JPH0749018A - Valve system lubricating device for internal combustion engine - Google Patents

Abstract

PURPOSE:To enable engine oil to be supplied to each bearing part in a simple way by connecting the oil passage of a cylinder head to an oil groove for communicating the bearing parts of an intake cam shaft and an exhaust cam shaft with each other. CONSTITUTION:A cylinder head 11 is provided with an oil passage 151 formed along the axial direction of an intake cam shaft 12 and an exhaust cam shaft 13, and an oil groove 154 formed to communicate the bearing parts 152, 153 of the respective cam shafts 12, 13 with each other. The oil passage 151 and the oil groove 154 are connected to each other by a connecting passage 155. Engine oil supplied to the oil passage 151 from the main oil pump of an engine is thereby supplied to the bearing part 153 of the exhaust cam shaft 13 through the connecting passage 155 and further supplied to the bearing part 152 of the intake cam shaft 12 through the oil groove 154. As a result, engine oil can be supplied in a simple way to the respective bearing parts 152, 153 of the cam shafts 12, 13.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lubricating device for a valve operating mechanism of an internal combustion engine such as an automobile engine, and more particularly to an oil supply passage to a camshaft which drives an intake valve and an exhaust valve.

[0002]

2. Description of the Related Art FIG. 15 is a sectional view showing a conventional engine valve operating system. As shown in FIG. 15, the cylinder head 2
01, an intake camshaft 202 and an exhaust camshaft 203 are arranged in parallel with each other, and the bolt 2
Cam caps 206 and 207 fixed by 04 and 205
It is rotatably supported by. The intake camshaft 202 is integrally formed with a plurality of intake cams 208, while the exhaust camshaft 203 is integrally formed with a plurality of exhaust cams 209. Multiple intake cams 20
8 and the exhaust cam 209, the intake rocker arm 210 and the exhaust rocker arm 211 are arranged, and the intake rocker arm 210 and the exhaust rocker arm 2 are arranged.
The lash adjusters 212 and 213 are attached to the base end portion of 11, while the swinging end portions thereof are located at the upper end portions of the intake valve 214 and the exhaust valve 215. The intake cam 208 and the exhaust cam 209 can be engaged with roller bearings 216 and 217 attached to intermediate portions of the intake rocker arm 210 and the exhaust rocker arm 211, respectively.

The intake valve 214 and the exhaust valve 215 are mounted on the cylinder head 201 so as to be movable in the axial direction, and are urged and supported by valve springs 218 and 219. Normally, the intake port 220, the combustion chamber 221, and the exhaust port 222 are provided. And the combustion chamber 221 is closed.

When the intake camshaft 202 and the exhaust camshaft 203 are rotationally driven, the intake cams 208 and the exhaust cams 209 are moved to the intake rocker arm 21.
0 and the roller bearings 216 and 217 of the exhaust rocker arm 211, and the intake rocker arm 2
10 and the rocking ends of the exhaust rocker arm 211 press the upper ends of the intake valve 214 and the exhaust valve 215, thereby opening and closing the intake port 220 and the exhaust port 222, and sucking the air-fuel mixture in the combustion chamber 221. Exhaust combustion gas. At this time, the piston moves up and down by the drive of a crankshaft (not shown) to compress the air-fuel mixture in the combustion chamber 221, and the spark plug generates a spark, which causes the compressed air-fuel mixture to explode and expand to Can be operated.

Further, the longitudinal direction of the cylinder head 201 (the intake camshaft 202 and the exhaust camshaft 2
Along the intake camshaft 202 and the exhaust camshaft 203, oil passages 223 are provided on both sides.
224 is formed. Then, the oil passages 223, 224 and the cam journal portions 22 of the intake camshaft 203 and the exhaust camshaft 203 are located at predetermined positions.
Oil supply paths 227 and 228 are formed to connect the oil supply paths 5 and 226. A main oil pump (not shown) of the engine is connected to the oil passages 223 and 224.

Thus, the engine oil as the lubricating oil flows into the oil passages 223 and 224, and the oil supply passages 2
Each of the cam journal portions 225 of the intake camshaft 203 and the exhaust camshaft 203 is passed through 27 and 228.
226.

[0007]

In the above-mentioned conventional valve operating system for an engine, as described above, the oil passages 223, 224 are formed on both sides of the cylinder head 201, and the oil passages 223, 224 form the oil passages 223, 224. An oil supply passage 227 connected to the cam journal portions 225 and 226 of the intake camshaft 203 and the exhaust camshaft 203,
228 is formed, and lubrication is performed by supplying engine oil to the cam journal portions 225 and 226 via the oil passages 223 and 224 and the oil supply passages 227 and 228.

However, in order to supply the engine oil to the cam journal portions 225 and 226 of the intake camshaft 203 and the exhaust camshaft 203, similar oil passages 223 and 224 are provided on both sides of the cylinder head 201.
Also, forming the oil supply passages 227 and 228 is a work that is a top-down operation, and causes a reduction in processing efficiency due to an increase in the number of processing steps of the cylinder head 201.

The present invention is intended to solve such problems, and an object of the present invention is to provide a lubricating device for a valve train of an internal combustion engine, which reduces the number of processing steps.

[0010]

In order to achieve the above object, a lubricating device for a valve operating mechanism of an internal combustion engine according to the present invention comprises a pair of intake camshafts and exhaust camshafts, which are parallel to a cylinder head, and cam caps. An intake valve and an exhaust valve corresponding to the cams mounted on the pair of cam shafts. The intake valve and the exhaust valve are reciprocally driven by the driving of the cams, so that the intake port and the exhaust port are exhausted. In a valve operating mechanism of an internal combustion engine that opens and closes a port, an oil supply path is formed that is connected from an oil pump of the engine to a cam journal portion of either the intake camshaft or the exhaust camshaft, and the intake cam is formed. An oil passage for connecting the cam journals of the shaft and the exhaust camshaft is formed. A.

[0011]

[Function] Lubricating oil is supplied from the engine oil pump to the cam journal portion of either the intake camshaft or the exhaust camshaft through the oil supply passage, and further the oil passage provides the intake camshaft and the exhaust camshaft. It is supplied to the other cam journal portion of the camshaft.

[0012]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a sectional view of a main part of a cylinder head representing a lubricating device for a valve operating mechanism of an internal combustion engine according to an embodiment of the present invention (C-C section in FIG. 5), and FIG. 3 is a cross section taken along the line AA of FIG. 2, FIG. 4 is a cross section taken along the line BB of FIG. 2, FIG. 5 is a plan view of a valve operating device with a cylinder deactivation mechanism, FIG. 6 is a cross section taken along the line DD of FIG. FIG. 8 is an exploded perspective view of the valve operating device, FIG. 8 is a cross section showing the switching mechanism of the valve operating device, FIG. 9 is a hydraulic path of the valve operating device, FIG. 10 is an operation explanation of the switching mechanism, and FIG. 11 is a valve operating device without a cylinder deactivation mechanism. Of FIG. 12, the center of the cylinder head (EE in FIG. 14), the cross section of FF in FIG. 12, and the plane of the cylinder head in FIG.

The internal combustion engine of this embodiment is a double-over-head camshaft type engine (DOHC) having two camshafts in the cylinder head, and has two intakes.
It is a 4-cylinder engine with two valves and exhaust.

As shown in FIGS. 1, 5, 6, and 14, the cylinder head 11 is provided with a pair of intake camshaft 12 and exhaust camshaft 13 which are parallel to each other along the longitudinal direction thereof. A low speed cam 14 having a small lift amount and a high speed cam 15 having a large lift amount are integrally formed for each cylinder. The pair of cam shafts 12 and 13 is the cam shaft housing 1
It is rotatably supported by the cylinder head 11 by being fixed to the upper part of the cylinder head 11 by bolts 18 and 19 while being held between the upper part of 6 and the cam caps 17.

The cylinder head 11 has a pair of intake rocker shafts 21 and exhaust rocker shafts 22 which are parallel to each other along the longitudinal direction thereof and which are parallel to the pair of cam shafts 12 and 13. Are provided for each. The pair of rocker shafts 21 and 22 are held by the lower portion of the camshaft housing 16 and the plurality of rocker shaft caps 23, and the cylinder head 11 is fixed by the bolts 19 and 24.
The cylinder head 11 is rotatably supported by being fixed to the lower part of the. A cylinder head cover 25 is fixed to the upper part of the cylinder head 11.

Each rocker shaft 21, 22 has a valve operating device that can be switched between a valve opening / closing timing for high speed operation and a valve opening / closing timing for low speed operation, a valve opening / closing timing for high speed operation, and a valve opening / closing timing for low speed operation. It is equipped with a valve operating device that can switch to the cylinder and can deactivate the cylinder during low load operation. That is, as shown in FIG. 14, the valve operating devices 31 of the upper and lower two cylinders of the four cylinders have a cylinder deactivating mechanism, and the valve operating devices 32 of the central two cylinders do not have a cylinder deactivating mechanism.

The valve operating device 31 with the cylinder deactivating mechanism will now be described. As shown in FIG. 7, the exhaust rocker shaft 22 is equipped with a main rocker arm 33 having a T-shape in plan view, and a low speed rocker arm 34 and a high speed rocker arm 35 as sub rocker arms on both sides thereof. . The main rocker arm 33 has a base end, for example, a spline connection or the like, which causes the rocker shaft 2 to move.
2 is integrally solidified, and an adjusting screw 36 is attached to its swing end by an adjusting nut 37,
The lower end of the adjusting screw 36 is in contact with the upper end of an exhaust valve 80 described later.

On the other hand, the low-speed rocker arm 34 has its base end pivotally attached to the rocker shaft 22 and is rotatably supported. A roller bearing 38 is attached to the rocking end of the low-speed rocker arm 34. The working cam 14 can be engaged. Similarly, the base end of the high-speed rocker arm 35 is rotatably supported by being pivotally attached to the rocker shaft 22, and a roller bearing 39 is attached to the rocking end thereof. The cam 15 can be engaged.

Further, as shown in FIG. 6, the low-speed rocker arm 34 and the high-speed rocker arm 35 are integrally provided with arm portions 40 and 41 on the opposite sides of the swing ends to which the roller bearings 38 and 39 are attached. And the lost motions 42 and 43 act on the arm portions 40 and 41. The lost motions 42 and 43 are a cylinder 44 and a plunger 45 fixed to the cam cap 17,
Composed of a compression spring 46 and a plunger 45
6 presses the arm portions 40 and 41 to urge the rocker arms 34 and 35 shown on the left side in FIG. 6 clockwise and the rocker arms 34 and 35 shown on the right side counterclockwise, respectively. ing.

Therefore, the low speed rocker arm 34 is usually used.
And the rocker arm 35 for high speed has lost motion 4
2, 43, the roller bearings 38, 39 are in contact with the outer peripheral surfaces of the low speed cam 14 and the high speed cam 15 of the cam shaft 13, and when the cam shaft 13 rotates, the cams 14, 15 act. Then, the low speed rocker arm 34 and the high speed rocker arm 35 can be swung.

A lubricating oil passage for supplying lubricating oil to the cam journal portions of the intake camshaft 12 and the exhaust camshaft 13 and the sliding contact portions of the low speed lost motion 42 and the high speed lost motion 43. explain.

As shown in FIGS. 1 and 6, an oil passage 151 is formed on the exhaust side (left side in the figure) of the cylinder head 11 along the longitudinal direction (direction orthogonal to the paper surface in the figure). The main oil pump of the engine is connected to the oil passage 151. Intake camshaft 12
The exhaust camshaft 13 is held by the camshaft housing 16 and the cam cap 17. As shown in detail in FIG. 4, the cam cap 17 is of an integrated intake / exhaust system type, and has semicircular exhaust-side and intake-side bearing portions 152 that respectively support the intake camshaft 12 and the exhaust camshaft 13. , 153 are formed, and an oil groove 154 connecting the bearings 152, 153 is formed on the lower surface. Further, the bearing portion 153 on the exhaust side and the above-mentioned oil passage 151 are connected by a connecting passage 155 penetrating the cylinder head 11 and the camshaft housing 16 and formed along the vertical direction.

Therefore, the engine oil as the lubricating oil supplied from the main oil pump of the engine to the oil passage 151 passes through the connecting passages 155 and the bearing portion 1 on the exhaust side.
53 is supplied to the bearing portion 152 on the intake side by the oil groove 154.

As shown in FIGS. 2 to 4, the base end of the cam cap 16 communicates with the middle portion of the oil groove 154, and the tip end thereof is between the low speed lost motion 42 and the high speed lost motion 43. An extended oil supply passage 156 is formed. An oil supply port 157 is formed in the outer peripheral portion of the cylinder 44 in the lost motion 42 for low speed and the lost motion 43 for high speed, which are opposed to each other, and the tip of the oil supply passage 156 communicates with the oil supply port 157.

Therefore, the engine oil flowing into the connecting passage 155 is supplied to the low speed lost motion 42 and the high speed lost motion 43 through the oil supply passage 156, and the cylinder 44 and the plunger 45 are slidably contacted from the respective oil supply ports 157. Are supplied to the department.

By the way, as shown in FIG. 8, the low speed rocker arm 34 and the high speed rocker arm 35 can rotate integrally with the rocker shaft 22 by the switching mechanism 50. Rocker shaft 22
A through hole 51 is formed at a position corresponding to the low speed rocker arm 34 along the radial direction thereof, and a lock pin 52 is movably mounted in the through hole 51 and supported by a spring seat 53. Compression spring 5
4 is urged in one direction. On the other hand, the low-speed rocker arm 34 has a through hole 5 for the rocker shaft 22.
The engagement hole 55 is formed at a position corresponding to 1, and the lock pin 52 urged by the compression spring 54 is engaged with the engagement hole 55. And the rocker shaft 22
Has a hydraulic passage 56 communicating with the through hole 51 along its axial direction. The lock pin 52 has this hydraulic passage 56.
And an oil passage 57 that is open to the side that engages with the engagement hole 55.

A through hole 58 is formed in the rocker shaft 22 along the radial direction at a position corresponding to the high speed rocker arm 35, and a lock pin 59 is movably mounted in the through hole 58. , Compression spring 6
It is biased in one direction by 0. On the other hand, the high-speed rocker arm 35 has a through hole 5 for the rocker shaft 22.
8, an engaging hole 61 is formed at a position corresponding to 8, and the lock pin 59 is pulled out from the engaging hole 59 by a compression spring 60. A hydraulic passage 62 communicating with the through hole 58 is formed along the axial direction of the rocker shaft 22, and an oil passage 63 communicating with the end of the through hole 58 opposite to the engaging hole 59 is formed. Has been done.

In general, as shown in FIG. 10A, the low speed rocker arm 34 has the lock pin 52 urged by the compression spring 54 engaged with the engagement hole 55 so that the rocker shaft 22 is locked. It is possible to rotate together with the main rocker arm 33 via this rocker shaft 22. On the other hand, in the high-speed rocker arm 35, the lock pin 59 urged by the compression spring 60 comes out from the engagement hole 61, and the engagement with the rocker shaft 22 is released so that the rocker shaft does not rotate integrally with the rocker shaft 22. It has become. Therefore, the low speed cam 14 and the high speed cam 15 swing the low speed rocker arm 34 and the high speed rocker arm 35, but only the driving force transmitted by the low speed rocker arm 34 is transmitted via the rocker shaft 22 to the main rocker. The main rocker arm 33 is transmitted to the arm 33 and can swing.

When hydraulic pressure is supplied to the hydraulic passages 56 and 62 of the rocker shaft 22, as shown in FIG. 10B, in the low speed rocker arm 34, the pressure oil passes through the oil passage 57. The lock pin 52 flows toward the engagement hole 55 side of the through hole 51, and the lock pin 52 is pulled out from the engagement hole 55 against the biasing force of the compression spring 54. Then, the low-speed rocker arm 34 and the rocker shaft 22 are disengaged from each other so that they do not rotate together. On the other hand, in the high-speed rocker arm 35, the pressure oil flows through the oil passage 63 to the opposite side of the through hole 58 from the engaging hole 61, and the lock pin 59 resists the urging force of the compression spring 54. The engaging hole 61 is engaged. Then, the high-speed rocker arm 35 and the rocker shaft 22 are engaged with each other, and both can rotate together. Therefore, the low speed cam 14 and the high speed cam 15 swing the low speed rocker arm 34 and the high speed rocker arm 35, but only the driving force transmitted by the high speed rocker arm 35 is transmitted via the rocker shaft 22 to the main rocker. The main rocker arm 33 is transmitted to the arm 33 and can swing.

The hydraulic passage 5 of the rocker shaft 22
When the hydraulic pressure is supplied only to No. 6, as shown in FIG. 10C, in the low speed rocker arm 34, the pressure oil flows toward the engagement hole 55 side of the through hole 51 to engage the lock pin 52. After being pulled out from 55, the low speed rocker arm 34 and the rocker shaft 22 are disengaged from each other so that they do not rotate integrally. On the other hand, in the high-speed rocker arm 35, the lock spring 59 is pulled out of the engagement hole 61 by the compression spring 60 and the engagement with the rocker shaft 22 is released, so that both do not rotate together. Therefore, the low speed cam 14 and the high speed cam 15 swing the low speed rocker arm 34 and the high speed rocker arm 35, but the driving force thereof is not transmitted to the rocker shaft 22 and the main rocker arm 33 does not operate. It is designed so that it can be placed in a closed cylinder.

Further, in the valve operating device 32 without the cylinder deactivating mechanism, as shown in FIG.
The low-speed rocker arm 64 has a T-shape in plan view
Also, a rocker arm 65 for high speed is attached. The rocker arm 64 for low speed has a rocker shaft 2 at its base end.
It is fixed to 2 in one. Then, a roller bearing 66 is attached to the swing end of the low speed rocker arm 64 so that the low speed cam 14 can be engaged, and an adjusting screw 67 is used to adjust the nut 68.
The lower end of the adjusting screw 67 is in contact with the upper end of an exhaust valve 80 described later.

On the other hand, the rocker arm 65 for high speed is rotatably supported by its base end pivotally attached to the rocker shaft 22, and a roller bearing 69 is attached to its rocking end. High speed cam 15
Can be engaged. Further, the high-speed rocker arm 65 is integrally formed with an arm portion 70 on the side opposite to the swing end to which the roller bearing 69 is attached. The lost motion 71 acts on the arm portion 70, and the high-speed rocker arm 65 is operated. 65 is biased in one direction. Further, the high speed rocker arm 65 can rotate integrally with the rocker shaft 22 by the switching mechanism 72. That is, a through hole 73 is formed in the rocker shaft 22 at a position corresponding to the high speed rocker arm 65, and a lock pin 74 is movably mounted and biased and supported by a compression spring 75. On the other hand, an engaging hole 76 is formed in the high speed rocker arm 65, and the lock pin 74 is pulled out from the engaging hole 76 by the compression spring 75. And rocker shaft 2
A hydraulic passage 77 communicating with the through hole 73 is formed in the axial direction 2, and an oil passage 78 communicating with the end of the through hole 73 on the opposite side of the engaging hole 76 is formed.

Therefore, the rocker arm 65 for high speed is usually used.
The lock pin 74 is pulled out from the engagement hole 76 by the compression spring 75, the engagement with the rocker shaft 22 is released, and the lock pin 74 does not rotate integrally with the rocker shaft 22. Therefore, the low speed cam 14 and the high speed cam 15 swing the low speed rocker arm 64 and the high speed rocker arm 65, but the driving force of the low speed cam 14 is transmitted to the exhaust valve 80, which will be described later, and the exhaust valve 80 Can be rocked. When a hydraulic pressure is supplied to the hydraulic passage 77 of the rocker shaft 22, in the high-speed rocker arm 65, the pressure oil flows through the oil passage 78 to the opposite side of the through hole 73 from the engaging hole 76 and locks. The pin 59 is engaged with the engagement hole 76. Then, the rocker arm 65 for high speed and the rocker shaft 2
2 is engaged, and the rocker shaft 22 and the rocker shaft 22 can rotate together. Therefore, the high-speed cam 15 swings the high-speed rocker arm 35, and the driving force thereof is transmitted to the exhaust valve 80 via the rocker shaft 22 and the low-speed rocker arm 64 to swing the exhaust valve 80. You can do it.

In the above description of the valve operating devices 31 and 32, only the exhaust side has been described, but the intake side has the same structure, and each camshaft has the same opening / closing timing of intake and exhaust. Only the forming positions of the cams 14 and 15 of the cams 12 and 13 in the circumferential direction are different.

By the way, as shown in FIG. 6, the intake valve 79 and the exhaust valve 80 are movably mounted on the cylinder head 11, and the valve springs 81 and 82 close the intake port 83 and the exhaust port 84. Therefore, by pushing the upper ends of the intake valve 79 and the exhaust valve 80 by driving the main rocker arm 33 (low speed rocker arm 64) described above, the intake port 83
Also, the exhaust port 84 can be opened and closed to communicate with the combustion chamber 85.

As shown in FIGS. 12, 13, and 14,
A hydraulic control device 86 for operating the switching mechanisms 50, 72 of the valve operating devices 31, 32 described above is provided at the rear portion (upper part in FIG. 14) of the cylinder head. The hydraulic control device 86 includes an oil pump 87 and an accumulator 8
8 and a high speed switching oil control valve 89 and a cylinder switching oil control valve 90.

The oil pump 87 and the accumulator 88 are located between the intake camshaft 12 and the exhaust camshaft 13, and they are arranged vertically, and the axial directions of both are horizontal. ing. That is, on the side of the cam cap housing 16 and the cam cap 17 at the rearmost portion of the cylinder head 11, the oil pump 87 is provided on the upper side.
The cylinder 91 is horizontally movable, is biased and supported by a compression spring 92, and is fixed by a bolt 94 via a cover 93. A plunger 96 acts on the cylinder 91 of the oil pump 87 via a compression spring 95, and the plunger 96 can be driven by an oil pump cam 97 integrally formed at one end of the intake camshaft 12. It has become.

A cylinder 98 of an accumulator 88 is horizontally movable downward on the side portions of the cam cap housing 16 and the cam cap 17, and is urged and supported by a compression spring 99. Are fixed by bolts 94. The cylinder 91 of the oil pump 87 and the cylinder 98 of the accumulator 88 have the same diameter and can be shared.
A high speed switching oil control valve 89 and a cylinder deactivation switching oil control valve 90 are attached to the cylinder head 11.

As shown in FIGS. 9, 12 and 13, the high speed switching oil control valve 89 is directly connected to the main oil pump of the engine (not shown) via an oil passage 100 and hydraulically connected via an oil passage 101. It is connected to the passage 62. Further, the cylinder deactivation switching oil control valve 90 is connected to the accumulator 88, the oil pump 87, and the main oil pump via the oil passage 102, and is also connected to the hydraulic passage 56 via the oil passage 103. Further, each oil control valve 89, 90 can be operated by a control signal of the engine control unit 104.

The switching mechanism 72 of the valve operating device 32 can also be operated by the hydraulic control device 86 like the valve operating device 31, and the hydraulic passage 77 of the rocker shaft 22 has an oil passage (not shown). The oil control valve 89 is connected via. Further, as shown in FIG. 2, a hollow plug tube 105 is provided upright for each cylinder in the cylinder head 11, and the spark plug 106 is provided inside each plug tube 105.
Are attached, and the tip end faces each combustion chamber 85.

The operation of the four-cylinder engine of this embodiment will be described below. Engine control unit 104
Detects the operating state of the engine based on the detection results of various sensors, and if the engine is in a low speed traveling state, selects a cam profile suitable for it. In this case, the engine control unit 104 outputs a control signal to each oil control valve 89, 90, and
Close 0. Then, the pressure oil is not supplied to the respective hydraulic passages 56, 62, 77, and the valve operating device 31 causes the low speed rocker arm 34 and the rocker shaft 22 to be integrated by the lock pin 52, as shown in FIG. Then, the engagement between the high-speed rocker arm 35 and the rocker shaft 22 is released. Therefore, when the cam shafts 12 and 13 rotate, the low speed cam 14 causes the low speed rocker arm 34 to rotate.
Oscillates, and the driving force is transmitted to the main rocker arm 33 via the rocker shaft 22 to oscillate, and the pair of adjusting screws 36 at the oscillating end causes the intake valve 79 and the exhaust valve 80 to move. To drive. On the other hand, the valve operating device 32, as shown in FIG.
When the engagement between the high speed rocker arm 65 and the rocker shaft 22 is released and the cam shafts 12 and 13 rotate, the low speed cam 14 causes the low speed rocker arm 64 to rotate.
Oscillates, and the pair of adjusting screws 67 at the oscillating end drive the intake valve 79 and the exhaust valve 80. In this way, the intake valve 79 and the exhaust valve 80 are driven at the valve opening / closing timing corresponding to the low speed operation, and the engine is operated at the low speed.

When the engine control unit 104 detects the high speed running state of the engine, the engine control unit 104 causes the oil control valves 8 to operate.
A control signal is output to 9 and 90 to open the valves 89 and 90. Then, the pressure oil is supplied to the hydraulic passages 56, 62, 77, and the valve operating device 31 is operated during high-speed running of the engine.
As shown in FIG. 10B, the pressure oil causes the lock pin 52 to be pulled out from the engagement hole 55, and the engagement between the low speed rocker arm 34 and the rocker shaft 22 is released. Further, the lock pin 59 engages with the engagement hole 61 so that the high speed rocker arm 35 and the rocker shaft 22 are integrated. Therefore, the high-speed cam 15 swings the high-speed rocker arm 35, and the main rocker arm 33
Swings to drive the intake valve 79 and the exhaust valve 80. On the other hand, in the valve operating device 32, the lock pin 59 is engaged with the engagement hole 76 by the supplied pressure oil, and the high speed rocker arm 65 and the rocker shaft 22 are integrated. Therefore, the high-speed cam 15 allows the high-speed rocker arm 3 to move.
5 swings to drive the intake valve 79 and the exhaust valve 80. In this way, the intake valve 79 and the exhaust valve 8
0 drives at the valve opening / closing timing corresponding to high speed operation, and the engine is operated at high speed.

The engine control unit 1
When 04 detects an idle operation state or a low load running state of the engine, two of the four cylinders are stopped to reduce fuel consumption. That is, the engine control unit 104
Outputs a control signal to each oil control valve 89, 90 to open only the valve 90. Then, the hydraulic passage 5
Pressure oil is supplied to 6, and in the valve gear 31, the engagement between the low speed rocker arm 34 and the rocker shaft 22 is released, as shown in FIG. Therefore, the low speed cam 1
4 and the driving force of the high speed cam 15 are not transmitted to the main rocker arm 33, and the valve operating device 31 does not operate and is in a cylinder deactivated state. On the other hand, in the valve gear 32, the low speed rocker arm 64 swings by the low speed cam 14 to drive the intake valve 79 and the exhaust valve 80. In this way, the engine is operated by driving only the intake valve 79 and the exhaust valve 80 of the valve gear 32.

As described above, in the engine valve mechanism lubrication apparatus of this embodiment, the oil passage 151 is formed in the cylinder head 11 along the axial direction of the intake camshaft 12 and the exhaust camshaft 13. At the same time, an oil groove 154 that connects the semicircular bearing portions 152 and 153 of the intake camshaft 12 and the exhaust camshaft 13 is formed, and both are connected by a connection passage 155. Therefore,
The engine oil supplied from the main oil pump of the engine to the oil passage 151 is supplied to the bearing portion 153 of the exhaust camshaft 13 via each connecting passage 155, and further passes through the oil groove 154 to form the intake camshaft 12. Since it is supplied to the bearing portion 152, each bearing portion 15 of the intake camshaft 12 and the exhaust camshaft 13
Engine oil can be easily supplied to 2,153.

In the above-described embodiment, the lubricating device for the valve operating mechanism of the internal combustion engine according to the present invention is used for a valve operating device having a variable valve opening / closing timing and a cylinder deactivating mechanism. Even when used in a type engine, the same operational effects as described above can be obtained.

[0047]

As described above in detail with reference to the embodiments, according to the lubricating device for the valve operating mechanism of the internal combustion engine of the present invention,
An oil supply path is formed that is connected from the engine oil pump to one of a pair of parallel intake camshafts and exhaust camshafts, and each cam of the intake camshaft and the exhaust camshaft is formed. Since the oil passage that connects the journals is formed,
The engine oil can be easily supplied to each bearing portion of the intake camshaft and the exhaust camshaft, and since only one oil supply path is required, the processing can be simplified and the processing man-hour can be reduced.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of a main part of a cylinder head representing a lubrication device for a valve operating mechanism of an internal combustion engine according to one embodiment of the present invention (C-
It is a C cross section) figure.

FIG. 2 is a sectional view of lost motion.

3 is a cross-sectional view taken along the line AA of FIG.

FIG. 4 is a sectional view taken along line BB of FIG.

FIG. 5 is a plan view of a valve train having a cylinder deactivation mechanism.

6 is a cross-sectional view taken along the line DD of FIG.

FIG. 7 is an exploded perspective view of a valve train.

FIG. 8 is a cross-sectional view showing a switching mechanism of the valve gear.

FIG. 9 is a hydraulic path diagram of the valve train.

FIG. 10 is an operation explanatory view of a switching mechanism.

FIG. 11 is a cross-sectional view of a valve train without a cylinder deactivation mechanism.

FIG. 12 is a cross-sectional view of the center of the cylinder head (EE in FIG. 14).

13 is a cross-sectional view taken along line FF of FIG.

FIG. 14 is a plan view of a cylinder head.

FIG. 15 is a cross-sectional view showing a conventional valve operating system for an engine.

[Explanation of symbols]

11 Cylinder Head 12,13 Cam Shaft 14 Low Speed Cam 15 High Speed Cam 21,22 Rocker Shaft 31,32 Valve Operating Device 33 Main Rocker Arm 34,64 Low Speed Rocker Arm (Sub Rocker Arm) 35,65 High Speed Rocker Arm (Sub rocker arm) 42, 43, 71 Lost motion 50, 72 Switching mechanism 52, 59, 74 Lock pin 56, 62, 77 Hydraulic passage 79 Intake valve 80 Exhaust valve 86 Hydraulic control device 151 Oil passage 152, 153 Bearing portion 154 Oil groove 155 Connection passage 156 Oil supply passage 157 Oil supply port

Claims (1)

[Claims] 1. A pair of intake camshaft and exhaust camshaft parallel to a cylinder head are rotatably supported by a cam cap, and an intake valve and an exhaust valve corresponding to the cams mounted on the pair of camshafts. A valve operating mechanism of an internal combustion engine that opens and closes an intake port and an exhaust port by reciprocally moving an intake valve and an exhaust valve by driving the cam, the intake camshaft and the exhaust cam from an engine oil pump. An internal combustion engine characterized by forming an oil supply passage connected to one of the cam journal portions of the shaft and an oil passage connecting the cam journal portions of the intake camshaft and the exhaust camshaft. Lubrication device for valve mechanism.