JP2016044624A - Oil supply device for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply oil in a required amount and pressure to a hydraulic operation part while suppressing the driving loss of an oil pump.SOLUTION: An oil supply device 1 includes a main gallery for supplying oil from an oil pump 36 to a first hydraulic operation part such as a VVT 33, a sub gallery for supplying the oil to a second hydraulic operation part such as an HLA 24 of which required oil pressure is lower than that of the VVT 33, a first oil pressure sensor 70 provided in the main gallery, a second oil pressure sensor 71 provided in the sub gallery, a variable orifice 48 for adjusting an oil pressure of the sub gallery, and a controller 100. The controller 100 sets the highest one of the required oil pressures of all of the hydraulic operation parts as a first target oil pressure, and controls the pump 36 so that a detected oil pressure of the sensor 70 is the first target oil pressure, and sets the highest one of the required oil pressures of the second hydraulic operation part as a second target oil pressure, and controls the variable orifice 48 so that a detected oil pressure of the sensor 71 is the second target oil pressure.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an engine oil supply device that supplies oil to each part of an engine such as an automobile.

  Conventionally, engine oil (hereinafter simply referred to as oil) is supplied to various parts of an engine by an oil pump for lubrication of a bearing portion and a sliding portion of the engine, cooling of a piston, or operation of various devices operated by hydraulic pressure. Oil supply devices are known.

  In general, the required amount of oil (required oil pressure) varies depending on the operating state of the engine (rotation speed, load, oil temperature, etc.). This is because the amount of oil suitable for lubrication and cooling varies depending on the operating state of the engine, and the operation / stop of devices such as a variable valve timing mechanism (abbreviated as VVT) depends on the operating state of the engine. This is due to the necessity of switching.

  Therefore, in the conventional oil supply device, a control valve with a relief function is provided in the discharge passage of the constant capacity type oil pump, and a constant flow of oil is discharged from the oil pump, and the control valve is controlled according to the operating state of the engine. By controlling the opening degree of the oil, the oil of the required oil amount (required oil pressure) is supplied to each part of the engine while the oil exceeds the required oil amount (for example, Patent Document 1).

  However, in such an oil supply device, the oil exceeding the required oil amount is returned to the oil tank via the control valve, so that the work of the oil pump is wasted accordingly. That is, a drive loss of the oil pump occurs. Since this driving loss becomes large in the low load low speed operation region of the engine, a general automobile engine having a comparatively high use frequency in the operation region is disadvantageous in terms of fuel consumption.

  Patent Document 2 discloses an oil supply device for an engine provided with a variable lift mechanism (one of hydraulically operated devices) provided with a variable displacement oil pump. This oil supply device calculates the total required oil amount, including for the operation of the variable lift mechanism, and controls the oil pump with the total required oil amount. According to this, the wasteful work of the oil pump is reduced. It becomes possible to suppress.

Japanese Patent No. 3084641 JP 2002-309916 A

  However, the oil is discharged from the oil pump to the main oil passage called the main gallery, a part is supplied directly from the main gallery to the target location or device, and a part is passed through the sub gallery branched from the main gallery. Or supplied to the equipment. Therefore, even when the oil pump is controlled with the total required oil amount as in Patent Document 2, the required oil amount (e.g., at the end portion of the sub gallery, etc., is affected by the fluctuation in the hydraulic pressure of the main gallery). Excess and deficiency is likely to occur. Therefore, there is room for improvement in this respect.

  The present invention has been made in view of the above circumstances, so that the required oil amount and hydraulic oil can be supplied to each part of the engine more reliably and stably while suppressing drive loss of the oil pump. The purpose is to do.

  In order to solve the above-described problems, the present invention provides an oil supply apparatus for an engine, which includes an oil pump capable of controlling a discharge amount, and supplies oil discharged from the oil pump to each part of the engine. The oil discharged from the upstream hydraulic passage supplying the first hydraulic operating portion and the second hydraulic operating portion connected to the upstream hydraulic passage and having a lower required hydraulic pressure than the first hydraulic operating portion are supplied. A downstream oil passage, a first oil pressure sensor that detects the oil pressure of the upstream oil passage, a second oil pressure sensor that detects the oil pressure of the downstream oil passage, and a hydraulic pressure adjustment that adjusts the oil pressure of the downstream oil passage A required hydraulic pressure corresponding to an operating state of the engine is set as a first target hydraulic pressure, and the hydraulic pressure detected by the first hydraulic pressure sensor is the first target hydraulic pressure. To be The discharge amount of the oil pump is controlled, and the required hydraulic pressure corresponding to the operating state of the engine, which is the required hydraulic pressure of the second hydraulic operating section, is set as the second target hydraulic pressure, and is detected by the second hydraulic pressure sensor. And a control device that controls the hydraulic pressure adjusting device so that the hydraulic pressure becomes the second target hydraulic pressure. The first hydraulic operating unit and the second hydraulic operating unit are a device that receives and drives the oil pressure of the oil, or an oil supply unit that supplies oil to an object for lubrication or cooling by the oil pressure. .

  According to such an oil supply apparatus, the required hydraulic pressure of the first hydraulic pressure operating unit for each operating state of the engine is set as the first target hydraulic pressure, and the hydraulic pressure (actual hydraulic pressure) detected by the first hydraulic pressure sensor is the first hydraulic pressure. Since the oil pump discharge rate is controlled to achieve the target oil pressure, the operating load (required oil pressure) of the first hydraulic operating part is secured and the drive load of the oil pump is kept to the minimum necessary to improve fuel efficiency. Can be achieved. In addition, the required hydraulic pressure of the second supplied portion for each engine operating state is set as the second target hydraulic pressure, and the hydraulic pressure is adjusted so that the hydraulic pressure (actual hydraulic pressure) detected by the second hydraulic pressure sensor becomes the second target hydraulic pressure. Since the device is controlled, that is, the hydraulic pressure of the downstream flow path is controlled, the hydraulic pressure of the downstream oil path is less affected by fluctuations in the hydraulic pressure of the upstream oil path, and the appropriate hydraulic pressure (oil amount) is reduced. Maintained stably. Therefore, according to this oil supply device, it is possible to supply the required oil amount and hydraulic oil more reliably and stably to each part of the engine (each hydraulic operating part) while suppressing the drive loss of the oil pump. It becomes.

  When the oil supply device includes a plurality of the first hydraulic operation units and a plurality of the second hydraulic operation units, the control device is the most preferable hydraulic pressure among all the hydraulic operation units. A high required hydraulic pressure is set to the first target hydraulic pressure, and the highest required hydraulic pressure among the required hydraulic pressures of the plurality of second hydraulic operating units is set to the second target hydraulic pressure.

  According to this configuration, it is possible to appropriately and stably secure the hydraulic pressure (required hydraulic pressure) for all the hydraulic pressure operating portions.

  As a more specific configuration, the engine has a crankshaft and supplies oil supplied to a bearing portion of a specific crank journal of the crankshaft to the crankpin through an internal passage of the crankshaft. The first hydraulic operation unit includes an oil supply unit that supplies oil to the bearing portion of the specific crank journal by the hydraulic pressure, and the second hydraulic operation unit is configured to supply oil other than the specific crank journal by the hydraulic pressure. An oil supply part for supplying the bearing part is included.

  According to this oil supply device, it is possible to more reliably supply an appropriate amount of oil to the bearings of all the crank journals of the crankshaft and the crank pins.

  As another specific configuration, the first hydraulic pressure operating unit is a hydraulic pressure that changes a valve characteristic of at least one of the intake valve and the exhaust valve of the engine by hydraulic operation according to an operating state of the engine. The second hydraulic operating section includes a hydraulic lash adjuster for maintaining the valve clearance of the valve mechanism of the engine at zero, and a lubricated part of the valve mechanism by the oil pressure thereof. And an oil supply unit for supplying to the oil.

  According to this oil supply device, it is possible to more reliably supply an appropriate amount of oil to the lubricated portion of the hydraulic lash adjuster or the valve mechanism while ensuring good operation responsiveness of the hydraulic valve characteristic variable device. Is possible.

  As described above, according to the engine oil supply apparatus of the present invention, the required oil amount and hydraulic oil can be more reliably and stably supplied to each part of the engine (each hydraulic pressure while suppressing the drive loss of the oil pump. It becomes possible to supply to the operation part).

It is sectional drawing which shows schematic structure of the multicylinder engine to which the oil supply apparatus which concerns on this invention is applied. (A) is sectional drawing which shows schematic structure of a variable valve timing mechanism, (b) is a graph which shows the valve characteristic (relationship between a phase and lift amount) of an intake valve and an exhaust valve. It is a figure which shows schematic structure of an oil supply apparatus. (A) is a figure (map) showing the relationship between the required oil pressure of the main gallery at low load and the engine speed, and (b) is the relationship between the required oil pressure of the main gallery at high load and the engine speed. It is a figure (map) which shows a relationship. It is a figure which shows the characteristic of a variable displacement type oil pump. It is a figure (map) which shows the relationship between the required oil pressure of a sub gallery at the time of low load, and an engine speed. It is a block diagram which shows the structure of the discharge amount control of the oil pump by a controller. It is a block diagram which shows the structure of the flow control of the variable orifice by a controller. It is a figure which shows schematic structure of an oil supply apparatus (modification).

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

<Engine configuration>
FIG. 1 shows a multi-cylinder engine 2 (hereinafter simply referred to as an engine 2) to which an oil supply apparatus according to the present invention is applied. The engine 2 is an in-line four-cylinder gasoline engine in which first to fourth cylinders are sequentially arranged in series in a direction perpendicular to the paper surface of FIG. 1 and is mounted on a vehicle such as an automobile.

  The engine 2 includes a cam cap 3, a cylinder head 4, a cylinder block 5, a crankcase (not shown), and an oil pan 6 (see FIG. 3) that are connected vertically. Four cylinder bores 7 are formed in the cylinder block 5, and pistons 8 are slidably accommodated in the respective cylinder bores 7. A combustion chamber 11 is formed for each cylinder by the piston 8, the cylinder bore 7 and the cylinder head 4. Yes. Each piston 8 is connected via a connecting rod 10 to a crankshaft 9 that is rotatably supported by the crankcase.

  The cylinder head 4 is provided with an intake port 12 and an exhaust port 13 that open to the combustion chamber 11, and an intake valve 14 and an exhaust valve 15 that open and close the intake port 12 and the exhaust port 13, respectively. Equipped.

  The intake valve 14 and the exhaust valve 15 are urged in the direction of closing the ports 12 and 13 (upward in FIG. 1) by return springs 16 and 17, respectively, and are provided on the outer periphery of the camshafts 18 and 19. Each port 12 and 13 is configured to open when pressed by the cam portions 18a and 19a. Specifically, as the camshafts 18 and 19 rotate, the cam portions 18a and 19a press the cam followers 20a and 21a provided at the substantially central portions of the swing arms 20 and 21, so that the swing arms 20 and 21 Swinging around the top of the pivot mechanism of the hydraulic lash adjusters 24, 25 (one of the first hydraulic operating parts of the present invention) provided on one end of the swing arm, and accompanying this swinging, the swing arms 20, 21 The other end depresses the intake valve 14 and the exhaust valve 15 against the urging force of the return springs 16 and 17. As a result, the ports 12 and 13 are opened. The engine 2 incorporates variable valve timing mechanisms 32 and 33 to be described later, and the opening and closing timings of the intake and exhaust valves 14 and 15 are changed according to the operating state of the engine 2. The variable valve timing mechanisms 32 and 33 will be described later.

  In the cylinder head 4, mounting holes 26 and 27 into which the lower ends of the HLAs 24 and 25 are inserted and mounted are provided in portions on the intake side and exhaust side corresponding to the four cylinders. Further, the cylinder head 4 extends in the cylinder arrangement direction over the first to fourth cylinders, and communicates with the mounting holes 26 and 27 of the HLA 24 and 25 on the intake side and the exhaust side, respectively (oil passage 63, 64) is formed. The sub gallery is an oil supply passage which will be described in detail later. These oil passages 63 and 64 supply oil (hydraulic oil) to the pivot mechanisms of the HLAs 24 and 25 mounted in the mounting holes 26 and 27. Pressure) automatically adjusts the valve clearance to zero.

  In the cylinder block 5, main gallery (first communication path 52, third communication path 53) extending in the cylinder arrangement direction is provided in the side walls on both sides of the cylinder bore 7. The main gallery is an oil supply passage which will be described in detail later. In the main gallery, a position near the lower side of the first communication passage 52 located on the exhaust side and corresponding to each piston 8, an oil jet 28 for piston cooling communicating with the first communication passage 52 ( One of the first hydraulic operating parts of the present invention is provided. On the other hand, at a position near the lower side of the third communication passage 53 located on the intake side and corresponding to each piston 8, an oil jet 29 for lubricating the piston that communicates with the third communication passage 53 (the present invention). One of the first hydraulic operating parts) is provided.

  Of these oil jets 28, 29, the piston cooling oil jet 28 has a nozzle 28 a located on the lower side of the piston 8, and mainly from the nozzle 28 a toward the center of the back surface of the piston 8. Oil (cooling oil) is configured to be sprayed in a shower shape. On the other hand, the oil jet 29 for piston lubrication has a nozzle 29a located on the lower side of the piston 8, and the oil jet 28 for cooling the piston is directed from the nozzle 29a mainly toward the back surface of the skirt portion. It is configured to inject oil (lubricating oil) at a narrower angle. An oil guiding passage is formed in the skirt portion of the piston 8, and the oil injected from the nozzle 29 a is guided to the piston sliding surface through the passage.

  In addition, oil supply portions 30 and 31 (one of the second hydraulic operation portions of the present invention) are provided above the camshafts 18 and 19, respectively. These oil supply parts 30 and 31 have nozzles 30a and 31a, cam parts 18a and 19a (lubricated parts) of the camshafts 18 and 19 located below the nozzles 30a and 31a, and swing arms. Oil (lubricating oil) is dropped on contact portions (lubricated portions) between the cams 20 and 21 and the cam followers 20a and 21a. The camshafts 18 and 19 and the swing arms 20 and 21 correspond to the valve operating mechanism of the present invention.

<Configuration of variable valve timing mechanism>
The engine 2 incorporates variable valve timing mechanisms 32 and 33 (hereinafter simply referred to as VVTs 32 and 33) that change the valve characteristics of the intake valve 14 and the exhaust valve 15 in all the cylinders. In this example, among these VVTs 32 and 33, the exhaust-side VVT 33 (corresponding to the hydraulic valve characteristic varying device of the present invention and the first hydraulic operating part) is a hydraulic pressure VVT that changes the valve characteristic by hydraulic operation, The VVT 32 on the intake side is an electric VVT that changes valve characteristics by an electric operation, specifically, an electric motor. The reason for adopting different operation methods on the intake side and the exhaust side in this way is that it is often required to control the valve characteristics immediately after the engine 2 is started on the intake side. Is advantageous. That is, the hydraulic VVT requires a relatively high hydraulic pressure for its operation, but it is difficult to ensure a sufficient hydraulic pressure in the operating region immediately after the engine is started with a low engine speed and a low oil temperature. This is because it is difficult to control promptly.

  Hereinafter, the configuration of the exhaust-side VVT 33 will be described with reference to FIG. 2A, and then the configuration of the intake-side VVT 32 will be referred to.

  FIG. 2A shows a schematic configuration of the exhaust-side VVT 33 in a cross-sectional view. The VVT 33 includes a substantially annular housing 331 and a rotor 332 accommodated in the housing 331. The housing 331 is connected to a cam pulley 333 that rotates in synchronization with the crankshaft 9 so as to be integrally rotatable, and the rotor 332 is connected to the camshaft 19 that opens and closes the exhaust valve 15 so as to be integrally rotatable. A plurality of retarded hydraulic chambers 335 and advanced hydraulic chambers 336 defined by the inner peripheral surface of the housing 331 and the vanes 334 provided on the rotor 332 are formed inside the housing 331. The retardation hydraulic chamber 335 and the advance hydraulic chamber 336 are connected to an oil pump 36 (see FIG. 3), which will be described later, for supplying oil via a direction switching valve 34 (see FIG. 3). When oil is introduced into the retarded hydraulic chamber 335 by the control of the direction switching valve 34, the camshaft 19 is rotated in the direction opposite to the rotation direction (the direction of the arrow in FIG. 2A) by the hydraulic pressure. As a result, the opening timing of the exhaust valve 15 is delayed. On the other hand, when the oil is introduced into the advance hydraulic chamber 336, the camshaft 19 is moved in the rotational direction by the hydraulic pressure, so the opening timing of the exhaust valve 15 is advanced. .

  The basic configuration of the VVT 32 on the intake side is the same as that of the VVT 33 on the exhaust side, except that it is electrically operated. 2A, the VVT 32 is housed in a housing 321 that is connected to a cam pulley 323 that rotates in synchronization with the crankshaft 9 so as to be integrally rotatable, and the housing 331. The rotor 322 is connected to the camshaft 18 that opens and closes the intake valve 14 so as to be integrally rotatable, and includes a drive mechanism that includes an electric motor (not shown) and rotates the rotor 322 relative to the housing 321. When the rotor 322 is driven to rotate in the direction opposite to the rotation direction of the camshaft 18 (the direction of the arrow in FIG. 2A) by the operation of the electric motor, the opening timing of the intake valve 14 is thereby delayed. On the other hand, when the rotor 322 is rotationally driven in the same direction as the rotation direction of the camshaft 18, the camshaft 18 moves in the rotation direction, so that the opening timing of the intake valve 14 is advanced.

  FIG. 2B shows the valve opening phases of the intake valve 14 and the exhaust valve 15. As can be seen from FIG. 2B, the valve opening phase of the intake valve 14 is changed in the advance direction (VVT 32 (and / or VVT 33)). 2 (see the arrow in FIG. 2B) (and / or when the valve opening phase of the exhaust valve 15 is changed in the retarded direction), the valve opening period of the exhaust valve 15 and the valve opening period of the intake valve 14 (See the dash-dot line). By overlapping the opening periods of the intake valve 14 and the exhaust valve 15 in this way, the amount of internal EGR during engine combustion can be increased, and pumping loss can be reduced to improve fuel efficiency. Further, since the combustion temperature can be suppressed, NOx generation can be suppressed and exhaust purification can be achieved. On the other hand, when the valve opening phase of the intake valve 14 is changed to the retarded direction (and / or the valve opening phase of the exhaust valve 15 is changed to the advanced direction) by the VVT 32 (and / or VVT 33), the intake valve 14 The valve overlap amount between the valve opening period (see the solid line) and the valve opening period of the exhaust valve 15 is reduced, so that stable combustibility is maintained when the engine load is low, such as during idling. It can be secured. In the present embodiment, in order to increase the valve overlap amount as much as possible when the load is high, the valve opening periods of the intake valve 14 and the exhaust valve 15 are overlapped even when the load is low.

<Description of Oil Supply Device 1>
Next, the oil supply device 1 for supplying oil (hydraulic oil) to each hydraulic operation part of the engine 2 will be described in detail with reference to FIGS. 3 and 4. The “hydraulic operating section” is a device that receives and drives the oil pressure of oil (ie, HLA 24, 25, VVT 32, etc.), or an oil supply section that supplies oil to an object for lubrication or cooling by its oil pressure ( That is, the oil jets 28 and 29 and the oil supply units 30 and 31 are indicated.

  As shown in the figure, the oil supply device 1 includes an oil pump 36 driven by the rotation of the crankshaft 9, and an oil pump 36 connected to the oil pump 36, and the oil pressure increased by the oil pump 36. And an oil supply passage 50 that leads to The oil pump 36 is an auxiliary machine that is driven by the engine 2.

  The oil pump 36 of the present embodiment is a known variable displacement oil pump, which is formed so that one end side is open, and has a U-shaped pump body having a pump housing chamber formed of a cylindrical space inside. And a housing 361 that once closes the opening of the pump body, and a drive shaft that is rotatably supported by the housing 361 and is driven to rotate by the crankshaft 9 through substantially the center of the pump housing chamber. 362, and a rotor 363 rotatably accommodated in the pump housing chamber and having a central portion coupled to the drive shaft, and a plurality of slits radially formed in the outer peripheral portion of the rotor 363, respectively. A pump element composed of a vane 364, and arranged on the outer peripheral side of the pump element so as to be eccentric with respect to the rotation center of the rotor 363; A cam ring 366 that defines a plurality of hydraulic oil chambers together with adjacent vanes 364 and a cam ring 366 that is housed in the pump body and in a direction in which the amount of eccentricity of the cam ring 366 with respect to the rotation center of the rotor 363 increases. A spring 367 that is an urging member for urging is provided, and a pair of ring members 368 having a smaller diameter than the rotor 363 are slidably disposed on both inner side portions of the rotor 363. The housing 361 includes a suction port 361 a that supplies oil to the internal pump chamber 365 and a discharge port 361 b that discharges oil from the pump chamber 365. A pressure chamber 369 defined by the inner peripheral surface of the housing 361 and the outer peripheral surface of the cam ring 366 is formed in the housing 361, and an introduction hole 369 a that opens to the pressure chamber 369 is provided. That is, in the oil pump 36, when the oil is introduced into the pressure chamber 369 from the introduction hole 369a, the cam ring 366 swings with respect to the fulcrum 361c, and the rotor 363 is eccentric relative to the cam ring 366, The discharge capacity is configured to change.

  An oil strainer 39 facing the oil pan 6 is connected to the suction port 361 a of the oil pump 36. An oil filter 37 and an oil cooler 38 are disposed in order from the upstream side to the downstream side in the oil passage 51 communicating with the discharge port 361 b of the pump 36, and the oil stored in the oil pan 6 passes through the oil strainer 39. The pump is pumped up by the oil pump 36, filtered by the oil filter 37, cooled by the oil cooler 38, and then introduced into the main gallery (communication passages 52 to 55) in the cylinder block 5.

  The oil pump 36 is connected to an oil passage 40 that branches from a later-described branch point 52 b of the main gallery and introduces oil into the pressure chamber 369 of the oil pump 36. A linear solenoid valve 41 is interposed in the oil passage 40, and the oil flow rate (hydraulic pressure) introduced into the pressure chamber 369 is adjusted by the linear solenoid valve 41, so that the capacity of the oil pump 36 is increased. Be changed.

  The oil supply passage 50 is composed of a pipe, a passage formed in the cylinder head 4, the cylinder block 5, and the like. The oil supply passage 50 includes the oil passage 51 for introducing oil into the cylinder block 5 and an upstream main gallery for guiding the introduced oil mainly to a hydraulic operating portion having a high required pressure (upstream side of the present invention). And hydraulic passages that branch from the main gallery and that require relatively low pressure (hydraulic actuation portions that require lower pressure than hydraulic actuators that receive direct oil supply from the main gallery) And a sub gallery (corresponding to the downstream oil passage of the present invention) for guiding the oil to the oil.

  The main gallery is connected to the oil passage 51 at a branch point 52 a in the cylinder block 5, and extends in the cylinder arrangement direction at a position on the exhaust side of the cylinder bore 7 in the cylinder block 5, and the intake air of the cylinder bore 7. A third communication path 53 extending in the cylinder arrangement direction substantially parallel to the first communication path 52 at a position on the side, a second communication path 54 connecting the first communication path 52 and the third communication path 53, and a first And a fourth communication path 55 extending from the branch point 52 c on the communication path 52 to the cylinder head 4.

  In the first communication passage 52, the oil jet 28 for injecting cooling oil to the back side of the piston 8 of each cylinder, and the second and fourth main journals that rotatably support the crankshaft 9 are arranged. An oil supply unit 42 (one of the first hydraulic operation units of the present invention) is connected to the metal bearing (hereinafter, referred to as second and fourth metal bearings). The oil supply unit 42 is a passage that guides oil to the metal bearing. The third communication passage 53 is connected to the oil jet 29 that injects lubricating oil onto the piston 8 of each cylinder. An opening / closing valve 35 is provided in the vicinity of the upstream end of the third communication passage 53 (on the first communication passage 52 side). The controller 100 controls the opening / closing valve 35 to control the oil jet 29. Oil injection is turned on and off. The end portion of the fourth communication passage 55 is connected to the retard hydraulic chamber 335 and the advance hydraulic chamber 336 of the VVT 33 via the direction switching valve 34, and the controller 100 controls the direction switching valve 34. The oil supply to the retard hydraulic chamber 335 and the advance hydraulic chamber 336 is switched by the control.

  On the other hand, the sub gallery includes an oil passage 61 connected to the main gallery (fourth communication passage 55) at a branch point 55a in the cylinder head 4, an oil passage 62 connected to the oil passage 61 and extending to the cylinder block 5, and a cylinder. A branch point 62a in the head 4 branches from the oil passage 62, and a predetermined position on the intake side in the cylinder head 4 extends in the cylinder arrangement direction, and also branches from the branch point 62a. 4, the oil passage 64 extending in the cylinder arrangement direction in parallel with the oil passage 63 at a predetermined position on the exhaust side, and the oil passage 65 branching from the oil passage 63 at a branch point 63 a and extending in parallel with the oil passage 63. And an oil passage 66 branched from the oil passage 64 at a branch point 64a and extending in parallel with the oil passage 64.

  The oil passage 62 extends in the cylinder arrangement direction at a position on the intake side in the cylinder block 5, and the oil passage 62 has first, third, and fifth numbers that rotatably support the crankshaft 9. The oil supply part 44 (one of the second hydraulic operating parts of the present invention) for the metal bearings (hereinafter referred to as first, third and fifth metal bearings) arranged in the main journal, and the driving force of the crankshaft 9 To the camshafts 18 and 19 is connected to an oil supply section (not shown) and the like. The oil supply unit 44 is a passage that guides oil to the metal bearing.

  An oil supply portion 45 for lubricating the cam journal of the intake side camshaft 18 (see the white triangle Δ in FIG. 3) is provided in the intake side oil passage 63 in the cylinder head 4 (second hydraulic operation of the present invention). 1) and the HLA 24 (see the black triangle ▲ in FIG. 3) are connected, and an oil passage 65 branched from the oil passage 63 is connected to the intake side swing arm 20 with lubricating oil. The oil supply unit 30 for supplying the oil is connected. Further, in the oil passage 64 on the exhaust side, an oil supply portion 46 (see the white triangle Δ in FIG. 3) for cam journal lubrication of the cam shaft 19 on the exhaust side (see the second hydraulic operating portion of the present invention). 1) and the HLA 24 (see the black triangle ▲ in FIG. 3) are connected, and the oil passage 66 branched from the oil passage 64 supplies lubricating oil to the exhaust-side swing arm 21. The oil supply unit 31 is connected. In addition, hydraulic operation parts (oil supply parts 44 to 46 and HLA 24 and 25, etc.) connected to the sub gallery (oil passages 61 to 66) are hydraulically operated to be connected to the main gallery (communication path 52 to communication path 55). Compared with the parts (VVT 33, oil jets 28 and 29, oil supply part 42, etc.), the required oil pressure is limited to a low one.

  A variable orifice 48 (corresponding to the hydraulic pressure adjusting device of the present invention) is interposed in the oil passage 61 located in the uppermost stream of the sub gallery. The variable orifice 48 is one of flow rate adjustment valves that change the flow rate of oil, and adjusts the flow rate of oil introduced into the sub gallery (oil path 61) under the control of the controller 100 described later. Thereby, it is possible to adjust the hydraulic pressure of the sub gallery.

  Of the main gallery, a first hydraulic sensor 70 for detecting the hydraulic pressure of the main gallery is connected to the vicinity of the end of the fourth communication passage 55, specifically, to the position near the directional switching valve 34 of the VVT 33, A second hydraulic pressure sensor 71 that detects the hydraulic pressure of the sub gallery is connected to the middle part of the oil passage 62, specifically, the position immediately above the oil supply unit 44 in the sub gallery. While the engine 2 is being driven, a signal corresponding to the oil pressure of each gallery is output to the controller 100, which will be described later, by these oil pressure sensors 70 and 71.

  Although not shown in the figure, the metal bearing that rotatably supports the crankshaft 9 and the cam journal that rotatably supports the camshafts 18 and 19, the piston 8, the camshafts 18 and 19, and the like are supplied. The oil for lubrication and cooling is dropped into the oil pan 6 through a drain oil passage (not shown) after cooling and lubrication, and is recirculated by the oil pump 36.

  The operation of the engine 2 is controlled by the controller 100. The controller 100 is a control device based on a well-known microcomputer, and comprehensively controls the hydraulic pressure in the oil supply passage 50. Detection information from various sensors that detect the operating state of the engine 2 is input to the controller 100. For example, the engine 2 includes, in addition to the hydraulic sensors 70 and 71, a crank angle sensor 72 that detects the rotation angle of the crankshaft 9, an airflow sensor 73 that detects the amount of air taken in by the engine 2, and an oil passage 50. An oil temperature sensor 74 that detects the oil temperature, a cam angle sensor 75 that detects the rotational phase of the camshafts 18 and 19, and a water temperature sensor 76 that detects the cooling water temperature of the engine 2 are provided. Detection information from ˜76 is input to the controller 100. The controller 100 detects the engine rotation speed based on the detection information of the crank angle sensor 72, detects the engine load based on the detection information of the air flow sensor 73, and detects the VVT 32, 33 based on the detection information of the cam angle sensor 75. Detect the operating angle.

  The controller 100 determines the operating state of the engine 2 based on detection information from the sensors 70 to 76, sets a target hydraulic pressure based on a map stored in advance, and sets the target hydraulic pressure in the oil supply path 50 based on the target hydraulic pressure. Feedback control of hydraulic pressure. Specifically, the oil discharge amount of the oil pump 36 is controlled by operating the linear solenoid valve 41, and the oil flow rate of the sub gallery (oil passage 61) is controlled by operating the variable orifice 48. That is, the controller 100 sends control signals to a signal input unit that inputs detection signals from the sensors 70 to 76, a calculation unit that performs various calculation processes, and a device to be controlled (linear solenoid valve 41, variable orifice 48). A signal output unit for outputting, and a storage unit for storing programs and data (hydraulic control map and duty ratio map described later) necessary for control are provided.

  Hereinafter, the hydraulic control of the oil supply passage 50 by the controller 100 will be described in detail.

  In this oil supply apparatus 1, oil is supplied to a plurality of hydraulic operation parts (VVT 33, HLA 24, 25, oil jets 28, 29, oil supply parts 30, 31, 42, 44, 46, etc.) by one oil pump 36. The required hydraulic pressure required by each hydraulic pressure operating unit changes according to the operating state of the engine 2. Therefore, in order to obtain the required hydraulic pressure for all hydraulic operating parts in all operating states of the engine 2, the hydraulic pressure equal to or higher than the highest required hydraulic pressure among the required hydraulic pressures of each hydraulic operating part for each operating state of the engine 2. It is reasonable to set the target oil pressure according to the operating state of the engine 2. For this purpose, among all the hydraulic operating units, the hydraulic operating unit having a relatively high required hydraulic pressure, in this embodiment, the oil supply unit 42 for the oil jets 28 and 29, the second and fourth metal bearings, and the required hydraulic pressure of the VVT 33 A target hydraulic pressure may be set so as to satisfy the condition, and the oil discharge amount of the oil pump 36 may be controlled based on the target hydraulic pressure. If the target hydraulic pressure is set in this way, the required hydraulic pressure of other hydraulic operating parts having a relatively low required hydraulic pressure is naturally satisfied.

  FIG. 4 is a map for hydraulic control showing the relationship between the engine speed and the required hydraulic pressure of the hydraulic operating unit, (a) is a map mainly showing the relationship during low load operation, (b) Is a map showing the relationship during high-load operation.

  As shown in FIG. 4 (a), when the engine 2 is in a low load operation, the hydraulic pressure operating part having a relatively high required hydraulic pressure is the VVT 33 and the oil supply part 42 of the second and fourth metal bearings. The required hydraulic pressure of these hydraulic operating parts changes according to the operating state of the engine 2. For example, the required hydraulic pressure of VVT 33 is substantially constant when the engine speed is V0 or higher. The required oil pressure of the oil supply section 42 of the second and fourth metal bearings increases as the engine speed increases. Comparing these required oil pressures for each engine speed, when the engine speed is lower than V0, only the required oil pressure of the oil supply unit 42 is obtained, and at the engine speed V0 to V1, the required oil pressure of VVT 33 is the highest. When the engine speed exceeds V1, the required oil pressure of the oil supply unit 42 becomes the highest.

  On the other hand, when the engine 2 is operated at a high load, the hydraulic operation parts having a relatively high required oil pressure are the VVT 33, the oil supply part 42 of the second and fourth metal bearings, and the oil jets 28 and 29. As in the case of the low load operation, the required oil pressure of each of these hydraulic operation parts changes according to the operating state of the engine 2. The required oil pressure of the VVT 33 is substantially constant when the engine speed is V0 ′ or higher, and the required oil pressure of the oil supply section 42 of the second and fourth metal bearings increases as the engine speed increases. Further, the required oil pressure of the oil jets 28 and 29 is substantially constant when the engine rotational speed is equal to or higher than V1 ′ (> V0 ′). Comparing these required oil pressures for each engine speed, when the engine speed is lower than V0 ′, only the required oil pressure of the oil supply unit 42 is obtained, and when the engine speed is V0 ′ to V1 ′, the required oil pressure of VVT33. When the engine speed exceeds V1 ′, the required oil pressure of the oil jets 28 and 29 becomes the highest.

  In the present embodiment, a hydraulic control map as shown in FIGS. 4A and 4B is stored in the controller 100, and the controller 100 determines the highest request according to the operating state of the engine 2 from the hydraulic control map. The oil pressure, that is, the value on the required oil pressure line indicated by the solid line in FIG. 4 is read, and the read oil pressure is set as the target oil pressure. Then, the controller 100 controls the discharge amount of the oil pump 36 so that the hydraulic pressure (actual hydraulic pressure) of the main gallery (fourth communication passage 55) detected by the first hydraulic pressure sensor 70 becomes the target hydraulic pressure. Execute feedback control.

  In this case, the controller 100 transmits a duty ratio control signal to the linear solenoid valve 41 to control the hydraulic pressure supplied to the pressure chamber 369 of the oil pump 36 via the linear solenoid valve 41. The flow rate (discharge amount) of the oil pump 36 is controlled by controlling the amount of eccentricity of the cam ring 366 and the amount of change in the internal volume of the pump chamber 365 by the hydraulic pressure of the pressure chamber 369. That is, the capacity of the oil pump 36 is controlled by the duty ratio. Here, since the pump 36 is driven by the crankshaft 9 of the engine 2, as shown in FIG. 5, the flow rate (discharge amount) of the pump 36 is proportional to the engine rotation speed. When the duty ratio represents the ratio of the energization time to the linear solenoid valve with respect to the time of one cycle, as shown in the figure, the hydraulic pressure to the pressure chamber 369 of the pump 36 increases as the duty ratio increases. The slope of the flow rate will decrease.

  In the hydraulic control map shown in FIG. 4, the required hydraulic pressure line with the engine rotational speed less than V0 (V0 ′) is a linear line that approaches the required hydraulic pressure of VVT33 as the engine rotational speed increases. This is to ensure that the required hydraulic pressure of the VVT 33 is ensured when the engine speed reaches V0 (V0 ′), in other words, to eliminate the time loss until the required hydraulic pressure is reached.

  By the way, even when the target hydraulic pressure is set and the oil discharge amount of the oil pump 36 is controlled as described above, depending on the operating state of the hydraulic operating unit connected to the main gallery (communication paths 52 to 55), the downstream side It is fully conceivable that the operating hydraulic pressure of the hydraulic operating unit connected to the sub gallery (oil passages 61 to 66) located at the position will be affected. In the present embodiment, in order to suppress this, in addition to the hydraulic control map shown in FIG. 4 (hereinafter referred to as the first hydraulic control map), a sub-gallery hydraulic control map (hereinafter referred to as the first hydraulic control map) shown in FIG. (Referred to as a second hydraulic control map) is stored in the controller 100. The controller 100 reads the required hydraulic pressure corresponding to the operating state of the engine 2 from the second hydraulic pressure control map, and from the second hydraulic pressure control map separately from the target hydraulic pressure of the main gallery (hereinafter referred to as the first target hydraulic pressure). The read oil pressure is set to a target oil pressure (hereinafter referred to as a second target oil pressure) of the sub gallery (oil passages 61 to 66), and the oil pressure (sub oil passage 62) detected by the second oil pressure sensor 71 ( Oil pressure feedback control is performed to control the opening of the variable orifice 48 so that the actual oil pressure becomes the second target oil pressure.

  FIG. 6 is a second hydraulic pressure control map, that is, a hydraulic pressure control map showing the relationship between the engine speed and the required hydraulic pressure of the hydraulic operating unit connected to the sub gallery (passages 61 to 66). This second hydraulic pressure control map is a map during low-load operation of the engine 2. As shown in the figure, among the hydraulic operating parts connected to the sub-gallery, the hydraulic operating parts having a relatively high required hydraulic pressure are the oil supply parts 44 for the HLA 24, 25, the first, third and fifth metal bearings. And oil supply portions 30, 31, 45, 46 for lubrication of the cam portions 18a, 19b of the camshafts 18, 19, etc., and the required oil pressure of these hydraulic operation portions changes according to the operating state of the engine 2. . For example, the required oil pressures of the oil supply portions 44, HLA 24, 25 and the oil supply portions 30, 31 for lubricating the cam portions 18a, 19b of the camshafts 18, 19 are the same for the first, third and fifth metal bearings. And increases as the engine speed increases. Further, the required oil pressure of the oil supply portions 45 and 46 for cam journal lubrication of the camshafts 18 and 19 increases as the engine speed increases, but is always lower than the required oil pressure of the HLA 24 and 25 and the like. When the engine rotational speed is less than V0 ″, only the hydraulic pressure such as HLA 24, 25 is required, and the hydraulic pressure of the oil supply units 45, 46 for cam journal lubrication is such that the engine rotational speed is V1 ″ (> V0 ″). ) This is necessary.

  That is, the required hydraulic pressure line of the second hydraulic pressure control map indicates the required hydraulic pressure of the HLA 24, 25, etc. as indicated by the solid line in FIG. The value on the hydraulic pressure line is read, the read hydraulic pressure is set to the second target hydraulic pressure, and the opening of the variable orifice 48 is controlled based on the second target hydraulic pressure. Specifically, a duty ratio control signal is transmitted to the variable orifice 48 to control the flow rate of the oil passage 61. Thereby, the hydraulic pressure of the sub gallery (oil passages 61 to 66) is controlled.

  Note that the second hydraulic pressure control map is a map during low load operation of the engine 2, and does not include a map during high load operation like the first hydraulic pressure control map. That is, the controller 100 controls the opening degree of the variable orifice 48 to a predetermined constant opening degree (for example, a fully open state) regardless of the engine speed when the engine 2 is in a low load operation. This is because the target oil pressure (first target oil pressure) of the main gallery tends to be set high during high-load operation of the engine 2, so even if the variable orifice 48 is set to a constant opening (for example, fully open), the main gallery This is because it is difficult to be affected by hydraulic pressure fluctuations, and it is possible to maintain a hydraulic pressure that exceeds the required hydraulic pressure line as shown in the second hydraulic pressure control map.

  Next, the discharge amount control of the oil pump 36 and the flow rate control of the variable orifice 48 by the controller 100 will be described with reference to the block diagrams of FIGS.

  First, the discharge amount control of the oil pump 36 will be described. As shown in FIG. 7, the controller 100 sets the first target oil pressure that is the target oil pressure of the main gallery using the first oil pressure control map based on the engine rotation speed and the engine load. Since this first target oil pressure is the target oil pressure at the position of the first oil pressure sensor 70 (fourth communication passage 55), the controller 100 reduces the oil pressure drop from the oil pump 36 to the first oil pressure sensor 70 (examine in advance). The target hydraulic pressure is corrected (increase the hydraulic pressure reduction allowance) in consideration of the above, and the corrected target hydraulic pressure is calculated. This corrected target hydraulic pressure is converted into a flow rate (discharge amount) of the oil pump 36 to obtain a target flow rate (target discharge amount).

  On the other hand, the controller 100 converts the flow rate of the predicted operation amount (obtained from the difference between the current operation angle and the target operation angle and the engine rotation speed) when the exhaust-side VVT 33 is operated, and is consumed when the VVT 33 is operated. Find the flow rate. The consumption flow rate is added to the target flow rate to correct the target flow rate. Note that, during the steady operation of the engine 2, the predicted operation amount of the VVT 33 is 0, and therefore the target flow rate is not corrected according to the predicted operation amount of the VVT 33. On the other hand, during the transient operation of the engine 2, the target flow rate is corrected according to the predicted operation amount of the VVT 33, that is, the discharge amount of the oil pump 36 is controlled to be corrected.

  Further, the target flow rate corrected according to the predicted operation amount of the VVT 33 is further corrected by the hydraulic feedback amount. In the present embodiment, this hydraulic pressure feedback amount predicts how the hydraulic pressure (actual hydraulic pressure) detected by the first hydraulic pressure sensor 70 changes with respect to the change in the first target hydraulic pressure during the transient operation of the engine 2. This is a hydraulic pressure feedback amount corresponding to a deviation between the predicted hydraulic pressure and the detected actual hydraulic pressure. When the actual hydraulic pressure is higher than the predicted hydraulic pressure, the controller 100 sets the hydraulic feedback amount to a negative value and reduces the target flow rate. On the other hand, when the actual hydraulic pressure is lower than the predicted hydraulic pressure, the controller 100 sets the hydraulic feedback amount to a positive value. Increase the target flow rate. If the actual oil pressure is the same as the predicted oil pressure, the oil pressure feedback amount is 0 (correction by the oil pressure feedback amount is not performed). In this case, the predicted hydraulic pressure is obtained in consideration of a response delay of the oil pump 36 itself when the target hydraulic pressure changes in a stepped manner, a response delay until the hydraulic pressure reaches the hydraulic sensor 70 from the oil pump 36, and the like.

  Based on the corrected target flow rate and engine rotational speed, the controller 100 sets the duty ratio for linear solenoid valve control based on a duty ratio map (not shown) stored in advance, and sets the duty ratio. Is sent to the linear solenoid valve 41.

  Next, regarding the flow rate control of the variable orifice 48, as shown in FIG. 8, the controller 100 uses the second hydraulic pressure control map to set the second hydraulic pressure that is the target hydraulic pressure for the sub gallery based on the engine rotation speed and the engine load. Set the target hydraulic pressure. Since this second target oil pressure is a target oil pressure at the position of the second oil pressure sensor 71 (oil passage 62), the controller 100 checks the oil pressure reduction margin from the oil pump 36 to the second oil pressure sensor 71 (in advance). The target hydraulic pressure is corrected in consideration of (), and the corrected target hydraulic pressure is calculated. This corrected target hydraulic pressure is converted into a flow rate in the oil passage 61 to obtain a target flow rate.

  Further, the controller 100 corrects the target flow rate by the hydraulic pressure feedback amount. In the present embodiment, this hydraulic pressure feedback amount predicts how the hydraulic pressure (actual hydraulic pressure) detected by the second hydraulic pressure sensor 71 changes with respect to the change in the second target hydraulic pressure during the transient operation of the engine 2. This is a hydraulic pressure feedback amount corresponding to a deviation between the predicted hydraulic pressure and the detected actual hydraulic pressure. When the actual hydraulic pressure is higher than the predicted hydraulic pressure, the controller 100 sets the hydraulic feedback amount to a negative value and reduces the target flow rate. On the other hand, when the actual hydraulic pressure is lower than the predicted hydraulic pressure, the controller 100 sets the hydraulic feedback amount to a positive value. Increase the target flow rate. If the actual oil pressure is the same as the predicted oil pressure, the oil pressure feedback amount is 0 (correction by the oil pressure feedback amount is not performed).

  Based on the target flow rate and engine speed corrected in this way, the controller 100 sets a duty ratio for variable orifice control based on a previously stored duty ratio map (not shown), and controls the set duty ratio. A signal is sent to the variable orifice 48.

<Effects of the oil supply device 1>
According to the oil supply apparatus 1, for each operating state of the engine 2, among the required oil pressures of the hydraulic operating parts such as the VVT 33, the HLA 24 and 25, the oil jets 28 and 29, and the oil supply parts 30, 31, 42 to 46. The discharge amount of the oil pump 36 is set so that the highest required oil pressure is the first target oil pressure, and the oil pressure (actual oil pressure) detected by the first oil pressure sensor 70 provided in the main gallery becomes the first target oil pressure. Be controlled. Therefore, it is possible to keep the driving load of the oil pump 36 to a necessary minimum while appropriately securing the operating oil pressure (required oil pressure) of each hydraulic operating unit, thereby improving the fuel consumption.

  Moreover, according to the oil supply device 1, for each operating state of the engine 2, among the required oil pressures of the hydraulic operation parts such as the HLA 24 and 25 and the oil supply parts 30, 31, 44 to 46 connected to the sub gallery The highest required oil pressure is the second target oil pressure, and the variable orifice 48 adjusts the oil so that the oil pressure (actual oil pressure) detected by the second oil pressure sensor 71 provided in the sub gallery becomes the second target oil pressure. The flow rate is controlled. Therefore, it is possible to effectively suppress the phenomenon that the hydraulic pressure of the sub gallery greatly fluctuates due to the influence of the fluctuation of the hydraulic pressure of the main gallery, thereby maintaining the hydraulic pressure of the sub gallery at a more appropriate hydraulic pressure. .

  Therefore, according to this oil supply device 1, the required oil amount and hydraulic oil are more reliably supplied to all the hydraulic operation parts connected to the oil supply passage 50 while suppressing the drive loss of the oil pump 36. And it becomes possible to supply stably.

  In particular, the oil supply apparatus 1 utilizes the fact that the target oil pressure (first target oil pressure) of the main gallery is set relatively high when the engine 2 is in a high load operation, and the variable orifice 48 is set in the high load operation. While maintaining a constant opening (for example, fully open), the required hydraulic pressure is ensured. Therefore, as compared with the case where the variable orifice 48 is controlled in the entire operation range of the engine 2, there is an advantage that the above-described effects can be obtained with a rational configuration in which the control burden of the variable orifice 48 is reduced.

  Although not mentioned in the description of the engine configuration, the crankshaft 9 of the engine 2 is supplied to the metal bearings of the second and fourth main journals (the bearing portions of the specific crank journal of the present invention). Oil is supplied to the crankpin through the internal passage of the crankshaft 9. Therefore, in the oil supply device 1 described above, the oil supply portion 42 for the second and fourth metal bearings that require high hydraulic pressure is connected to the main gallery (first communication passage 52), while the other main The oil supply section 44 for the journal, that is, the first, third, and fifth metal bearings having a relatively low required oil pressure is connected to the sub gallery (oil passage 62). Therefore, according to this oil supply apparatus 1, an appropriate amount of oil can be more reliably and stably supplied to all the metal bearings and crankpins of the crankshaft 9 with a rational configuration. There is also. That is, if both the oil supply units 42 and 44 are connected to the main gallery, it is considered that excessive oil is supplied to the first, third, and fifth metal bearings. If 42 and 44 are connected to the sub gallery, it is conceivable that the lubricating oil for the crank pin is insufficient due to the influence of the hydraulic pressure fluctuation of the main gallery. Can be avoided.

<Other configurations>
By the way, the oil supply apparatus 1 demonstrated above is an illustration of preferable embodiment of the oil supply apparatus of the engine concerning this invention, Comprising: The specific structure can be suitably changed in the range which does not deviate from the summary of this invention. is there.

  For example, the oil jet 29 that supplies lubricating oil to the piston 8 is particularly useful when the engine 2 is operated at high speed and high load, and may be omitted depending on the application of the engine 2. In this case, as shown in FIG. 9, the oil jet 28 for supplying cooling oil to the piston 8 is provided in the third communication path 53 instead of the oil jet 29, and is controlled by the on-off valve 35. The oil injection of the oil jet 28 may be turned on / off.

  The VVT 33, the HLA 24, 25, the oil jets 28, 29, the oil supply units 30, 31, 42 to 46, etc. connected to the oil supply passage 50 are examples of the hydraulic operation unit of the present invention. The specific types of these and the specific connection positions of these hydraulic operating parts in the oil supply passage 50 are not limited to those in the above embodiment.

  In the above embodiment, the controller 100 specifies the oil pressure on the required oil pressure line from the engine speed based on the first oil pressure control map, and sets the oil pressure to the first target oil pressure. The setting of the hydraulic pressure is not limited to the method of the above-described embodiment as long as the highest required hydraulic pressure among the required hydraulic pressures of all the hydraulic operation units can be set as the first target hydraulic pressure for each operation state of the engine 2. This also applies to the case where the second target hydraulic pressure is set based on the required hydraulic pressure of the hydraulic operating unit connected to the sub gallery. Further, the target oil pressure may be set in consideration of parameters other than the engine load and the engine speed (for example, oil temperature).

  Further, in the oil supply device 1 of the above-described embodiment, a variable orifice and a hydraulic sensor are further provided in a path branched on the downstream side of the sub gallery, for example, the oil paths 65 and 66, and the oil connected to these oil paths 65 and 66 The third target hydraulic pressure is set based on the required hydraulic pressure of the supply units 30 and 31, and the variable is set so that the hydraulic pressure (actual hydraulic pressure) detected by the hydraulic sensor provided in the oil passages 65 and 66 becomes the third target hydraulic pressure. The oil flow rate may be controlled by an orifice. According to this configuration, it is possible to supply the oil amount and hydraulic oil necessary for lubricating the cam portions 18a and 19b of the cam shafts 18 and 19 to the oil supply portions 30 and 31 more reliably and stably. Become. In other words, in the oil supply device 1, the variable orifice and the hydraulic sensor are provided in the oil passage in stages from the upstream side according to the branch structure of the sub-gallery oil passage, and the oil pressure is feedback controlled for each oil passage. You may do it. According to this configuration, it is possible to supply the required amount of oil and hydraulic oil more reliably and stably to the hydraulic operating section on the further downstream side. In the above embodiment, the variable orifice is applied as the hydraulic pressure adjusting device of the present invention. However, a general flow rate adjusting valve such as an electromagnetic valve may be used.

  Moreover, in the said embodiment, although the pump driven by the engine 2 is applied as the oil pump 36, the oil pump 36 may be driven by an electric motor.

  Moreover, although the said embodiment demonstrated the example which applied this invention to the inline 4 cylinder gasoline engine, this invention is applicable also to engines other than this, for example, a diesel engine.

DESCRIPTION OF SYMBOLS 1 Oil supply apparatus 2 Engine 36 Oil pump 48 Variable orifice 70 1st hydraulic sensor 71 2nd hydraulic sensor 100 Controller

Claims (5)

In an engine oil supply device that includes an oil pump capable of controlling the discharge amount, and supplies oil discharged from the oil pump to each part of the engine.
An upstream oil passage for supplying oil discharged from the oil pump to the first hydraulic operating unit;
A downstream oil passage connected to the upstream oil passage and supplying oil to a second hydraulic operation portion having a lower required oil pressure than the first hydraulic operation portion;
A first oil pressure sensor for detecting the oil pressure in the upstream oil passage;
A second hydraulic pressure sensor for detecting the hydraulic pressure of the downstream oil passage;
A hydraulic pressure adjusting device for adjusting the hydraulic pressure of the downstream oil passage;
A required hydraulic pressure corresponding to the operating state of the engine, which is a required hydraulic pressure of the first hydraulic operating section, is set as a first target hydraulic pressure, and the hydraulic pressure detected by the first hydraulic pressure sensor becomes the first target hydraulic pressure. While controlling the discharge amount of the oil pump, the required hydraulic pressure corresponding to the operating state of the engine, which is the required hydraulic pressure of the second hydraulic operating section, is set as the second target hydraulic pressure, and is detected by the second hydraulic pressure sensor. An engine oil supply device comprising: a control device that controls the hydraulic pressure adjusting device so that the hydraulic pressure becomes the second target hydraulic pressure. The engine oil supply device according to claim 1,
The first hydraulic operating unit and the second hydraulic operating unit are devices that receive and drive the oil pressure of the oil, or an oil supply unit that supplies oil to an object for lubrication or cooling by the oil pressure. An oil supply device for an engine. The engine oil supply device according to claim 1 or 2,
A plurality of the first hydraulic operating parts, and a plurality of the second hydraulic operating parts,
The control device sets the highest required hydraulic pressure among the required hydraulic pressures of all the hydraulic operating parts to the first target hydraulic pressure, and sets the highest required hydraulic pressure among the required hydraulic pressures of the plurality of second hydraulic operating parts to the first hydraulic pressure. An oil supply device for an engine, characterized in that the target oil pressure is set to two target oil pressures. The engine oil supply device according to claim 2,
The engine has a crankshaft and supplies oil supplied to a bearing portion of a specific crank journal of the crankshaft to a crankpin through an internal passage of the crankshaft.
The first hydraulic operation unit includes an oil supply unit that supplies oil to the bearing portion of the specific crank journal by its hydraulic pressure,
2. The engine oil supply device according to claim 1, wherein the second hydraulic operation unit includes an oil supply unit that supplies oil to a bearing unit other than the specific crank journal by its hydraulic pressure. The engine oil supply device according to claim 2,
The first hydraulic operating unit includes a hydraulic valve characteristic variable device that changes at least one of the intake valve and the exhaust valve of the engine by hydraulic operation according to the operating state of the engine,
The second hydraulic operating unit includes a hydraulic lash adjuster for maintaining a valve clearance of the valve mechanism of the engine at zero, and an oil supply unit that supplies oil to a lubricated part of the valve mechanism by its hydraulic pressure. An oil supply device for an engine characterized by comprising.

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