JP2008106701A - Oil supply device for internal combustion engine - Google Patents

Abstract

Provided is an oil supply device that allows an appropriate oil pressure to be applied to a lash adjuster to enable continuous operation of an internal combustion engine even in a situation where the oil pressure of an oil supply system decreases.
Oil supply is stopped when the oil pressure in the lash adjuster side passage 97a for supplying hydraulic oil to the lash adjusters 81, 82 is reduced due to a failure of the lash adjusters 81, 82, etc. By closing the valve 18 and stopping the oil supply to the shower pipe side passage 97b, the hydraulic pressure of the oil supplied to the lash adjusters 81 and 82 is secured high, and the engine 1 can be continuously operated.
[Selection] Figure 3

Description

  The present invention relates to an oil supply apparatus configured to supply oil used as lubricating oil or hydraulic oil to various parts of an internal combustion engine in an internal combustion engine represented by an automobile engine. In particular, the present invention relates to measures for ensuring sufficient hydraulic pressure of hydraulic oil supplied to a lash adjuster.

  Conventionally, as disclosed in, for example, Patent Document 1 below, in an automobile engine, each sliding portion inside the engine (between a camshaft and a rocker arm of a valve operating system, or between a crankpin and a connecting rod). Etc.) and oil is supplied in order to apply a predetermined hydraulic pressure to a device (such as a lash adjuster or a VVT (variable valve timing mechanism)) that uses hydraulic pressure. In other words, the oil pumped up from the oil pan is pumped by the oil pump and supplied to each sliding part through the main oil hole (main gallery) to contribute to lubrication of each part, or branched to the lash adjuster and VVT mechanism They are supplied and used as hydraulic oil for operating these devices. The oil supplied to each place is then returned to the oil pan and circulated by being supplied again to each place by the oil pump.

In addition, as disclosed in the following Patent Document 2, the lash adjuster has a plunger that is detachably mounted in the body, and a part of the oil pumped by the oil pump is supplied as hydraulic oil, By applying this hydraulic pressure to the plunger, the gap with the rocker arm is adjusted, thereby automatically adjusting the valve clearance.
JP 2005-42657 A Japanese Utility Model Publication No. 5-50002

  By the way, among the devices that use the oil as hydraulic oil, in the lash adjuster, it is necessary to always ensure an appropriate hydraulic pressure acting on the lash adjuster. This is because if the oil pressure acting on this lash adjuster fluctuates, the fluctuation of the pressure acting on the plunger will interfere with the automatic adjustment function of the valve clearance, and the valve mechanism will not operate normally. This is because there is a possibility of falling into a stall.

  In this way, the lash adjuster is a device that is greatly affected by changes in the operating oil pressure. In the engine oil supply system, the oil pressure acting on the lash adjuster is particularly important, so that the operation of the engine is continued. In any situation, it is important to maintain the hydraulic pressure acting on the lash adjuster within an appropriate range.

  However, this lash adjuster is a part that always comes into contact with the rocker arm, so if there is an error in its assembled state (if it is not properly assembled to the cylinder head), the tip of the plunger will be moved from the rocker arm. A large load is applied, and in some cases, the plunger may be broken.

  In such a situation, the oil supply system is largely opened at the broken portion of the plunger, and the oil pressure of the oil supply system may rapidly decrease as the oil scatters. In this way, when the oil pressure in the oil supply system decreases, the oil pressure acting on the other lash adjusters (the lash adjusters in which the plunger is not broken) also greatly decreases, and the lash adjusters of all cylinders It will fall into the situation where it does not function normally. That is, there is a possibility that the continuous operation of the engine becomes difficult due to a failure of one lash adjuster (plunger breakage or the like).

  The situation where the oil supply system hydraulic pressure suddenly drops may occur not only when the plunger of the lash adjuster is broken, but also when other equipment that receives oil from the oil supply system fails. Even in such a case, it is desired to maintain the hydraulic pressure acting on the lash adjuster within an appropriate range and to allow the engine to continue operating.

  The present invention has been made in view of such a point, and the object of the present invention is to provide a lash adjuster (a lash adjuster that has not failed) even if a situation occurs in which the oil pressure of the oil supply system decreases. It is an object of the present invention to provide an oil supply device that allows an appropriate oil pressure to be applied and enables the internal combustion engine to be continuously operated.

-Principle of solving the problem-
The solution principle of the present invention taken to achieve the above object is a situation in which the hydraulic pressure in the supply path for supplying hydraulic oil to the lash adjuster decreases due to a failure of the lash adjuster. However, the oil supply to the lash adjuster can be secured at a high level by stopping or restricting the oil supply to devices other than the lash adjuster.

-Solution-
Specifically, the present invention includes a lubricating oil supply path that supplies lubricating oil to a valve operating system of a multi-cylinder internal combustion engine, and a hydraulic oil supply path that supplies operating oil to a lash adjuster provided in the valve operating system. An oil supply device for an internal combustion engine is provided on the premise that at least oil supplied by an oil pump is divided and supplied to the lubricating oil supply passage and the hydraulic oil supply passage. With respect to the oil supply device of the internal combustion engine, an operating oil pressure detecting means capable of detecting that the oil pressure in the operating oil supply path has decreased to a predetermined value or less, and an output of the operating oil pressure detecting means, And an oil supply stop means for stopping the supply of the lubricating oil to the lubricating oil supply path while maintaining the supply of the hydraulic oil to the hydraulic oil supply path when the hydraulic pressure in the path drops below a predetermined value. It is configured.

  Specifically, the lubricating oil supply stopping operation by the oil supply stopping means includes one that stops the supply of the lubricating oil to the lubricating oil supply path for spraying the lubricating oil toward the camshaft of the internal combustion engine.

  Due to these specific matters, when the hydraulic pressure in the hydraulic oil supply path for supplying hydraulic oil to the lash adjuster drops below a predetermined value due to breakage of the lash adjuster (for example, broken plunger) or other causes It is detected by the operating oil pressure detecting means. Along with this detection operation, the oil supply stop means keeps supplying the hydraulic oil to the hydraulic oil supply passage, that is, while maintaining the hydraulic oil supply operation to each lash adjuster, (Such as supply of lubricant to the lubricant supply passage for spraying lubricant toward the camshaft) is stopped. In other words, the amount of lubricating oil that has been supplied to the lubricating oil supply path can be sent to the hydraulic oil supply path, and the reduction of the hydraulic pressure acting on the lash adjuster is suppressed, and the function of the lash adjuster is maintained. To do. For this reason, the automatic adjustment operation of the valve clearance can be continued, and problems such as engine stall can be avoided by causing the valve mechanism to operate normally.

  Other solutions of the present invention include the following configurations. A first hydraulic oil supply path that supplies hydraulic oil to a variable valve timing mechanism provided in a valve operating system of a multi-cylinder internal combustion engine, and a second hydraulic oil that supplies hydraulic oil to a lash adjuster provided in the valve operating system An oil supply device for an internal combustion engine, which includes at least a hydraulic oil supply passage and supplies the oil pumped from the oil pump to the respective hydraulic oil supply passages. With respect to the oil supply device of the internal combustion engine, the hydraulic pressure detection means capable of detecting that the hydraulic pressure in the second hydraulic oil supply path has dropped below a predetermined value, and the output of the hydraulic pressure detection means, When the hydraulic pressure in the second hydraulic oil supply path drops below a predetermined value, the supply of hydraulic oil to the first hydraulic oil supply path is maintained while maintaining the supply of hydraulic oil to the second hydraulic oil supply path. An oil supply stopping means for stopping supply is provided.

  Even with this configuration, when the hydraulic pressure in the second hydraulic oil supply path for supplying hydraulic oil to the lash adjuster is lowered to a predetermined value or less due to breakage of the lash adjuster (for example, broken plunger) or other causes, This is detected by the operating oil pressure detecting means. With this detection operation, the oil supply stop means maintains the supply of hydraulic oil to the second hydraulic oil supply path, that is, maintains the hydraulic oil supply operation to each lash adjuster, Stop supply of lubricating oil to the hydraulic oil supply passage (supply of hydraulic oil to the variable valve timing mechanism). In other words, it is possible to use the hydraulic pressure that was previously applied to the variable valve timing mechanism as the hydraulic pressure for the lash adjuster, to suppress a decrease in the hydraulic pressure that acts on the lash adjuster, and to maintain the function of the lash adjuster. . For this reason, also by this solution means, the automatic adjustment operation of the valve clearance can be continued, and problems such as engine stall can be avoided by causing the valve mechanism to operate normally.

  Furthermore, the following structure is mentioned as another solution means. Lubricating oil supply passage for supplying lubricating oil to each sliding portion of the multi-cylinder internal combustion engine, hydraulic oil supplying passage for supplying hydraulic oil to a lash adjuster provided in the valve operating system, and oil pumped from the oil pump An oil supply device for an internal combustion engine is provided on the premise that the oil supply device is provided with a branch flow path that supplies the lubricant oil supply passage and the hydraulic oil supply passage. With respect to the oil supply device of the internal combustion engine, a bypass oil supply path that is disposed separately from the branch flow path and directly connects the discharge side of the oil pump and the hydraulic oil supply path, and the bypass oil supply A bypass on-off valve that is provided on the road and is openable and closable, an operating oil pressure detecting means that can detect that the oil pressure in the operating oil supply path has dropped below a predetermined value, and an output of the operating oil pressure detecting means, When the hydraulic pressure in the hydraulic oil supply path exceeds a predetermined value, the bypass on-off valve is closed. When the hydraulic pressure in the hydraulic oil supply path drops below a predetermined value, the bypass on-off valve is opened. It is set as the structure provided with the bypass control means.

  According to this configuration, when the hydraulic pressure in the hydraulic fluid supply path for supplying hydraulic fluid to the lash adjuster is reduced to a predetermined value or less due to breakage of the lash adjuster or other causes, this is detected by the hydraulic pressure detection means. Detected. With this detection operation, the bypass control means opens the bypass on-off valve, and supplies part of the oil discharged from the oil pump directly to the hydraulic oil supply path via the bypass oil supply path. Thereby, the fall of the working oil pressure which acts on a lash adjuster is suppressed, and the function of a lash adjuster is maintained. For this reason, also by this solution means, the automatic adjustment operation of the valve clearance can be continued, and problems such as engine stall can be avoided by causing the valve mechanism to operate normally.

  Further, in addition to the configuration of each of the solution means described above, when the internal combustion engine is mounted on a vehicle (automobile), a configuration may be provided in which warning means for issuing a warning to a vehicle occupant is provided. According to this, it is possible to quickly inform the occupants (drivers, etc.) that there is a cause (failure, etc.) that the hydraulic pressure decreases in the hydraulic oil supply passage, and the occupants can quickly see that maintenance is necessary. Can be recognized. In other words, in the case of the above-described solution means, the operation of the internal combustion engine can be continued even if a failure such as a decrease in hydraulic pressure occurs, so the occupant may continue to operate without recognizing the occurrence of the failure. By issuing a warning to the occupant by the warning means, it becomes possible to promptly perform maintenance.

  Specific examples of the configuration and arrangement of the hydraulic pressure detection means include the following configurations. That is, in the hydraulic oil supply path for supplying hydraulic oil to the lash adjuster, a plurality of lash adjusters are connected in series, and the hydraulic pressure detecting means is located at the most downstream end portion of the hydraulic oil supply path. It is comprised by the hydraulic sensor arrange | positioned in the downstream of this.

  When a failure such as breakage of the plunger of the lash adjuster occurs in the hydraulic oil supply path in which a plurality of lash adjusters are connected in series, the hydraulic pressure at the most downstream end of the hydraulic oil supply path is lower than that of the other parts. The decrease is noticeable. That is, by disposing a hydraulic pressure sensor in this portion, the failure can be recognized quickly, and a temporary decrease in hydraulic pressure acting on the lash adjuster can be eliminated in a short time.

  In the present invention, oil supply to devices other than the lash adjuster is stopped even when the hydraulic pressure in the supply path for supplying hydraulic oil to the lash adjuster decreases due to a failure of the lash adjuster. Alternatively, the oil pressure supplied to the lash adjuster can be kept high by limiting. For this reason, it is possible to maintain the function of the lash adjuster, and it is possible to avoid problems such as engine stall by causing the valve mechanism to operate normally.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a multi-cylinder (for example, in-line 4-cylinder) gasoline engine for automobiles will be described.

(First embodiment)
-Outline configuration of engine-
FIG. 1 is a cross-sectional view showing a valve train of an engine (internal combustion engine) 1 according to the present embodiment and the surrounding configuration. As shown in FIG. 1, the engine 1 according to this embodiment includes a cylinder block 2 having cylinder bores 21 for four cylinders (only one cylinder is shown in FIG. 1), and a cylinder head 3. Each cylinder bore 21 is provided with a piston 4 provided so as to be reciprocally movable. The piston 4 is connected to a crankshaft (not shown) which is an output shaft of the engine 1 via a connecting rod (connecting rod) 41. A combustion chamber 11 is defined by a space surrounded by the piston 4 and the cylinder head 3 inside the cylinder bore 21.

  A spark plug 12 is attached to the cylinder head 3 corresponding to each combustion chamber 11. The spark plug 12 ignites the air-fuel mixture supplied into the combustion chamber 11.

  Further, the cylinder head 3 is provided with an intake port 31 and an exhaust port 32 that communicate with each combustion chamber 11. An intake valve 51 and an exhaust valve 61 are provided at each opening end of the intake port 31 and the exhaust port 32 that communicate with the combustion chamber 11. The intake valve 51 and the exhaust valve 61 are opened and closed via rocker arms 53 and 63 by an intake camshaft 52 and an exhaust camshaft 62 that are rotated by the power of the crankshaft, respectively. The power of the crankshaft is transmitted to the intake camshaft 52 and the exhaust camshaft 62 via a timing chain and timing sprockets (not shown).

  The cylinder head 3 is provided with an injector (fuel injection valve) 7 for injecting fuel into the intake port 31. In other words, the engine 1 according to this embodiment generates fuel / air mixture by injecting fuel from the injector 7 into the air sucked into the cylinder bore 21 via the intake port 31, and compresses this by the piston 4. In contrast, the ignition plug 12 is ignited to perform combustion.

  1 is a cylinder head cover (shown in phantom), and 37 is a cam cap that rotatably supports the upper part of the journal portion of each camshaft 52,62.

-Configuration of the lash adjuster-
Next, a lash adjuster (hydraulic lash adjuster; HLA) provided for automatically adjusting the valve clearance will be described.

  As shown in FIG. 1, mounting holes 33 and 34 are formed in the upper portion of the cylinder head 3 so as to correspond to the respective valve systems on the intake side and the exhaust side, and the lash adjusters are provided in the mounting holes 33 and 34. 81 and 82 are mounted in an inserted state.

  As shown in FIG. 1, the lash adjusters 81 and 82 include the camshafts 52 and 62, rocker arms (for example, rocker arms with rollers) 53 and 63, intake valves 51 and exhaust valves 61, and valve springs 54 and 64, respectively. It is applied to the engine valve system composed of

  The rocker arms 53 and 63 are supported by the heads 84d (see FIG. 2) of the plungers 84 of the lash adjusters 81 and 82 as fulcrums, and the camshafts 52 and 63a at the roller portions 53a and 63a of the rocker arms 53 and 63 are supported. The valve 51, 61 is swung by being pushed by the cam nose 62, and the valve 51, 61 is lifted by pressing the valve 51, 61 against the urging force of the valve springs 54, 64 at the end of the swing side. It has become.

  Next, the internal structure of the lash adjusters 81 and 82 will be described. Both the intake side lash adjuster 81 and the exhaust side lash adjuster 82 have the same configuration. Therefore, in the following description, the lash adjuster 81 on the intake side will be described as a representative.

  As shown in FIG. 2, the lash adjuster 81 includes a bottomed cylindrical body 83, a plunger 84 slidably fitted to the body 83, a reservoir chamber 84 a in the plunger 84, A high-pressure chamber 83a, a communication passage 85 that connects the reservoir chamber 84a and the high-pressure chamber 83a, and a check valve 86 that is provided in the communication passage 85 and allows only the flow of oil from the reservoir chamber 84a to the high-pressure chamber 83a. , And a spring 87 that urges the plunger 84 in a direction to exit the body 83.

  A small-diameter portion 83b having a smaller diameter than the outer periphery of the upper and lower portions is formed on the outer periphery of the central portion in the vertical direction of the body 83, and a small-diameter portion 84b is also formed in the central portion in the vertical direction of the plunger 84. Yes. The small diameter portion 83 b of the body 83 is provided with a hole 83 c that penetrates the wall of the body 83, and the small diameter portion 84 b of the plunger 84 is also provided with a hole 84 c that penetrates the wall of the plunger 84. Oil from the oil supply passage 35 formed in the cylinder head 3 is supplied to an annular space formed by the small diameter portion 83b of the body 83, and from there is formed by the small diameter portion 84b of the plunger 84 through the hole 83c. The annular space is supplied to the reservoir chamber 84a through the hole 84c.

  If a gap is generated between the head 84d of the plunger 84 and the rocker arm 53, the plunger 84 receiving the biasing force of the spring 87 is accompanied by the inflow of oil from the reservoir chamber 84a to the high pressure chamber 83a. Then, it moves in the direction of exiting from the body 83 to fill the gap and prevent the rocking arm 53 from having a gap at the swing fulcrum. On the other hand, even if the head portion 84 d of the plunger 84 is suddenly pushed from the rocker arm 53, the oil in the high pressure chamber 83 a is prevented from flowing out to the reservoir chamber 84 a by the check valve 86. Is locked, and there is no gap between the head 84 d of the plunger 84 and the rocker arm 53. However, when the head portion 84d of the plunger 84 is gently pushed from the rocker arm 53, the oil in the high-pressure chamber 83a passes through the fitting gap between the outer periphery of the plunger 84 and the inner periphery of the body 83, passes through the hole 84c, and reaches the reservoir chamber. Since it is possible to return to 84 a, the plunger 84 can move slowly downward, and the position can be adjusted with respect to the body 83.

  An oil hole 84e is formed in the head portion 84d of the plunger 84, and a part of the oil in the reservoir chamber 84a flows through the oil hole 84e and escapes to the outside, and the head portion 84d of the plunger 84 and the rocker arm 53. It is comprised so that the sliding contact surface may be lubricated.

-Description of engine 1 oil supply path-
Next, a schematic configuration of the oil supply path in the engine 1 according to the present embodiment will be described.

  As shown in FIG. 3, the oil supply path supplies oil pumped up from the oil pan 91 via the strainer 92 to each sliding portion by the oil pump 93 and used as lubricating oil or supplied to hydraulically operated equipment. And is used as hydraulic oil.

  Specifically, the oil pumped from the oil pump 93 passes through the oil filter 94 and is sent out to a main oil hole (main gallery) 95 extending along the cylinder row direction. Oil passages 96 and 97 extending upward from the cylinder block 2 to the cylinder head 3 communicate with one end side and the other end side of the main oil hole 95.

  The oil passage 96 communicated with one end side (the left side in FIG. 3) of the main oil hole 95 is further branched into a chain tensioner side passage 96a and a VVT side passage 96b.

  The oil supplied to the chain tensioner side passage 96a is used as hydraulic oil for the chain tensioner 15 for adjusting the tension of the timing chain. On the other hand, the oil supplied to the VVT side passage 96b is used as hydraulic oil for the VVT OCV 96d and the variable valve timing mechanisms 100i and 100e via the OCV oil filter 96c. The detailed configuration of the variable valve timing mechanisms 100i and 100e will be described later.

  On the other hand, the oil passage 97 communicated with the other end side (the right side in FIG. 3) of the main oil hole 95 includes a lash adjuster side passage (operating oil supply passage) 97a and a shower pipe side passage (lubricating oil supply passage) 97b. It is branched to.

  The lash adjuster side passage 97a is further branched into an intake side passage 97a-i and an exhaust side passage 97a-e. In the intake side passage 97a-i, it communicates with the oil supply passage 35 (see FIG. 2) of the lash adjusters 81, 81,... Disposed corresponding to the intake valves 51, 51,. Oil that has passed through the oil supply passage 35 is used as hydraulic oil for the lash adjuster 81. Similarly, the exhaust side passage 97a-e communicates with the oil supply passage 35 of the lash adjusters 82, 82,... Disposed corresponding to the exhaust valves 61, 61,. Oil that has passed through the passage 35 is used as hydraulic oil for the lash adjuster 82.

  The lash adjuster side passage 97a also supplies oil to the journal portions of the camshafts 52 and 62, and supplies the oil between the camshafts 52 and 62 and the journal bearing portions of the cylinder head 3 and the camshafts. Lubrication is performed between 52 and 62 and the journal bearings of the cam caps 37 and 37.

  The shower pipe side passage 97b is also branched into an intake side passage 97b-i and an exhaust side passage 97b-e. As shown in FIG. 4, in the intake side passage 97b-i, an oil spray hole 97c (see FIG. 1) is formed corresponding to the cam lobe of the intake camshaft 52. The intake side passage 97b-i The oil flowing through the oil spray hole 97c is sprayed toward the contact portion between the cam lobe of the intake camshaft 52 and the roller portion 53a of the rocker arm 53, thereby contributing to the lubrication of both. Similarly, in the exhaust side passage 97b-e, an oil spray hole 97d is formed corresponding to the cam lobe of the exhaust cam shaft 62, and the oil flowing through the exhaust side passage 97b-e passes through the oil spray hole 97d. By being sprayed on the cam lobe of the exhaust camshaft 62, both contribute to lubrication.

-VVT mechanism-
Next, the VVT mechanism will be described. Note that the intake-side VVT mechanism 100i and the exhaust-side VVT mechanism 100e have substantially the same configuration, and therefore, the intake-side VVT mechanism 100i will be mainly described here.

  As shown in FIGS. 5 and 6, the VVT mechanism 100 i (100 e) includes a substantially hollow disk-shaped housing 101 and an internal rotor 104 rotatably accommodated in the housing 101. A plurality (four in this embodiment) of vanes 105 are integrally formed on the internal rotor 104. The internal rotor 104 is fixed to the intake camshaft 52 (or the exhaust camshaft 62) by a center bolt 106, and rotates integrally with the intake camshaft 52 (or the exhaust camshaft 62).

  The front side of the housing 101 is covered with a cover 107, and the rear side is covered with a side plate 109a. The housing 101, the cover 107, and the side plate 109a are fixed to the timing sprocket 109 with bolts 108, and the housing 101, the cover 107, and the side plate 109a rotate together with the timing sprocket 109. The timing sprocket 109 is linked to the crankshaft via a timing chain.

  The same number of convex portions 102 as the vanes 105 of the internal rotor 104 are formed inside the housing 101, and the vanes 105 of the internal rotor 104 are accommodated in the concave portions 103 formed between the convex portions 102. ing. The front end surface of each vane 105 is slidably in contact with the inner peripheral surface of the recess 103. The internal rotor 104 rotates relative to the housing 101 by receiving the pressure of the hydraulic oil by the vane 105. This relative rotation changes the rotational phase of the intake camshaft 52 (or the exhaust camshaft 62) with respect to the crankshaft.

  In each recess 103 of the housing 101, two spaces defined by the vanes 105 of the internal rotor 104 are formed. Of these two spaces, the space on the front side in the camshaft rotation direction (the direction of the arrow in FIG. 6) with respect to the vane 105 constitutes the retard side hydraulic chamber 110, and the space on the rear side in the camshaft rotation direction advances. A corner-side hydraulic chamber 111 is configured.

  A stepped through hole 112 is formed in one of the vanes 105 of the inner rotor 104. A lock pin 113 with a flange is slidably accommodated in the through hole 112. The lock pin 113 is urged toward the timing sprocket 109 by the elastic force of the compression coil spring 114. On the other hand, the side plate 109 a fixed to the timing sprocket 109 has a locking hole 115 at a position corresponding to the locking pin 113, and the locking pin 113 matches the locking hole 115 by the relative rotation of the internal rotor 104. In some cases, the lock pin 113 protrudes due to the elastic force of the compression coil spring 114, and the tip of the lock pin 113 enters the locking hole 115 (see the state shown in FIG. 5).

  By such entry of the lock pin 113 into the locking hole 115, the relative rotation of the inner rotor 104 with respect to the housing 101 is restricted, and the intake camshaft 52 (exhaust camshaft 52) is maintained in a state where the relative rotation phase in the restricted state is maintained. 62) and the timing sprocket 109 rotate together. The lock pin 113 and the locking hole 115 coincide with each other when the lock phase, that is, the rotational phase of the intake camshaft 52 (exhaust camshaft 62) becomes the most retarded phase (or the most advanced phase).

  In order to unlock the lock pin 113, an oil passage 116 is provided in the vane 105 having the lock pin 113. The oil passage 116 communicates with the advance side hydraulic chamber 111 and the locking hole 115, and the hydraulic pressure supplied to the advance side hydraulic chamber 111 is introduced into the locking hole 115. An annular oil space 117 is formed between the flange portion of the lock pin 113 and the step portion of the through hole 112. The annular oil space 117 communicates with the retarded hydraulic chamber 110 via the oil passage 118, and the hydraulic pressure supplied to the retarded hydraulic chamber 110 is also introduced into the annular oil space 117. When the hydraulic pressure of the locking hole 115 or the hydraulic pressure of the annular oil space 117 overcomes the urging force of the compression coil spring 114, the lock pin 113 is disengaged from the locking hole 115, and the locking of the lock pin 113 is released. By releasing the lock pin 113, relative rotation between the housing 101 and the inner rotor 104 is allowed. Based on the hydraulic pressure supplied to the advance-side hydraulic chamber 111 and the retard-side hydraulic chamber 110, the housing 101 The rotational phase of the inner rotor 104 can be adjusted.

  In the VVT mechanisms 100 i and 100 e having the above-described structure, the internal rotor 104 rotates relative to the housing 101 by the respective hydraulic pressures in the advance side hydraulic chamber 111 and the retard side hydraulic chamber 110. That is, when the hydraulic pressure in the advance side hydraulic chamber 111 is made higher than the hydraulic pressure in the retard side hydraulic chamber 110, the internal rotor 104 moves in the rotational direction of the intake camshaft 52 (or the exhaust camshaft 62) with respect to the housing 101. Relative rotation. At this time, the rotational phase of the intake camshaft 52 (or the exhaust camshaft 62) is advanced (advanced) with respect to the rotational phase of the crankshaft. On the contrary, when the hydraulic pressure in the retarded hydraulic chamber 110 is made higher than the hydraulic pressure in the advanced hydraulic chamber 111, the internal rotor 104 moves the intake camshaft 52 (or exhaust camshaft 62) relative to the housing 101. Relative rotation is performed in the direction opposite to the rotation direction, and the rotation phase of the intake camshaft 52 (or the exhaust camshaft 62) is delayed (retarded) with respect to the rotation phase of the crankshaft. The valve timing of the intake valve 51 (or the exhaust valve 61) can be made variable by adjusting the rotational phase.

  Next, the configuration of the hydraulic control system that controls the pressure of the hydraulic oil supplied to the retard side hydraulic chamber 110 and the advance side hydraulic chamber 111 will be described.

  First, the cylinder head 3, the intake camshaft 52, the exhaust camshaft 62, the internal rotor 104, and the like are advanced to the retard side passage 119 that communicates with the retard side hydraulic chamber 110 and the advance side that communicates with the advance side hydraulic chamber 111. A passage 120 is formed. The VVT OCV 96d-i (96d-e) is connected to the retard side passage 119 and the advance side passage 120. The VVT OCV includes an intake-side VVT OCV 96d-i and an exhaust-side VVT OCV 96d-e. In the following description, the intake-side VVT OCV 96d-i will be mainly described.

  The VVT OCV 96d-i (96d-e) is supplied with the lubricating oil (operating oil) pumped up from the oil pan 91 by the oil pump 93 through the main oil hole 95 and the VVT side passage 96b. . Further, two oil discharge passages 122 and 123 are connected to the VVT OCV 96d-i (96d-e). The OCV 96d-i (96d-e) for VVT is an electromagnetically driven flow control valve, and is controlled by the ECU 300 described later.

  The OCV 96d-i (96d-e) for VVT is a four-port valve, and is provided with a spool 202 disposed in the casing 201 so as to be capable of reciprocating, and a compression coil spring that urges the spool 202 with an elastic force. 203 and an electromagnetic solenoid 204, and the spool 202 is attracted when a voltage is applied to the electromagnetic solenoid 204. The voltage applied to the electromagnetic solenoid 204 is duty-controlled by the ECU 300 described later. The attractive force generated by the electromagnetic solenoid 204 changes according to the duty ratio of the applied voltage. The position of the spool 202 is determined by a balance between the attractive force generated by the electromagnetic solenoid 204 and the biasing force of the compression coil spring 203.

  As the spool 202 moves, the amount of communication between the retard side passage 119 and the advance side passage 120, and the VVT side passage 96b and the oil discharge passages 122 and 123 changes. The amount of hydraulic oil supplied to the corner side passage 120 or the amount of hydraulic oil discharged from the retard side passage 119 and the advance side passage 120 changes.

  For example, in the intake-side OCV 96d-i for VVT, as the duty ratio of the voltage applied to the electromagnetic solenoid 204 increases, the amount of hydraulic oil supplied to the advance side passage 120 increases and the intake camshaft 52 The rotational phase is advanced. On the other hand, the smaller the duty ratio is, the more hydraulic oil is supplied to the retard side passage 119 and the rotational phase of the intake camshaft 52 is retarded. In this way, by adjusting the hydraulic pressure in the retard side hydraulic chamber 110 and the advance side hydraulic chamber 111, the rotational phase of the internal rotor 104 is arbitrarily adjusted in the range from the most retarded phase to the most advanced angle phase. be able to. The exhaust-side VVT OCV 96d-e is also duty-controlled in the same manner as the intake side. However, the relationship between the retard angle and the advance angle is opposite to that in the case of the OCV 96d-i for VVT on the intake side.

-ECU-
The ECU 300 includes a CPU 301, a ROM 302, a RAM 303, a backup RAM 304, and the like as shown in FIG. The ROM 302 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 301 executes arithmetic processing based on various control programs and maps stored in the ROM 302. A RAM 303 is a memory for temporarily storing calculation results in the CPU 301 and data input from each sensor. A backup RAM 304 is a non-volatile memory for storing data to be saved when the engine 1 is stopped. is there. These ROM 302, CPU 301, RAM 303, and backup RAM 304 are connected to each other via a bus 307 and are also connected to an input interface 305 and an output interface 306.

The input interface 305 includes a water temperature sensor 310, an air flow meter 311, an intake air temperature sensor 312, an O ₂ sensor 313, an accelerator position sensor 314 that detects the accelerator opening, a throttle position sensor 315, a crank position sensor 316, a cam position sensor 317i, Various sensors such as a hydraulic sensor (operating hydraulic pressure detecting means) 318i and 318e, which will be described later, and an oil temperature sensor 319 are connected.

  The output interface 306 includes an injector 7, an igniter 13 of a spark plug 12, a throttle motor 14 of a throttle valve, OCVs 96d-i and 96d-e for VVT, an oil supply stop valve (oil supply stop means) 18 described later, and a MIL 19 ( A warning light (warning means) provided on a meter panel in the passenger compartment is connected. The ECU 300 executes various controls of the engine 1 including the injection timing control of the injector 7 and the ignition timing control of the spark plug 12 based on the detection signals of the various sensors described above. Furthermore, the ECU 300 executes the following “valve timing control”.

  That is, ECU 300 calculates the target displacement angle evtt of VVT mechanisms 100i and 100e based on the operating state of engine 1 obtained from the detection results of various sensors such as crank position sensor 316, and includes the crank position sensor 316 and each cam. The actual displacement angles (actual rotation phases) evt of the VVT mechanisms 100i, 100e are sampled from the detection signals of the position sensors 317i, 317e, and the VVT OCVs 96d-i, 96d-e are set so that the actual displacement angles converge to the target displacement angle. By performing PD control, the valve timing of the VVT mechanisms 100i and 100e is controlled.

−Measures in case of damage to the lash adjuster−
A feature of the present embodiment is that the hydraulic pressure acting on each of the lash adjusters 81, 81,..., 82, 82,. When the lash adjusters 81, 81,..., 82, 82,... That are not damaged are properly secured, normal operation is continued. This configuration is adopted. This will be specifically described below.

  First, the hydraulic pressure sensors 318i and 318e are respectively disposed at the downstream end portions of the intake side passage 97a-i and the exhaust side passage 97a-e in the lash adjuster side passage 97a (see FIG. 3). The oil pressure sensor 318i disposed in the intake side passage 97a-i reduces the oil pressure in the intake side passage 97a-i to a predetermined value or less (a low value that prevents the lash adjusters 81, 81,... From operating normally). The detection signal can be transmitted to the ECU 300. Similarly, the oil pressure sensor 318e disposed in the exhaust side passage 97a-e is such that the oil pressure in the intake side passage 97a-e is not more than a predetermined value (a low value at which the lash adjusters 82, 82,... Cannot operate normally). And the detection signal can be transmitted to the ECU 300.

  Further, in the oil supply path of the engine according to the present embodiment, the oil supply stop valve 18 (FIG. 5), which is an openable / closable electromagnetic valve, is disposed in the path between the lash adjuster side passage 97a and the shower pipe side passage 97b. 3 is indicated by a broken line).

  Therefore, when the oil supply stop valve 18 is in an open state, the oil that has passed through the main oil hole 95 and the oil passage 97 is divided into the lash adjuster side passage 97a and the shower pipe side passage 97b, respectively. The oil divided into the lash adjuster side passage 97a is used as the hydraulic oil for the lash adjusters 81, 81, ..., 82, 82, ..., and the oil divided into the shower pipe side passage 97b is used as each oil spray hole 97c. , 97c,..., 97d, 97d,... Are sprayed toward the cam lobes of the intake camshaft 52 and the exhaust camshaft 62 to perform lubrication between the camshafts 52, 62 and the rocker arms 53, 63. become.

  On the other hand, when the oil supply stop valve 18 is closed, the oil that has passed through the main oil hole 95 and the oil passage 97 is prevented from flowing into the shower pipe side passage 97b, and most of the oil is supplied to the lash adjuster side passage. 97a will be supplied. In the present embodiment, only when it is detected that at least one of the hydraulic sensors 318i and 318e has a hydraulic pressure lowered to a predetermined value or less (for example, lowered to a hydraulic pressure value that is half that of a normal state). The oil supply stop valve 18 is configured to be closed. The MIL 19 is lit in conjunction with the closing operation of the oil supply stop valve 18.

  With the above configuration, for example, there is an error in the assembly state of a certain lash adjuster 81 (82) (when the lash adjuster 81 (82) is not properly assembled to the cylinder head 3), and the rocker arm 53 is attached to the distal end portion of the plunger 84. A large load is applied from (63), and in some cases, the plunger 84 may break. In such a situation, the oil supply system is largely opened at the broken portion of the plunger 84, and the oil pressure of the oil supply system is drastically reduced as the oil scatters.

  In the present embodiment, when such a situation occurs, one of the hydraulic sensors 318i and 318e detects this decrease in hydraulic pressure. For example, when the oil pressure in the lash adjuster side passage 97a-i on the intake side decreases, the oil pressure sensor 318i on the intake side decreases, and when the oil pressure in the lash adjuster side passage 97a-e on the exhaust side decreases, the oil pressure sensor on the exhaust side. 318e performs the detection operation.

  With this detection operation, the ECU 300 transmits a closing signal from the output interface 306 to the oil supply stop valve 18, thereby closing the oil supply stop valve 18. By this closing operation, the oil that has passed through the main oil hole 95 and the oil passage 97 does not flow into the shower pipe side passage 97b, and most of the oil is supplied to the lash adjuster side passage 97a. In other words, the oil that has been supplied to the shower pipe side passage 97b until then is sent toward the lash adjuster side passage 97a, thereby suppressing a decrease in the hydraulic pressure acting on the lash adjusters 81 and 82.

  As described above, in the present embodiment, when a situation occurs in which the hydraulic pressure of the lash adjuster side passage 97a is reduced, the oil that has been flowing into the shower pipe side passage 97b until then is supplied to the lash adjuster side passage 97a. The valve clearance automatic adjustment operation of the lash adjusters 81 and 82 in which no failure has occurred can be continued. For this reason, malfunctions, such as an engine stall, can be avoided by operating the valve mechanism normally, and the engine can be continuously operated.

  Further, as described above, since the MIL 19 is turned on in conjunction with the closing operation of the oil supply stop valve 18, it is confirmed that there is a cause (failure or the like) that the oil pressure of the oil supply system is reduced. ) Can be quickly notified, and the occupant can quickly recognize that maintenance is necessary. That is, in the case of the present embodiment, since the operation of the engine 1 can be continued even if a failure such as a decrease in hydraulic pressure occurs, the occupant may continue the operation without recognizing the occurrence of the failure, It is possible to promptly perform maintenance by issuing a warning to the occupant by turning on the MIL 19. This warning may be a voice warning instead of turning on the MIL 19.

(Second Embodiment)
Next, a second embodiment will be described. In the present embodiment, the arrangement position of the oil supply stop valve is different from that in the first embodiment. That is, the path for stopping oil supply when the oil pressure in the oil supply system suddenly drops is different from that of the first embodiment, and the other configurations and operations are the same as those of the first embodiment. . Therefore, here, only the operation when the oil supply stop valve is disposed and the oil pressure of the oil supply system is rapidly reduced will be described.

  As shown in FIG. 8, in the oil supply path of the engine 1 according to the present embodiment, the oil supply stop valve that is an openable / closable electromagnetic valve is provided in the VVT side path (first hydraulic oil supply path) 96b. (Oil supply stop means) 18 '(shown by a broken line in FIG. 8) is provided.

  Therefore, when the oil supply stop valve 18 ′ is in the open state, the oil that has passed through the main oil hole 95 and the oil passage 96 is supplied to the VVT mechanisms 100i and 100e via the VVT side passage 96b, and The valve timing control thus performed is executed.

  On the other hand, when the oil supply stop valve 18 'is closed, the oil that has passed through the main oil hole 95 and the oil passage 96 is prevented from flowing into the VVT side passage 96b. That is, the hydraulic pressure applied to each VVT mechanism 100i, 100e becomes a surplus hydraulic pressure, and the hydraulic pressure can be applied to the lash adjuster side passage (second hydraulic oil supply passage) 97a. In the present embodiment, only when it is detected that at least one of the hydraulic sensors 318i and 318e has a hydraulic pressure lowered to a predetermined value or less (for example, lowered to a hydraulic pressure value that is half that of a normal state). The oil supply stop valve 18 'is configured to be closed. The MIL 19 is turned on in conjunction with the closing operation of the oil supply stop valve 18 '.

  With the above configuration, for example, a wrong load is applied to one lash adjuster 81 (82), and a large load acts on the distal end portion of the plunger 84 from the rocker arm 53 (63). May break. In such a situation, the oil supply system is largely opened at the broken portion of the plunger 84, and the oil pressure of the oil supply system is drastically reduced as the oil scatters.

  In the present embodiment, when such a situation occurs, one of the hydraulic sensors 318i and 318e detects this decrease in hydraulic pressure.

  Along with this detection operation, the ECU 300 transmits a closing signal from the output interface 306 to the oil supply stop valve 18 ', whereby the oil supply stop valve 18' is closed. By this closing operation, the oil that has passed through the main oil hole 95 and the oil passage 96 does not flow into the VVT side passage 96b, and the hydraulic pressure can be applied to the lash adjuster side passage 97a. As a result, it is possible to suppress a decrease in the hydraulic pressure acting on the lash adjusters 81 and 82, and to continue the valve clearance automatic adjustment operation of the lash adjusters 81 and 82 in which no failure has occurred. Problems such as engine stall can be avoided by making the operation normal.

(Third embodiment)
Next, a third embodiment will be described. In the present embodiment, the configuration of the oil supply path and the operation when the lash adjuster is broken are different from those of the above-described embodiments, and other configurations and operations are the same as those of the respective embodiments. Therefore, here, only the configuration of the oil supply path and the operation when the oil pressure of the oil supply system is lowered will be described.

  FIG. 9 is a schematic diagram showing a schematic configuration of an oil supply path according to the present embodiment. As shown in FIG. 9, in the oil supply path of the present embodiment, the oil pumped from the oil pump 93 is sent out to the main oil hole (main gallery: branch channel) 95. The main oil hole 95 includes first to third branch paths 95A, 95B, and 95C. Lubricating oil for contributing to lubrication of the crank system such as between the crank pin and the connecting rod and other sliding parts flows through the first branch path 95A. A lash adjuster side passage 97a is connected to the second branch path 95B, and oil used as hydraulic oil for the lash adjusters 81, 81,..., 82, 82,. A shower pipe side passage 97b is connected to the third branch passage 95C via a VVT side passage 96b. The hydraulic oil of the VVT mechanism 100i (100e) and the camshafts 52, 62 and the rocker arms 53, 63 are connected to each other. Lubricant for contributing to lubrication flows. In the present embodiment, as in the first embodiment described above, an oil supply stop valve 18 composed of an electromagnetic valve that can be opened and closed is disposed upstream of the shower pipe side passage 97b.

  In addition to the main oil hole 95, a bypass oil supply path 98 that directly connects the discharge side of the oil pump 93 and the lash adjuster side passage 97a is provided as a feature of the present embodiment. In the middle of the bypass oil supply path 98, a bypass on-off valve 98a made of an electromagnetic valve that can be opened and closed is disposed. That is, when the bypass on / off valve 98a is in the closed state, the entire amount of oil discharged from the oil pump 93 flows into the main oil hole 95, whereas when the bypass on / off valve 98a is in the open state, Part of the oil discharged from the oil pump 93 bypasses the main oil hole 95 and flows through the bypass oil supply passage 98, and is supplied directly from the bypass oil supply passage 98 to the lash adjuster side passage 97a. ing. As the opening / closing control of the bypass opening / closing valve 98a, it is detected that at least one of the hydraulic sensors 318i and 318e has a hydraulic pressure lowered to a predetermined value or less (for example, lowered to a hydraulic pressure value half that of a normal state). The bypass opening / closing valve 98a is opened only in the case where the opening / closing valve 98a is opened / closed by the bypass control means in the present invention.

  With the above configuration, for example, a wrong load is applied to one lash adjuster 81 (82), and a large load acts on the distal end portion of the plunger 84 from the rocker arm 53 (63). May break. In such a situation, the oil supply system is largely opened at the broken portion of the plunger 84, and the oil pressure of the oil supply system is drastically reduced as the oil scatters.

  In the present embodiment, when such a situation occurs, one of the hydraulic sensors 318i and 318e detects this decrease in hydraulic pressure.

  With this detection operation, the ECU 300 transmits a closing signal to the oil supply stop valve 18 from the output interface 306 and transmits an opening signal to the bypass opening / closing valve 98a. As a result, the oil supply stop valve 18 is closed and the bypass on-off valve 98a is opened. Accordingly, the oil that has passed through the main oil hole 95 and the VVT side passage 96b does not flow into the shower pipe side passage 97b, while a part of the oil discharged from the oil pump 93 bypasses the main oil hole 95 to bypass oil. It flows through the supply path 98 and is directly supplied from the bypass oil supply path 98 to the lash adjuster side path 97a.

  As a result, it is possible to suppress a decrease in the hydraulic pressure acting on the lash adjusters 81 and 82, and to continue the valve clearance automatic adjustment operation of the lash adjusters 81 and 82 in which no failure has occurred. Problems such as engine stall can be avoided by making the operation normal.

  Also in this embodiment, in conjunction with the opening operation of the bypass on-off valve 98a, the MIL 19 disposed on the meter panel in the passenger compartment is turned on to issue a warning to the occupant. It is possible to perform maintenance.

  In the case of the configuration of the present embodiment, the downstream side of the bypass oil supply passage 98 is branched, and when the bypass on-off valve 98a is opened, oil is bypass-supplied to the lash adjuster side passage 97a and other devices (the main The oil hole 95 may be bypassed to supply oil). For example, the downstream side of the bypass oil supply passage 98 is branched into two, one connected to the lash adjuster side passage 97a and the other connected to the cam journal portions of the camshafts 52 and 62, respectively. According to this, it is possible to achieve both the continuation of the valve clearance automatic adjustment operation of the lash adjusters 81 and 82 and the continuous maintenance of the lubrication performance of the cam journal portions of the camshafts 52 and 62.

(Other embodiments)
Each embodiment described above demonstrated the case where this invention was applied to the in-line 4 cylinder gasoline engine for motor vehicles. The present invention is not limited to this, and can be applied to a V-type engine for automobiles, a horizontally opposed engine for automobiles, and the like. Moreover, it is applicable not only to a gasoline engine but also to a diesel engine. Furthermore, the present invention can be applied not only to automobiles but also to engines for other uses. In addition, the number of cylinders, the fuel injection method, and other engine specifications are not particularly limited.

  Further, in each of the above-described embodiments, the case has been described in which the cause of the sudden decrease in the oil pressure of the oil supply system is the breakage of the lash adjusters 81 and 82 such as breakage of the plunger 84. The present invention is not limited to this, and the control operation of the present invention is also effective when another device to which oil is supplied from the oil pump 93 breaks down and the oil pressure in the oil supply system suddenly decreases.

It is sectional drawing which shows the valve operating system of the engine which concerns on embodiment, and the structure of the circumference | surroundings. It is sectional drawing for demonstrating the internal structure of a lash adjuster. It is a perspective view which shows the outline of the oil supply path | route of the engine in 1st Embodiment. It is a perspective view which shows a shower pipe side channel | path. It is a figure which shows the schematic structure of the longitudinal cross-section of a VVT mechanism, and a hydraulic control system. It is sectional drawing along the AA in FIG. It is a block diagram which shows schematic structure of a control system. It is a perspective view which shows the outline of the oil supply path | route of the engine in 2nd Embodiment. It is a schematic diagram which shows schematic structure of the oil supply path which concerns on 3rd Embodiment.

Explanation of symbols

1 engine (internal combustion engine)
18, 18 'oil supply stop valve (oil supply stop means)
19 MIL (Warning means)
52 Intake camshaft 62 Exhaust camshafts 81 and 82 Rush adjuster 93 Oil pump 95 Main oil hole (dividing flow path)
96b VVT side passage (first hydraulic oil supply passage)
97a Rush adjuster side passage (second hydraulic oil supply passage)
97b Shower pipe side passage (lubricating oil supply passage)
98 Bypass oil supply path 98a Bypass on-off valve 100i Intake side VVT mechanism 100e Exhaust side VVT mechanism 318i Intake side oil pressure sensor (working oil pressure detecting means)
318e Exhaust side hydraulic pressure sensor (working hydraulic pressure detection means)

Claims (7)

At least a lubricating oil supply path for supplying lubricating oil to the valve operating system of a multi-cylinder internal combustion engine and a hydraulic oil supplying path for supplying hydraulic oil to a lash adjuster provided in the valve operating system are provided and pumped from an oil pump. In an oil supply device for an internal combustion engine that supplies the separated oil to the lubricating oil supply passage and the hydraulic oil supply passage,
Hydraulic pressure detection means capable of detecting that the hydraulic pressure in the hydraulic oil supply path has dropped below a predetermined value;
When the hydraulic pressure in the hydraulic oil supply passage is reduced to a predetermined value or less upon receiving the output of the hydraulic pressure detection means, lubrication to the lubricating oil supply passage is maintained while maintaining the supply of hydraulic oil to the hydraulic oil supply passage. An oil supply device for an internal combustion engine, comprising: an oil supply stop unit that stops supply of oil. In the internal combustion engine oil supply apparatus according to claim 1,
An oil supply device for an internal combustion engine, characterized in that the oil supply stop means stops the supply of the lubricating oil to the lubricating oil supply path for spraying the lubricating oil toward the camshaft of the internal combustion engine. A first hydraulic oil supply path that supplies hydraulic oil to a variable valve timing mechanism provided in a valve operating system of a multi-cylinder internal combustion engine, and a second hydraulic oil that supplies hydraulic oil to a lash adjuster provided in the valve operating system An oil supply device for an internal combustion engine that includes at least a hydraulic oil supply path, and supplies the oil pumped from the oil pump to the respective hydraulic oil supply paths.
Hydraulic pressure detecting means capable of detecting that the hydraulic pressure in the second hydraulic oil supply path has decreased to a predetermined value or less;
When the hydraulic pressure in the second hydraulic oil supply path is reduced to a predetermined value or less upon receiving the output of the hydraulic pressure detection means, the supply of hydraulic oil to the second hydraulic oil supply path is maintained. An oil supply device for an internal combustion engine, comprising: an oil supply stop unit that stops supply of hydraulic oil to one hydraulic oil supply path. Lubricating oil supply passage for supplying lubricating oil to each sliding portion of the multi-cylinder internal combustion engine, hydraulic oil supplying passage for supplying hydraulic oil to a lash adjuster provided in the valve operating system, and oil pumped from the oil pump In an oil supply device for an internal combustion engine comprising a branch flow path for supplying a flow divided to the lubricating oil supply path and the hydraulic oil supply path,
A bypass oil supply path that is disposed separately from the branch flow path and directly connects the discharge side of the oil pump and the hydraulic oil supply path;
A bypass on-off valve provided in the bypass oil supply passage, which can be freely opened and closed;
Hydraulic pressure detection means capable of detecting that the hydraulic pressure in the hydraulic oil supply path has dropped below a predetermined value;
When the hydraulic pressure in the hydraulic oil supply passage exceeds a predetermined value in response to the output of the hydraulic pressure detection means, the bypass on-off valve is closed, and the hydraulic pressure in the hydraulic oil supply passage drops below a predetermined value. An oil supply apparatus for an internal combustion engine, comprising: bypass control means for opening the bypass on-off valve when the engine is closed. In the oil supply device for an internal combustion engine according to any one of claims 1 to 3,
The internal combustion engine is mounted on the vehicle,
An oil supply apparatus for an internal combustion engine, comprising: warning means for issuing a warning to a vehicle occupant when oil supply is stopped by an oil supply stop means. In the internal combustion engine oil supply apparatus according to claim 4,
The internal combustion engine is mounted on the vehicle,
An oil supply apparatus for an internal combustion engine, comprising: warning means for issuing a warning to a vehicle occupant when the bypass on-off valve is opened by the bypass control means. In the oil supply device for an internal combustion engine according to any one of claims 1 to 6,
In the hydraulic oil supply path for supplying hydraulic oil to the lash adjuster, a plurality of lash adjusters are connected in series, and the hydraulic pressure detecting means is located downstream of the lash adjuster located at the most downstream end portion of the hydraulic oil supply path. An oil supply device for an internal combustion engine, characterized by comprising a hydraulic pressure sensor disposed on the side.

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