JP6350476B2 - Engine oil supply device - Google Patents

Description

  The present invention relates to an engine oil supply apparatus.

  2. Description of the Related Art Conventionally, an oil supply device that supplies oil to each part of an engine is known. For example, in the oil supply device described in Patent Document 1, a relief valve that opens when the oil pressure in the oil supply passage becomes higher than a predetermined oil pressure is provided in the oil supply passage between the oil filter and the oil pump to cool the engine. When the oil pressure in the oil supply passage becomes higher than a predetermined oil pressure during the intermediate start, the oil pressure in the oil supply passage is adjusted by opening the relief valve and returning the oil to the oil pan.

Japanese Utility Model Publication No. 05-909

  By the way, especially when cold, the viscosity of the oil increases and the oil pressure in the oil supply passage is likely to rise. Therefore, when the oil pressure in the oil supply passage rises, parts immediately after the oil pump, such as an oil filter or an oil cooler, are provided. Oil leaks easily from the container. Therefore, it is necessary to control the oil discharge amount and hydraulic pressure discharged from the oil pump at an early stage to prevent oil leakage from the container provided with the oil filter or the oil cooler.

  However, the control of the oil discharge amount and oil pressure discharged from the oil pump is generally performed by using the oil pressure of the oil supplied from the oil pump. When the engine is started, the oil is sufficiently supplied. As a result, the responsiveness of the oil pump control is reduced.

  In Patent Document 1, when the oil pressure in the oil supply passage becomes higher than a predetermined oil pressure, the oil is relieved from the relief valve, but only the relieved oil is returned to the oil pan. The pump control response is inevitably lowered.

  The present invention has been made in view of such a point, and an object of the present invention is to control oil discharge amount and oil pressure from an oil pump at an early stage, from a container provided with an oil filter or an oil cooler. It is to improve the responsiveness of the control while preventing oil leakage.

In order to solve the above problems, the present invention provides a variable displacement oil pump driven by an engine, a main gallery for supplying oil discharged from the oil pump to each part of the engine, and the main gallery and the oil. An engine that connects an oil supply passage having an upstream oil supply passage connected to a discharge port of the pump and provided with an oil filter, a pressure chamber that adjusts an oil discharge amount from the oil pump, and the engine For the oil supply device of the engine provided with a control oil passage provided with an oil control valve for controlling the oil discharge amount from the oil pump according to the operation state of the above, in the upstream oil supply passage, Oil is provided between the oil pump and the oil filter, and oil is supplied when the oil pressure in the upstream oil supply passage is equal to or higher than a predetermined oil pressure. A relief valve for leaf, the oil is relieved from the relief valve, by acting on the pressure chamber through the control oil passage, and adjusting oil passage for adjusting the amount of oil discharged from the oil pump, Control the operation of the oil control valve so that the oil pressure sensor for detecting the oil pressure in the oil supply passage and the detected oil pressure detected by the oil pressure sensor become a target oil pressure set in advance according to the operating state of the engine. And a control device for controlling the discharge amount of the oil pump .

  According to this configuration, the oil discharged from the relief valve acts on the pressure chamber via the adjustment oil passage and the control oil passage, whereby the amount of oil discharged from the oil pump is adjusted.

  Specifically, when the oil pressure in the oil supply passage is equal to or higher than a predetermined oil pressure, the relief valve opens, a part of the oil supplied from the oil pump is relieved through the relief valve, and the relief oil is supplied to the adjustment oil passage. The oil pressure in the pressure chamber is adjusted and the amount of oil discharged from the oil pump is adjusted by acting on the pressure chamber.

  That is, the oil that is relieved from the relief valve when the oil pressure is equal to or higher than a predetermined oil pressure is applied to the pressure chamber via the adjustment oil passage and the control oil passage, so that even when the engine is started, Since oil is supplied to the pressure chamber at an early stage, the amount of oil discharged from the oil pump can be adjusted by the action of the oil. As a result, the amount of oil discharged from the oil pump is reduced, and oil leakage from the container provided with the oil filter is prevented. Also, since the oil is quickly filled into the pressure chamber when the engine is started, the amount of oil discharged from the oil pump can be controlled at an early stage, and the amount of oil discharged from the oil pump can be controlled when the engine is started. Control responsiveness is improved.

Further, by controlling the operation of the oil control valve in accordance with the operating state of the engine, an appropriate amount of oil corresponding to the operating state can be discharged from the oil pump. As a result, the driving load of the oil pump applied to the engine can be reduced.

According to another aspect of the present invention , an oil pump driven by an engine, a main gallery that supplies oil discharged from the oil pump to each part of the engine, and the main gallery and a discharge port of the oil pump are provided. An oil supply passage having an upstream oil supply passage connected and provided with an oil filter, a bypass oil passage for returning a part of the oil discharged from the oil pump to the oil pump, and a valve for controlling opening and closing of the bypass oil passage An engine having a second relief valve having a body and a control pressure chamber for controlling the operation of the valve body, and controlling a hydraulic pressure of the oil supply passage according to an operating state of the engine In the upstream oil supply passage, the oil supply device is provided between the oil pump and the oil filter, and the oil in the upstream oil supply passage is A first relief valve that relieves oil when the oil pressure is equal to or greater than a predetermined oil pressure, and an adjustment oil that adjusts the opening and closing of the bypass oil passage by causing the oil relieved from the first relief valve to act on the control pressure chamber comprising a road, and has a structure.

  According to this configuration, the oil relieved from the first relief valve acts on the control pressure chamber of the second relief valve of the hydraulic control mechanism via the adjustment oil passage, whereby the operation of the valve body of the second relief valve And the opening and closing of the bypass oil passage is controlled, so that the oil pressure of the oil flowing through the upstream oil passage is adjusted.

  Specifically, when the oil pressure in the oil supply passage is equal to or higher than a predetermined oil pressure, the first relief valve is opened, a part of the oil supplied from the oil pump is relieved through the first relief valve, and the oil thus relieved It flows to the control pressure chamber of the second relief valve via the adjustment oil passage and acts on the control pressure chamber. When the oil acts on the control pressure chamber, the hydraulic pressure in the control pressure chamber increases, the valve body moves in a direction to open the bypass oil passage, and the bypass oil passage opens. Thereby, a part of the oil discharged from the oil pump flows into the bypass oil passage, and the hydraulic pressure of the oil acting on the oil filter is adjusted to be lowered.

  As described above, when the engine is cold, the oil discharge amount and hydraulic pressure from the oil pump must be made smaller than when the engine is warm to prevent oil leakage from the container provided with the oil filter. However, normally, when the engine is started, oil is not supplied to the control pressure chamber that controls the operation of the valve body for opening and closing the bypass oil passage, and it takes time to open the bypass oil passage.

  In contrast, oil that is relieved from the relief valve when the oil pressure is equal to or higher than a predetermined oil pressure is allowed to act on the control pressure chamber via the adjustment oil passage. As a result, even when the engine is started, oil is supplied to the control pressure chamber at an early stage, so that the bypass oil passage can be opened early by the action of the oil. As a result, the oil pressure of the oil flowing through the upstream oil supply passage is adjusted, and oil leakage from the container provided with the oil filter is prevented at an early stage. Further, since the oil is filled into the control pressure chamber when the engine is started, the oil can be allowed to flow into the bypass oil passage at an early stage. As a result, the control responsiveness to the oil pressure of the oil discharged from the oil pump is improved when the engine is started.

  As described above, the engine oil supply device of the present invention includes a variable displacement oil pump driven by the engine, a main gallery that supplies oil discharged from the oil pump to each part of the engine, and the main gallery. An oil supply passage having an upstream oil supply passage connected to an oil pump discharge port and provided with an oil filter is connected to a main gallery and a pressure chamber for adjusting the amount of oil discharged from the oil pump, and the engine is operated. Relieving oil when the oil pressure is equal to or higher than a predetermined oil pressure for an oil supply device for an engine provided with a control oil passage provided with an oil control valve for controlling the amount of oil discharged from the oil pump according to the state The relief valve and the oil that is relieved from the relief valve are controlled by the oil discharge amount and oil pressure that are discharged from the oil pump. And an oil passage for adjustment to be supplied to the portion to be operated, so that the oil is relieved from the relief valve when the oil pressure is higher than the predetermined oil pressure to prevent the oil above the predetermined oil pressure from acting on the oil filter. The oil leakage from the container provided with the oil pump can be prevented, and when the engine is started, the oil can be supplied to the part that controls the oil discharge amount and oil pressure discharged from the oil pump at an early stage. Responsiveness can be improved.

In another aspect of the engine oil supply apparatus of the present invention, an oil pump driven by the engine, a main gallery for supplying oil discharged from the oil pump to each part of the engine, and a discharge from the main gallery and the oil pump. An oil supply passage having an upstream oil supply passage connected to the outlet and provided with an oil filter, a bypass oil passage for returning a part of oil discharged from the oil pump to the oil pump, and a valve for controlling opening and closing of the bypass oil passage A hydraulic pressure control mechanism that has a second relief valve that includes a body and a control pressure chamber that controls the operation of the valve body, and that controls the oil pressure of the oil supply passage in accordance with the operating state of the engine. For the oil supply device, it is provided between the oil pump and the oil filter in the upstream oil supply passage, and the oil pressure in the upstream oil supply passage is a predetermined oil. A first relief valve that relieves oil at the time described above; and an adjustment oil passage that adjusts the opening and closing of the bypass oil passage by causing the oil relieved from the first relief valve to act on the control pressure chamber. Therefore, when the oil pressure is higher than the predetermined oil pressure, the oil is relieved from the first relief valve to prevent the oil above the predetermined oil pressure from acting on the oil filter, and the oil leakage from the container provided with the oil filter is prevented. This can be prevented, and at the time of starting the engine, the responsiveness of the control can be improved by supplying the oil early to the part for controlling the discharge amount and hydraulic pressure of the oil discharged from the oil pump.

It is sectional drawing which shows schematic structure of the engine in which the oil supply apparatus which concerns on Embodiment 1 was provided. It is sectional drawing which shows schematic structure of a variable valve timing mechanism. 1 is a hydraulic circuit diagram of an oil supply device according to Embodiment 1. FIG. It is a figure which shows the characteristic of a variable displacement type oil pump. It is a figure which shows the reduced-cylinder operation area | region of an engine with respect to an engine speed. It is a figure which shows the reduced-cylinder operation area | region of an engine with respect to the water temperature of engine cooling water. It is a figure for demonstrating the target hydraulic pressure setting of the pump at the time of engine low load. It is a figure for demonstrating the target hydraulic pressure setting of the pump at the time of engine high load. 6 is a hydraulic circuit diagram of an oil supply device according to Embodiment 2. FIG. It is a figure showing the flow of the oil at the time of the low pressure setting of the oil supply apparatus which concerns on Embodiment 2. FIG. It is a figure showing the flow of the oil at the time of the high voltage | pressure setting of the oil supply apparatus which concerns on Embodiment 2. FIG.

(Embodiment 1)
Hereinafter, Embodiment 1 of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a schematic configuration of an engine 2 provided with an oil supply apparatus 1 according to the first embodiment. 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. In the engine 2, a cam cap 3, a cylinder head 4, a cylinder block 5, a crankcase 6, and an oil pan 7 are connected vertically. The cylinder block 5 is formed with four cylinder bores 8. A piston 9 that can slide each cylinder bore 8 and a crankshaft 11 that is rotatably supported by the crankcase 6 are connected by a connecting rod 10. A combustion chamber 12 is defined for each cylinder by the cylinder bore 8, the piston 9, and the cylinder head 4 of the block 5.

  The cylinder head 4 is provided with an intake port 13 and an exhaust port 14 that open to the combustion chamber 12. The intake port 13 is provided with an intake valve 15 that opens and closes the intake port 13, and the exhaust port 14 is provided with an exhaust valve 16 that opens and closes the exhaust port 14. The intake valve 15 and the exhaust valve 16 are driven by cam portions 19 a and 20 a provided on the outer periphery of the rotating cam shafts 19 and 20.

  Specifically, the intake valve 15 and the exhaust valve 16 are urged in the closing direction (upward in FIG. 1) by valve springs 17 and 18, respectively. Swing arms 21 and 22 are interposed between the intake valve 15 and the exhaust valve 16 and the cam portions 19a and 20a, respectively. One end portions of the swing arms 21 and 22 are supported by the top portions of pivot mechanisms 24a and 25a of hydraulic lash adjusters (hereinafter referred to as "HLA") 24 and 25, respectively. In the swing arms 21 and 22, cam followers 21a and 22a rotatably provided at substantially central portions of the swing arms 21 and 22 are pushed downward by the cam portions 19a and 20a, respectively, so that the top portions of the pivot mechanisms 24a and 25a of the HLA 24 and 25 are moved. Swings as a fulcrum. By swinging in this way, the swing arms 21 and 22 open the intake valve 15 and the exhaust valve 16 at the other end against the urging force of the valve springs 17 and 18, respectively (downward in FIG. 1). Move to. The HLAs 24 and 25 automatically adjust the valve clearance to zero by hydraulic pressure.

  The HLAs 24 and 25 provided in the first and fourth cylinders located at both ends in the cylinder row direction of the engine 2 are provided with valve stop mechanisms for stopping the operation of the intake valve 15 and the exhaust valve 16, respectively. That is, the HLA 24, 25 stops the operation of the intake valve 15 and the exhaust valve 16 of the first and fourth cylinders during the reduced cylinder operation in which the operations of the first and fourth cylinders that are a part of all the cylinders in the engine 2 are stopped. (Stops the opening and closing operation) On the other hand, during all cylinder operation to operate all cylinders (four cylinders), the intake valve 15 and the exhaust valve 16 of the first and fourth cylinders are operated (open and close operation). is there. The intake valve 15 and the exhaust valve 16 of the second and third cylinders are operated during both the reduced cylinder operation and the all cylinder operation. For this reason, during the reduced cylinder operation, the intake valve 15 and the exhaust valve 16 of only the first and fourth cylinders of all the cylinders of the engine 2 are deactivated, and during the all cylinder operation, the intake valve 15 and the exhaust valve 16 of all the cylinders. Will be activated. As will be described in detail later, the reduced cylinder operation and the all cylinder operation are switched according to the operating state of the engine 2.

  In portions corresponding to the first and fourth cylinders of the cylinder head 4, mounting holes for mounting the HLAs 24 and 25 are formed. The HLAs 24 and 25 are mounted in the mounting holes. The cylinder head 4 is formed with an oil supply passage communicating with the mounting hole. Oil is supplied to the HLAs 24 and 25 through the oil supply passage.

  Further, the engine 2 is provided with a variable valve timing mechanism (hereinafter referred to as VVT) that changes the valve characteristics of the intake valve 15 and the exhaust valve 16. The VVT on the intake side is electric, and the VVT 26 (see FIG. 2) on the exhaust side is hydraulic.

  The cylinder block 5 is provided with a main gallery 54 that extends in the cylinder row direction within the side wall on the exhaust side of the cylinder bore 8. An oil jet 28 (oil injection valve) for piston cooling communicating with the main gallery 54 is provided for each piston 9 near the lower side of the main gallery 54. The oil jet 28 has a nozzle portion 28a disposed on the lower side of the piston 9, and injects engine oil (hereinafter simply referred to as oil) from the nozzle portion 28a toward the back surface of the top of the piston. It is configured.

  An intake side oil shower 29 is provided above the intake side camshaft 19, and an exhaust side oil shower 30 is provided above the exhaust side camshaft 20. The intake-side oil shower 29 and the exhaust-side oil shower 30 are in contact with the cam portions 19a, 20a of the cam shafts 19, 20 positioned below them, and the swing arms 21, 22 positioned further below and the cam followers 21a, 22a. It is comprised so that the oil for lubrication may be dripped at a part.

  Here, a valve stop mechanism will be described as an example of a hydraulic actuator. This valve stop mechanism operates at least one of the intake valves 15 and the exhaust valves 16 (both valves in the first embodiment) of the first and fourth cylinders, which are a part of all cylinders in the engine 2, to operate the engine 2. The operation is stopped by hydraulic operation according to the state. Thus, when the engine 2 is switched to the reduced cylinder operation according to the operating state, the opening and closing operations of the intake valve 15 and the exhaust valve 16 of the first and fourth cylinders are stopped by the valve stop mechanism, and the all cylinder operation is performed. When switched, the valve stop operation by the valve stop mechanism is not performed, and the opening and closing operations of the intake valves 15 and the exhaust valves 16 of the first and fourth cylinders are performed.

  The said valve stop mechanism is provided in HLA24,25 with a valve stop mechanism. Since the valve stop mechanisms of the HLAs 24 and 25 are substantially the same, only the HLA 24 will be described below.

  The HLA 24 has a pivot mechanism and a valve stop mechanism. The pivot mechanism 24a is substantially the same as the known HLA pivot mechanism that automatically adjusts the valve clearance to zero by hydraulic pressure.

  Although not shown in the drawings, the valve stop mechanism is formed with respect to through holes formed at two locations facing each other in the radial direction on the side peripheral surface of the bottomed outer cylinder that slidably accommodates the pivot mechanism 24a. Each is provided with a pair of lock pins provided so as to be accessible. The pair of lock pins is urged radially outward by a spring. A lost motion spring is provided between the inner bottom portion of the outer cylinder and the bottom portion of the pivot mechanism 24a to press and urge the pivot mechanism 24a above the outer cylinder.

  When both the lock pins are fitted in the through holes of the upper outer cylinder, the top of the pivot mechanism 24a located above the lock pins serves as a fulcrum for swinging the swing arm 21, so that the camshaft 19 When the cam portion 19a pushes the cam follower 21a downward by the rotation, the intake valve 15 opens downward against the urging force of the valve spring 17. Therefore, the full cylinder operation can be performed by setting the valve stop mechanism of the first and fourth cylinders so that the lock pins are fitted in the through holes.

  On the other hand, when the outer end surfaces of both the lock pins are pressed by the operating hydraulic pressure, the lock pins are retracted radially inward so that the lock pins approach each other against the compressive force of the spring, and the outer cylinder penetrates. It will not fit into the hole. Thereby, the pivot mechanism 24a located above the lock pin moves together with the lock pin to the lower side in the axial direction of the outer cylinder. As a result, the valve is stopped. That is, the valve spring 17 that biases the intake valve 15 upward is configured to have a stronger biasing force than the lost motion spring that biases the pivot mechanism 24a upward. When the cam portion 19a pushes the cam follower 20a downward, the top portion of the intake valve 15 becomes a fulcrum of the swing arm 21, and the pivot mechanism 24a moves downward against the urging force of the lost motion spring while the intake valve 15 remains closed. Pressed. Therefore, the cylinder reduction operation can be performed by bringing the lock pin into a non-fitted state with respect to the through hole by the hydraulic pressure.

  Next, an exhaust side VVT 26 will be described as an example of a hydraulic actuator with reference to FIG.

  The exhaust side VVT 26 has a substantially annular housing 26a and a rotor 26b accommodated in the housing 26a. The housing 26a can rotate integrally with a cam pulley 26c that rotates in synchronization with the crankshaft 11. It is connected to. The rotor 26b is connected to the camshaft 20 that opens and closes the exhaust port 14 so as to be integrally rotatable. The rotor 32b is provided with a vane 26d that slides on the inner peripheral surface of the housing 26a. A plurality of retarded hydraulic chambers 26e and advanced hydraulic chambers 26f defined by the inner peripheral surface of the housing 26a, the vanes 26d and the main body of the rotor 26b are formed inside the housing 26a. Oil is supplied to the retard hydraulic chamber 26e and the advance hydraulic chamber 26f. When the hydraulic pressure in the retard hydraulic chamber 26e is high, the rotor 26b rotates in the opposite direction with respect to the rotation direction of the housing 26a. That is, the camshaft 20 rotates in the opposite direction with respect to the cam pulley 26c, and the timing of opening the exhaust valve 16 is delayed. On the other hand, when the hydraulic pressure in the advance hydraulic chamber 26f is high, the rotor 26b rotates in the same direction with respect to the rotation direction of the housing 26a. That is, the camshaft 20 rotates in the same direction with respect to the cam pulley 26c, and the opening timing of the exhaust valve 16 is accelerated.

  Next, the oil supply apparatus 1 for supplying oil to the engine 2 will be described in detail with reference to FIG. As shown in FIG. 5, the oil supply device 1 is connected to a variable displacement oil pump 31 (hereinafter referred to as an oil pump 31) driven by the rotation of the crankshaft 11, and is boosted by the oil pump 31. And an oil supply passage 50 for guiding the oil to the lubrication part of the engine 2. The oil pump 31 is an auxiliary machine that is driven by the engine 2.

  The oil pump 31 is a known variable capacity oil pump that changes the capacity of the oil pump 31 to vary the oil discharge amount of the oil pump 31. The oil pump 31 is housed in the oil pan 7 of the engine 2. Specifically, the oil pump 31 includes a drive shaft 31a that is driven and rotated by the crankshaft 11, a rotor 31b that is connected to the drive shaft 31a, and a plurality of vanes 31c that are provided so as to be movable forward and backward in the radial direction from the rotor 31b. The cam ring 31d configured to accommodate the rotor 31b and the vane 31c and adjust the amount of eccentricity with respect to the rotation center of the rotor 31b, and bias the cam ring 31d in a direction in which the amount of eccentricity with respect to the rotation center of the rotor 31b increases. It has a spring 31e, a ring member 31f disposed inside the rotor 31b, and a housing 31g for accommodating the rotor 31b, vane 31c, cam ring 31d, spring 31e and ring member 31f.

  Although not shown, one end of the drive shaft 31a protrudes outward from the housing 31g, and a driven sprocket is connected to the one end. A timing chain is wound around the driven sprocket. This timing chain is also wound around the drive sprocket of the crankshaft 11, whereby the rotor 31b is rotationally driven by the crankshaft 11 via the timing chain.

  When the rotor 31b rotates, each vane 31c slides on the inner peripheral surface of the cam ring 31d. Thus, the pump chamber 31i is defined by the rotor 31b, the two adjacent vanes 31c, the cam ring 31d, and the housing 31g.

  The housing 31g is formed with a suction port 31j for sucking oil into the pump chamber 31i and a discharge port 31k through which oil is discharged from the pump chamber 31i. An oil strainer 31l is connected to the suction port 31j. The oil strainer 31 l is immersed in the oil stored in the oil pan 7. That is, the oil stored in the oil pan 7 is drawn into the pump chamber 31i from the suction port 31j through the oil strainer 31l. On the other hand, an oil supply passage 50 is connected to the discharge port 31k. That is, the oil boosted by the oil pump 31 is discharged from the discharge port 31k to the oil supply passage 50.

  The cam ring 31d is supported by the housing 31g so as to swing around a predetermined fulcrum. The spring 31e biases the cam ring 31d toward one side around the fulcrum. The pressure chamber 39 is defined by the outer peripheral surface of the cam ring 31d and the inner peripheral surface of the housing 31g. The pressure chamber 39 is a chamber for adjusting the amount of oil discharged from the oil pump 31. Specifically, the pressure chamber 39 is provided with an introduction hole 39a that opens to the pressure chamber, and oil is supplied from the outside to the pressure chamber 39 through the introduction hole 39a. Is applied to the cam ring 31d. As a result, the cam ring 31d swings according to the balance between the biasing force of the spring 31e and the hydraulic pressure of the pressure chamber 39, and the amount of eccentricity of the cam ring 31d with respect to the rotation center of the rotor 31b is determined. As a result, the capacity of the oil pump 31 changes according to the amount of eccentricity of the cam ring 31d, and the amount of oil discharged changes.

  The oil supply path 50 is formed by a pipe and a flow path formed in the cylinder head 4 and the cylinder block 5. The oil supply passage 50 extends in the cylinder row direction in the cylinder block 5 and connects the main gallery 54 that supplies oil discharged from the oil pump 31 to each part of the engine 2, and connects the main gallery 54 and the discharge port 31 k of the oil pump 31. A first communication passage 51 as an upstream oil supply passage, a second communication passage 52 extending from the main gallery 54 to the cylinder head 4, and a first horizontal passage extending between the intake side and the exhaust side in the cylinder head 4. 3 passages (not shown) and a plurality of oil supply passages (not shown) branching from the third communication passage in the cylinder head 4 are provided.

  The first communication path 51 is connected to the discharge port 31 k of the oil pump 31. The first communication path 51 is provided with an oil filter 33 and an oil cooler 34 in order from the oil pump 31 side. That is, the oil discharged from the oil pump 31 to the first communication path 51 is filtered by the oil filter 33, the oil temperature is adjusted by the oil cooler 34, and then flows into the main gallery 54. In FIG. 3, the oil filter 33 is illustrated in a simplified manner, but has a structure in which a filter is provided in a container.

  A relief valve 32 is connected between the oil pump 31 and the oil filter 33 in the first communication path 51. The relief valve 32 is a check valve, and is opened when a hydraulic pressure equal to or higher than the first hydraulic pressure is applied, and relieves oil with a hydraulic pressure equal to or higher than the first hydraulic pressure. The first hydraulic pressure is lower than the hydraulic pressure at which oil starts to leak from the container provided with the oil filter 33, and is, for example, about 1400 kPa.

  An adjustment oil passage 56 that connects the relief valve 32 and a control oil passage 55 described later is connected to the relief valve 32. An oil filter 56 a is provided in the adjustment oil passage 56. As will be described in detail later, the adjustment oil passage 56 causes the oil relieved from the relief valve 32 to act on the pressure chamber 39 via a control oil passage 55 described later, thereby reducing the amount of oil discharged from the oil pump 31. adjust.

  The main gallery 54 includes an oil jet 28 for injecting cooling oil to the back side of the four pistons 9 and an oil supply unit for metal bearings arranged in five main journals that rotatably support the crankshaft 11. 41, four connecting rods 10 are rotatably connected, a metal bearing oil supply part 42 arranged on the crankpin of the crankshaft 11, an oil supply part 43 that supplies oil to the hydraulic chain tensioner, and a timing An oil jet 44 for injecting oil to the chain is connected. The main gallery 54 is connected to a hydraulic pressure sensor 70 for detecting the hydraulic pressure of oil flowing through the main gallery 54. Oil is always supplied to the main gallery 54. The oil jet 28 has a check valve and a nozzle 28a, and opens when an oil pressure equal to or higher than a second predetermined oil pressure is applied, and ejects oil from the nozzle.

  The main gallery 54 is connected to the pressure chamber 39 of the oil pump 31 via a linear solenoid valve 35 as an oil control valve that controls the amount of oil discharged from the oil pump 31 according to the operating state of the engine 2. The control oil passage 55 is branched. An oil filter 55 a is provided in the control oil passage 55. The oil in the main gallery 54 passes through the control oil passage 55, is adjusted in hydraulic pressure by the linear solenoid valve 35, and then flows into the pressure chamber 39 of the oil pump 31. That is, the pressure in the pressure chamber 39 is adjusted by the linear solenoid valve 35. The oil control valve is not limited to the linear solenoid valve 35. For example, an electromagnetic control valve may be used.

  The linear solenoid valve 35 adjusts the flow rate of oil supplied to the pressure chamber 39 according to the duty ratio of the control signal input according to the operating state of the engine 2, thereby discharging oil from the oil pump 31. To control. The linear solenoid valve 35 is configured so that oil is supplied to the pressure chamber 39 of the oil pump 31 when the valve is opened. However, since the configuration of the linear solenoid valve 35 itself is well known, description thereof is omitted.

  The second communication path 52 allows the main gallery 54 and the third communication path in the cylinder head 4 to communicate with each other. Oil flowing through the main gallery 54 flows into the third communication path through the second communication path 52. The oil flowing into the third communication path is distributed to the intake side and the exhaust side of the cylinder head 4 via the third communication path. The oil distributed to the intake side and the exhaust side passes through a plurality of oil passages in the cylinder head 4 and is supplied to the HLA 24, 25, the exhaust side VVT 26, the oil showers 29, 30 and the like.

  The oil supplied to the corner of the engine 2 passes through a drain oil passage (not shown), drops onto the oil pan 7 and is circulated again by the oil pump 31.

  The operation of the engine 2 is controlled by the controller 100. Detection information from various sensors that detect the operating state of the engine 2 is input to the controller 100. For example, the controller 100 includes a hydraulic pressure sensor 70, a crank angle sensor 71 that detects the rotation angle of the crankshaft 11, a throttle position sensor 72 that detects the amount of depression of an accelerator pedal (accelerator opening) by a vehicle occupant, and an oil supply path 50. An oil temperature detection sensor 73 that detects the oil temperature of the engine 2, a cam angle sensor 74 that detects the rotational phase of the camshafts 19 and 20, and a water temperature sensor 75 that detects the temperature of the cooling water of the engine 2 are connected. The controller 100 detects the engine speed based on the detection signal of the crank angle sensor 71, detects the engine load based on the detection signal of the throttle position sensor 72, and detects the intake side VVT based on the detection signal of the cam angle sensor 74. Then, the operating angle of the exhaust side VVT 26 is obtained. In the first embodiment, the hydraulic sensor 70 is disposed only in the main gallery 54, but may be disposed in an oil passage in the cylinder head 4.

  The controller 100 is a control device based on a well-known microcomputer, and includes sensors (hydraulic sensor 70, crank angle sensor 71, throttle position sensor 72, oil temperature detection sensor 73, cam angle sensor 74, water temperature sensor 75, etc. Necessary for control, a signal input unit for inputting a detection signal from the control unit), a calculation unit for performing calculation processing related to control, a signal output unit for outputting a control signal to a device to be controlled (such as the linear solenoid valve 35), and the like A storage unit for storing various programs and data (such as a hydraulic control map).

  The controller 100 controls the hydraulic pressure supplied to the pressure chamber 39 of the oil pump 31 via the linear solenoid valve 35 by transmitting a control signal having a duty ratio corresponding to the operating state of the engine 2 to the linear solenoid valve 35. . The discharge amount of the oil pump 31 is controlled by controlling the amount of eccentricity of the cam ring 31d and controlling the amount of change in the internal volume of the pump chamber 31i by the hydraulic pressure of the pressure chamber 39. That is, the capacity of the oil pump 31 is controlled by the duty ratio. Here, since the oil pump 31 is driven by the crankshaft 11 of the engine 2, as shown in FIG. 4, the discharge amount of the oil pump 31 is proportional to the rotational speed of the engine (that is, the pump rotational speed). When the duty ratio represents the energization time of the linear solenoid valve 35 with respect to the time of one cycle, as shown in the figure, the hydraulic pressure to the pressure chamber 39 of the oil pump 31 increases as the duty ratio increases. The inclination of the flow rate of the oil pump 31 with respect to the rotation speed is reduced.

  Next, the cylinder reduction control of the engine 2 will be described with reference to FIGS. 5 and 6. The controller 100 switches between all-cylinder control for burning in all cylinders and reduced-cylinder control for stopping some cylinders and burning in the remaining cylinders according to the operating state of the engine 2. Specifically, the reduced-cylinder operation is executed when in the reduced-cylinder operation region shown in FIG. Further, as shown in FIG. 5, a reduced cylinder operation preparation region is provided adjacent to the reduced cylinder operation region, and when the operating state of the engine 2 is in the reduced cylinder operation preparation region, the reduced cylinder operation is executed. As preparation for this, the hydraulic pressure is increased in advance toward the required hydraulic pressure of the valve stop mechanism. When the operating state of the engine 2 is outside the reduced-cylinder operation region and the reduced-cylinder operation preparation region, all-cylinder operation is executed.

  For example, when accelerating at a predetermined engine load (L0 or lower) and the engine rotational speed is increased, if the engine rotational speed is less than the predetermined rotational speed V1, all-cylinder operation is performed, and the engine rotational speed is V1 or higher and V2 ( If it becomes less than> V1), preparation for reduced cylinder operation is performed, and if the engine speed becomes V2 or more, reduced cylinder operation is executed. In addition, when the engine speed is decreased by decelerating at a predetermined engine load (L0 or less), all-cylinder operation is executed when the engine speed is V4 or more, and the engine speed is V3 (<V4) or more and less than V4. Then, preparation for the reduced cylinder operation is performed, and when the engine speed becomes V3 or less, the reduced cylinder operation is executed.

  Further, the full cylinder operation and the reduced cylinder operation can be switched according to the water temperature. As shown in FIG. 6, when the vehicle runs at a predetermined engine speed (V2 or more and V3 or less) and a predetermined engine load (L0) or less and the engine 2 is warmed up and the water temperature rises, the water temperature is less than T0. When all cylinder operation is performed and the water temperature is equal to or higher than T0 and lower than T1, preparation for reduced cylinder operation is performed, and when the water temperature is equal to or higher than T1, reduced cylinder operation is performed.

  As described above, by providing the reduced cylinder operation preparation region, the hydraulic pressure is increased in advance in the reduced cylinder operation preparation region, so that the switching between the all cylinder operation and the reduced cylinder operation can be performed quickly. In addition, as shown in FIG. 5, it is good also considering the area | region shown with the dashed-dotted line adjacent to the high load side of a reduced cylinder operation area | region as a reduced cylinder preparation area. Thereby, for example, when the engine load decreases at a predetermined engine speed (V2 or more and V3 or less), all cylinder operation is performed when the engine load is L1 (> L0) or more, and the engine load is L0 or more and L1. When the engine load is less than the range, preparation for the reduced cylinder operation is started, and when the engine load becomes L0 or less, the reduced cylinder operation may be executed.

  Next, setting of the target hydraulic pressure will be described with reference to FIGS. The controller 100 sets a target hydraulic pressure according to the operating state of the engine 2 and controls the linear solenoid valve 35 so that the detected hydraulic pressure detected by the hydraulic pressure sensor 70 becomes the target hydraulic pressure.

  In the oil supply device 1, oil is supplied to a plurality of hydraulic actuators by one oil pump 31. The hydraulic pressure required by each hydraulic actuator varies depending on the operating state of the engine 2. Therefore, in order to obtain the hydraulic pressure required by all hydraulic operating devices in all operating states of the engine 2, the controller 100 increases the hydraulic pressure higher than the maximum of the hydraulic operating devices for each operating state of the engine 2. It is necessary to set the target oil pressure. In the first embodiment, the target hydraulic pressure may be set so as to satisfy the required hydraulic pressure of a metal bearing such as the oil jet 28 having a relatively high required hydraulic pressure, the exhaust side VVT 26, the valve stop mechanism, and the journal of the crankshaft 11. If the target oil pressure is set so as to satisfy these required oil pressures, the required oil pressures of other hydraulic actuators having a relatively small required oil pressure are naturally satisfied.

  Referring to FIG. 7, during the low load operation of the engine 2, the hydraulic operation device having a relatively high required oil pressure is the exhaust side VVT 26, a metal bearing, and a valve stop mechanism. The required oil pressure of each of these hydraulic actuators changes according to the operating state of the engine 2. For example, the required oil pressure of VVT 26 (described as “VVT required oil pressure” in FIG. 7) is substantially constant when the engine speed is equal to or higher than V0 (<V1). The required oil pressure of the metal bearing (described as “metal required oil pressure” in FIG. 7) increases as the engine speed increases. The required oil pressure of the valve stop mechanism (described as “valve stop required oil pressure” in FIG. 7) is substantially constant at a predetermined range of engine speed (V2 to V3). Then, comparing these required oil pressures for each engine speed, when the engine speed is lower than V0, there is only metal demand oil pressure, and when the engine speed is V0 to V2, the VVT required oil pressure is the highest, and the engine speed When the speed is V2 to V3, the valve stop required oil pressure is the highest, when the engine speed is V3 to V6, the VVT required oil pressure is the highest, and when the engine speed is V6 or higher, the metal required oil pressure is the highest. Therefore, it is necessary to set the above-described highest required oil pressure as the reference target oil pressure as the target oil pressure of the oil pump 31 for each engine rotation speed.

  Here, at the engine rotational speeds (V1 to V2, V3 to V4) before and after the engine rotational speed (V2 to V3) at which the reduced cylinder operation is performed, the target hydraulic pressure becomes the valve stop request hydraulic pressure in preparation for the reduced cylinder operation. It is set by correcting from the reference target hydraulic pressure so as to increase the pressure in advance. According to this, as described with reference to FIG. 5, the loss of time until the hydraulic pressure reaches the valve stop required hydraulic pressure when the engine rotational speed reaches the engine rotational speed for performing the reduced cylinder operation is eliminated, and the fuel consumption of the engine is reduced. Efficiency can be improved. An example of the target oil pressure of the oil pump 31 (described as “oil pump target oil pressure” in FIG. 7) set by this correction is indicated by the thick lines (V1 to V2, V3 to V4) of FIG.

  Further, considering the response delay of the oil pump 31 and the overload of the oil pump 31, the required oil pressure changes rapidly with respect to the engine rotational speed with respect to the reference target oil pressure after the correction of the above-described reduction cylinder operation preparation. The target oil pressure is set by correcting so that the change in the oil pressure at the engine rotation speed (for example, V0, V1, V4) to be reduced is gradually increased or decreased according to the engine rotation speed at a hydraulic pressure higher than the required oil pressure. It is good. An example of the target oil pressure of the oil pump 31 set by performing this correction is shown by thick lines (V0 or less, V0 to V1, V4 to V5) in FIG.

  Referring to FIG. 8, during the high load operation of the engine 2, the hydraulic actuators having a relatively high required hydraulic pressure are the exhaust side VVT 26, the metal bearing, and the oil jet 28. As in the case of low load operation, the required oil pressure of each of these hydraulic actuators changes according to the operating state of the engine 2. For example, the VVT required oil pressure is substantially constant when the engine speed is V0 'or higher, and the metal The required oil pressure increases as the engine speed increases. Further, the required oil pressure of the oil jet 28 is 0 when the engine rotational speed is less than V2 ′, and increases from that to a certain rotational speed according to the engine rotational speed, and is constant above the rotational speed.

  In the case of high load operation as well as in the case of low load operation, the target target oil pressure is corrected by correcting the reference target oil pressure at the engine speed (for example, V0 ′, V2 ′) at which the required oil pressure changes rapidly with respect to the engine speed. FIG. 7 shows an example of the target oil pressure of the oil pump 31 that is set by performing appropriate correction (particularly, V0 ′ or lower, and V1 ′ to V2 ′).

  The target oil pressure of the oil pump 31 shown in the figure changes in a polygonal line, but may change smoothly in a curved line. In the first embodiment, the target hydraulic pressure is set based on the required hydraulic pressures of the valve stop mechanism, the oil jet 28, the metal bearing, and the VVT 26, which have a relatively high required hydraulic pressure. The apparatus is not limited to these. What is necessary is just to set the target hydraulic pressure in consideration of the required hydraulic pressure, whatever the hydraulic actuator having a relatively high required hydraulic pressure.

  The controller 100 includes a hydraulic control map as shown in FIGS. 7 and 8. The controller 100 compares the detected hydraulic pressure by the hydraulic sensor 70 with the target hydraulic pressure read from the hydraulic control map, and the detected hydraulic pressure is determined. The linear solenoid valve 35 is controlled to achieve the target hydraulic pressure. More specifically, the controller 100 sets the target discharge amount of oil supplied from the oil pump 31 in consideration of the flow resistance of the oil supply passage 50 based on the target hydraulic pressure read from the hydraulic control map, and Based on the set target discharge amount, a target duty ratio corresponding to the operation state calculated in consideration of the engine speed (oil pump speed) and the like is set, and a linear solenoid valve is set according to the target duty ratio. 35 is controlled. 7 and 8 are examples of the hydraulic control map, and a map that takes into account the engine load and the oil temperature may be provided in addition to the engine rotation speed.

  Here, particularly when the engine 2 is cold started, the oil viscosity is high, so the oil pressure in the oil supply passage 50 tends to increase. If the oil pressure in the oil supply passage 50 becomes an abnormally high pressure (for example, 1500 kPa), oil leakage from the container provided with the oil filter 33 occurs, so the oil discharge amount from the oil pump 31 can be reduced early. It is necessary to control and prevent oil leakage from the container provided with the oil filter 33.

  As described above, the oil discharge amount of the oil pump 31 is controlled by the hydraulic pressure acting on the pressure chamber 39 via the control oil passage 55. In other words, if no oil is supplied to the control oil passage 55 and the pressure chamber 39 and no hydraulic pressure is applied to the pressure chamber 39, the discharge amount of the oil pump 31 is not controlled. That is, when the oil is not sufficiently supplied into the oil supply passage 50 such as when the engine 2 is started, the control response of the oil pump 31 is deteriorated.

  Therefore, in the first embodiment, a relief valve 32 that opens when an oil pressure higher than the first oil pressure acts between the oil pump 31 and the oil filter 33 in the first communication passage 51 of the oil supply passage 50 is provided. By relieving a part of the oil of the first hydraulic pressure or higher from the relief valve 32, the hydraulic pressure is adjusted to prevent the oil from leaking out from the container provided with the oil filter 33. In addition, the oil released from the relief valve 32 is caused to flow into the control oil passage 55 communicating with the pressure chamber 39 via the adjustment oil passage 56 and act on the pressure chamber 39, thereby starting the engine 2. The control response of the oil pump 31 at the time is improved.

  Specifically, the flow of oil when the engine 2 is started will be described.

  In an initial state before the engine 2 is started, the oil pump 31 is stopped and no oil is supplied to the oil supply passage 50.

  From this initial state, when the engine 2 is requested to operate, the engine 2 is started.

  When the engine 2 is started, the crankshaft 11 is driven, whereby the oil pump 31 is driven. When the oil pump 31 is driven, the oil stored in the oil pan 7 is sucked into the pump chamber 31i of the oil pump 31 from the suction port 31j through the oil strainer 31l, and after being boosted by the oil pump 31, The oil is discharged from the outlet 31k to the oil supply passage 50. At this time, oil for controlling the amount of oil discharged from the oil pump 31 is not supplied to the control oil passage 55 and the pressure chamber 39. Is discharged.

  The oil discharged from the oil pump 31 flows through the first communication path 51 toward the main gallery 54. In the process, the oil acts on the relief valve 32 and the oil filter 33 provided in the first communication path 51. At this time, when the hydraulic pressure is equal to or higher than the first hydraulic pressure, the relief valve 32 is opened and the oil is relieved through the relief valve 32. The oil acts on the oil filter 33 after the hydraulic pressure is adjusted by the relief valve 32. On the other hand, when the hydraulic pressure is less than the first hydraulic pressure, the relief valve 32 is not opened, and the oil acts on the oil filter 33 as it is. The oil that has acted on the oil filter 33 is filtered by the oil filter 33, the oil temperature is adjusted by the oil cooler 34, flows to the main gallery 54, and flows through each oil path (second communication path 52 and the like). To do.

  When the hydraulic pressure is equal to or higher than the first hydraulic pressure, the oil relieved from the relief valve 32 flows into the control oil passage 55 through the adjustment oil passage 56. The oil that has flowed into the control oil passage 55 acts on the pressure chamber 39 through the control oil passage 55. As described above, when the oil pressure in the pressure chamber 39 increases, the discharge amount of the oil pump 31 with respect to the engine rotation speed decreases. Therefore, if the oil relieved from the relief valve 32 acts on the pressure chamber 39, The flow rate decreases. That is, by causing the oil relief from the relief valve 32 to act on the pressure chamber 39 via the adjustment oil passage 56, the oil flows into the control oil passage 55 through the first communication passage 51 and the main gallery 54. The oil pump 31 can be controlled earlier than acting on the pressure chamber 39. That is, as in the first embodiment, by providing the relief valve 32 and the adjustment oil passage 56, the initial control response of the oil pump 31 can be improved.

  Therefore, in the first embodiment, the relief valve 32 is provided between the oil pump 31 and the oil filter 33 in the oil supply passage 50 and relieves oil when the oil pressure in the oil supply passage 50 is equal to or higher than the first oil pressure. The oil filter 33 is provided with an adjustment oil passage 56 that adjusts the amount of oil discharged from the oil pump 31 by causing the oil relieved from the pressure 32 to act on the pressure chamber 39. In addition, it is possible to prevent oil greater than the first hydraulic pressure from acting on the container, and to prevent oil leakage from the container provided with the oil filter 33, and the oil relieved from the relief valve 32 is supplied to the adjustment oil passage. By acting on the pressure chamber 39 via 56, the oil is quickly filled in the pressure chamber 39 and the control response of the initial oil pump 31 is improved. It can be.

(Embodiment 2)
Hereinafter, Embodiment 2 of the present invention will be described in detail with reference to the drawings. In the following description, portions common to the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 9 is a hydraulic circuit diagram of the oil supply apparatus 101 according to the second embodiment.

  In the first embodiment, the oil pump 131 is a variable displacement oil pump. However, in the second embodiment, the oil pump 131 is not a variable displacement oil pump, and an ordinary oil pump in which the oil discharge amount is changed only at the engine speed. It is. The other configuration of the oil pump 131 is substantially the same as that of the first embodiment except that there is no adjustment mechanism for adjusting the amount of oil discharged from the pressure chamber 39 or the like. The oil pump 131 is driven by the rotation of the crankshaft 11 of the engine 2 as in the first embodiment. The oil pump 131 sucks oil from the suction port 131i via the oil strainer 131l, boosts the sucked oil, and discharges the oil to the oil supply passage 50 from the discharge port 131k.

  The discharge port 131k of the oil pump 131 is connected to a first communication passage 51 as an upstream oil supply passage that connects the main gallery 54 and the discharge port 131k of the oil pump 131. The first communication path 51 is provided with an oil filter 33 and an oil cooler 34 in order from the oil pump 131 side. That is, the oil discharged from the oil pump 131 to the first communication path 51 is filtered by the oil filter 33, the oil temperature is adjusted by the oil cooler 34, and then flows into the main gallery 54.

  Further, a first relief valve 132 is connected between the oil pump 131 and the oil filter 33 in the first communication path 51. The first relief valve 132 is a check valve, and is opened when a hydraulic pressure equal to or higher than the first hydraulic pressure acts to relieve the hydraulic oil equal to or higher than the first hydraulic pressure. The first hydraulic pressure is lower than the hydraulic pressure at which oil starts to leak from the container provided with the oil filter 33, and is, for example, about 1400 kPa.

  An adjustment oil passage 156 that connects the first relief valve 132 and a control pressure chamber 139 described later is connected to the first relief valve 132. An oil filter 156 a is provided in the adjustment oil passage 156. As will be described in detail later, the adjustment oil passage 156 adjusts the opening / closing of a bypass oil passage 157 described later by causing oil relieved from the first relief valve 132 to act on a control pressure chamber 139 described later.

  Connected to the main gallery 54 is a hydraulic control mechanism 135 for adjusting the hydraulic pressure of the oil supply passage 50 in accordance with the operating state of the engine 2. The hydraulic control mechanism 135 corresponds to the linear solenoid valve 35 and the pressure chamber 39 of the first embodiment.

  The hydraulic control mechanism 135 includes a bypass oil passage 157, a second relief valve 137, a pilot valve 138, and a switching valve 140.

  The bypass oil passage 157 is connected to the suction port side and the discharge port side of the oil pump 131 in the oil supply passage 50, and returns a part of the oil discharged from the oil pump 131 to the suction side of the oil pump 131. Yes.

  The second relief valve 137 is provided to open and close the bypass oil passage 157. The second relief valve 137 has a housing 137a, a valve body 137b accommodated in the housing 137a and for controlling the opening and closing of the bypass oil passage 157, one end attached to the lower end of the valve body 137b, and the other end of the housing 137a. And a spring 137c attached to the bottom surface portion on the indoor side. A control pressure chamber 139 is defined by the inner peripheral surface of the housing 137a and the outer peripheral surface of the valve body 137b. The valve body 137b has a configuration in which a cylindrical body having a diameter larger than that of the cylindrical shaft is attached to both ends of the cylindrical shaft. The diameters of the cylinders at both ends are equal to the diameter of the inner periphery of the housing 137a. In the housing 137a, a bypass space 137d is defined by an inner peripheral surface of the housing 137a, an outer peripheral surface of the shaft, and cylindrical bodies at both ends. A part of the bypass oil passage 157 passes through the bypass space 137d from the outside of the housing 137a.

  The second relief valve 137 controls the opening and closing of the bypass oil passage 157 by controlling the operation of the valve body 137b by the oil pressure of the oil acting on the control pressure chamber 139. Specifically, the valve body 137b is biased by the spring 137c in the closing direction of the bypass oil passage 157 (upward in FIG. 9). When oil is supplied to the control pressure chamber 139 and the pressure in the control pressure chamber 139 rises, the valve body 137b resists the biasing force of the spring 137c and opens the bypass oil passage 157 (downward in FIG. 9). In the housing 137a. As a result, the bypass oil passage 157 is opened and oil flows through the bypass oil passage 157. As a result, the oil pressure of the oil discharged from the oil pump 131 is adjusted. As will be described in detail later, the hydraulic pressure input to the control pressure chamber 139 is controlled by a pilot valve 138 and a switching valve 140 described later.

  The pilot valve 138 controls the oil pressure of oil supplied to the control pressure chamber 139. The pilot valve 138 has a housing 138a, a valve body 138b accommodated in the housing 138a, and a spring whose one end is attached to the upper end of the valve body 138b and the other end is attached to the indoor ceiling of the housing 138a. 138c. The valve body 138b has a structure in which a cylindrical body having a larger diameter than the shaft is attached to both ends of the cylindrical shaft. The diameters of the cylinders at both ends are equal to the diameter of the inner periphery of the housing 138a. The valve body 138b is urged downward by a spring 138c. In the housing 138a, an upper space 138d defined by an inner peripheral surface of the housing 138a and an upper end surface of the valve body 138b, an inner peripheral surface of the housing 138a, an outer peripheral surface of the shaft, and cylindrical bodies at both ends are defined. An intermediate space 138e and a lower space 138f defined by the inner peripheral surface of the housing 138a and the lower end surface of the valve body 138b are formed.

  The pilot valve 138 is connected to a first oil supply passage 161 extending from a switching valve 140 described later in the upper space 138d. Further, the middle space 138e and the lower space 138f are connected to the second oil supply passage 162 extending from the main gallery 54, respectively. In particular, the lower space 138f is connected to the second oil supply passage 162 at the bottom of the housing 138a. Whether or not oil is supplied from the first oil supply path 161 to the upper space 138d is controlled by a switching valve 140 described later. From the second oil supply passage 162, oil is always supplied to the middle space 138e and the lower space 138f. Further, a third oil supply passage 163 extends from the pilot valve 138, and the third oil supply passage 163 is connected to the adjustment hydraulic chamber 139 of the second relief valve 137. The third oil supply passage 163 is configured to connect one of the upper space 138d or the middle space 138e and the adjustment hydraulic chamber 139, which will be described in detail later, but depending on the position of the valve body 138b, Which of the middle spaces 138e is connected is controlled.

  The switching valve 140 switches the relief pressure of the second relief valve 138 by switching whether or not to supply oil to the pilot valve 138 through the first oil supply passage 161 according to the operating state of the engine 2. The switching valve 140 is an electromagnetic valve that switches between two settings, a low pressure setting for reducing the relief pressure and a high pressure setting for increasing the pressure.

  The setting of the switching valve 140 is controlled by the controller 100. The controller 100 transmits a control signal corresponding to the operating state of the engine 2 to the switching valve 140 to switch the setting of the switching valve 140. The configuration of the controller 100 is substantially the same as that of the first embodiment, and the operating state of the engine 2 is determined by the sensors (hydraulic sensor 70, crank angle sensor 71, throttle position sensor 72, oil temperature detection sensor 73, cam angle sensor 74). , Based on the detection signal from the water temperature sensor 75 or the like).

  Next, the low pressure setting and the high pressure setting by the hydraulic control mechanism 135 will be described with reference to FIGS. 10 and 11.

  In FIG. 10, the flow of oil when the switching valve 140 is set to a low pressure is indicated by an arrow. At the time of low pressure setting, the switching valve 140 is switched so that the oil from the main gallery 54 is supplied to the upper space 138d of the pilot valve 138 through the first oil supply passage 161. As a result, oil flows from the first oil supply passage 161 into the upper space 138d.

  As oil flows into the upper space 138d from the first oil supply passage 161, a downward hydraulic pressure is input to the upper portion of the valve body 138b of the pilot valve 138 by the oil flowing into the upper space 138d from the first oil supply passage 161. In the lower part of the valve body 138b, upward hydraulic pressure is input by the oil flowing through the second oil supply passage 162. At this time, the valve body 138b is urged by the spring 138c and comes into contact with the bottom of the housing 138a on the indoor side. Thereby, the upper space 138d and the third oil supply passage 163 communicate with each other.

  Then, the upper space 138d and the third oil supply passage 163 communicate with each other, so that the oil that has flowed from the first oil supply passage 161 into the upper space 138d flows into the third oil supply passage 163 from the upper space 138d. It flows into the control pressure chamber 139 through the path 163. Oil pressure is input to the valve body 137 b of the second relief valve 137 by the oil flowing into the control pressure chamber 139. At this time, the control pressure chamber 139 is connected to the main gallery 54 via the first oil supply passage 161, the upper space 138d of the pilot valve 138, and the third oil supply passage 163. The hydraulic pressure is equivalent to that of the gallery 54. When the hydraulic pressure in the control pressure chamber 139 is equal to or higher than a predetermined low set pressure (for example, 150 kPa), the valve body 137b of the second relief valve 137 moves downward against the urging force of the spring 137c. Slide to open bypass oil passage 157.

  By opening the bypass oil passage 157, oil flows through the bypass oil passage 157, and the hydraulic pressure of the main gallery 54 decreases. As the hydraulic pressure in the main gallery 54 decreases, the hydraulic pressure in the control pressure chamber 139 connected to the main gallery 54 via the first oil supply passage 161 and the like also decreases. When the hydraulic pressure in the control pressure chamber 139 becomes less than the low set pressure, the valve body 137b slides upward by the biasing force of the spring 137c, and the bypass oil passage 157 is closed. Hereinafter, the pressure of the oil supply passage 50 is maintained at a low set pressure by repeating this operation.

  In FIG. 11, the oil flow when the switching valve 140 is set to high pressure is indicated by arrows. At the time of high pressure setting, the switching valve 140 is switched so that the oil from the main gallery 54 does not flow into the first oil supply passage 161 and the oil from the first oil supply passage 161 flows to the oil pan 7 side. As a result, oil does not flow into the upper space 138d.

  Since the oil does not flow into the upper space 138d, the hydraulic pressure is not input to the upper portion of the valve body 138b of the pilot valve 138. On the other hand, upward hydraulic pressure is input to the lower part of the valve body 138b by the oil flowing through the second oil supply passage 162. When the hydraulic pressure input to the lower portion of the valve body 138b is equal to or higher than a predetermined high set pressure (for example, 350 kPa), the valve body 138b faces upward in the housing 138a against the urging force of the spring 138c. To slide. Thereby, the middle space 138e and the third oil supply passage 163 communicate with each other.

  Then, since the middle space 138e and the third oil supply passage 163 communicate with each other, the oil that has flowed from the second oil supply passage 162 into the middle space 138e flows from the middle space 138e into the third oil supply passage 163, and the third oil supply It flows into the control pressure chamber 139 through the path 163. Oil pressure is input to the valve body 137 b of the second relief valve 137 by the oil that has flowed into the control pressure chamber 139. At this time, the control pressure chamber 139 is connected to the main gallery 54 via the first oil supply passage 161, the intermediate space 138 e of the pilot valve 138, and the third oil supply passage 163. A hydraulic pressure equal to or higher than the high set pressure equivalent to the gallery 54 is input. Since the hydraulic pressure in the control pressure chamber 139 is equal to or higher than the high set pressure, the valve body 137b of the second relief valve 137 slides downward against the biasing force of the spring 137c, and the bypass oil passage 157 opens. .

  By opening the bypass oil passage 157, oil flows through the bypass oil passage 157, and the hydraulic pressure of the main gallery 54 decreases. As the hydraulic pressure of the main gallery 54 decreases, the hydraulic pressure input to the valve body 138b of the pilot valve 138 also decreases. When the hydraulic pressure input to the valve body 138b becomes less than the high set pressure, the valve body 138b slides downward by the biasing force of the spring 138c, and the intermediate space 138e and the third oil supply path 163 communicate with each other. Disappear. As a result, oil does not flow into the control pressure chamber 139, and the hydraulic pressure in the control pressure chamber 139 decreases. As the hydraulic pressure in the control pressure chamber 139 decreases, the valve body 137b of the second relief valve 137 is biased upward by the spring 137c, and the bypass oil passage 157 is closed. Hereinafter, by repeating this, the pressure of the oil supply passage 50 is maintained at a high set pressure.

  As described above, the hydraulic control mechanism 135 controls the opening and closing of the bypass oil passage 157 by flowing oil from the main gallery 54 through the pilot valve 138 into the control pressure chamber 139 of the second relief valve 137. The oil pressure in the oil supply passage 50 is controlled. In other words, unless the oil flows into the control pressure chamber 139, the hydraulic control by the hydraulic control mechanism 135 is not performed. That is, when the oil is not sufficiently supplied into the oil supply passage 50 such as when the engine 2 is started, the control response of the hydraulic control mechanism 135 is lowered.

  Here, particularly when the engine 2 is cold-started, the oil viscosity is high, so the oil pressure in the oil supply passage 50 tends to increase. When the oil pressure in the oil supply passage 50 becomes an abnormally high pressure (for example, 1500 kPa), oil leakage from the container provided with the oil filter 33 occurs, so the oil pressure of the oil discharged from the oil pump 131 is controlled. Therefore, it is necessary to prevent the oil leakage.

  Therefore, in the second embodiment, the oil pressure is increased by the oil pressure greater than the first oil pressure acting between the oil pump 131 and the oil filter 33 in the first communication passage 51 of the oil supply passage 50, and the oil is relieved. 1 relief valve 132 is provided, and a part of oil higher than the first hydraulic pressure is relieved from the first relief valve 132 to adjust the hydraulic pressure so that the oil leaks from the container provided with the oil filter 33. It is preventing. Further, the oil relieved from the first relief valve 132 is applied to the control pressure chamber 139 via the adjustment oil passage 156, thereby improving the control response of the hydraulic control mechanism 135 when the engine 2 is started. I am letting.

  Specifically, the flow of oil when the engine 2 is started will be described.

  In an initial state before the engine 2 is started, the oil pump 131 is stopped and no oil is supplied to the oil supply passage 50.

  From this initial state, when the engine 2 is requested to operate, the engine 2 is started.

  When the engine 2 is started, the crankshaft 11 is driven, and thereby the oil pump 131 is driven. By driving the oil pump 131, oil is discharged from the oil pan 7 to the oil supply passage 50. At this time, oil is not supplied to each part (pilot valve 138, second relief valve 137, etc.) of the hydraulic control mechanism 135, and the bypass oil passage 157 is not open. The amount of oil corresponding to the discharge amount is discharged.

  The oil discharged from the oil pump 131 flows toward the main gallery 54 through the first communication path 51. In the process of flowing through the first communication passage 51, the oil acts on the first relief valve 132 and the oil filter 33 provided in the first communication passage 51. At this time, when the hydraulic pressure is equal to or higher than the first hydraulic pressure, the first relief valve 132 is opened, and the oil is relieved through the first relief valve 132. The oil acts on the oil filter 33 after the hydraulic pressure is adjusted by the first relief valve 132. On the other hand, when the hydraulic pressure is less than the first hydraulic pressure, the relief valve 132 is not opened and the oil acts on the oil filter 33 as it is. The oil that has acted on the oil filter 33 is filtered by the oil filter 33, then the oil temperature is adjusted by the oil cooler 34, flows to the main gallery 54, and flows through each oil path.

  When the hydraulic pressure is equal to or higher than the first hydraulic pressure, the oil relieved from the relief valve 132 flows into the control pressure chamber 139 through the adjustment oil passage 156. As described above, when the hydraulic pressure in the control pressure chamber 139 exceeds the low set pressure, the valve body 137b of the second relief valve 137 slides downward against the urging force of the spring 137c. 157 opens. By opening the bypass oil passage 157, a part of the oil discharged from the oil pump 131 flows through the bypass oil passage 157, so that the oil pressure of the oil discharged from the oil pump 131 is reduced. That is, by causing the oil relief from the first relief valve 132 to act on the control pressure chamber 139 via the adjustment oil passage 156, the normal passage (the first communication passage 51, the main gallery 54, the first or Controlling the hydraulic pressure of oil discharged from the oil pump 131 at an early stage, rather than operating the oil to the control pressure chamber 139 through the pilot valve 138 and the third oil supply path 163) of one of the second oil supply paths 161 and 162. Can do. That is, as in the second embodiment, by providing the first relief valve 132 and the adjustment oil passage 156, the responsiveness of the hydraulic control of the initial hydraulic control mechanism 135 can be improved.

  Therefore, in the second embodiment, the first relief valve 132 is provided between the oil pump 131 and the oil filter 33 in the first communication passage 51 and relieves oil when the oil pressure in the oil supply passage 50 is equal to or higher than the first oil pressure. And an adjustment oil passage 156 that adjusts the amount of oil flowing through the bypass oil passage 157 by causing the oil relieved from the first relief valve 132 to act on the control pressure chamber 139, so that the engine 2 At the time of cold start, it is possible to prevent oil of the first hydraulic pressure or higher from acting on the oil filter 33, thereby preventing oil from leaking from the container provided with the oil filter 33, and the first relief valve 132. By controlling the oil relief from the control pressure chamber 139 via the adjustment oil passage 156, the control response of the hydraulic control mechanism 135 is controlled. It is possible to improve.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, an in-line four-cylinder gasoline engine is targeted, but the number of cylinders of the engine may be five or more.

  Moreover, in the said embodiment, although the relief pressure of the 1st relief valve was set to the 1st oil pressure, it is not restricted to this, For example, at the time of cold, while the oil pressure lower than the 1st oil pressure is used as the relief pressure, The first hydraulic pressure may be set to the relief pressure during warm and high temperatures.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for an engine oil supply device having a portion for controlling the discharge amount and hydraulic pressure of oil discharged from an oil pump.

DESCRIPTION OF SYMBOLS 1 Oil supply apparatus 2 Engine 31 Oil pump 32 Relief valve 33 Oil filter 35 Linear solenoid valve (oil control valve)
39 Pressure chamber 50 Oil supply passage 51 First communication passage (upstream oil supply passage)
54 Main gallery 55 Control oil passage 56 Adjustment oil passage 70 Hydraulic sensor 100 Controller 131 Oil pump 132 First relief valve 135 Hydraulic control mechanism 137 Second relief valve 137b Valve body 139 Control pressure chamber 156 Adjustment oil passage 157 Bypass Oil passage

Claims (2)

A variable displacement oil pump driven by an engine;
A main gallery that supplies oil discharged from the oil pump to each part of the engine, and an oil supply passage that connects the main gallery and the discharge port of the oil pump and has an upstream oil supply passage provided with an oil filter;
An oil control valve that connects the main gallery and a pressure chamber that adjusts the amount of oil discharged from the oil pump and controls the amount of oil discharged from the oil pump according to the operating state of the engine is disposed. An oil supply device for an engine comprising a control oil passage,
A relief valve that is provided between the oil pump and the oil filter in the upstream oil supply passage and relieves oil when the oil pressure in the upstream oil supply passage is equal to or higher than a predetermined oil pressure;
An oil passage for adjustment that adjusts the amount of oil discharged from the oil pump by causing oil to be relieved from the relief valve to act on the pressure chamber via the control oil passage;
A hydraulic pressure sensor for detecting the hydraulic pressure of the oil supply path;
Control that controls the operation of the oil control valve to control the discharge amount of the oil pump so that the detected oil pressure detected by the oil pressure sensor becomes a target oil pressure that is preset according to the operating state of the engine And an oil supply device for an engine. An oil pump driven by an engine;
A main gallery that supplies oil discharged from the oil pump to each part of the engine, and an oil supply passage that connects the main gallery and the discharge port of the oil pump and has an upstream oil supply passage provided with an oil filter;
A bypass oil passage for returning a part of the oil discharged from the oil pump to the oil pump; a valve body for controlling opening and closing of the bypass oil passage; and a control pressure chamber for controlling the operation of the valve body. An oil supply device for an engine having a relief valve, and a hydraulic control mechanism for controlling the oil pressure of the oil supply passage according to the operating state of the engine,
A first relief valve that is provided between the oil pump and the oil filter in the upstream oil supply passage and relieves oil when the oil pressure in the upstream oil supply passage is equal to or higher than a predetermined oil pressure;
An engine oil supply apparatus comprising: an adjustment oil passage that adjusts opening and closing of the bypass oil passage by causing oil relieved from the first relief valve to act on the control pressure chamber.