JPS6119926A - Intake-air device in internal-combustion engine provided with valve resting mechanism - Google Patents

Intake-air device in internal-combustion engine provided with valve resting mechanism

Info

Publication number
JPS6119926A
JPS6119926A JP59140066A JP14006684A JPS6119926A JP S6119926 A JPS6119926 A JP S6119926A JP 59140066 A JP59140066 A JP 59140066A JP 14006684 A JP14006684 A JP 14006684A JP S6119926 A JPS6119926 A JP S6119926A
Authority
JP
Japan
Prior art keywords
intake
valve
length
pipe
engine
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.)
Granted
Application number
JP59140066A
Other languages
Japanese (ja)
Other versions
JPH0318005B2 (en
Inventor
Yoshio Ajiki
安食　嘉夫
Shigemasa Kajiwara
梶原　滋正
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 JP59140066A priority Critical patent/JPS6119926A/en
Publication of JPS6119926A publication Critical patent/JPS6119926A/en
Publication of JPH0318005B2 publication Critical patent/JPH0318005B2/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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0284—Rotary slide 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0278—Multi-way valves
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

PURPOSE:To improve the torque characteristic of an engine over a wide operational range, by changing the length of a first intake-air pipe connected to a first intake-air port between a length equal to the length of a second intake-air pipe connected to a second intake-air port and a length longer than the latter. CONSTITUTION:In an engine in which each engine cylinder has two intake valves, a second intake valve is made inoperative by means of a hydraulic control device 9 during low speed operation while a first intake valve V1 alone carries out its opening and closing operation with the timing suiable for the low speed operation. There is provided in a first intake-air pipe a selector valve 26 for changing over the communication of the first intake-air pipe so that the latter is communicated with an opening 18 which is communicated with an air chamber 12 at a position where the first intake-air pipe has a length equal to the length of a second intake-air pipe 11 connected to the second intake valve, or with an opening 18 in a pipe 15 which is communicated directly with a hole 16 for the pipe 15 which is communicated directly with a hole 16 for the air chamber 12. The valve 26 is operated such that the opening 18 is closed upon low speed operation while the opening 20 is opened to make the length of the pipe longer, but when the engine speed becomes higher than its intermediate speed, the second intake valve is operated, and the selector valve is changed over to make the length of the first intake-air pipe equal to that of the second intake-air pipe.

Description

【発明の詳細な説明】 Ａ。発明の目的 （１）　　産業上の利用分野 本発明は、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吸気ポートとが設けられ、第１および第２
吸気弁口にそれぞれ配設される第１および第２吸気弁を
開閉駆動するための動弁装置には、第１吸気弁のみを開
閉駆動する状態と、第１および第２吸気弁をともに開閉
駆動する状態とを切換可能なバルブ休止機構が備えられ
５前記第１および第２吸気ポートには、吸気管がそれぞ
れ個別に接続されるバルブ休止機構付内燃機関の吸気装
置に関する。DETAILED DESCRIPTION OF THE INVENTION A. Object of the Invention (1) Industrial Field of Application The present invention provides an internal combustion engine with 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 of the internal combustion engine main body. An intake port is provided, the first and second
The valve operating device for opening and closing the first and second intake valves respectively arranged at the intake valve port has two states: one in which only the first intake valve is opened and closed, and the other in which both the first and second intake valves are opened and closed. The present invention relates to an intake system for an internal combustion engine with a valve deactivation mechanism, which is provided with a valve deactivation mechanism capable of switching between driving states, and in which intake pipes are individually connected to the first and second intake ports.

（２）従来の技術 従来、上記内燃機関では、運転態様に応じて作動バルブ
数、開弁タイミングおよびバルブリフト量ど変化させる
ことにより、トルクの向上を図るようにしている。(2) Prior Art Conventionally, in the internal combustion engine described above, torque has been improved by changing the number of operating valves, valve opening timing, valve lift amount, etc., depending on the operating mode.

ところで、４サイクル内燃機関の吸入工程では、気筒内
に生じた負圧と大気圧との差によって吸気管内の気柱が
加速、され、気筒内でピストンが下死点を過ぎても、気
柱は慣性のために気筒内に流れ込み、その都度ヘッドが
静圧上昇に変わり、気筒内への充填量が増加する。これ
は吸気管の慣性効果として良く知られたものであり、内
燃機関の設計にあたっては、所定の機関回転数において
その慣性効果を最大に利用して、容積効率最大ひいては
トルク最大となるように、吸気弁の閉弁時期と吸気管長
とを設定しており、従来では機関高速運転に対応して、
第１および第２吸気ポートに連なる画成気管の長さを同
一に定めている。By the way, during the intake stroke of a four-stroke internal combustion engine, the air column in the intake pipe is accelerated by the difference between the negative pressure generated in the cylinder and atmospheric pressure, and even if the piston passes the bottom dead center in the cylinder, the air column flows into the cylinder due to inertia, and each time the head changes to static pressure rise, the amount of filling into the cylinder increases. This is well known as the inertia effect of the intake pipe, and when designing an internal combustion engine, the inertia effect is maximized at a given engine speed to maximize volumetric efficiency and, therefore, torque. The intake valve closing timing and intake pipe length are set, and in the past, in response to high-speed engine operation,
The lengths of the defined tracheas connected to the first and second intake ports are set to be the same.

（３）　　発明が解決しようとする問題点上記慣性効果
によれば、機関の低速運転時に、開閉作動する吸気弁に
対応した吸気管長を長くすることにより、機関の低速運
転時のトルクを向上させることができる。(3) Problems to be solved by the invention According to the above inertia effect, by increasing the length of the intake pipe corresponding to the intake valve that opens and closes when the engine is operating at low speed, the torque during low-speed operation of the engine can be improved. be able to.

本発明は、上記事情に鑑みてなされたものであり、機関
低速運転時には開閉作動している吸気弁に対応した吸気
管長を長くすることにより、低速から高速域にわたる広
い範囲でトルクの向上を図ったバルブ休止機構付内燃機
関の吸気装置を提蚕することを目的とする。The present invention was made in view of the above circumstances, and aims to improve torque over a wide range from low speeds to high speeds by increasing the length of the intake pipe corresponding to the intake valve that opens and closes when the engine is operating at low speeds. The purpose of this invention is to develop an intake system for an internal combustion engine with a valve deactivation mechanism.

Ｂ。発明の構成 （１）問題点を解決するための手段 本発明によｎば、第１吸気ポートに接続される第１吸気
管は、第２吸気ポートに接続される第２吸気管とほぼ同
一長さの管路長と、それよりも長い管路長とを切換可能
に構成され、その管路長を切換えるための切換手段は、
機関の低速運転から中、高速運転への運転態様の変化に
応じて、第１吸気管の管路長を短い方にすべく作動する
ように構成される。B. Arrangement of the Invention (1) Means for Solving Problems According to the present invention, the first intake pipe connected to the first intake port is substantially the same as the second intake pipe connected to the second intake port. The pipe length is configured to be switchable between a longer pipe length and a longer pipe length, and the switching means for switching the pipe length is
The first intake pipe is configured to operate to shorten the length of the first intake pipe in response to a change in the operating mode of the engine from low speed operation to medium to high speed operation.

（２）作　用 機関の低速運転時には、第１吸気管の管路長は長くされ
ており、機関が低速運転から中、高速運転へと運転態様
を変化させたときに、第１吸気管の管路長は第２吸気管
とほぼ同一となるように短くされる。(2) Effect When the engine is operating at low speed, the pipe length of the first intake pipe is lengthened, and when the engine changes from low speed operation to medium to high speed operation, the length of the first intake pipe is increased. The pipe length is shortened to be approximately the same as the second intake pipe.

（３）実施例 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図および第２図において、この内燃機関は、
燃料噴射式多気筒内燃機関であり、内燃機関本体１には
、各気筒こＬに対して、第１吸気弁口〃１に連なる第１
吸気ポートＰ１と、第２吸気弁口Ｈ２に連なる第２吸気
ポートＰ２とがそれぞれ設けられ、第１および第２吸気
弁口〃１゜Ｈ２には第１および第２吸気弁Ｖ１．ｙ２が
配役される。また、内燃機関本体１には、各気筒ＣＬに
対して一対の排気ポート（図示せず）が設けられており
、各排気ポートに対応して排気弁（図示せず）がそれぞ
れ配設されるが、各排気弁は、第１および第２吸気弁Ｉ
１１．Ｖ２と同様の作動をするものであり、以下、内燃
機関の吸気系のみについて説明し、排気弁を含む排気系
についての詳細な説明を省略する。(3) Embodiment An embodiment of the present invention will be explained below with reference to the drawings. First, in FIGS. 1 and 2, this internal combustion engine is
This is a fuel injection type multi-cylinder internal combustion engine, and the internal combustion engine main body 1 has a first intake valve port connected to the first intake valve port 1 for each cylinder L.
An intake port P1 and a second intake port P2 connected to the second intake valve port H2 are respectively provided, and the first and second intake valves V1. y2 is cast. Further, the internal combustion engine main body 1 is provided with a pair of exhaust ports (not shown) for each cylinder CL, and an exhaust valve (not shown) is provided corresponding to each exhaust port. However, each exhaust valve is connected to the first and second intake valves I
11. It operates in the same way as the V2, and hereinafter only the intake system of the internal combustion engine will be explained, and detailed explanation of the exhaust system including the exhaust valve will be omitted.

第３図を併せて参照して、各気筒ＣＬの第１および第２
吸気弁Ｖ１．Ｖ２は閉弁方向すなわち上方にばね付勢さ
れており、動弁装置２によって下方に押圧されることに
より開弁する。Referring also to FIG. 3, the first and second
Intake valve V1. V2 is biased by a spring in the valve closing direction, that is, upward, and is opened by being pressed downward by the valve train 2.

この動弁装置２は、機関の回転に同期して％の回転比で
駆動されるカムシャフト３に一体的に設けられた低速用
カムＣ１および高速用カムＣ３と、カムシャフト３と平
行に固定配置されるロッカシャフト４で揺動可能に枢支
される第１．第２および第３０ツカアームＡ１．Ａ２　
、Ａ３とを備え、前記両カムｃ１．ｃ３間でカムシャフ
ト３には***部Ｃ２が一体的に設けられる。This valve train 2 has a low-speed cam C1 and a high-speed cam C3 that are integrally provided on a camshaft 3 that is driven at a rotation ratio of % in synchronization with the rotation of the engine, and are fixed in parallel with the camshaft 3. The first. 2nd and 30th arm A1. A2
, A3, and both the cams c1. A raised portion C2 is integrally provided on the camshaft 3 between c3.

低速用カムＣ１は第１吸気弁〆１に対応する位置でカム
シャフト３に一体的に設けられ、***部Ｃ２は第２吸気
弁Ｖ２に対応する位置でカムシャフト３に一体的に設け
られる。また高速用カムＣ３は、低速用カムＣ１および
***部０２間、すなわち第１および第２吸気弁ｖ１．Ｖ
’１間に対応する位置でカムシャフト３に一体的に設け
られる。しかも、低速用カムＣ１は機関の低、中速運転
時に対応した形状を有するものであり、カムシャフト３
の半径方向に沿う外方への突出量が比較的小さい高位部
を有する。また***部Ｃ２は第２吸気弁Ｖ２の動作を規
制するものであシ、カムシャフト３と同心の真円状に形
成される。さらに、高速用カムＣ３は機関の高速運転時
に対応した形状を有するものであり、カムシャフト３の
半径方向外方への突出量および中心角範囲を低速用かム
Ｃ１の前記高位部よりも大とした高位部を有する。The low-speed cam C1 is integrally provided on the camshaft 3 at a position corresponding to the first intake valve 1, and the raised portion C2 is integrally provided on the camshaft 3 at a position corresponding to the second intake valve V2. Further, the high speed cam C3 is located between the low speed cam C1 and the raised portion 02, that is, the first and second intake valves v1. V
It is integrally provided on the camshaft 3 at a position corresponding to the space between '1'. Moreover, the low speed cam C1 has a shape suitable for low and medium speed operation of the engine, and the cam C1 has a shape suitable for low and medium speed operation of the engine.
It has a high portion with a relatively small amount of outward protrusion along the radial direction. The raised portion C2 restricts the operation of the second intake valve V2, and is formed in a perfect circle concentrically with the camshaft 3. Furthermore, the high-speed cam C3 has a shape suitable for high-speed operation of the engine, and the radially outward protrusion amount and center angle range of the camshaft 3 are made larger than the above-mentioned high portion of the low-speed cam C1. It has a high-ranking part.

第１および第２０ツカアーム、（１、Ａ’ｌは、基本的
に同一形状に形成され、第１および第２吸気弁Ｖ１　、
ｖ２の上端に当接すべく、ロッカシャフト４に揺動可能
に枢支される。第３０ツカアームＡ３は、第１および第
２０ツカアーム、４１　、Ａ’１間でロッカシャフト４
に枢支される。しかも、第３０ツカアームΔ３は図示し
ないばねにより、高速用カムＣ３に常時当接すべく上方
に付勢される。The first and 20th lever arms (1, A'l) are basically formed in the same shape, and the first and second intake valves V1,
It is pivotably supported on the rocker shaft 4 so as to come into contact with the upper end of the rocker shaft 4. The 30th lever arm A3 is connected to the rocker shaft 4 between the first and 20th lever arms 41 and A'1.
is supported by In addition, the 30th claw arm Δ3 is urged upward by a spring (not shown) so as to constantly come into contact with the high-speed cam C3.

このような動弁装置２には、ロッカシャフト４内に設け
られた油路５を介して、作動油圧が供給されたときに、
第１〜第３０ツカアームＡ１〜Ａ３を一体的に連結し、
作動油圧が供給されなければ、第１〜第３０ツカアーム
Δ１〜Ａ３の相対角変位を可能とするように構成された
パルプ休止機構６が付設される。このバルブ休止機構６
によって、第１〜第３０ツカアームＡ１〜Ａ３が一体的
に連結されたときには、高速用カムＣ３によって第３０
ツカアームＡ３が揺動するのに伴って、第１および第２
０ツカアームＡ２が揺動し、第１および第２吸気弁Ｖ１
’、Ｖ２が開弁時期を早くしかつリフト量を大にして開
閉作動する。また第１〜第３０ツカアームＡ１〜Ａ３の
相対角変位を許容するような状態では、低速用カムＣ１
の回転に応じて第１０ツカアームＡ１が揺動じ、第１吸
気弁Ｖ１が開弁時期を遅くしかつリフト量を小にして開
閉作動する。この際、第２０ツカアームΔ２は***部Ｃ
２に摺接したままで揺動せず、第２吸気弁Ｖ２は閉弁し
たままである。When hydraulic pressure is supplied to such a valve train 2 through an oil passage 5 provided in the rocker shaft 4,
The first to 30th arm arms A1 to A3 are integrally connected,
A pulp pause mechanism 6 is provided that is configured to allow relative angular displacement of the first to thirtieth claw arms Δ1 to A3 if hydraulic pressure is not supplied. This valve stop mechanism 6
Therefore, when the first to 30th lever arms A1 to A3 are integrally connected, the 30th lever arm is connected by the high speed cam C3.
As the hook arm A3 swings, the first and second
The zero tension arm A2 swings, and the first and second intake valves V1
', V2 opens and closes the valve by increasing the valve opening timing and increasing the lift amount. In addition, in a state that allows relative angular displacement of the first to 30th lever arms A1 to A3, the low speed cam C1
The tenth lever arm A1 swings in response to the rotation of the first intake valve V1, and the first intake valve V1 opens and closes by delaying the opening timing and reducing the lift amount. At this time, the 20th lever arm Δ2 is attached to the raised portion C.
2 and does not swing, and the second intake valve V2 remains closed.

前記油路５と油圧供給源７とを結ぶ管路８の途中には、
油圧供給源７からの作動油圧を・くルブ休止機構６に供
給する状態と、・くルブ休止機構６の油圧を解放する状
態との切換を行なうための電磁切換弁９が設けられる。In the middle of the pipe line 8 connecting the oil line 5 and the hydraulic pressure supply source 7,
An electromagnetic switching valve 9 is provided for switching between a state in which the hydraulic pressure from the hydraulic pressure supply source 7 is supplied to the valve stop mechanism 6 and a state in which the hydraulic pressure in the valve stop mechanism 6 is released.

この電磁切換弁９は、機関が低、中速運転状態にあると
きには、パルプ休止機構６の油圧を解放する状態にあり
、機関が低。This electromagnetic switching valve 9 is in a state to release the oil pressure of the pulp stop mechanism 6 when the engine is in a low or medium speed operating state, and the engine is in a low speed state.

中速運転から高速運転に切換わるときに、パルプ休止機
構６に作動油圧を供給すべく切換作動せしめられる。When switching from medium-speed operation to high-speed operation, the switching operation is performed to supply hydraulic pressure to the pulp pause mechanism 6.

各気筒ＣＬの一対の排気弁についても、画成気弁Ｖ１．
Ｖ２に関連した動弁装置２およびパルプ休止機構６と同
様のものが設けられる。Regarding the pair of exhaust valves of each cylinder CL, the definition valve V1.
The same valve train 2 and pulp stop mechanism 6 as related to V2 are provided.

したがって、機関が低、中速運転状態にあるときには、
第１吸気弁Ｖ１と一方の排気弁のみが開閉作動し、機関
の運転状態が高速になると、画成気弁Ｖ１．Ｖ２および
両排気弁が開閉作動する。Therefore, when the engine is operating at low or medium speeds,
Only the first intake valve V1 and one exhaust valve open and close, and when the engine is running at high speed, the defined intake valve V1. V2 and both exhaust valves open and close.

しかも開弁時期およびリフト量は、機関が低、中速運転
状態にあるときと、高速運転状態にあるときとでは異り
、機関の低、中速トルクおよび高速トルクをともに向上
するように開弁時期およびリフト量がそれぞれ設定され
ている。Moreover, the valve opening timing and lift amount are different when the engine is operating at low and medium speeds and when it is operating at high speeds, and the valve opening timing and lift amount are different when the engine is operating at low and medium speeds and when the engine is operating at high speeds. The valve timing and lift amount are each set.

内燃機関本体１における各気筒ＣＬの第１吸気ポートＰ
１には第１吸気管１０がそれぞれ接続され、第２吸気ポ
ートＰ２には第２吸気管１１がそれぞれ接続される。し
かも、各気筒ＣＬの第１および第２吸気管１ｏ、ｉｉは
、内燃機関本体１の気筒配列方向に沿って長く延びるエ
アチャンバ１２に共通に接続される。First intake port P of each cylinder CL in the internal combustion engine main body 1
1 are connected to the first intake pipes 10, and the second intake ports P2 are connected to the second intake pipes 11, respectively. Furthermore, the first and second intake pipes 1o and ii of each cylinder CL are commonly connected to an air chamber 12 that extends long along the cylinder arrangement direction of the internal combustion engine main body 1.

エアチャンバ１２の内燃機関本体１側の側面下部には複
数の接続口１３が設けられ、各気筒Ｃ’Ｌに対応した第
２吸気管１１は接続口１３にそれぞれ接続される。また
、第１吸気管１０は、第２吸気管１１と一体的に形成さ
れた吸気管部１４と、エアチャンバ１２と一体的に設け
られた吸気管部１５とが相互に接続されて成る。一方の
吸気管部１５は、内燃機関本体１とは反対側のエアチャ
ンバ１２の側面に開口した流出０１６からエアチャンバ
１２の底部を経て前記接続口１３の下方に接続口１１が
位置するよ５に形成され、他方の吸気管部１４はその接
続口１７に接続される。A plurality of connection ports 13 are provided at the lower side of the air chamber 12 on the internal combustion engine main body 1 side, and the second intake pipes 11 corresponding to each cylinder C'L are connected to the connection ports 13, respectively. Further, the first intake pipe 10 is formed by interconnecting an intake pipe section 14 formed integrally with the second intake pipe 11 and an intake pipe section 15 provided integrally with the air chamber 12. One intake pipe section 15 has a connection port 11 located below the connection port 13 from an outflow 016 opened on the side of the air chamber 12 opposite to the internal combustion engine main body 1 through the bottom of the air chamber 12. The other intake pipe section 14 is connected to the connection port 17 thereof.

第４図を併せて参照して、エアチャンバ１２の底部には
、一方の吸気管部１５の途中に連通し得ルヨうＫして、
開口部１８が設けられる。この開口部１８から吸気管部
１４を経て第１吸気ポートＰ１１１Ｃ至るまでの吸気管
長は、接続口１３がら第２吸気管１１を経て第２吸気ポ
ートＰ２に至るまでの吸気管長とほぼ同一に設定される
。Referring also to FIG. 4, there is a hole at the bottom of the air chamber 12 that can communicate with the middle of one of the intake pipe sections 15.
An opening 18 is provided. The length of the intake pipe from the opening 18 to the first intake port P111C via the intake pipe section 14 is set to be approximately the same as the length of the intake pipe from the connection port 13 to the second intake port P2 via the second intake pipe 11. be done.

第１吸気管１０における吸気管部１５の途中には、開口
部１８のみを第１吸気ポートＰ１に連通させる状態と、
流出０１６のみを第１吸気ポートＰ１に連結させる状態
とを切換えるための切換手段１９が設けられる。この切
換手段１９は、吸入管部１５の途中の開口部１８に対応
する位置に配置される切換弁２０と、その切換弁２ｏを
駆動するためのアクチュエータ２１とを含む。In the middle of the intake pipe portion 15 of the first intake pipe 10, only the opening 18 is communicated with the first intake port P1;
A switching means 19 is provided for switching between a state in which only the outflow 016 is connected to the first intake port P1. This switching means 19 includes a switching valve 20 disposed at a position corresponding to the opening 18 in the middle of the suction pipe section 15, and an actuator 21 for driving the switching valve 2o.

第５図において、切換弁２０は、各開口部１８に対応し
て配置される複数の弁体２２を駆動棒２３で連結して構
成される。弁体２２は、一対の円板２４．２５の端縁を
閉塞板２６で連結して構成され、閉塞板２６の横断面形
状は半月状に形成さ扛る。客弁体２２は、開口部１８に
対応する位置で吸気管部１５の上下両面に形成された円
弧状の支持部２７で回転自在に支承され、閉塞板２６は
開口部１８を第２図で示すように塞ぐことができるとと
もに、弁体２２を９０度回動したときには、吸気管部１
５の流出口１６側を塞ぐことができる。In FIG. 5, the switching valve 20 is constructed by connecting a plurality of valve bodies 22 arranged corresponding to each opening 18 with a drive rod 23. As shown in FIG. The valve body 22 is constructed by connecting the edges of a pair of discs 24 and 25 with a closing plate 26, and the cross-sectional shape of the closing plate 26 is formed in a half-moon shape. The guest valve body 22 is rotatably supported by an arc-shaped support portion 27 formed on both upper and lower surfaces of the intake pipe portion 15 at a position corresponding to the opening portion 18, and the closing plate 26 supports the opening portion 18 as shown in FIG. As shown, when the valve body 22 is rotated 90 degrees, the intake pipe portion 1
The outlet 16 side of 5 can be closed.

アクチュエータ２１は、たとえばロータリンレノイドで
あり、このアクチュエータ２１に駆動棒２３が連結され
る。しかも、アクチュエータ２１は、機関が低速運転状
態にあるときには、弁体２２で開口部１８を塞ぐように
作動し、機関が低速から中、高速運転状態に移動すると
きには、第６図で示すように、開口部１８を開放し、流
出口１６側を弁体２２で塞ぐように作動する。The actuator 21 is, for example, a rotary lenoid, and a drive rod 23 is connected to the actuator 21 . Furthermore, the actuator 21 operates so that the valve body 22 closes the opening 18 when the engine is in a low speed operating state, and when the engine moves from a low speed to a medium to high speed operating state, as shown in FIG. , opens the opening 18 and closes the outlet 16 side with the valve body 22.

したがって、第１吸気管１０の吸気管長は、機関が低速
運転状態にあるときには、流出口１６から第１吸気ポー
トＰ１に至るまでの長い距離となり、機関が中、高速運
転状態になると、開口部１８から第１吸気ポートＰ１に
至るまでの短く、かつ第２吸気管１１とほぼ同一の長さ
となる。Therefore, the intake pipe length of the first intake pipe 10 is a long distance from the outlet port 16 to the first intake port P1 when the engine is in a low speed operating state, and when the engine is in a medium or high speed operating state, the length of the first intake pipe 10 is long. 18 to the first intake port P1, and is approximately the same length as the second intake pipe 11.

各第１吸気管１０における吸気管部１４の途中には、第
１吸気ポートＰ１に向けて燃料噴射弁Ｖｌが配設され、
機関の運転状態に対応して燃料噴射弁ＶＦから第１吸気
ポートＰ１内に燃料が噴射される。A fuel injection valve Vl is disposed in the middle of the intake pipe portion 14 of each first intake pipe 10 toward the first intake port P1,
Fuel is injected into the first intake port P1 from the fuel injection valve VF in accordance with the operating state of the engine.

次にこの実施例の作用について説明すると、先ず機関が
低速運転状態にあるときには、切換手段１９により第１
吸気管１０の管路長が長くされるとともに、バルブ休止
機構６により第２吸気弁Ｖ２の作動が休止され、第１吸
気弁Ｖ１のみが開閉作動される。これにより、開弁時期
およびリフト量の設定に伴ってトルクが向上するととも
に、第１吸気管１０の慣性効果増大により、さらにトル
クが向上する。Next, the operation of this embodiment will be explained. First, when the engine is in a low speed operating state, the switching means 19 switches the first
The length of the intake pipe 10 is lengthened, the operation of the second intake valve V2 is stopped by the valve stop mechanism 6, and only the first intake valve V1 is opened and closed. As a result, the torque is improved by setting the valve opening timing and lift amount, and the torque is further improved by increasing the inertial effect of the first intake pipe 10.

機関が低速から中速運転に移行すると５第２吸気弁Ｖ２
の作動は休止したままであるが、切換手段１９の働きに
より、第１吸気管１０の管路長は短くなる。さらに、機
関が中速から高速運転に移行すると、バルブ休止機構６
により各ロッカアーム、４１．Ａ２．Ａ３が連結され、
第１および第２吸気弁ｐ’１．ｒｔ２がともに開閉作動
するようになる。この際、第１吸気管１０の管路長は、
第２吸気管１１とほぼ同一の短い長さになっており、そ
の長さは高速運転に対応した適切な長さに設定されてい
るので、高出力を得ることができる。When the engine shifts from low speed to medium speed operation, the 5th second intake valve V2
Although the operation of the first intake pipe 10 remains inactive, the length of the first intake pipe 10 is shortened by the action of the switching means 19. Furthermore, when the engine shifts from medium speed to high speed operation, the valve stop mechanism 6
According to each rocker arm, 41. A2. A3 is connected,
First and second intake valves p'1. rt2 will both open and close. At this time, the pipe length of the first intake pipe 10 is
It has a short length that is almost the same as the second intake pipe 11, and the length is set to an appropriate length corresponding to high-speed operation, so that high output can be obtained.

このような作用による内燃機関の出力ＰおよびトルクＴ
への影響全図示すると、第７図のようになる。この第７
図において、ＡＴ　、ＢＴ　、ＣＴはトルク特性を示し
、Ａｐ　、Ｂｐ’、Ｃｐは出力特性を示し、境界Ｌ１は
管路長の長短変化位置を示し、境界Ｌ２は作動バルブ数
の変化位置を示す。The output P and torque T of the internal combustion engine due to these effects
Figure 7 shows the full effect on the system. This seventh
In the figure, AT, BT, and CT indicate torque characteristics, Ap, Bp', and Cp indicate output characteristics, boundary L1 indicates the position where the length of the pipe changes, and boundary L2 indicates the position where the number of operating valves changes. .

第７図において、出力Ｐについては、高速運転域で吸気
管路長を短くして高出力が得られ、またトルクＰについ
ては中速域でＢＴで示すようにトルクビークが低回転側
にずれ、低速域ではＣＴで示すようにトルクビークがさ
らに低回転側にずれる。この結果、低速から高速域まで
の広い範囲にわたってトルクの向上が図られる。In FIG. 7, regarding the output P, high output is obtained by shortening the intake pipe length in the high speed operating range, and regarding the torque P, the torque peak shifts to the low rotation side as shown by BT in the medium speed range, In the low speed range, the torque peak shifts further to the low rotation side as shown by CT. As a result, torque can be improved over a wide range from low speeds to high speeds.

Ｃ９発明の効果 以上のように本発明によれば、第１吸気ポートに接続さ
れる第１吸気管は、第２吸気ポートに接続される第２吸
気管とほぼ同一長さの管路長と、それよりも長い管路長
とを切換可能に構成され、その管路長を切換えるための
切換手段は、機関の低速運転から中、高速運転への運転
態様の変化に応じて、第１吸気管の管路長を短い方にす
べく作動するように構成されるので、機関の低速運転時
に吸気管の慣性効果を増大してトルクを向上させること
ができるとともに、中、高速運転時にもその速度に対応
した適切な長さの吸気管によりトルクの向上を図ること
ができる。この結果、バルブ休止機構の働きとも相俟っ
て、機関の低速から高速までの幅広い運転域にわたって
トルクの向上を図ることができる。C9 Effects of the Invention As described above, according to the present invention, the first intake pipe connected to the first intake port has a pipe length that is approximately the same as the second intake pipe connected to the second intake port. , a longer pipe length, and the switching means for switching the pipe length is configured such that the first intake air Since it is configured to operate to shorten the length of the pipe, it is possible to increase the inertia effect of the intake pipe and improve torque when the engine is running at low speeds, and it can also be used to shorten the length of the pipe when the engine is running at low speeds. Torque can be improved by providing an intake pipe with an appropriate length depending on the speed. As a result, together with the function of the valve stop mechanism, it is possible to improve torque over a wide operating range of the engine from low speed to high speed.

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

図面は本発明の一実施例を示すものであり、第１図は要
部平面図、第２図は第１図のｎ　−ｎ線断面図、第３図
は第２図の■矢視拡大図、第４図は第１図の１〜ｒ−■
線断面図、第５図は切換弁の斜視図、第６図は切換手段
が作動した状態を示すための第２図に対応した断面図、
第７図は本発明に従う内燃機関の特性図である。 １・・・内燃機関本体、２・・・動弁装置、６・・・バ
ルブ休止機構、１叶・・第１吸気管、１１・・・第２吸
気管、１９・・切換手段 ＣＬ・・気筒、Ｈｌ・・・第１吸気弁口、Ｈ２・・・第
２吸気弁口、Ｐｌ・・・第１吸気ポート、Ｐ２・・・第
２吸気ポート、Ｖｌ・・・第１吸気弁、Ｖ２・・・第２
吸気弁特許出願人　本田技研工業株式会社 第７図 回転数The drawings show one embodiment of the present invention, and FIG. 1 is a plan view of the main part, FIG. 2 is a sectional view taken along the line n-n of FIG. 1, and FIG. 3 is an enlarged view of FIG. Figure 4 is 1 to r-■ of Figure 1.
A line sectional view, FIG. 5 is a perspective view of the switching valve, and FIG. 6 is a sectional view corresponding to FIG. 2 showing a state in which the switching means is activated.
FIG. 7 is a characteristic diagram of the internal combustion engine according to the present invention. DESCRIPTION OF SYMBOLS 1... Internal combustion engine main body, 2... Valve train, 6... Valve stop mechanism, 1... First intake pipe, 11... Second intake pipe, 19... Switching means CL... Cylinder, Hl...first intake valve port, H2...second intake valve port, Pl...first intake port, P2...second intake port, Vl...first intake valve, V2 ...Second
Intake valve patent applicant Honda Motor Co., Ltd. Figure 7 Rotational speed

Claims (2)

【特許請求の範囲】[Claims] （１）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吸気ポートとが設けられ、第１および第２吸気
弁口にそれぞれ配設される第１および第２吸気弁を開閉
駆動するための動弁装置には、第１吸気弁のみを開閉駆
動する状態と、第１および第２吸気弁をともに開閉駆動
する状態とを切換可能なバルブ休止機構が備えられ、前
記第１および第２吸気ポートには、吸気管がそれぞれ個
別に接続されるバルブ休止機構付内燃機関の吸気装置に
おいて、前記第１吸気ポートに接続される第１吸気管は
、第２吸気ポートに接続される第２吸気管とほぼ同一長
さの管路長と、それよりも長い管路長とを切換可能に構
成され、その管路長を切換えるための切換手段は、機関
の低速運転から中、高速運転への運転態様の変化に応じ
て、第１吸気管の管路長を短い方にすべく作動するよう
に構成されることを特徴とするバルブ休止機構付内燃機
関の吸気装置。(1) The internal combustion engine has a first cylinder for each cylinder.
A first intake port connected to the intake valve port and a second intake port connected to the second intake valve port are provided, and the first and second intake valves respectively arranged at the first and second intake valve ports are opened and closed. The valve train for driving is equipped with a valve stop mechanism capable of switching between a state in which only the first intake valve is driven to open and close, and a state in which both the first and second intake valves are driven to open and close. In an intake system for an internal combustion engine with a valve deactivation mechanism, in which intake pipes are individually connected to the second intake port, the first intake pipe connected to the first intake port is connected to the second intake port. The length of the pipe is approximately the same as that of the second intake pipe, and the length of the pipe is longer than that of the second intake pipe. An intake system for an internal combustion engine with a valve stop mechanism, characterized in that it is configured to operate to shorten the length of the first intake pipe in response to a change in operating mode to high-speed operation. （２）前記バルブ休止機構は、機関の低、中速運転から
高速運転への運転態様の変化に応じて第１および第２吸
気弁を開閉作動させるべく構成されることを特徴とする
特許請求の範囲第（１）項記載のバルブ休止機構付内燃
機関の吸気装置。(2) A patent claim characterized in that the valve stop mechanism is configured to open and close the first and second intake valves in response to a change in the operating mode of the engine from low or medium speed operation to high speed operation. An intake system for an internal combustion engine with a valve deactivation mechanism according to item (1).
JP59140066A 1984-07-06 1984-07-06 Intake-air device in internal-combustion engine provided with valve resting mechanism Granted JPS6119926A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59140066A JPS6119926A (en) 1984-07-06 1984-07-06 Intake-air device in internal-combustion engine provided with valve resting mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59140066A JPS6119926A (en) 1984-07-06 1984-07-06 Intake-air device in internal-combustion engine provided with valve resting mechanism

Related Child Applications (2)

Application Number Title Priority Date Filing Date
JP62266819A Division JPH0610430B2 (en) 1987-10-22 1987-10-22 Engine intake control device
JP62266818A Division JPH073174B2 (en) 1987-10-22 1987-10-22 Engine intake control device

Publications (2)

Publication Number Publication Date
JPS6119926A true JPS6119926A (en) 1986-01-28
JPH0318005B2 JPH0318005B2 (en) 1991-03-11

Family

ID=15260179

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59140066A Granted JPS6119926A (en) 1984-07-06 1984-07-06 Intake-air device in internal-combustion engine provided with valve resting mechanism

Country Status (1)

Country Link
JP (1) JPS6119926A (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61258921A (en) * 1985-05-10 1986-11-17 Kubota Ltd One-sided passage resting device of double suction passage for internal-combustion engine
JPS63255514A (en) * 1987-04-14 1988-10-21 Nippon Denso Co Ltd Suction system for internal combustion engine
EP0337816A2 (en) * 1988-04-14 1989-10-18 Honda Giken Kogyo Kabushiki Kaisha Intake manifold for an internal combustion engine
EP0355960A2 (en) * 1988-08-16 1990-02-28 Rover Group Limited An internal combustion engine inlet manifold
FR2667114A1 (en) * 1990-09-25 1992-03-27 Renault INTAKE DEVICE FOR INTERNAL COMBUSTION ENGINE.
US5388907A (en) * 1991-10-31 1995-02-14 Minolta Co., Ltd. Measuring apparatus provided with an automatic focussing device
WO1995018295A1 (en) * 1993-12-24 1995-07-06 Audi Ag Inlet manifold assembly for a multi-cylinder internal-combustion engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61258921A (en) * 1985-05-10 1986-11-17 Kubota Ltd One-sided passage resting device of double suction passage for internal-combustion engine
JPS63255514A (en) * 1987-04-14 1988-10-21 Nippon Denso Co Ltd Suction system for internal combustion engine
EP0337816A2 (en) * 1988-04-14 1989-10-18 Honda Giken Kogyo Kabushiki Kaisha Intake manifold for an internal combustion engine
EP0355960A2 (en) * 1988-08-16 1990-02-28 Rover Group Limited An internal combustion engine inlet manifold
FR2667114A1 (en) * 1990-09-25 1992-03-27 Renault INTAKE DEVICE FOR INTERNAL COMBUSTION ENGINE.
US5388907A (en) * 1991-10-31 1995-02-14 Minolta Co., Ltd. Measuring apparatus provided with an automatic focussing device
WO1995018295A1 (en) * 1993-12-24 1995-07-06 Audi Ag Inlet manifold assembly for a multi-cylinder internal-combustion engine

Also Published As

Publication number Publication date
JPH0318005B2 (en) 1991-03-11

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