JP2008038845A - Oil feeding structure of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain abrasion of cam lobes 13a and 14a, and to reduce a friction loss, when starting an internal combustion engine, in an oil feeding structure having a carrying passage 36 for supplying lubricating oil to the suction and exhaust camshaft 13, 14 side. <P>SOLUTION: The carrying passage 36 is arranged above camshafts 13 and 14 in a space in cylinder head covers 3L and 3R on the downstream side of oil feeding passages 33L and 33R sending the lubricating oil in a lubricating oil storage part 4 of the internal combustion engine to the cylinder head 2L, 2R side. Delivery ports 41a and 42a of the lubricating oil are arranged in a plurality of places in the carrying direction of this carrying passage 36. The delivery ports 41a and 42a are put in an installation state such as spraying the lubricating oil on the cam lobe 13a, 14a side equipped in the camshafts 13 and 14 by delivering the lubricating oil upward in the vertical direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an oil supply structure having a conveyance path for supplying lubricating oil to a camshaft side for intake and exhaust of a multi-cylinder internal combustion engine.

  Generally, in an internal combustion engine, lubricating oil in an oil pan is sucked up by an oil pump and supplied to a valve operating mechanism disposed on the cylinder head side.

  As the oil supply structure of this valve operating mechanism, there are an oil supply path for sending the lubricating oil in the oil pan to the cylinder head side, and a conveyance path connected downstream of the oil supply path for conveying the lubricating oil to the camshaft side. Have.

  This transport path is, for example, a shower pipe attached to the inner surface of the cylinder head cover. Lubricating oil is respectively supplied from a discharge port formed of through holes provided at several places in the longitudinal direction toward a plurality of cam lobes provided on the camshaft. Some have come to be sprayed (for example, see Patent Document 1).

Conventionally, lubricating oil is sprayed from one of the discharge ports provided at a plurality of locations in the transport direction of the transport path to each of the plurality of cam lobes provided on the camshaft. The discharge port is opened in a direction toward the cam lobe, for example, substantially downward in the vertical direction.
JP-A-8-28235

  In the above conventional example, since the discharge port of the camshaft side conveyance path is opened downward, the lubrication in the camshaft side conveyance path is stopped when the drive of the oil pump is stopped, for example, when the operation of the internal combustion engine is stopped. Oil naturally flows out of the discharge port easily, and the lubricating oil hardly remains in the camshaft side conveyance path.

  For this reason, when the internal combustion engine is restarted, it takes a predetermined time to convey the lubricating oil from the oil supply path to the camshaft side conveyance path, and oil supply from the discharge port to the camshaft side is easily delayed. Therefore, if the internal combustion engine is repeatedly stopped and restarted at relatively short intervals, the above-mentioned delay in refueling will occur each time the engine is operated, resulting in cumulative cam lobe wear and increased friction loss. Will be forced. There is room for improvement here.

  The present invention provides an oil supply structure having a conveying path for supplying lubricating oil to the intake / exhaust camshaft side of an internal combustion engine, which suppresses wear of the cam lobe and reduces friction loss when the internal combustion engine is started. It is aimed.

  The present invention relates to an oil supply structure having a conveying path for supplying lubricating oil to the intake / exhaust camshaft side of a multi-cylinder internal combustion engine, and the conveying path supplies the lubricating oil in the lubricating oil reservoir of the internal combustion engine. Provided downstream of the oil supply passage to the cylinder head side and above the camshaft in the cylinder head cover inner space, and provided with lubricating oil discharge ports at a plurality of locations in the lubricating oil conveyance direction. It is characterized in that it is in an installation state in which oil is sprayed to the cam lobe side of the camshaft by discharging oil upward in the vertical direction.

  The term “vertically upward” is used as an expression having a broad meaning including, for example, directly above the vertical direction and obliquely upward.

  According to this configuration, the lubricating oil discharged upward from the discharge port becomes a fountain and spreads over a wide range, that is, drops in a dispersed state. It comes to the cam lobe side.

  In this manner, when the lubricating oil is discharged upward, when the supply of the lubricating oil to the oil supply passage is stopped, for example, when the operation of the internal combustion engine is stopped, the lubricating oil is discharged from the discharge port of the camshaft side conveyance passage. The natural oil does not flow out unlike the conventional example, and the lubricating oil remains in the camshaft side conveyance path. As a result, when the internal combustion engine is restarted, the time required for hydraulic pressure transmission from the oil supply path to the camshaft side conveyance path is shortened as much as possible, and oil supply from the discharge port to the camshaft side is performed quickly. Become. Therefore, cam lobe wear can be suppressed and friction loss can be reduced when the internal combustion engine is started.

  However, in the case where most of the lubricating oil in the camshaft conveyance path or oil supply path returns to the lubricating oil reservoir, such as when the interval from the stop to restart of the internal combustion engine is extremely long. As with the conventional example, it is conceivable that the refueling is delayed. However, in a situation where the stop and restart of the internal combustion engine are repeated at a relatively short interval, quick refueling as described above becomes possible each time the vehicle is operated. Therefore, it is advantageous in that the wear of the cam lobe can be suppressed and the friction loss can be reduced.

  By the way, when the lubricating oil is sprayed over a wide range in the above-described form, it is not necessary to install the discharge port and the cam lobe in a one-to-one relationship as in the conventional example. It becomes possible to reduce compared with a prior art example. Accordingly, it can be said that the loss of hydraulic pressure for sending the lubricating oil from the lubricating oil reservoir of the internal combustion engine to the end of the conveyance path is smaller than that of the conventional example. Therefore, it is advantageous to reduce the equipment cost of the oil supply structure and the burden on the internal combustion engine associated with the driving of the oil pump, such as the capacity of the oil pump serving as a lubricant source being reduced.

  Preferably, the transport path is a shower pipe having a discharge port formed of a hole penetrating in a radial direction in a peripheral wall at a plurality of locations in the transport direction, and is supported by the inner surface of the cylinder head cover.

  Like this configuration, if the conveying path is configured with a shower pipe, the lubricating oil discharged upward from the discharge port of the shower pipe will be dispersed and dropped by colliding with the inner surface of the cylinder head cover and splashing back. It will be poured into the camshaft side. Further, even when the conveyance path made of the shower pipe is formed into a complicated bent shape, it is relatively easy to process it into a desired shape by bending it, and the design flexibility is expanded.

  Preferably, the number of the discharge ports is set equal to the number of groups when an arbitrary number of all the cam lobes provided in the camshaft is divided into one group.

  According to this configuration, it is possible to reduce the number of installed lubricating oil discharge ports as compared with the conventional example, so that the lubricating oil is sent from the lubricating oil reservoir of the internal combustion engine to the end of the conveyance path. The hydraulic pressure loss is smaller than in the conventional example.

  As a result, it is possible to reduce the capacity of the oil pump serving as the lubricating oil conveyance source, which is advantageous in reducing the facility cost of the oil supply structure and the burden on the internal combustion engine accompanying the driving of the oil pump.

  Preferably, a conveyance path for supplying lubricating oil to the hydraulic lash adjuster side provided in the valve mechanism of the internal combustion engine is provided in parallel with the conveyance path on the camshaft side downstream of the oil supply path.

  In this configuration, when a two-system conveying path is installed on the cylinder head side, that is, the camshaft side and the lash adjuster side, it is required to increase the capacity of the oil pump as a lubricating oil conveyance source. However, even in such a case, it is advantageous that an oil pump having a relatively small capacity can be used as compared with the conventional example.

  According to the present invention, when lubricating oil supply to the oil supply passage is stopped, for example, when the operation of the internal combustion engine is stopped, the natural outflow of the lubricating oil from the discharge port of the camshaft side conveyance passage is suppressed or prevented. Therefore, when the internal combustion engine is restarted, the oil supply to the cam lobe of the camshaft can be performed quickly. Therefore, it is possible to contribute to the suppression of cam lobe wear and the reduction of friction loss when the internal combustion engine is started.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. First, FIG. 1 to FIG. 12 show an embodiment of the present invention.

  Prior to description of an oil supply structure for an internal combustion engine according to the present invention, a schematic configuration of an internal combustion engine to which the oil supply structure is applied will be described with reference to FIGS. 1 and 2.

  1 and 2 show a schematic configuration of an internal combustion engine (also referred to as an engine) mounted on a vehicle such as an automobile. The internal combustion engine here is, for example, a V-type six-cylinder DOHC gasoline engine.

  In the figure, 1 is a cylinder block, 2L and 2R are cylinder heads, 3L and 3R are cylinder head covers, and 4 is an oil pan (lubricating oil reservoir).

  The illustrated internal combustion engine includes six combustion chambers 6 defined by six cylinder bores of a cylinder block 1, two cylinder heads 2L and 2R, and six pistons 5, and air introduced from an intake system and an intake port 2a. A predetermined ratio of air-fuel mixture consisting of fuel injected from the fuel injection valves 7A and 7B is supplied, and this air-fuel mixture is ignited by the spark plug 8 and burned, whereby the crankshaft is connected from the piston 5 through the connecting rod 9. 10 is rotated. The exhaust gas after combustion is discharged from the exhaust port 2b to the exhaust system.

  The cylinder block 1 has two banks 1L and 1R on the left and right. The cylinder heads 2L and 2R are mounted and fixed on the upper portions of the banks 1L and 1R, respectively, and an oil pan 4 is attached to the lower portion of the cylinder block 1. Yes.

  The two cylinder heads 2L and 2R are respectively provided with an intake valve 11 for opening and closing the intake port 2a and an exhaust valve 12 for opening and closing the exhaust port 2b.

  An intake camshaft 13 that opens and closes the intake valve 11 and an exhaust camshaft 14 that opens and closes the exhaust valve 12 are mounted on camshaft housings 15L and 15R that are separate from the cylinder heads 2L and 2R. The camshafts 13 and 14 are rotatably supported by bolting the cam caps 16 to the camshaft housings 15L and 15R.

  The intake side camshaft 13 and the exhaust side camshaft 14 are rotationally driven by the crankshaft 10 via a timing chain (or timing belt) (not shown).

  Two intake valves 11 and two exhaust valves 12 are arranged for each cylinder, and one intake side camshaft 13 and one exhaust side camshaft 14 are used as a set, and each cylinder head 2L, 2R. Each intake-side camshaft 13 and each exhaust-side camshaft 14 are provided with six cam lobes 13a, 14a, respectively, and each of the cam lobes 13a, 14a drives the intake valve 11 and the exhaust valve 12. It is like that.

  Rocker arms 17... Are arranged between the cam lobes 13 a and 14 a of the camshafts 13 and 14 and the valves 11 and 12.

  Note that the center of the intake camshaft 13 is offset from the center axis of the intake valve 11, and the center of the exhaust camshaft 14 is offset from the center axis of the exhaust valve 12. The rocker arms 17 are tilted by the cam lobes 13 a and 14 a of the camshafts 13 and 14, and the valves 11 and 12 are pressed by the rocker arms 17.

  The rocker arm 17 is an end pivot type, and a roller (reference numeral omitted) on which the cam lobes 13a and 14a of the camshafts 13 and 14 abut is rotatably provided at the center in the longitudinal direction. .

  Further, lash adjusters 18... Are arranged in order to ensure that the valve clearance between the cam lobes 13a, 14a of the cam shafts 13, 14 and the rollers of the rocker arms 17 is always an appropriate value.

  As shown in FIG. 3, the lash adjuster 18 has a generally known hydraulic type, and its body 18a is attached in a state where it is embedded in appropriate positions of the cylinder heads 2L and 2R. The external projecting end of the plunger 18b slidably accommodated in the body 18a is in contact with the position serving as the tilting fulcrum of the rocker arm 17, that is, one end in the longitudinal direction.

  The above-described intake valve 11, exhaust valve 12, intake side camshaft 13, exhaust side camshaft 14, rocker arm 17, lash adjuster 18 and the like are referred to as a valve operating mechanism.

  This valve operating mechanism is concealed from the outside by cylinder head covers 3L, 3R attached to the upper parts of the two cylinder heads 2L, 2R.

  In the internal combustion engine exemplified in this embodiment, hydraulic variable valve timing mechanisms (VVT) 21 and 22 are attached to the intake camshaft 13 and the exhaust camshaft 14.

  The variable valve timing mechanisms 21 and 22 control the valve timing (opening and closing) of the intake valve 11 and the exhaust valve 12 by continuously varying the phases of the intake camshaft 13 and the exhaust camshaft 14 as necessary. Is.

  These variable valve timing mechanisms 21 and 22 are of a type generally called a known vane actuator, for example, and have an advance hydraulic chamber and a retard hydraulic chamber, although not shown in detail. The intake side camshaft 13 is driven to the advance side or the retard side by controlling the hydraulic pressure supply to one of the hydraulic chambers with an oil control valve (OCV) 23.

  Next, an oil supply structure for the internal combustion engine configured as described above will be described.

  In the above-described internal combustion engine, as shown in FIGS. 1 and 2, the lubricating oil in the oil pan 4 provided at the bottom of the cylinder block 1 is sucked up by an oil pump (OP) 25 and filtered by an oil filter (OF) 26. Then, the oil is supplied to the cylinder block 1 through an oil supply passage 31 called a main oil hole or a main gallery, and two through two oil supply passages 32L, 32R, 33L, and 33R. The cylinder heads 2L and 2R are individually supplied.

  The oil pump 25 is rotationally driven by the crankshaft 10 via an appropriate belt not shown.

  The cylinder block-side oil supply passage 31 conveys the lubricating oil in the lateral direction (cylinder arrangement direction) inside the cylinder block 1 and performs lubrication of the crankshaft journal portion and in-cylinder lubrication by an oil jet. The lubricating oil that has lubricated and cooled each part in the cylinder block 1 is returned to the oil pan 4.

  On the other hand, the two cylinder head side oil supply passages 32L, 32R, 33L, 33R are lubricated in a diagonally vertical direction (a direction inclined at a predetermined angle with respect to the cylinder longitudinal direction) from the cylinder block 1 to the two cylinder heads 2L, 2R. Oil is conveyed to lubricate each part constituting the valve operating mechanism, and the advance side hydraulic chamber and the retard side hydraulic chamber of the variable valve timing mechanisms 21, 22 through the oil control valves 23. The hydraulic pressure is supplied to (omitted) and then returned to the oil pan 4.

  Thus, the lubricating oil in the oil pan 4 is circulated and used inside the internal combustion engine.

  Here, the part to which the features of the present invention are applied will be described in detail.

  The two cylinder head side oil supply passages 32L, 32R serving as the first system are connected to the front end side of the cylinder block side oil supply passage 31, and a total of four variable valve timing mechanisms 21 provided in the left and right banks 1L, 1R. , 22, the lubricating oil is supplied to the oil control valve 23 of the variable valve timing mechanism 21 on the intake side in each of the banks 1L, 1R.

  In each bank 1L, 1R, each oil control valve 23 of the intake side variable valve timing mechanism 21 and each oil control valve 23 of the exhaust side variable valve timing mechanism 22 communicate with each other through relay paths 34L, 34R. The lubricating oil is sent from the oil control valve 23 on the intake side to the oil control valve 23 on the exhaust side through the relay paths 34L and 34R.

  The two cylinder head side oil supply passages 33L and 33R serving as the second system are connected to the rear end side of the cylinder block side oil supply passage 31, and are connected in parallel to each other downstream via joints 35L and 35R. Lubricating oil is supplied to the intake side camshaft 13 and the exhaust side camshaft 14 side and the lash adjuster 18 side provided in the two banks 1L and 1R, respectively, through the two systems of transport paths 36 and 37. .

  The joints 35L and 35R have, for example, a cylindrical shape. As shown in FIG. 10, the joint 35L, 35R is provided with a receiving passage 35a that is open at the lower end surface and extends upward along the center line. One discharge passage 35b that opens radially outward is provided near the opening, and two discharge passages 35c and 35d that open outward in the radial direction are provided at two positions near the back of the receiving passage 35a. It has been.

  The cylinder head-side oil supply passages 33L and 33R are connected to the lower openings of the receiving passages 35a and 35a of the joints 35L and 35R, respectively, in a state where they are inserted correspondingly.

  The camshaft side conveyance path 36 is a pair of shower pipes 41 and 42 disposed in the banks 1L and 1R.

  As shown in FIG. 11, one end side of the shower pipes 41 and 42 constituting the camshaft side conveying path 36 is at the back of the two discharge passages 35b, 35c and 35d in the joints 35L and 35R, that is, in the vertical direction. It is connected to the discharge passages 35c and 35d at two circumferential positions located on the upper side.

  The shower pipes 41 and 42 of the banks 1L and 1R are open at one end in the longitudinal direction and closed at the other end in the longitudinal direction (free end side), and radially around the peripheral walls at a plurality of locations in the longitudinal direction. Discharge ports 41a and 42a each having a penetrating hole are provided.

  The shower pipes 41 and 42 are bolted to the inner surfaces of the cylinder head covers 3L and 3R via a plurality of appropriate support members 46, and one shower pipe 41 is located above the intake side camshaft 13 or The other shower pipe 42 is arranged above the exhaust side camshaft 14.

  The shower pipes 41 and 42 are made of an appropriate metal material or resin material, and are appropriately bent as shown in FIGS.

  As described above, the camshaft side conveying path 36 has an open structure that releases the lubricating oil into the cylinder head cover inner space in the middle of the lubricating oil conveying direction.

  The lash adjuster side conveyance path 37 communicates, in each of the banks 1L and 1R, a single pipe 43 whose both ends in the longitudinal direction are open and a cylinder head passage 44 formed inside the cylinder heads 2L and 2R. It has a connected structure.

  One end side of the pipe 43, which is one component of the lash adjuster side conveyance path 37, is located near the opening, that is, in the vertical direction lower side of the two discharge passages 35b, 35c, 35d in the joints 35L, 35R. It is connected to a single discharge passage 35b.

  The pipe 43 is made of an appropriate metal material or resin material, and is appropriately bent as shown in FIGS.

  As shown in FIG. 2, the cylinder head inner passage 44 is provided, for example, in a substantially straight line in the lateral direction (cylinder arrangement direction) in the walls of the cylinder heads 2 </ b> L and 2 </ b> R. Is provided with an introduction portion 44a that opens toward the upper surface of the wall portion of the cylinder head 2L, 2R.

  As shown in FIGS. 2 and 3, several points in the longitudinal direction of the cylinder head passage 44 are communicated with oil holes 18c provided in individual bodies 18a of the lash adjuster 18, and the introduction portion The other end side (free end side) of the pipe 43 is connected to 44a.

  In this way, the lash adjuster-side conveyance path 37 has a structure that is completely sealed from the joints 35L and 35R to the inside of the lash adjuster 18, so that lubricating oil does not leak into the cylinder head cover in the middle of the conveyance direction. It has become.

  In this embodiment, the single pipe 43, which is a constituent element of the lash adjuster side conveyance path 37, is bent into a substantially “h” shape when viewed from the side, as shown in FIGS. It has become.

  This pipe 43 is formed by discharging the shower pipes 41 and 42 in a state where the pair of shower pipes 41 and 42 constituting the camshaft side conveyance path 36 is not attached to the cylinder heads 2L and 2R. It arrange | positions in the perpendicular direction lower side rather than the exits 41a and 42a.

  Specifically, in a state where the pair of shower pipes 41 and 42 are set in a horizontal posture without being attached to the cylinder heads 2L and 2R, the pipe 43 has an upstream region, that is, a region near the joints 35L and 35R. It is arranged below the pipes 41 and 42 in the vertical direction, and the middle part in the longitudinal direction is once raised up above the two shower pipes 41 and 42 in the vertical direction. It is bent so as to be arranged below the shower pipes 41 and 42 in the vertical direction.

  Next, the installation locations of the plurality of discharge ports 41a and 42a provided in the shower pipes 41 and 42 constituting the camshaft side conveyance path 36 will be described in detail.

  In short, as shown in FIG. 12, the number of outlets 41a and 42a installed is the same as the number of groups when any number of cam lobes 13a and 14a provided on the camshafts 13 and 14 is divided into one group. The discharge ports 41a and 42a are arranged so as to supply lubricating oil across the plurality of cam lobes 13a and 14a included in the corresponding group.

  Specifically, considering that the internal combustion engine in this embodiment has a configuration in which two intake valves 11 and two exhaust valves 12 are arranged per cylinder, an intake side camshaft 13 and an exhaust side camshaft. 14, two cam lobes 13a and 14a arranged adjacent to each other in the axial direction corresponding to two intake valves 11 and two exhaust valves 12 per cylinder are set as one group. .

  In other words, both the number of outlets 41a of the shower pipe 41 for the intake side camshaft 13 and the number of outlets 42a of the shower pipe 42 for the exhaust side camshaft 14 are both set to one bank 1L (1R). ) Is the same as the number of cylinders.

  That is, the lubricating oil is supplied across the two cam lobes 13a (14a) included in one group by one discharge port 41a (42a).

  The supply form of this lubricating oil will be described. In other words, the internal combustion engine according to this embodiment discharges the lubricating oil vertically upward without discharging the lubricating oil directly toward the cam lobes 13a and 14a of each group at the discharge ports 41a and 42a. By doing so, the installation state is such that it is sprayed to the cam lobes 13a, 14a side of each group.

  Specifically, the two shower pipes 41 and 42 constituting the camshaft side conveyance path 36 are opened to a plurality of locations as described above in the longitudinal direction (lubrication oil conveyance direction) directly above the vertical direction. Discharge ports 41a and 42a are provided.

  The lubricating oil discharged from the discharge ports 41a and 42a spreads in a fountain shape at an appropriate angle due to the relationship that the discharge pressure of the oil pump 25 is applied and is discharged vigorously. Since the discharged lubricating oil collides with the inner surfaces of the cylinder head covers 3L and 3R to which the two shower pipes 41 and 42 are attached, they are dispersed and dropped by being rebounded on the inner surfaces of the cylinder head covers 3L and 3R. The camshafts 13 and 14 are poured into the cam lobes 13a and 14a.

  Since the lubricating oil sprayed in this way is further rebounded at the cam lobes 13a and 14a and the cam journal portions (reference numerals omitted) in the respective camshafts 13 and 14, and scattered widely to the periphery thereof, Supply to places that are difficult to reach is also possible.

  As described above, in short, each camshaft 13 is configured so that the lubricant is discharged upward from the discharge ports 41a and 42a installed in the two shower pipes 41 and 42 constituting the camshaft side conveyance path 36. , 14 are dispersed on a plurality of cam lobes 13a, 14a.

  In this way, when the operation of the oil pump 25 is stopped and the supply of the lubricating oil to the oil supply passages 33L and 33R is stopped, for example, when the operation of the internal combustion engine is stopped, the discharge port of the camshaft side conveyance passage 36 is stopped. The lubricating oil does not naturally flow out from 41a, 42a as in the conventional example, and the lubricating oil remains in the camshaft side conveyance path 36.

  As a result, when the internal combustion engine is restarted, the time required for hydraulic pressure transmission from the oil supply passages 33L, 33R to the camshaft side conveyance passage 36 is shortened as much as possible, and the camshafts 13, 14 are discharged from the discharge ports 41a, 42a. Oil can be quickly supplied to the side. Therefore, it is possible to suppress wear of the cam lobes 13a and 14a and reduce friction loss when the internal combustion engine is started.

  By the way, when lubricating oil is sprayed over a wide range in the form as described above, the discharge ports 41a and 42a and the cam lobes 13a and 14a need not be installed in a one-to-one relationship as in the conventional example. It is possible to reduce the number of the discharge ports 41a and 42a as compared with the conventional example.

  Incidentally, in the above embodiment, since the number of ejection ports 41a, 42a of the camshaft side conveyance path 36 installed in the cylinder heads 2L, 2R is half that of the conventional example, the following operations and effects are achieved. Is obtained.

  First, the loss of hydraulic pressure for sending the lubricating oil from the oil pan 4 of the internal combustion engine to the end of the camshaft side conveyance path 36 is smaller than that of the conventional example. This is advantageous in reducing the cost of the oil supply structure and the burden on the internal combustion engine accompanying the driving of the oil pump 25, such as the capacity of the oil pump 25 serving as a lubricant source being reduced. .

  Further, in the case where the two systems of conveying paths 36 and 37 on the camshaft side and the lash adjuster side are installed on the cylinder heads 2L and 2R side as in the above embodiment, an oil pump as a lubricating oil conveying source is provided. However, even in such a case, it is advantageous that the oil pump 25 having a relatively small capacity can be used as compared with the conventional example.

  Furthermore, in the above embodiment, the camshaft side conveyance path 36 is constituted by the shower pipes 41 and 42 and a part of the lash adjuster side conveyance path 37 is constituted by the pipe 43. Even in the case where the plate 37 has a complicated bent shape, it is preferable in that the degree of freedom in design is widened such that it is relatively easy to process the plate into a desired shape by bending.

  Hereinafter, other embodiments of the present invention will be described.

  (1) In the above embodiment, a V-type six-cylinder internal combustion engine is taken as an example, but the number of cylinders is particularly limited, such as a V-type eight-cylinder type, a V-type ten-cylinder type, a V-type twelve-cylinder type, and the like. In addition, the features of the present invention can be applied to an in-line multi-cylinder type internal combustion engine in the same manner as in the above embodiment.

  As an example, FIGS. 13 and 14 show other embodiments to which the features of the present invention are applied. In this embodiment, an in-line four-cylinder DOHC gasoline engine is taken as an example of the internal combustion engine.

  Simply speaking, the cylinder block 1 in this internal combustion engine has only one bank of the V-type six cylinders described in the above embodiment, and the one bank is increased by one cylinder from three cylinders to four cylinders. It has a configuration like this.

  The camshaft-side transport path 36 and the lash adjuster-side transport path 37 disposed in the single cylinder head 2 have basically the same configurations as those shown in FIGS.

  However, in this embodiment, since the internal combustion engine is an in-line four-cylinder DOHC gasoline engine, the number of cam lobes 13a, 14a of the intake side camshaft 13 and the exhaust side camshaft 14 is eight, so that the intake side And the number of lash adjusters 18 on the exhaust side is sixteen, a total of sixteen.

  The number of the outlets 41a and 42a of the shower pipes 41 and 42 in the camshaft side conveyance path 36 is set so that the two adjacent cam lobes 13a and 14a in the intake side camshaft 13 and the exhaust side camshaft 14 are grouped. As a thing, four discharge ports 41a and 42a of each shower pipe 41 and 42 are provided.

  In the case of this embodiment, basically the same operations and effects as those of the above embodiment can be obtained.

  (2) In the said embodiment, the number of installation of the discharge outlets 41a and 42a of the shower pipes 41 and 42 is not specifically limited.

  For example, the number of discharge ports 41a and 42a can be set to the same number as the cam lobes 13a and 14a in the intake side camshaft 13 and the exhaust side camshaft 14 as in the conventional example.

  By the way, it is possible to further reduce the number of the discharge ports 41a and 42a. However, the smaller the number of the discharge ports 41a and 42a, the more widely the lubricating oil discharged from the one discharge port 41a and 42a is set to be dispersed. Is preferred. For reference, for example, if the discharge ports 41a and 42a have a shape that gradually increases in diameter from the inside to the outside, it is advantageous in spreading the lubricating oil over a wide range.

  (3) In the above-described embodiment, an example is given in which the discharge ports 41a, 42a of the shower pipes 41, 42 are opened directly upward in the vertical direction, but the opening direction is not particularly limited, and at least It may be inclined if it is directed upward from the horizontal direction.

  However, it is preferable that the lubricant discharged upward is collided with members such as the cylinder head covers 3L, 3R and bounced back to spray the lubricant on the object to be lubricated.

  In this way, it is possible to approximate the dispersion of the lubricating oil as described in the above embodiment.

  (4) In the above embodiment, the configurations and shapes of the camshaft side conveyance path 36 and the lash adjuster side conveyance path 37 disposed in the cylinder heads 2L and 2R are not particularly limited, and are characteristic of the present invention. It is possible to change appropriately within the range including

  (5) In the above embodiment, the type and detailed configuration of the internal combustion engine are not particularly limited. For example, in the above embodiment, an example in which the valve operating mechanism is a rocker arm type is given. However, even when the valve operating mechanism is a direct acting type, the features of the present invention can be applied in the same manner as in the above embodiment.

  However, in the case of an internal combustion engine in which the valve mechanism is a direct acting type, a cam journal is formed adjacent to the valve lifter, and the cam lobe is generally lubricated with lubricating oil from the cam journal. Although it is considered necessary to make the passage 44 different from that of the above-described embodiment, the pipes 43 constituting the camshaft-side conveyance path 36 and the shower pipes 41 and 42 and the lash adjuster-side conveyance path 37 are described above. It can be basically the same as the embodiment.

It is sectional drawing which looked at one Embodiment of the internal combustion engine to which the characteristic of this invention was applied from the front end side. It is a perspective view which shows typically the oil supply structure of the internal combustion engine shown in FIG. It is a figure which expands and shows a part of valve operating mechanism in the one-side bank of FIG. FIG. 2 is a partially exploded perspective view showing the internal combustion engine shown in FIG. 1. 5 is a detailed plan view of the camshaft side conveyance path and the lash adjuster side conveyance path of FIG. 4 as viewed from above. FIG. FIG. 5 is a detailed plan view of the camshaft side conveyance path and the lash adjuster side conveyance path of FIG. 4 as viewed from below. It is the figure seen from the arrow (7) side in FIG. 5 and FIG. It is the figure seen from the arrow (8) side in FIG. 5 and FIG. It is the figure seen from the arrow (9) side in FIG. 5 and FIG. FIG. 6 is a cross-sectional view taken along line (10)-(10) in FIG. 5. It is an arrow view of the (11)-(11) line cross section of FIG. FIG. 12 schematically shows the relative positional relationship between the discharge port of the camshaft side conveyance path shown in FIGS. 5 to 11 and the cam lobe of the camshaft, as viewed from the side of the internal combustion engine. A cross-sectional view of another embodiment of the internal combustion engine to which the features of the present invention are applied is viewed from the front end side, and corresponds to FIG. It is a perspective view which shows typically the oil supply structure of the internal combustion engine shown in FIG. 13, and respond | corresponds to FIG.

Explanation of symbols

1 Cylinder block 1L, 1R Cylinder block left and right banks 2L, 2R Cylinder head 3L, 3R Cylinder head cover
4 Oil pan (lubricating oil reservoir)
DESCRIPTION OF SYMBOLS 11 Intake valve 12 Exhaust valve 13 Intake side camshaft 13a Intake side camshaft cam lobe 14 Exhaust side camshaft 14a Exhaust side camshaft cam lobe 25 Oil pump (lubricant conveyance source)
33L, 33R Second system cylinder head side oil supply passages 35L, 35R Joint 36 Camshaft side conveyance passages 41, 42 Shower pipes 41a, 42a constituting camshaft side conveyance passages 36 Shower pipe discharge ports

Claims (4)

An oil supply structure having a conveyance path for supplying lubricating oil to a camshaft side for intake and exhaust of a multi-cylinder internal combustion engine,
The conveying path is provided on the camshaft in the cylinder head cover space downstream of the oil supply path for sending the lubricating oil in the lubricating oil reservoir of the internal combustion engine to the cylinder head side, and lubricates at a plurality of locations in the lubricating oil conveying direction. There is an oil outlet,
An oil supply structure for an internal combustion engine, wherein the discharge port is installed such that lubricant is discharged upward in the vertical direction so as to be distributed to the cam lobe side of the camshaft.   2. The fuel supply structure for an internal combustion engine according to claim 1, wherein the transport path is a shower pipe having a discharge port formed of a hole penetrating in a radial direction in a plurality of peripheral walls in the transport direction, and is supported by an inner surface of a cylinder head cover. An oil supply structure for an internal combustion engine.   3. The fuel supply structure for an internal combustion engine according to claim 1, wherein the number of discharge ports installed is the same as the number of groups when an arbitrary number of all cam lobes provided in the camshaft is divided into one group. An oil supply structure for an internal combustion engine.   The oil supply structure for an internal combustion engine according to any one of claims 1 to 3, wherein a conveyance path for supplying lubricating oil to a hydraulic lash adjuster provided in a valve operating mechanism of the internal combustion engine is provided downstream of the oil supply path. An oil supply structure for an internal combustion engine, wherein the oil supply structure is provided in parallel with the conveyance path on the camshaft side.

Images