cylinder has an exhaust means for discharging combustion gas from a combustion chamber. In a multi-cylinder internal combustion engine having a main intake means for introducing air or an air-fuel mixture into the same combustion chamber, a sub-intake means provided in at least one cylinder and introducing air or an air-fuel mixture into the combustion chamber of the same cylinder; Stops the sub-intake provided in the main intake stage to stop the introduction action of the sub-intake main stage, stops the introduction action of the main intake means provided in some parts, operates all stop means, The main object of the present invention is to provide a multi-cylinder internal combustion engine characterized in that in the second operating state, only the auxiliary intake stop means is activated, and in the sixth operating state, all the stopping means are deactivated. It is something to do.

In the multi-cylinder internal combustion engine of the present invention, in a certain operating state, all the intake and exhaust means of some cylinders are stopped, resulting in a so-called cylinder state, and a fuel-efficient engine with low pump loss is configured. In these operating conditions, the auxiliary intake means are stopped and a normal type engine is configured, taking into account a certain degree of fuel efficiency and output, while in other operating conditions, all intake and exhaust means are activated to configure a high-output engine. This enables high output and low fuel consumption to be effectively measured while dealing with a variety of driving conditions.

Embodiments of the present invention will be described in detail below with reference to the drawings.

In FIGS. 1 to 5, a four-cylinder internal combustion engine 10 housed in the engine room of a motor vehicle (not shown) has a cylinder head 12 and a cylinder block 14, and pistons 16a and 16b connected to a crankshaft (not shown). ,
Four combustion chambers 18a, 18b, 18c are provided with combustion chambers 16c and 16d, respectively.

18d is formed. and each combustion chamber 18a.

18b, 18c, and 18d have main intake ports (20a, 20b) each having a relatively small cross-sectional area that are independent of each other.

20c, 20d and the same main intake ports (sub-intake ports with a larger cross-sectional area of 0) 22 a, 22 b, 22 c
.

22d are connected to each of these ports, and a main intake poppet valve (hereinafter referred to as main intake valve) 24a,
24 b, 24 c, 24 d and sub-intake poppet valves (hereinafter referred to as sub-intake valves) 26 a, 26 b.

26c and 26d are interposed. In addition, each main intake port 20a, 20b, 20c, 20d
each has one end open on one side of the cylinder head 12.

The other end of each combustion chamber 18a is arranged such that the center of the passage is located on one side of the plane containing the cylinder axis of each combustion chamber 18a, 18b, 18c, 18d.

18b, 18c, and 18d, and the port center line near the other end opening of each of the main intake ports is oriented in a direction that does not intersect or be parallel to the cylinder axis of the corresponding combustion chamber. Intake port 20a,
The intake air guided from the combustion chambers 20b, 20c, and 20d to the combustion chambers 18a, 18b, 18c, and 18d revolves around the respective axes. At this time, each main intake boat 20a.

20b, 20c, 20d are connected to each combustion chamber 1 through the same port.
The intake air given to 8a, 18b, 18c, and 18d is formed to have a small amount of air but a strong swirling flow in order to be suitable for generating high torque in the low speed operating range of the engine. On the other hand, each sub-intake port 22 a, 22 b,
22c and 22d are the combustion chambers 18a, 18b, and 18c, respectively.

18d, and the port center line near the other end opening of each of the intake ports is oriented in a direction that does not intersect or be parallel to the cylinder axis of the corresponding combustion chamber, and each of the sub-intake ports 22a.

Each combustion chamber 1 from 22 b, 22 c, 22 d
8a.

The intake air guided to 18 b, 18 c, 1 B-d flows around each of the above-mentioned axes to each of the above-mentioned main intake ports) 20
a, 20 b.

It is designed to rotate in the same direction as the intake air guided through 20c and 20d. At this time, each side intake bow) 22
a, 22 b, 22 c, 22 d are
Each combustion chamber 18a, 18b, 18c, 18 through the same port
In order to accommodate the generation of high torque in the high-speed operating range of the engine, the intake air introduced into the air is formed so that the swirling flow is relatively weak but has a large flow rate.

Each combustion chamber 18a, 18b, 18c, 18d has an exhaust port 28a extending substantially parallel to the main intake port from the side surface of the cylinder head 12, which has an opening at one end of each main intake port 20a, 20b, 20c, 20d. , 28b
, 28c, and 28d are open.

Exhaust poppet valves (hereinafter referred to as exhaust valves) 30a, 50b, 50c, and 50d are installed in each opening, respectively.

Further, each combustion chamber 18a, 18b, 18c, 18d has an opening "r2a, 52b for arranging a spark plug."

52 c, 52 d are open, and each spark plug 54 a, 34 b, 54 c,
54 d, each of the above main intake ports 20 a
, 20 b.

At least a portion of the intake air guided to each combustion chamber via 20c and 2nd passes through the spark gap portion of each spark plug.

In addition, each main intake valve 24 a, 24 b, 24 c
, 24d are each main intake valve valve mechanism 56a, 56b,
36c.

Each exhaust valve 50a is opened and closed by 58c and 38d.
', 30b, 30c, 50d are each exhaust valve valve mechanism 4
It can be opened and closed by 0a, 40b, 40c, and 40d. And each main intake valve valve mechanism 56a, 56b, filter 6c, 5
6d is.

Each main intake cam 44a is provided on the camshaft 42.

44 b, 44 c, 44 d and the first rocker shaft 46 to be swingably supported, and each of the main intake cams 4
4 a, 44 b, 44 c, 44 d lift heights of main intake valves 24 a, 24 b, 24 c
, 24 d, a rocker arm 48 a,
48 b, 48 c, 48 d,
Among these, the main intake valve valve mechanism 36a.

A valve operation stop mechanism is formed in the rocker arms 48a and 48d of 56d.

In addition, each sub-intake valve mechanism 58a, 38b,
58 c.

38d is a sub-intake cam 50m provided on the camshaft 42;
50 b, 50 c, 5 D d and the second rocker shaft 51 in a swingable manner, and each of the sub-intake cams 50 a, 50 b, 50 e, 50
d to the sub-intake valves 2.6a, 26b, 26c, 26
rocker arms 52a, 52b,
52 c, 52 d, and rocker arms 52 m, 52 b, 5 of each sub-intake valve mechanism.
2c and 52d are provided with a valve operation stop mechanism.゛Furthermore, each exhaust valve mechanism 40a, 40b, 40
c, 40d are each exhaust cam 54 provided on the camshaft 42
a + 54 b * 54 C+ is swingably supported by the swing 54 d and the first rocker shaft 46, and each of the exhaust cams 54 a, 54 b, 54
c.

A lift of 54d is applied to each exhaust valve 50a, 30b,
30 c.

Rocker arms 56a, 56b transmitting to 30d
.

56c, 56d, among which the rocker arm 56a of the exhaust valve mechanism 40a, 40d.

A valve operation stop mechanism is formed at 56d. By the way, each of the above-mentioned main intake valve operating mechanisms 56a, 56b.

56c and 36d are main intake valves 24a and 24b, respectively.

Each exhaust valve 30a has a small valve lift and a short valve opening period so that 24c and 24d are suitable for low-speed operation.

50 b, 30 c, and 50 d are opened and closed to reduce the overlap with the valve opening period, while each sub-intake valve valve mechanism 58 a, 58 b, 58 c
, 58d are each sub-intake valve 26a, 26b,
26 c and 26 d are made suitable for high-speed operation by increasing the valve lift (by increasing the valve opening period and by increasing the length of each exhaust valve 50
a, 30 b, 50 c.

The valve is opened and closed so as to increase the overlap with the valve opening period of 50d.

Here, one each 7-me 48 a, 48 d, 5
2 a.

52 b, 52 c, 52 d, 56 g
, 56d, and pivotally supports the rocker arm 48a in a freely swinging manner.An oil passage 62 extending in the axial direction is formed in the first rocker shaft 46, and the rocker arm 48a
A cam abutment portion, with which the main intake cam 44a abuts, is formed on one arm 64 extending to the left in FIG. 6, and a cylinder 68 is attached to the end of the other arm 66 extending to the right in FIG. There is. In addition, the cylinder portion 78 is locked and the piston 8 is a movable partition that swings within the cylinder portion 78.
A hydraulic actuator 82 consisting of 0 is provided. The inside of the cylinder portion 78 includes the rocker arm 4.
Oil passage 84 formed in 8a and tenth rocker shaft 46
A supply oil passage 86 is formed to extend in the radial direction.
The rocker arm 48a is always in communication with the oil passage 62 through the rocker arm 48a, regardless of the rocking movement of the rocker arm 48a.

On the other hand, a bottomed cylindrical plunger 88 is slidably fitted inside the cylinder 68, and the plunger 88 is pressed downward in FIG. The main intake valve 24a is in contact with the valve shaft end of the main intake valve 24a. The cylindrical wall of the cylinder 68 has two elongated holes located directly above the upper end of the plastic/jar 88 when the blanket 88 is at the lowest position (the position shown in the figure) with respect to the cylinder 6. 92 are provided facing each other, and a stopper 94 whose legs are in the shape of a forked fork, as shown in FIG. 7, is inserted into the elongated hole 92. An arcuate space 96, which is slightly larger than the outer diameter of the plunger 88, is formed at the base between the two legs of the stopper 94, and the distance between the inner edges of the two legs is this. The inner diameter of the plunger 88 is set to be approximately the same as the inner diameter of the plunger 88 on the right side of the arcuate space 96 . A screw is formed on the upper outer surface of the cylinder 68, and a double nut 95 is screwed onto the screw to guide the upper surface of the stopper 94 so that the stopper 94 can slide smoothly. Rocker arm 48a
A presser spring 97 is interposed between them to prevent vertical vibration of the stopper 94. Further, a long hole 98 extending in the left-right direction is formed at the left end of the stopper 94.

This elongated hole 98 has a p
A pin 104 of a connecting member 102 fixed to the right end of the rad 100 is provided, and the stopper 94 and the piston 8
0 through this connecting member 102 and prad 100.

However, at this time, a gap S is generated in the long hole 98 when the pin 104 is disposed in the left-right direction, which is the sliding direction of the piston 80.
The stopper 94 is connected to the piston 780 so as to be able to move relative to the piston 780 in the left and right direction by the space S.

The piston 80 is biased leftward by a spring 105, and when no hydraulic pressure is applied to the cylinder portion 78, it is displaced to the leftmost position within the cylinder portion 78, and a cut is made above the middle portion of the cylindrical wall portion. 106 is provided, and this notch 106 engages with the timing plate 108 when the piston 80 is located at the earliest position in the cylinder portion 78 by the hydraulic pressure supplied to the cylinder portion 78 via the oil passage 84. ing. timing plate 108
As shown in FIG. 8, the piston 800 is rotatably supported on a shaft 110 attached to the main body of the rocker arm 48a, and slides in a groove 112 provided on the upper side of the outside of the cylinder 78. The left end and the above cut 1 shown in Figure 6
06. Furthermore, the timing plate 108 is biased in the piston engaging direction (clockwise in FIG. 8) by a spring 114, and is also pressed from below by a timing cam follower 116 having a substantially cylindrical shape. This timing cam follower 116 is formed by a timing cam 118 formed by scraping off a part of the outer peripheral surface of the first rocker shaft 46 along the circumferential direction.
It is configured to follow the swinging motion of the arm 48a.

The rocker arm 48a swings at its maximum or is slid radially outwardly, and the timing plate 108 is moved counterclockwise in FIG. 8 in response to this radially outward swinging. in the above state (the state where the rocker arm 48a is at its maximum swing).

The engagement with the piston 80 is disengaged.

By the way, the supply oil path 86. Hydraulic pressure supplied to and discharged from the actuator 82 via the oil passage 84 is applied to the rocker shaft 46.
The oil supply/discharge is controlled by the switching operation of a first switching valve interposed in a first oil supply path, which will be described later, and which communicates with the oil path 62 at the end thereof.

Refer to FIGS. 9(a) to 9(d) for the operation of the valve actuation stop mechanism of the p-lock arm 48a having the above configuration (j
) I will explain as I go along. 9(a) to 9 show the structure more schematically than in FIGS. 6 to 8 so that the two operating principles can be more clearly understood.

Now, when hydraulic pressure is not being supplied to the seventh cut-off unit 82 due to the switching state of the first switching valve.

As shown in FIG. 9(a), the piston 80 is connected to the spring 1
Due to the pressing force of 05, the plunger 8 is positioned at the leftmost position.
The upper end of 8 engages with a stopper 94,
This causes the plunger 88 to stop sliding within the piston 68, and when the rocker arm 48a slides due to the cam lift of the main intake valve, the plunger 88 moves toward the main intake valve 24.
Open a. In this state, the timing plate 108 and the right end portion (right end surface) of the piston 80 can be fitted together. Next, when hydraulic pressure is supplied to the actuator 82 from this state, the piston 80 is pushed to the right by the hydraulic pressure.

As shown in FIG. 9(a) above, during the period in which the cam lift of the main intake cam 44a is not occurring, the timing plate 108 continues to maintain a state in which it can be engaged with the right end portion of the piston 80, so that the piston 80 does not slide to the right. Next, when the cam lift occurs and reaches the maximum value or near it, the p-tsuka arm 48
& swings, and the timing cam follower 116 follows the timing cam 118 and largely slides outward in the radial direction of the tenth lever shaft 46, so the timing plate 108 moves upward (counterclockwise in FIG. 8). Rotation) The screw, screw, and tongue 80 are no longer engaged with the right end surface, and the piston 80 slides to the right due to hydraulic pressure. However, in this state, the cam lift occurs as described above, causing the plunger 88 to swing and the plunger 88 to be in pressure contact with the stopper 94, so the stopper 94 will not swing due to the frictional force caused by this pressure contact. , and the piston 80 is at the stopper 9.
The timing plate 108 slides by the size of the gap S provided at the connecting portion with the timing plate 108, and reaches a position where the right end thereof and the timing plate 108 do not engage with each other. After that, when the above cam lift is finished,
As shown in FIG. 9 (cl), the stopper 94 is released from the pressed state with the plunger 88 and becomes slidable, and as the piston 80 moves rightward due to the hydraulic pressure, the stopper 94
moves to the right in the elongated hole 92, and an arcuate space 96 comes to be located at the upper end of the plunger 88. That is, in this state, the plunger 88 becomes slidable within the piston 68, and the main intake valve 24a stops operating (maintains the closed state). Further, in this case, the timing plate 108 engages with the notch 106 of the piston 80 when the cam lift of the main intake cam 44a is not occurring.

Next, in order to operate the main intake valve 24a from the state where the valve operation is stopped as shown in FIG. 80 is pushed to the left,
During a period in which a cam lift is not occurring, the timing plate 108 is engaged with the notch 106 of the piston, so the piston 80 does not slide to the left. On the other hand, when cam lift occurs and reaches the maximum value or near it.

As shown in FIG. 9(d), the timing plate 108
Since the piston 80 is disengaged from the notch 106, the piston 80 is moved to the left by the pressing force of the spring 105. However, in this state, the plunger 88 slides upward in the cylinder 68 and closes the elongated hole 92 in response to the swinging of the rocker arm 48a even before the engagement is disengaged, so the stopper 94 does not slide and the piston 80 slides by the size of the gap S provided in the connection portion with the stopper 94, and reaches a position where the notch 106 and the timing plate 108 do not engage. After that, when the cam lift is completed, the upper end of the plunger 88 reaches below the elongated hole 92 and the stopper 94 becomes slidable, so the piston 80 and the stopper 94 move to the left by the biasing force of the spring 105, and the stopper 94 moves to the left. 94 is in a state where it can come into contact with the upper end of the plunger 88, that is, the plunger 88 is in a state where sliding within the piston 68 is stopped. As a result, when a cam lift of the main intake cam 44a occurs and the rocker arm 48a swings, the plunger 88 opens and closes the main intake valve 24a.

The above-mentioned valve operation stop mechanism is formed not only on the rocker arm 48a but also on the rocker arms 48d, 56a, and 56d that are pivotably supported on the first rocker shaft 46, and these rocker arms 48d.

Hydraulic pressure is supplied to and discharged from actuators 56a and 56d (not shown) through actuator 8 of rocker arm 48a.
As in case 2, this is done by the first switching valve.

Furthermore, each sub-intake valve 26a, 26b.

Each rocker arm 52 & 52b for 26C126d
.

A valve operation stop mechanism similar to the rocker arm 48a is also formed on the rocker arms 52c and 52d, and the rocker arms 52a,
Similarly to the first rocker shaft 46, an oil passage 59 extending in the axial direction is formed in the second rocker shaft 51 that swingably supports the shafts 52b, 52c, and 52d.

Each of the above rocker arms 52a, 52b, 52
c.

This oil pressure supply/discharge control is performed by switching a second switching valve interposed in a second oil supply path, which will be described later, and which communicates with the oil path 59. However, each rocker arm 52a, 52b for each sub-intake valve.

The valve operation stop mechanism formed in 52c and 52d is.

When hydraulic pressure is supplied to the actuator, the valve becomes operable, and when hydraulic pressure is not supplied, the valve operation stops.

Therefore, this valve operation stop mechanism will be explained using FIG. 10 and FIG. 11, taking the rocker arm 52a as an example. In addition, in FIGS. 10 and 11, the same reference numerals are given to the same members or members having substantially the same function as the valve operation stop mechanism explained using FIGS. 6 to 9 above. Detailed explanation will be omitted. The oil passage 59 is connected to the second rocker shaft 51. The cylinder portion 7 of the actuator 82 is supplied to the cylinder portion 7 of the actuator 82 through a supply oil passage 120 formed to extend in the radial direction and an oil passage 122 formed within the rocker arm 52a.
It communicates within 8. On the other hand, the stopper 94 has an arcuate space 96 slightly larger than the outer diameter of the plunger 88 formed near its left end, that is, near the tip of the leg inserted into the elongated hole 92.

The distance between the inner edges of the two legs on the right side of the arcuate space 96 is set to be approximately equal to the inner diameter of the plunger 88. Further, a hook-shaped portion having a substantially C-shape is formed at the right end of the stopper 94, and this hook-shaped portion connects the connecting member 102 attached to the rod 100 to create a gap S along the sliding direction of the piston 80. They are connected together. By the way, the connecting member 102 is formed into a cylindrical shape with a square cross section perpendicular to the sliding direction of the piston 80.

The valve actuation stop mechanism provided on the rocker arm 52a allows the arcuate space 96 of the stator bar 94 to be located at the upper end of the plunger 88 when hydraulic pressure is not supplied to the φ7 cutter 82 due to the operation state of the second switching valve. When the plunger 88 is allowed to slide within the cylinder 68, the operation of the sub-intake valve 26a is stopped, and hydraulic pressure is supplied to the actuator 82, the upper end of the plunger 88 and the leg of the stopper 94 come into contact. This allows the plunger 88 to stop sliding within the cylinder 68 and act to operate the sub-intake valve 26a.

By the way, as shown in FIG. 12, the first oil supply passage 152 whose one end communicates with the oil passage 62 and the second oil supply passage 133 whose one end communicates with the oil passage 59 are different from each other. This merging oil supply path 134 joins the main path 13 that supplies lubricating oil to each lubricating oil (not shown) of the two engines.
It communicates with the downstream side of the oil pump 135 installed in the oil pump 135. and.

The first oil supply passage 1'52 and the second oil supply passage 135 are provided with the aforementioned first switching valve 156 and second switching valve 137, respectively, and the two confluence oil supply passage 134
1 from the oil pump 1 and 5 side. A first check valve 138 that allows oil to flow only from the second oil supply path 152, 133 side, that is, from the upstream side to the downstream side. Booster pump 139. Second check valves 140° and pressure accumulators 141 that allow oil to flow only from the upstream side to the downstream side are sequentially arranged from the upstream side to the downstream side. The first and second switching valves 136 and 137 are located in housings 142 and 143, respectively.
Valve bodies 146, 147, which are fitted inside the housings 142, 143 and slide within the housings 142, 143 in accordance with the energization/de-energization of the solenoids 144, 145. Hydraulic ports 148, 149, whose communication is controlled by the sliding movement of the valve body 1461147. Atmospheric po) 150,151 and supply po) 152.15! In this case, the hydraulic ports M48 and 149 respectively communicate with the combined oil supply path 134, and the atmospheric ports 150 and 15
1 are each open to the atmosphere, that is, they communicate with an oil pan (not shown) of the engine, and supply ports 152 and 153 are respectively connected to oil passages 62. It communicates with the oil passage 59.

The solenoids 144 and 145 are energized and de-energized by a computer C, which is a control means that detects the operating state of the engine and outputs an output according to the detection result, via a valve train electric control unit VECU. On the other hand, the pressure booster pump 139 has a piston 154 inside and a spring 155 that urges the piston 154 downward in FIG. The vertical movement causes the pump to slide back and forth within the cylinder of the pump 139. The pressure accumulator 141 has a main body 158
A pressure accumulating chamber 159 formed in the main body 158, a piston 160 disposed in the pressure accumulating chamber 159, and a piston 1
It has a spring 161 that biases the pressure accumulator 60 in the direction of decreasing the volume of the pressure accumulating chamber 159, that is, downward in FIG. The maximum effective volume vo of the pressure accumulation chamber 159 is determined by the sum of the working volumes of the seven actuators provided in the rocker arms 41a, 48d, 56a, and 56d provided with the valve action stopping mechanism, and the rocker arm provided with the valve action stopping mechanism. 52a.

It is set larger than the sum of the operating volumes of the actuators provided at 52b, 52c, and 52d.

For example, if the working volume of each of the seven cutuators is 2 cc, it is preferable to set V to about 10 cc. Further, the biasing force of the spring 161 is sufficiently compressed by the discharge pressure of the pressure booster pump 139 when the valve bodies 146 and 147 close the hydraulic ports 148 and 149, respectively, thereby securing the volume v0.

When one of the valve bodies 146 and 147 connects the corresponding hydraulic port to the corresponding supply port, the lubricating oil in the pressure accumulation chamber 159 is set to be immediately supplied to the cylinder portion of each of the seven cutuators. has been done.

Now, moving on to the explanation of the engine intake/exhaust system connected to the hibernation/exhaust ports, in FIGS. 1 and 2, each main intake port 20a, 20b.

20 c, 2 n d are connected to the main throttle valve 20 via the intake manifold 202 from both side openings of the respective cylinder heads.
4 and a main intake passage 208 in which a fuel injection device 2o6 is interposed on the upstream side thereof.

This main intake passage 208 communicates with the outside air through a cylindrical first air cleaner 210 disposed at the front of the engine room. Therefore, each main intake port 20a, 7
Air-fuel mixture is supplied to each combustion chamber from 0b, 20c, and 20d. Incidentally, in this main intake passage 208, an air flow sensor 212 is disposed inside the first air cleaner 21o, and the amount of air taken in through the first air cleaner 210 is measured. This air flow sensor 212
is a vortex generating column 21 provided in its internal passage for intake air.
4, the Karman vortex number generated on the downstream side of the stud is detected by an ultrasonic detector 16, thereby generating a pulse signal proportional to the flow rate of air,
The pulse signal from this air flow sensor 212 controls the fuel injection amount of the fuel injection device 206 by the fuel supply system electric control device F.
The information is supplied to the input section of the computer C that controls it via the ECU along with other engine operating state detection results that will be described later. Further, inside the first passage 210, there is a leak that bypasses the internal passage of the passage 212 and sucks air. The control device includes an air flow sensor 21
The on-off valve 220 is closed until the frequency of the pulse signal from 2 reaches the set frequency.

When the pulse signal frequency exceeds the set frequency, the on-off valve 220 is opened, but at this time, the output characteristics to the fuel injection device 2o6 are switched depending on whether the valve 220 is opened or closed, and when the valve 220 is closed or opened. The above air flow sensor 212
An amount of fuel is injected according to the amount of intake air that has passed through the internal passage, and when the valve is opened, an amount of fuel is injected according to the amount of intake air that has passed through the internal passage and the bypass passage 218. Generate a signal.

By the way, the fuel injection device 206 consists of two electromagnetic fuel injection valves 222 and 224, of which the first fuel injection valve 222 has a nozzle body 228 having a nozzle hole 226, as shown in FIG. A valve body 232 having a plurality of spiral grooves 230 forming a fuel passage to the fuel chamber 229 is disposed and formed.

The valve body 232 slides within the nozzle body under the action of a solenoid (not shown) to open and close the nozzle hole 226. At this time, when the nozzle hole 226 is opened, a plurality of spiral grooves 23
The fuel flow rate passing through 0 and the fuel flow rate discharged from the nozzle hole are approximately equal and relatively small (set to promote fuel atomization.On the other hand, the fuel injection valve 224 is also However, compared to the fuel injection valve 222, the fuel injection valve 224 has a larger number of spiral grooves, a larger cross-sectional area of the groove, a larger nozzle hole area, or a valve body. The amount of lift is large.

The fuel injection valve 224 has a larger discharge amount per unit time than the fuel injection valve 222.

That is, the flow rate characteristics with respect to the drive time (valve opening time) of both fuel injection valves 222 and 224 are shown by broken lines in FIG.

It is shown by a solid line. The number of injections per set time and the drive time (valve opening time) per injection of these fuel injection valves 222, 224 are controlled by the output of the computer C, that is, the amount of fuel injection is controlled.

Next, in FIGS. 1 and 2, each sub-intake port 22
a, 22 b, 22 c, and 22 d are each sub-intake pipe 24 at the other side opening of the cylinder head.
0 a.

The sub-intake pipes 240b, 240c, and 240d are connected to one end thereof, and the other ends of the sub-intake pipes are opened into the yarn tank 242, respectively. This surge tank 242 communicates with a sub-intake passage 246 in which a sub-throttle valve 241 is interposed, and is further opened to the atmosphere via a second air cleaner 248. At this time, the length of the passage in the auxiliary intake system is sufficiently shorter than the length of the passage in the main intake system. Further, the surge tank 242 is connected to the main intake passage 20 through a communication passage 250.
It communicates with the downstream side of the main throttle valve 204 of No.8. By the way, at this time, the communication part of the main intake passage 208 with the communication passage 250 is the annular air passage 2 communicating with the communication passage 250.
51 and a groove 253 provided along the entire circumference of the peripheral wall of the main intake passage 208 to communicate the air passage 251 and the main intake passage 208. On the other hand, the sub throttle valve 244 is connected to the main throttle valve 204 via an interlocking cable 252, and the main and sub throttle valves 244
04 and 244 are both rotated according to the amount of depression of an accelerator pedal (not shown) connected via a throttle wire 254. However, at this time, the main throttle valve 204 is
In response to the accelerator pedal moving from the idle link position to the maximum depression position, the sub throttle valve 244 rotates from the fully closed position (idling position) to the fully open position.
is the period when the accelerator pedal moves from the idling position to the set intermediate position, that is, the main throttle valve 20
The accelerator pedal is in the fully closed position while the main throttle valve 4 rotates from the fully closed position to the set halfway open position, and the accelerator pedal moves from the intermediate depressed position to the maximum depressed position (i.e., the main throttle valve 2
04 is rotated from the half-open position to the fully open position, it is rotated from the fully closed position to the fully open position. The opening degree of the main throttle valve 204 is detected by a detection device 255 and supplied to the input section of the computer C as an input signal.

In addition, each exhaust port 28 a, 28 b, 28
c.

28d communicates with an exhaust manifold 256 at the cylinder head side opening, and further communicates with the outside air via an exhaust pipe 258. The exhaust manifold 256 is formed in partial contact with the intake manifold 202, so that the intake air guided to the intake manifold 202 via the main intake passage 208 is heated by the exhaust gas.

In addition, the engine of this embodiment is provided with a well-known engine rotation speed detection device, a lubricating oil temperature detection device, a cooling water temperature detection device, and a sensor for detecting the amount of oxygen in the exhaust gas pipe 256 (not shown). The detection results of the device are the air flow sensor 212 and the main throttle valve opening detection device 2 mentioned above.
55 is supplied to the input section of the computer C as an input signal. Then, in computer C, the detection results of each detection device (air flow sensor 212, throttle valve opening detection device 255, engine rotation speed detection device, lubricating oil temperature detection device) and the operating state stored in itself are stored. By contrasting the map, the first. The second switching valves 136, 157 and the fuel injection device 206 are operated.

Here, each operating state of the engine and the first. Second switching valve 136.
The operating state of the fuel supply system 137, the relationship between the operating state of the valve train and the operating state of each valve train, and the relationship between the above-mentioned operating states and the operating state of the fuel supply system will be explained.

First, the operation of the first switching valve 166 depends on the engine speed.

Controlled by main throttle valve opening and cooling water temperature.

The relationship with each operating state is as shown below.

In other words, when one engine is operating, the engine cooling water temperature is the set temperature T B
w (for example, 70°C) or lower, the solenoid 144 of the first switching valve 136 is off regardless of the engine speed and the main throttle valve opening, and the valve body 146 is closed to the supply port 1.
52 and the atmospheric port, each rocker arm 413
a, 48 d, 56 a.

No hydraulic pressure is supplied to the 7 actuator of 56d (
Hereinafter, this state will simply be referred to as the OFF state of the first switching valve 136). On the other hand, when the engine is running, the cooling water temperature is T.
sw or more, in the engine output torque diagram shown in FIG. 15, the solenoid 144 of the first switching valve 136 is turned on in the low rotation and low load region (A region), and the valve body 146 is connected to the supply port 152 and hydraulic pressure. Each rocker arm 48 a, 48 d, 56 a,
Hydraulic pressure is supplied to the 7 actuator 56d (hereinafter, this state will simply be referred to as the ON state of the first switching valve 136), and in the low rotation high load area (B area) and the high rotation area (C area). The switching valve 156 is turned off.

Note that these rotational load ranges are detected based on the engine rotational speed and throttle valve opening.

On the other hand, the operation of the second switching valve 137 depends on the engine rotation speed.
Controlled by main throttle valve opening and lubricating oil temperature, temperature Tso
(Tso is sufficiently low compared to the set temperature Tsw of the cooling water temperature, for example, 10°C) or below, the two engine rotation speeds will be lower than a certain set rotation speed Ns in the low rotation range (for example, 2000 rpm).
1), the second switching valve 137 is off, and once the engine speed exceeds NS, the second switching valve 137 is kept in the on state. On the other hand, when the lubricating oil temperature is higher than Tso when the engine is operating, the second switching valve 137 is A in the engine output torque diagram shown in FIG.
It is turned off in area B and turned on in area C.

Note that, as described above, the first switching valve 136 is in the OFF state when the main intake valves 24 a, 24 d and the exhaust valve 30 a are in the off state.

30d, the on state corresponds to the non-operating state, and the off state of the second switching valve 137 corresponds to the auxiliary intake valve 26.
a, 26 b, 26 c, 26 d correspond to the non-operating state, and the on state corresponds to the operating state,
From this, each operating state of the engine, 1. Second switching valve 1
The relationship between the operating states of the valves 16 and 137 and the operating states of the hibernation/exhaust valves is summarized in a table as shown in FIG.

By the way, in FIG. 15, each operating range A, B, and C.

Of the boundary line It 121g that separates A and C, the boundary line 11 that separates A and C is the boundary line 11 that separates each spring 90 when the valve operation is stopped.
a.

52 b, 52 c, 52 d, 56 a
, 56d Considering the rotation speed at which the jumping phenomenon or bouncing phenomenon of the main body occurs, the rotation speed No. is set to match the rotation speed slightly lower than the same rotation speed. Also, the boundary line 12 separating B and C is the sub-intake valve 26 a, 26 b.
.

The torque obtained when operating 26e, 26d and the same boat 26a, 26b, 26c, 26
The torque is set so as to connect the points where the torque obtained when d is made inactive is approximately equal. At this time, point P above 1□ is the intersection of the torque curve 14 in the auxiliary intake valve operating state and the torque curve 15 in the auxiliary intake valve non-operating state when the main throttle valve is fully open. In addition, the boundary line 13 that separates B and A is set so that it is located in the low torque region as the engine speed decreases. ;When the discharge area is high, the operation is performed based on the detection results of all detection devices except the lubricating oil temperature detection device mentioned above, and based on the detection results of the air 70-sensor 212, and the two engine operating conditions are as shown in FIG. When it is in region C, the detection result is based on the detection results of all other detection devices except the airflow sensor 212 and the lubricating oil temperature detection device, and the detection results of the engine rotation speed detection device and the main throttle valve opening detection device 255. When the fuel injector C detects an operating state that requires a small amount of fuel supply, it selects one of the two fuel injectors of the fuel injection device 206 that has the smaller discharge amount per unit time. Only the injection valve 222 is activated, and when the computer C detects an operating condition requiring a large flow of fuel, both fuel injection valves 222 and 224 of the fuel injection device 206 are activated.

According to the above configuration, when the engine starts when the outside temperature is at normal temperature (for example, 15° C.), the oil pumps 13552a and 5
Hydraulic pressure can be supplied to the actuators 2b, 52c, 52d, 56a, and 56d. When the engine is cold (warming up), that is, when the cooling water temperature is below 78W, the low rotation range (A
, B region), the main intake valves and exhaust valves of all cylinders operate, and in the high rotation range (C region), the main intake valves and exhaust valves of all cylinders operate.
The exhaust valve and sub-intake valve operate. Therefore, when the engine is in a cold state, by operating all cylinders in the low rotation and low load range (region A), the increase in engine vibration and the occurrence of engine stall due to a decrease in output during unstable combustion are prevented. In addition, in the low rotation high load range (B area),
A mixture with a strong swirling flow is introduced from each main intake port to each combustion chamber, and the overlap period of the valve opening period between each main intake valve and each exhaust valve is compared to match the low rotation range. The engine output torque is improved in the low rotation range due to the shortened engine speed, and in the high rotation range (C range), a rich air-fuel mixture with a strong swirling flow is introduced from each main intake port to each combustion chamber. A large amount of air is introduced from each auxiliary intake port to each combustion chamber, and the overlap period of the valve opening period between each auxiliary intake valve and each exhaust valve is relatively long to suit the high rotation range. As a result, the intake resistance is reduced as a whole.

The output is increased in the high rotation range. Next, the warm-up operation state is completed and the 2 normal operation state is reached, with the cooling water temperature becoming T@w.
In the low rotation and low load range (A range), the main intake valves 24a of the combustion chambers 18a and 18d.

24d, the exhaust valves 30a and 30d stop operating.

As a result, the engine operates with only two cylinders having combustion chambers 18b and 18c. Therefore, in this normal operating state, the pump loss of the non-operating cylinders is removed in the low rotation and low load range, improving fuel efficiency, while in other rotation and load ranges (B
The same effects as those described for the engine in the cold state can be obtained in the region C and region C).

Also, the outside temperature is low i1! (For example, when the red engine is started at 0℃), there are two valves.When the engine speed reaches or does not reach Na, only the main intake valve and exhaust valve of the gold cylinder are activated, but once After the engine speed exceeds NB, the auxiliary intake valves of all cylinders also operate.

In other words, this causes problems that occur due to the increase in the viscosity of the lubricating oil at room temperature, that is, the boundary line at which the auxiliary intake valve is switched between activation and deactivation at low temperatures at 11.1 in Figure 15! If set at , each rocker arm 52 a, 52
The actuators of actuators b, 52 c, and 52 d are delayed in operation, and the auxiliary intake valve remains inactive even in the rotation range higher than +II, and there is a risk that each rocker arm body may jump or bounce relative to each spring 9o. This problem has been prevented. And the lubricating oil temperature is Ts.

When the temperature exceeds Tsw, the operating state becomes similar to the warm-up operating state where the outside temperature is at room temperature, and when the cooling water temperature exceeds Tsw, the operating state becomes similar to the normal operating state described above.

That is, the device of this embodiment has two conditions under normal operation.

High output is achieved according to each rotation range, and fuel efficiency is improved in low rotation and low load ranges, and the rotation speed at which each main intake valve, exhaust valve, and auxiliary intake valve stops operating is N0. Since each rocker arm body in which the valve operation stop mechanism is formed does not cause jumping or bouncing phenomena when the intake and exhaust valves that are related to the same rocker arm stop operating, it also prevents the occurrence of jumping or bouncing phenomena, especially when the load is high. Since the switching between activation and deactivation of each auxiliary intake valve is performed under operating conditions such that the torque when each auxiliary intake valve is activated and the torque when it is not activated are approximately equal, this switching There is no shock caused by engine torque fluctuations, and the Zara K operates all cylinders even in the low rotation range, especially in the low rotation speed range, even in the relatively low load range. This is intended to reduce the increase in engine vibration under low operating conditions. In addition, during warm-up operation, it increases the output according to each rotation range, prevents the jumping phenomenon and bouncing phenomenon of each rocker arm body when the valve operation is stopped, and when switching between activating and deactivating the auxiliary intake valve in the high load area. In addition to alleviating torque fluctuations in the engine, it also prevents engine vibration from increasing in the low-speed, low-load range and prevents the occurrence of engine stall.Especially at low-temperature starts when the lubricant has high viscosity, the lubrication is reduced when valve operation is stopped. This engine is designed to prevent the occurrence of jumping and bouncing phenomena in each rocker arm due to the high viscosity of the oil, resulting in a high-performance internal combustion engine that is suitable for various operating conditions.

In the second embodiment, the main intake valve 24a.

24d, exhaust valves 30a, 30d are connected to each rocker arm 48.
The oil pump 135. Booster pump 1
The main intake valve 24a is also used for all-cylinder operation of the engine, which is performed for the purpose of reducing engine vibration when starting the engine when the hydraulic pressure supply through the valve 59 is insufficient.

24d, the exhaust valves 30a and 30d operate reliably.

Each rocker arm 48a, 48d, 52a
.

52 b, 52 c, 52 d, 56 a
, 56 d has an extremely simple structure of a hydraulic mechanical type, and the valve actuation/stopping mechanism formed in the first . Second switching valve 136
No matter what cam phase the switching operation of 137 degrees occurs, timing plate 108 degree timing cam follower 116 . A timing device constituted by a timing cam 118 allows engagement and disengagement between the stopper 94 and the plunger 88 to be performed by each cam (main intake cams 44a, 44).
d. Sub-intake cam 50a.

50 b, 50 c, 50 d, exhaust cam 54
The trap is such that the cam lift of a and '54d) occurs during the zero period, so that the above-mentioned engagement/disengagement operation and the opening operation of the hibernation/exhaust valve accompanying the rocking operation of each rocker arm do not overlap.
Therefore, abnormally high stress does not act on a portion of the stopper or plunger, and damage to the stopper or plunger is prevented.

Furthermore, each of the rocker arms 48 m, 48 d,
52 a.

52 b, 52 c, 52 d, 56 a
, 56 d, a pressure accumulator 141 is disposed in the merging oil supply path 134 that constitutes a part of the oil supply means for supplying hydraulic pressure to the 7 actuators of the 1st. Second switching valve 136
When the hydraulic ports 148, 149 and the supply boats 152, 153 are brought into communication by the switching operation at 137 degrees, hydraulic pressure is immediately supplied to each actuator.

By the way, at this time, as is clear from FIG. 16, communication between the hydraulic port 148 and the supply boat 152 and communication between the hydraulic port 149 and the supply port 153 do not occur at the same time.

Even if the pressure accumulator 141 has a small volume, it is sufficiently effective.

Furthermore, the pressure booster pump 13 is provided in the combined oil supply path 134.
9 is disposed, whereby hydraulic pressure can be easily stored in the pressure accumulating device 141.

1st. Due to the switching operation of the second switching valves 136 and 137,
Hydraulic ports) 148, 149 and supply ports 152, 153
When these are communicated with each other, the pressure oil accumulated in the pressure accumulator 141 and the oil pumped by the pump 139 are immediately supplied to each of the seven actuators, and each rocker arm 48 a, 48 corresponds to the output of the computer C.
d, 52 a.

52 b, 52 c, 52 d, 56 a
, 56d, the response of the valve actuation stop mechanism is extremely sharp.

In addition, in the device of the second embodiment, the fuel injection device 206 is disposed only in the main intake passage 208, and the air-fuel mixture is supplied from the main intake passage 208 to each combustion chamber, greatly contributing to improving the by-product fuel efficiency. be.

Further, the fuel injection device 206 has two fuel injection valves 222 and 224 having different injection flow rate characteristics.

When performing fuel injection with a small flow rate, use the injection valve 2 with small flow characteristics.
Only the injection valve 222 operates, and when injecting fuel at a flow rate that cannot be covered by the injection capacity of the injection valve 222, the injection valve 224 with a large flow rate characteristic also operates. Even if there is such a problem, the accuracy of the injection amount control can be maintained at a high level. In particular, since the injection amount of the injection valve 222 per opening operation is small, even in an operating state where the amount of fuel supplied to each cylinder is small, the number of injections can be adjusted to prevent variations in the amount of fuel supplied to each cylinder. The fuel atomization is good in the low load range where the flow rate of intake air is low and fuel consumption is low, so a uniform air-fuel mixture is supplied to each cylinder. It is.

In addition, the first air cleaner 2.1o is disposed at the front of the engine room, and the length of the passage in the main intake system is longer (compared to the length of the passage in the auxiliary intake system). , it is possible to obtain an inertial supercharging effect on the intake air in the low-speed operating range, improve the filling efficiency of the intake air, and improve the output.

Furthermore, since the intake manifold 202 of the main intake system and the surge tank 242 of the auxiliary intake system communicate through the communication passage 250, the main intake valve and exhaust valve are not activated when the auxiliary intake valve is not activated. For example, if the auxiliary intake valve 2 is closed from the combustion chamber 18b,
- Combustion gas leaked to the sub-intake boat 22b through a small gap between the valve seat portion of the sub-intake port opening and the sub-intake port 22b: sub-intake pipe 2401).

surge tank 242. Intake manifold 2 via communication passage 250
02 and does not accumulate in the sub-intake boat 22b. That is, the leaked combustion gas causes the auxiliary intake valve 26b to
Sludge accumulates between the intake port 22b and the auxiliary intake port 22b, causing a sealing failure, and the auxiliary throttle valve 244 malfunctions.Furthermore, the auxiliary intake passage 246 near the auxiliary throttle valve 244 is clogged, and the combustion gas is Remaining in the intake system, the sub-intake passage downstream of the sub-throttle valve 244 becomes atmospheric pressure or positive pressure, and then the sub-intake valves 26a, 26b.

When 26e and 26d are operated, excessive air and combustion gas are introduced into each combustion chamber, effectively preventing the occurrence of large (large) torque fluctuations. At this time, the air or combustion gas guided from inside the surge tank 242 to the communication passage 250 is transferred to the annular air passage 251 and the groove 250.
3 from the entire circumference of the main intake passage 208 to the main intake passage 2
08, the atomization of the fuel injected from the fuel injection device 206 is further promoted.

In the above embodiment, 1 during normal operation (cooling water temperature Tw >
Tgw), the intake and exhaust valves were configured to be switched between actuation and non-operation in the rotational speed and load ranges (areas A, B, and C) shown in Fig. 15, but as shown in Fig. 17. This may be surprising, especially if you place emphasis on vibration reduction in the low rotation range; force setting rotation speed ≠ (for example, 800
f) Below, it is sufficient to configure the main intake valve and exhaust valve of the gold cylinder to operate in the low load range (D range), and especially when the engine brake is activated.

In order to enhance the braking effect, the main intake valve of the gold cylinder is used in the operating range (working range) where the number of revolutions is lower than the maximum and the main throttle valve 204 opening degree is approximately fully closed.

The configuration may be such that the exhaust valve is activated.

Further, in the valve operation stop mechanism shown in the first embodiment.

Plunger 8 of each rocker arm that comes into contact with the winter clothes/exhaust valve
8 was slid against each rocker arm to deactivate the winter clothes/exhaust valve. It may be configured as follows. Therefore, in the following, an example in which this configuration is applied to the rocker arm 52a of the sub-intake valve 26a will be explained using FIGS. 18 to 20. In this modification, the same members or members having substantially the same functions as those in the first embodiment are given the same reference numerals, and detailed explanations thereof will be omitted.

An adjustment screw 302 fixed by a lock nut 30D is screwed onto the end of the 7-m 66 extending toward the sub-intake valve 26a side of the rocker arm 52a.
The end of the valve shaft 6a is in contact with the just screw 302. - urged downward by a spring 90 interposed between a cylindrical spring retainer 306 attached to an arm 64 extending toward the blade side intake cam 50a;
The bottom surface of the lower end is in contact with the sub-intake cam 50a. Further, the cylinder 64 and the plunger 88 are connected across the cylindrical wall of the cylinder 68 to the cylinder 64 and the plunger 88.
Relative rotation with respect to the 7-arm 64 is prevented by a key 312 extending between slots 308 and 310 formed in each. The stopper 94 creates a gap S along the sliding direction with respect to the rod 100 by fitting a long hole 98 formed in the stopper 94 into a bottle 104 fixed to the rod 100 of the actuator 82. and are connected.

The timing plate 108 has one end on one side of the rocker arm 52a swingably supported on a pivot shaft 314 extending through the rocker arm 52a, and the other end bent at a substantially right angle to form a plunger 88. the first locking portion 31 extending within the axial slot 316
8 is formed, and a notch 106 extending above the rod 100 and provided in the rod 100 and a rod 10 are formed approximately in the middle thereof.
0. A second locking portion 320 that engages with the right end surface in the figure is formed, and further, a protrusion 116' forming a timing cam follower is formed substantially below the intermediate portion. The first locking portion 318 is configured such that the plunger 88 is connected to the cylinder 68.
When the cam lift of the auxiliary intake cam 5 (la is at or near the maximum), the cam lift of the auxiliary intake cam 5 (la is at or near the maximum). Then (when the plunger 88 is slid to the uppermost position in the figure or its vicinity), the slot 316
The timing plate 10 is engaged with the lower end edge of the rod 100 and is pressed upward, causing the timing plate 10 to swing counterclockwise in the figure (in the direction of releasing the engagement between the second locking portion 320 and the rod 100). The second locking portion 320 engages with the notch 106 of the rod 100 when hydraulic pressure is supplied to the actuator 82 and the piston 80 is in the rightmost position shown in FIGS. 18 and 19, The piston 80 is configured to engage the right end surface of the rod 100 when the hydraulic pressure is discharged and the piston 80 is moved to the leftmost position.

Further, the other end of the leaf spring 322 whose one end is fixed to the cylinder 68 by the screw 304 is in contact with the 20th locking part 320 of the timing plate 108,
0 downward (timing plate 108 clockwise)
While pressing the protrusion 116', the timing cam 11
Further, an elongated portion 324 is provided at one end of the leaf spring 322 and extends downward along the cylinder 68, and the lower end of the elongated portion 324 is connected to the elongated hole of the cylinder 68. The stopper 9 is bent at a substantially right angle into the inside of the stopper 92.
4 and presses the stopper 94 upward to prevent vertical vibration of the stopper.

According to the above configuration, the stopper 94 and the upper end surface of the plunger 88 are engaged to stop sliding of the plunger 88,
When the sub-intake valve 26a is operated, the P-arm 52a swings as the sub-intake cam 50a rotates, so that the protrusion 116' of the timing plate 108 and the timing cam 118
At or near the maximum cam lift of the sub-intake cam 50a, the engagement between the second locking portion 320 and the right end surface of the rod 100 or the notch 106 is released, and the engagement between the stopper 94 and the plunger 88 is released. , and slide the plunger 88.

When the operation of the sub-intake valve 26a is stopped, the plunger 88 only slides and the swinging of the rocker arm 52a is stopped.
Due to the engagement of the lower edge of the cam lift with the first locking part 318, the second
The engagement between the locking portion 320 and the rod 100 is released.

Therefore, according to this embodiment, it is possible to achieve the same effect as the valve operation stop mechanism used in the first embodiment, and when the operation of the sub-intake valve 26a is stopped, the plunger 8
8 is actuated by the sub-intake cam 50a to stop the rocker arm 52a from swinging, the biasing force of the spring 90 may be set to an extent equivalent to the weight of the plunger 88.

Since the rocker arm 52a swings even when the valve operation is stopped, the biasing force of the spring 90 must be strong enough to correspond to the weight of the rocker arm 52a.
The spring 90 itself can be made lighter and smaller than that of the embodiment. In addition, since the only mass body involved in the bouncing phenomenon related to the spring 90 when the valve operation is stopped is the lightweight plunger 86, by appropriately setting the spring constant of the spring 90, the spring 90 can be
It is possible to easily shift the rotation speed at which the bouncing phenomenon occurs, which is 0, to a high rotation range (in some cases, to the extent that it is out of the normal operating range). For this reason.

Boundary line 1+ separating area A and area C in FIG.
can be set in a higher rotation range than the one in Fig. 15, thereby expanding the A range, that is, expanding the operating range in which the two cylinders are operated in a cylinder state, and further improving fuel efficiency. Improvements can be measured. moreover,
Since a conventionally known adjustment screw 302 and lock nut 300 are provided on the sub-intake valve side contact portion of the p-lock arm 52a, that is, the arm 66, independently of the valve operation stop mechanism, adjustment of the valve clearance is made extremely easy. It is something that can be done.

By the way, the valve operation stop mechanism shown in this embodiment, in which the rocker arm component that contacts the cam is made slidable is not only the rocker arm 52a of the sub-intake valve 26a mentioned above, but also the other sub-intake valves 26b and 26c.

26d locker 7-m 52b, 52c, 5
2d and the rocker arms 4 of the main intake valves 24a and 24d.
8a.

48d, exhaust valve 30a, rocker 7-m 56a of 30d,
Needless to say, this method can also be applied to 56d.

Further, in the first embodiment, a first air cleaner 210 is disposed in the main intake passage 208, and a second air cleaner 248, which is separate from the first F-cleaner 210, is disposed in the sub-intake passage 246. However, as shown in FIG. 21, the main intake passage 208 is connected to the other side of the engine body where the auxiliary intake system is formed, and outside air is supplied to the other side together with the auxiliary intake passage 246 via a common air cleaner 260. It may also be communicated with. In the embodiment shown in FIG. 21, only one F-cleaner is used.

Needless to say, it is advantageous in terms of space and reduces the number of two parts, and since the common air cleaner 260 is disposed on the other side of the engine body and the length of the main intake passage 208 is made relatively long, As in the first embodiment, an inertial supercharging effect of the intake air can be obtained in the low-speed operating range, and the filling efficiency of the intake air can be improved, thereby making it possible to improve the output. In the embodiment shown in FIG. 21, the same members or members having substantially the same functions as those in the first embodiment are given the same reference numerals.

Further, in the first embodiment and the embodiment shown in FIG. 21, the main throttle valve opening detection device 255 is used to detect the opening of the main throttle valve 204, thereby determining the load state of the engine. death.

Φ We have switched the intake and exhaust valves between actuation and non-operation and controlled the fuel injection amount, but what is the load condition of the engine mentioned above?

As shown by the two-dot chain line in FIGS. 2 and 21, a sub-throttle valve opening detection device 262 is provided in the sub-intake system. It may be configured such that both the main throttle valve opening degrees detected by the degree detection device 255 are inputted into the computer C and grasped. This increases the accuracy of the detection results.

In addition, when grasping the load condition of the two engines, instead of detecting the opening degree of the main throttle valve 204 and the opening degree of the sub-throttle valve 244, the main intake passage 208 on the downstream side of the main throttle valve 204 or the intake manifold Negative pressure in the pipe 202 (and the sub-throttle valve 244 interposed position downstream of the intake passage 2)
46 or inside the surge tank 242, each sub-intake pipe 240
a, 240 b.

240c, 240d) may also be detected.

In this case, a negative pressure sensor 264 of a conventionally known structure is disposed in the middle of the communication path 250, as shown by the two-dot chain line in FIG. 2 and FIG. It is necessary to insert an orifice in the communication passage 250), and the electrical output signal from the negative pressure sensor 264 is sent to the computer C.
If K is inputted, the auxiliary intake valves 26a, 26
b, 26c, 26d are inactive, the intake manifold 2
Negative pressure within 0.2 is detected, and the sub-intake valve 26a, 2
6 b, 26 c, and 26 d are activated, a negative pressure that is a mixture of the negative pressure in the intake manifold 202 and the negative pressure in the surge tank 242 is detected, and the inexpensive configuration allows extremely accurate engine load status. This enables appropriate switching of the intake/exhaust valves and appropriate control of the fuel injection amount.

Furthermore, in all of the above embodiments, explanations have been made with the assumption that sub-intake ports and sub-intake valves are provided in the combustion chambers of all cylinders; however, some cylinders are provided with sub-intake ports and sub-intake valves. It may be limited. That is, the second
In the embodiment shown in FIG.

No sub-intake boat opens in cylinder a (combustion chamber 18a) and cylinder d (combustion chamber 18d), which are provided with a valve operation stop mechanism in the valve train of the main intake valve and exhaust valve.

Therefore, no sub-intake valve is provided either. And the main intake valve
Sub-intake boats 22b and 22c open only in cylinders b (combustion chamber 18b) and cylinder C (combustion chamber 18c), which are not provided with a valve operation stop mechanism in the valve train of the exhaust valve, and the boat openings are shown in the figure, respectively. In addition, the valve operation stop mechanism described in the first embodiment is formed in the p-frame (not shown) of each of the sub-intake valves. In this case as well, depending on the operating conditions shown in the first embodiment, only the main intake valves and exhaust valves of cylinders I and C are operated, or the main intake valves and exhaust valves of all cylinders are operated, or all of the cylinders are operated. By operating the main intake valves and exhaust valves of the cylinders and the sub-intake valves of cylinders A and C, substantially the same effects as in the first embodiment can be obtained. In addition.

In the embodiment shown in FIG. 22, members denoted by the same reference numerals as those in the first embodiment are the same members or members having substantially the same functions as those in the first embodiment. Also in the embodiment shown in FIG. 22, the above-mentioned valve operation state is switched in the operating range shown in FIG. 17, or the valve operation stop mechanism shown in FIGS. 18 to 20 is provided.
By using an intake passage structure as shown in Fig. 21, by detecting the auxiliary throttle valve opening along with the main throttle valve opening, or by detecting the intake pipe negative pressure instead of the throttle valve opening, Needless to say, each effect can be obtained.

In addition, if a sub-intake port and sub-intake valve are provided only in some cylinders, the sub-intake port and sub-intake port are installed only in cylinders that are equipped with a valve operation stop mechanism in the valve train of the main intake valve/exhaust valve. An intake valve may be provided, and a valve operation stop mechanism may be provided in the valve train of the sub-intake valve.

Furthermore, in each of the above embodiments, all of the sub-intake valves were configured to operate or de-operate depending on the operating state of the nine engines; This is further subdivided into 2. For example, in some operating conditions, all sub-intake valves operate, in some operating conditions, some sub-intake valves operate, and in other operating conditions, all sub-intake valves do not operate. (However, if the main intake valve and exhaust valve are switched between operating and non-operating only in this different operating state range), even more suitable engine performance can be obtained for various operating states. It is something.

In each of the above embodiments, the computer memory is used as the control means, and the map stored in the computer C is compared with the detection result of the engine operating state detection device to switch the intake/exhaust valves between operation and non-operation. However, if the fuel supply amount is not used, 2. For example, during normal operation, when switching between activation and deactivation of the auxiliary intake valve, the engine speed detection device is used as a control means and the output of the device alone is used to control the fuel supply amount. .

Regardless of the load condition, switching is performed at the rotation speed corresponding to point P in FIG. 15, or at rotation N in FIG.

All you have to do is switch it up in a few steps. In addition, when switching between operating and non-operating the main intake valve and exhaust valve, a throttle valve opening detection device or a negative pressure sensor is used as a control means, and the switching is performed according to a predetermined throttle valve opening or a predetermined intake pipe negative pressure. do it.

Although each of the above embodiments describes a four-cylinder internal combustion engine, the number of cylinders may be arbitrary.

[Brief explanation of drawings]

FIG. 1 is a plan view showing a first embodiment of the present invention, and FIG. 2 is a plan view showing a first embodiment of the present invention.
Fig. 3 is a first cross-sectional view of the combustion chamber 18b (18c) of the first embodiment, and Fig. 4 is a diagram showing the combustion chamber 18m (18m) of the first embodiment. 18d), FIG. 5 is a second sectional view 2 of the combustion chamber 18b (18c) of the first embodiment, and FIG. 6 is a second sectional view of the rocker arm 4 of the first embodiment.
8a is a partial cross-sectional view, and FIG. 7 is a cross-sectional view taken along the line ■-■ in FIG. 6. 8 is a sectional view taken along the line ■-■ in FIG. 7, FIG. 9 is an explanatory diagram of the operation of the rocker 7-m 48a, and FIG. 11 is a sectional view taken along the line XI-XI in FIG. 10, and FIG. 12 is a partial sectional view of the rocker 7-m 48a of the first embodiment.
48 d, 52 a, 52 b. 52 c, 52 d, 56 a, 56 d
13 is an enlarged cross-sectional view of part 2 in FIG. 2, and FIG. 14 is a flow rate characteristic diagram of the fuel injection valves 222, 224 of the first embodiment. ,
Figure 15 is an engine speed-output diagram showing the operating and non-operating ranges of the intake and exhaust valves of the first embodiment, and Figure 16 is the intake and exhaust valves of the first embodiment for each operating state of the engine. A table showing the operating and non-operating states of the
FIG. 4 is an engine speed-output diagram showing the operating range of the intake/exhaust valves according to the embodiment. FIG. 18 shows a p-tsuka arm 52 according to a fourth embodiment of the present invention.
19 is a sectional view taken along the line xx-x in FIG. 18, FIG. 20 is a sectional view taken along the line xx-xX in FIG. FIG. 22 is a sectional view showing a fifth embodiment of the present invention, and a plan view showing a sixth embodiment of the present invention. 18a, 18b, 18c, 18d - combustion chamber. 20a, 20'b, 20c, 20d - main intake ports. 22a, 22b, 22c, 22d... Sub-intake ports. 24a, 24b, 24c, 24d = main intake valve. 26a, 26b, 26c, 26tP... Sub-intake valve. 28m, 28b, 28c, 28d - exhaust ports. 30a, 30b, 30c, 30d...exhaust valves. 46--first single shaft, 48a, 48b, 4
8c. 48d...Rocker arm, 51...Second rocker shaft. 52m, 52b, 52c, 52d, 56a, 56b. 56 e, 56 d... gff Tsuka arm,
59.62...Oil passage, 82...Actuator, 88...Plunger, 90...Spring, 94...Stopper. 136...First switching valve, 137...Second switching valve. 139... Pressure booster pump, 141... Pressure accumulator. 202...Intake manifold, 204...Main throttle valve. 206...Fuel injection device, 208...Main intake passage. 210... First air cleaner, 212... Air flow sensor, 222, 224... Fuel injection valve. 240a, 240b, 240c, 240d - sub-intake pipes; 244...Sub-throttle valve, 246...Sub-intake passage. 248...Second F-cleaner, 250...Communication path. 252... Interlocking cable, 255... Main throttle valve opening detection device, 260... Air cleaner. Figure 17 Rotational teaching between members, jPTrL Continuation of page 1 0 Inventors: Tadahiko Ito 0 inventors at the Institute Shoji Akishino 0 inventors at the Institute Yoshitsune Tsunetomi 0 inventors Akira Takahashi Internal procedure amendment (self-initiated) July 1980 / 1980 Director General of the Patent Office Display of the case 1981 Patent Application No. 123848 Name of the invention Relationship to the multi-cylinder internal combustion engine correction case Patent applicant address Shibago, Minato-ku, Tokyo No. 33-8 Name (6u> Mitsubishi Motors Corporation Agent Column 1 of “Detailed Description of the Invention” of the specification to be amended by the agent “Sub-intake main stage” on page 11, line 11 of the specification 2. Correct "Sub-intake stop number" in line 12 on the same page of the same book to "Sub-intake means".
Corrected to ``Sub-intake stop means''. 3 On page 14, line 15 of the same book, after “other aspects” there is “
That is, the main intake boats 20a, 20b, 20
c. Add the side surface opposite to the side surface where one end of 20d is open. 4. Correct "output" in line 8 of page 36 of the same book to "1 output code". 5. On page 45 of the same book, line 8, after "boundary line 13", [sub-intake valves 26 a, 26 b, 26 c
, 26 d are inactive, the output torque during 4-cylinder operation and the output torque during 2-cylinder operation when main intake valves 24 a, 24 d*exhaust valves 3[1a, 30d are inactive are equal to the main throttle. It is a line connecting points that are approximately equal to the valve opening degree, and in this embodiment, "" is added. 6. In lines 9 and 10 of the same page of the same book, "set" is corrected to "set". 7 “Torque fluctuation” in the same book, page 50, lines 2 and 3
is corrected to "output torque change". 8 Correct "torque fluctuation" in line 12 of the same page of the same book to "output torque change". 9 In the same book, page 51, line 6, "hydraulic supply" is corrected to "hydraulic pressure supplied to the hydraulic supply path." 10 Change “engine vibration reduction, etc.” from line 7 on the same page of the same book to “
Corrected to ``Ensuring startability and reducing engine vibration.'' 11. In the same book, page 52, line 18, add ``and occurrence of abnormal engagement sound'' after ``damage''. 12. L r again after line 19 on page 67 of the same book. In each of the above embodiments, the combustion chambers 18a and 18 of the four cylinders are
Main intake valve operating mechanism 36a of some cylinders having d. 36d and the exhaust valve actuation mechanisms 40a and 40d so that some of the cylinders can be used as cylinders, the number of cylinders that can be used as cylinders can be changed as desired. For example, among the four cylinders, the combustion chambers 18b, 1
8c, an inner two-cylinder main intake valve mechanism 56b,
36c and the exhaust valve operating valve mechanisms 40b and 40c, a valve operation stop mechanism is formed. The two inner cylinders may be constructed so that they can be used as body cylinders. ” to join.

Claims (1)

[Scope of Claims] (1) In a multi-cylinder internal combustion engine in which each cylinder has an exhaust means for discharging combustion gas from a combustion chamber and a main intake means for introducing air or a mixture into the combustion chamber, at least one Sub-intake means provided in a cylinder to introduce air or air-fuel mixture into the combustion chamber of the same cylinder, sub-intake stop means provided in the main stage of the sub-intake to stop the introduction action of the sub-intake means, and exhaust for some cylinders. Exhaust stop means provided in the means for stopping the exhaust action of the same part of the exhaust means, and control means provided in the main intake 114 means of the part of the cylinders to control the same part of the main intake means, the control means: In the first operating state, all the stopping means are operated, in the second operating state, only the auxiliary intake stopping means is operated, and in the fifth operating state, all the stopping means are inoperative. (2) A multi-cylinder internal combustion engine characterized in that the plurality of cylinders are provided with the sub-intake means and the sub-intake stop means, and the control means. In some operating states of the second operating state, all the sub-intake stop means are activated, and in other operating states of the second operating state, the sub-intake stop means provided in at least one cylinder are operated. (3) The multi-cylinder internal combustion engine according to claim 11, wherein the sub-intake means and the sub-intake stop means are configured to deactivate the main intake stop means. (4) A multi-cylinder internal combustion engine according to claim 11, wherein the sub-intake means and the sub-intake stop means are provided in a cylinder provided with the main intake stop means. and Claim No. (1), characterized in that the exhaust stop means is provided in a cylinder other than the cylinder equipped with the exhaust stop means.
A multi-cylinder internal combustion engine (5) according to claim 1, wherein the sub-intake means and the sub-intake means are provided in all the cylinders (6) a high-speed multi-cylinder internal combustion engine according to claim 11 A multi-cylinder internal combustion engine (7) according to claim (5), characterized in that the operating region is the third operating state, and the low rotation and low load operating region is the first operating state, A multi-cylinder internal combustion engine according to range (6) of the patent application, characterized in that the rotational high-load operating region is in the second operating state (8) In the high-load operating region, all of the above-mentioned stops The control means switches between activation and deactivation of the auxiliary intake means when the torque of the engine obtained by deactivating the means and the torque of the engine obtained by activating only the auxiliary intake stop means become approximately equal. A multi-cylinder internal combustion engine according to claim (7), characterized in that it is configured as follows. (9) Claim characterized in that the low-load operating region is the first operating state. Multi-cylinder internal combustion engine 0 according to item (5) [a patent claim characterized in that the low rotation and high load operating region is the above-mentioned second operating state, and the high rotation and high load operating region is the above-mentioned fifth operating state A boat in which the main intake means, auxiliary intake means, and exhaust means each open into the combustion chamber, a poppet valve interposed in the combustion chamber opening of the port, and the above-mentioned The main intake stop means is connected to a valve drive cam driven by the engine and opens and closes the poppet valve according to the lifting height of the cam.The auxiliary intake stop means and the exhaust stop means are connected to the valve drive mechanism, respectively. The multi-cylinder internal combustion engine according to claim (7), characterized in that the multi-cylinder internal combustion engine comprises a valve operation stop mechanism that is provided in a mechanism and stops the opening operation of the corresponding poppet valve. The multi-cylinder internal combustion engine 0 according to claim 00, wherein the main intake passage communicates with the atmosphere through an intake passage, and the sub-intake boat communicates with the atmosphere via the sub-intake passage. A fuel supply device is disposed in the combustion chamber, and the air-fuel mixture is supplied from the main intake passage to the combustion chamber, and only air is supplied from the auxiliary intake passage to the combustion chamber. A multi-cylinder internal combustion engine I according to claim α, wherein the fuel supply device has two types of electromagnetic fuel injection valves having different injection flow rates per unit time, and supplies a small flow rate of fuel to the combustion chamber. When the multi-cylinder internal combustion engine a! 19 The main intake port and the sub-intake boat have combustion chamber openings on opposite sides of the cylinder axis of the cylinder, and the upstream opening of the main intake port is connected to the main intake passage on one side of the engine body. The multi-cylinder internal combustion engine according to claim 02, wherein the upstream port of the auxiliary intake boat communicates with the auxiliary intake passage on the other side of the engine main body. [9] The extension line of the passage center line of the main intake port extending from the combustion chamber opening of the main intake port toward the combustion chamber is oriented in a direction that does not intersect or be parallel to the cylinder axis. The multi-cylinder internal combustion engine a? according to claim 09, characterized in that the air-fuel mixture or air introduced into the combustion chamber through the main intake port is configured to swirl around the axis. ) The extension line of the passage center line of the auxiliary intake boat extending from the combustion chamber opening of the auxiliary intake boat toward the combustion chamber is oriented in a direction that does not intersect or be parallel to the cylinder axis, and the auxiliary intake boat is Claim Q [Claim 9] characterized in that the mixture or air introduced through the main intake port is configured to swirl around the axis in the same direction as the mixture or air introduced from the main intake port. The multi-cylinder internal combustion engine according to the present invention is characterized in that the main intake passage communicates with the outside air via a first air cleaner, and the auxiliary intake passage communicates with the outside air via a second air cleaner. The range of α is the multi-cylinder internal combustion engine described in item α4. A multi-cylinder internal combustion engine according to claim 2, wherein the main intake passage is configured to be longer than the auxiliary intake passage. A main throttle valve interposed in the main intake passage. . An auxiliary throttle valve installed in the auxiliary intake passage. Claims characterized by comprising a communication passage whose one end communicates with the main intake passage downstream of the main throttle valve interposed position and whose other end communicates with the auxiliary intake passage downstream of the sub throttle valve interposed position. The multi-cylinder internal combustion engine ai+ according to item α, wherein the valve operation stop mechanism includes a plunger slidably interposed in the valve mechanism to form a part of a valve mechanism component constituting the valve mechanism. , a stopper that engages and disengages from the plunger and stops sliding of the plunger at a set sliding stop position when engaged; an actuator that drives the stopper in accordance with the output of the control means;
A spring member is provided that engages the plunger and urges the plunger toward the sliding stop position. Claim 1, characterized in that the poppet valve is configured to open and close when the plunger stops sliding, and to stop the opening operation of the poppet valve when the plunger slides. Multi-cylinder internal combustion engine according to item 09 @ In a rotation range in which the valve mechanism component that operates when the poppet valve stops operating causes a jumping phenomenon or bownosing phenomenon, the output of the control means causes the stopper to engage the plunger. Claim c is characterized in that the poppet valve is configured to engage with the plunger to stop sliding of the plunger, and to operate the poppet valve.
Multi-cylinder internal combustion engine (c) according to item II1 The valve operation stop mechanism includes a timing device that detects the phase of the cam and controls the operation of the actuator, and the stopper drive operation of the actuator is controlled by the output of the control means. 04) A multi-cylinder internal combustion engine according to claim 00, wherein the actuator is configured to be operated immediately after the cam lift of the cam ends. A hydraulic chamber for discharging lubricating oil and a movable partition disposed in the hydraulic chamber and connected to the stopper to drive the stopper in accordance with supply and discharge of the lubricating oil, the oil passage having an output from the control means. A switching valve device for controlling the supply and discharge of the lubricating oil according to the above, and a pipe pressure device disposed upstream thereof, the lubricating oil being supplied to each lubricating part according to claim The oil passage, which communicates with the main passage on the discharge side of the main oil pump for pressure-feeding and between the main number passage and the spinal pressure device installation position, includes:
Claim c! is characterized in that a pressure boosting oil pump is interposed! Multi-cylinder internal combustion engine described in section 4)