JP6107857B2 - Engine oil supply device - Google Patents

Description

  The technology disclosed herein relates to an engine oil supply apparatus.

  2. Description of the Related Art Conventionally, an engine oil supply device that sucks up oil stored in an oil pan with an oil pump and supplies the oil to various parts of the engine is known.

  For example, the oil supply device disclosed in Patent Document 1 includes an oil pan, and an oil pump is disposed in the oil pan. An oil filter is attached to the oil pan. And the oil sucked up by the oil pump flows into the oil filter through the oil supply passage formed in the wall portion of the oil pan. The oil filtered by the oil filter is supplied to the bearing portion of the crankcase through the oil supply passage formed in the wall portion of the oil pan.

Japanese Patent Publication No. 5-530

  By the way, in the oil supply device, there is a case where a variable displacement type oil pump having a pressure chamber and adjusting an oil discharge amount in accordance with the pressure in the pressure chamber may be employed as the oil pump. Such an oil supply device further includes a control valve that adjusts the oil pressure of the oil supplied to the pressure chamber, and the capacity of the oil pump is controlled by the control valve. In such a configuration, it is preferable that the control response of the capacity of the oil pump by the control valve is high.

  The technology disclosed herein has been made in view of such a point, and an object thereof is to improve the response of the capacity control of the oil pump.

  The technology disclosed herein is configured to suck up and discharge oil from a cylinder block formed with a plurality of cylinder bores arranged in a predetermined cylinder row direction, an oil pan attached to the cylinder block, and oil in the oil pan. And a variable capacity oil pump having a pressure chamber, the capacity of which is adjusted according to the pressure of the pressure chamber, an oil filter for filtering oil discharged from the oil pump, and a supply to the pressure chamber An oil supply device for an engine having a capacity control valve for adjusting the oil pressure of the oil to be discharged, wherein the oil filter is connected to an oil supply passage through which oil discharged from the oil pump flows, and Attached to an oil pan, the capacity control valve is connected to a control oil passage branched from the oil supply passage and connected to the pressure chamber, Together through the control oil passage configured to adjust the hydraulic pressure of oil supplied to the pressure chamber, and being attached to the oil pan.

  According to this configuration, the oil filter is attached to the oil pan. Further, the capacity control valve is attached to the oil pan in the same manner as the oil filter. Thereby, compared with the structure which attaches a capacity | capacitance control valve to a cylinder block, it becomes easy to arrange | position a capacity | capacitance control valve in the vicinity of an oil filter. Since the capacity control valve is connected to the control oil path branched from the oil supply path and connected to the pressure chamber, the capacity control valve is arranged in the vicinity of the oil filter so that the oil supply in the control oil path The portion from the road to the capacity control valve can be shortened. In addition, since the oil pump is configured to suck up the oil stored in the oil pan, the oil pump is disposed in the vicinity of the oil pan, for example, in the oil pan. Therefore, by attaching the capacity control valve to the oil pan, the capacity control valve can be easily disposed in the vicinity of the oil pump. Thereby, the part from a capacity | capacitance control valve to a pressure chamber can be shortened among the control oil paths. As a result, the oil passage for control can be shortened as a whole, so the time until the oil branched from the oil supply passage flows into the pressure chamber is shortened, and as a result, the response of the capacity control of the oil pump is improved. Can be made.

  The oil pump is attached to the cylinder block, the oil supply passage and the control oil passage are formed in the cylinder block and an oil pan, and the oil pan is attached to the cylinder block, thereby A portion of the oil supply passage formed in the cylinder block communicates with a portion of the oil supply passage formed in the oil pan, and a portion of the control oil passage formed in the cylinder block and the control You may make it the part formed in the said oil pan communicate among the oil paths.

  The oil pump may be disposed on one side of the cylinder block in the cylinder row direction, and the capacity control valve may be attached to a wall portion on one side of the oil pan in the cylinder row direction. .

  According to this configuration, since both the oil pump and the capacity control valve are disposed on one side in the cylinder row direction in the engine, the oil pump and the capacity control valve are disposed close to each other. Thereby, the control oil path can be shortened, and the response of the capacity control of the oil pump can be further improved.

  Further, when the oil pump is driven by the crankshaft via the timing chain or the timing belt, the timing chain or the timing belt is positioned in the cylinder row direction from the one side in the cylinder row direction where the oil pump is disposed. On the side. That is, since a timing chain or a timing belt is arranged on one side wall in the cylinder row direction of the cylinder block, it is difficult to arrange a capacity control valve. On the other hand, a timing chain or a timing belt is not arranged on one side wall of the oil pan in the cylinder row direction. Therefore, a capacity control valve can be arranged on one side wall of the oil pan in the cylinder row direction. In other words, by attaching the capacity control valve to the oil pan, when the oil pump is arranged close to the timing chain or the timing belt chamber in the cylinder row direction, the capacity control valve is placed on the timing chain or timing belt side in the cylinder row direction. Can be attached to the side wall of the oil pump, and as a result, can be disposed in the vicinity of the oil pump.

  Furthermore, the oil filter may be attached to a portion of the oil pan on one side in the cylinder row direction.

  According to this configuration, since the oil filter is also arranged on one side in the cylinder row direction in the engine, the capacity control valve and the oil filter are arranged close to each other. Thereby, the control oil path can be shortened, and the response of the capacity control of the oil pump can be further improved.

  Furthermore, a hydraulic pressure detection unit that detects the hydraulic pressure of oil flowing through the oil supply passage is further provided, and the capacity control valve adjusts the hydraulic pressure of the oil supplied to the pressure chamber according to the hydraulic pressure detected by the hydraulic pressure detection unit You may make it do.

  According to the oil supply device, it is possible to improve the response of the capacity control of the oil pump.

1 is a schematic cross-sectional view of an engine cut along a plane including an axis of a cylinder. FIG. 2 is a schematic cross-sectional view of an engine in which a portion between two cylinder bores is cut by a plane. It is a perspective view centering on the lower part of an engine. It is sectional drawing of the vertical wall of the upper block located in the center of a cylinder row direction, and the vertical wall of a lower block. It is a longitudinal cross-sectional view of a crankshaft. It is a hydraulic circuit diagram of an oil supply apparatus. It is a schematic perspective view of the oil supply path of an oil supply apparatus. It is the perspective view which looked at the engine of the state which removed the oil pan from the downward direction. It is the perspective view which looked at the oil pan from diagonally upward. It is a bottom view of an oil pan. It is a top view of a cylinder block. FIG. 12 is a plan view of a cylinder block having a displacement different from that in FIG. 11. It is a schematic front view of an engine.

  Hereinafter, exemplary embodiments will be described in detail with reference to the drawings.

  FIG. 1 is a schematic cross-sectional view of engine 100 cut along a plane including the axis of the cylinder. FIG. 2 shows a schematic cross-sectional view of engine 100 in which a portion between two cylinder bores is cut by a plane. FIG. 3 is a perspective view centering on the lower portion of the engine 100. In the present specification, for convenience of explanation, the axial direction of the cylinder is referred to as the vertical direction, and the cylinder row direction is referred to as the front-rear direction. Further, in the cylinder row direction, the non-transmission side of engine 100 is referred to as a front side, and the transmission side is referred to as a rear side.

  The engine 100 is an in-line four-cylinder engine in which four cylinders are arranged in a predetermined cylinder row direction. The engine 100 includes a cylinder head 1, a cylinder block 2 attached to the cylinder head 1, and an oil pan 3 attached to the cylinder block 2.

  The cylinder block 2 has an upper block 21 and a lower block 22. The lower block 22 is attached to the lower surface of the upper block 21. An oil pan 3 is attached to the lower surface of the lower block 22.

  In the upper block 21, four cylinder bores 23 corresponding to the four cylinders are formed side by side in the cylinder row direction (only one cylinder bore 23 is shown in FIG. 1). The cylinder bore 23 is formed in the upper part of the upper block 21, and the lower part of the upper block 21 defines a part of the crank chamber. A piston 24 is inserted into the cylinder bore 23. The piston 24 is connected to the crankshaft 26 via a connecting rod 25. A combustion chamber 27 is defined by the cylinder bore 23, the piston 24, and the cylinder head 1. The four cylinder bores 23 correspond to the first cylinder, the second cylinder, the third cylinder, and the fourth cylinder in order from the front side, and when distinguishing them, the first cylinder bore 23A, the second cylinder bore 23B, the third cylinder These are referred to as a cylinder bore 23C and a fourth cylinder bore 23D.

  The cylinder head 1 is provided with an intake port 11 and an exhaust port 12 that open to the combustion chamber 27, and the intake port 11 is provided with an intake valve 13 that opens and closes the intake port 11. The exhaust port 12 is provided with an exhaust valve 14 that opens and closes the exhaust port 12. The intake valve 13 and the exhaust valve 14 are driven by cam portions 41a and 42a provided on the cam shafts 41 and 42, respectively.

  Specifically, the intake valve 13 and the exhaust valve 14 are urged in the closing direction (upward in FIG. 1) by the valve springs 15 and 16. Swing arms 43 and 44 are interposed between the intake valve 13 and the exhaust valve 14 and the cam portions 41a and 42a, respectively. One end portions of the swing arms 43 and 44 are supported by hydraulic lash adjusters (hereinafter referred to as “HLA”) 45 and 46, respectively. The swing arms 43 and 44 swing around the one end portions supported by the HLA 45 and 46 as the cam followers 43a and 44a provided at substantially central portions thereof are pushed by the cam portions 41a and 42a, respectively. By swinging in this way, the swing arms 43 and 44 move the intake valve 13 and the exhaust valve 14 at the other end in the opening direction (downward in FIG. 1) against the urging force of the valve springs 15 and 16, respectively. Let The HLA 45 and 46 automatically adjust the valve clearance to zero by hydraulic pressure. The HLA 45 and 46 provided in the first cylinder and the fourth cylinder are provided with valve stop mechanisms that stop the operations of the intake valve 13 and the exhaust valve 14, respectively. A cam cap 47 is attached to the upper part of the cylinder head 1. The cam shafts 41 and 42 are rotatably supported by the cylinder head 1 and the cam cap 47.

  An intake side oil shower 48 is provided above the intake side camshaft 41, and an exhaust side oil shower 49 is provided above the exhaust side camshaft 42. The intake-side oil shower 48 and the exhaust-side oil shower 49 are configured to drop oil on contact portions between the cam portions 41a and 42a and the cam followers 43a and 44a of the swing arms 43 and 44.

  Further, the engine 100 is provided with variable valve timing mechanisms (hereinafter referred to as “VVT”) 17 and 18 for changing the valve characteristics of the intake valve 13 and the exhaust valve 14 (see FIG. 6). VVT 17 is a hydraulic type, and VVT 18 is an electric type.

  The upper block 21 is positioned on the front side of the first cylinder bore 23, the first side wall 21 a positioned on the intake side with respect to the four cylinder bores 23, the second side wall 21 b positioned on the exhaust side with respect to the four cylinder bores 23. The front wall 21d (shown only in FIG. 5), the rear wall 21e (shown only in FIG. 5) located on the rear side of the fourth cylinder bore 23, and the portion between each two adjacent cylinder bores 23 in the vertical direction And a plurality of vertical walls 21c extending in the direction.

  The lower block 22 corresponds to the first side wall 21a of the upper block 21, and corresponds to the first side wall 22a located on the intake side and the second side wall 22b located on the exhaust side corresponding to the second side wall 21b of the upper block 21. Corresponding to the front wall of the upper block 21, a front wall 22 d (shown only in FIG. 5), and a rear wall 22 e (shown in FIG. 5) corresponding to the rear wall of the upper block 21. 5) and a plurality of vertical walls 22c corresponding to the vertical walls 21c of the upper block 21.

  The upper block 21 and the lower block 22 are bolted. Specifically, the first side wall 21a and the first side wall 22a are bolted, the second side wall 21b and the second side wall 22b are bolted, the front walls are bolted, the rear walls are bolted, The wall 21c and the vertical wall 22c are bolted. Bolt insertion holes 22f are formed through the first side wall 22a, the second side wall 22b, the front wall, the rear wall, and the vertical wall 22c of the lower block 22, and the first side wall 21a, the second side wall 21b, and the front side of the upper block 21 are formed. A screw hole 21f is formed in the wall, the rear wall, and the vertical wall 21c (FIG. 2 shows the screw hole 21f of the vertical wall 21c and the bolt insertion hole 22f of the vertical wall 22c). The first side wall 21a and the first side wall 22a are provided with a plurality of screw holes 21f and bolt insertion holes 22f in the cylinder row direction, respectively. The second side wall 21b and the second side wall 22b are also provided with a plurality of screw holes 21f and bolt insertion holes 22f in the cylinder row direction, respectively. The front wall, the rear wall, the vertical wall 21c, and the vertical wall 22c are each provided with two screw holes 21f and two bolt insertion holes 22f.

  FIG. 4 is a cross-sectional view of the vertical wall 21c of the upper block 21 and the vertical wall 22c of the lower block 22 located at the center in the cylinder row direction.

  Further, between the front wall of the upper block 21 and the front wall of the lower block 22, between the rear wall of the upper block 21 and the rear wall of the lower block 22, and between the vertical wall 21c and the vertical wall 22c, A bearing portion 28 that supports the shaft 26 is provided. The bearing portion 28 is disposed between the pair of screw holes 21f and the bolt insertion holes 22f. The bearing portion 28 has a cylindrical bearing metal 29. A semicircular cutout is formed at each joint between the vertical wall 21c and the vertical wall 22c. The bearing metal 29 has a divided structure composed of a first semicircular portion 29a and a second semicircular portion 29b, and the first semicircular portion 29a is attached to a notch portion of the vertical wall 21c, and the second semicircular portion is provided. The portion 29b is attached to the cutout portion of the vertical wall 22c. By combining the vertical wall 21c and the vertical wall 22c, the first semicircular portion 29a and the second semicircular portion 29b are combined to form a cylindrical shape. An oil groove 29c extending in the circumferential direction is formed on the inner peripheral surface of the first semicircular portion 29a. In addition, the first semicircular portion 29a is formed with a connecting passage 29d having one end opened to the outer peripheral surface of the first semicircular portion 29a and the other end opened to the oil groove 29c. As will be described in detail later, oil is supplied to the outer peripheral surface of the first semicircular portion 29a via an oil supply passage, and the communication passage 29d is disposed at a position communicating with the oil supply passage. As a result, the oil supplied from the oil supply passage flows into the oil groove 29c through the communication passage 29d.

  Similar bearings 28 are provided between the front wall of the upper block 21 and the front wall of the lower block 22 and between the rear wall of the upper block 21 and the rear wall of the lower block 22. When distinguishing each bearing part 28, it calls the 1st bearing part 28A, the 2nd bearing part 28B, the 3rd bearing part 28C, the 4th bearing part 28D, and the 5th bearing part 28E sequentially from the front side.

  FIG. 5 shows a longitudinal sectional view of the crankshaft 26. The crankshaft 26 includes a journal 61 supported by the bearing portion 28, a crank web 62, and a crank pin 63 to which the connecting rod 25 is connected.

  The journals 61 are provided at five locations corresponding to the number of the bearing portions 28. When distinguishing the plurality of journals 61 from each other, they are referred to as a first journal 61A, a second journal 61B, a third journal 61C, a fourth journal 61D, and a fifth journal 61E in order from the front side.

  Two crank webs 62 are provided for each cylinder bore 23 in pairs. That is, four sets of crank webs 62 are provided corresponding to the number of cylinder bores 23. When distinguishing the plurality of crank webs 62 from each other, they are referred to as a first crank web 62A, a second crank web 62B, a third crank web 62C, and a fourth crank web 62D in order from the front side.

  The crank pin 63 is provided for each cylinder bore 23. That is, four crankpins 63 are provided corresponding to the number of cylinder bores 23. The crank pin 63 is provided between a pair of corresponding crank webs 62. When distinguishing the plurality of crank pins 63 from each other, they are referred to as a first crank pin 63A, a second crank pin 63B, a third crank pin 63C, and a fourth crank pin 63D in order from the front side. A corresponding connecting rod 25 is rotatably connected to the crank pin 63.

  The crankshaft 26 includes a first communication path 64 for supplying oil supplied to the second bearing portion 28B to the first crankpin 63A and the second crankpin 63B, and oil supplied to the fourth bearing portion 28D. Is formed with a second communication passage 65 for supplying the third crankpin 63C and the fourth crankpin 63D.

  The first communication path 64 has a first oil supply path 64a that penetrates the second journal 61B in the radial direction, one end connected to the first oil supply path 64a, and the other end opened to the outer peripheral surface of the first crankpin 63A. The second oil supply path 64b and the third oil supply path 64c having one end connected to the first oil supply path 64a and the other end opened to the outer peripheral surface of the second crankpin 63B. The second oil supply passage 64b passes through the first crank web 62A closer to the second journal 61B among the pair of first crank webs 62A. The third oil supply passage 64c passes through the second crank web 62B closer to the second journal 61B among the pair of second crank webs 62B.

  The second communication path 65 includes a first oil supply path 65a that penetrates the fourth journal 61D in the radial direction, one end connected to the first oil supply path 65a, and the other end opened to the outer peripheral surface of the third crankpin 63C. The second oil supply path 65b has one end connected to the first oil supply path 65a, and the other end has a third oil supply path 65c opened on the outer peripheral surface of the fourth crankpin 63D. The second oil supply passage 65b passes through the third crank web 62C closer to the fourth journal 61D among the pair of third crank webs 62C. The third oil supply passage 65c passes through the fourth crank web 62D closer to the fourth journal 61D among the pair of fourth crank webs 62D.

  In the crankshaft 26 configured as described above, the journal 61 and the crankpin 63 are lubricated via the bearing portion 28.

  Specifically, as described above, oil is supplied to the bearing portion 28, and the oil fills the oil groove 29 c on the inner peripheral surface of the bearing metal 29. Since the inner peripheral surface of the bearing metal 29 is a sliding surface with the journal 61, the journal 61 is lubricated when the journal 61 slides with respect to the bearing metal 29.

  Here, the first oil supply passage 64a of the first communication passage 64 is opened on the outer peripheral surface of the second journal 61B. Therefore, the oil supplied to the outer peripheral surface of the second journal 61B flows into the first communication path 64 from the first oil supply path 64a. A second oil supply path 64b and a third oil supply path 64c branch from the first oil supply path 64a, and the downstream end of the second oil supply path 64b and the downstream end of the third oil supply path 64c are respectively the first crankpin 63A. And the outer peripheral surface of the second crank pin 63B. That is, the oil supplied to the outer peripheral surface of the second journal 61B is supplied to the outer peripheral surface of the first crankpin 63A and the outer peripheral surface of the second crankpin 63B through the first communication path 64. Thus, the first crank pin 63A and the second crank pin 63B are lubricated.

  Similarly, the first oil supply passage 65a of the second communication passage 65 is opened on the outer peripheral surface of the fourth journal 61D. Therefore, the oil supplied to the outer peripheral surface of the fourth journal 61D flows into the second communication path 65 from the first oil supply path 65a. From the first oil supply path 65a, a second oil supply path 65b and a third oil supply path 65c branch, and the downstream end of the second oil supply path 65b and the downstream end of the third oil supply path 65c are respectively connected to the third crank pin 63C. And the outer peripheral surface of the fourth crank pin 63D. That is, the oil supplied to the outer peripheral surface of the fourth journal 61D is supplied to the outer peripheral surface of the third crank pin 63C and the outer peripheral surface of the fourth crank pin 63D through the second communication passage 65. Thus, the third crank pin 63C and the fourth crank pin 63D are lubricated.

  Further, as shown in FIG. 3, a chain cover 19 is attached to the front wall of the cylinder block 2. Inside the chain cover 19, a drive sprocket provided on the crankshaft 26, a timing chain wound around the drive sprocket, a chain tensioner for applying tension to the timing chain, and the like are arranged.

  Next, the oil supply apparatus 200 will be described with reference to FIGS. FIG. 6 shows a hydraulic circuit of the oil supply device 200. FIG. 7 is a schematic perspective view of an oil supply path of the oil supply apparatus 200. FIG. 8 is a perspective view of the engine 100 with the oil pan 3 removed as viewed from below.

  The oil supply device 200 is a device for supplying oil to each part of the engine 100. The oil supply device 200 includes the cylinder block 2, the oil pan 3, an oil pump 81 that sucks and discharges oil from the oil pan 3, an oil filter 82 that filters oil discharged from the oil pump 81, and an oil An oil cooler 83 that adjusts the temperature of oil discharged from the pump 81 is provided. An oil supply passage 7 through which oil flows is formed in the cylinder block 2 and the oil pan 3. Oil sucked up from the oil pan 3 by the oil pump 81 is filtered through the oil filter 82, flows through the oil supply passage 7, and is supplied to each part of the engine 100.

  The oil supply passage 7 includes an upstream oil supply passage 71 mainly formed in the oil pan 3, a downstream oil supply passage 72 mainly formed in the cylinder block 2, an upstream oil supply passage 71, and a downstream oil supply passage 72. And a communication path 73 for communication. The downstream oil supply passage 72 includes at least a main gallery 74, a first sub gallery 75, and a second sub gallery 76, which will be described in detail later. The communication path 73 includes a first communication path 73 a connected to the main gallery 74, a second communication path 73 b connected to the first sub gallery 75, and a third communication path 73 c connected to the second sub gallery 76. Is included.

  The upstream oil supply passage 71 includes at least a first oil supply passage 71a that connects the oil pump 81 and the oil filter 82, a second oil supply passage 71b that connects the oil filter 82 and the oil cooler 83, and a second oil supply passage 71b. And a third oil supply passage 71c connected to the first oil control valve 84, a fourth oil supply passage 71d connecting the first oil control valve 84 and the oil pump 81, an oil cooler 83, and a first link. A fifth oil supply passage 71e connecting the passage 73a, a sixth oil supply passage 71f branched from the fifth oil supply passage 71e and connected to the second oil control valve 85, the second oil control valve 85, and the second communication A seventh oil supply passage 71g connecting the passage 73b and an eighth oil supply passage 71h connecting the second oil control valve 85 and the third communication passage 73c are provided.

  The first oil supply passage 71a, the second oil supply passage 71b, the fifth oil supply passage 71e, the sixth oil supply passage 71f, the seventh oil supply passage 71g, and the eighth oil supply passage 71h are such that oil discharged from the oil pump 81 passes through the oil filter 82. It is an example of the oil supply path which distribute | circulates via. The third oil supply passage 71c and the fourth oil supply passage 71d are an example of a control oil passage that is branched from the oil supply passage and connected to the pressure chamber 81m of the oil pump 81.

  The oil pump 81 is a known variable displacement oil pump and is driven by the crankshaft 26. As shown in FIG. 8, the oil pump 81 is attached to the lower surface of the lower block 22 and is housed in the oil pan 3. Specifically, the oil pump 81 includes a drive shaft 81a that is rotationally driven by the crankshaft 26, a rotor 81b that is coupled to the drive shaft 81a, and a plurality of vanes 81c that are capable of moving forward and backward in the radial direction from the rotor 81b. The cam ring 81d configured to accommodate the rotor 81b and the vane 81c and adjust the amount of eccentricity with respect to the rotation center of the rotor 81b, and bias the cam ring 81d in a direction in which the amount of eccentricity with respect to the rotation center of the rotor 81b increases. It includes a spring 81e, a ring member 81f disposed inside the rotor 81b, and a housing 81g that houses the rotor 81b, vane 81c, cam ring 81d, spring 81e, and ring member 81f.

  As shown in FIG. 8, the drive shaft 81a protrudes outward from the housing 81g. A driven sprocket 81h is connected to a portion of the drive shaft 81a exposed from the housing 81g. A timing chain C is wound around the driven sprocket 81h. This timing chain C is also wound around the drive sprocket of the crankshaft 26. Thus, the rotor 81b is rotationally driven by the crankshaft 26 via the timing chain C.

  When the rotor 81b rotates, each vane 81c slides on the inner peripheral surface of the cam ring 81d. Accordingly, the pump chamber (hydraulic oil chamber) 81i is defined by the rotor 81b, the two adjacent vanes 81c, the cam ring 81d, and the housing 81g.

  The housing 81g is formed with a suction port 81j through which oil is sucked into the pump chamber 81i and a discharge port 81k through which oil is discharged from the pump chamber 81i. An oil strainer 81l is connected to the suction port 81j. The oil strainer 81 l is immersed in the oil stored in the oil pan 3. That is, the oil stored in the oil pan 3 is sucked into the pump chamber 81i from the suction port 81j through the oil strainer 81l. On the other hand, the first oil supply passage 71a is connected to the discharge port 81k. That is, the oil boosted by the oil pump 81 is discharged from the discharge port 81k to the first oil supply passage 71a.

  The cam ring 81d is supported by the housing 81g so as to swing around a predetermined fulcrum. The spring 81e biases the cam ring 81d toward one side around the fulcrum. A pressure chamber 81m is defined between the cam ring 81d and the housing 81g. The pressure chamber 81m is configured to be supplied with oil from the outside through the fourth oil supply passage 71d. The oil pressure in the oil pressure chamber 81m acts on the cam ring 81d. Therefore, the cam ring 81d swings according to the balance between the biasing force of the spring 81e and the hydraulic pressure of the pressure chamber 81m, and the amount of eccentricity of the cam ring 81d with respect to the rotation center of the rotor 81b is determined. The capacity of the oil pump 81 changes according to the amount of eccentricity of the cam ring 81d, and the amount of oil discharged changes.

  The oil discharged from the oil pump 81 flows into the oil filter 82 through the first oil supply passage 71a and is filtered by the oil filter 82. The oil filtered by the oil filter 82 flows into the oil cooler 83 through the second oil supply passage 71 b and is cooled by the oil cooler 83. Part of the oil filtered by the oil filter 82 flows into the first oil control valve 84 through the third oil supply passage 71c.

  The first oil control valve 84 is a pump control device for controlling the capacity (discharge amount) of the oil pump 81 in accordance with the operating state of the engine. The first oil control valve 84 supplies oil from the third oil supply passage 71c to the pressure chamber 81m of the oil pump 81 via the fourth oil supply passage 71d. The first oil control valve 84 adjusts the flow rate (hydraulic pressure) of oil supplied to the oil pump 81 in accordance with a control signal sent from the controller 300 described later. Thereby, the capacity of the oil pump 81 is adjusted to a value corresponding to the control signal.

  The oil cooled by the oil cooler 83 is supplied to the main gallery 74 through the fifth oil supply passage 71e and the first communication passage 73a, and is branched from the fifth oil supply passage 71e to the sixth oil supply passage 71f. 2Supplied to the oil control valve 85.

  The second oil control valve 85 controls the flow rate of the first sub gallery 75 and the second sub gallery 76. A seventh oil supply passage 71g and an eighth oil supply passage 71h are connected to the second oil control valve 85, and the seventh oil supply passage 71g and the eighth oil supply passage 71h respectively connect the second communication passage 73b and the third communication passage 73c. To the first sub gallery 75 and the second sub gallery 76. The second oil control valve 85 controls the flow rate (hydraulic pressure) of the oil in the first sub gallery 75 by controlling the flow rate (hydraulic pressure) of oil flowing from the sixth oil supply passage 71f to the seventh oil supply passage 71g. The second oil control valve 85 controls the flow rate (hydraulic pressure) of the oil in the second sub gallery 76 by controlling the flow rate (hydraulic pressure) of oil flowing from the sixth oil supply passage 71f to the eighth oil supply passage 71h. . In the present embodiment, the second oil control valve 85 is configured to control the oil flow rate (hydraulic pressure) of the first sub gallery 75 and the oil flow rate (hydraulic pressure) of the second sub gallery 76 in conjunction with each other. . That is, the second oil control valve 85 supplies oil from the third oil supply passage 71c to the seventh oil supply passage 71g and the eighth oil supply passage 71h, and then to the first sub gallery 75 and the second sub gallery 76 (flow rate of oil). Adjust and distribute.

  The main gallery 74, the first sub gallery 75, and the second sub gallery 76 are formed in the cylinder block 2 so as to extend in the cylinder row direction. As shown in FIGS. 1 and 2, the main gallery 74 is formed on the first side wall 21 a of the upper block 21 and is disposed at substantially the same height as the lower end portion of the cylinder bore 23. On the other hand, the first sub gallery 75 and the second sub gallery 76 are formed on the second side wall 21 b of the upper block 21 and are disposed at substantially the same height as the lower end portion of the cylinder bore 23.

  From the main gallery 74, as shown in FIGS. 6 and 7, a first branch path 74a and a second branch path 74b for supplying oil to the second bearing portion 28B and the fourth bearing portion 28D are branched. Yes. The first branch path 74a and the second branch path 74b extend in the corresponding vertical walls 21c and reach the second bearing portion 28B and the fourth bearing portion 28D. Each downstream end of the first branch path 74a and the second branch path 74b opens to the inner peripheral surface of the semicircular cutout portion of the corresponding vertical wall 21c. The oil supplied to the second bearing portion 28B and the fourth bearing portion 28D is also supplied to the first to fourth crank pins 63A to 63D via the first communication passage 64 and the second communication passage 65 as described above. Therefore, the hydraulic pressure of the main gallery 74 is set higher than that of the first sub gallery 75 and the second sub gallery 76. Further, a third branch path 74 c branches from the main gallery 74. The third branch path 74c provides oil to the oil supply part 41b of the metal bearing disposed in the foremost cam journal of the intake side camshaft 41, the VVT 17 on the intake side, and the oil supply part 40 of the hydraulic chain tensioner (not shown). Branches further to supply. The first communication path 73 a is provided with a first communication path 73 a and, in turn, a first hydraulic pressure sensor 74 d that detects the oil pressure of the oil flowing through the main gallery 74. The first hydraulic pressure sensor 74d is an example of a hydraulic pressure detection unit.

  From the first sub gallery 75, a first branch path 75a, a second branch path 75b, and a third branch path for supplying oil to the first bearing portion 28A, the third bearing portion 28C, and the fifth bearing portion 28E, respectively. 75c is branched. The first branch path 75a, the second branch path 75b, and the third branch path 75c extend through the corresponding vertical walls 21c to reach the first bearing portion 28A, the third bearing portion 28C, and the fifth bearing portion 28E, respectively. Yes. Each downstream end of the first branch path 75a, the second branch path 75b, and the third branch path 75c opens to the inner peripheral surface of the semicircular cutout portion of the corresponding vertical wall 21c. Further, a fourth branch path 75d branches from the first sub gallery 75. The fourth branch path 75d includes metal bearing oil supply portions 41b and 42b, HLA 45 and 46, oil showers 48 and 49, an exhaust side VVT 18 and a timing chain C arranged in the cam journals of the cam shafts 41 and 42, respectively. The oil jet 86 is further branched to supply oil. Oil is supplied to the VVT 18 on the exhaust side via the oil supply part 42b of the metal bearing. The first sub gallery 75 is provided with a second hydraulic pressure sensor 75e that detects the oil pressure of the oil flowing through the first sub gallery 75.

  An oil jet 87 for cooling the piston 24 is connected to the second sub gallery 76. An oil jet 87 is provided for each cylinder bore 23. The oil jet 87 has a check valve 87 a and a nozzle 87 b (see FIG. 1) arranged to face the cylinder bore 23 on the ceiling of the crank chamber in the second side wall 21 b of the upper block 21. The nozzle 87 b is configured to inject oil toward the back surface of the piston 24. The second sub gallery 76 is provided with a third hydraulic sensor 76 a that detects the oil pressure of the oil flowing through the second sub gallery 76.

  The oil supplied to each part of the engine 100 through the main gallery 74, the first sub gallery 75, and the second sub gallery 76 is cooled and lubricated, and then passes through a drain oil passage (not shown). Dropped on the pan 3 and stored.

  The oil supply apparatus 200 configured as described above is controlled by the controller 300. The controller 300 has a processor and a memory, and receives detection signals from various sensors that detect the operating state of the engine 100. For example, the controller 300 includes a first hydraulic pressure sensor 74d and a second hydraulic pressure sensor 74d in addition to detection signals from a crank angle sensor of the engine 100, an air flow sensor, a water temperature sensor, an oil temperature sensor, cam angle sensors of the camshafts 41 and 42, and the like. Detection signals from the hydraulic sensor 75e and the third hydraulic sensor 76a are input. The controller 300 determines the operating state of the engine 100 based on the detection result, and controls the oil supply device 200 according to the determined operating state. The controller 300 stores a map that defines the target oil pressure according to the operating state of the engine 100, and determines the target oil pressure by comparing the determined operating state with the map. Then, the controller 300 controls the first oil control valve 84 and the second oil control valve so that the oil pressures detected by the first oil pressure sensor 74d, the second oil pressure sensor 75e, and the third oil pressure sensor 76a become the respective target oil pressures. 85 is controlled.

  Specifically, the controller 300 controls the discharge amount of the oil pump 81 so that the oil pressure of the main gallery 74 detected by the first oil pressure sensor 74d becomes the target oil pressure. At this time, the controller 300 transmits a control signal having a duty ratio corresponding to the target hydraulic pressure to the first oil control valve 84. The first oil control valve 84 supplies oil having a flow rate corresponding to the duty ratio to the pressure chamber 81 m of the oil pump 81. Thereby, the discharge amount of the oil pump 81 is adjusted. The controller 300 adjusts the duty ratio of the control signal so that the oil pressure detected by the first oil pressure sensor 74d becomes the target oil pressure.

  In addition, the controller 300 controls the second oil control valve 85 so that the hydraulic pressures of the first sub-gallery 75 and the second sub-gallery 76 detected by the second hydraulic sensor 75e and the third hydraulic sensor 76a become the target hydraulic pressure. To control. The controller 300 adjusts the opening degree of the second oil control valve 85 by adjusting the duty ratio of the control signal, and adjusts the hydraulic pressure of the first sub gallery 75 and the second sub gallery 76.

  In the oil supply apparatus 200 configured as described above, the upstream oil supply passage 71 is formed in the oil pan 3. Hereinafter, detailed configurations of the oil pan 3 and the upstream oil supply passage 71 will be described with reference to FIGS. FIG. 9 shows a perspective view of the oil pan 3. FIG. 10 shows a bottom view of the oil pan 3. In addition, in FIG. 7, the part formed in the oil pan 3 among the oil supply path 7 is hatched.

  As shown in FIG. 9, the oil pan 3 has a first side wall 31 on the intake side, a second side wall 32 on the exhaust side, a front wall 33, a rear wall 34, and a bottom wall 35. That is, it is formed in a box shape opening toward the cylinder block 2).

  As shown in FIGS. 3, 9, and 10, a recess 36 that is recessed inside the oil pan 3 is formed in a relatively forward portion of the corner portion formed by the first side wall 31 and the bottom wall 35, An oil filter 82 is attached to the recess 36. An oil cooler 83 is attached to the first side wall 31 in the approximate center in the cylinder row direction. A first oil control valve 84 is attached to a portion of the front wall 33 closer to the first side wall 31. A second oil control valve 85 is attached to the second side wall 32.

  First oil control branched from the first oil supply passage 71a connecting the oil pump 81 and the oil filter 82 shown in FIG. 7, the second oil supply passage 71b connecting the oil filter 82 and the oil cooler 83, and the second oil supply passage 71b. A third oil supply passage 71c connected to the valve 84, a fourth oil supply passage 71d connecting the first oil control valve 84 and the oil pump 81, and a fifth oil supply passage connecting the oil cooler 83 and the first communication passage 73a. 71 e is formed on the first side wall 31.

  A sixth oil supply passage 71f branched from the fifth oil supply passage 71e and connected to the second oil control valve 85 is formed from the first side wall 31 to the rear wall 34 and the second side wall 32. That is, the upstream portion of the sixth oil supply passage 71f is formed on the first side wall 31, the intermediate portion of the sixth oil supply passage 71f is formed on the rear wall 34, and the downstream portion of the sixth oil supply passage 71f is the second side wall 32. Is formed.

  The seventh oil supply passage 71g connecting the second oil control valve 85 and the second communication passage 73b, and the eighth oil supply passage 71h connecting the second oil control valve 85 and the third communication passage 73c are the second side wall 32. Is formed.

  The oil filter 82, the oil cooler 83, the first oil control valve 84, and the second oil control valve 85 are attached from the outside of the oil pan 3. By attaching the oil filter 82 to the oil pan 3, the oil filter 82 and each of the first oil supply passage 71a and the second oil supply passage 71b communicate with each other. By attaching the oil cooler 83 to the oil pan 3, the oil cooler 83 communicates with each of the second oil supply passage 71b and the fifth oil supply passage 71e. By attaching the first oil control valve 84 to the oil pan 3, the first oil control valve 84 and each of the third oil supply passage 71c and the fourth oil supply passage 71d communicate with each other. By attaching the second oil control valve 85 to the oil pan 3, the second oil control valve 85 and each of the sixth oil supply passage 71f, the seventh oil supply passage 71g, and the eighth oil supply passage 71h communicate with each other.

  The upstream portion of the first oil supply passage 71a and the downstream portion of the fourth oil supply passage 71d are formed in the lower block 22. By attaching the oil pump 81 to the lower block 22, the oil pump 81 communicates with the upstream portion of the first oil supply passage 71a and the downstream portion of the fourth oil supply passage 71d.

  Further, upstream portions of the first to third communication passages 73 a to 73 c are also formed in the wall portion of the oil pan 3. An upstream portion of the first communication path 73 a is formed on the first side wall 31. An upstream part of the second communication path 73 b and an upstream part of the third communication path 73 c are formed in the second side wall 32. The upstream portion of the first communication passage 73 a and the upstream portion of the second communication passage 73 b are located approximately in the center of the oil pan 3 in the cylinder row direction and behind the oil pump 81. The upstream portion of the third communication path 73 c is disposed at the front of the oil pan 3 in the cylinder row direction. The upstream part of the first communication path 73 a, the upstream part of the second communication path 73 b, and the upstream part of the third communication path 73 c are open upward in the oil pan 3. The downstream portion of the first oil supply passage 71a and the upstream portion of the fourth oil supply passage 71d are also open upward in the oil pan 3.

  On the other hand, downstream portions of the first to third communication passages 73 a to 73 c are formed in the cylinder block 2. Downstream portions of the first to third communication passages 73a to 73c penetrate the lower block 22 and are perforated in the upper block 21 to reach the main gallery 74, the first sub gallery 75, and the second sub gallery 76, respectively. . As shown in FIG. 2, the downstream portion of the first communication path 73 a is formed in the first side wall 21 a and the vertical wall 21 c of the upper block 21 and the vertical wall 22 c of the lower block 22. The downstream portion of the second communication path 73 b is formed in the second side wall 21 b and the vertical wall 21 c of the upper block 21 and the vertical wall 22 c of the lower block 22. Although not shown in FIG. 2, the downstream portion of the third communication path 73 c is also formed on the second side wall 21 b and the front wall of the upper block 21 and the front wall of the lower block 22. It is formed on the second side wall 21 b of the upper block 21 and the second side wall 22 b of the lower block 22. The downstream part of the first communication path 73 a, the downstream part of the second communication path 73 b, and the downstream part of the third communication path 73 c open downward in the lower block 22. In the vertical wall 21c of the upper block 21 and the vertical wall 22c of the lower block 22, the downstream portion of the first communication passage 73a is disposed on one side (the first side wall 22a side) with respect to the cylinder bore 23, and the second A downstream portion of the communication passage 73b is disposed on the other side (second sidewall 22b side) with respect to the cylinder bore 23, and a downstream portion of the third communication passage 73c is on the other side (second sidewall) with respect to the cylinder bore 23. 22b side).

  Note that the upstream portion of the first oil supply passage 71 a and the downstream portion of the fourth oil supply passage 71 d also open downward in the lower block 22.

  And by attaching the oil pan 3 to the cylinder block 2, the upstream part of the 1st-3rd communication path 73a-73c and the downstream part of the 1st-3rd communication path 73a-73c each communicate. When the oil pan 3 is attached to the lower block 22, the upstream portion of the first oil supply passage 71a communicates with the downstream portion of the first oil supply passage 71a, and the upstream portion of the fourth oil supply passage 71d and the The downstream portion of the 4 oil supply passage 71d communicates.

  Next, a method for manufacturing engine 100 will be described.

  First, the oil pan 3 in which the upstream oil supply passage 71 is formed and the cylinder block 2 in which the downstream oil supply passage 72 is formed are prepared.

  Specifically, a plurality of cylinder bores 23, downstream oil supply passages 72, a downstream portion of the first communication passage 73a, a downstream portion of the second communication passage 73b, and a downstream portion of the third communication passage 73c are formed in the cylinder block 2. To do. The downstream oil supply passage 72 is disposed on one side with respect to the plurality of cylinder bores 23 and extends on the other side with respect to the plurality of cylinder bores 23 and extends on the other side with respect to the plurality of cylinder bores 23. A first sub gallery 75 and a second sub gallery 76 are included. The downstream portion of the first communication path 73a is formed on the first side wall 21a of the upper block 21 and the first side wall 22a of the lower block 22 which are side walls on the same side as the main gallery 74 with respect to the plurality of cylinder bores 23. Connected to gallery 74. The downstream side portion of the second communication path 73 b is formed on the second side wall 21 b of the upper block 21 and the second side wall 22 b of the lower block 22 which are side walls on the same side as the first sub gallery 75 with respect to the plurality of cylinder bores 23. , Connected to the first sub-gallery 75. The downstream portion of the third communication path 73 c is formed on the second side wall 21 b of the upper block 21 and the second side wall 22 b of the lower block 22, which are side walls on the same side as the second sub gallery 76 with respect to the plurality of cylinder bores 23. , Connected to the second sub-gallery 76.

  After the upper block 21 and the lower block 22 are formed separately, the cylinder block 2 is formed by bolting them together. The upper block 21 and the lower block 22 are formed by casting and machining, for example.

  In the oil pan 3, an upstream oil supply passage 71, an upstream portion of the first communication passage 73a, an upstream portion of the second communication passage 73b, and an upstream portion of the third communication passage 73c are formed. The upstream portion of the first communication path 73 a is formed on the first side wall 31 that is the side wall on the same side as the main gallery 74 with respect to the plurality of cylinder bores 23. The upstream side portion of the second communication path 73 b is formed on the second side wall 32 that is the side wall on the same side as the first sub gallery 75 with respect to the plurality of cylinder bores 23. The upstream side portion of the third communication path 73 c is formed on the second side wall 32 that is the side wall on the same side as the second sub-gallery 76 with respect to the plurality of cylinder bores 23. The oil pan 3 is formed by casting and machining, for example.

  Then, the oil pan 3 is attached to the cylinder block 2, specifically, the lower block 22. The mating portions of the first side wall 31 and the second side wall 32 of the oil pan 3 are bolted to the mating portions of the lower block 22 with the first side wall 22a and the second side wall 22b, respectively. At this time, the upstream part and the downstream part of the first communication path 73a communicate with each other, the upstream part and the downstream part of the second communication path 73b communicate with each other, and the upstream part and the downstream part of the third communication path 73c communicate with each other. The side part communicates.

  In such a manufacturing method, the positions of the first communication path 73a, the second communication path 73b, and the third communication path 73c formed in the cylinder block 2 and the oil pan 3 with respect to the plurality of cylinder bores 23 are determined by the number of cylinder bores 23. It is set so as to be common to engines of the same or different and different displacements. For example, even engines with different displacements have common basic structures such as the number of cylinder bores 23 and the position of the axis of the cylinder bore 23. In such an engine, for example, the displacement is varied by changing the diameter of the cylinder bore 23. Thus, by sharing the basic structure of the engine, it is possible to simplify the design and manufacture of engines with different detailed specifications such as displacement. Therefore, in the engine 100 of the present embodiment, the positions of the first communication path 73a, the second communication path 73b, and the third communication path 73c with respect to the plurality of cylinder bores 23 are the same in the number of cylinder bores 23 and different displacements. It is set to be common. Specifically, as shown in FIGS. 11 and 12, between the engines having the same number of cylinder bores 23 and different displacements, the first communication path 73a, the second communication path 73b, and the third communication path 73c are: The distances A1, A2, A3 from the straight line X connecting the axes of the plurality of cylinder bores 23 are constant, and the distances B1, B2, in the cylinder row direction from the axis of a specific cylinder bore 23 (for example, the first cylinder bore 23A) B3 is set constant. As a result, the common architecture of the engine 100 can be realized, and the design and manufacture of engines with different detailed specifications such as displacement can be simplified. The number of cylinder bores does not have to be the same as the engine of the embodiment. For example, the four cylinder bores 23 shown in FIG. 11 may be a three-cylinder engine composed of cylinder bores 23A, 23B, and 23C, and are applicable to a multiple cylinder engine. it can.

  According to the above configuration, the first to third communication paths 73a to 73c connected to the main gallery 74, the first sub gallery 75, and the second sub gallery 76 (hereinafter also referred to as “main gallery 74 etc.”). By forming the upstream oil supply passage in the oil pan 3, the oil supply passage 7 can be concentrated in the oil pan 3 as much as possible, and the portion of the oil supply passage 7 formed in the cylinder block 2 can be simplified. That is, oil is distributed from the main gallery 74, the first sub gallery 75, or the second sub gallery 76 to each part of the cylinder head 1 and the cylinder block 2 that needs to be supplied with oil. The cylinder block 2 needs to be formed. In the oil supply passage 7, only the first to third communication passages 73 a to 73 c are formed in the cylinder block 2 at a portion upstream of the main gallery 74. The portion upstream of the third communication passages 73a to 73c is basically formed in the oil pan 3 (however, a part of the first oil supply passage 71a connecting the oil pump 81 and the oil filter 82). In addition, a part of the fourth oil supply passage 71d that connects the first oil control valve 84 and the oil pump 81 is formed in the cylinder block 2 for the convenience of attaching the oil pump 81 to the cylinder block 2). As a result, the configuration of the oil pan 3 is mainly changed when it is necessary to change the specifications of the lubrication system due to changes in specifications such as the vehicle segment in which the engine 100 is mounted, the displacement of the engine 100, and the presence or absence of an electric system. It can respond. Even if it is inevitable that the structure of the main gallery 74 and the downstream side of the oil supply passage 7 must be changed by changing the configuration of the portion requiring lubrication or cooling, the change of the lubrication system The change of the structure of the cylinder block 2 resulting from this can be suppressed as much as possible.

  Further, the oil supply passage 7 is concentrated in the oil pan 3 as much as possible, and the portion formed in the cylinder block 2 in the oil supply passage 7 is simplified, so that the position of the main gallery 74 and the first and third communication passages 73a are arranged. The positions of -73c can be shared by the engines 100 having different specifications. As a result, the common architecture of engine 100 can be realized. For example, when the exhaust amount of the engine 100 changes, the oil storage amount of the oil pan 3 changes, so that the shape of the oil pan 3 can change. At that time, even if the configuration of the upstream oil supply passage 71 is changed, if the positions of the first to third communication passages 73a to 73c are not changed, the oil pan of the first to third communication passages 73a to 73c is changed. 3 and the portion formed in the cylinder block 2 among the first to third communication passages 73a to 73c can be communicated only by attaching the oil pan 3 to the cylinder block 2. Moreover, when casting the upper block 21 and the lower block 22, the 1st-3rd communication paths 73a-73c can also be formed at the time of shaping | molding. That is, if the positions of the first to third communication passages 73a to 73c are kept constant, the basic structure of the lower block 22 formed by casting can be shared by the engine 100 having different specifications. In particular, in the lower block 22, neither the upstream side oil supply passage 71 nor the downstream side oil supply passage 72 is formed, and only a part of the first to third communication passages 73a to 73c is formed. Even if the configuration of the upstream side oil supply passage 71 or the downstream side oil supply passage 72 is changed, the configuration of the lower block 22 can be unchanged.

  Furthermore, the restriction | limiting resulting from the oil supply apparatus 200 to the cylinder block 2 is reduced by forming in the oil pan 3 the part upstream from the 1st-3rd communicating paths 73a-73c among the oil supply paths 7. Therefore, the degree of freedom of layout around the cylinder block 2 can be improved. Specifically, since various auxiliary machines are arranged around the cylinder block 2, the space around the oil pan 3 is larger than that of the cylinder block 2. Therefore, the oil filter 82, the oil cooler 83, the first oil control valve 84, and the second oil control valve 85 included in the upstream portion of the oil supply passage 7 with respect to the first to third communication passages 73a to 73c are cylinder blocks. It is attached to the oil pan 3 instead of 2. Thereby, the space around the cylinder block 2 is secured. For example, when the specification of the engine 100 changes, the area of the side wall of the engine 100 changes and the arrangement space of the auxiliary machine changes. When the oil filter 82 or the like is attached to the cylinder block 2, for example, when the number of cylinders changes and the area of the side wall of the engine 100 becomes small, it is very easy to secure a space for installing other auxiliary machines. It becomes severe. On the other hand, when the oil filter 82 or the like is attached to the oil pan 3, it is easy to secure a space for disposing other auxiliary machines even if the area of the side wall of the engine 100 is reduced. For example, as shown in FIG. 13, an alternator 91 and a compressor 92 of an air conditioner are arranged on the side wall on the intake side of the cylinder block 2. In addition, a transmission 93 for a hybrid vehicle having an electric motor 93a is disposed on the exhaust side wall of the cylinder block 2.

  In addition, of the oil filter 82, the oil cooler 83, the first oil control valve 84, and the second oil control valve 85, the oil filter 82 and the oil cooler 83 having relatively large sizes are connected to one side wall of the oil pan 3 (this embodiment). In the form, it is arranged towards the first side wall 31). Therefore, a space is secured around the other side wall of the oil pan 3. That is, the auxiliary machine can be disposed by utilizing the space on the side of the oil pan 3. For example, as shown in FIG. 13, there is a space on the side of the exhaust side of the oil pan 3, and the lower portion of the transmission 93 attached to the side wall of the cylinder block 2 on the exhaust side is located in this space. ing.

  In the oil supply device 200 configured as described above, both the oil filter 82 and the first oil control valve 84 are attached to the oil pan 3. A first oil supply passage 71 a extending from the oil pump 81 and a second oil supply passage 71 b extending to the oil cooler 83 are connected to the oil filter 82. The first oil control valve 84 is connected to a third oil supply passage 71c branched from the second oil supply passage 71b and a fourth oil supply passage 71d extending to the pressure chamber 81m of the oil pump 81. Since both the oil filter 82 and the first oil control valve 84 are attached to the oil pan 3, the oil filter 82 and the first oil control valve 84 can be disposed close to each other. As a result, at least the third oil supply passage 71c can be shortened. The third oil supply passage 71c branches from the oil supply passage through which the oil discharged from the oil pump 81 circulates via the oil filter 82, and the fourth oil supply passage is connected to the pressure chamber 81m of the oil pump 81. It is formed together with the path 71d. That is, the control oil passage can be shortened by shortening the third oil supply passage 71c. Thereby, since the time until the oil which distribute | circulates the oil supply path reaches | attains the pressure chamber 81m becomes short, the responsiveness of the capacity | capacitance control of the oil pump 81 can be improved.

  The oil pump 81 is attached to the cylinder block 2, and the oil supply passage (first oil supply passage 71 a and second oil supply passage 71 b) and control oil passage (third oil supply passage 71 c and fourth oil supply passage 71 d). Is formed in the cylinder block 2 and the oil pan 3, and the oil pan 3 is attached to the cylinder block 2 so that a portion of the oil supply path formed in the cylinder block 2 and the oil supply path Of these, the portion formed in the oil pan 3 communicates, the portion formed in the cylinder block 2 in the control oil passage, and the portion formed in the oil pan 3 in the control oil passage. May be formed in communication.

  According to this configuration, the oil pump 81 driven by the crankshaft via the timing chain or the timing belt can be easily attached to the cylinder block 2, and the oil supply 3 can be provided by attaching the oil pan 3 to the cylinder block 2. The first oil supply passage 71a and the second oil supply passage 71b) and the control oil passage (the third oil supply passage 71c and the fourth oil supply passage 71d) can be easily formed.

  The oil pump 81 is disposed on one side of the cylinder block 2 in the cylinder row direction (the front side in the present embodiment), and the first oil control valve 84 is disposed on one side of the oil pan 3 in the cylinder row direction. ing. That is, both the oil pump 81 and the first oil control valve 84 are disposed on one side of the engine 100 in the cylinder row direction.

  According to this configuration, the oil pump 81 and the first oil control valve 84 are disposed close to each other. Since the oil pump 81 and the first oil control valve 84 are connected via the fourth oil supply passage 71d, the fourth oil supply passage 71d is shortened by the proximity of the oil pump 81 and the first oil control valve 84. can do. Thereby, the control oil path can be shortened, and the response of the capacity control of the oil pump 81 can be improved.

  Further, the oil filter 82 is attached to a portion of the oil pan 3 on one side in the cylinder row direction, specifically, the front portion of the bottom wall 35.

  According to this configuration, the oil pump 81, the oil filter 82, and the first oil control valve 84 are disposed close to each other. As a result, the first oil supply passage 71a connecting the oil pump 81 and the oil filter 82 and the second oil supply passage 71b connected to the oil filter 82 are branched and connected to the first oil control valve 84. The oil supply passage 71c can be shortened. As a result, the oil passage from the oil pump 81 to the pressure chamber 81m can be shortened, so that the capacity control response of the oil pump 81 can be improved.

  Further, since the oil pump 81 is driven by the crankshaft 26 via the timing chain C, the oil pump 81 is disposed on the front side in the cylinder row direction in the cylinder block 2. The timing chain C is disposed on the side wall of the cylinder block 2 on the front side in the cylinder row direction, and the oil pump 81 is disposed on the side closer to the timing chain C in the cylinder row direction. That is, the above-mentioned “one side in the cylinder row direction” is the timing chain side in the cylinder row direction.

  According to this configuration, the oil pump 81, the oil filter 82, and the first oil control valve 84 are arranged on the front side in the cylinder row direction. Here, since the timing chain C is disposed on the front wall of the cylinder block 2, it is difficult to attach the first oil control valve 84 to the front wall of the cylinder block 2. In contrast, since the timing chain C is not disposed on the front wall 33 of the oil pan 3, the first oil control valve 84 can be easily attached. That is, by attaching the first oil control valve 84 to the oil pan 3, when the oil pump 81 is disposed close to the timing chain C, the first oil control valve 84 can be attached to the wall on the timing chain side. it can. As a result, the first oil control valve 84 can be disposed close to the oil pump 81.

  Furthermore, when the engine 100 is viewed in the width direction (intake and exhaust direction) that is a direction orthogonal to both the front-rear direction and the up-down direction, as shown in FIG. 10, the oil filter 82 and the first oil control valve 84 are It is arranged on one side in the width direction, specifically on the intake side. Thus, by arranging the oil filter 82 and the first oil control valve 84 not only in the cylinder row direction but also in the width direction, the oil filter 82 and the first oil control valve 84 are brought closer to each other. be able to.

  As described above, the embodiment has been described as an example of the technique disclosed in the present application. However, the technology in the present disclosure is not limited to this, and can also be applied to an embodiment in which changes, replacements, additions, omissions, and the like are appropriately performed. Moreover, it is also possible to combine each component demonstrated by the said embodiment and it can also be set as new embodiment. In addition, among the components described in the accompanying drawings and detailed description, not only the components essential for solving the problem, but also the components not essential for solving the problem in order to exemplify the above technique. May also be included. Therefore, it should not be immediately recognized that these non-essential components are essential as those non-essential components are described in the accompanying drawings and detailed description.

  As described above, the technique disclosed herein is useful for an engine oil supply apparatus.

100 Engine 2 Cylinder block 21 Upper block 21a First side wall 21b Second side wall 22 Lower block 22a First side wall 22b Second side wall 23 Cylinder bore 3 Oil pan 31 First side wall 32 Second side wall 33 Front wall 7 Oil supply path 71 Upstream oil supply Road 71a First oil supply path (oil supply path)
71b Second oil supply passage (oil supply passage)
71c 3rd oil supply path (control oil path)
71d Fourth oil passage (control oil passage)
72 Downstream oil supply passage 73a First communication passage 73b Second communication passage 73c Third communication passage 74 Main gallery (first oil passage)
74d 1st oil pressure sensor 74d (oil pressure detection part)
75 1st sub gallery (2nd oil passage)
76 Second sub-gallery 81 Oil pump 81m Pressure chamber 82 Oil filter 84 First oil control valve (capacity control valve)
200 Oil supply device

Claims (5)

A cylinder block formed with a plurality of cylinder bores arranged in a predetermined cylinder row direction;
An oil pan attached to the cylinder block;
The oil pan is configured to suck up and discharge the oil in the oil pan, has a pressure chamber, and a capacity variable type oil pump whose capacity is adjusted according to the pressure of the pressure chamber;
An oil filter for filtering oil discharged from the oil pump;
An engine oil supply device comprising a capacity control valve for adjusting a hydraulic pressure of oil supplied to the pressure chamber;
The oil filter is connected to an oil supply passage through which oil discharged from the oil pump flows, and is attached to the oil pan.
The capacity control valve is connected to a control oil passage branched from the oil supply passage and connected to the pressure chamber, and adjusts the hydraulic pressure of oil supplied to the pressure chamber via the control oil passage. And an oil supply device that is attached to the oil pan. The oil supply device according to claim 1,
The oil pump is attached to the cylinder block,
The oil supply passage and the control oil passage are formed in the cylinder block and the oil pan, and the oil pan is attached to the cylinder block, whereby the portion of the oil supply passage formed in the cylinder block and the A portion of the oil supply passage formed in the oil pan communicates with a portion of the control oil passage formed in the cylinder block and a portion of the control oil passage formed in the oil pan. Oil supply device that communicates. The oil supply apparatus according to claim 1 or 2,
The oil pump is disposed on one side of the cylinder block in the cylinder row direction,
The capacity control valve is an oil supply device attached to a wall portion on one side of the oil pan in the cylinder row direction. The oil supply apparatus according to claim 3,
The oil filter is an oil supply device attached to one side in the cylinder row direction of the oil pan. In the oil supply device according to any one of claims 1 to 4,
A hydraulic pressure detection unit that detects the hydraulic pressure of the oil flowing through the oil supply path;
The capacity control valve is an oil supply device that adjusts a hydraulic pressure of oil supplied to the pressure chamber according to a hydraulic pressure detected by the hydraulic pressure detection unit.

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