JP2000130140A - Drive control device for lubricating pump - Google Patents

Abstract

PROBLEM TO BE SOLVED: To supply lubricating oil responding to the work amount of the auxiliary machine for an engine precisely at the controlling time of the drive of a lubricating pump for supplying the lubricating oil to the auxiliary machine for the engine. SOLUTION: The fuel injection amount of a fuel injection valve 105 is calculated by a fuel injection amount calculation means 107 in response to the running state of an engine and this calculated fuel injection amount is integrated by a fuel injection amount integration means 109 and a lubricating pump P2 is driven by a pump drive means 1111 by the time set advancely in response to the output of the drive order signal from the fuel injection amount integration means 109 at every time when the integration value exceeds the set injection amount.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a lubrication pump for controlling the drive of a lubrication pump for supplying lubricating oil to engine accessories.

[0002]

2. Description of the Related Art Conventionally, for controlling the drive of a lubricating pump for supplying lubricating oil to an engine, for example, Japanese Unexamined Patent Publication No.
Japanese Patent Application Laid-Open No. 0-56114 and Japanese Patent Application Laid-Open No. H10-37730 are already known. In these devices, lubricating oil is supplied from a lubricating pump to an engine accessory.

[0003]

SUMMARY OF THE INVENTION In the above prior art,
The drive of the lubrication pump is controlled according to the operation state of the engine, and the lubrication pump is controlled so as to change the discharge amount according to the operation state of the engine. However, when the work of the engine auxiliary machine is small, the amount of lubricating oil supplied to the auxiliary machine may be small.
When the lubrication pump is controlled so as to change the discharge amount, there is a limit to the lower limit of the amount of lubricating oil supplied to the engine accessory, and in the region where the work of the engine accessory is small, there is no waste of the accessory. Lubricating oil is supplied and the lubricating oil is wasted.

The present invention has been made in view of the above circumstances, and has as its object to provide a drive control device for a lubricating pump capable of supplying a lubricating oil appropriately corresponding to the work of an engine auxiliary machine. Aim.

[0005]

In order to achieve the above object, according to the first aspect of the present invention, a predetermined part of an engine accessory linked to an engine having a fuel injection valve is provided with an operation independent of the engine. A drive control device for a lubrication pump for controlling the drive of the lubrication pump connected to enable the fuel injection amount to be calculated by a fuel injection amount calculation means for calculating a fuel injection amount of the fuel injection valve according to an operation state of the engine; Fuel injection amount integrating means for integrating the fuel injection amount calculated by the fuel injection amount calculating means and outputting a drive command signal each time the integrated value exceeds the set injection amount; and a drive command signal for the fuel injection amount integrating means. Pump driving means for driving the lubrication pump for a preset time according to the output.

According to the first aspect of the present invention, the lubricating oil is wasted to the engine accessory by changing the lubrication interval of the lubrication pump in accordance with the work of the engine accessory. Lubricating oil can be supplied in an appropriate amount. That is, since the work amount of the engine accessory linked to the engine corresponds to the fuel injection amount of the fuel injection valve, the integrated value of the fuel injection amount corresponds to the integrated value of the work amount of the engine accessory. By driving the lubrication pump for the set time every time the integrated value of the injection amount exceeds the set injection amount, it is possible to supply unnecessary lubricating oil to the engine accessory even when the work of the engine accessory is small. It is possible to control the drive of the lubrication pump in an appropriate manner in correspondence with the work load of the engine accessories while avoiding the problem. In addition, an engine having a fuel injection valve always includes a fuel injection amount calculating means for calculating the fuel injection amount of the fuel injection valve according to the operating state of the engine. Since the drive of the lubrication pump is controlled, the fuel injection control device can be used effectively while minimizing the addition of a detector or the like in the drive control of the lubrication pump.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the engine auxiliary device is a supercharging compressor for supercharging the engine with air. According to such a configuration, even when the work amount of the supercharging compressor is small, lubricating oil is not supplied wastefully, so that mixing of lubricating oil into the intake air from the compressor to the engine is minimized. be able to.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the fuel injection amount calculating means determines at least a basic fuel injection amount based on the engine speed and load. The fuel injection amount is determined by correcting based on the atmospheric pressure, the atmospheric temperature, and the engine cooling water temperature. According to such a configuration, an appropriate amount of the fuel injection amount that is more suitable for the operating state of the engine, that is, the operating state of the engine auxiliary equipment. Lubricating oil can be supplied to engine accessories.

[0009] The invention according to claim 4 is the above-mentioned claims 1-3.
In addition to the configuration of the invention according to any one of the above, the apparatus further includes a start determination unit that determines the start of the engine and outputs a drive command signal when the engine is started, and the pump driving unit includes a drive command of the start determination unit. The lubrication pump is driven only once in response to a signal output. According to this configuration, a predetermined amount of lubricating oil is supplied to the engine accessory after the engine is started, and It is possible to prevent a delay from occurring. In addition, since the drive of the lubrication pump is not started in response to the ignition switch being turned on, there is no needless supply of lubricating oil due to the on / off operation of the ignition switch.

Further, according to a fifth aspect of the present invention, there is provided a lubrication pump for controlling the driving of a lubrication pump connected to a predetermined portion of a supercharging compressor linked to an engine so as to be capable of operating independently of the engine. In the drive control device, the work amount calculating means for calculating the work amount of the compressor based on the rotation speed and the supercharging pressure of the compressor, the work amount calculated by the work amount calculating means is integrated, and the integrated value is calculated. A work amount integrating means for outputting a drive command signal every time the set work amount is exceeded, and pump driving means for driving the lubricating pump for a set time according to a drive command signal output from the work amount integrating means. It is characterized by.

According to the above construction, the lubricating oil supply interval of the lubricating pump is changed in accordance with the work amount of the compressor, so that the lubricating oil is supplied to the compressor by a proper amount without waste. Can be supplied.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below based on the embodiments of the present invention shown in the attached drawings.

1 to 16 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional side view of a supercharged engine for a motorcycle, FIG. 2 is a sectional view taken along line 2-2 of FIG. FIG.
-3 line sectional view, FIG. 4 is an enlarged vertical sectional side view of the compressor,
5 is a sectional view taken along line 5-5 of FIG. 4, FIG. 6 is a sectional view taken along line 6-6 of FIG. 5, FIG. 7 is a view taken along arrow 7 of FIG. 4, FIG. FIG. 10 is an exploded vertical sectional view of a main part of the compressor, FIG. 10 is a diagram showing opening / closing timings of an intake valve, an exhaust valve, and a supercharging valve of an engine, and operation timing of a pump piston of the compressor. FIG. FIG. 12 is a vertical cross-sectional view of a lubrication pump for supplying lubricating oil to a compressor, and FIG.
FIG. 14 is a block diagram showing a configuration of a control unit for driving a lubrication pump and a fuel injection valve.
Is a flowchart showing a processing procedure in the fuel injection amount integrating means, and FIG. 16 is a flowchart showing a processing procedure in the pump driving means.

Referring first to FIGS. 1 to 3, an engine body 1 of a supercharged engine E mounted on a motorcycle includes a cylinder head 1b bolted to an upper end surface of a cylinder block 1a, and a cylinder bore of the cylinder block 1a. A combustion chamber 3 is formed between the piston 2 housed in the cylinder 8 and the cylinder head 1b. The cylinder head 1b has an intake port 4 for opening an inner end of the combustion chamber 3,
An exhaust port 5 and a supercharging port 6 are provided. The diameters of these ports 4, 5, and 6 are set so that the diameter of the intake port 4> the diameter of the supercharging port 6> the diameter of the exhaust port 5.

The intake port 4 and the exhaust port 5 are formed such that the inner ends of the ports 4 and 5 have the axis Y of the cylinder bore 8.
Are provided on the cylinder head 1b so as to be along a straight line X perpendicular to the axis and to sandwich the axis Y. The supercharging port 6 has a part of the inner end of the port 6 connected to the intake port 4.
And is provided on the cylinder head 1 b so as to protrude between the inner ends of the exhaust port 5.

The intake port 4 and the exhaust port 5 are connected to an intake manifold and an exhaust manifold (neither is shown) as in a general engine. A reciprocating piston type supercharging compressor C for supercharging the air to the engine E is disposed adjacent to and adjacent to the side of the engine E as an auxiliary device for the engine, and is connected to the valve operating camshaft 11. The port 6 is connected to the discharge conduit 5 of the compressor C.
It is made to communicate with 7. In addition, an intake valve 7i and an exhaust valve 7e arranged on the cylinder head 1b to open and close the inner ends of the intake port 4, the exhaust port 5, and the supercharging port 6, respectively.
And the supercharging valve 7c is urged to the closing side by valve springs 12i, 12e, 12c, and a single valve operating camshaft 11 common to the valves 7i, 7e, 7c is rotatable by the cylinder head 1b. Supported.

An ignition plug 10 for igniting the air-fuel mixture introduced into the combustion chamber 3 is mounted on the cylinder head 1 b, and an electrode 10 a of the ignition plug 10 is on the side opposite to the inner end of the supercharging port 6. At a position between the inner ends of the intake port 4 and the exhaust port 5.

The valve operating cam shaft 11 is arranged along the straight line X. The intake valve 7i and the exhaust valve 7e are arranged in a V-shape along the straight line X while sandwiching the axis Y. Placed in Thereby, the supercharging valve 7c arranged in parallel with the axis Y is changed to the intake valve 7i and the exhaust valve 7e.
Between the cylinder heads 1b.
The engine E can be made compact.

The valve operating camshaft 11 is supported on the cylinder head 1b via a pair of left and right ball bearings 15,16. The valve operating camshaft 11 is disposed between the ball bearings 15 and 16 and has an intake valve 7 i and an exhaust valve 7.
e, a tapered intake cam 11i directly engaged with each valve head.
And an exhaust cam 11e and a supercharging cam 11c engaged with a valve head of a supercharging valve 7c via a rocker arm 19 pivotally supported by the cylinder head 1b. Between the cam 11i and the exhaust cam 11e.

The inner ends of the intake port 4 and the exhaust port 5 are arranged so that the entire inner ends thereof face the cylinder bore 8, but a part of the inner end of the supercharging port 6 is outside the cylinder bore 8. It is arranged to protrude. In other words, a part of the combustion chamber 3 protrudes out of the cylinder bore 8, and the supercharging valve 7c is arranged so that a part of the supercharging port 6 faces the protruding part. Accordingly, a part of the supercharging valve 7c also protrudes out of the cylinder bore 8, and a gap g slightly larger than the opening and closing stroke of the supercharging valve 7c is formed between the protruding portion and the upper surface of the cylinder block 1a. Provided. The opening and closing stroke of the supercharging valve 7c is much smaller than the opening and closing stroke of the intake valve 7i and the exhaust valve 7e.

Between the supercharging valve 7c and one side of the head surface of the piston 2, a first squish area 13 of the combustion chamber 3 which is flattened at the rising end of the piston 2 is defined.
A second squish area 14 of the combustion chamber 3 which is flattened at the limit of the rise of the piston 2 is defined between the other side of the head surface and the cylinder head 1b.

The combustion chamber 3 of the cylinder head 1b has a deepest portion 3a offset from the axis Y toward the spark plug 10, and a concave portion 2a corresponding to the deepest portion 3a is formed on the head surface of the piston 2. You.

A driven sprocket 18 driven via a chain 17 from a crankshaft (not shown) connected to the piston 2 is provided at a protruding end of the valve gear camshaft 11 outward from the left ball bearing 15. It is fixed.

When the valve operating camshaft 11 is driven to rotate from the crankshaft via the chain 17, the intake, exhaust and supercharging cams 11i, 11e, 11c and the valve spring 1
In cooperation with 2, 13, and 14, the intake, exhaust, and supercharging valves 7i, 7e, and 7c are respectively opened and closed according to the timing shown in FIG. Therefore, the supercharging valve 7c is opened for a certain period from just before the intake valve 7i closes to after it closes from the intake stroke to the compression stroke. When the supercharging valve 7c is opened, that is, the high pressure air from the compressor C is supercharged into the combustion chamber 3 from the supercharging port 6 from the end of the intake stroke to the early stage of the compression stroke, thereby increasing the charging efficiency of the engine E. As a result, the engine E can exhibit high output.

In particular, since a part of the inner end of the supercharging port 6 is disposed so as to protrude outward from the cylinder bore 8, the diameter of the supercharging port 6 can be reduced without sacrificing the diameters of the intake port 4 and the exhaust port 5 at all. A sufficiently large diameter can be obtained, a sufficient supercharging amount can be obtained, and the filling efficiency can be effectively increased. Further, since it is not necessary to form the cylinder bore 8 with a special large diameter, knocking does not easily occur. In this case, a part of the supercharging valve 7c that opens and closes the inner end of the supercharging port 6 also protrudes from the cylinder bore 8 and faces the upper surface of the cylinder block 1a. Since the gap g slightly larger than the stroke is provided, the supercharging valve 7c can be opened and closed without being interfered by the cylinder block 1a. In addition, since the opening and closing stroke of the supercharging valve 7c is much smaller than that of the intake valve 7i or the exhaust valve 7e, the reduction of the compression ratio due to the formation of the gap g is relatively small.

The inner ends of the intake port 4 and the exhaust port 5 opening into the combustion chamber 3 are arranged along a straight line X perpendicular to the axis Y of the cylinder bore 8 and are arranged so as to sandwich the axis Y. The inner end of the turbocharger 6 is disposed so that a part thereof protrudes between the inner ends of the intake port 4 and the exhaust port 5.
Each port 4,5,6
Can sufficiently increase the diameter without interfering with each other, and can contribute to further improvement of the charging efficiency and the exhaust efficiency.

On the other hand, since the electrode 10a of the ignition plug 10 is disposed so as to protrude between the inner ends of the intake port 4 and the exhaust port 5 on the side opposite to the inner end of the supercharging port 6, the intake port 4,
The electrode 10a can be brought close to the center of the combustion chamber 3 without being obstructed by the exhaust port 5 and the supercharging port 6, so that the flame generated at the time of ignition reaches the entire periphery of the combustion chamber 3 The time can be reduced as much as possible to contribute to the prevention of knocking.

The supercharging valve 7c is used by utilizing the supercharging valve 7c.
A large first squish area 13 of the combustion chamber 3 is defined between the cylinder head 1 b and one side of the head surface of the piston 2. Since the second squish area 14 is defined,
At the end of the compression stroke, the air-fuel mixture in the combustion chamber 3 is strongly compressed in the first and second squish areas 13 and 14 and is quickly pushed out to the deepest portion 3a side of the combustion chamber 3, whereby the combustion chamber 3 Since the air-fuel mixture is well stirred, the flame propagation speed is increased at the time of ignition, which can contribute to prevention of knocking and lean combustion.

The deepest portion 3a of the combustion chamber 3 is arranged offset from the axis Y of the cylinder bore 8 toward the spark plug 10, and a recess 2a is formed on the head surface of the piston 2 corresponding to the deepest portion 3a. Therefore, a flame is easily generated in the deepest portion 3a and the concave portion 2a at the time of ignition, and the flame is smoothly spread from the deepest portion 3a and the concave portion to the periphery of the combustion chamber 3 including the first and second squish areas 13, 14. And a favorable combustion state of the air-fuel mixture can be obtained.

Next, the compressor C will be described.
4 to 9, the compressor C includes a pump cylinder body 20 having bearing bosses 21 and 22 protruding from both left and right outer surfaces, and a pump slidably fitted in a cylinder hole 24 of the pump cylinder body 20. A piston 25 and a pump crankshaft 26 for driving the pump piston 25 are provided.

As shown in FIG. 7, the pump cylinder main body 20 is fitted with a plurality of bolts 28 with the left bearing boss 21 fitted in the mounting hole 27 in the right side wall of the cylinder head 1b of the engine E. It is connected to the cylinder head 1b.

The pump piston 25 does not have a piston ring, and has a cylinder hole 24 formed in the pump cylinder body 20.
It slides directly inside, and lubricating grease is applied to those sliding surfaces.

The bearing bosses 21, 22 have bearing holes 21a, 22a reaching the inner surface of the pump cylinder body 20, and the pump crankshaft 26 is provided by ball bearings 29, 30 mounted in these bearing holes 21a, 22a. Is supported. Moreover, one end of the pump crankshaft 26 is connected to the valve operating camshaft 11 via a spline 31. In addition, an oil seal 32 is provided in the left bearing hole 21a so as to be in close contact with the outer periphery of the pump crankshaft 26 outside the ball bearing 29. The oil seal 32 withstands the opening pressure of a relief valve 75 described later. It is configured as a high pressure type that can be obtained.

A seal plug 33 adjacent to the outer surface of the ball bearing 30 is mounted in the right bearing hole 22 a, and a cap 34 covering the seal plug 33 is screwed to the outer periphery of the bearing boss 22.

The opposite ends of the cylinder bore 24 in the pump cylinder body 20 is closed by _two first and second pump cylinder heads 23 _1, 23 pairs, first between these pump cylinder head 23 _1, 23 ₂ 1 and the second pump chamber 36 _1, 36 first and second piston head 25 defines ₂ a _1, 25 ₂ are formed at both ends of the pump piston 25.

The pump piston 25, between the two piston heads 25 _1, 25 _2, a circular working chamber 37 which penetrates deviate the second piston head 25 ₂ side, a first piston head 25 ₁ in the transverse direction A piston pin hole 38 which penetrates and supports the piston pin 39 is provided, and the working chamber 3
7, a crankpin 26a of the pump crankshaft 26 and a connecting rod 40 connecting the crankpin 26a to the piston pin 39 are accommodated.

In the connecting rod 40, the crank pin 2
A first bearing hole 40a is provided at an end on the 6a side, and a second bearing hole 40b is provided at an end on the piston pin 39 side, and the first bearing holes 40a and 40b mounted in these bearing holes 40a and 40b are provided. The crank pin 26a and the piston pin 39 are supported by the second needle bearings 41 and 42, respectively.

An oil reservoir 46 is formed in the connecting rod 40, and the oil reservoir 46 is inserted into the two bearing holes 40a, 40a.
Oil holes 47 and 48 communicating with b are formed.

The pump piston 25 is divided into two piston halves 25a and 25b between the working chamber 37 and the piston pin hole 38 in order to facilitate the machining thereof. Are connected by a plurality of bolts 49.

First and second pump cylinder heads 23
_1, the 23 _2, a fitting hole 50, 50 facing the opposing face of the pump cylinder body 20, an annular discharge chamber 51 has a smaller diameter than the fitting hole 50, discharge chamber 51 Are provided with suction chambers 52, 52 each having a circular cross section, and a plurality of through bolts 53 are provided in a state where the outer circumferences of both ends of the pump cylinder body 20 are fitted into the fitting holes 50, 50. ... and nuts with a (not shown) both the pump cylinder heads 23 _1, 23 ₂ are integrally connected to each other.

Further, both pump cylinder heads 23 ₁ , 23
₂ has a first communication pipe 5 communicating between the two suction chambers 52,52.
5 _1, second communication pipe communicating between two discharge chambers 51 and 51 5
5 ₂ and are attached, More ₂ second pump cylinder head 23, an intake conduit 56 communicating the suction chamber 52 to an intermediate portion of an intake manifold (not shown) of the engine E, supercharging port of the discharge chamber 51 engine E 6 is connected to a discharge conduit 57 communicating with the discharge conduit 6.

Between the pump cylinder body 20 and each of the pump cylinder heads 23 ₁ and 23 ₂ , fitting holes 50 and 50 provided in the pump cylinder heads 23 ₁ and 23 ₂ are provided.
, The valve device 58 is provided as follows.

That is, as shown in FIGS. 8 and 9, the valve device 58 is configured by sequentially stacking an annular back plate 60, a thin intake valve plate 61, a valve seat plate 62, and a thin discharge valve plate 63. . The outer periphery of these members 60, 61, 62, 63
The pump cylinder body 20 has a circular shape having a diameter substantially equal to the outer diameter of the end portion.

In the valve device 58, the back plate 60 is disposed on the end face side of the pump cylinder main body 20, and the corresponding pump cylinder head 23 is provided together with the end of the pump cylinder main body 20.
_1, 23 is in the engaged _second fitting hole 50, the pump cylinder body 20 and the pump cylinder heads 23 _1, 23 ₂
Sandwiched between. As described above, the pinching force is applied to the pump cylinder body 20 by the through bolt 53 and the nut.
And the first and second pump cylinder heads 23
_1, 23 avidity binding between ₂ is that untilゝuse.

At this time, each pump cylinder head 23 ₁ ,
23 ₂ , a first knock pin 65 ₁ is fitted into a first positioning hole 64 ₁ provided in the discharge valve plate 63 and the valve seat plate 62, and the valve seat plate 62, the suction valve plate 61 and the back plate 60 are provided.
The second dowel pin 6 is inserted into the second positioning hole 64 ₂ provided in the
5 ₂ is fitted.

A set of three suction holes 67 is formed in the valve seat plate 62 at a position close to the center of the valve seat plate 62 at intervals of 90 degrees in the circumferential direction at four positions. And 7
Two sets of discharge holes 68 are formed at a position close to the outer periphery of the valve seat plate 62 at intervals of 180 degrees in the circumferential direction.

The suction valve plate 61 has the above four sets of suction holes 67.
, And two arc-shaped long holes 69 surrounding each of the two sets of discharge holes 68 so as not to be closed. Each suction reed valve 61
a extend in the radial direction of the suction valve plate 61 such that its base end is close to the outer periphery of the suction valve plate 61 and its front end is as close to the center of the suction valve plate 61 as possible. 61a are formed by slitting the suction valve plate 61 along the outer shape of 61a.

On the inner periphery of the back plate 60, notch-shaped restricting portions 60a corresponding to the base ends of the suction reed valves 61a are provided, and the restricting portions 60a control the suction reed valves 61a. The bending fulcrum is regulated. Thus, the regulation unit 6
When notches 0a are formed, suction reed valves 61a are formed.
Of the deflection length of the cylinder hole 2 of the pump cylinder body 20
4 can be made as long as possible without being disturbed by the opening edge of the opening 4. If the bending length is to be reduced, the restricting portion 60a may be formed in a convex shape.

The discharge valve plate 63 has two sets of discharge holes 68.
, And a large-diameter circular hole 7 surrounding the four sets of suction holes 67 so as not to be closed.
0 is provided. The discharge reed valves 63a are formed by slitting the discharge valve plate 63 along the outer shape.

In the upper surface of the valve seat plate 62, the circular hole 7 is provided.
0 through the corresponding pump cylinder heads 23 ₁ ,
Annular partition wall 62a fitted to the inner circumference of the suction chamber 52 of 23 ₂
Are provided integrally, and the suction chamber 52 and the discharge chamber 51 are partitioned by the annular partition 62a.

As shown in FIG. 5, the pump cylinder body 2
0, a valve mounting hole 71 opening on the outer surface thereof,
A relief hole 72 penetrating the bottom wall of the valve mounting hole 71 is provided, and an annular groove 77 communicating the relief hole 72 with the working chamber 37 is formed in a portion of the inner peripheral surface of the pump cylinder body 20 facing the pump piston 25. Formed.

The valve housing 73 is connected to the first communication pipe 55 _1.
Of the valve housing 73 and a communication hole 74 communicating the inside of the valve housing 73 with the inside of the first communication pipe 55 ₁ .
Multiple holes are drilled on _one peripheral wall. The valve housing 73 accommodates a relief valve 75 capable of opening and closing the relief hole 72 and a valve spring 76 for urging the relief valve 75 in a closing direction by a specified set load.

[0053] In FIG. 4, the inspection hole 80 reaching the suction chamber 52 provided in the pump cylinder heads 23 _1, 23 _2, which is usually closed by a bolt 81.

When the pump crankshaft 26 of the compressor C is driven by the valve camshaft 11 during the operation of the engine E, the pump piston 2
5 is given to force the reciprocating, vacuum and pressure are alternately repeated in the first and second pump chambers 36 _1, 36 ₂ accordingly.

[0055] During the first pump chamber 36 ₁ of the vacuum, the suction port 67 to be opened in accordance with the discharge hole 68 ... closure and suction reed valve 61a of ... by discharge reed valves 63a ..., the air in the intake manifold (not shown) of the engine E Is sucked into the pump chamber 36 ₁ from the suction conduit 56 through the first communication pipe 55 ₁ , the suction chamber 52 and the suction hole 67 in this order. Also in the pressurization of the pump chamber 36 _1, suction reed valve 61a
And the discharge reed valve 63
The pump chamber 36 ₁ is opened by opening the discharge holes 68.
Pressurized air flows from the discharge hole 68 to the discharge chamber 51 and the second communication pipe 5.
5 sequentially through the ₂ and the discharge conduit 57 is supplied to the supercharging port 6 of the engine E.

[0056] Also at the time of the second pump chamber 36 ₂ of the vacuum, as in the first case of the pump chamber 36 ₁ of the discharge reed valves 63a ...
The closing and suction reed valve 61a ... opening of the air in the intake manifold of the engine E, intake from the conduit 56, without passing through the first connecting pipe 55 _1, the suction chamber 52, suction holes 67 and the pump chamber It is drawn to the 36 _2. Also in the pressurization of the pump chamber 36 _2, by the same suction reed valves 61a ... closed and discharge reed valves 63a ... opening of the case of the first pump chamber 36 _1, pressurized air of the pump chamber 36 ₂ From the discharge hole 68 to the discharge chamber 51 and the second communication pipe 5
5 ₂ discharged into the discharge conduit 57 without passing through and supplied to the supercharging port 6 of the engine E.

By the way, in the compressor C, and so actuates one of the first and second pump chamber 36 ₁ by the pump pistons 25, 36 ₂ alternately, the size of the pump piston 25 each part per total unit discharge amount decreases Thus, the compressor C can be greatly reduced in size.

The pump crankshaft 26 has a pair of ball bearings 29, 3 on both side walls of the pump cylinder body 20.
0, the pump crankshaft 26 can be firmly supported by the highly rigid pump cylinder body 20.

The pump piston 25 is connected to the connecting rod 4.
0 is driven from the pump crankshaft 26 through
During the rotation of the pump crankshaft 26, the swing speed of the connecting rod 40 with respect to the piston pin 39 changes smoothly,
Therefore, as shown in FIG. 11, the change in the rotation speed of the needle bearing 42 supporting the piston pin 39 is always smooth, and the durability thereof can be improved.

The pump piston 25 is provided with a cylinder hole 24 of the pump cylinder body 20 without a piston ring.
Since it slides directly inside, power loss due to its sliding resistance can be suppressed to a small value. However, since no piston ring, but it is inevitable that each pump chamber 36 _1, 36 ₂ of the high pressure air from leaking to the actuation chamber 37 through the minute gap between the pump piston 25 and the cylinder bore 24 inner surface, Rather, using this leak, the working chamber 37
The first and second pump chambers 36
_1, 36 and the pressure of the _second pressurized, to reduce the difference between the pressure of the working chamber 37. As a result, the leakage amount of the gas into the working chamber 37 is reduced, it is possible to increase the operating efficiency of the pump chambers 36 _1, 36 _2.

[0061] When the internal pressure of the working chamber 37 is boosted above the specified pressure, since the relief valve 75 to release excess pressure in the working chamber 37 by opening the first communicating pipe 55 ₁ of the low pressure, the working chamber 37 To prevent excessive pressurization of the oil seal 32 and increase the durability of the oil seal 32 and other seal portions.
Leakage of gas from the working chamber 37 to the cylinder head 1b of the engine E can be prevented. And the first communication pipe 5
5 ₁ gas released into the first and second pump chamber 36
_1, 36 because we are again sucked into the _2, without being released to the outside, there is no waste.

Next, a lubricating device for the engine E and the compressor C will be described with reference to FIGS.

Referring first to FIGS. 12 and 13, the lubricating device of the engine E includes a conventional oil pan 83 for storing lubricating oil and a plunger-type lubricating oil sucking lubricating oil from the oil pan 83 through a strainer 84. 1
A lubricating pump P ₁ , a pressurized oil passage 87 a for guiding the lubricating oil discharged from the first lubricating pump P ₁ to a lubricating portion 86 (a piston, a crankshaft, a valve mechanism, etc.) inside the engine; A low-pressure oil passage 87b for returning lubricated oil to the oil pan 83 is provided. The pressurized oil passage 87a and the low-pressure oil passage 87b constitute an engine lubricating oil passage 87.

Next, the lubricating device for the compressor C will be described.
6 bypass oil passage 88 which bypasses the connected, the compressor lubricating oil passage 89 branched from the middle of the bypass oil passage 88 is connected to the compressor C via the second lubricant pump P ₂ of the plunger type. An orifice 90 is provided at an upstream portion of the bypass oil passage 88 to restrict the flow of more lubricating oil than necessary from the pressurized oil passage 87a into the bypass oil passage 88, and to secure an appropriate hydraulic pressure in the bypass oil passage 88. It has become.

The second lubricating pump P ₂ has a pump body 92 fixed to the outer surface of the pump cylinder body 20 of the compressor C, and a pump chamber 93 slidably fitted in a cylinder hole 92 a of the pump body 92. And a plunger 91 which is mounted on the upper surface of the pump main body 92 when excited,
A solenoid 95 for giving a discharge operation to the plunger 91 via the movable core 94; and a return spring 97 for biasing the plunger 91 in the suction operation direction via a retainer 96;
Configured to a small-capacity than the first lubricant pump P ₁ of the engine E.

The pump body 92 has a suction port 98 for connecting the compressor lubricating oil passage 89 to a pump chamber 93.
And a discharge port 99 communicating the pump chamber 93 with the inner peripheral surface of the pump C main body 20 of the compressor C facing the pump piston 25, particularly the annular groove 77,
The suction valve 98 is connected to the suction port 98 and the discharge port 99.
0 and the discharge valve 101 are respectively mounted.

A cover 102 that covers the solenoid 95 is joined to the pump body 92, and an adjustment bolt 103 (stroke adjusting means) for adjusting the operation stroke of the plunger 91 is screwed to the cover 102 via a movable core 94. . Therefore, if the operating stroke of the plunger 91 is adjusted by moving the adjusting bolt 103 forward and backward, the discharge amount of the lubricating oil can be adjusted without changing the operating cycle of the plunger 91, and the capacity and use of the engine E can be controlled. It can easily respond to changes and changes in the environment and the like.

The adjusting bolt 103 includes the bolt 10
A proximity switch 120 is embedded as a sensor that is turned on / off in accordance with the contact / separation of the movable core 94 with respect to the movable core 3. An electric circuit connecting the proximity switch 120 and the power supply 121 is linked to an ignition switch of the engine E. The engine operation detection switch 123 and the display lamp 122 are connected in series. During operation of the engine E, the engine operation detection switch 123 is closed, so that the second lubrication pump P
₂ is operating normally, the proximity switch 120 is turned on and off with the reciprocation of the movable core 94, and the indicator lamp 12 is turned on.
2 will blink. On the other hand, despite during operation of the engine E, if P ₂ is a second lubricant pump operates faulty, the proximity switch 120 remains in the ON or OFF state, be held on or off state indication lamp 122 become. Therefore, by checking the state of the display lamps 122, it can be of the second lubricant pump P ₂ normal to confirm abnormal.

The compressor lubricating oil passage 89 has a predetermined volume so as to have an oil reservoir function, and has a predetermined head H between an upper inlet and a lower outlet. A filter 104 is mounted on the inlet side of the compressor lubrication oil passage 89 such that the filtration surface is exposed to the flow of engine lubrication oil in the bypass oil passage 88.

While the engine E is operating, most of the lubricating oil discharged from the first lubricating pump P ₁ is supplied to the lubricating portion 86 through the pressurized oil passage 87 a, but a part of the lubricating oil is supplied to the orifice 90.
Flows into the bypass oil passage 88 while the flow rate is regulated by
A part of the oil flows to the compressor lubricating oil passage 89 side, and the remainder after passing through the bypass oil passage 88 joins the lubricating oil that has finished lubricating the lubricating portion 86 in the low-pressure oil passage 87b to the oil pan 83.
Reflux.

In the meantime, in the second lubrication pump P ₂ , the plunger 91 reciprocates, that is, performs a pump operation by repetition of excitation and demagnetization of the solenoid 95. During the suction stroke, lubrication is performed from the lubricating oil passage 89 for the compressor. The lubricating oil is sucked into the pump chamber 93 and the lubricating oil is discharged during the discharge stroke.
9 to the annular groove 77 on the inner peripheral surface of the pump cylinder body 20.

The annular groove 77 forms an oil reservoir with the outer peripheral surface of the pump piston 25. The lubricating oil held in the oil reservoir forms the pump cylinder body 20.
And the sliding surfaces of the pump pistons 25 are effectively lubricated.

In addition, the lubricating oil supplied to the annular groove 77 also flows into the working chamber 37 of the pump piston 25, and is scattered by the reciprocating motion of the pump piston 25, and the ball bearing 29 supporting the pump crankshaft 26. , 30 is lubricated, and is held in an oil sump 46 of the connecting rod 40, and through the oil holes 47, 48, the crank pin 26
a and the needle bearings 41, 42 supporting the piston pins 39, respectively, are lubricated.

[0074] These lubricating oil with the reciprocation of the pump piston 25, the pump cylinder body 20 and little by little to leak slide sliding surface gap through the first and second pump chambers 36 _1, 36 ₂ of the pump piston 25 Is supplied to the engine E together with the supercharged air and consumed.

By the way, since the lubricating oil is always flowing in the bypass oil passage 88 and no stagnation of bubbles occurs, the lubricating oil containing no bubbles can be drawn into the compressor lubricating oil passage 89 while being filtered by the filter 104. . In addition, since the compressor lubricating oil passage 89 has an oil accumulation function and is arranged with the inlet facing upward, since the flow of the lubricating oil in the compressor lubricating oil passage 89 is small, air bubbles are generated in the oil. Is generated, the air bubbles immediately rise up the compressor lubricating oil passage 89 to bypass the oil passage 88.
To the oil pan 83 with the lubricating oil passing therethrough.
Is discharged to Also, relatively large bubbles generated in the engine lubricating oil passage 87 are prevented from entering the compressor lubricating oil passage 89 by the filter 104. Therefore,
The second lubrication pump P ₂ can always supply an appropriate amount of lubricating oil without bubbles from the lubricating oil passage 89 for the compressor to the compressor C and lubricate the lubricating oil accurately.

In addition, since the filtering surface of the filter 104 is exposed to the flow of the engine lubricating oil in the bypass oil passage 88, the flow is constantly cleaned and no foreign matter is deposited, so-called a self-cleaning effect. is obtained, it is possible to prevent the reduction of the second lubricant inlet of the pump P ₂ due to clogging of the filtration surface.

Further, since a predetermined head H is provided between the upper inlet and the lower outlet of the compressor lubricating oil passage 89, the lubricating oil in the compressor lubricating oil passage 89 is provided at the suction port 98 of the compressor C. The second lubricating pump P ₂ can supply the lubricating oil to the compressor C without delay at the same time as the operation starts.
Incidentally compressor C is capable of changing the mounting angle in accordance with the engine mode, the second lubricant pump P ₂ and forms of each oil passage accordingly also be changed.

[0078] In FIG. 14, the operation of the second lubricant pump P ₂ is controlled by the control unit 106 _1, the control unit 106 ₁ also the operation of the fuel injection valve 105 for injecting fuel into the engine E To control.

The control unit 106 ₁ controls the fuel injection valve 10
A fuel injection amount calculating means 107 for calculating the fuel injection amount of No. 5 in accordance with the operating state of the engine E, and a fuel injection valve 1 based on the fuel injection amount calculated by the fuel injection amount calculating means 107.
And a fuel injection amount that integrates the fuel injection amount calculated by the fuel injection amount calculation unit 107 and outputs a drive command signal each time the integrated value exceeds a set injection amount. The accumulating means 109, the starting judging means 110 for judging the start of the engine E and outputting a driving command signal at the time of starting the engine E, and the driving command signal from the starting judging means 110 and the fuel injection amount accumulating means 109 are inputted. and a pump driving means 111 ₁ for driving the second lubricant pump P ₂ in response to that.

[0080] The fuel injection amount calculating means 107, the engine speed N _E, the throttle opening theta _TH, the intake pressure P _B, the engine coolant temperature T _W, and the atmospheric temperature T _A and the atmospheric pressure P _A is input, The fuel injection amount calculation means 107 is provided with the fuel injection valve 1
Assuming that the injection time TiM of the fuel injection valve 105 corresponds to the fuel injection amount of the fuel injection valve 05 (TiM = TiMM × K)
Is calculated as

Here, TiMM is the engine speed N
_EAnd the throttle opening θ as the engine load_THRespond to
Fuel injection obtained from a predetermined map
Where K is the intake pressure P_B, Atmospheric pressure P_A, Great temperature T
_AAnd engine cooling water temperature T_WIs a correction term based on.
The intake pressure P as the engine load_BAnd engine rotation
Number N_EThe map of the basic fuel injection time TiMM according to
The correction term K is determined in advance and the atmospheric pressure P_A, Great temperature T_A
And engine cooling water temperature T_WBased on
In any case, the fuel injection amount calculating means 107
Is the engine speed N _EAnd engine load based
The basic fuel injection time TiMM as the main fuel injection amount is reduced
Atmospheric pressure P_A, Great temperature T_AAnd engine cooling water
Warm T_WCombustion based on the fuel injection amount
The injection time TiM will be determined.

The fuel injection amount integrating means 109 executes processing according to the procedure shown in FIG. 15. In step S1, the fuel injection time corresponding to the fuel injection amount obtained by the fuel injection amount calculating means 107 is calculated. By performing the integration, an integrated value of the fuel injection time corresponding to the fuel injection amount is obtained.

In step S2, it is determined whether or not the integrated value of the fuel injection time corresponding to the fuel injection amount exceeds the set time corresponding to the set injection amount.
Sets the flag FU to "1" and outputs a drive command signal,
In step S4, the integrated value is cleared.

[0084] start determination means 110 is for determining the starting of the engine E on the basis of the ON-OFF signal and the engine speed N _E of the engine operation detecting switch 123, the engine operation detection switch 123 is on, the engine It is determined that the engine E has started in response to the rotation speed _NE being equal to or higher than the set rotation speed.
A drive command signal in which the flag FS is set to “1” is output.

Pump driving means 111 ₁ drives second lubricating pump P ₂ in accordance with the procedure shown in FIG. 16 according to the drive command signal from fuel injection amount integrating means 109 and the drive command signal from start determination means 110. In a step S11, it is determined whether or not the flag FS is “1”.
That is, it is determined whether or not the start determination unit 110 outputs a drive command signal based on the determination of the start of the engine E.

When it is determined in step S1 that FS = 1, that is, when the oral instruction signal is output from the start determination means 110 in response to the start of the engine E, the flag FS is set to "0" in step S12. after setting, allowed to drive the second lubricant pump P ₂ by energizing the second lubricating solenoid 95 of pump P ₂ in step S13.

When it is determined in step S11 that FS = 0, that is, before the engine E is started, and even after the engine E is started, in the process after FS = O is set in step S12, the process proceeds to step S14. It is determined whether or not the flag FU is "1". This flag FU
Becomes "1" when the fuel injection amount integrating means 109 outputs a drive command signal in response to determining that the integrated value of the fuel injection amount has exceeded the set injection amount.
Is a processing step for determining whether or not the integrated value of the fuel injection amount has exceeded the set injection amount.

If it is determined at step S14 that FU = 1, then at step S15 the flag F
U is set to "0", and after setting the timer in step S16, the process proceeds to step S13.

If it is determined in step S14 that FU = 0, the process proceeds from step S14 to step S17. In step S17, it is determined whether the time measured by the timer has exceeded the set time. Before the lapse of time, the second lubricating pump P
_When energization of the solenoid 95 is continued and it is determined in step S17 that the set time has elapsed, step S1 is performed.
At 9, the energization of the solenoid 95 is stopped.

According to the pump driving means 111 ₁ , the second lubricating pump P _{2 has} a time corresponding to one arithmetic processing cycle time in response to the start judging means 110 judging that the engine E has started. There is driven only once, and the second lubricant pump P ₂ accumulated value of the fuel injection amount is sustained by a set time for each exceeds the set injection quantity of the fuel injection valve 105 is to be driven.

[0091] According to the second lubricating drive control of the pump P _2, so as to vary the fuel supply interval by a second lubricant pump P ₂ in response to workload of the compressor C is auxiliary engine, A proper amount of lubricating oil can be supplied to the compressor C without waste. That is, since the work amount of the compressor C linked to the engine E corresponds to the fuel injection amount of the fuel injection valve 105, the integrated value of the fuel injection amount corresponds to the integrated value of the work amount of the compressor C. by the integrated value of driving only the second lubricant pump P ₂ set time every time exceeds the set injection amount, to avoid useless the lubricating oil is supplied to the compressor C even when the work of the compressor C is small While properly responding to the work of compressor C
It is possible to control the drive of the lubricant pump P _2. In addition, the engine E including the fuel injection valve 105 is
The fuel injection amount of 05 is intended always provided with a fuel injection amount calculating means 107 for calculating in accordance with the operating condition of the engine E, the second drive of the lubricant pump P ₂ using the calculated value of the fuel injection amount calculating means 107 and controls the can effectively utilize the fuel injection control device while as much as possible avoid adding a new detector or the like when the drive control of the second lubricant pump P _2.

In addition, since the lubricating oil is not wastefully supplied even when the work amount of the compressor C for supercharging is small, the mixing of the lubricating oil into the intake air from the compressor C to the engine E is minimized. be able to.

[0093] The fuel injection amount calculating means 107, corrected based on the basic fuel injection amount based on the engine speed N _E and the load of the engine E, at least the atmospheric pressure P _A, the ambient temperature T _A and the engine coolant temperature T _W Thus, the appropriate amount of lubricating oil adapted to the operating state of the engine E, that is, the operating state of the compressor C, can be supplied to the compressor C.

Further, the start of the engine E is determined by the start determining means 1.
Is determined at 10, at the time of starting the engine E in response to a drive command signal from the above start moving determining means 110 is output, since the second lubricant pump P ₂ is driven only once,
Since a predetermined amount of lubricating oil is supplied to the compressor C after the engine E starts, it is possible to prevent a delay in lubrication. Moreover, since not the second starts driving the lubricant pump P ₂ in response to the ignition switch-on, there is no possibility that waste lubricating oil supply by turning on and off the ignition switch is made.

FIG. 17 shows a second embodiment of the present invention, in which parts corresponding to those in the first embodiment are denoted by the same reference numerals.

The second lubrication pump P ₂ and the fuel injection valve 10
Actuation of 5 is intended to be controlled by the control unit 106 _2, the control unit 106 _2, the fuel injection valve 10
A fuel injection amount calculating means 107 for calculating the fuel injection amount of No. 5 in accordance with the operating state of the engine E, and a fuel injection valve 1 based on the fuel injection amount calculated by the fuel injection amount calculating means 107.
05, a work amount calculating means 113 for calculating the work amount of the compressor C, a work amount calculated by the work amount calculating means 113, and the integrated value is set to the set work amount. A work amount accumulating means 114 for outputting a drive command signal every time the engine E is started, a start judging means 110 for judging the start of the engine E and outputting a drive command signal when the engine E is started, the start judging means 110 and the work and a pump driving means 111 ₂ drive command signal from the amount integrating means 114 drives the second lubricant pump P ₂ in response to the input.

The work amount calculation means 113 includes a compressor
C suction pressure P_S, Discharge pressure P_CAnd engine speed N_E
Is entered. Thus, the work amount calculation means 113
Pressure P _CFrom suction pressure P_SAnd the differential pressure obtained by subtracting
The rotation speed of the presser C, that is, 1 / the rotation speed of the engine E
2. A map of the workload corresponding to 2 is set in advance.
The factor calculating means 113 calculates the suction pressure P of the compressor C._S,
Discharge pressure P_CAnd engine speed N_EBased on the
Calculate the work amount by the top.

The work amount accumulating means 114 accumulates the work amount calculated by the work amount calculating means 113 and outputs a drive command signal every time the integrated value exceeds the set work amount.

The pump driving means 111 ₂ drives the second lubricating pump P ₂ only once in response to the start judging means 110 judging that the engine E has started. There drives the second lubricant pump P ₂ sustained by the set time for each exceeding amount setting work.

According to the second embodiment, the compressor C
It can be of so as to vary the fuel supply interval by a second lubricant pump P ₂ in response to workload, to supply only the lubricating oil without waste proper amount of lubricating oil to the compressor C.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the appended claims. It is possible to do.

[0102]

As described above, according to the first aspect of the present invention, the lubricating oil is supplied to the engine accessory by changing the lubrication interval of the lubrication pump in accordance with the work of the engine accessory. An appropriate amount of lubricating oil can be supplied without waste, and the drive of the lubrication pump is controlled using the calculated value of the fuel injection amount calculation means that is always provided in an engine equipped with a fuel injection valve. The fuel injection control device can be used effectively while minimizing the addition.

According to the second aspect of the present invention, since the lubricating oil is not supplied wastefully even when the work amount of the supercharging compressor is small, lubrication into the intake air from the compressor to the engine is prevented. Oil mixing can be minimized.

According to the third aspect of the present invention, an appropriate amount of lubricating oil adapted to the operating state of the engine, that is, the operating state of the engine accessory can be supplied to the engine accessory.

According to the fourth aspect of the present invention, it is possible to prevent a delay in lubrication, and it is possible to prevent unnecessary supply of lubricating oil due to turning on / off of the ignition switch.

According to the fifth aspect of the present invention, the lubricating oil is supplied to the compressor in a proper amount without waste by changing the lubrication interval of the lubricating pump in accordance with the work amount of the compressor. Can be.

[Brief description of the drawings]

FIG. 1 is a vertical sectional side view of a supercharged engine for a motorcycle according to a first embodiment.

FIG. 2 is a sectional view taken along line 2-2 of FIG.

FIG. 3 is a sectional view taken along line 3-3 in FIG. 1;

FIG. 4 is an enlarged vertical sectional side view of the compressor.

FIG. 5 is a sectional view taken along line 5-5 in FIG. 4;

FIG. 6 is a sectional view taken along line 6-6 in FIG. 5;

FIG. 7 is a view taken in the direction of arrow 7 in FIG. 4;

FIG. 8 is an exploded plan view of a main part of the compressor.

FIG. 9 is an exploded vertical sectional view of a main part of the compressor.

FIG. 10 is a diagram showing opening / closing timings of an intake valve, an exhaust valve, and a supercharging valve of an engine, and operation timings of a pump piston of a compressor.

FIG. 11 is a diagram showing a change in rotation speed of a needle bearing on a pump piston side in a compressor.

FIG. 12 is a longitudinal sectional view of a lubrication pump that supplies lubricating oil to a compressor.

FIG. 13 is a sectional view taken along line 13-13 of FIG. 12;

FIG. 14 is a block diagram illustrating a configuration of a control unit that drives a lubrication pump and a fuel injection valve.

FIG. 15 is a flowchart showing a processing procedure in a fuel injection amount integrating means.

FIG. 16 is a flowchart showing a processing procedure in a pump driving unit.

FIG. 17 is a block diagram corresponding to FIG. 14 of the second embodiment.

[Explanation of symbols]

105 ... fuel injection valves 107 ... fuel injection amount calculating means 109 ... fuel injection amount integrating means 110 ... start determination means 111 _1, 111 ₂ ... pump driving means 113 ... work load calculation Means 114 ・ ・ ・ Work amount integrating means C ・ ・ ・ Compressor as engine auxiliary equipment E ・ ・ ・ Engine P ₂・ ・ ・ Lubricating pump

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Kaoru Ranichi 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Mihiro Takada 1-4-1 Chuo, Wako-shi, Saitama F term in Honda R & D Co., Ltd. (reference) 3G013 AA05 AA13 AB02 BA01 BB15 BB21 BB32 BC25 EA01 EA08 EA14

Claims (5)

[Claims] 1. A predetermined portion of an engine accessory (C) linked to an engine (E) having a fuel injection valve (105),
In a lubrication pump drive control device for controlling the drive of a lubrication pump (P ₂ ) connected to enable operation independent of the engine (E), the fuel injection valve (10
5) The fuel injection amount calculating means (107) for calculating the fuel injection amount according to the operating state of the engine (E), and the fuel injection amount calculated by the fuel injection amount calculating means (107) is integrated. Fuel injection amount integrating means (109) for outputting a drive command signal every time the integrated value exceeds the set injection amount
And a pump driving means (111 ₁ ) for driving the lubricating pump (P ₂ ) for a preset time in accordance with a driving command signal output of the fuel injection amount integrating means (109). Drive control device for lubrication pump. 2. The drive control device for a lubrication pump according to claim 1, wherein the engine auxiliary device (C) is a supercharging compressor for supercharging air to the engine (E). 3. The fuel injection amount calculation means (107),
The fuel injection amount is determined by correcting a basic fuel injection amount based on a rotation speed and a load of the engine (E) based on at least an atmospheric pressure, an atmospheric temperature, and an engine cooling water temperature. Lubrication pump drive control device. 4. A start judging means (110) for judging the start of the engine (E) and outputting a drive command signal when starting the engine (E), wherein the pump driving means (111 ₁ ) drive control device of the lubricant pump according to any one of claims 1 to 3 in accordance with a drive command signal output of the determination means (110) and drives only the single lubricating pump (P _2). 5. A drive of a lubrication pump (P ₂ ) connected to a predetermined portion of a supercharging compressor (C) interlocked with the engine (E) so as to be able to operate independently of the engine (E). A drive control device for a lubrication pump for controlling a work amount calculating means (113) for calculating a work amount of the compressor (C) based on a rotation speed and a supercharging pressure of the compressor (C); A work amount integrating means (114) for integrating the work amount calculated by the arithmetic means (113) and outputting a drive command signal each time the integrated value exceeds a set work amount; And a pump drive means (111 ₂ ) for driving the lubrication pump (P ₂ ) for a set time in accordance with the drive command signal output of the lubrication pump (P ₂ ).