JPH037005B2 - - Google Patents

Info

Publication number
JPH037005B2
JPH037005B2 JP59003061A JP306184A JPH037005B2 JP H037005 B2 JPH037005 B2 JP H037005B2 JP 59003061 A JP59003061 A JP 59003061A JP 306184 A JP306184 A JP 306184A JP H037005 B2 JPH037005 B2 JP H037005B2
Authority
JP
Japan
Prior art keywords
intake
valve
rocker arm
port
arm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP59003061A
Other languages
Japanese (ja)
Other versions
JPS60147535A (en
Inventor
Atsushi Totsune
Akihide Oota
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP59003061A priority Critical patent/JPS60147535A/en
Publication of JPS60147535A publication Critical patent/JPS60147535A/en
Publication of JPH037005B2 publication Critical patent/JPH037005B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M11/00—Multi-stage carburettors, Register-type carburettors, i.e. with slidable or rotatable throttling valves in which a plurality of fuel nozzles, other than only an idling nozzle and a main one, are sequentially exposed to air stream by throttling valve
    • F02M11/02—Multi-stage carburettors, Register-type carburettors, i.e. with slidable or rotatable throttling valves in which a plurality of fuel nozzles, other than only an idling nozzle and a main one, are sequentially exposed to air stream by throttling valve with throttling valve, e.g. of flap or butterfly type, in a later stage opening automatically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Description

【発明の詳細な説明】 本発明は、内燃機関の弁作動休止装置、特に、
内燃機関本体には、その１つの気筒に対して、第
１吸気弁口に連なる第１吸気ポートと、第２吸気
弁口に連なる第２吸気ポートとが少なくとも設け
られ、一次吸気道を開閉する一次スロツトル弁と
機関の高負荷運転時に二次吸気道を開放すべく作
動する二次スロツトル弁とを備える吸気制御器
が、前記両吸気ポートに連結され、第１および第
２吸気弁口には、それらを開閉する第１および第
２吸気弁がそれぞれ設けられる内燃機関の弁作動
休止装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a valve deactivation device for an internal combustion engine, in particular,
The internal combustion engine main body is provided with at least a first intake port connected to a first intake valve port and a second intake port connected to a second intake valve port for one cylinder thereof, and opens and closes a primary intake path. An intake controller including a primary throttle valve and a secondary throttle valve that operates to open a secondary intake passage during high-load operation of the engine is connected to both intake ports, and has first and second intake valve ports. The present invention relates to a valve operation stop device for an internal combustion engine, which is provided with first and second intake valves that open and close the intake valves.

従来、１つの気筒に対して複数の吸気弁および
複数の排気弁が配設された高速内燃機関が知られ
ている。このような内燃機関において、内燃機関
の高負荷運転時には全ての吸気弁および排気弁を
作動させ、機関の低負荷および中負荷運転時には
吸気弁および排気弁の一部の作動を休止させて、
動弁負荷を低減するとともに燃焼室内のスワール
効果により燃費の低減を図るようにした弁作動休
止装置を、本出願人は先に提案している。ところ
がそのような内燃機関では、複数の吸気ポートが
共通の吸気管を介して気化器に連結されているの
で、吸気弁の一部の作動を休止したときに、その
作動休止している吸気弁の吸気ポートに濃混合気
の淀みが生じ、吸気弁の作動を開始したときに、
ドライバビリテイに悪影響を与えることが考えら
れる。 Conventionally, high-speed internal combustion engines are known in which a plurality of intake valves and a plurality of exhaust valves are arranged for one cylinder. In such an internal combustion engine, all intake valves and exhaust valves are operated during high load operation of the internal combustion engine, and some of the intake valves and exhaust valves are inactivated during low load and medium load operation of the engine.
The present applicant has previously proposed a valve operation stop device that reduces the valve operating load and reduces fuel consumption through the swirl effect within the combustion chamber. However, in such an internal combustion engine, multiple intake ports are connected to the carburetor through a common intake pipe, so when some intake valves are inactive, the inactive intake valve When a rich mixture stagnates in the intake port of the engine and the intake valve starts operating,
It is conceivable that this may have an adverse effect on drivability.

本発明は、そのような実情に鑑みてなされたも
のであり、吸気弁の作動休止時に、濃混合気の淀
みが発生することを防止して作動再開時のドライ
バビリテイを向上し、動弁負荷の低減およびスワ
ール効果による燃費の低減を図つた内燃機関の弁
作動休止装置を提供することを目的とする。 The present invention has been made in view of these circumstances, and is intended to improve drivability when the intake valve resumes operation by preventing stagnation of a rich air-fuel mixture when the intake valve stops operating. An object of the present invention is to provide a valve operation stop device for an internal combustion engine that reduces load and reduces fuel consumption through the swirl effect.

この目的を達成するために、本発明によれば、
第１吸気ポートおよび第２吸気ポートは、吸気制
御器の一次および二次吸気道に相互に独立して連
結され、第１吸気弁には、機関運転時に該吸気弁
を常時駆動すべくカムシヤフトを含む動弁機構が
連動、連結され、第２吸気弁に連動、連結される
ロツカアームと、前記カムシヤフトに連動、連結
されながら前記ロツカアームに隣接して配置され
るロツカアームとの間には、両ロツカアームを連
結する位置と二次スロツトル弁の閉弁時に両ロツ
カアームの連結状態を解除する位置との間で移動
可能なシンクロピンと、該シンクロピンを駆動す
る油圧力を発揮するための油圧室とを備える作動
休止機構が設けられる。 To achieve this objective, according to the invention:
The first intake port and the second intake port are connected independently to the primary and secondary intake paths of the intake controller, and the first intake valve is equipped with a camshaft to constantly drive the intake valve during engine operation. A locker arm that is interlocked and connected to the second intake valve and a locker arm that is interlocked and connected to the camshaft and disposed adjacent to the locker arm is provided with both locker arms. An operation comprising a synchro pin that is movable between a connecting position and a position where both rocker arms are released from the connected state when the secondary throttle valve is closed, and a hydraulic chamber for exerting hydraulic pressure to drive the synchro pin. A pause mechanism is provided.

以下、図面により本発明の一実施例について説
明すると、先ず第１図において、この車両搭載用
内燃機関の機関本体Ｅは、４つの気筒Ｓを備え、
各気筒Ｓには、第１および第２吸気ポートPs1，
Ps2が対をなして並設されるとともに、第１およ
び第２排気ポートPe1，Pe2が対をなして並設さ
れる。各気筒Ｓの第１吸気ポートPs1は、第１吸
気マニホールドM1に共通に連結され、第１吸気
マニホールドM1は吸気制御器としての気化器Ｃ
の一次吸気道W1に連結される。また各気筒Ｓの
第２吸気ポートPs2は、第２吸気マニホールドM2
に連結され、第２吸気マニホールドM2は気化器
Ｃの二次吸気道W2に連結される。機関の高負荷
運転時、すなわち気化器Ｃの両吸気道W1，W2が
開放されているときには、各気筒Ｓの両吸気ポー
トPs1，Ps2および両排気ポートPe1，Pe2には吸
気弁および排気弁の作動に応じて混合気および排
気が流通する。これに対し、機関の低負荷および
中負荷運転時、すなわち気化器Ｃの二次吸気道
W2が閉塞されているときには、斜線で示すよう
に、各気筒Ｓの第２吸気ポートPs2および第２排
気ポートPe2は閉塞され、第１吸気ポートPs1に
よる吸気および第１排気ポートPe1による排気の
みによつて機関の運転が行われる。 Hereinafter, one embodiment of the present invention will be described with reference to the drawings. First, in FIG. 1, an engine body E of this vehicle-mounted internal combustion engine includes four cylinders S,
Each cylinder S has a first and second intake port Ps 1 ,
Ps 2 are arranged in parallel in a pair, and the first and second exhaust ports Pe 1 and Pe 2 are arranged in parallel in a pair. The first intake port Ps 1 of each cylinder S is commonly connected to the first intake manifold M 1 , and the first intake manifold M 1 is connected to the carburetor C as an intake controller.
is connected to the primary intake duct W1 . Further, the second intake port Ps 2 of each cylinder S is connected to the second intake manifold M 2
The second intake manifold M 2 is connected to the secondary intake passage W 2 of the carburetor C. During high-load operation of the engine, that is, when both the intake paths W 1 and W 2 of the carburetor C are open, there is a The air-fuel mixture and exhaust gas flow according to the operation of the intake valve and exhaust valve. On the other hand, during low-load and medium-load operation of the engine, that is, the secondary intake path of carburetor C
When W 2 is closed, the second intake port Ps 2 and second exhaust port Pe 2 of each cylinder S are closed, as shown by diagonal lines, and the intake by the first intake port Ps 1 and the first exhaust port Pe The engine is operated only by exhaust gas from 1 .

第２図において、機関本体Ｅの各気筒Ｓにおけ
るシリンダヘツド１には、燃焼室CRへの吸気を
司る第１および第２吸気弁Vs1，Vs2が第１およ
び第２吸気弁口２1，２2を開閉すべく設けられる
とともに、燃焼室CRからの排気を司る第１およ
び第２排気弁Ve1，Ve2が第１および第２排気弁
口３1，３2を開閉すべく設けられる。また、シリ
ンダヘツド１には、第１および第２吸気弁口２1，
２2に相互に独立して通じる第１および第２吸気
ポートPs1，Ps2が並設されるとともに、第１およ
び第２排気弁口３1，３2に通じる第１および第２
排気ポートPe1，Pe2が並設される。第１吸気弁
Vs1および第１排気弁Ve1は、同様の構成を有す
る動弁機構によつて作動され、第２吸気弁Vs2お
よび第２排気弁Ve2は、同様の構成を有する動弁
機構によつて作動される。したがつて、以下の説
明では、第１吸気弁Vs1および第２吸気弁Vs2に
関連する部分についてのみ詳述し、第１排気弁
Ve1および第２排気弁Ve2に関連する部分につい
ての詳細な説明を省略する。 In FIG. 2, the cylinder head 1 of each cylinder S of the engine body E has first and second intake valves Vs 1 and Vs 2 that control intake air into the combustion chamber CR . , 2 2 are provided to open and close, and first and second exhaust valves Ve 1 and Ve 2 that control exhaust from the combustion chamber CR are provided to open and close the first and second exhaust valve ports 3 1 and 3 2 . It will be done. The cylinder head 1 also has first and second intake valve ports 2 1 ,
First and second intake ports Ps 1 and Ps 2 that communicate with each other independently of each other are arranged in parallel, and first and second intake ports Ps 1 and Ps 2 that communicate with the first and second exhaust valve ports 3 1 and 3 2 are arranged in parallel.
Exhaust ports Pe 1 and Pe 2 are arranged in parallel. 1st intake valve
Vs 1 and the first exhaust valve Ve 1 are operated by a valve mechanism with a similar configuration, and the second intake valve Vs 2 and the second exhaust valve Ve 2 are operated by a valve mechanism with a similar configuration. is activated. Therefore, in the following explanation, only the parts related to the first intake valve Vs 1 and the second intake valve Vs 2 will be described in detail, and the first exhaust valve
Detailed explanation of portions related to Ve 1 and second exhaust valve Ve 2 will be omitted.

第１および第２吸気弁Vs1，Vs2は、シリンダ
ヘツド１を上下に貫通して設けられた案内筒８内
に移動自在に挿通されており、それらの吸気弁
Vs1，Vs2の上端にはおねじ９が刻設される。お
ねじ９にはリテーナ１０が螺着されるとともに、
リテーナ１０によつて下方への移動を規制されて
下側リフタ１１が螺合される。また下側リフタ１
１から上方に間隔をあけた位置でおねじ９には上
側リフタ１２が螺合され、この上側リフタ１２
は、その上方でおねじ９に螺合されるロツクナツ
ト１３によつて上方への移動を規制される。第１
吸気弁Vs1の下側リフタ１１および上側リフタ１
２間には、動弁機構７（第６図参照）が係合され
ており、この動弁機構７の揺動動作によつて第１
吸気弁Vs1の強制的な上下動、すなわち強制的な
開閉動作が行われる。また第２吸気弁Vs2の下側
リフタ１１および上側リフタ１２間には、動弁機
構５が係合されており、この動弁機構５の揺動動
作によつて第２吸気弁Vs2の強制的な開閉動作が
行われる。しかも、機関の低負荷および中負荷運
転時には、作動休止機構６の働きにより、動弁機
構５の揺動運転が第２吸気弁Vs2に伝達されず、
第２吸気弁Vs2は作動を休止して、閉弁状態を保
つ。 The first and second intake valves Vs 1 and Vs 2 are movably inserted into a guide tube 8 provided vertically through the cylinder head 1.
A male thread 9 is cut into the upper end of Vs 1 and Vs 2 . A retainer 10 is screwed onto the male screw 9, and
The lower lifter 11 is screwed into the lower lifter 11 while its downward movement is restricted by the retainer 10. Also, lower lifter 1
An upper lifter 12 is screwed onto the male thread 9 at a position spaced upward from the upper lifter 12.
is regulated from upward movement by a lock nut 13 screwed onto the male thread 9 above it. 1st
Lower lifter 11 and upper lifter 1 of intake valve Vs 1
A valve mechanism 7 (see FIG. 6) is engaged between the two, and the swinging movement of the valve mechanism 7 causes the first
A forced vertical movement of the intake valve Vs 1 , that is, a forced opening/closing operation is performed. Further, a valve mechanism 5 is engaged between the lower lifter 11 and the upper lifter 12 of the second intake valve Vs 2 , and the swinging operation of the valve mechanism 5 causes the second intake valve Vs 2 to be moved upwardly. A forced opening/closing operation is performed. Moreover, during low-load and medium-load operation of the engine, due to the operation of the operation suspension mechanism 6, the swinging operation of the valve mechanism 5 is not transmitted to the second intake valve Vs2 .
The second intake valve Vs2 stops operating and maintains a closed state.

なお、各吸気弁Vs1，Vs2を囲繞して、シリン
ダヘツド１の上部とリテーナ１０との間にコイル
状ばね１４が介装されており、このばね１４のば
ね力により各吸気弁Vs1，Vs2は閉弁方向に付勢
されているが、ばね１４のばね力は各吸気弁
Vs1，Vs2の閉弁状態を保持する程度の弱いもの
であり、両吸気弁Vs1，Vs2の開閉作動には殆ど
関与しない。 A coiled spring 14 is interposed between the upper part of the cylinder head 1 and the retainer 10, surrounding each intake valve Vs 1 and Vs 2 , and the spring force of this spring 14 causes each intake valve Vs 1 to , Vs 2 are biased in the valve closing direction, but the spring force of the spring 14 is applied to each intake valve.
It is weak enough to maintain the closed state of Vs 1 and Vs 2 , and is hardly involved in the opening/closing operation of both intake valves Vs 1 and Vs 2 .

第３図において、動弁機構５は、シリンダヘツ
ド１の中央部上方に配置され閉弁用カム１５およ
び開弁用カム１６を一体的に備えるカムシヤフト
４と、閉弁用カム１５に当接して揺動する第１ロ
ツカアーム１７と、開弁用カム１６に当接し第１
ロツカアーム１７に連動して揺動する第２ロツカ
アーム１８と、第２ロツカアーム１８との連結お
よび連結解除自在であり第２吸気弁Vs2に連結さ
れる第３ロツカアーム１９と、各ロツカアーム１
７，１８，１９を枢支すべくカムシヤフト４と平
行に配置されたロツカシヤフト２０とを備える。 In FIG. 3, the valve mechanism 5 includes a camshaft 4 which is disposed above the center of the cylinder head 1 and integrally includes a valve-closing cam 15 and a valve-opening cam 16, and which contacts the valve-closing cam 15. The swinging first rocker arm 17 contacts the valve opening cam 16 and the first
A second rocker arm 18 that swings in conjunction with the rocker arm 17, a third rocker arm 19 that can be freely connected to and disconnected from the second rocker arm 18 and connected to the second intake valve Vs 2 , and each rocker arm 1
7, 18, 19, and a rocker shaft 20 arranged parallel to the camshaft 4.

カムシヤフト４は、シリンダヘツド１の上部で
回転自在に支承されており、機関の回転に同期し
て1/2の回転比で回転駆動される。またロツカシ
ヤフト２０は、カムシヤフト４の斜め上方でシリ
ンダヘツド１の上部に固定的に支持される。第１
ロツカアーム１７には閉弁用カム１５に摺接する
カムスリツパ２１が一体的に設けられ、第２ロツ
カアーム１８には開弁用カム１６に摺接するカム
スリツパ２２が一体的に設けられる。しかも両カ
ムスリツパ２１，２２は、カムシヤフト４および
ロツカシヤフト２０の中心間を結ぶ仮想直線２３
（第２図参照）の両側に配置される。すなわち、
第１ロツカアーム１７のカムスリツパ２１は、前
記仮想直線２３に関して第２吸気弁Vs2側で閉弁
用カム１５に摺接し、第２ロツカアーム１８のカ
ムスリツパ２２は前記仮想直線２３に関して第２
吸気弁Vs2と反対側で開弁用カム１６に摺接す
る。また第１ロツカアーム１７の第２吸気弁Vs2
側の上部には、上方に臨む当接座２４が設けられ
ており、第２ロツカアーム１８にはその当接座２
４の上方に延びる支持部２５が一体的に設けられ
る。この支持部２５には当接座２４に当接するタ
ペツトねじ２６が進退可能に螺合されており、緩
みを防止するためにタペツトねじ２６にはロツク
ナツト２７が螺合される。このタペツトねじ２６
により、第１および第２ロツカアーム１７，１８
が連動する。即ち閉弁用カム１５により第１ロツ
カアーム１７が第２図で反時計方向に揺動した時
には、これに追従して第２ロツカアーム１８が同
方向に揺動され、また開弁用カム１６により第２
ロツカアーム１８が第２図で時計方向に揺動した
時には、これに追従して第１ロツカアーム１７が
同方向に回動される。而して第２、第３ロツカア
ーム１８，１９間が連結状態にあれば後述するよ
うに、第２ロツカアーム１８は、それが第２図で
反時計方向へ最も揺動した位置（以下、閉弁作動
位置という）に在る時に第２吸気弁Vs2を閉弁位
置に、また第２図で時計方向に最も揺動した位置
（以下、開弁作動位置という）に在る時に同吸気
弁Vs2を開弁位置にそれぞれ置くことができる。 The camshaft 4 is rotatably supported at the upper part of the cylinder head 1, and is driven to rotate at a rotation ratio of 1/2 in synchronization with the rotation of the engine. Further, the rocker shaft 20 is fixedly supported on the upper part of the cylinder head 1 diagonally above the camshaft 4. 1st
A cam slipper 21 that slides on the valve-closing cam 15 is integrally provided on the rocker arm 17, and a cam slipper 22 that slides on the valve-opening cam 16 is integrally provided on the second rocker arm 18. Moreover, both cam slippers 21 and 22 are connected to a virtual straight line 23 connecting the centers of the camshaft 4 and the lock shaft 20.
(See Figure 2). That is,
The cam slipper 21 of the first rocker arm 17 is in sliding contact with the valve-closing cam 15 on the second intake valve Vs 2 side with respect to the virtual straight line 23, and the cam slipper 22 of the second rocker arm 18 is in sliding contact with the valve-closing cam 15 on the second intake valve Vs 2 side with respect to the virtual straight line 23.
It comes into sliding contact with the valve opening cam 16 on the side opposite to the intake valve Vs 2 . Also, the second intake valve Vs 2 of the first rocker arm 17
An abutment seat 24 facing upward is provided at the upper part of the side, and the abutment seat 24 is provided on the second rocker arm 18.
A support portion 25 extending upward from 4 is integrally provided. A tappet screw 26 that abuts the abutting seat 24 is screwed into the support portion 25 so as to be movable forward and backward, and a lock nut 27 is screwed into the tappet screw 26 to prevent loosening. This tappet screw 26
Accordingly, the first and second rocker arms 17, 18
are linked. That is, when the first rocker arm 17 is swung counterclockwise in FIG. 2
When the rocker arm 18 swings clockwise in FIG. 2, the first rocker arm 17 follows it and pivots in the same direction. If the second and third rocker arms 18 and 19 are in a connected state, the second rocker arm 18 will move to the position where it has swung the most counterclockwise in FIG. When the second intake valve Vs 2 is in the operating position (hereinafter referred to as the operating position), the second intake valve Vs 2 is in the closed position, and when it is in the position where it has swung most clockwise in Fig. 2 (hereinafter referred to as the valve open operating position), the second intake valve Vs 2 is in the closed position. 2 can be placed in the valve open position.

第３ロツカアーム１９には第２吸気弁Vs2の方
向に延び、しかも先端部が二股に分岐した係合腕
２８が一体的に設けられており、この係合腕２８
の先端が第２吸気弁Vs2を両側から挟持するよう
にして下側リフタ１１および上側リフタ１２間に
係合される。したがつて第２ロツカアーム１８お
よび第３ロツカアーム１９が連結状態にあるとき
には、第１ロツカアーム１７の閉弁方向への回動
動作が第２ロツカアーム１８を介して第３ロツカ
アーム１９に伝達され、係合腕２８が上方に回動
して上側リフタ１２を上方に押上げることにより
第２吸気弁Vs2が閉弁作動する。また第２ロツカ
アーム１８の開弁方向への回動動作と一体的な第
３ロツカアーム１９の回動動作により、下側リフ
タ１１が係合腕２８により下方に押下げられて、
第２吸気弁Vs2が開弁作動する。 The third locking arm 19 is integrally provided with an engaging arm 28 that extends in the direction of the second intake valve Vs 2 and has a bifurcated tip.
is engaged between the lower lifter 11 and the upper lifter 12 so as to sandwich the second intake valve Vs 2 from both sides. Therefore, when the second locker arm 18 and the third locker arm 19 are in the connected state, the rotational movement of the first locker arm 17 in the valve closing direction is transmitted to the third locker arm 19 via the second locker arm 18, and the locker arm 19 is engaged. The arm 28 rotates upward and pushes up the upper lifter 12, thereby closing the second intake valve Vs2 . Further, due to the rotational movement of the second locking arm 18 in the valve opening direction and the rotational movement of the third locking arm 19, the lower lifter 11 is pushed down by the engaging arm 28,
The second intake valve Vs2 is opened.

第２ロツカアーム１８および第３ロツカアーム
１９間の連結及び連結解除を行なうための作動休
止機構６は、第２および第３ロツカアーム１８，
１９間に介装されており、この作動休止機構６が
作動したときに、第２および第３ロツカアーム１
８，１９間の連結状態が解除される。そのように
連結状態が解除されると、第１および第２ロツカ
アーム１７，１８の動作が第３ロツカアーム１９
に伝達されず、第２吸気弁Vs2はばね１４のばね
力により閉弁されたままとなる。 The operation stoppage mechanism 6 for connecting and disconnecting the second rocker arm 18 and the third rocker arm 19 includes the second and third rocker arms 18,
19, and when the operation stop mechanism 6 is activated, the second and third locker arms 1
The connection state between 8 and 19 is released. When the connection state is released in this way, the movement of the first and second rocker arms 17 and 18 is changed to the third rocker arm 19.
The second intake valve Vs2 remains closed due to the spring force of the spring 14.

第４図を併せて参照して、作動休止機構６は、
ロツカシヤフト２０の軸線と平行な軸線に沿つて
第２および第３ロツカアーム１８，１９を連結す
る位置およびその連結を解除する位置間で移動可
能なシンクロピン２９と、油圧の作用によりシン
クロピン２９を連結解除位置側に押圧するタイミ
ングピストン３０と、シンクロピン２９をその連
結位置側に向けて付勢するためのばね３１と、タ
イミングピストン３０の作動を規制するトリガ板
３２とを備える。 Referring also to FIG. 4, the operation stop mechanism 6 is as follows:
A synchro pin 29 is movable along an axis parallel to the axis of the rocker shaft 20 between a position where the second and third rocker arms 18 and 19 are connected and a position where the connection is released, and the synchro pin 29 is connected by the action of hydraulic pressure. It includes a timing piston 30 that presses toward the release position, a spring 31 that biases the synchro pin 29 toward the connection position, and a trigger plate 32 that restricts the operation of the timing piston 30.

第３ロツカアーム１９には、第２ロツカアーム
１８側に向けて開放しロツカシヤフト２０の軸線
と平行なガイド穴３３が穿設されており、そのガ
イド穴３３の底部には空気抜き孔３４が穿設され
る。シンクロピン２９は底部に透孔３５を有して
有底円筒状に形成されており、その開放端を前記
空気抜き孔３４側に向けてガイド穴３３に摺合さ
れ、ガイド穴３３の底部とシンクロピン２９との
間にばね３１が介装される。したがつて、シンク
ロピン２９は、ばね３１のばね力により、ガイド
穴３３から突出する方向、すなわち第２ロツカア
ーム１８側に向けて付勢される。 The third rocker arm 19 has a guide hole 33 opened toward the second rocker arm 18 and parallel to the axis of the rocker shaft 20, and an air vent hole 34 is bored at the bottom of the guide hole 33. . The synchro pin 29 has a through hole 35 at the bottom and is formed into a bottomed cylindrical shape, and is slid into the guide hole 33 with its open end facing the air vent hole 34 side, so that the bottom of the guide hole 33 and the synchro pin A spring 31 is interposed between it and 29. Therefore, the synchro pin 29 is biased by the spring force of the spring 31 in the direction of protruding from the guide hole 33, that is, toward the second rocker arm 18 side.

一方、第２ロツカアーム１８には、前記ガイド
穴３３に対応してロツカシヤフト２０の軸線と平
行なシリンダ孔３６が穿設されており、このシリ
ンダ孔３６の第３ロツカアーム１９とは反対側の
端部はプラグ３７によつて閉塞される。シリンダ
孔３６は、その第３ロツカアーム１９側から順
に、ガイド穴３３と同径のピン摺合部３８と、該
摺合部３８よりも小径のピストン摺合部３９と、
ピストン摺合部３９よりも大径の油圧室４０とが
形成されて成り、ピン摺合部３８およびピストン
摺合部３９間には第３ピストン１９側に臨む規制
段部４１が形成される。シンクロピン２９はピン
摺合部３８に摺合可能であり、規制段部４１に当
接してその第２ロツカアーム１８側への移動を規
制され、その状態で第２および第３ロツカアーム
１８，１９がシンクロピン２９を介して連結され
る。 On the other hand, a cylinder hole 36 parallel to the axis of the rocker shaft 20 is bored in the second rocker arm 18 in correspondence with the guide hole 33, and the end of the cylinder hole 36 on the opposite side from the third rocker arm 19 is closed by a plug 37. The cylinder hole 36 includes, in order from the third rocker arm 19 side, a pin sliding portion 38 having the same diameter as the guide hole 33, a piston sliding portion 39 having a smaller diameter than the sliding portion 38,
A hydraulic chamber 40 having a larger diameter than the piston sliding portion 39 is formed, and a regulating step portion 41 facing the third piston 19 is formed between the pin sliding portion 38 and the piston sliding portion 39. The synchro pin 29 can slide on the pin sliding portion 38, and comes into contact with the regulating step portion 41 to be restricted from moving toward the second rocker arm 18. In this state, the second and third rocker arms 18 and 19 are connected to the synchro pin. 29.

タイミングピストン３０は、有底円筒体４２
と、円筒体４３とが相互に摺合されて成る。有底
円筒体４２は、その開放端を第３ロツカアーム１
９側に向けてピストン摺合部３９に摺合される。
円筒体４３は、ピストン摺合部３９に摺合する押
圧鍔４４を一端に有して有底円筒体４２に摺合さ
れる。有底円筒体４２の底部および円筒体４３の
一端部間にはばね４５が介装されており、円筒体
４３はばね４５のばね力により第３ロツカアーム
１９側に向けて付勢される。しかも円筒体４３に
おける一端部には透孔４６が穿設されており、前
記シンクロピン２９の透孔３５およびガイド穴３
３の底部の空気抜き孔３４を介して、タイミング
ピストン３０の内部は外部に連通される。したが
つて、円筒体４３および有底円筒体４２の軸方向
相対運動は、タイミングピストン３０内の空気の
加圧あるいは減圧による抵抗なしに自在におこな
われる。 The timing piston 30 is a cylindrical body 42 with a bottom.
and the cylindrical body 43 are slid together. The bottomed cylindrical body 42 has its open end connected to the third rocker arm 1.
The piston sliding portion 39 is slid onto the piston sliding portion 39 toward the 9 side.
The cylindrical body 43 has a pressing collar 44 at one end that slides on the piston sliding portion 39, and is slid on the bottomed cylindrical body 42. A spring 45 is interposed between the bottom of the bottomed cylindrical body 42 and one end of the cylindrical body 43, and the cylindrical body 43 is urged toward the third rocker arm 19 by the spring force of the spring 45. Moreover, a through hole 46 is bored at one end of the cylindrical body 43, and the through hole 35 of the synchro pin 29 and the guide hole 3 are provided.
The inside of the timing piston 30 is communicated with the outside through the air vent hole 34 at the bottom of the timing piston 30 . Therefore, the axial relative movement of the cylindrical body 43 and the bottomed cylindrical body 42 is freely performed without resistance due to pressurization or depressurization of the air within the timing piston 30.

有底円筒体４２および円筒体４３の長さは、有
底円筒体４２の底部がプラグ３７に当接し、かつ
規制段部４１に当接しているシンクロピン２９に
円筒体４３の押圧鍔４４が当接したときに、押圧
鍔４４および有底円筒体４２の端部間に、トリガ
板３２を嵌合し得る嵌合溝４７が形成されるよう
に設定される。また、有底円筒体４２の外周にも
トリガ板３２の嵌合可能な嵌合溝４８が穿設され
ており、この嵌合溝４８の位置は、油圧室４０に
油圧が作用してタイミングピストン３０がシンク
ロピン２９に押圧し、第２および第３ロツカアー
ム１８，１９の連結状態が解除されたときに、ト
リガ板３２が嵌合するように設定される。 The lengths of the bottomed cylindrical body 42 and the cylindrical body 43 are such that the bottom of the bottomed cylindrical body 42 is in contact with the plug 37 and the pressing flange 44 of the cylindrical body 43 is in contact with the synchro pin 29 which is in contact with the regulating step 41. A fitting groove 47 into which the trigger plate 32 can be fitted is formed between the pressing collar 44 and the end of the bottomed cylindrical body 42 when they abut. Further, a fitting groove 48 into which the trigger plate 32 can fit is bored on the outer periphery of the bottomed cylindrical body 42, and the position of this fitting groove 48 is determined by the timing piston when hydraulic pressure acts on the hydraulic chamber 40. 30 presses against the synchro pin 29, and when the second and third rocker arms 18, 19 are released from the connection state, the trigger plate 32 is set to fit.

第２ロツカアーム１８には、トリガ板３２を揺
動自在に摺合する溝４９が穿設されており、溝４
９に摺合されたトリガ板３２はロツカシヤフト２
０の軸線と平行なピン５０により第２ロツカアー
ム１８に枢支される。ピン５０の両端にはＥ型止
め輪５１，５２がそれぞれ嵌着される。 The second rocker arm 18 is provided with a groove 49 for sliding the trigger plate 32 in a swingable manner.
The trigger plate 32 slidably connected to the lock shaft 2
The second rocker arm 18 is pivotally supported by a pin 50 parallel to the zero axis. E-shaped retaining rings 51 and 52 are fitted to both ends of the pin 50, respectively.

第５図において、トリガ板３２にはピン５０の
位置からタイミングピストン３０側に延びる規制
部５３と、ピン５０の位置からロツカシヤフト２
０側に延びる当接部５４とがそれぞれ設けられて
おり、規制部５３は前記タイミングピストン３０
の嵌合溝４７，４８に嵌合可能である。また、当
接部５４はロツカシヤフト２０の外周に切込んで
設けられたカム面５５に当接する。さらに基本的
には略Ｕ字状に形成され、ピン５０の両端に枢支
されるばね５６の途中が規制部５３の上部に当接
され、ばね５６の両端は第２ロツカアーム１８の
ロツカシヤフト２０側の側面に当接される。この
ばね５６のばね力により、トリガ板３２は規制部
５３がタイミングピストン３０側に近接する方
向、すなわちピン５０のまわりに第５図の時計方
向に回動する方向に付勢される。一方、カム面５
５および当接部５４の形状は、第２ロツカアーム
１８が前記閉弁作動位置に留まる時にはばね５６
の付勢力によつてトリガ板３２の規制部５３をタ
イミングピストン３０の嵌合溝４７あるいは４８
に係合保持し得るように、また同ロツカアーム１
８が前記閉弁作動位置より開弁作動位置に向けて
揺動する途中で前記付勢力に抗してトリガ板３２
の規制部５３をタイミングピストン３０の嵌合溝
４７あるいは４８から離脱させるように形成され
る。 In FIG. 5, the trigger plate 32 has a regulating portion 53 extending from the position of the pin 50 toward the timing piston 30, and a regulating portion 53 extending from the position of the pin 50 to the locking shaft 2.
A contact portion 54 extending toward the 0 side is provided, and the regulating portion 53 is connected to the timing piston 30.
It can be fitted into the fitting grooves 47 and 48 of. Further, the contact portion 54 contacts a cam surface 55 cut into the outer periphery of the rocker shaft 20. Further, a spring 56 which is basically formed in a substantially U-shape and is pivotally supported at both ends of the pin 50 comes into contact with the upper part of the regulating part 53, and both ends of the spring 56 are connected to the lock shaft 20 side of the second lock arm 18. is in contact with the side of the The spring force of the spring 56 urges the trigger plate 32 in a direction in which the regulating portion 53 approaches the timing piston 30 side, that is, in a direction in which it rotates clockwise in FIG. 5 around the pin 50. On the other hand, cam surface 5
5 and the shape of the contact portion 54 is such that when the second rocker arm 18 remains in the valve-closing position, the spring 56
Due to the biasing force of
Also, the same locking arm 1 can be engaged and held.
The trigger plate 32 resists the biasing force while the trigger plate 8 swings from the valve-closing position to the valve-opening position.
The regulating portion 53 of the timing piston 30 is formed so as to be separated from the fitting groove 47 or 48 of the timing piston 30.

このような作動休止機構６において、油圧室４
０に油圧が作用していない状態では、シンクロピ
ン２９がばね３１のばね力によりシリンダ孔３６
のピン摺合部３８に摺合して、第２および第３ロ
ツカアーム１８，１９を連結する。したがつて第
３ロツカアーム１９は、第２ロツカアーム１８と
一体的に揺動し、係合腕２８を介して第２吸気弁
Vs2が開閉作動される。 In such an operation stop mechanism 6, the hydraulic chamber 4
When no hydraulic pressure is applied to the cylinder 0, the synchro pin 29 is moved into the cylinder hole 36 by the spring force of the spring 31.
The second and third rocker arms 18 and 19 are connected by sliding on the pin sliding portion 38 of the rocker arm. Therefore, the third locker arm 19 swings integrally with the second locker arm 18 and connects the second intake valve via the engagement arm 28.
Vs 2 is activated to open and close.

一方、油圧室４０に油圧が作用すると、タイミ
ングピストン３０の有底円筒体４２が第３ロツカ
アーム１９側に摺動しようとするが、第２吸気弁
Vs2を閉弁位置に保持すべく第２ロツカアーム１
８が前記閉弁作動位置に留まる間は、トリガ板３
２の規制部５３が嵌合溝４７に嵌合しているか
ら、有底円筒体４２の第３ロツカアーム１９側へ
の摺動は阻止される。そして次に第２吸気弁Vs2
を開弁すべく第２ロツカアーム１８を前記閉弁作
動位置より開弁作動位置に向けて揺動する途中
で、トリガ板３２の規制部５３が嵌合溝４７から
離脱するので、有底円筒体４２の動作が許容さ
れ、有底円筒体４２は円筒体４３の押圧鍔４４に
当接し、該押圧鍔４４を介してシンクロピン２９
を押圧する。このとき、第２吸気弁Vs2の開弁動
作が終了する頃になると、シンクロピン２９とピ
ン摺合部３８との間の摺動抵抗が小さくなるの
で、シンクロピン２９はシリンダ孔３６のピン摺
合部３８から離脱してガイド穴３３内に押し込ま
れる。したがつて第２および第３ロツカアーム１
８，１９の連結状態が解除され、第３ロツカアー
ム１９は、第２ロツカアーム１８の動作に拘わら
ず、第２吸気弁Vs2を閉弁状態に保つ姿勢を維持
する。 On the other hand, when hydraulic pressure acts on the hydraulic chamber 40, the bottomed cylindrical body 42 of the timing piston 30 tries to slide toward the third rocker arm 19, but the second intake valve
2nd rocker arm 1 to hold Vs 2 in closed position
8 remains in the valve closing position, the trigger plate 3
Since the second regulating portion 53 fits into the fitting groove 47, the bottomed cylindrical body 42 is prevented from sliding toward the third rocker arm 19 side. And then the second intake valve Vs 2
In the middle of swinging the second rocker arm 18 from the valve-closing position to the valve-opening position to open the valve, the regulating portion 53 of the trigger plate 32 separates from the fitting groove 47, so that the bottomed cylindrical body 42 is allowed to move, the bottomed cylindrical body 42 contacts the pressing collar 44 of the cylindrical body 43, and the synchro pin 29 is pushed through the pressing collar 44.
Press. At this time, when the opening operation of the second intake valve Vs 2 is completed, the sliding resistance between the synchro pin 29 and the pin sliding part 38 becomes small, so the synchro pin 29 moves into the pin sliding part 38 of the cylinder hole 36. It separates from the section 38 and is pushed into the guide hole 33. Therefore, the second and third rocker arms 1
8 and 19 is released, and the third rocker arm 19 maintains the posture of keeping the second intake valve Vs 2 in the closed state, regardless of the operation of the second rocker arm 18.

ここで、作動休止機構６に油圧を供給するため
の構成について説明すると、再び第３図を参照し
て、油圧供給源５７は油圧ポンプ５８とアキユム
レータ５９とから成る。油圧ポンプ５８は、シリ
ンダ６０内のプランジヤ６１を駆動棒６２で往復
駆動して、吸入弁６３から作動油を吸入するとと
もに吐出弁６４から作動油を吐出するように構成
されており、駆動棒６２はカムシヤフト４に一体
的に設けられた駆動カム６５により駆動される。
またプランジヤ６１は駆動棒６２に常に当接する
ように、ばね６６により付勢される。吐出弁６４
に通じる吐出油路６７の途中にはアキユムレータ
５９が接続されており、吐出油路６７はさらに電
磁切換弁６８に接続される。 Here, the configuration for supplying hydraulic pressure to the operation stop mechanism 6 will be described. Referring again to FIG. 3, the hydraulic pressure supply source 57 is composed of a hydraulic pump 58 and an accumulator 59. The hydraulic pump 58 is configured to reciprocate a plunger 61 in a cylinder 60 with a drive rod 62 to suck hydraulic oil from a suction valve 63 and discharge hydraulic oil from a discharge valve 64. is driven by a drive cam 65 provided integrally with the camshaft 4.
Further, the plunger 61 is urged by a spring 66 so as to always come into contact with the drive rod 62. Discharge valve 64
An accumulator 59 is connected in the middle of a discharge oil passage 67 leading to the discharge oil passage 67 , and the discharge oil passage 67 is further connected to an electromagnetic switching valve 68 .

電磁切換弁６８は、前記吐出油路６７を油路６
９に接続する第１の切換態様と、油路６９を開放
油路７０に接続する第２の切換態様とを切換可能
であり、ソレノイド７１が励磁されたときに第１
切換態様となり、ソレノイド７１が消磁されたと
きには第２の切換態様となる。 The electromagnetic switching valve 68 connects the discharge oil passage 67 to the oil passage 6.
It is possible to switch between a first switching mode in which the oil passage 69 is connected to the open oil passage 70 and a second switching mode in which the oil passage 69 is connected to the open oil passage 70.
When the solenoid 71 is demagnetized, the switching mode becomes the second switching mode.

油路６９はロツカシヤフト２０内に同心に形成
された油路７２に接続される。しかもロツカシヤ
フト２０には、第２ロツカアーム１８の油圧室４
０に対応した側壁に連通孔７３が穿設されてお
り、この連通孔７３は、第２ロツカアーム１８に
穿設された油路７４を介して油圧室４０に連通さ
れる。したがつて、ソレノイド７１を励磁して電
磁切換弁６８を第１の切換態様としたときに、油
圧ポンプ５８からの作動油が油圧室４０に供給さ
れ、ソレノイド７１を消磁して電磁切換弁６８を
第２の切換態様としたときに、油圧室４０の油圧
が解放される。 The oil passage 69 is connected to an oil passage 72 formed concentrically within the rocker shaft 20. Moreover, the hydraulic chamber 4 of the second rocker arm 18 is installed in the rocker shaft 20.
A communication hole 73 is bored in the side wall corresponding to 0, and this communication hole 73 communicates with the hydraulic chamber 40 via an oil passage 74 bored in the second rocker arm 18. Therefore, when the solenoid 71 is energized to set the electromagnetic switching valve 68 to the first switching mode, hydraulic oil from the hydraulic pump 58 is supplied to the hydraulic chamber 40, demagnetizing the solenoid 71, and switching the electromagnetic switching valve 68 to the first switching mode. When the second switching mode is set, the hydraulic pressure in the hydraulic chamber 40 is released.

次に第６図によつて動弁機構７について説明す
ると、この動弁機構７は、閉弁用カム１５に当接
して揺動する第１ロツカアーム７５と、開弁用カ
ム１６に当接し第１ロツカアーム７５に連動して
揺動する第２ロツカアーム７６とを有し、第２ロ
ツカアーム７６には第１吸気弁Vs1に係合する係
合腕７８が一体的に設けられる。すなわち、この
動弁機構７では、係合腕７８が第２ロツカアーム
７６に一体的に設けられているので、第１および
第２ロツカアーム７５，７６の揺動に応じて係合
腕７８が常時上下動し、第１吸気弁Vs1はカムシ
ヤフト４の回転動作中、すなわち機関の運転中、
負荷の高低に拘わらず、常に開閉作動される。な
お、この第６図において、前述の動弁機構５に対
応する部分には同一の参照符を付す。 Next, the valve mechanism 7 will be explained with reference to FIG. 6. This valve mechanism 7 includes a first rocker arm 75 that contacts the valve-closing cam 15 and swings, and a first rocker arm 75 that contacts the valve-opening cam 16 and swings. The second rocker arm 76 swings in conjunction with the first rocker arm 75, and the second rocker arm 76 is integrally provided with an engagement arm 78 that engages with the first intake valve Vs1 . That is, in this valve operating mechanism 7, since the engaging arm 78 is integrally provided with the second rocker arm 76, the engaging arm 78 always moves up and down in response to the swinging of the first and second rocker arms 75 and 76. The first intake valve Vs 1 is operated during the rotation of the camshaft 4, that is, during engine operation.
It is always opened and closed regardless of the load level. Note that in FIG. 6, the same reference numerals are given to parts corresponding to the above-mentioned valve mechanism 5.

第７図において、気化器Ｃには一次吸気道W1
および二次吸気道W2が穿設されており、両吸気
道W1，W2の途中には大ベンチユリ８０1，８０2
が設けられる。また大ベンチユリ８０1，８０2よ
りも上流側で両吸気道W1，W2には小ベンチユリ
８１1，８１2が設けられており、それらの小ベン
チユリ８１1，８１2には燃料ノズル８２1，８２2
が開口される。さらに大ベンチユリ８０1，８０2
の下流側で、一次吸気道W1には一次スロツトル
弁Vt1が軸支され、二次吸気道W2には二次スロツ
トル弁Vt2が軸支される。 In Fig. 7, the carburetor C has a primary intake passage W 1
A secondary intake passage W 2 is bored, and large bench lilies 80 1 , 80 2 are placed in the middle of both intake passages W 1 , W 2 .
is provided. Further, small bench lilies 81 1 , 81 2 are provided in both intake paths W 1 , W 2 on the upstream side of the large bench lilies 80 1 , 80 2 , and fuel nozzles 82 are installed in these small bench lilies 81 1 , 81 2 . 1,82 2
is opened. Furthermore, large bench lily 80 1 , 80 2
On the downstream side, a primary throttle valve Vt 1 is pivotally supported in the primary intake passage W 1 , and a secondary throttle valve Vt 2 is pivotally supported in the secondary intake passage W 2 .

二次スロツトル弁Vt2は、機関の高負荷運転時
のみに開閉作動すべく構成されたものであり、機
関の低負荷および中負荷運転時には、一次スロツ
トル弁Vt1のみが開閉作動する。この二次スロツ
トル弁Vt2に応動してスイツチング動作するスイ
ツチ８３が電源８４と前記ソレノイド７１との間
に介装されており、スイツチ８３は二次スロツト
ル弁Vt2が閉弁しているときには導通し、二次ス
ロツトル弁Vt2が開弁すると遮断する。すなわ
ち、機関の低負荷および中負荷運転状態では、ス
イツチ８３は導通しており、ソレノイド７１が励
磁される。このため前記電磁切換弁６８は吐出油
路６７を油路６９に接続する第１の切換態様にな
り、作動休止機構６の油圧室４０に油圧が作用し
て、第２吸気弁Vs2の作動が休止される。また機
関の高負荷運転時には、スイツチ８３は遮断して
おり、前記油圧室４０には油圧が作用せず、した
がつて第２ロツカアーム１８および第３ロツカア
ーム１９は相互に連結されて一体的に揺動し、第
２吸気弁Vs2が開閉作動する。 The secondary throttle valve Vt 2 is configured to open and close only when the engine is operating at high load, and only the primary throttle valve Vt 1 opens and closes when the engine is operating at low and medium loads. A switch 83 that operates in response to this secondary throttle valve Vt 2 is interposed between a power source 84 and the solenoid 71, and the switch 83 is turned on when the secondary throttle valve Vt 2 is closed. However, when the secondary throttle valve Vt 2 opens, it is shut off. That is, when the engine is operating at a low load or a medium load, the switch 83 is conductive and the solenoid 71 is energized. Therefore, the electromagnetic switching valve 68 enters the first switching mode in which the discharge oil passage 67 is connected to the oil passage 69, and hydraulic pressure acts on the hydraulic chamber 40 of the operation stop mechanism 6, causing the second intake valve Vs2 to operate. will be suspended. Further, during high load operation of the engine, the switch 83 is closed and no hydraulic pressure is applied to the hydraulic chamber 40, so that the second rocker arm 18 and the third rocker arm 19 are connected to each other and rock integrally. The second intake valve Vs2 opens and closes.

気化器Ｃの一次吸気道W1と各気筒Ｓの第１吸
気ポートPs1とは第１吸気マニホールドM1を介し
て連結され、二次吸気道W2と各気筒Ｓの第２吸
気ポートPs2とは第２吸気マニホールドM2を介し
て連結されるが、第１および第２吸気マニホール
ドM1，M2は一体的に形成されていてもよく、一
次吸気道W1および第１吸気ポートPs1を連通する
通路と、二次吸気道W2および第２吸気ポートPs2
を連通する通路とが相互に独立して設けられてい
ればよい。 The primary intake passage W 1 of the carburetor C and the first intake port Ps 1 of each cylinder S are connected via the first intake manifold M 1 , and the secondary intake passage W 2 and the second intake port Ps of each cylinder S are connected to each other via the first intake manifold M 1 . 2 through the second intake manifold M2 , but the first and second intake manifolds M1 and M2 may be integrally formed, and the primary intake path W1 and the first intake port A passage connecting Ps 1 , secondary intake path W 2 and second intake port Ps 2
It is sufficient that the passages communicating with each other are provided independently from each other.

次にこの実施例の作用について説明すると、機
関が高負荷で運転されている状態にあつては、二
次スロツトル弁Vt2は開弁しており、スイツチ８
３が遮断しているので、ソレノイド７１は消磁さ
れている。このため電磁切換弁６８は第２の切換
態様にあり、吐出油路６７が開放油路７０に連通
され、作動休止機構６の油圧室４０には油圧が作
用しない。したがつて各気筒Ｓにおいては、第１
および第２吸気弁Vs1，Vs2ならびに第１および
第２排気弁Ve1，Ve2が開閉作動する。しかも、
各弁Vs1，Vs2，Ve1，Ve2は強制的に開閉駆動さ
れるので、各閉弁用カム１５および開弁用カム１
６のカムプロフイルを理想的な形状にして吸、排
気効率を向上させることができる。またばね１４
のばね力が弱いので、開弁作動時のばね１４の反
発力が小さく、動弁負荷が低減される。 Next, the operation of this embodiment will be explained. When the engine is operating under high load, the secondary throttle valve Vt 2 is open and the switch 8 is closed.
3 is cut off, solenoid 71 is demagnetized. Therefore, the electromagnetic switching valve 68 is in the second switching mode, the discharge oil passage 67 is communicated with the open oil passage 70, and no oil pressure acts on the oil pressure chamber 40 of the operation stop mechanism 6. Therefore, in each cylinder S, the first
The second intake valves Vs 1 and Vs 2 and the first and second exhaust valves Ve 1 and Ve 2 are opened and closed. Moreover,
Since each valve Vs 1 , Vs 2 , Ve 1 , Ve 2 is forcibly driven to open and close, each valve closing cam 15 and valve opening cam 1
The cam profile of No. 6 can be made into an ideal shape to improve intake and exhaust efficiency. Also spring 14
Since the spring force is weak, the repulsive force of the spring 14 during the valve opening operation is small, and the valve operating load is reduced.

機関が低負荷および中負荷で運転されるときに
は、気化器Ｃの二次スロツトル弁Vt2は閉弁して
おり、したがつてスイツチ８３が導通してソレノ
イド７１が励磁される。これにより、電磁切換弁
６８は第１の切換態様となり、油路６９，７２、
連通孔７３および油路７４を介して油圧室４０に
油圧が作用する。このためタイミングピストン３
０が第３ロツカアーム１９側に向けて押圧駆動さ
れ、各シンクロピン２９がばね３１のばね力に抗
してガイド穴３３内に押し戻される。この際、第
２ロツカアーム１８が前記閉弁作動位置に留まる
間は、トリガ板３２が嵌合溝４７に嵌合している
ので、タイミングピストン３０の移動が阻止され
ており、第２ロツカアーム１８が前記閉弁作動位
置より開弁作動位置に向けて（第２図で時計方向
へ）揺動する途中でトリガ板３２が嵌合溝４７か
ら離脱したときにタイミングピストン３０の移動
が許容される。これにより、第２及び第３ロツカ
アーム１８，１９がともに作動しているときのシ
ンクロピン２９のピン摺合部３８からの離脱が避
けられ、したがつてシンクロピン２９がシリンダ
孔３６に引つ掛かることがなく、シンクロピン２
９はガイド穴３３に円滑に押し戻される。 When the engine is operated at low and medium loads, the secondary throttle valve Vt2 of the carburetor C is closed, so the switch 83 is conductive and the solenoid 71 is energized. As a result, the electromagnetic switching valve 68 becomes the first switching mode, and the oil passages 69, 72,
Hydraulic pressure acts on the hydraulic chamber 40 through the communication hole 73 and the oil passage 74. For this reason, the timing piston 3
0 is pressed and driven toward the third rocker arm 19 side, and each synchro pin 29 is pushed back into the guide hole 33 against the spring force of the spring 31. At this time, while the second rocker arm 18 remains in the valve closing operation position, the trigger plate 32 is fitted into the fitting groove 47, so movement of the timing piston 30 is prevented, and the second rocker arm 18 is Movement of the timing piston 30 is permitted when the trigger plate 32 is disengaged from the fitting groove 47 while swinging from the valve-closing position to the valve-opening position (clockwise in FIG. 2). This prevents the synchro pin 29 from coming off the pin sliding portion 38 when both the second and third rocker arms 18 and 19 are operating, and therefore prevents the synchro pin 29 from getting caught in the cylinder hole 36. There is no synchro pin 2
9 is smoothly pushed back into the guide hole 33.

シンクロピン２９がガイド穴３３内に押し戻さ
れることにより、第２および第３ロツカアーム１
８，１９の連結状態が解除され、第３ロツカアー
ム１９は、第２ロツカアーム１８の動作とは無関
係に、ばね１４によりその閉弁状態を維持する。 By pushing the synchro pin 29 back into the guide hole 33, the second and third rocker arms 1
8 and 19 are released, and the third rocker arm 19 maintains its closed state by the spring 14, regardless of the operation of the second rocker arm 18.

この際、第２ロツカアーム１８の揺動運動に拘
らず、タイミングピストン３０はシンクロピン２
９に常に摺接しており、シンクロピン２９が第２
ロツカアーム１８側に突出することはない。ま
た、タイミングピストン３０における有底円筒体
４２の嵌合溝４８はトリガ板３２に対応する位置
にあり、第２ロツカアーム１８が前記閉弁作動位
置に留まるときには、トリガ板３２が嵌合溝４８
に嵌合する。 At this time, regardless of the rocking movement of the second rocker arm 18, the timing piston 30 is moved to the synchro pin 2.
9, and the synchro pin 29 is in the second
It does not protrude to the rocker arm 18 side. Further, the fitting groove 48 of the bottomed cylindrical body 42 in the timing piston 30 is located at a position corresponding to the trigger plate 32, and when the second rocker arm 18 remains in the valve closing operation position, the trigger plate 32 is located in the fitting groove 48.
to fit.

このようにして機関の低負荷および中負荷運転
時には、第２吸気弁Vs2および第２排気弁Ve2の
作動が休止され、第１吸気弁Vs1および第１排気
弁Ve1の開閉動作によつて、低負荷および中負荷
運転が行われる。したがつて燃焼室CR内にはス
ワールが生起され、そのスワール効果によつて燃
費の低減が図られるとともに、第２吸気弁Vs2お
よび第２排気弁Ve2の作動休止に伴つて燃費が低
減される。また、第１吸気マニホールドM1の流
通路内径および第１吸気ポートPs1の内径を比較
的小さく設定することにより、前記スワール効果
を高めることができ、さらに良好な燃焼性を得る
ことができる。それによつて、アイドルクオリテ
イおよびドライバビリテイが向上するとともに、
燃費が低減され、さらに中低速トルクの増加を期
待することができる。 In this way, during low-load and medium-load operation of the engine, the operation of the second intake valve Vs 2 and the second exhaust valve Ve 2 is stopped, and the opening and closing operations of the first intake valve Vs 1 and the first exhaust valve Ve 1 are stopped. Therefore, low load and medium load operations are performed. Therefore, a swirl is generated in the combustion chamber CR, and the swirl effect reduces fuel consumption, and fuel consumption also decreases as the second intake valve Vs 2 and second exhaust valve Ve 2 stop operating. be done. Furthermore, by setting the inner diameter of the flow passage of the first intake manifold M 1 and the inner diameter of the first intake port Ps 1 to be relatively small, the swirl effect can be enhanced and even better combustibility can be obtained. This improves idle quality and drivability, and
It can be expected that fuel consumption will be reduced and mid- to low-speed torque will be increased.

この低負荷および中負荷運転時においては、二
次スロツトル弁Vt2は閉弁しており、しかも二次
吸気道W2は第２吸気ポートPs2に独立して連通さ
れているので、閉弁している第２吸気弁Vs2の上
流側に混合気の淀みが生じることはない。 During this low load and medium load operation, the secondary throttle valve Vt 2 is closed, and since the secondary intake passage W 2 is independently connected to the second intake port Ps 2 , the valve is closed. The air-fuel mixture does not stagnate on the upstream side of the second intake valve Vs2 .

次に機関が低負荷および中負荷から高負荷運転
に復帰する場合を想定する。この場合には、二次
スロツトル弁Vt2が開弁するのに応じてスイツチ
８３が遮断してソレノイド７１が消磁され、各作
動休止機構６における油圧室４０の油圧が解放さ
れる。これに応じて、作動休止機構６ではシンク
ロピン２９がばね３１のばね力により、タイミン
グピストン３０を押圧しながらシリンダ孔３６の
ピン摺合部３８に摺合する。ただし、第２ロツカ
アーム１８が前記閉弁作動位置に留まる間は、ト
リガ板３２が嵌合溝４８に嵌合しているので、タ
イミングピストン３０及びシンクロピン２９の移
動は阻止されており、第２ロツカアーム１８が前
記閉弁作動位置より開弁作動位置に向かう途中
で、トリガ板３２が嵌合溝４８から離脱した時に
タイミングピストン３０およびシンクロピン２９
の移動が許容される。したがつて、第２および第
３ロツカアーム１８，１９の連結解除時と同様
に、第２および第３ロツカアーム１８，１９が静
止しているときに、シンクロピン２９がシリンダ
孔３６のピン摺合部３８に円滑に摺合される。 Next, assume that the engine returns to high load operation from low or medium load. In this case, as the secondary throttle valve Vt 2 opens, the switch 83 shuts off, the solenoid 71 is demagnetized, and the hydraulic pressure in the hydraulic chamber 40 in each operation stop mechanism 6 is released. Accordingly, in the operation stop mechanism 6, the synchro pin 29 slides into the pin sliding portion 38 of the cylinder hole 36 while pressing the timing piston 30 by the spring force of the spring 31. However, while the second rocker arm 18 remains in the valve-closing position, the trigger plate 32 is fitted into the fitting groove 48, so movement of the timing piston 30 and synchro pin 29 is prevented, and the second When the trigger plate 32 is disengaged from the fitting groove 48 while the rocker arm 18 is moving from the valve-closing position to the valve-opening position, the timing piston 30 and synchro pin 29
movement is allowed. Therefore, when the second and third rocker arms 18 and 19 are at rest, the synchro pin 29 is inserted into the pin sliding portion 38 of the cylinder hole 36, similar to when the second and third rocker arms 18 and 19 are disconnected. It slides together smoothly.

シンクロピン２９のピン摺合部３８への摺合に
より、第２および第３ロツカアーム１８，１９は
再び連結され、動弁機構５によつて第２吸気弁
Vs2および第２排気弁Ve2の開閉作動が再開され
る。この際、第１吸気弁Vs1および第１排気弁
Ve1は動弁機構７による開閉作動を継続している
ので、結局、第１および第２吸気弁Vs1，Vs2、
ならびに第１および第２排気弁Ve1，Ve2が強制
的に開閉作動されることになり、機関の高負荷運
転が達成される。この際、第２吸気ポートPs2の
内径を最も高出力が得られるように設定すること
により、所定の高出力が得られる。 By sliding the synchro pin 29 onto the pin sliding portion 38, the second and third rocker arms 18, 19 are connected again, and the second intake valve is opened by the valve mechanism 5.
The opening/closing operations of Vs 2 and the second exhaust valve Ve 2 are restarted. At this time, the first intake valve Vs 1 and the first exhaust valve
Since Ve 1 continues to be opened and closed by the valve mechanism 7, the first and second intake valves Vs 1 , Vs 2 ,
In addition, the first and second exhaust valves Ve 1 and Ve 2 are forced to open and close, thereby achieving high-load operation of the engine. At this time, a predetermined high output can be obtained by setting the inner diameter of the second intake port Ps 2 so as to obtain the highest output.

この高負荷運転への復帰時に、第２吸気弁Vs2
が開弁作動しても、第２吸気ポートPs2から燃焼
室CR内に濃混合気が一度に吸入されることはな
く、したがつて、ドライバビリテイの低下を防止
することができる。 When returning to this high-load operation, the second intake valve Vs 2
Even if the valve is opened, the rich air-fuel mixture is not sucked into the combustion chamber CR from the second intake port Ps2 all at once, and therefore, it is possible to prevent a decrease in drivability.

以上の実施例では吸気制御器として気化器Ｃを
用いた内燃機関について説明したが、本発明は、
各吸気ポートに対応して燃料噴射弁を設け、吸気
制御器としてスロツトルボデイを用いた内燃機関
についても実施することができる。 In the above embodiments, an internal combustion engine using a carburetor C as an intake controller has been described, but the present invention
The present invention can also be applied to an internal combustion engine in which a fuel injection valve is provided corresponding to each intake port and a throttle body is used as an intake controller.

以上のように本発明によれば、第１吸気ポート
および第２吸気ポートは、吸気制御器の一次およ
び二次吸気道に相互に独立して連結され、第１吸
気弁には、機関運転時に該吸気弁を常時駆動すべ
くカムシヤフトを含む動弁機構が連動、連結さ
れ、第２吸気弁に連動、連結されるロツカアーム
と、前記カムシヤフトに連動、連結されながら前
記ロツカアームに隣接して配置されるロツカアー
ムとの間には、両ロツカアームを連結する位置と
二次スロツトル弁の閉弁時に両ロツカアームの連
結状態を解除する位置との間で移動可能なシンク
ロピンと、該シンクロピンを駆動する油圧力を発
揮するための油圧室とを備える作動休止機構が設
けられるので、二次スロツトル弁の閉弁時すなわ
ち機関の低負荷および中負荷運転時には、作動休
止機構により両ロツカアームの連結が解除される
ことにより第２吸気弁の作動が休止され、スワー
ル効果による燃費の低減と動弁負荷の低減とを図
ることができる。しかも第２吸気ポートおよび二
次吸気道は、第１吸気ポートおよび一次吸気道と
は独立して連結されており、第２吸気弁が閉弁し
たときには二次スロツトル弁も閉弁しているの
で、閉弁している第２吸気弁の上流側に濃混合気
が留まることはなく、したがつて第２吸気弁の作
動再開時にドライバビリテイが低下することを防
止することができる。さらに作動休止機構は、油
圧で駆動されるシンクロピンにより両ロツカアー
ムを機械的に連結したり、その連結状態を解除し
たりする簡単な構成のものであり、作動休止状態
および作動状態の切換を確実に行なうことができ
る。 As described above, according to the present invention, the first intake port and the second intake port are connected independently to the primary and secondary intake paths of the intake controller, and the first intake valve is connected to the first intake port during engine operation. A valve operating mechanism including a camshaft is interlocked and connected to constantly drive the intake valve, and a rocker arm is interlocked and connected to the second intake valve, and a rocker arm is arranged adjacent to the rocker arm while being interlocked and connected to the camshaft. Between the locker arm and the locker arm, there is a synchro pin that can be moved between a position where both locker arms are connected and a position where both locker arms are released when the secondary throttle valve is closed, and a hydraulic pressure that drives the synchro pin. Since a deactivation mechanism is provided which includes a hydraulic chamber for exerting the throttle, when the secondary throttle valve is closed, that is, when the engine is operating at low or medium loads, the deactivation mechanism releases the connection between both rocker arms. The operation of the second intake valve is stopped, and it is possible to reduce fuel consumption and valve operating load due to the swirl effect. Moreover, the second intake port and the secondary intake passage are connected independently from the first intake port and the primary intake passage, and when the second intake valve is closed, the secondary throttle valve is also closed. The rich air-fuel mixture does not remain on the upstream side of the closed second intake valve, and therefore it is possible to prevent the drivability from decreasing when the second intake valve resumes operation. Furthermore, the deactivation mechanism has a simple structure that mechanically connects and disconnects both rocker arms using a synchro pin driven by hydraulic pressure, ensuring switching between the deactivated state and the activated state. can be done.

【図面の簡単な説明】[Brief explanation of the drawing]

図面は本発明の一実施例を示すものであり、第
１図は全体配置を簡略化して示す概略平面図、第
２図は第１図の−線で切断した状態を示す機
関本体の縦断面図、第３図は第２吸気弁用動弁機
構および作動休止機構の分解斜視図、第４図は作
動休止機構の横断面図、第５図はトリガ板のロツ
カシヤフトおよびタイミングピストンとの対応配
置を示す断面図、第６図は第１吸気用動弁機構の
分解斜視図、第７図は第１図の−線から見て
簡略化した気化器の縦断面図である。 ２1……第１吸気弁口、２2……第２吸気弁口、
４……カムシヤフト、６……作動休止機構、７…
…動弁機構、１８，１９……ロツカアーム、２９
……シンクロピン、４０……油圧室、Ｃ……吸気
制御器としての気化器、Ｅ……内燃機関本体、
Ps1……第１吸気ポート、Ps2……第２吸気ポー
ト、Ｓ……気筒、Vs1……第１吸気弁、Vs2……
第２吸気弁、Vt1……一次スロツトル弁、Vt2…
…二次スロツトル弁、W1……一次吸気道、W2…
…二次吸気道。 The drawings show one embodiment of the present invention, and FIG. 1 is a schematic plan view showing the overall arrangement in a simplified manner, and FIG. 2 is a vertical cross-section of the engine body taken along the - line in FIG. 1. Figure 3 is an exploded perspective view of the valve operating mechanism for the second intake valve and the suspension mechanism, Figure 4 is a cross-sectional view of the suspension mechanism, and Figure 5 is the corresponding arrangement of the trigger plate with the rocker shaft and timing piston. 6 is an exploded perspective view of the first intake valve mechanism, and FIG. 7 is a simplified longitudinal sectional view of the carburetor as seen from the - line in FIG. 1. 2 1 ... first intake valve port, 2 2 ... second intake valve port,
4...Camshaft, 6...Operation stop mechanism, 7...
... Valve mechanism, 18, 19 ... Rotsuka arm, 29
... Synchro pin, 40 ... Hydraulic chamber, C ... Carburetor as an intake controller, E ... Internal combustion engine main body,
Ps 1 ...First intake port, Ps 2 ...Second intake port, S...Cylinder, Vs 1 ...First intake valve, Vs 2 ...
Second intake valve, Vt 1 ...Primary throttle valve, Vt 2 ...
…Secondary throttle valve, W 1 …Primary intake path, W 2 …
...Secondary intake tract.

Claims (1)

【特許請求の範囲】[Claims] １ 内燃機関本体Ｅには、その１つの気筒Ｓに対
して、第１吸気弁口２1に連なる第１吸気ポート
Ps1と、第２吸気弁口２2に連なる第２吸気ポート
Ps2とが少なくとも設けられ、一次吸気道W1を開
閉する一次スロツトル弁Vt1と機関の高負荷運転
時に二次吸気道W2を開放すべく作動する二次ス
ロツトル弁Vt2とを備える吸気制御器Ｃが、前記
両吸気ポートPs1，Ps2に連結され、第１および第
２吸気弁口２1，２2には、それら２1，２2を開閉
する第１および第２吸気弁Vs1，Vs2がそれぞれ
設けられる内燃機関において、前記第１吸気ポー
トPs1および第２吸気ポートPs2は、前記吸気制御
器Ｃの一次および二次吸気道W1，W2に相互に独
立して連結され、第１吸気弁Vs1には、機関運転
時に該吸気弁Vs1を常時駆動すべくカムシヤフト
４を含む動弁機構７が連動、連結され、第２吸気
弁Vs2に連動、連結されるロツカアーム１９と、
前記カムシヤフト４に連動、連結されながら前記
ロツカアーム１９に隣接して配置されるロツカア
ーム１８との間には、両ロツカアーム１８，１９
を連結する位置と前記二次スロツトル弁Vt2の閉
弁時に両ロツカアーム１８，１９の連結状態を解
除する位置との間で移動可能なシンクロピン２９
と、該シンクロピン２９を駆動する油圧力を発揮
するための油圧室４０とを備える作動休止機構６
が設けられることを特徴とする内燃機関の弁作動
休止装置。1 The internal combustion engine main body E has a first intake port connected to the first intake valve port 21 for one cylinder S.
Ps 1 and the second intake port connected to the second intake valve port 2 2
Ps 2 , and includes a primary throttle valve Vt 1 that opens and closes the primary intake passage W 1 and a secondary throttle valve Vt 2 that operates to open the secondary intake passage W 2 during high load operation of the engine. A controller C is connected to both the intake ports Ps 1 and Ps 2 , and the first and second intake valves 2 1 and 2 2 are provided with first and second intake valves that open and close the intake ports 2 1 and 2 2 . In an internal combustion engine provided with Vs 1 and Vs 2 , the first intake port Ps 1 and the second intake port Ps 2 are mutually independent from the primary and secondary intake paths W 1 and W 2 of the intake controller C. A valve operating mechanism 7 including a camshaft 4 is linked and connected to the first intake valve Vs 1 to constantly drive the intake valve Vs 1 during engine operation, and linked to the second intake valve Vs 2 . A connected Rotsuka arm 19,
Both rocker arms 18, 19 are interlocked and connected to the camshaft 4 and disposed adjacent to the rocker arm 19.
a synchro pin 29 that is movable between a position where the locker arms 18 and 19 are disconnected when the secondary throttle valve Vt 2 is closed;
and a hydraulic chamber 40 for exerting hydraulic pressure to drive the synchro pin 29.
1. A valve operation stop device for an internal combustion engine, characterized in that it is provided with:
JP59003061A 1984-01-11 1984-01-11 Apparatus for interrupting valve operation in internal-combustion engine Granted JPS60147535A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59003061A JPS60147535A (en) 1984-01-11 1984-01-11 Apparatus for interrupting valve operation in internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59003061A JPS60147535A (en) 1984-01-11 1984-01-11 Apparatus for interrupting valve operation in internal-combustion engine

Publications (2)

Publication Number Publication Date
JPS60147535A JPS60147535A (en) 1985-08-03
JPH037005B2 true JPH037005B2 (en) 1991-01-31

Family

ID=11546808

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59003061A Granted JPS60147535A (en) 1984-01-11 1984-01-11 Apparatus for interrupting valve operation in internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS60147535A (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5656941A (en) * 1979-10-16 1981-05-19 Mitsubishi Motors Corp Engine having mechanism for stopping operation of valve

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5656941A (en) * 1979-10-16 1981-05-19 Mitsubishi Motors Corp Engine having mechanism for stopping operation of valve

Also Published As

Publication number Publication date
JPS60147535A (en) 1985-08-03

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