JP2006083782A - Lubricating device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide technology for lubricating a slide-contact section simply and properly in a lubricating device for supplying oil to the slide-contact section of an internal combustion engine using a plurality of oil pumps. <P>SOLUTION: In a configuration constituted by supplying oil in an oil pan 5 into a main oil hole 6 by absorbing it by the oil pump and then supplying oil into the slide-contact section of the internal combustion engine through a plurality of branched passages 7, 11, 13 branched from the main oil hole 6, at least one branched passage is branched from the main oil hole 6 between a first flow-in section A being a section where oil supplied by the main oil pump 4 for supplying oil always during operation of the internal combustion engine flows into the main oil hole 6 and a second flow-in section B being a section where oil supplied by the auxiliary oil pump 15 for supplying oil flows into the main oil hole 6 when amount of oil supplied by at least the main oil pump 15 is insufficient. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a lubricating device that supplies oil to a sliding contact portion of an internal combustion engine using a plurality of oil pumps.

  As a lubrication device for an internal combustion engine, a mechanical pump that is driven by a mechanical output of the internal combustion engine and an electric pump that is driven by a mechanical output other than the mechanical output are used in combination. It is known that oil is supplied to the sliding contact portions between them to reduce friction at each sliding contact portion (see, for example, Patent Document 1).

In the internal combustion engine described in Patent Document 1, a hydraulic sensor and a hydraulic control valve, or a hydraulic sensor and an oil amount control valve are arranged in an oil passage to each part of the engine, and this valve is an operating state of the internal combustion engine. In response to this, the hydraulic pressure or oil amount of each part of the engine is controlled so as to become the required hydraulic pressure or oil amount of each part of the engine.
JP 2002-295219 A JP 2003-336513 A No. 7-17766 No. 2-31537 Japanese Utility Model Publication No. 63-18734

  However, in the lubricating device for an internal combustion engine described in Patent Document 1 described above, a hydraulic sensor and a hydraulic control valve, or a hydraulic sensor and an oil amount control valve are arranged in each oil passage to each part of the engine, so the structure is complicated. This is not preferable in terms of mountability, and the control becomes complicated.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a simple and appropriate lubrication apparatus that supplies oil to a sliding contact portion of an internal combustion engine using a plurality of oil pumps. Another object of the present invention is to provide a technique capable of lubricating the sliding contact portion.

  In order to achieve the above object, a lubricating device for an internal combustion engine according to the present invention comprises a plurality of oil pumps, and main oil formed in a cylinder block by sucking up oil stored in an oil pan by the oil pump. A lubricating device for an internal combustion engine, which is supplied to a sliding contact portion of the internal combustion engine through a plurality of branch passages branched from the main oil hole after being supplied to the hole, wherein at least one of the plurality of oil pumps The two oil pumps are main oil pumps that constantly supply oil during operation of the internal combustion engine, and the oil pumps other than the main oil pumps of the plurality of oil pumps are at least the amount of oil supplied by the main oil pumps. An auxiliary oil pump for supplying oil when it is not sufficient, said main oil pump At least 1 between a first inflow portion where oil supplied from the main oil hole flows into the main oil hole and a second inflow portion where oil supplied by the auxiliary oil pump flows into the main oil hole. The two branch passages are branched from the main oil hole.

In the lubricating device for an internal combustion engine configured as described above, when the internal combustion engine is in operation, the oil stored in the oil pan is basically sucked up by the main oil pump and supplied to the main oil hole. The oil is supplied to the sliding contact portion of the internal combustion engine through a plurality of branch passages branched from the main oil hole. If the amount of oil supplied by the main oil pump is not sufficient, the oil stored in the oil pan by the auxiliary oil pump in addition to the main oil pump is sucked up and pumped to the main oil hole, and then the branch passage Oil is supplied to the sliding contact portion of the internal combustion engine via the.

  Further, since at least one branch passage is branched from the main oil hole between the first inflow portion and the second inflow portion, the oil sucked up by the main oil pump and flowing into the main oil hole from the first inflow portion. Since a part of the pressure is supplied to the sliding contact portion via the branch passage, the hydraulic pressure is lowered at the second inflow portion. The tendency becomes stronger as the number of branch passages between the first inflow portion and the second inflow portion increases. In the lubricating device for an internal combustion engine according to the present invention, when the amount of oil supplied by the main oil pump is not sufficient, that is, when the hydraulic pressure is reduced more than necessary, the auxiliary oil pump is provided at the second inflow portion where the hydraulic pressure is reduced. Since the sucked-up oil is supplied, it is possible to prevent a decrease in hydraulic pressure and supply an appropriate amount of oil to all the sliding contact parts to be lubricated.

  In this way, during operation of the internal combustion engine, oil is basically supplied by the main oil pump, and when the amount of oil supplied by the main oil pump is not sufficient, the auxiliary oil pump is driven to supply oil. By supplying the oil, the capacity of the main oil pump that always supplies oil during operation of the internal combustion engine can be reduced. This makes it possible to reduce pump work and improve fuel consumption, particularly in an operation region where a sufficient amount of oil can be supplied to all sliding contact parts to be lubricated by the main oil pump, such as a light load operation region.

  The main oil pump is a mechanical oil pump that supplies driving oil by obtaining driving force by driving an output shaft of an internal combustion engine, and the auxiliary oil pump obtains driving force by other than driving the output shaft. It is an electric oil pump that supplies oil, and preferably further includes a control unit that controls driving of the electric oil pump.

  Thus, by using a mechanical oil pump that obtains driving force by driving the output shaft of the internal combustion engine as the main oil pump and using an electric oil pump as the auxiliary oil pump, the capacity of the mechanical oil pump can be reduced. Since an arbitrary amount of oil can be supplied to the auxiliary oil pump at an arbitrary time such as when the amount of oil supplied by the main oil pump is not sufficient, fuel efficiency can be improved. In addition, by using an electric oil pump as the auxiliary oil pump, it becomes possible to supply oil even after the operation of the internal combustion engine is stopped, and the bearing portion of the turbocharger can be cooled after the operation of the internal combustion engine is stopped. It becomes possible.

  The electric oil pump may further include a hydraulic pressure detection unit that detects a pressure of oil in the main oil hole near the second inflow portion, and the control unit may be configured to control the electric oil pump based on the oil pressure detected by the hydraulic pressure detection unit. It is preferable to control the driving of.

  By providing the oil pressure detecting means in this way, it is possible to reliably detect a decrease in oil pressure, and to reliably supply oil with an electric oil pump when the oil pressure decreases. In addition, this makes it possible to drive the electric oil pump only when the target oil pressure has not been reached, so that the driving of the electric oil pump can be minimized. Therefore, it is possible to minimize deterioration of fuel consumption by driving the electric oil pump.

In addition, oil viscosity calculating means for calculating the viscosity of the oil stored in the oil pan is further provided, and the control means drives the electric oil pump based on the oil viscosity calculated by the oil viscosity calculating means. It is preferable to control.

  When the viscosity of the oil is high, it becomes difficult for the oil to reach the sliding contact portion located downstream of the oil path.In this way, the oil viscosity calculation means is provided, and the control means has a high calculated oil viscosity. The oil can be reliably supplied to all the sliding contact parts to be lubricated by increasing the amount of oil supplied by the electric oil pump.

  The oil temperature detecting means for detecting the temperature of the oil stored in the oil pan and the deterioration degree detecting means for detecting the degree of deterioration of the oil are further provided, and the oil viscosity calculating means includes the oil temperature detecting means. It is preferable to calculate the viscosity of the oil based on the temperature of the oil detected by the oil and the degree of deterioration of the oil detected by the deterioration degree detecting means. Since the viscosity of the oil has a correlation with the temperature and the degree of deterioration, it can be accurately calculated by calculating the viscosity of the oil in this way.

  Further, the apparatus further comprises bearing temperature estimation means for estimating a temperature of a bearing portion of a supercharger provided in the internal combustion engine, and the control means is configured to perform the electric motor based on the temperature of the bearing portion estimated by the bearing temperature estimation means. It is preferable to control the driving of the oil pump.

  As described above, by providing the electric oil pump, the bearing portion of the supercharger can be cooled after the operation of the internal combustion engine is stopped. However, depending on the temperature, the cooling is not necessarily required. Therefore, the control means controls the electric oil pump to be driven only when the temperature of the bearing portion estimated by the bearing temperature estimation means is equal to or higher than a predetermined temperature, thereby driving the electric oil pump to the minimum necessary. To the limit. As a result, it is possible to minimize the deterioration of fuel consumption by driving the electric oil pump.

  In addition, the area of the oil pan in which oil is stored is divided into two areas, and the main oil pump sucks up the oil stored in the first area, which is one of the two areas. And the auxiliary oil pump sucks up oil stored in the second region, which is the other of the two regions, and all the oil supplied to the sliding contact portion of the internal combustion engine is in the first region. It is preferable to return to.

  As a result, in the operation region where a sufficient amount of oil can be supplied to all sliding contact parts to be lubricated by the main oil pump such as the light load operation region, only the oil stored in the first region is supplied. Since the region returns to the first region after lubrication, the oil temperature can be raised earlier than when only one region is provided in the oil pan. Thereby, at the time of starting, it can warm up early.

  Further, when starting at an extremely low temperature, the oil stored in the first region is sucked up by the drive of the main oil pump and supplied to each sliding contact portion, and after returning to the first region again after lubricating each sliding contact portion. In this case, the oil is difficult to return because the viscosity of the oil is high. Therefore, if only the main oil pump is driven in such a case, the oil level of the oil in the first region may drop, and air may be sucked. However, since the oil stored in the second region returns to the first region after lubricating the sliding contact portion, when the electric oil pump is driven in such a case, the oil level of the oil in the first region is changed. It can be increased by that amount and air sucking can be prevented.

  As described above, according to the present invention, even in a lubricating device that supplies oil to a sliding contact portion of an internal combustion engine using a plurality of oil pumps, the sliding contact portion can be lubricated easily and appropriately.

  The best mode for carrying out the present invention will be exemplarily described in detail below with reference to the drawings. However, the dimensions, materials, shapes, and relative arrangements of the components described in the best mode are not intended to limit the scope of the present invention only to those unless otherwise specified. Absent.

  FIG. 1 is a diagram schematically illustrating a lubricating device for an internal combustion engine according to this embodiment and a sliding contact portion to which oil is supplied by the lubricating device. The internal combustion engine 1 is an in-line four-cylinder internal combustion engine in which four cylinders (not shown) are arranged in series, and a piston (not shown) provided in a reciprocating manner in each of the four cylinders is connected to a connecting rod (not shown). ) To the crankshaft 2. When the internal combustion engine 1 is in operation, the rotational force of the crankshaft 2 is transmitted to the camshaft 3 via a timing belt, a pulley (both not shown) and the like.

  The internal combustion engine 1 is provided with a mechanical oil pump (hereinafter referred to as “MOP”) 4 that is driven by rotation of a crankshaft 2 that is an output shaft and supplies oil by pressure. As this MOP4, a well-known four-tooth five-leaf trochoid type pump can be exemplified, and by the action of this MOP4, the oil stored in the oil pan 5 flows along each path of the internal combustion engine along the path shown in FIG. Supplied to the site.

  That is, the MOP 4 sucks up the oil stored in the oil pan 5 through the oil strainer, removes the foreign matter with an oil filter (not shown), and then distributes the oil formed in the cylinder block. Is supplied to the main oil hole 6 which is an oil hole.

  A part of the oil supplied to the main oil hole 6 is supplied to the crank journal 8 via the journal oil passage 7 branched from the main oil hole 6, and lubricates between the outer peripheral surface of the crank journal and the outer peripheral surface of the bearing. To do. Thereafter, the oil is supplied to the crankpin 10 through an internal passage 9 formed in the crankshaft 2 to lubricate between the crankpin 10 and the connecting rod. Thereafter, a part of the oil is supplied between the piston and the cylinder by an oil jet (not shown). Thereby, the piston is cooled and lubricated between the piston and the cylinder.

  As shown in FIG. 1, the main oil hole 6 is formed substantially parallel to the axial direction of the crankshaft 2, and the second cylinder (# 2) and the third cylinder (# 3), which are substantially center positions thereof, are formed. The oil sucked up from the oil pan 5 by the MOP 4 is pumped and supplied to the first inflow portion A that is in between, and flows into the first cylinder (# 1) side or the fourth cylinder (# 4) side from that position. It comes to flow.

  Part of the oil supplied to the main oil hole 6 is supplied to the cylinder head side via the head oil passage 11 branched from the main oil hole 6 on the first cylinder (# 1) side. The oil supplied to the cylinder head side is supplied to the journal (intake camshaft journal or exhaust camshaft journal) 12 of the camshaft 3, and lubricates between the outer peripheral surface of the journal 12 and the outer peripheral surface of the bearing. Thereafter, the valve train is lubricated.

  A part of the oil supplied to the main oil hole 6 is provided in the internal combustion engine 1 through a supercharger oil passage 13 branched from the main oil hole 6 on the first cylinder (# 1) side. It is supplied to the bearing portion of the supercharger 14.

  Further, the internal combustion engine 1 is driven independently of the rotation of the crankshaft 2 to suck up the oil stored in the oil pan 5 and to supply the main on the first cylinder (# 1) side which is the second inflow portion B. An electric oil pump (hereinafter referred to as “EOP”) 15 that supplies oil to the main oil hole 6 by pressure from the end of the oil hole 6 is provided. The EOP 15 is an oil pump that uses a battery (not shown) as a drive source. When a voltage is applied in response to a command signal from an ECU (to be described later), oil having a flow rate corresponding to the applied voltage is supplied to the main oil hole 6. Supply.

  In addition, the region where the oil of the oil pan 5 is stored by the partition member 5a is divided into two regions, a first region and a second region, and the MOP 4 sucks up the oil stored in the first region, The EOP 15 sucks up the oil stored in the area. The oil that has been sucked up by the MOP 4 and the EOP 15 and lubricated each sliding contact portion returns to the first region.

  The internal combustion engine 1 including the lubricating device configured as described above is provided with an electronic control unit (ECU) 16 for controlling the internal combustion engine and the like. The ECU 16 is an arithmetic logic circuit including a CPU, ROM, RAM, backup RAM, and the like.

  The ECU 16 includes a crank position sensor 17 that outputs an electric signal corresponding to the rotational speed of the crankshaft 2, an air flow meter (not shown) that outputs an electric signal corresponding to the amount of air taken into the cylinder of the internal combustion engine 1, An oil pressure sensor 18 for outputting an electric signal corresponding to the oil pressure of the oil flowing through the main oil hole 6 in the vicinity of the second inflow region B, and an electric signal corresponding to the temperature of the oil stored in the oil pan 5 (oil temperature). An oil temperature sensor 19 for output and a soot sensor 20 for outputting an electric signal corresponding to the properties (for example, carbon content) of the oil stored in the oil pan 5 are electrically connected, and these output signals are sent to the ECU 16. It is designed to be entered.

  The ECU 16 executes, for example, input of output signals of various sensors, calculation of the engine speed, calculation of the intake air amount, and the like in a basic routine to be executed at regular intervals. Various signals input by the ECU 16 and various control values obtained by the ECU 16 in the basic routine are temporarily stored in the RAM of the ECU 16. Note that the ECU 16 can calculate the degree of deterioration of the oil based on the output value of the soot sensor 20.

  Further, the ECU 16 is electrically connected to the EOP 15 or the like, and the ECU 16 controls the voltage applied to the EOP 15, in other words, the current value flowing in the EOP 15, whereby the amount of oil supplied by pressure to the main oil hole 6 by the EOP 15, As a result, the amount of oil supplied to each sliding contact portion can be controlled.

  In the internal combustion engine lubrication apparatus configured as described above, the MOP 4 obtains a driving force by driving the crankshaft 2. Therefore, when the internal combustion engine 1 is in operation, an amount of oil corresponding to the engine speed is MOP 4. After being supplied to the main oil hole 6 by pressure, each sliding contact is made from the main oil hole 6 through a plurality of branch passages such as the journal oil passage 7, the head oil passage 11, and the supercharger oil passage 13 described above. Supplied to the site.

  If the amount of oil supplied by MOP4 is not sufficient, the EOP 15 is driven so as to compensate for that amount. Further, the EOP 15 is driven as necessary while the internal combustion engine 1 where the MOP 4 does not supply oil is stopped. And control in EOP15 in that case is performed based on the electric oil pump drive control demonstrated below.

  Hereinafter, the electric oil pump drive control in the present embodiment will be specifically described with reference to FIGS. FIG. 2 is a flowchart showing a control routine of electric oil pump drive control. This routine is stored in advance in the ECU 16, and is executed by the ECU 16 every predetermined time (for example, every 50 ms) while electric power is supplied to the ECU 16.

  In this routine, the ECU 16 first determines in step (hereinafter referred to as “S”) 101 whether or not an ignition switch (hereinafter referred to as “IG”) is ON. If an affirmative determination is made in this step, the process proceeds to S102, where the values of Qrqv, Qrqt, and Qrqd described later are initialized to zero, and the EOP drive request flag described later is turned OFF. On the other hand, if a negative determination is made in S101, the execution of this routine is terminated.

  After processing S102, the process proceeds to S103, and the engine speed Ne is calculated. As described above, this is calculated based on the output value of the crank position sensor.

  Thereafter, the process proceeds to S104, and it is determined whether or not the operation of the internal combustion engine 1 is stopped. This can be determined based on whether or not the engine speed Ne calculated in S103 is zero. If a positive determination is made, the process proceeds to S105, and if a negative determination is made, the process proceeds to S110.

  In S105, the temperature Tbf of the bearing portion of the supercharger 14 is estimated. In this method, the operation history of the internal combustion engine 1 and the elapsed time after the operation stop are substituted into a map prepared in advance and stored in the ROM and estimated. For example, when a predetermined time or more has passed after the operation of the internal combustion engine 1 is stopped regardless of the operation history before the stop, Tbf is estimated to be the atmospheric temperature or a temperature equivalent to the temperature in the engine room.

  Thereafter, the process proceeds to S106, and it is determined whether or not Tbf estimated in S105 is higher than a predetermined temperature Tb1 set in advance. The predetermined temperature Tb1 is a temperature that causes damage such as seizure to the bearing portion unless oil is supplied to the bearing portion of the supercharger 14, and is a value derived in advance through experiments or the like. If a positive determination is made, the process proceeds to S107, and the EOP drive request flag is turned ON. On the other hand, if a negative determination is made in S106, the process proceeds to S109, IG is turned OFF, and the execution of this routine is terminated.

  In S108, since it is determined in S106 that Tbf estimated in S105 is higher than a predetermined temperature Tb1, the EOP 15 is driven to supply oil to the bearing portion of the supercharger 14. At that time, an oil amount Qrqt to be supplied by the EOP 15 is calculated. This is calculated by substituting Tbf estimated in S105 into a map created in advance and stored in the ROM. The map is created so that the higher the Tbf, the greater the Qrqt. Therefore, the higher the estimated temperature Tbf of the bearing portion of the supercharger 14 is, the more Qrqt is calculated, and the bearing portion of the supercharger 14 is cooled earlier. Therefore, it is possible to prevent the bearing portion from being damaged, and the subsequent driving of the supercharger 14 is appropriately performed.

  After the oil amount Qrqt is calculated in S108, or when it is determined in S104 that the internal combustion engine 1 is not stopped, the process proceeds to S110, and the oil temperature (oil temperature) is calculated. This is calculated based on the output value of the oil temperature sensor 19. Thus, the oil temperature sensor 19 and this step function as oil temperature detecting means for detecting the temperature of the oil stored in the oil pan.

Thereafter, the process proceeds to S111, and the degree of oil deterioration is calculated. As described above, this is calculated based on the output value of the soot sensor 20. Thus, the soot sensor 20 and this step function as a deterioration degree detecting means for detecting the deterioration degree of the oil stored in the oil pan.

  Thereafter, the process proceeds to S112, and the viscosity Voil of the oil is calculated. Since the viscosity of the oil has a correlation with the temperature and the degree of deterioration of the oil, this relationship is derived in advance and stored in the ROM as a map, and the map is calculated with the oil temperature calculated in S110 and the S111. It is calculated by substituting the degree of deterioration of the oil.

  Thereafter, the process proceeds to S113, and it is determined whether or not the oil viscosity Voil calculated in S112 is higher than a predetermined oil viscosity Vbse. The predetermined viscosity Vbse is an oil viscosity in which even when the EOP 15 is driven to supply an amount of oil to be supplied, the viscosity of the oil is high and no more than a desired amount of oil is supplied to each sliding contact portion. This is a value derived in advance through experiments or the like. If a positive determination is made, the process proceeds to S114, the EOP drive request flag is turned on, and the process proceeds to S115. On the other hand, if a negative determination is made in S113, the processing of S114 and S115 is skipped and the process proceeds to S116.

  In S115, since it is determined in S113 that the Voil calculated in S112 is higher than the predetermined oil viscosity Vbse, the EOP15 is set to increase the amount of oil to be supplied to the oil passage by the higher oil viscosity. In this case, the oil amount Qrqv to be supplied by the EOP 15 is calculated. This is calculated by substituting the voile calculated in S112 into a map created in advance and stored in the ROM. The map is created so that the higher the voile, the greater the Qrqv. Therefore, the higher the oil viscosity Voil, the more Qrqv is calculated. As a result, the lower the oil temperature, the more Qrqv is calculated, and the higher the degree of deterioration, the more Qrqv is calculated.

  In S116, it is determined whether or not the internal combustion engine 1 has been started. This can be determined based on whether or not the engine speed Ne calculated in S103 is equal to or higher than a predetermined speed (for example, 700 rpm). And when affirmation determination is carried out, it progresses to S117.

  In S117, the intake air amount Ga of the internal combustion engine 1 is calculated based on the output value of the air flow meter. Alternatively, when the internal combustion engine 1 is applied to a hybrid system, the output torque Tq of the internal combustion engine 1 is calculated based on the detected value by the motor generator.

  Thereafter, the process proceeds to S118, and the target oil pressure Potrg is calculated. This is calculated by substituting the engine speed Ne calculated in S103 and the intake air amount Ga or output torque Tq calculated in S117 into a map created in advance and stored in the ROM.

  Thereafter, the process proceeds to S119, and the actual oil pressure Pact, which is the actual oil pressure, is calculated based on the output value of the oil pressure sensor 18. Thus, the hydraulic pressure sensor 18 and this step function as hydraulic pressure detection means for detecting the oil pressure. In S120, a value ΔPo is calculated by subtracting the actual oil pressure Pact calculated in S119 from the target oil pressure Potrg calculated in S118.

  Thereafter, the process proceeds to S121, in which it is determined whether ΔPo calculated in S120 is greater than zero. If a positive determination is made, the process proceeds to S122, the EOP drive request flag is turned on, and the process proceeds to S123. On the other hand, if a negative determination is made in S121, the processing of S122 and S123 is skipped and the process proceeds to S124.

In S123, since ΔPo calculated in S120 is greater than zero, that is, it is determined that the actual oil pressure is lower than the target oil pressure, the EOP 15 is driven to increase the oil amount. At that time, an oil amount Qrqd to be supplied by the EOP 15 is calculated. This is calculated by substituting ΔPo calculated in S120 and voile calculated in S112 into a map created in advance and stored in the ROM. The map is created so that the Qrqd increases as the value of ΔPo increases, and the Qrqd increases as the Voil increases. Therefore, the larger the calculated ΔPo value, the larger the Qrqd is calculated, and the higher the calculated oil viscosity Voil, the larger the Qrqd is calculated.

  To S124, if a negative determination is made in S121, after calculating Qrqd in S123 and in S116, the engine start is not completed, that is, the internal combustion engine 1 is stopped or cranking. In this step, it is determined whether or not the EOP drive request flag is ON. And when affirmation determination is carried out, it progresses to S125.

  In S125, a necessary oil amount Qop to be finally supplied by the EOP 15 is calculated. In this case, when Qrqt, Qrqv, or Qrqd is calculated in the previous steps, the largest value among them, that is, Max (Qrqt, Qrqv, Qrqd) is set as Qop.

  Thereafter, the process proceeds to S126, where the drive current Iop of the EOP 15 is calculated so as to drive the EOP 15 so as to supply the EOP required oil amount Qop calculated in S125, and a voltage corresponding to the current Iop is applied. The EOP drive current Iop is calculated by substituting Qop into a map created in advance and stored in the ROM.

  On the other hand, if a negative determination is made in S124, that is, if the EOP drive request flag is OFF, it is not necessary to drive the EOP 15, so that no current flows through the EOP 15. That is, the EOP15 drive current Iop is set to zero.

  In this way, by driving the EOP 15 based on this electric oil pump drive control, during the stop of the internal combustion engine 1, depending on the temperature of the bearing portion of the supercharger 14 or the oil viscosity at that time A corresponding amount of oil is supplied, and the temperature of the bearing portion can be lowered at an early stage. Further, during cranking (before completion of starting), in addition to the amount of oil supplied by the MOP 4, an amount of oil corresponding to the viscosity of the oil is supplied by the EOP 15.

  Further, when the internal combustion engine 1 is in operation (after completion of starting), it is determined that the oil amount supplied by MOP4 is lower than the target pressure, that is, the oil amount supplied by MOP4 is not sufficient. In this case, the oil pressure is supplied by the EOP 15 so that the actual oil pressure becomes the target oil pressure. Even in such a case, the viscosity of the oil is taken into consideration.

  As described above, in the lubrication apparatus according to the present embodiment, the amount of oil supplied by the MOP 4 during operation of the internal combustion engine 1 is not sufficient because the MOP 4 is always driven during the operation of the internal combustion engine 1 to function as the main oil pump. In this case and when the internal combustion engine 1 is stopped, the EOP 15 is driven to function as an auxiliary oil pump as necessary. Thereby, the rating of the mechanical oil pump which is a main oil pump can be made small with respect to the conventional configuration including only the mechanical oil pump.

As a result, in an operation region where a sufficient amount of oil can be supplied to all sliding contact parts to be lubricated by MOP4, such as a light load operation region, pump work can be reduced and fuel consumption can be improved. .

  On the other hand, at the time of operation where a sufficient amount of oil cannot be supplied to all sliding contact parts to be lubricated by MOP4, such as during high load operation, the oil shortage can be supplied by EOP15, so that all lubrication can be ensured. The sliding contact portion to be lubricated can be lubricated. Further, in such a case, since only a shortage of oil is supplied, it is possible to minimize deterioration of fuel consumption by driving the electric oil pump.

  Further, the two journal oil passages 7, the head oil passage 11, and the supercharger oil passage 13 are branched from the main oil hole 6 between the first inflow portion A and the second inflow portion B. A part of the oil sucked up by the MOP 4 and flows into the main oil hole 6 from the first inflow portion A is supplied to each sliding contact portion through these branch passages. Therefore, although the hydraulic pressure is reduced at the second inflow portion B, the hydraulic pressure is reduced when the amount of oil supplied by the MOP 4 as the main oil pump is not sufficient, that is, when the hydraulic pressure is reduced more than necessary. Since the oil sucked up by the EOP 15 is supplied to the inflow portion B, it is possible to prevent a decrease in hydraulic pressure and supply an appropriate amount of oil to all the sliding contact portions to be lubricated.

  As described above, the area of the oil pan 5 is divided into the first area and the second area by the partition member 5a, and the MOP 4 sucks up the oil stored in the first area. The EOP 15 sucks up the oil stored in the area. Further, all the oil after lubricating each sliding contact portion returns to the first region.

  Based on the electric oil pump drive control described above, the amount of oil supplied from the EOP 15 is determined. However, in a situation where the oil is not deteriorated so much, the target oil pressure is low in the light load operation region. Only works. Therefore, only the oil stored in the first region is supplied, and after lubricating each part, the operation returns to the first region again. In addition, since the partition member 5a is provided with the communication hole 5b at a position higher than the oil level when the internal combustion engine 1 is in operation, oil flows from the second region to the first region during operation. Never do. Thereby, since each part can be lubricated with a small amount of oil, the temperature of the oil can be raised earlier than in the case where the oil storage area of the oil pan 5 is not divided.

  Further, the EOP 15 is driven when the target oil pressure is high, such as during high load operation, when the temperature of the oil is low, or when the oil is extremely deteriorated. In such a case, the oil stored in the second region is sucked up, and after returning to the first region after lubricating each part. Thereby, the oil level height of the 1st field rises and oil will flow into the 2nd field via communication hole 5b.

  In addition, when starting at an extremely low temperature, the oil stored in the first region is sucked up and supplied to each part by driving the MOP 4. And after lubricating each part, it returns to the 1st field again, but in this case, since the oil viscosity is high and the return of the oil is bad, the oil level of the oil in the 1st field may be lowered and air sucking may occur. . Further, when the viscosity of the oil is high as described above, it is considered that the oil is not sufficiently supplied to each part.

  However, when the viscosity of the oil is high (when an affirmative determination is made in S113), the EOP 15 is driven, so that the oil is sufficiently supplied to each part and the oil stored in the second region is supplied to each part. Since the oil returns to the first region after being supplied to the air, air suction can also be prevented. When the oil temperature rises and the oil viscosity falls (when a negative determination is made in S113), the drive of the EOP 15 is stopped and the warm-up of the internal combustion engine 1 is promoted as described above. .

  FIG. 3 is a diagram schematically illustrating a lubricating device for an internal combustion engine according to the present embodiment and a sliding contact portion to which oil is supplied by the lubricating device. The internal combustion engine lubrication apparatus according to the present embodiment is a first part in which oil supplied by the MOP 4 that is the main oil pump flows into the main oil hole 6 with respect to the internal combustion engine lubrication apparatus according to the first embodiment. The only difference is the position of the inflow portion A and the position of the second inflow portion B where the oil supplied by the EOP 15 that is the auxiliary oil pump flows into the main oil hole 6, and the rest is the same as in the first embodiment. Detailed description is omitted.

  As shown in FIG. 3, in this embodiment, the first inflow portion A is provided on one end side (# 1 side) of the main oil hole 6 in the axial direction of the crankshaft 2, and the second inflow portion B is disposed on the main oil hole 6. The oil hole 6 is provided on the other end side (# 4 side) in the axial direction of the crankshaft 2. Further, since it is preferable that the hydraulic sensor 18 detects the pressure of oil in the vicinity of the second inflow region B, the hydraulic sensor 18 is also provided on the # 4 side.

  Therefore, the five journal oil passages 7, the head oil passage 11, and the supercharger oil passage 13 are branched from the main oil hole 6 between the first inflow portion A and the second inflow portion B. A part of the oil sucked up by the MOP 4 and flows into the main oil hole 6 from the first inflow portion is supplied to each sliding contact portion through these branch passages.

  Therefore, the hydraulic pressure is the lowest at the second inflow portion B, but if the oil pressure supplied by the main oil pump MOP4 drops more than necessary, that is, if the oil quantity supplied by the MOP4 is not sufficient, Since the oil sucked up by the EOP 15 is supplied to the second inflow portion B where the oil pressure decreases, it is possible to prevent a decrease in hydraulic pressure and supply an appropriate amount of oil to all the sliding contact portions to be lubricated.

1 is a schematic view of a lubrication device for an internal combustion engine according to Embodiment 1 and a sliding contact portion to be lubricated. FIG. It is a figure which shows a part of flowchart of the control routine of electric oil pump drive control. It is a figure which shows a part of flowchart of the control routine of electric oil pump drive control. It is a figure which shows a part of flowchart of the control routine of electric oil pump drive control. It is a figure which shows a part of flowchart of the control routine of electric oil pump drive control. It is the schematic of the sliding contact site | part lubricated with the lubricating device of the internal combustion engine which concerns on Example 2. FIG.

Explanation of symbols

1 Internal combustion engine 2 Crankshaft 3 Camshaft 4 Mechanical oil pump (MOP)
5 Oil Pan 6 Main Oil Hole 7 Journal Oil Passage 8 Crank Journal 9 Internal Passage 10 Crank Pin 11 Head Oil Passage 12 Camshaft Journal 13 Supercharger Oil Passage 14 Supercharger 15 Electric Oil Pump (EOP)
16 ECU
17 Crank position sensor 18 Oil pressure sensor 19 Oil temperature sensor 20 Soot sensor

Claims (7)

With multiple oil pumps,
After the oil stored in the oil pan is sucked up by the oil pump and supplied to the main oil hole formed in the cylinder block, the sliding contact portion of the internal combustion engine is passed through a plurality of branch passages branched from the main oil hole. A lubricating device for an internal combustion engine supplied to
At least one oil pump of the plurality of oil pumps is a main oil pump that constantly supplies oil during operation of the internal combustion engine,
An oil pump other than the main oil pump among the plurality of oil pumps is an auxiliary oil pump that supplies oil when at least the amount of oil supplied by the main oil pump is not sufficient,
A first inflow portion where oil supplied by the main oil pump flows into the main oil hole and a second inflow portion where oil supplied by the auxiliary oil pump flows into the main oil hole. An internal combustion engine lubricating device characterized in that at least one of the branch passages branches from the main oil hole. The main oil pump is a mechanical oil pump that obtains driving force by driving an output shaft of an internal combustion engine and supplies oil;
The auxiliary oil pump is an electric oil pump that obtains driving force other than driving the output shaft and supplies oil;
The lubricating device for an internal combustion engine according to claim 1, further comprising control means for controlling driving of the electric oil pump. Oil pressure detecting means for detecting the pressure of oil in the main oil hole near the second inflow portion;
3. The lubricating device for an internal combustion engine according to claim 2, wherein the control means controls the driving of the electric oil pump based on the oil pressure detected by the oil pressure detection means. Oil viscosity calculating means for calculating the viscosity of the oil stored in the oil pan,
3. The lubricating device for an internal combustion engine according to claim 2, wherein the control means controls the driving of the electric oil pump based on the oil viscosity calculated by the oil viscosity calculating means. An oil temperature detecting means for detecting the temperature of the oil stored in the oil pan; and a deterioration degree detecting means for detecting the degree of deterioration of the oil,
The oil viscosity calculating means calculates the oil viscosity based on the oil temperature detected by the oil temperature detecting means and the oil deterioration degree detected by the deterioration degree detecting means. Lubricating device for internal combustion engine. Bearing temperature estimating means for estimating the temperature of the bearing portion of the turbocharger provided in the internal combustion engine,
The lubricating device for an internal combustion engine according to claim 2, wherein the control means controls the driving of the electric oil pump based on the temperature of the bearing portion estimated by the bearing temperature estimation means. The area where the oil of the oil pan is stored is divided into two areas,
The main oil pump sucks up oil stored in a first region that is one of the two regions, and the auxiliary oil pump is a second region that is the other of the two regions. Is to suck up the oil stored in the area,
The lubricating device for an internal combustion engine according to any one of claims 1 to 6, wherein all of the oil supplied to the sliding contact portion of the internal combustion engine returns to the first region.

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