JPH07259524A - V-type engine - Google Patents

Abstract

PURPOSE:To get return oil from a hydraulic control valve put back in a crankcase without fail as well as to prevent such a possibility that this return oil might be scattered in the crankcase and bubbled in the oil from occurring, in this V-type engine provided with the hydraulic control.valve, controlling the extent of hydraulic pressure for hydraulic operating equipment, on a cylinder block lying between both symmetrical banks. CONSTITUTION:A hydraulic control valve 13 is set up in an end part in direction of a crankshaft 2 on a cylinder block 1, while a cover member 15 is installed in a lateral face at the side where this hydraulic control valve 13 of an engine body is set up, and then an oil return passage, out of the control valve 13, leading to a lower outlet 29 from an upper inlet 18 is formed in space between the cover member and the sidepiece.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-type engine provided with a hydraulic control valve for controlling hydraulic pressure to hydraulically operated equipment between both left and right banks.

[0002]

2. Description of the Related Art As an engine (internal combustion engine) provided with a hydraulic control valve, for example, Japanese Patent Application Laid-Open No. 5-71315 discloses a V-type engine provided with a variable valve timing mechanism which is a hydraulically operated device.

In this engine, variable valve timing actuators are provided at the end portions of the left and right banks of the camshafts to relatively change the phases of the camshafts and the crankshafts by hydraulic pressure. A hydraulic control valve is provided at a position between the V banks of the cylinder block to control switching of communication states of a hydraulic passage communicating with a hydraulic source and hydraulic passages communicating with the actuators of the left and right banks.

The hydraulic pressure supplied from the hydraulic pressure source is given to the variable valve timing actuators of the left and right banks via a single hydraulic control valve arranged at the position between the V banks of the cylinder block. Since the operating state is switched, the number of parts can be reduced and the configuration can be simplified, and by arranging the hydraulic control valve in the empty space between the V banks, it is possible to avoid an increase in the size of the engine.

[0005]

By the way, in the above engine, the return passage (oil return passage) from the hydraulic control valve is opened substantially in the center above the crank chamber. The oil returned to the crank chamber through this return passage is stored in an oil pan at the bottom of the crank chamber, then pressurized by an oil pump, circulated and supplied to the hydraulic supply passage of the hydraulic control valve, and the engine Although it is sent to each part as lubricating oil, since the return passage opens above the crank chamber as described above, the oil returned through the passage is agitated in the crank chamber and bubbles increase in the oil. It will be easier. As a result, it becomes difficult to obtain a proper hydraulic pressure in the hydraulically operated device.

Further, since the return passage is simply opened above the crank chamber, the returning oil is likely to flow backward due to the wind pressure due to the rotation of the crank, and the oil cannot be reliably returned.

Further, when the return oil is agitated in the crank chamber, the oil mist in the crank chamber increases, which leads to an increase in engine oil consumption.

[0008]

The present invention has been made in view of such circumstances, and in the present invention, a hydraulic control valve for controlling hydraulic pressure is provided on the cylinder block between the left and right banks. In the V-type engine, the hydraulic control valve is arranged on one end of the cylinder block in the crankshaft direction, and a cover member is provided on a side surface of the engine body on the side where the hydraulic control valve is arranged. An oil return passage from the hydraulic control valve that faces the lower side of the engine is formed between the side surface and the side surface.

According to the present invention, the return oil from the hydraulic control valve is not released directly to the upper portion of the crank chamber but is guided to the lower side of the engine through the oil return passage formed outside the crank chamber. Is not agitated in the crank chamber and air is not bitten into it, so that the bubbles mixed in the oil are reduced, so that this oil can always be reliably and pressurized up to a pressure appropriate for the operation of the variable valve timing mechanism. Further, since the return oil is not stirred in the crank chamber, the oil mist in the crank chamber is reduced and the oil consumption is reduced. Furthermore, since the hydraulic control valve is located near the oil return passage at the end of the engine, the distance between the hydraulic control valve and the oil return passage is shortened, and smooth oil return is possible.

Since the oil return passage is formed between the side surface of the engine body and the cover member, there is no need to perform work such as drilling, and the number of engine manufacturing steps is reduced.

Furthermore, since the return oil in the oil return passage is not easily affected by the wind pressure associated with the rotation of the crank, the return oil is reliably returned without backflow.

According to the present invention, in the V-type engine, the oil return passage is formed on one side in the left-right direction between the cover member and the side surface of the engine body while sandwiching the crankshaft, and the other side is formed. Has a blow-by gas passage extending downward from above, and the blow-by gas passage is formed on the side where a dead space is formed above the cylinder block by offsetting both banks in the crankshaft direction.

In this way, since the drilling of the blow-by gas passage is not necessary, the man-hours for manufacturing the engine can be further reduced, and the dead space above the cylinder block can be effectively used as the blow-by gas extraction portion. Therefore, the engine can be made compact.

Further, in the present invention, in the V-type engine, the outlet of the oil return passage is opened close to the side surface of the bearing cap for supporting the crankshaft of the engine body, and the lower end portion of the outlet is It should be approximately flush with the inner surface of the oil pan sidewall attached to the bottom of the engine body.

With this configuration, the oil that has flown into the crank chamber from the outlet is guided by the side surface of the bearing cap and flows downward, and also flows down as a droplet along the inner surface of the side wall of the oil pan. Without scattering
It is surely returned to the oil pan. Thus, it is possible to prevent the entrapment of air bubbles in the oil and prevent the scattered oil from hitting the crankshaft or the like and increasing the frictional resistance.

[0016]

EXAMPLES Hereinafter, the present invention will be described with reference to an illustrated example.

FIG. 1 is a cross-sectional view showing one end of a cylinder block portion of an engine of this embodiment in a longitudinal section along an axis of a crankshaft, where 1 is a cylinder block and 2 is a crankshaft. The opened lower surface of the cylinder block 1 is covered with an oil pan 3, and a crankshaft 2 is arranged in a crank chamber 4 formed inside by the cylinder block 1 and the oil pan 3. The end portion of the crankshaft 2 penetrates through a bearing hole 5 (FIG. 2) provided in the end surface portion of the cylinder block 1 and projects outward. The bearing hole 5 is provided in the end wall 1a of the cylinder block 1. And a semicircular hole portion 5a that is opened downward and the end wall 1a is bolt 6
It is formed by a semicircular hole portion 5b provided on the bearing cap 7 fixed by the above and opened upward. The crankshaft 2 is rotatably supported in the bearing hole 5 via a bearing 8. Reference numeral 9 is a baffle plate provided between the crankshaft arrangement portion and the oil pan portion in the crank chamber 4.

In the cylinder block 1, a main oil gallery 10 is provided at a position directly above the crankshaft 2 in parallel with the crankshaft 2.
Has been drilled. The oil accumulated in the oil pan 3 is pressurized and supplied to the main oil gallery 10 by an oil pump (not shown). This pressurized oil is then supplied as lubricating oil to the various parts of the engine, such as being sent to the bearing 8 via the oil passage 11, and the hydraulic pressure supply passage 12
After that, it is fed to a hydraulic control valve 13 described later.

FIG. 2 is an end view of the cylinder block 1 of FIG. 1 as viewed from the right side of FIG. This engine is a V-type engine, and a left bank 14L and a right bank 14R are provided in a V-shape on the left and right sides of the crankshaft 2 so as to form an included angle α with each other. However, FIG. 2 shows only the center line of each bank.

The left bank and the right bank are as follows.
This does not necessarily mean a bank located on the left side and the right side of the vehicle when the engine is mounted on the vehicle, but when the engine is mounted with the crankshaft oriented laterally with respect to the longitudinal direction of the vehicle, For example, right bank 14R
Is the rear bank (rear bank), and the left bank 14L is the front bank (front bank).

A cover member is provided on the end surface of the cylinder block 1.
Ribs 16 for attaching 15 (FIG. 1) are formed to project. The rib 16 includes a rib portion 16a that surrounds the upper half of the bearing hole 5, a rib portion 16b that connects both ends of the rib portion 16a and largely surrounds the rib portion 16a, and an upper portion of the rib portion 16a and the rib portion 16b. And a rib portion 16c obliquely connecting the upper right portion of the rib portion with the rib portion 16c.
The end surfaces of a, 16b and 16c are flush with each other to form a mating surface with the cover member 15. The main oil gallery 10 has a thick portion 16d formed on the upper portion of the rib portion 16b.
It is open to.

The rib portion 16b extends around the thick portion 16d so as to form an arcuate groove portion 17 between the rib portion 16b and the thick portion 16d, and an oil hole 18 is provided at the back of the groove portion 17d. . Oil hole 18
As shown in FIG. 1, the oil is communicated with an oil return portion 19 that is recessed in the surface on which the hydraulic control valve 13 of the cylinder block 1 is installed. The oil return section 19 is provided with a hydraulic control valve through the hydraulic supply passage 12.
The oil supplied to 13 is appropriately returned according to the operation of the hydraulic control valve 13, the details of which will be described later.

A rib 20 corresponding to the rib 16 is formed on the side of the cover member 15 (see FIGS. 4 to 6) facing the cylinder block 1. The rib 20 is the rib portion 16a.
A rib portion 20a that contacts the rib portion 16b, a rib portion 20b that contacts the rib portion 16b, and a rib portion 20c that contacts the rib portion 16c. A thick groove portion 20d corresponding to the thick wall portion 16d is provided, and a similar groove portion 17a facing the groove portion 17 is formed. The main oil gallery 10 that is open to the thick portion 16d on the cylinder block 1 side is closed at the open end by the thick portion 20d on the cover member 15 side, and is surrounded by the O-ring fitted in the O-ring groove 21. Will be sealed.

The end of the crankshaft 2 penetrates a hole 22 formed in the cover member 15 and projects outward, and an oil seal 23 is inserted between the hole 22 and the crankshaft 2. The rib portion 20a is formed by the upper half of the end of the cylindrical portion 24 defining the hole 22 on the cylinder block 1 side. A projecting portion 25 that is flush with the rib portion 20a is formed at the lowermost position of the end of the cylindrical portion 24, and a recess 26 that is cut out in the circumferential direction is formed between the projecting portion 25 and the rib portion 20a. Has become. Cylindrical part
24 and the rib portion 20b are appropriately connected by a reinforcing rib 27, but these reinforcing ribs 27 do not contact the rib portion on the cylinder block 1 side like the rib portion 20c, but the reinforcing rib 27 and the cylinder block 20b. There is a space between the first end wall and the first end wall.

The lower side of the cover member 15 is a flat flange portion
28, the flange 3a of the oil pan 3 (FIG. 1) is attached to the flange portion 28 and screwed.

When this cover member 15 is attached to the end surface of the cylinder block 1, the rib portions 20a, 20b, 20c abut the rib portions 16a, 16b, 16c, respectively, so that the cylinder block 1 above the inside of the cover member 15 is abutted. Spaces A and B (FIG. 3), which are completely partitioned to the left and right, are defined between the wall and the wall. These left and right spaces A and B are open toward the inside of the crank chamber 4 below the wall surface of the cylinder block 1, but as shown in FIG. 1, this opening is a side surface of the bearing cap 7. Close to and facing this.

The space A communicates with the oil hole 18 through the groove 17a. Therefore, the oil returned from the hydraulic control valve 13 to the oil return portion 19 enters the space A through the oil hole 18 and the groove portion 17a, flows down in the space, and is returned from the lower opening portion 29 into the crank chamber 4. That is, the space A forms an oil return passage 30 as shown by a solid double arrow in FIG.

In this way, the return oil from the hydraulic control valve 13 is not directly released to the upper part inside the crank chamber 4, but is guided to the lower part of the crank chamber 4 through the oil return passage 30 formed outside the crank chamber 4. Since the return oil is not agitated in the crank chamber 4 and the air is not bitten into the crank chamber, and the bubbles mixed in the oil are reduced, this oil is used in a variable valve timing mechanism as a specific example of a hydraulically actuated device to be described later. It is possible to always reliably pressurize to a pressure suitable for operation.
Also, because the return oil is not agitated in the crank chamber,
Oil mist in the crank chamber is reduced and oil consumption is reduced.

Furthermore, since the oil return passage 30 is not easily affected by the wind pressure associated with the rotation of the crank, the return oil is reliably returned to the crank chamber 4 without backflow. Moreover, the oil return passage 30 is provided on the side wall surface of the cylinder block 1 and the cover member 15.
Since it is formed between them by means of, the work such as drilling is not required.

As shown in FIG. 1, since the hydraulic control valve 13 is arranged at the end of the cylinder block 1 on the side of the cover member 15, the distance between the hydraulic control valve 13 and the oil return passage 30 is short. Thus, smooth oil return can be achieved. Moreover, the oil return portion 19 of the hydraulic control valve 13 is located on the side closest to the oil return space A, so that smoothness of oil return can be ensured.

The hydraulic control valve 13 is arranged between both banks 14L and 14R (see FIG. 7), but since it is located at one end on the cylinder block 1 as described above, this engine is mounted on the vehicle. In addition, even when the crankshaft is arranged so as to be orthogonal to the traveling direction of the vehicle, that is, even when the bank 14L is arranged on the front side and the bank 14R is arranged on the rear side, the hydraulic control valve 13 is likely to receive traveling wind. Therefore, the valve is sufficiently cooled, the life of the valve is extended, and reliable hydraulic control can be performed.

The outlet of the oil return passage 30, that is, the opening 29.
Is close to and faces the side surface of the bearing cap 7 as described above, and the opening surface of this opening 29 is, as shown in FIG. 1, the inner surface of the side wall 3a of the adjacent oil pan 3. Is almost the same. Therefore, the opening 29
The return oil that has flowed out of the crank chamber 4 into the crank chamber 4 is guided by the side surface of the bearing cap 7 and flows downward, and also flows down as droplets by connecting to the inner surface of the side wall portion 3a of the oil pan 3 and thus flowing down. It is reliably returned to the oil pan 3 without being scattered inside. Thus, it is possible to prevent the entrapment of air bubbles in the oil and prevent the scattered oil from hitting the crankshaft and increasing the frictional resistance.

In FIG. 3, the arrow a indicates the direction of rotation of the crankshaft 2, and the oil that has reached the oil seal 23 from the bearing 8 along the surface of the crankshaft 2 passes from the recess 26 on the opening 29 side to the oil return passage 30 side. And is returned to the oil pan 3 together with the return oil.

The space A, that is, the space B separated from the oil return passage 30, forms a blow-by gas passage 32 extending from the lower side to the upper side, as indicated by a double arrow with a broken line. Space B
The cover wall portion is provided with a bulging portion 33 (FIG. 4) which bulges outward, whereby a volume chamber 34 is formed in the space B in a concave shape. The oil separating ribs 35 are provided in several stages across the opening of the volume chamber 34, and the blow-by gas that has flowed in from below passes through the volume chamber 34 while hitting these oil separating ribs 35 and moves upward. The flow entrains and the oil entrained during this is separated.

The upper part of the space B communicates with the blow-by gas passage 32a on the cylinder block 1 side through a communication hole 36 (FIG. 2) provided in the end wall of the cylinder block 1. The blow-by gas passage 32a is formed along the end of the bank 14R and opens at the upper surface of the bank 14R as shown in FIG. The blow-by gas exiting the blow-by gas passage 32a is
It is fed into the intake system through a blow-by gas passage formed in a cylinder head (not shown) mounted on the upper surface of the bank 14R.

As can be seen from FIG. 7, the left bank 14L and the right bank 14R are offset from each other by S in the direction of the crank axis, and as a result, a dead space is formed at the upper end of the cylinder block 1 on the bank 14R side. 37 has occurred. The space B forming the blow-by gas passage 32 is located on the side where the dead space 37 is generated,
Therefore, the blow-by gas passage 32a has the dead space 37.
Is effectively used to dispose in this portion.

A plurality of cylinders 38 are arranged in the left and right banks 14L and 14R, respectively.
As is well known, a cylinder head that covers from above is provided with an intake valve, an exhaust valve, and a valve operating device that opens and closes these valves by a cam, corresponding to each cylinder 38. The V-type engine with a variable valve timing mechanism is provided with a variable valve timing mechanism that varies the opening / closing timing of the intake valve and the exhaust valve according to the operating conditions of the engine.

The engine of this embodiment has a variable valve timing mechanism 39 as shown in FIG. However, the variable valve timing mechanism 39 shown in FIG.
Moreover, it is for one of the intake and exhaust valves, and 40 and 40 in the figure are intake valves, for example. That is, the engine of this embodiment has two intake valves and two exhaust valves in each cylinder 38.

Reference numeral 41 is a cam shaft, and two low speed cams 42a and 42a.
It is provided with b and one high speed cam 43 provided therebetween. Rocker arms 44a and 44b are in sliding contact with the low speed cams 42a and 42b, respectively, and the rocker arms are in contact with the high speed cam 43.
45 is in sliding contact. These rocker arms 44a, 44b,
45 is pivotally supported by a common rocker arm shaft 46 (see FIG. 11),
The intake valves 40 are in contact with the tips of the rocker arms 44a and 44b, respectively. Further, the hydraulic pistons 48a, 48b are fitted in the cylinder holes 47 provided through the respective rocker arms,
The hydraulic pistons 48b and 48a are biased toward the rocker arm 44a by a biasing member 50 which is inserted between the stopper pin 49 provided on the rocker arm 44b and the end surface of the hydraulic piston 48b. The end portion of the cylinder hole 47 on the rocker arm 44a side communicates with a hydraulic passage 51 provided on the rocker arm shaft 46.

When operating at a low speed, the hydraulic pressure in the hydraulic passage 51 is drained and the hydraulic pistons 48a and 48b are placed at the positions shown in FIG. In this state, since each rocker arm can swing independently, opening and closing of the intake valves 40, 40 are regulated by the low speed cams 42a, 42b, respectively, and the rocker arm 45 swings in sliding contact with the high speed cam 43, but the valve is closed. Does not participate in opening and closing movements. 52 (Fig. 10) keeps the rocker arm 45 always in the high speed cam 43
It is a lost motion spring for maintaining a sliding relationship with.

During high speed operation, hydraulic pressure is supplied to the hydraulic passage 51 to position the hydraulic pistons 48a and 48b at the positions shown in FIG. In this state, each rocker arm has a hydraulic piston 48a,
Although it is connected by 48b and swings as a unit, as shown in FIG. 13, the valve lift curve a by the low speed cams 42a, 42b is completely inside the valve lift curve b by the high speed cam 43. Made, so low speed cam
42a and 42b do not participate in the opening and closing of the intake valve 40, and the opening and closing of the intake valve 40 is restricted by the high speed cam 43.

Such variable valve timing mechanism 39 is provided in each cylinder of each bank and for each intake and exhaust valve, and hydraulic pressure is supplied from one hydraulic control valve 13 to each variable valve timing mechanism 39. It

As shown in FIG. 7, the hydraulic control valve 13 is arranged on the upper surface of the cylinder block 1 between the left and right banks 14L and 14R and also on the end surface side where the cover member 15 is provided. The hydraulic control valve 13 comprises a control valve portion 13a fixed to the upper surface of the cylinder block 1 and an electromagnetic valve portion 13b fixed to the end surface of the control valve portion 13a.

As shown in FIG. 8, the control valve portion 13a includes
A cylinder hole 55 containing a spool valve 54 is formed, and an oil return port 56 communicating with the oil return section 19 and hydraulic paths 51L, 51R to the variable valve timing mechanisms of the banks 14L, 14R, respectively, are communicated. Oil outlets 53L, 53R and an oil inlet 57 communicating with the hydraulic pressure supply passage 12 are provided on the lower surface of the oil outlet 57, respectively. The oil return port 56 communicates with the cylinder hole 55 through a port 58, and the oil outlet 53L and the oil inlet 57 also communicate with the cylinder hole 55 through similar ports. Oil outlet
53R communicates with the oil outlet 53L via the communication passage 59 in the control valve portion 13a. Further, the communication passage 60 connected to the oil inlet 57 extends inside the control valve portion 13a toward the electromagnetic valve portion 13b and opens at the end surface of the control valve portion 13a.

The spool valve 54 slidably contacts the inner peripheral surface of the cylinder hole 55 at the large diameter portions 54a and 54b on both sides, and the intermediate small diameter portion forms a circulation portion 61 for circulating oil in the cylinder hole 55 in the axial direction. ing. The cylinder hole 55 has a cylindrical shape with a bottom, the opening on the electromagnetic valve portion 13b side is closed by a plug member 62, and the spool valve 54 is biased toward the plug member 62 by a spring 63.

The solenoid valve portion 13b is provided with an opening / closing valve 66 including a valve opening 64 communicating with the communication passage 60 and a spindle-shaped valve body 65 opening / closing the valve opening 64. The valve body 65 is attached to the core 68 that operates by the excitation of the solenoid 67,
It operates together with the core 68 to open and close the valve port 64. Open / close valve 66
Is connected to the inside of the cylinder hole 55 through the oil passage 69, and when the opening / closing valve 66 is opened, the hydraulic pressure from the hydraulic pressure supply passage 12 acts on the end surface of the spool valve 54, which acts against the spring 63 to the left. Slide to.

FIG. 8 shows a state during low speed operation. At this time, the solenoid 67 is not excited and the valve opening 64 of the opening / closing valve 66 is the valve body 65.
And the spool valve 54 occupies the right position shown. The oil outlet 53R and the oil outlet 53L connected to the oil outlet 53R through the communication passage 59 are connected to the oil return port by the circulation portion 61.
It communicates with 56. Oil is supplied from the oil inlet 57 to the oil outlet 53L through the oil passage 70 having a small diameter. The oil passes through the circulation portion 61, the oil return opening 56, and the oil return portion 19, and the cover member.
Since the oil is returned to the crank chamber 4 via the oil return passage 30 in 15, the hydraulic pressure in the hydraulic passages 51L and 51R is released, and the variable valve timing mechanisms 39 are brought into the state shown in FIG. I.e. suck,
The operation of the exhaust valve is restricted by the low speed cam 42, and exhibits an operation characteristic according to the valve lift curve a in FIG.

When switching to high speed operation, the solenoid 67
To activate the valve element 65 and open the valve opening 64. Since the oil passage 70 is provided as described above, oil constantly flows in from the hydraulic pressure supply passage 12, and the hydraulic pressure constantly acts on the valve opening 64 through the communication passage 60, so the valve opening 64 is opened. The hydraulic pressure immediately acts on the spool valve 54 through the oil passage 69, and the spool valve 54 rapidly slides to the left. At this time, spool valve
The oil accumulated in the space on the left side of 54 passes through the relief passage 71 provided at the center of the spool valve 54 to the oil return port 56, so that the spool valve 54 slides quickly and smoothly. .

When the spool valve 54 slides to the left in this way, as shown in FIG. 9, the oil outlets 53L and 53R are communicated with the oil inlet 57 through the flow passage 61 in addition to the oil passage 70. And is cut off from the oil return port 56. Therefore, the oil that flows into the oil outlets 53L and 53R is generated by the hydraulic passage 51.
The hydraulic pressure of L and 51R increases, and each variable valve timing mechanism
39 is in the state shown in FIG. That is, the operation of the intake and exhaust valves is regulated by the high speed cam 43, and exhibits the operation characteristic according to the valve lift curve b in FIG.

The variable valve timing mechanism 39 and the hydraulic control valve 13 have been described above in detail. However, the hydraulic actuating device and the hydraulic control valve according to the present invention are not limited to these, and other hydraulic pressures having different configurations from those of the hydraulic actuating device and the hydraulic control valve are not limited thereto. It goes without saying that actuating devices and hydraulic control valves may be used.

[0051]

According to the present invention, the return oil from the hydraulic control valve can be reliably returned to the crank chamber, and the return oil is not agitated in the crank chamber and does not bite the air into the crank chamber. The mixed air bubbles are reduced, so that the oil can always be surely pressurized to a pressure appropriate for the operation of the hydraulically operated device. Furthermore, since the hydraulic control valve is located near the oil return passage at the end of the engine, the distance between the hydraulic control valve and the oil return passage is shortened, and smooth oil return is possible.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing one end of a cylinder block portion of an engine according to an embodiment of the present invention, which is longitudinally cut along an axis of a crankshaft.

FIG. 2 is an end view of a cylinder block.

FIG. 3 is an inner view of a cover member.

FIG. 4 is an external view of a cover member.

5 is a cross-sectional view taken along the line VV of FIG.

FIG. 6 is a bottom view of the cover member.

FIG. 7 is a schematic top view of a hydraulic control valve installation portion.

FIG. 8 is a cross-sectional view showing a state of the hydraulic control valve during low speed operation.

FIG. 9 is a cross-sectional view showing a state of the hydraulic control valve during high-speed operation.

FIG. 10 is a perspective view of a variable valve timing mechanism.

FIG. 11 is an explanatory diagram showing a state of the variable valve timing mechanism during low speed operation.

FIG. 12 is an explanatory diagram showing a state of the variable valve timing mechanism during high-speed operation.

FIG. 13 is a diagram showing a valve lift curve during low speed operation and during high speed operation.

[Explanation of symbols]

1 ... Cylinder block, 2 ... Crank shaft, 3 ... Oil pan, 4 ... Crank chamber, 5 ... Bearing hole, 6 ... Bolt, 7 ... Bearing cap, 8 ... Bearing, 9 ... Baffle plate,
10 ... Main oil gallery, 11 ... Oil passage, 12 ... Hydraulic supply passage, 13 ... Hydraulic control valve, 14 ... Bank, 15 ... Cover member, 16
... rib, 17 ... groove, 18 ... oil hole, 19 ... oil return part, 20 ... rib, 21 ... O-ring groove, 22 ... hole, 23 ... oil seal, 24 ...
Cylindrical portion, 25 ... Projection portion, 26 ... Recessed portion, 27 ... Reinforcing rib, 28 ... Flange portion, 29 ... Opening portion, 30 ... Oil return passageway, 32 ... Blow-by gas passageway, 33 ... Bulging portion, 34 ... Volume chamber, 35 ... Oil separating rib, 36 ... Communication hole, 37 ... Dead space, 38 ... Cylinder,
39 ... Variable valve timing mechanism, 40 ... Intake valve, 41 ... Cam shaft, 42 ... Low speed cam, 43 ... High speed cam, 44, 45 ... Rocker arm, 46 ... Rocker arm shaft, 47 ... Cylinder hole, 48 ... Hydraulic piston, 49 ... Stopper pin, 50 ... Energizing member, 51 ... Hydraulic path, 52 ... Lost motion spring, 53 ... Oil outlet,
54 ... Spool valve, 55 ... Cylinder hole, 56 ... Oil return port, 57 ...
Oil inlet, 58 ... Port, 59, 60 ... Communication passage, 61 ... Distribution section, 62
… Plug member, 63… Spring, 64… Valve mouth, 65… Valve body, 66…
Open / close valve, 67 ... Solenoid, 68 ... Core, 69, 70 ... Oil passage, 71
... a way out.

Claims (3)

[Claims] 1. A V provided with a hydraulic control valve for controlling hydraulic pressure to a hydraulic operating device on a cylinder block between the left and right banks.
In the engine, the hydraulic control valve is arranged on one end of the cylinder block in the crankshaft direction,
A cover member is provided on a side surface of the engine body on the side where the hydraulic control valve is disposed, and an oil return passage from the hydraulic control valve facing the engine downward is formed between the cover member and the side surface. V-type engine. 2. A blow-by gas passage between the cover member and the side surface of the engine body, wherein the oil return passage is formed on one side in the left-right direction with the crankshaft sandwiched between the cover member and the side surface of the engine main body, and the other side faces upward from below. The V-type engine according to claim 1, wherein the blow-by gas passage is formed on the side where a dead space is formed above the cylinder block by offsetting both banks in the crankshaft direction. 3. The oil return passage has an outlet opening close to a side surface of a crankshaft supporting bearing cap of the engine body, and an oil lower end of the outlet is attached to a lower portion of the engine body. The V-type engine according to claim 1 or 2, which is substantially flush with the inner surface of the pan side wall.