variable valve timing system

Abstract

To provide a variable valve timing system capable of stably operating a variable valve device.SOLUTION: A variable valve timing system is provided with: a camshaft (72) rotatably supported by a support wall of an engine; a variable valve device (60) configured to advance or retard the camshaft by a hydraulic pressure; and an oil control valve configured to control the hydraulic pressure applied to the variable valve device. A thrust stopper (74) for positioning in an axial direction is formed on an outer peripheral surface of the camshaft. An advance groove (131) through which oil for advancing the camshaft passes, a retard groove (132) through which oil for retarding the camshaft passes, and an accommodation groove (133) configured to accommodate the thrust stopper are formed on a bearing surface of the support wall. On the bearing surface, the retard groove is positioned on one wall surface (135) side of the support wall, the accommodation groove is positioned on the other wall surface (136) side of the support wall, and the advance groove is positioned between the retard groove and the accommodation groove.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] The present invention relates to a variable valve timing system. [Background technology]

[0002] Variable valve timing systems that control the valve opening and closing timing using a variable valve train according to the engine's operating conditions are being adopted to achieve high power output, low fuel consumption, and low exhaust gas emissions. One known variable valve timing system controls the oil pressure for the variable valve train using an oil control valve installed on the outer surface of the cylinder head (see, for example, Patent Document 1). Oil controlled by the oil control valve is supplied to the advance and retard chambers of the variable valve train, changing the relative rotational phase of the camshaft with respect to the crankshaft and adjusting the valve opening and closing timing. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6874509 Summary of the Invention [Problem to be solved by the invention]

[0004] In the variable valve timing system described in Patent Document 1, an oil passage extends from the oil control valve to the variable valve timing device. Oil leakage from the oil passage can significantly affect the operability of the variable valve timing device. In particular, when oil is supplied to the variable valve timing device through a camshaft, oil leakage is likely to occur between the camshaft and the bearing.

[0005] The present invention has been made in view of the above points, and an object of the present invention is to provide a variable valve timing system that can stably operate a variable valve operating device. [Means for solving the problem]

[0006] One aspect of the variable valve timing system of the present invention is a hydraulically controlled variable valve timing system mounted on an engine, and includes a camshaft rotatably supported on a support wall of the engine, a variable valve mechanism that hydraulically advances or retards the camshaft, and an oil control valve that controls the hydraulic pressure for the variable valve mechanism, wherein a thrust stop for axial positioning is formed on the outer peripheral surface of the camshaft, and a bearing surface of the support wall is formed with an advance groove through which oil that advances the camshaft passes, a retard groove through which oil that retards the camshaft passes, and a storage groove that accommodates the thrust stop, and the above-mentioned problem is solved by positioning the retard groove on one wall surface side of the support wall, the storage groove on the other wall surface side of the support wall, and the advance groove between the retard groove and the storage groove on the bearing surface. [Effects of the Invention]

[0007] In a variable valve timing system according to one aspect of the present invention, the advance grooves are positioned between the retard grooves and the accommodation grooves on the bearing surface of the support wall. This allows the retard grooves and accommodation grooves to generate counter hydraulic pressure against oil leakage from the advance grooves, suppressing oil leakage from the advance grooves, which require high hydraulic pressure, and enabling stable operation of the variable valve timing system using hydraulic pressure. Furthermore, because the retard grooves require less hydraulic pressure than the advance grooves, even if some oil leaks from the retard grooves, the operation of the variable valve timing system is not affected. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 2 is a right side view of the front part of the vehicle according to the present embodiment. [Figure 2] FIG. 2 is a right side view of the engine and its surroundings according to the present embodiment. [Figure 3] FIG. 2 is a front view of the engine and its surroundings according to the present embodiment. [Figure 4] 2A and 2B are a front view and a rear view of the oil control valve of the present embodiment. [Figure 5] FIG. 2 is a schematic diagram of an oil passage according to the present embodiment. [Figure 6]FIG. 3 is a cross-sectional view of the engine of FIG. 2 taken along line AA. [Figure 7] FIG. 2 is a perspective view of the oil pipe of the present embodiment. [Figure 8] FIG. 2 is a cross-sectional view of an installation location of an oil pipe in this embodiment. [Figure 9] FIG. 4 is an explanatory diagram of an oil passage in the cam housing of the present embodiment. [Figure 10] 1 is a schematic diagram of a variable valve timing system according to an embodiment of the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0009] A variable valve timing system according to one aspect of the present invention is mounted on an engine. A camshaft is rotatably supported on a support wall of the engine, and the camshaft is advanced or retarded by a variable valve timing system, with hydraulic pressure for the variable valve timing system controlled by an oil control valve. A thrust stopper is formed on the outer peripheral surface of the camshaft for axial positioning. An advance groove through which oil for advancing the camshaft flows, a retard groove through which oil for retarding the camshaft flows, and a housing groove for housing the thrust stopper are formed on the bearing surface of the support wall. On the bearing surface, the retard groove is positioned on one wall surface side of the support wall, the housing groove is positioned on the other wall surface side of the support wall, and the advance groove is positioned between the retard groove and the housing groove. As a result, counter hydraulic pressure against oil leakage from the advance groove is generated in the retard groove and the housing groove, suppressing oil leakage from the advance groove, which requires a higher hydraulic pressure than the retard groove, and enabling stable operation of the variable valve timing system using hydraulic pressure. Furthermore, since the oil pressure required for the retard grooves is smaller than that required for the advance grooves, even if some oil leaks from the retard grooves, it does not affect the operation of the variable valve mechanism. [Example]

[0010] This embodiment will be described in detail below with reference to the accompanying drawings. Fig. 1 is a right side view of the front of the vehicle of this embodiment. In the following drawings, arrow FR indicates the front of the vehicle, arrow RE indicates the rear of the vehicle, arrow L indicates the left side of the vehicle, and arrow R indicates the right side of the vehicle.

[0011] As shown in Fig. 1, the saddle-ride type vehicle 1 is configured by mounting an engine 21, an electrical system, and various other components on a twin-spar body frame 10. The body frame 10 has a pair of main frames 12 that branch off to the left and right from a head pipe 11 and extend rearward, and a pair of down frames 13 that extend downward from the front portions of the pair of main frames 12. The pair of main frames 12 pass above the engine 21 and curve around to the rear of the engine 21. The upper and rear sides of the engine 21 are suspended by the pair of main frames 12, and the front side of the engine 21 is suspended by the pair of down frames 13.

[0012] A front fork 14 is steerably supported on the head pipe 11 via a steering shaft (not shown). A front wheel 15 is rotatably supported on the lower part of the front fork 14. A radiator (heat exchanger) 16 that dissipates heat from the coolant for the engine 21 is provided in front of the engine 21. An upper part of the radiator 16 is supported on the main frame 12 via an upper bracket 17, and a lower part of the radiator 16 is supported on the engine 21 via a lower bracket 18. A cooling fan 19 is attached to the back of the radiator 16 to draw in hot air from the radiator 16 when the vehicle is stopped, etc.

[0013] The engine 21 is an in-line four-cylinder engine with four cylinders aligned laterally, and has a crankcase 22 that houses a crankshaft (not shown). A cylinder assembly, which is made up of a stack of cylinders 25, a cylinder head 26, and a cylinder head cover 27, is attached to the top of the crankcase 22. An oil pan 28 that stores oil for lubrication and cooling is attached to the bottom of the crankcase 22. Engine covers such as a clutch cover 31 and starter gear covers 32 and 33 are attached to the left side of the crankcase 22. Multiple exhaust pipes 34 extend downward from the front of the engine 21.

[0014] The engine 21 is equipped with a hydraulically controlled variable valve timing system that controls the opening and closing timing of intake valves (not shown). A variable valve train 60 (see FIG. 9) is housed inside the cylinder head 26 and cylinder head cover 27, and an oil control valve 40 is installed on the outer surface of the cylinder 25. The variable valve train 60 and the oil control valve 40 are connected via various oil passages within the engine 21. The oil control valve 40 controls the hydraulic pressure to the variable valve train 60, and the opening and closing timing of the intake valve is changed by the hydraulic pressure to the variable valve train 60.

[0015] In this type of engine 21, to properly operate the variable valve train 60, it is necessary to continuously maintain sufficient oil pressure in the variable valve train 60. For this reason, it is preferable that the oil passage from the oil control valve 40 to the variable valve train 60 be completely sealed. However, because part of the oil passage is formed by the camshaft journal and bearing, oil leaks from the gap between the journal and the bearing, making it difficult to transmit oil pressure linearly from the oil control valve 40 to the variable valve train 60. In particular, high oil pressure is required when advancing the opening and closing timing.

[0016] Incidentally, a thrust stopper 74 is formed on the journal 73 of the camshaft 72, and lubricating oil is also supplied to this thrust stopper 74 (see FIG. 9(B)). For this reason, an advance groove 131, a retard groove 132, and a receiving groove 133 are formed in an annular shape on a bearing surface 130 that supports the camshaft 72. In the variable valve timing system of this embodiment, the advance groove 131 is formed between the retard groove 132 and the receiving groove 133, and a counter hydraulic pressure is generated in the retard groove 132 and the receiving groove 133 to counteract oil leakage from the advance groove 131, thereby stably operating the variable valve gear 60.

[0017] The layout of the oil control valve will be described with reference to Figures 2 and 3. Figure 2 is a right side view of the engine and its periphery in this embodiment. Figure 3 is a front view of the engine and its periphery in this embodiment.

[0018] As shown in Figure 2, the crankcase 22 of the engine 21 has an upper and lower split structure including an upper case 23 and a lower case 24. Various shafts, such as the crankshaft, are supported on the mating surfaces of the upper case 23 and the lower case 24. An oil pan 28 is fixed to the underside of the lower case 24, and a cylinder 25 is fixed to the top surface of the upper case 23. A cylinder head 26 is fixed to the top surface of the cylinder 25, and a cylinder head cover 27 is fixed to the top surface of the cylinder head 26. The cylinder head 26 and crankcase 22 are suspended from the body frame 10.

[0019] The front portion of the body frame 10 branches into a main frame 12 and a down frame 13. The main frame 12 crosses the side of the cylinder head 26 diagonally from the top to the rear, and the down frame 13 is formed in a generally triangular shape in side view so that its front-to-rear width narrows downward. The main frame 12 covers the rear side of the cylinder head 26 from the sides, and the down frame 13 covers the front side of the cylinder head 26 from the sides. The rear side of the cylinder head 26 is suspended from a midpoint in the extension direction of the main frame 12, and the front side of the cylinder head 26 is suspended from the lower top of the down frame 13.

[0020] In a side view of the vehicle, a triangular area (region) is formed on the side of the cylinder head 26, surrounded by the lower edge of the main frame 12, the rear edge of the down frame 13, and the underside of the cylinder head 26. The triangular area of ​​the cylinder head 26 is exposed laterally between the main frame 12 and the down frame 13, but the triangular area is not large enough for the oil control valve 40. For this reason, the oil control valve 40 is installed on the side (outer surface) of the cylinder 25, which is below the triangular area of ​​the cylinder head 26. The side of this cylinder 25 is formed by the outer wall of the cam chain chamber 58 (see FIG. 6).

[0021] A pair of plug caps 66, 67 are installed in a triangular region of the cylinder head 26 to close insertion openings for a pair of oil pipes 64, 65 (see FIG. 6), which will be described later. Because the plug caps 66, 67 avoid the body frame 10 in a side view of the vehicle, the oil pipes 64, 65 can be attached and detached via the plug caps 66, 67 even when the engine 21 is suspended from the body frame 10, improving maintainability. Because the plug caps 66, 67 are installed along the rear edge of the down frame 13, there is no need to modify the shape of the down frame 13. In this case, the plug cap 67 at the rear of the vehicle is positioned higher than the plug cap 66 at the front of the vehicle, and the plug caps 66, 67 partially overlap in the vertical direction, thereby narrowing the installation area for the plug caps 66, 67.

[0022] The oil control valve 40 is formed into a substantially cylindrical shape and includes a valve housing 41 that houses a valve spool (not shown) and a solenoid 42 that moves the valve spool back and forth. The solenoid 42 moves the valve spool back and forth, thereby switching the oil passage within the oil control valve 40. The oil control valve 40 is tilted so that its axial direction is parallel to the mating surface between the cylinder head 26 and the cylinder 25. The solenoid 42 is provided on the rear side of the valve housing 41 and is positioned higher than the valve housing 41.

[0023] Although there is a risk of contamination such as metal powder forming inside the valve housing 41, it is difficult for the contamination to get from the valve housing 41 into the solenoid 42. In other words, the oil control valve 40 is tilted so that the solenoid 42 is higher than the valve housing 41, which prevents the oil from carrying the contamination from the valve housing 41 to the solenoid 42. Because the contamination does not accumulate on the solenoid 42 side, the oil control valve 40 is prevented from being damaged by the contamination. Details of the oil control valve 40 will be described later.

[0024] Because the oil control valve 40 is installed on the outer surface of the cylinder 25, the oil control valve 40 does not interfere with the body frame 10 that suspends the cylinder head 26. Therefore, the body frame 10 does not protrude outward in the vehicle width direction, and an increase in the size of the saddle-ride type vehicle 1 is suppressed. Furthermore, because the center of gravity of the engine 21 is located in the crankcase 22, the oil control valve 40 is located close to the center of gravity of the engine 21. Therefore, transmission of vibration from the crankcase 22 to the oil control valve 40 is reduced, improving the durability of the oil control valve 40.

[0025] In a side view of the vehicle, the cylinder head 26 and cylinder 25 are fixed on either side of the cylinder axis by two bolts 36, and the cylinder 25 and crankcase 22 are fixed on either side of the cylinder axis by two bolts 37. The oil control valve 40 is installed so as not to overlap these four bolts 36, 37, preventing the oil control valve 40 from protruding outward in the vehicle width direction. In this case, the distance between the two upper bolts 36 is wider than the distance between the two lower bolts 37, and the oil control valve 40 is positioned closer to the cylinder head 26.

[0026] Starter gear covers 32, 33 that cover the starter gear (not shown) from the sides are provided below the oil control valve 40. A clutch cover 31 that covers the clutch (not shown) from the sides is provided behind the starter gear covers 32, 33. The upper part of the starter gear cover 32 protrudes toward the cylinder 25, but interference between the starter gear cover 33 and the solenoid 42 is minimized. Note that although the starter gear covers 32, 33 and the clutch cover 31 are formed as separate engine covers, the starter gear covers 32, 33 and the clutch cover 31 may also be formed as a single engine cover.

[0027] 2 and 3, the starter gear covers 32, 33 and the clutch cover 31 bulge outward in the vehicle width direction beyond the side surfaces of the cylinder 25. In a front view of the vehicle, the oil control valve 40 is positioned more inward in the vehicle width direction than the starter gear covers 32, 33, the clutch cover 31, and the down frame 13. In addition, the oil control valve 40 is positioned between the starter gear covers 32, 33 and the down frame 13. When the vehicle falls over, the oil control valve 40 is protected by the starter gear covers 32, 33, the clutch cover 31, and the down frame 13.

[0028] An oil main gallery 38 is formed in the crankcase 22, and the main gallery 38 and oil control valve 40 are connected by external piping 39. As a result, oil is supplied directly from the main gallery 38, which has a high oil pressure, to the oil control valve 40 via the external piping 39. By supplying oil from the main gallery 38 to the oil control valve 40 without passing through the oil passages in the crankcase 22, pressure loss in the oil passages is reduced and oil at a high oil pressure can be supplied to the oil control valve 40.

[0029] The external piping 39 extends from the main gallery 38 toward the front of the vehicle, wraps around the crankcase 22 from below, and extends upward. The external piping 39 is then bent toward the rear of the vehicle below the down frame 13 and connected to a valve housing 41 of an oil control valve 40. In a front view of the vehicle, the external piping 39 passes inside the starter gear covers 32, 33, the clutch cover 31, and the down frame 13 in the vehicle width direction, and is connected to the oil control valve 40 below the down frame 13. When the vehicle turns over, the external piping 39 is protected by the starter gear covers 32, 33, the clutch cover 31, and the down frame 13.

[0030] A radiator 16 having a rectangular shape in front view is provided in front of the cylinder head 26. The radiator 16 is tilted so that its upper portion is positioned further forward than its lower portion. The radiator 16 is a round radiator that is curved in an arch shape in top view, and a cooling fan 19 is attached to the back of the radiator 16 on the oil control valve 40 side (right side) in the vehicle width direction. When viewed from the front of the vehicle, the oil control valve 40 is installed outside the radiator 16 in the vehicle width direction and below the down frame 13, so that the wind generated by traveling is less likely to be blocked by the radiator 16 and the down frame 13 in front of the oil control valve 40.

[0031] Because the oil control valve 40 is a solenoid valve, the oil control valve 40 is prone to heat generation when the solenoid 42 is energized. Therefore, the oil control valve 40 is cooled by the wind while the vehicle is running, which prevents deterioration in the operability of the variable valve mechanism 60 due to a rise in the temperature of the oil control valve 40 and the oil. As described above, the solenoid 42 is positioned on the rear side of the valve housing 41, and is separated from the radiator 16. Heat from the radiator 16 is less likely to be transmitted to the solenoid 42, which prevents a rise in temperature of the solenoid 42.

[0032] In a side view of the vehicle, the lower end of the down frame 13 is positioned on an extension line L extending from the lower end of the cooling fan 19 in the air blowing direction, and the oil control valve 40 is positioned below this extension line L. The exhaust air from the radiator 16 is less likely to hit the oil control valve 40, which prevents deterioration in the operability of the variable valve mechanism 60 caused by a rise in the temperatures of the oil control valve 40 and the oil. In addition, in a front view of the vehicle, the down frame 13 covers the solenoid 42 of the oil control valve 40, which blocks the exhaust air from the radiator 16 and prevents a rise in the temperature of the solenoid 42.

[0033] The oil control valve will be described with reference to Fig. 4. Fig. 4 shows a front view and a rear view of the oil control valve of this embodiment. Fig. 4(A) shows the front view of the oil control valve, and Fig. 4(B) shows the rear view of the oil control valve.

[0034] As shown in Figures 4(A) and 4(B), the valve housing 41 of the oil control valve 40 has a mounting plate 43 that is mounted on the side of the cylinder 25, and a cylindrical case 44 that bulges outward from the mounting plate 43. Fixing holes 45 for screwing are formed in three locations around the outer edge of the mounting plate 43 surrounding the cylindrical case 44. In addition, a supply port 46 to which the external piping 39 (see Figure 2) is connected is formed in the lower part of the mounting plate 43. A valve spool extending from the solenoid 42 is inserted into the cylindrical case 44. The destination of the oil that enters through the supply port 46 is switched by the valve spool.

[0035] An O-ring 47 is attached to the back surface of the installation plate 43, sealing the gap between the back surface of the installation plate 43 and the side surface of the cylinder 25. A supply port 46, an input port 51, an advance port 52, a retard port 53, and a drain port 54 are formed inside the O-ring 47. The supply port 46 is connected to the input port 51 through an oil passage formed in the cylinder 25. A filter 55 is installed in the input port 51, and the oil is filtered by passing through the filter 55. The input port 51 is connected to one of the advance port 52, retard port 53, and drain port 54, depending on the position of the valve spool.

[0036] When oil flows into the input port 51 from the supply port 46, the oil is filtered by the filter 55 of the input port 51 and then input into the cylindrical case 44. When the valve spool is moved by the solenoid 42, the input port 51 is connected to either the advance port 52 or the retard port 53, and the drain port 54 is connected to the other of the advance port 52 or the retard port 53. As a result, oil is supplied from the oil control valve 40 to either the advance chamber S1 or the retard chamber S2 of the variable valve mechanism 60 (see FIG. 10 ), which will be described later, and excess oil is discharged from the other of the chambers toward the oil control valve 40.

[0037] The oil passages in the engine will be described with reference to Figures 5 to 9. Figure 5 is a schematic diagram of the oil passages in this embodiment. Figure 6 is a cross-sectional view of the engine in Figure 2 taken along line AA. Figure 7 is a perspective view of the oil pipe in this embodiment. Figure 8 is a cross-sectional view of the installation location of the oil pipe in this embodiment. Figure 9 is an explanatory diagram of the oil passages in the cam housing in this embodiment. Note that the cam chain is omitted from Figure 6 for ease of explanation. Figure 8(A) shows the state with the plug cap installed, and Figure 8(B) shows the state with the plug cap removed. Figure 9(A) shows the state where the lower housing is viewed from below, Figure 9(B) shows the state where the upper housing is viewed from below, and Figure 9(C) shows the state where the camshaft is removed.

[0038] As shown in Figure 5, a cam chain chamber 58 is formed in the cylinder 25 and cylinder head 26 of the engine 21. A cam chain 59 is housed in the cam chain chamber 58, and the cam chain 59 is stretched over an intake cam sprocket 71 and an exhaust cam sprocket 81. An intake camshaft 72 is fixed to the intake cam sprocket 71, and an exhaust camshaft 82 is fixed to the exhaust cam sprocket 81. A crankshaft (not shown) is connected to the intake camshaft 72 and the exhaust camshaft 82 via the cam chain 59.

[0039] The intake camshaft 72 and the exhaust camshaft 82 are rotatably supported by a cam housing 91. The cam housing 91 is a support wall fixed to the cylinder head 26, and has an upper housing 92 that supports the upper halves of the camshafts 72, 82, and a lower housing 93 that supports the lower halves of the camshafts 72, 82. A variable valve train 60 is attached to one end of the intake camshaft 72 inside the cylinder head 26. The variable valve train 60 uses hydraulic pressure to advance or retard the intake camshaft 72, thereby changing the opening and closing timing of the intake valve (not shown).

[0040] An oil control valve 40 is installed on the outer surface (side surface) of the cylinder 25, which forms the outer wall of the cam chain chamber 58. The oil control valve 40 controls the oil pressure to the variable valve train 60. An advance passage 100 extends from an advance port 52 (see FIG. 4B) of the oil control valve 40 toward the variable valve train 60, and a retard passage 105 extends from a retard port 53 (see FIG. 4B) of the oil control valve 40 toward the variable valve train 60. Oil that advances the opening and closing timing of the intake valve flows through the advance passage 100, and oil that retards the opening and closing timing of the intake valve flows through the retard passage 105.

[0041] The advance passage 100 and retard passage 105 for hydraulic control enter the outer wall of the cam chain chamber 58 from the oil control valve 40. The advance passage 100 and retard passage 105 then flow from the cylinder 25 side toward the cylinder head 26 side, cross the cam chain chamber 58, and flow toward the variable valve mechanism 60 through the inner wall of the cam chain chamber 58. In this case, the outer wall of the cam chain chamber 58 is formed by the outer wall of the cylinder 25, the outer wall of the cylinder head 26, and the outer wall of the crankcase 22, while the inner wall of the cam chain chamber 58 is formed by the inner wall of the cylinder 25, the inner wall of the cylinder head 26, the inner wall of the crankcase 22, and the cam housing 91.

[0042] The outer wall and inner wall of the cylinder head 26 are connected by a pair of oil pipes 64, 65. The pair of oil pipes 64, 65 pass inside the cam chain 59 and cross the cam chain chamber 58. Because the oil pipes 64, 65 are installed detachably, the pair of oil pipes 64, 65 do not become an obstacle when assembling the cam chain 59. Because the pair of oil pipes 64, 65 are detachable, the pair of oil pipes 64, 65 can be inserted after assembling the cam chain 59 to the engine 21. This makes effective use of the dead space inside the cam chain 59.

[0043] In the outer wall of the cam chain chamber 58, the advance passage 100 and the retard passage 105 extend parallel to the cylinder axis from the outer wall of the cylinder 25 toward the outer wall of the cylinder head 26. In this case, the advance passage 100 is positioned on the front side, and the retard passage 105 is positioned on the rear side, with the retard passage 105 extending to a position higher than the advance passage 100. Between the outer wall and inner wall of the cam chain chamber 58, the advance passage 100 and the retard passage 105 extend perpendicular to the cylinder axis, passing inside the pair of oil pipes 64, 65. In this way, the pair of oil pipes 64, 65 form a crossing point of the advance passage 100 and the retard passage 105.

[0044] In the inner wall of the cam chain chamber 58, an advance passage 100 and a retard passage 105 extend parallel to the cylinder axis from the outer wall of the cylinder head 26 toward the cam housing 91. The advance passage 100 passes through the lower housing 93 and extends to a mating surface 151 between the lower housing 93 and the upper housing 92, and then passes through the mating surface 151 to connect to the advance groove 131 from the side. The retard passage 105 passes through the mating surface 152 between the cylinder head 26 and the lower housing 93 and extends to below the retard groove 132, and then passes through the lower housing 93 to connect to the retard groove 132 from below. The advance groove 131 and the retard groove 132 are connected to the variable valve train 60 via the intake camshaft 72.

[0045] In the cylinder 25 and the cylinder head 26, the advance passage 100 and the retard passage 105 are formed by a straight passage parallel to the cylinder axis and an orthogonal passage perpendicular to the straight passage. This reduces oil pressure loss in the advance passage 100 and the retard passage 105 and allows the advance passage 100 and the retard passage 105 to be easily machined into the cylinder 25 and the cylinder head 26. In the cylinder 25 and the cylinder head 26, the advance passage 100 and the retard passage 105 are aligned in parallel. This allows the advance passage 100 and the retard passage 105 to be close to each other in the front-to-rear direction, preventing the engine 21 from becoming larger.

[0046] A drain hole 109 (see FIG. 10 in particular) that connects to the drain port 54 (see FIG. 4B) of the oil control valve 40 is formed in the outer wall of the cam chain chamber 58 on the cylinder 25 side. The inner peripheral surface of the cam chain 59 is positioned below the drain hole 109, and oil is discharged from the drain hole 109 toward the cam chain 59. The oil that drops from the drain hole 109 is supplied to the cam chain 59, appropriately lubricating the meshing portions of the cam chain 59 with the intake cam sprocket 71 and the exhaust cam sprocket 81, improving the durability of the cam chain 59. In addition, no guides or complex machining are required to direct the oil toward the cam chain 59.

[0047] As shown in Figure 6, a cylindrical cylinder bore 95 is formed in the cylinder 25, and a piston (not shown) is slidably housed in the cylinder bore 95. A ceiling surface is formed in the cylinder head 26 that covers the cylinder bore 95, and a combustion chamber 96 is formed between the top surface of the piston and the ceiling surface of the cylinder head 26. A water jacket 97 that cools the combustion chamber 96 is formed on the inner walls of the cylinder 25 and the cylinder head 26. As described above, on one side (right side) of the engine 21 in the vehicle width direction, a cam chain chamber 58 is formed between the outer and inner walls of the cylinder 25 and the cylinder head 26.

[0048] An advance passage 100 is formed from the location of the oil control valve 40 on the outer wall of the cylinder 25 to the outer wall of the cylinder head 26. The outer and inner walls of the cylinder head 26 are connected via an oil pipe 64, and the advance passage 100 crosses the cam chain chamber 58 via the oil pipe 64 above the combustion chamber 96. At this time, the advance passage 100 crosses the cam chain chamber 58 toward the top of the water jacket 97, and is formed so as to pass next to the water jacket 97 on the inner wall of the cylinder head 26. The retard passage 105 is formed in substantially the same manner as the advance passage 100.

[0049] The advance passage 100 and the retard passage 105 are formed so as to bypass the combustion chamber 96. Furthermore, the advance passage 100 and the retard passage 105 pass next to the water jacket 97, which cools the oil in the advance passage 100 and the retard passage 105. Furthermore, the cam chain chamber 58 and the water jacket 97 are formed between the advance passage 100 and the combustion chamber 96 and between the retard passage 105 and the combustion chamber 96, making it difficult for heat to be transferred from the combustion chamber 96 to the oil in the advance passage 100 and the retard passage 105. Therefore, the oil temperature in the advance passage 100 and the retard passage 105 is stabilized, and the operation of the variable valve mechanism 60 is stabilized.

[0050] 7 and 8A, a first seal surface 111 is formed on one end of the outer peripheral surface of the oil pipe 64, and the first seal surface 111 is attached to the outer wall of the cam chain chamber 58 (cylinder head 26). The second seal surface 115 is formed on the other end of the outer peripheral surface of the oil pipe 64, and the second seal surface 115 is attached to the inner wall of the cam chain chamber 58. The first seal surface 111 has a slightly larger diameter than the second seal surface 115, and the space between the first and second seal surfaces 111, 115 has the same diameter as the second seal surface 115. One end of the oil pipe 64, which is closer to the first seal surface 111 than the first seal surface 111, forms a reduced-diameter portion 119 that is smaller in diameter than the first and second seal surfaces 111, 115.

[0051] A first seal groove 112 is formed in the first seal surface 111, and a first O-ring 113 is fitted in the first seal groove 112. A second seal groove 116 is formed in the second seal surface 115, and a second O-ring 117 is fitted in the second seal groove 116. Through holes 120 extend through the reduced diameter portion 119 of the oil pipe 64 so as to intersect in a cross shape, and the oil pipe 64 and the advance passage 100 are connected through the through holes 120. Oil flows in from the radial direction through the through holes 120 at one end of the oil pipe 64, and oil flows out from the axial direction at the other end of the oil pipe 64.

[0052] First and second mounting holes 114, 118 are formed in the outer and inner walls of the cam chain chamber 58 (cylinder head 26). A first seal surface 111 of the oil pipe 64 is installed in the first mounting hole 114 on the outer wall side, and a second seal surface 115 of the oil pipe 64 is installed in the second mounting hole 118 on the inner wall side. A first O-ring 113 provides a liquid-tight seal between the first seal surface 111 and the inner circumferential surface of the first mounting hole 114, and a second O-ring 117 provides a liquid-tight seal between the second seal surface 115 and the inner circumferential surface of the second mounting hole 118. The first and second seal surfaces 111, 115 prevent oil leakage from the oil pipe 64 at the outer and inner walls of the cam chain chamber 58.

[0053] An insertion port 98 for the oil pipe 64 is formed in the outer wall of the cam chain chamber 58, and the insertion port 98 is closed by the plug cap 66. An internal thread is formed on the inner peripheral surface of the insertion port 98, and the external threads of the plug cap 66 are fitted into the internal threads of the insertion port 98. The insertion port 98 has a larger diameter than the first and second installation holes 114, 118. A reduced-diameter portion 119 of the oil pipe 64 is positioned inside the internal threads of the insertion port 98, and a through-hole 120 in the reduced-diameter portion 119 is connected to an oil passage that opens into the internal threads. Oil can easily enter the oil pipe 64 from the insertion port 98 through the multiple through-holes 120, reducing pressure loss at one end of the oil pipe 64.

[0054] In this case, after a second installation hole 118 of φ12 (hole diameter 12 mm) is formed in the inner wall of the cam chain chamber 58, a pilot hole of φ14 (hole diameter 14 mm) is formed so as to chamfer the second installation hole 118. This pilot hole forms the first installation hole 114 in the outer wall of the cam chain chamber 58. An M16 (thread diameter 16 mm) female thread is cut on the inlet side of the pilot hole to form the insertion port 98. By forming the female-threaded pilot hole in this manner, the second installation hole 118 is chamfered and the first installation hole 114 is formed. The inner diameter of the oil pipe 64 and the inner diameter of the through-hole 120 are each formed to φ6 (hole diameter 6 mm).

[0055] One end of the oil pipe 64 is closed by a plug cap 66. There is a small gap between one end of the oil pipe 64 and the plug cap 66, but the one end of the oil pipe 64 and the plug cap 66 may also come into contact. The tension of the oil pipe 64 also serves to reduce noise from the wall of the cam chain chamber 58. In addition, the outer wall of the cylinder head 26 bulges outward in the vehicle width direction at the location where the variable valve train 60 (see Figure 9) is housed, and the amount of protrusion of the plug caps 66, 67 in the vehicle width direction is less than the amount of bulge of the bulging portion 99 of the outer wall. This makes it easier to assemble the engine 21 to the body frame 10.

[0056] As shown in Figure 8(B), one end of the oil pipe 64 forms a reduced diameter portion 119, and therefore there is a sufficient gap between the insertion opening 98 and the reduced diameter portion 119, improving the ease of removal of the oil pipe 64. For example, after removing the plug cap 66 from the insertion opening 98, the oil pipe 64 can be pulled out by grasping the reduced diameter portion 119 of the oil pipe 64 with a tool 121 such as pliers, or by hooking a hook 122 into the through hole 120 of the reduced diameter portion 119. Note that while the advance oil pipe 64 and plug cap 66 have been described above, the retard oil pipe 65 and plug cap 67 are configured in the same way.

[0057] 9(A) to 9(C), the journals 73, 83 of the intake camshaft 72 and the exhaust camshaft 82 are supported by an upper housing (support wall) 92 and a lower housing (support wall) 93. The intake cam sprocket 71 and the variable valve train 60 are attached to one end of the intake camshaft 72, and the exhaust cam sprocket 81 is attached to one end of the exhaust camshaft 82. Thrust stops 74, 84 for positioning in the axial direction (thrust direction) are formed on the outer circumferential surfaces of the journals 73, 83 of the intake camshaft 72 and the exhaust camshaft 82.

[0058] An advance groove 131, a retard groove 132, and a storage groove 133 are formed in an intake-side bearing surface 130 of the upper housing 92 and the lower housing 93 (the bearing surface of the lower housing 93 is not shown). Oil that advances the intake-side camshaft 72 enters the advance groove 131, oil that retards the intake-side camshaft 72 enters the retard groove 132, and the storage groove 133 accommodates the thrust stopper 74 of the intake-side camshaft 72. On the intake-side bearing surface 130, the retard groove 132 is positioned on one wall surface 135 of the upper housing 92, the storage groove 133 is positioned on another wall surface 136 of the upper housing 92, and the advance groove 131 is positioned between the retard groove 132 and the storage groove 133. The lower housing 93 also has similar grooves formed therein.

[0059] The upper housing 92 and the lower housing 93 have bolt holes 137a-137d formed in four locations sandwiching the intake camshaft 72 and the exhaust camshaft 82. An advance angle through-passage 102 penetrates the lower housing 93 from top to bottom at the center of the underside of the lower housing 93, and a retard angle passage groove 107 (see FIG. 9A) extends from the center of the underside of the lower housing 93 to the intake side, passing next to the bolt hole 137c. Portions of the advance angle through-passage 102 and the retard angle passage groove 107 are sandwiched between bolts fastened in the bolt holes 137b and 137c. The underside of the lower housing 93 forms a mating surface 152 between the cylinder head 26 and the lower housing 93, and the mating surface 152 increases the surface pressure near the advance angle through-passage 102 and the retard angle passage groove 107, thereby suppressing oil leakage.

[0060] The advance angle through-passage 102 extends to a mating surface 151 between the lower housing 93 and the upper housing 92, and an advance angle passage groove 103 (see FIG. 9B) is formed in the mating surface 151, extending from the upper end of the advance angle through-passage 102 toward the advance angle groove 131. The retard angle passage groove 107 extends to below the retard angle groove 132, and a retard angle through-passage 108 passes through the lower housing 93 from top to bottom to connect the retard angle passage groove 107 and the retard angle groove 132. In this way, the advance angle through-passage 100 that supplies oil to the advance angle groove 131 from the side is formed by the advance angle through-passage 102 and the advance angle passage groove 103, and the retard angle passage groove 107 and the retard angle through-passage 108 form a retard angle passage 105 that supplies oil to the retard angle groove 132 from below.

[0061] Advance holes 75 are formed in the journal 73 of the intake camshaft 72 in correspondence with the advance grooves 131, and retard holes 76 are formed in correspondence with the retard grooves 132. The advance holes 75 pass through passages in the intake camshaft 72 and communicate with advance chambers S1 (see FIG. 10) of the variable valve train 60. The retard holes 76 pass through passages in the intake camshaft 72 and communicate with retard chambers S2 (see FIG. 10) of the variable valve train 60. The intake camshaft 72 is advanced by supplying oil from the advance grooves 131 to the advance chambers S1 of the variable valve train 60, and the intake camshaft 72 is retarded by supplying oil from the retard grooves 132 to the retard chambers S2 of the variable valve train 60.

[0062] Here, power is transmitted from the cam chain 59 (see FIG. 10) to the intake camshaft 72 via the variable valve train 60. The variable valve train 60 continues to receive torque from the intake camshaft 72 in a direction that retards the inner rotor 62 (see FIG. 10), and therefore, greater hydraulic pressure is required to advance the intake camshaft 72 than to retard it. Because the advance grooves 131 are located between the retard grooves 132 and the accommodation groove 133 on the bearing surface 130, the advance grooves 131 are separated from one wall surface 135 and the other wall surface 136. Counteracting hydraulic pressure that retards oil leakage from the advance grooves 131 is generated in the retard grooves 132 and the accommodation groove 133, suppressing oil leakage from the advance grooves 131 and allowing the variable valve train 60 to operate stably with appropriate hydraulic pressure.

[0063] Furthermore, because the oil pressure required for the retard grooves 132 is smaller than that required for the advance grooves 131, even if a small amount of oil leaks from the retard grooves 132, it does not affect the operation of the variable valve train 60. Furthermore, the accommodating grooves 133 not only lubricate the thrust stoppers 74 with oil, but also generate a counter oil pressure against the oil leakage from the advance grooves 131. Because the main purposes of the accommodating grooves 133 are lubrication and counter oil pressure, even if a small amount of oil leaks from the accommodating grooves 133, it does not affect the operation of the variable valve train 60. Furthermore, because the upper housing 92 and the lower housing 93 are separate parts from the cylinder head 26, the mating surfaces 151 of the upper housing 92 and the lower housing 93 have high flatness precision, and the advance grooves 131, retard grooves 132, and accommodating grooves 133 are formed with high precision.

[0064] A lubrication groove 141 and an accommodation groove 142 are formed in exhaust-side bearing surfaces 140 of the upper housing 92 and the lower housing 93 (the bearing surface of the lower housing 93 is not shown). Lubricating oil enters the lubrication groove 141, and the accommodation groove 142 accommodates the thrust stopper 84 of the exhaust-side camshaft 82. The lubrication groove 141 is positioned on one wall surface 135 side of the upper housing 92, and the accommodation groove 142 is positioned on the other wall surface 136 side of the upper housing 92. Similar grooves are formed in the lower housing 93. An oil hole 85 is formed in the journal 83 of the exhaust-side camshaft 82 to pass lubricating oil from a passage in the exhaust-side camshaft 82 to the lubrication groove 141.

[0065] A lubrication passage groove 143 is formed in a mating surface 151 between the lower housing 93 and the upper housing 92, through which lubricating oil flows from the lubrication groove 141 of the exhaust-side camshaft 82 toward the accommodation groove 133 of the intake-side camshaft 72. In this way, the lubrication groove 141 and the lubrication passage groove 143 form a lubrication passage that supplies oil from the side to the accommodation groove 133. At the housing mating surface 151, the lubrication passage groove 143 bypasses the advance passage groove 103 so as to pass inside the engine 21, passes next to the advance passage groove 103, and continues to the accommodation groove 133. The supply of oil from the lubrication passage groove 143 to the accommodation groove 133 lubricates the thrust stopper 74 of the intake-side camshaft 72.

[0066] Furthermore, since the lubrication passage groove 143 passes adjacent to the advance passage groove 103, a counter oil pressure is generated in the lubrication passage groove 143 against oil leakage from the advance passage groove 103, thereby suppressing oil leakage from the advance passage groove 103. At the mating surface 151 of the housing, the advance passage groove 103 is formed wider than the lubrication passage groove 143, and the advance passage groove 103 ensures the amount of oil necessary to advance the intake camshaft 72. Because the lower housing 93 and the upper housing 92 form an oil passage from the exhaust camshaft 82 to the intake camshaft 72, components such as piping are not required, thereby saving space.

[0067] The variable valve timing system will be described with reference to Fig. 10. Fig. 10 is a schematic diagram of the variable valve timing system of this embodiment.

[0068] As shown in Figure 10, a drive gear 155 for the cam chain 59 is provided below the oil control valve 40. A crankshaft (not shown) is connected to the drive gear 155 via a gear train. The lower part of the cam chain 59 is hooked onto the drive gear 155, and the upper part of the cam chain 59 is hooked onto the intake side cam sprocket 71 and the exhaust side cam sprocket 81. When the drive gear 155 rotates and the cam chain 59 moves around, the intake side camshaft 72 rotates integrally with the intake side cam sprocket 71, and the exhaust side camshaft 82 rotates integrally with the exhaust side cam sprocket 81.

[0069] The cam chain 59 is guided by a lever guide 156 and a chain guide 157. The cam chain 59 that is sent out from the drive gear 155 to the intake side cam sprocket 71 is guided by the lever guide 156, and the cam chain 59 that is pulled from the exhaust side cam sprocket 81 to the drive gear 155 is guided by the chain guide 157. Because slack occurs in the cam chain 59 that goes from the drive gear 155 to the intake side cam sprocket 71, a chain tensioner (not shown) presses the lever guide 156 against the cam chain 59, applying tension to the cam chain 59.

[0070] The intake valve and exhaust valve are opened and closed by the rotation of the intake camshaft 72 and the exhaust camshaft 82, but the timing of opening and closing the intake valve is changed by a variable valve timing system. The variable valve timing system is provided with a variable valve train 60 that changes the relative rotational phase of the intake camshaft 72 with respect to the crankshaft. The variable valve train 60 has a case 61 fixed to the intake cam sprocket 71 and an inner rotor 62 fixed to the intake camshaft 72. The inner rotor 62 is housed inside the case 61 so as to be able to rotate relative to the crankshaft.

[0071] A case 61 of the variable valve mechanism 60 is formed with a plurality of hydraulic chambers, and a plurality of vanes 63 extend radially outward from an inner rotor 62. A vane 63 of the inner rotor 62 is housed in each hydraulic chamber of the case 61, and each hydraulic chamber is divided by the vanes 63 into an advance chamber S1 and a retard chamber S2. When the volume of the advance chamber S1 expands due to hydraulic pressure, the inner rotor 62 rotates relatively to the case 61 toward the advance side, and the intake camshaft 72 is advanced. When the volume of the retard chamber S2 expands due to hydraulic pressure, the inner rotor 62 rotates relatively to the case 61 toward the retard side, and the intake camshaft 72 is retarded.

[0072] The variable valve train 60 is operated by hydraulic pressure from the oil control valve 40. Oil is supplied to the oil control valve 40 from the main gallery 38 (see FIG. 2) through external piping 39. Depending on the communication state between the ports of the oil control valve 40, the destination of the oil supplied from the oil control valve 40 is switched between the advance chamber S1 and the retard chamber S2 of the variable valve train 60. Oil is supplied to the advance chamber S1 from the oil control valve 40 through an advance passage 100, and oil is supplied to the retard chamber S2 from the oil control valve 40 through a retard passage 105.

[0073] As described above, the advance passage 100 and the retard passage 105 traverse the cam chain chamber 58 (see FIG. 6 ), and the oil pipes 64, 65 are used to traverse the cam chain chamber 58. The oil pipes 64, 65 are installed inside the cam chain 59 between the lever guide 156 and the chain guide 157. The oil pipes 64, 65 are lined up in the front and rear with a space between them in the vertical direction, which narrows the installation area for the oil pipes 64, 65 and allows the oil pipes 64, 65 to be installed inside the cam chain 59 with ample space between them. Even when the cam chain 59 is pushed in by the lever guide 156, the cam chain 59 does not interfere with the oil pipes 64, 65.

[0074] As described above, according to this embodiment, the advance groove 131 is positioned between the retard groove 132 and the accommodation groove 133 on the bearing surface 130 of the cam housing 91. Therefore, a counter hydraulic pressure against oil leakage from the advance groove 131 is generated in the retard groove 132 and the accommodation groove 133, which suppresses oil leakage from the advance groove 131, which requires a higher hydraulic pressure than the retard groove 132, and the variable valve mechanism 60 can be stably operated by hydraulic pressure. Furthermore, because the hydraulic pressure required for the retard groove 132 is lower than that required for the advance groove 131, the operation of the variable valve mechanism 60 is not affected even if some oil leakage occurs from the retard groove 132.

[0075] In this embodiment, an in-line four-cylinder engine is used as an example of the engine, but the type of engine is not particularly limited.

[0076] In addition, in this embodiment, a twin-spar frame is used as an example of the body frame, but the type of body frame is not particularly limited as long as it is a body frame capable of suspending a cylinder head. For example, the body frame may be a cradle frame.

[0077] Furthermore, in this embodiment, the oil control valve is installed on the right side of the engine, but the oil control valve may be installed on the left side of the engine.

[0078] Furthermore, in this embodiment, the oil control valve is installed on the side of the engine, but the oil control valve may be installed on the front or rear of the engine.

[0079] In this embodiment, the oil control valve is installed in the cylinder, but it is sufficient that the oil control valve is installed in the engine. For example, the oil control valve may be installed in the crankcase or cylinder head. Furthermore, the oil control valve may be installed not only on the exterior of the engine but also inside the engine.

[0080] Furthermore, in this embodiment, a solenoid valve is used as an example of the oil control valve, but the type of oil control valve is not particularly limited as long as it is a valve that can control the oil pressure for the variable valve mechanism.

[0081] Furthermore, in this embodiment, the intake camshaft is provided with a variable valve operating device, but it is sufficient that at least one of the intake camshaft and the exhaust camshaft is provided with a variable valve operating device.

[0082] Furthermore, in this embodiment, the oil control valve and the main gallery are connected by an external pipe, but the oil control valve and the main gallery may also be connected by an oil passage within the engine.

[0083] In this embodiment, the cross passage of the cam chain chamber is formed by a detachable oil pipe, but the cross passage of the cam chain chamber may be formed in any manner that allows oil to move between the inner and outer walls of the cam chain chamber. For example, the cross passage may be formed by protruding one of the inner and outer walls of the cylinder head toward the other.

[0084] In addition, in this embodiment, the advance passage and the retard passage are partially formed parallel to each other, but if the engine is large enough, the advance passage and the retard passage may be formed non-parallel to each other as a whole.

[0085] In addition, in this embodiment, the advance passage and the retard passage pass above the combustion chamber, but the routes of the advance passage and the retard passage are not particularly limited as long as they extend from the oil control valve, cross the cam chain chamber, and toward the variable valve mechanism.

[0086] In addition, in this embodiment, the oil control valve is installed so as not to overlap the bolts on the outer surface of the cylinder, but the oil control valve may overlap the bolts as long as it does not protrude excessively from the outer surface of the engine.

[0087] In addition, in this embodiment, a pair of oil pipes are arranged in front and behind the cam chain with a space between them in the vertical direction, but the location where the pair of oil pipes are installed is not particularly limited as long as the pair of oil pipes do not interfere with the cam chain.

[0088] In addition, in this embodiment, a pair of plug caps are installed along the rear edge of the down frame, but the installation locations of the pair of plug caps are not particularly limited as long as the pair of plug caps do not interfere with the vehicle body frame.

[0089] Furthermore, in this embodiment, the oil pipe and the plug cap are formed as separate bodies, but the oil pipe and the plug cap may be formed as one body.

[0090] In addition, in this embodiment, one end of the oil pipe is reduced in diameter and a through hole is formed in the radial direction at this end, but the shape of the oil pipe is not particularly limited as long as the oil pipe can cross the cam chain chamber.

[0091] Furthermore, in this embodiment, the support wall of the camshaft is a cam housing that is separate from the cylinder head, but the support wall of the camshaft may be formed integrally with the cylinder head.

[0092] In addition, in this embodiment, the retard passages of the cam housing are connected to the retard grooves from below, and the advance passages of the cam housing are connected to the advance grooves from the sides, but the routes of the advance and retard passages of the cam housing are not particularly limited. For example, the retard passages may be connected to the retard grooves from the sides, and the advance passages may be connected to the advance grooves from below.

[0093] In addition, in this embodiment, a lubrication passage groove is formed from the exhaust side camshaft to the intake side camshaft, but the lubrication passage groove may not be formed and oil may be supplied from the intake side camshaft to the accommodation groove.

[0094] In addition, in this embodiment, the oil control valve is positioned further outward in the vehicle width direction than the radiator and lower than the down frame, but the positional relationship between the radiator and the oil control valve is not particularly limited.

[0095] In addition, in this embodiment, the oil control valve is positioned below the extension line of the lower end of the cooling fan in the air blowing direction, but the positional relationship between the cooling fan and the oil control valve is not particularly limited.

[0096] Furthermore, in this embodiment, the oil control valve is positioned more inward in the vehicle width direction than the engine cover and the down frame, but the oil control valve may be positioned more outward in the vehicle width direction than the engine cover and the down frame.

[0097] Furthermore, in this embodiment, the external piping is positioned more inward in the vehicle width direction than the engine cover and the down frame, but the external piping may also be positioned more outward in the vehicle width direction than the engine cover and the down frame.

[0098] Furthermore, in this embodiment, the area surrounded by the lower surfaces of the main frame, down frame, and cylinder head is formed in a triangular shape, but the shape of the area surrounded by the lower surfaces of the main frame, down frame, and cylinder head is not particularly limited.

[0099] Furthermore, the variable valve timing system is not limited to the illustrated saddle-ride type vehicle, and may be employed in other types of saddle-ride type vehicles. A saddle-ride type vehicle is not limited to all vehicles in which a rider sits astride a seat, but also includes small scooter-type vehicles in which a rider does not sit astride a seat.

[0100] As described above, the variable valve timing system of this embodiment is a hydraulically controlled variable valve timing system mounted on an engine (21), and includes a camshaft (intake side camshaft 72) rotatably supported on a support wall of the engine, a variable valve train (60) that hydraulically advances or retards the camshaft, and an oil control valve (40) that controls the hydraulic pressure for the variable valve train. A thrust stop (74) for axial positioning is formed on the outer peripheral surface of the camshaft, and an advance groove (131) through which oil that advances the camshaft passes, a retard groove (132) through which oil that retards the camshaft passes, and a storage groove (133) that stores the thrust stop are formed on the bearing surface of the support wall. The retard groove is positioned on one wall surface (135) side of the support wall, the storage groove is positioned on the other wall surface (136) side of the support wall, and the advance groove is positioned between the retard groove and the storage groove. With this configuration, the advance grooves are positioned between the retard grooves and the accommodation grooves on the bearing surface of the support wall. This prevents oil leakage from the advance grooves, which require higher oil pressure than the retard grooves, and allows the variable valve mechanism to operate stably using oil pressure. Furthermore, because the retard grooves require less oil pressure than the advance grooves, even if some oil leaks from the retard grooves, it does not affect the operation of the variable valve mechanism.

[0101] In the variable valve timing system of this embodiment, the support wall includes an upper housing (92) that supports the upper half of the camshaft and a lower housing (93) that supports the lower half of the camshaft, and advance grooves, retard grooves, and accommodation grooves are formed in the bearing surfaces of the upper and lower housings. With this configuration, because the upper and lower housings are separate parts from the cylinder head, the mating surfaces of the upper and lower housings have high flatness accuracy, and the advance grooves, retard grooves, and accommodation grooves are formed with high precision. Therefore, the machining accuracy of the advance grooves, retard grooves, and accommodation grooves can be improved, thereby suppressing oil leakage from each groove.

[0102] In the variable valve timing system of this embodiment, a lower housing is fixed onto the cylinder head of the engine. From the oil control valve toward the variable valve mechanism, an advance passage (advance through-passage 102, advance passage groove 103) through which oil for advancing the camshaft passes, and a retard passage (retard passage groove 107, retard through-passage 108) through which oil for retarding the camshaft passes, extend. The retard passage extends below the retard groove through the mating surface between the cylinder head and the lower housing, then penetrates the lower housing to connect to the retard groove from below. The advance passage extends through the lower housing to the mating surface between the lower housing and the upper housing, then passes through the mating surface to connect to the advance groove from the side. With this configuration, the advance passage, which requires a higher oil pressure than the retard groove, is formed in the mating surface between the lower housing and the upper housing. The high flatness precision of the mating surface between the lower housing and the upper housing reduces oil leakage from the advance passage.

[0103] In the variable valve timing system of this embodiment, the upper and lower housings support the intake camshaft and exhaust camshaft (82), the variable valve gear advances or retards the intake camshaft, and a lubrication passage (lubrication passage groove 143) is formed through which lubricating oil flows from the exhaust camshaft to the intake camshaft. At the mating surface between the lower and upper housings, the lubrication passage passes adjacent to the advance passage and connects to the accommodation groove. With this configuration, the thrust stop is lubricated by oil supplied from the lubrication passage to the accommodation groove. Furthermore, a counter hydraulic pressure is generated in the lubrication passage to counter oil leakage from the advance passage, thereby suppressing oil leakage from the advance passage.

[0104] In the variable valve timing system of this embodiment, the advance passage is formed wider than the lubrication passage at the mating surface between the lower housing and the upper housing. With this configuration, the advance passage can ensure the amount of oil necessary to advance the camshaft.

[0105] In the variable valve timing system of this embodiment, portions of the advance passage and the retard passage (advance through passage 102, retard passage groove 103) are sandwiched between adjacent bolts that secure the lower housing to the cylinder head at the mating surface between the cylinder head and the lower housing. With this configuration, the surface pressure near the advance passage and the retard passage at the mating surface between the cylinder head and the lower housing can be increased, thereby suppressing oil leakage.

[0106] Although the present embodiment has been described, other embodiments may be made by combining the above-described embodiments and modifications in whole or in part.

[0107] Furthermore, the technology of the present invention is not limited to the above-described embodiments, and various changes, substitutions, and modifications may be made without departing from the spirit of the technical idea. Furthermore, if the technical idea can be realized in a different way due to technological advances or other derived technologies, it may be implemented using that method. Therefore, the claims cover all embodiments that may fall within the scope of the technical idea. [Explanation of symbols]

[0108] 21: Engine 40: Oil control valve 60: Variable valve train 72: Intake camshaft (camshaft) 74: Thrust stop 82: Exhaust camshaft 92: Upper housing 93: Lower housing 100: Advance passage 105: Retardation passage 130: Bearing surface 131: Advance groove 132: Retard groove 133: Storage groove 135: One wall 136: Other walls 143: Lubrication passage groove (lubrication passage) 151:Mating surface between upper and lower housing 152: Mating surface between cylinder head and lower housing

Claims

1. A hydraulically controlled variable valve timing system mounted on an engine, a camshaft rotatably supported on a support wall of the engine; a variable valve mechanism that hydraulically advances or retards the camshaft; an oil control valve that controls hydraulic pressure for the variable valve mechanism, A thrust stop for axial positioning is formed on the outer peripheral surface of the camshaft, an advance groove through which oil for advancing the camshaft passes, a retard groove through which oil for retarding the camshaft passes, and an accommodation groove for accommodating the thrust stopper are formed in a bearing surface of the support wall; a variable valve timing system characterized in that, on the bearing surface, the retard groove is positioned on one wall surface side of the support wall, the accommodation groove is positioned on the other wall surface side of the support wall, and the advance groove is positioned between the retard groove and the accommodation groove.

2. the support wall has an upper housing that supports an upper half of the camshaft and a lower housing that supports a lower half of the camshaft, 2. The variable valve timing system according to claim 1, wherein the advance groove, the retard groove, and the accommodation groove are formed in the bearing surfaces of the upper housing and the lower housing.

3. the lower housing is fixed onto a cylinder head of the engine, and an advance passage through which oil for advancing the camshaft passes and a retard passage through which oil for retarding the camshaft passes extend from the oil control valve toward the variable valve mechanism, the retard passage extends below the retard groove through a mating surface between the cylinder head and the lower housing, and then penetrates the lower housing to communicate with the retard groove from below; 3. The variable valve timing system according to claim 2, wherein the advance passage extends through the lower housing to a mating surface between the lower housing and the upper housing, and then passes through the mating surface to connect laterally to the advance groove.

4. the upper housing and the lower housing support an intake camshaft and an exhaust camshaft, and the variable valve device advances or retards the intake camshaft, A lubrication passage is formed through which lubricating oil passes from the exhaust camshaft to the intake camshaft, 4. The variable valve timing system according to claim 3, wherein the lubrication passage passes adjacent to the advance passage and communicates with the accommodation groove at the mating surface between the lower housing and the upper housing.

5. 5. The variable valve timing system according to claim 4, wherein the advance passage is formed wider than the lubrication passage at a mating surface between the lower housing and the upper housing.

6. 6. The variable valve timing system according to claim 3, wherein a portion of the advance passage and a portion of the retard passage are sandwiched between adjacent bolts that secure the lower housing to the cylinder head at a mating surface between the cylinder head and the lower housing.

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