JPH04136457A - Block structure of v-type engine - Google Patents

Abstract

PURPOSE:To effectively suppress the lateral vibration accompanied with the engine vibration by extending an oil pipe along the axis direction of an engine body, fixing both the edges on a panel installed on the front and near edge surfaces of the engine body, and connecting both panels by the oil pipe. CONSTITUTION:A V-type engine 10 is equipped with an engine body 16 having the left and right banks 12 and 14, and panels 18 and 20 are installed on the front and rear surfaces of the engine body 16. An oil distributing pipe 94 which extends along the revolution center axis line RX immediately over a crankshaft in the lubrication system of the V-type engine 10 and two pairs of oil pump 96a-96d installed on the inner suffaces of the front panel 18 and rear panel 20 are provided, and the front and rear edges of the oil distributing pipe 94 are fixed on the front and rear panels 18 and 20. In the front and rear panels 18 and 20, each oil pumping-up passage for pumping up oil stored in the lower part of a cylinder block is formed, and the upper edge of each passage is connected with the first and third oil pumps 96a and 96c.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a block structure for a V-type engine having an engine body having panels attached to each of its front end face and rear end face.

[Prior Art] Conventionally, in V-type engines, for example,
As shown in Japanese Patent No. 160021, a technique is known in which an oil gear is disposed between both banks for supplying lubricating oil to parts of the engine that require lubrication. By arranging the oil gear lary between both banks in this manner, it is possible to effectively utilize the dead space peculiar to a V-type engine.

On the other hand, in recent years, in so-called racing V-type engines, panels are attached to both the front and rear end surfaces of the engine body,
Techniques have been developed to increase engine stiffness. It is of course possible to apply the above-described arrangement of the oil gear even to such a V-type racing engine.

[Problems to be Solved by the Invention] As is well known, race engines are constructed to produce high output, so the bending force acting on the engine body is quite strong.

Therefore, simply attaching panels to both the front and rear end surfaces of the engine body cannot withstand this strong bending force, and a separate reinforcing member is required.

Further, both panels will be directly subjected to engine vibrations, and a so-called membrane vibration state will occur in each panel.

However, if such a reinforcing member is provided, a space is required for it, which impairs the degree of freedom in design and increases the weight, which is inconvenient for application to a racing engine.

This invention was made in view of the above-mentioned problems, and the purpose of this invention is to increase the rigidity against bending deformation of the engine body without using a separate reinforcing member, and to suppress membrane vibration of both panels. The purpose of the present invention is to provide a block structure of a V-type engine that allows for

[Means for Solving the Problems] In order to achieve the above-mentioned object, the block structure of the V-type engine according to the present invention includes an engine body having a pair of banks that open at a predetermined angle, and a front and rear side of the engine body. It is equipped with panels attached to both end faces, and an oil pipe located between the two banks and having a substantially linear oil flow path extending along the axial direction, and both ends of the oil pipe are connected to the front and rear ends of the oil pipe. It is characterized by being fixed to both panels respectively.

Further, in the block structure of the V-type engine according to the present invention, an oil pump is attached to at least one of the panels, and in both the panels, the engine oil that flows down to the lower part of the engine body due to the oil pump is provided. It is characterized in that an oil passage is formed through which oil is sucked up, and the sucked oil is supplied to parts requiring lubrication via the oil pipe.

Further, in the block structure of a V-type engine according to the present invention, the panel in which the oil passage is formed has an oil cooler built therein to cool the oil passing through the oil passage.

[Function] In the block structure of the V-type engine configured as described above, the oil pipe used as the oil gear gallery extends along the axial direction of the engine body, and its both ends are fixed to the front and rear panels, respectively. ing. As a result, both panels are connected by this oil pipe, effectively suppressing membrane vibrations caused by engine vibration, and the engine body is strongly supported front and rear by both panels, increasing its rigidity against bending forces. It will happen.

[Embodiment 1] Below, an embodiment of the block structure of a V-type engine according to the present invention will be described in detail with reference to the accompanying drawings.

The V-type engine 10 to which the block structure of this embodiment is applied is a V-type 10-cylinder engine configured for so-called racing, and as shown in FIGS. The bank 1 on the left and right is formed almost symmetrically.
The engine body 16 has a diameter of 2.14. These two banks 12.14 have mutual central axes BCL, B
As shown in FIG. 2, C and C are set to intersect at a predetermined obtuse angle θ. As shown in FIG. 1, this engine body 16 has panels 18 on both its front and rear end surfaces.
．． 20 is attached.

This engine body 16 is formed from an aluminum alloy, and as shown in FIG. 2, five cylinders 22 (only one cylinder 22 is visible in the cross-sectional state shown) are arranged in series in each bank 12.14. A cylinder block 24 formed in a shape, a left cylinder head 26 attached to the upper end surface of the cylinder block 24 corresponding to the left bank 12, and a right bank 14 of the cylinder block 24.
Right cylinder head 2 attached to the upper end surface corresponding to
It consists of 8.

As shown in FIG. 3, this cylinder block 24 is located slightly below the range in which the cylinder 24 is formed, and is vertically divided by a crack surface DS extending horizontally.
It is divided. In other words, this cylinder block 2
4 is configured with a cylinder block upper 24a and a cylinder block lower 24b joined vertically to each other. The joining state of these cylinder block upper 24a and cylinder block lower 24b will be described in detail later.

A crankshaft 30 is disposed within the cylinder block 24, as shown in FIG. 2, and the crankshaft 30 has both ends connected to the front and rear panels 18, as shown in FIG. 20 via mechanical seal mechanisms 32, respectively, so as to be rotatable. Note that the detailed configuration of the mechanical seal mechanism 32 will be explained later.

This crankshaft 30 has each cylinder 2.
A piston 34 slidably inserted into the piston 2 is connected via a corresponding piston rod 36. For details,
As shown in FIG. 5, this crankshaft 30 is formed to have five crank parts 30a to 30e at the front part along the axial direction, and each crank part 30a to 30e has five crank parts 30a to 30e.
The lower ends of the corresponding piston rods 36 in the left and right banks 12, 14 are rotatably supported. That is, as shown in the second crank part 30b in FIG. 5, the left and right banks 12.
A total of two lower ends of the second piston rods 36a and 36b in 14 are rotatably attached.

Here, the crankshaft 30 is rotatably supported by the cylinder block 24 via metal bearings 38 on both sides of each of the crank portions 30a to 30e, about a predetermined rotation center axis MRX. In addition, this rotation center axis R
As is clear from FIG. 2, X is a position where the center line CL of the engine body 16 and the three center axes BCL and BCR of the left and right banks 12.14 intersect, along the axial direction, That is, it is set to extend in the longitudinal direction of the vehicle body.

Specifically, the first shaft portion 30f located immediately in front of the first crank portion 30a is connected to a first bearing cap 40a integrally formed on the cylinder block 24 via a first metal bearing 38a. It is rotatably supported on the shaft. Moreover, the first and second crank parts 30a, 30b
The second shaft portion 30g located between the cylinder block 24 and the cylinder block 24 is rotatably supported by a second bearing cap 40b integrally formed with the cylinder block 24 via a second metal bearing 38b.

Also, second and third crank parts 30b.

30c is rotatably supported by a third bearing cap 40c formed integrally with the cylinder block 24 via a third metal bearing 38c. .

Further, the fourth shaft portion 30i located between the third and fourth crank portions 30c and 30d is connected to a fourth bearing integrally formed in the cylinder block 24 via a fourth metal bearing 38d. It is rotatably supported by the cap 40d. Moreover, the fourth and fifth crank parts 30d
, 30e is connected to the cylinder block 24 via a fifth metal bearing 38e.
A fifth bearing cap 40e integrally formed with
It is rotatably supported on the shaft. The sixth shaft portion 30 located immediately after the fifth crank portion 30e has a sixth crank portion 30e.
A sixth bearing cap 4 integrally formed on the cylinder block 24 via a metal bearing 38f.
It is pivotably supported at 0f.

Here, the formation state of each of the bearing caps 40a to 40f on the cylinder block 24 will be explained with reference to FIG. 3. Incidentally, since the bearing caps 40a to 40f are formed in the same manner on the cylinder block 24,
In the following description, the first bearing cap 40
Only the formation state of a on the cylinder block 24 will be explained,
A description of how the other bearing caps 40b to 40f are formed on the cylinder block 24 will be omitted.

First, as shown in FIG. 3, the above-mentioned cylinder block 2 is
The crack surface DS of No. 4 is the shaft portion 30f of the crankshaft 30.
It is set to pass through the rotation center axis RX in .

Therefore, the above-described first bearing cap 40a is also divided into upper and lower halves at this crack surface DS. That is, the upper first bearing cap upper 40 a + is
The lower first bearing cap 40a2, which is formed integrally with the cylinder block upper 24a, is formed integrally with the cylinder block lower 24b.

These first bearing caps upper and lower 40a+, 40aa are joined vertically to each other at the crack surface DS, so that a circular mounting hole 42a into which the corresponding first metal bearing 40a is fitted is formed. In this manner, semicircular recesses 42a+ and 42a* are formed, respectively.

On the other hand, as shown in the figure, the cylinder block upper 24a and the cylinder block lower 24b are firmly connected to each other via a plurality of connecting bolts 44, but in this embodiment, the crankshaft 30 to be reliably rotated around a predetermined central axis, and to ensure that the corresponding first metal bearing 40a is held securely, the following configuration is adopted.

That is, the first bearing cap 40a is installed in the hole 4.
Two upper surface portions of the cylinder block upper 24a, which correspond to the portions immediately above the left and right sides of the cylinder block upper 24a, are connected to each other by a first reinforcing plate 46. Then, the cylinder block upper 24a and the cylinder block lower 24b, which are attached to both ends of the first reinforcing plate 46 and located on both sides of the hole 42a, are installed.
A pair of bearing cap bolts 48a and 48b are provided vertically penetrating through these portions, respectively. By tightening these bearing cap bolts 48a and 48b, the cylinder block upper 24a and the cylinder block lower 24b are fixed, especially the bearing cap upper and lower 40a and 40a, which are integrally formed, respectively.
These bearing caps upper and lower 40a, 40
The first metal bearing 38 is held between the top and bottom of the ax
A will be firmly installed and supported without wobbling.

In this way, the crankshaft 30 is rotatably supported at a total of six locations, and the condition of the bearings is maintained accurately.
It is possible to reliably support even rotations at extremely high rotational speeds of 0.

On the other hand, as shown in FIG. 2, in the left and right banks 12°14, the corresponding left and right cylinder heads 26 and 28 are
The head bolts 50 are attached to the left and right upper surfaces of the cylinder block 24 via a plurality of head bolts 50. It is set so that one pair each is arranged within the interior. That is, the multiple pairs of head bolts 50 are arranged corresponding to each of the bearing caps 40a to 40f described with reference to FIG. 5, respectively.

Here, these head bolts 50 are connected to the corresponding bank 1.
The central axis in 2.14, MBC,.

They are set to be parallel to BO2. As a result, a bearing cap bolt 48a is provided for tightening the above-mentioned cylinder block upper 24a and cylinder block lower 24b to each other.

48b intersect with each other at (180-θ/2) degrees. In this embodiment, the upper head bolt 50a of the multiple pairs of head bolts 50 is placed close to the bearing cap bolts 48a and 48b located on the same side as the bank on which it is installed. in,
They are set to intersect with each other due to their torsional positions.

More specifically, if the head bolt 50a of interest here is arranged on the right bank 14 side as shown in the figure, the lower end of the upper head bolt 50a is near the upper end of the right bearing cap bolt 48b. , intersect with each other in a torsional position relationship.

In this way, within the cylinder block upper 24a,
Since the head bolt 50 (50a) and the bearing cap bolts 48a, 48b are disposed so as to cross each other, these bolts 50 (50a), 48a,
Tightening near the intersection of the banks 12 and 48b can increase the strength of the part, and therefore, it is possible to effectively suppress the lateral vibration of each bank 12, 14.

In addition, as shown in Fig. 2, the left and right cylinder heads 2
6.28 shows intake manifolds 52a and 52b in which an intake passage is formed for each cylinder 22 in a substantially upright state.
are integrally formed, and each tip surface is set to be a horizontal surface. These intake manifolds 5
2a.

52b includes two fuel injection valves 54 for each cylinder 22.
Manifold 56 is the fuel injection valve that can be installed.
The fuel injection valves 56a and 56b are attached to the upper end surfaces of the manifolds 56a and 56b, with a generally trumpet-shaped intake intake pipe 58a opening upward and communicating with the respective intake passages.

58b is attached.

Here, the upper ends of the intake manifolds 52a and 52b constituting each bank 12.14 are connected to each other by a second reinforcing plate 60, as shown in FIG. This second reinforcing plate 60 is connected to the engine body 1
It is formed from a material having a coefficient of thermal expansion smaller than that of the aluminum alloy constituting the material No. 6.

By attaching the second reinforcing plate 60 in this manner, both banks 12.14 are integrally connected to each other at their upper ends, and both banks 12.1 of the engine body 16 are connected integrally to each other at their upper ends.
The rigidity of the banks 12 and 14 to resist the force that tends to cause them to open apart is increased, and the angle θ between the central axes BCL and BC* between the two banks 12 and 14 is always kept constant. Further, the coefficient of thermal expansion of this second reinforcing plate 60 is set to be smaller than that of the engine main body 16, so that under the influence of heat from the engine main body 16, this second reinforcing plate 60 The difference in angle θ due to thermal expansion is
It will be extremely suppressed.

Next, the front and rear panels 1 of the above-mentioned crankshaft 30 are
8.20 will be explained with reference to FIG. 4. Note that the attachment of the front end of the crankshaft 30 to the front panel 18 is the same as the attachment of the rear end to the rear panel 20, so in the following explanation, the attachment of the former will be referred to as the condition. For the latter installation, explanation of the state will be omitted.

First, in this embodiment, the crankshaft 30
In order to supply lubricating oil to the shaft portion of each piston rod 36, an oil passage 62 is formed in the crankshaft 30 along the direction in which it extends, and oil is supplied from the inside through this oil passage 62 to the shaft part. The metal bearings 30f to 30 are configured to be supplied to sliding contact portions of the outer peripheral surfaces of the metal bearings 38a to 30 and the corresponding inner peripheral surfaces of the metal bearings 38a to 38f. Therefore, the above-mentioned oil passage 62 is open at both end surfaces of the crankshaft 30.

That is, the mechanical seal mechanism 32 described above allows rotation of the crankshaft 30 between the corresponding panel 18.20 and the oil introduction passage 64 formed in the panel 18.20 and the crankshaft 30. An oil passage 62 formed therein is configured to be fluid-tightly connected to each other.

Specifically, as shown in FIG. 4, the mechanical seal mechanism 32 is provided on the front end surface of the crankshaft 30 where the oil passage 62 opens so as to surround the opening of the oil passage 62. , a carbon family sliding ring 66 is fixed. The front side of this sliding ring 66 (
The outer surface) is defined as a sliding surface on the crankshaft 30 side. On the other hand, on the rear surface (inner surface) of the front panel 18, opposite to the inlet opening of the oil passage 62 mentioned above at the position where the crankshaft 30 is attached,
An outlet opening of the oil introduction passage 64 described above is formed. A ring-shaped protrusion 68 is integrally formed on the inner surface of the panel 18 so as to surround the outlet opening. A bracket 7 is attached to the inner peripheral surface of this protrusion 68.
0 is inserted. In this installation, the outer surface of the bracket 70 and the inner surface of the panel 18 are liquid-tightly sealed via a seal ring 72.

For this installation, the bracket 70 is formed in the shape of a hollow ring with an open inner end, as shown in the figure.
An elastic ring 74 that is axially extensible and adjacent to the elastic ring 74 is attached to a ceramic abutment that is axially slidable along the outer circumferential surface of the bracket 70. The rings 76 are housed in their respective positions on the outside. In the elastic ring 74 mentioned above,
A coil spring 78 is interposed so as to exert a biasing force along the axial direction. With this configuration, based on the biasing force of the coil spring 78, the abutment ring 76
It comes into contact with the sliding ring 66 mentioned above. That is, the inner surface of this contact ring 76 is defined as the sliding surface on the panel 18 side.

Since the mechanical seal mechanism 32 is configured in this way, it is possible to rotatably support the crankshaft 3o without using a separate thrust bearing, and the biasing force of the coil spring 78 allows the internal movement of the panel 18. The sliding portion between the side surface and the outer surface of the crankshaft 30 is maintained liquid-tight while allowing relative sliding at high speed. By maintaining the oil tightness, it becomes possible to significantly increase the pressure of the oil flowing through these oil introduction passages 64, and the oil flows through the oil passage 62 connected to this oil introduction passage 64 to a high level. Lubrication is supplied under pressure to the parts that require lubrication.

Here, in the V-type engine 10 of this embodiment,
In this way, the crankshaft 3
Since both ends of the crankshaft 30 are attached to and supported by the front and rear panels 18 and 20,
terminates opposite these panels 18, 20. That is, the crankshaft 30 is connected to both panels 18.
It is configured such that it fits within an angle of 20° and does not protrude outward from each other. As a result, as shown in FIG.
It is configured to be obtained from 0b.

That is, on both sides of the third crank portion 30c located at the center of the crankshaft 30, the pair of drive gears 8 described above are provided.
0a and 80b are integrally formed coaxially with the rotation center axis RX. A first intermediate gear 82 is meshed with each of these pair of driving gears 80a, 80b, and a gear is inserted between these first intermediate gears 82 so as to rotate coaxially with the first intermediate gear 82.
A second intermediate gear 84 is provided. A fourth intermediate gear 88 is arranged so as to coaxially rotate integrally with the third intermediate gear 86 that meshes with the second intermediate gear 84.
A left gear train 90 that drives a cam mechanism (not shown) of the left bank 12 extends from a fourth intermediate gear 88 at the front, and a left gear train 90 that drives a cam mechanism (not shown) of the left bank 12 extends from a fourth intermediate gear (not shown) of the rear side. A right gear train 92 that drives a cam mechanism (not shown) extends.

Although not shown, the driving force for driving the vehicle is the first one.
and the second intermediate gears 82, 84, and is set to be taken out via a drive shaft disposed so as to rotate together with them. Note that this drive shaft extends coaxially with the rotation center axis RX of the crankshaft 30 described above and extends rearward through the rear panel 20.

Next, the lubrication system of this V-type engine 10 will be explained with reference to FIGS. 1 and 7.

This lubrication system consists of the crankshaft 3 as shown in Figure 1.
Directly above 0, the rotation center axis! ! It mainly includes an oil distribution vibe 94 extending along the RX, and two oil pumps 96a to 96d attached to the inner surfaces of the front panel 18 and the rear panel 20, respectively. As is clear from FIG. 1, the oil distribution vibrator 94 is fixed at its front and rear ends to the front and rear panels 18, 20, respectively. That is, in this embodiment, this oil distribution vibe 94 has an original oil distribution function, connects both panels 18, 20, and connects the engine body 1.
It also has the function of a reinforcing member that increases the rigidity of 6.

Here, based on the function of the oil distribution vibe 94 as a reinforcing member, both panels 18 and 20 are firmly connected to each other, and as described above, the engine body 16
In addition to increasing the rigidity of each panel 18, 20, by connecting such a vibrator 94, it is possible to achieve the effect of effectively suppressing membrane vibration based on engine vibration. become.

On the other hand, oil suction passages 98 are formed in the front and rear panels 18, 20 to suck up the oil accumulated at the bottom of the cylinder block 24.The lower ends of the oil suction passages 98, as shown in FIG. As shown by reference numeral 98a, it ends in a state where it opens at the bottom of the cylinder block 24. The above-described first and third oil pumps 96a and 96c are connected to the upper ends of the oil suction passages 98 in each of the front and rear panels 18, 20, respectively. In the front and rear panels 18.20, first and third oil pumps 96a are connected via oil suction passages 98.

The oil sucked up by 98c will be brought into the oil distribution vibe 94 described above.

Here, this oil distribution vibe 94 has, at both ends,
It is connected to the upper ends of oil inlet passages 64 (also shown in FIG. 4) formed in the front and rear panels 18, 20, respectively. In this way, the first and third oil pumps 9
The oil sucked up in steps 6a and 96c passes through an oil introduction passage 64, an oil passage 62 formed inside the crankshaft 30, and is supplied from the inside to parts requiring lubrication.

Further, the second oil pump 96b is configured to entirely supply oil sucked up from the lower part of the cylinder block 24 to a drive cam mechanism (not shown) via an oil suction passage (not shown). As shown in FIG. 7, the fourth oil pump 96d has an upper end of an oil cooling passage 102 that sucks up oil from the lower part of the cylinder block 24 and supplies it to an oil cooler mechanism 100 disposed in the front panel 18. It is connected. This oil cooling passage 1
The lower end of cylinder block 24 is opened at the bottom of cylinder block 24, as shown by reference numeral 102a.

The oil cooling passage 102 is branched into a large number of passages in the heat exchange section of the oil cooler mechanism 100 at an intermediate portion thereof, and is set so as to increase heat exchange efficiency. In addition, like this, the oil cooler machine l1100
The cooled oil is transferred to an oil distribution vibrator 94.
and is then introduced into the crankshaft 30 again.

It goes without saying that the present invention is not limited to the configuration of the one embodiment described above, and can be modified in various ways without departing from the gist of the invention.

[Effects of the Invention] As detailed above, the block structure of the V-type engine according to the present invention includes an engine body having a pair of banks that open at a predetermined angle, and banks that are attached to both front and rear end surfaces of the engine body. a panel located between both banks, and an oil pipe having a substantially linear oil flow path extending along the axial direction, and both ends of the oil pipe are fixed to the front and rear panels, respectively. It is characterized by being

Further, in the block structure of the V-type engine according to the present invention, an oil pump is attached to one of the panels, and an oil pump flows down to the lower part of the engine body in both the panels. The engine oil is characterized in that an oil passage is formed through which engine oil is sucked up, and the sucked up oil is supplied to parts requiring lubrication via the oil pipe.

Further, in the block structure of a V-type engine according to the present invention, the panel in which the oil passage is formed has an oil cooler built therein to cool the oil passing through the oil passage.

Therefore, according to the present invention, there is provided a block structure for a V-type engine that can increase the rigidity against bending deformation of the engine body and suppress membrane vibration of both panels without using a separate reinforcing member. It will happen.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing the configuration of an embodiment of the block structure of a V-type engine according to the present invention; FIG. 2 is a longitudinal sectional view showing the internal configuration of the V-type engine shown in FIG. 1; FIG. A vertical cross-sectional view showing the cylinder block of the V-type engine according to this embodiment; FIG. 4 is a vertical cross-sectional view showing the structure of the mechanical seal mechanism provided between the crankshaft and the panel; FIG. A front view showing the configuration of the shaft; Figure 6 is a front view showing the gear train structure that extracts rotational driving force from the crankshaft; and Figure 7 mainly shows the arrangement of the oil passages formed in the panel. FIG. In the diagram, 10...V-type engine, 12...left bank,
14...Right bank, 16...Engine body, 18.
...Front panel, 20...Rear panel, 22...Cylinder, 24...Cylinder block, 24a...Cylinder block a, collar, 24b...Cylinder block lower, 26...Left cylinder head , 28... Right cylinder head, 30... Crankshaft, 30a-30
e...Crank part, 30f~30k...Shaft part, 32
... Mechanical seal mechanism, 34 ... Piston, 3
6 (36a; 36b)... Piston rod, 38 (
38a~38f)...metal bearing, 40a~4
0f... Bearing cap, 40a1... Bearing cap upper, 40a2... Bearing cap lower, 42a... Mounting hole, 42a+; 42
a*...Semicircular recess, 44...Joining bolt, 4
6... First reinforcing plate, 48a; 48b... Bearing cap bolt, 50 (50a)... Head bolt, 52a; 52b... Intake manifold, 5
4...Fuel injection valve, 56a; 56b...Fuel injection valve is mounted on a manifold, 58a; 58b...Intake intake pipe, 60...Second reinforcing plate, 62...Oil passage, 64 ...Oil introduction passage, 66...Sliding ring, 68...Protrusion, 70...Bracket for installation,
72... Seal ring, 74... Elastic ring, 76
... Contact ring, 78 ... Coil spring, 80
a; 80b... Drive gear, 82... First intermediate gear, 84... Second intermediate gear, 86... Third intermediate gear, 88... Fourth intermediate gear, 90 ...Left gear train, 92...Right gear train, 94...Oil distribution pipe, 96a-96d...Oil pump, 98
... Oil suction passage, 98a ... Lower opening, 1
00... Oil cooler mechanism, 102... Oil cooling passage, 102a... Lower opening. Figure 4

Claims (3)

[Claims] (1) An engine body with a pair of banks that open at a predetermined angle, panels attached to both front and rear end faces of the engine body, and a substantially straight line located between the two banks and extending along the axial direction. A block structure for a V-type engine, comprising: an oil pipe having a shaped oil flow path, both ends of the oil pipe being fixed to both the front and rear panels, respectively. (2) An oil pump is attached to at least one of the panels, and an oil passage is formed in both panels, through which the oil pump sucks up engine oil that has flowed down to the lower part of the engine body. 2. The block structure for a V-type engine according to claim 1, wherein the sucked up oil is supplied to parts requiring lubrication via the oil pipe. (3) The block structure for a V-type engine according to claim 2, wherein the panel in which the oil passage is formed has a built-in oil cooler for cooling the oil passing through the oil passage.