JP2006138307A - Internal combustion engine lubricating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine lubricating device for accelerating the warm-up of a piston while reducing friction at starting and reducing the driving load of an oil pump in a medium speed rotation region. <P>SOLUTION: The internal combustion engine lubricating device 100 comprises an oil jet for supplying oil to the piston 20 of an internal combustion engine 1 to cool the piston 20 and for supplying oil to a cylinder bore 30 to lubricate and cool the cylinder bore 30. The oil jet has a piston oil jet portion 105 and a cylinder bore oil jet portion 106. Depending on the operated condition of the internal combustion engine, the oil jet 150 supplies the oil to at least one of the piston 20 and the cylinder bore 30. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an internal combustion engine lubrication device, and more particularly to an internal combustion engine lubrication device capable of supplying oil to pistons and cylinder bores.

Conventionally, a lubricating device for an internal combustion engine is disclosed in, for example, Japanese Utility Model Laid-Open No. 4-121408 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2002-266539 (Patent Document 2).
Japanese Utility Model Publication No. 4-121408 Japanese Patent Laid-Open No. 2002-266639

  In the conventional technology, oil is also injected into the inner wall surface of the cylinder bore by cooling the back of the piston and opening and closing the ball valve when the pressure exceeds the specified pressure, and it has two oil jets to generate scuff by simple means. It is to prevent. However, since the above-described device cools the piston even when starting after cold, there is a problem that the warming of the piston is delayed and the sound of the piston continues for a long time.

  Accordingly, the present invention has been made to solve the above-described problems, and is an internal combustion engine that can reduce friction at the time of start-up, reduce oil pump drive load in the middle speed rotation range, and promote piston warm-up. An object is to provide a lubricating device.

  The internal combustion engine lubrication apparatus according to the present invention can supply oil to the piston of the internal combustion engine to cool the piston, and can supply oil to the cylinder bore to lubricate and cool the cylinder bore. The oil jet has an oil jet part for a piston and an oil jet part for a cylinder bore. Oil can be supplied to at least one of the piston and the cylinder bore by an oil jet according to the operating state of the internal combustion engine.

  In the lubricating device for an internal combustion engine configured as described above, oil can be supplied to at least one of the piston and the cylinder bore by an oil jet according to the operating state of the internal combustion engine. It is possible to reduce the load on the oil pump and to promote warming up of the piston.

  Preferably, the oil can be supplied to at least one of the piston and the cylinder bore by an oil jet according to the viscosity and flow rate of the oil.

  Preferably, oil can be supplied to at least one of the piston and the cylinder bore by an oil jet according to the temperature and flow rate of the oil.

  Preferably, switching between the oil jet portion for the piston and the oil jet portion for the cylinder bore is performed by a valve, and the position of the valve is determined by the balance between the pressing force to the valve by the oil flow and the pressing force to the valve by the elastic body. Is determined.

  Preferably, the lubricating device of the internal combustion engine is connected to the oil jet portion for the piston and the oil jet portion for the cylinder bore in accordance with the rotational speed of the internal combustion engine, the oil temperature or the intake air temperature, the throttle opening, and the product of the rotational speed and the throttle opening. And a controller for controlling the amount of oil supplied.

  According to the present invention, it is possible to provide a lubricating device for an internal combustion engine that can reduce the friction at the time of starting, reduce the oil pump driving load in the middle speed rotation region, and promote the warming up of the piston. Can do.

  Embodiments of the present invention will be described below with reference to the drawings. In the following embodiments, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

(Embodiment 1)
FIG. 1 is a cross-sectional view of an internal combustion engine having a lubricating device according to Embodiment 1 of the present invention. Referring to FIG. 1, an internal combustion engine 1 according to the present invention is an engine and has a lubricating device 100. The internal combustion engine 1 includes a cylinder block 10 and a piston 20 accommodated in a cylinder bore 30 of the cylinder block 10. The piston 20 is connected to the crankshaft 50 by a connecting rod 40. As the piston 20 reciprocates, the reciprocating motion is converted into a rotational motion by the connecting rod 40 and the crankshaft 50 rotates.

  As the engine, either a gasoline engine or a diesel engine can be used. Further, in the case of a gasoline engine, it may be a so-called direct injection engine in which fuel is directly injected into the combustion chamber, or an engine in which fuel is injected in a port.

  Further, in the case of a diesel engine, a so-called direct injection type diesel engine in which the top of the piston 20 is removed to form a combustion chamber and fuel is directly injected into the combustion chamber may be adopted. A so-called sub-chamber type diesel engine that injects fuel may be employed.

  Various materials such as iron and aluminum can be employed as the material constituting the piston 20. Moreover, as a manufacturing method of piston 20, various methods, such as casting and forging, are employable.

  A cooling channel for promoting cooling may be provided on the back side of the piston 20. A ring groove is provided on the outer periphery of the piston 20, and a piston ring (not shown) is fitted into the ring groove. In order to cool the piston 20 and to cool and lubricate the cylinder bore 30, oil is injected from the lubricating device 100 in the directions indicated by the arrows 121 and 122. The oil indicated by the arrow 121 is injected from the cylinder bore oil jet portion 106 of the lubricating device, and the oil indicated by the arrow 122 is injected by the piston oil jet portion 105.

  The oil injected in the direction indicated by the arrow 121 contacts the cylinder bore 30 (bore wall) and reduces the friction between the cylinder bore 30 serving as the bore wall and the piston 20. That is, the oil sprayed in the direction indicated by the arrow 121 forms an oil film on the surface of the cylinder bore 30, and the oil film comes into contact with the piston 20, thereby preventing direct contact between the piston 20 and the cylinder bore 30, and friction resistance. Can be reduced.

  The oil supplied in the direction indicated by the arrow 122 collides with the back surface of the piston 20 and takes the heat of the piston 20. The deprived oil falls downward and is collected in an oil pan, and is then used again for lubrication via an oil pump and, depending on the destination, an oil cooler. The piston oil jet portion 105 and the cylinder bore oil jet portion 106 constitute an oil jet 150, and either one or both can inject oil.

  Thus, both the piston oil jet part 105 and the cylinder bore oil jet part 106 do not inject oil, the piston oil jet part 105 injects oil, and the cylinder bore oil jet part 106 does not inject oil, The cylinder bore oil jet portion 106 injects oil, the piston oil jet portion 105 does not inject oil, and the cylinder bore oil jet portion 106 and the piston oil jet portion 105 both inject oil. Can be adopted.

  The oil injected from the cylinder bore oil jet section 106 and the piston oil jet section 105 may be in the form of large droplets, or may be in the form of a mist.

  Furthermore, the injection pressure is not particularly limited, and either high pressure injection or low pressure injection can be employed.

  FIG. 2 is a cross-sectional view showing the lubricating device in FIG. 1 in detail. With reference to FIG. 2, the lubrication apparatus 100 includes a housing 101 attached to the cylinder block 10. The housing 101 has an internal space composed of a first chamber 102, a second chamber 103, and a bypass chamber 104. Oil 112 is stored in this internal space. A movable stopper 108 is provided in the internal space, and the movable stopper 108 is positioned by a compression spring 107. A piston oil jet portion 105 and a cylinder bore oil jet portion 106 are provided so as to be continuous with the internal space, and oil can be ejected from the cylinder bore oil jet portion 106 in a direction indicated by an arrow 121. Oil can be ejected from the jet part 105 as indicated by an arrow 122.

  Oil is supplied from the inlet 114 of the housing 101. The supplied oil is once stored in the first chamber 102, and is discharged or not discharged from the cylinder bore oil jet portion 106 and / or the piston oil jet portion 105 depending on the position of the movable stopper 108. The movable plug 108 can move in the range indicated by the arrow 111, and it is determined whether the oil 112 is not discharged to the outside or is released to the outside depending on the position of the movable plug 108.

  3 to 6 are cross-sectional views for explaining the operation of the lubricating device shown in FIG. Referring to FIG. 3, when the engine is normally started, that is, when the temperature of oil 112 is, for example, 0 ° C. or higher and the engine speed (crankshaft speed) is 600 revolutions or less, the position shown in FIG. The movable stopper 108 is positioned. The position of the movable plug 108 is determined by the pressing force by the compression spring 112 and the pressing force of the oil flowing in from the inlet 114. In the state shown in FIG. 3, the pressing force by the oil 112 is small. It will be the extended position. When the movable plug 108 is located at this position, the oil flowing from the inlet 114 passes through the bypass chamber 104 and reaches the cylinder bore oil jet portion 106. Thereafter, as shown in FIGS. 1 and 2, the oil 112 is injected in the direction indicated by the arrow 121, and the oil 112 lubricates the cylinder bore 30. That is, the oil 112 flows from the inlet 114 through the first chamber 102, the bypass chamber 104, the second chamber 103, and the cylinder bore oil jet section 106 from the time when the engine is stopped to the time immediately after starting and at a low speed as shown in FIG. The cylinder bore 30 that is the wall surface is reached. As a result, a large amount of oil can be supplied to the cylinder bore 30 at the start, and the friction at the start can be reduced.

  Referring to FIG. 4, the oil flow rate from inlet 114 increases during medium speed rotation. Thereby, the pressing force to the movable stopper 108 by the oil 112 increases, and the movable stopper 108 moves downward from the position shown in FIG. Therefore, the movable plug 108 seals the outlet of the bypass chamber 104 and seals the inlets of the piston oil jet portion 105 and the cylinder bore oil jet portion 106. As a result, the oil 112 is not ejected from the cylinder bore oil jet portion 106 and the piston oil jet portion 105. Accordingly, during the medium speed rotation, the oil is sealed in the first chamber 102 and the bypass chamber 104 and is not injected. As a result, the oil injection amount can be reduced, and the driving load of the oil pump can be reduced. Further, since the piston 20 is not cooled, warming up of the piston 20 can be promoted.

  With reference to FIG. 5, at the time of high rotation, the flow rate of oil from the inlet 114 becomes particularly large, and accordingly, the pressing force of the oil 112 against the movable plug 108 also becomes large. As a result, the compression spring 107 further contracts from the position shown in FIG. For this reason, the movable plug 108 opens the inlet of the piston oil jet portion 105 and seals the inlet of the cylinder bore oil jet portion 106. For this reason, the oil in the first chamber 102 flows into the oil jet portion 105 for piston. This oil 112 is injected in the direction indicated by the arrow 122 to cool the piston 20. At the time of high rotation, the amount of heat generated in the combustion chamber also increases, so it is necessary to remove this heat. By injecting the oil 112 in the direction indicated by the arrow 122 and bringing it into contact with the piston 20, the piston 20 can be sufficiently cooled by the oil.

  Referring to FIG. 6, FIGS. 3 to 5 show the case where the temperature of the oil 112 is 0 ° C. or higher and the viscosity of the oil is low, but when the temperature of the oil 112 is 0 ° C. or lower, the oil 112 Viscosity increases rapidly. For this reason, the oil flowing in from the direction indicated by the arrow gives a particularly large pressing force to the movable plug 108. As a result, the movable plug 108 moves to the lowest side. At this time, the compression spring 107 is in the most contracted state. When the movable plug 108 moves downward, the movable plug 108 opens the inlets of both the piston oil jet portion 105 and the cylinder bore oil jet portion 106. As a result, the oil in the first chamber 102 is supplied to both the piston oil jet portion 105 and the cylinder bore oil jet portion 106, and the oil 112 is injected from the cylinder bore oil jet portion 106 in the direction indicated by the arrow 121. Oil 112 is jetted from the oil jet section 105 in the direction indicated by the arrow 122. Thereby, the cylinder bore 30 is lubricated with oil, and the friction at the time of starting can be reduced. Furthermore, by injecting oil from the oil jet part 105 for pistons, the resistance to the oil by the lubricating device 100 can be reduced. As a result, the generation of excessive hydraulic pressure can be reduced, and the load applied to the oil pump can be reduced.

  The lubrication apparatus 100 according to the present invention can supply oil to the piston 20 of the internal combustion engine 1 to cool the piston 20, and supplies oil to the cylinder bore 30 to lubricate and cool the cylinder bore 30. The oil jet 150 includes an oil jet part 105 for a piston and an oil jet part 106 for a cylinder bore. Oil can be supplied to at least one of the piston 20 and the cylinder bore 30 with an oil jet according to the operating state of the internal combustion engine 1.

  The oil jet 150 can supply the oil 112 to at least one of the piston 20 and the cylinder bore 30 in accordance with the viscosity and flow rate of the oil 112.

  The oil jet 150 can supply the oil 112 to at least one of the piston 20 and the cylinder bore 30 in accordance with the temperature and flow rate of the oil 112.

  Switching between the piston oil jet portion 105 and the cylinder bore oil jet portion 106 is performed by a movable plug 108 as a valve. The movable plug 108 is pressed by an oil flow to the movable plug 108 and a compression spring 107 as an elastic body. The position of the movable stopper 108 valve is determined by the balance with the pressing force to the valve.

  In the lubricating device 100 configured as described above, it is possible to reduce friction at the time of starting. Furthermore, the driving load of the oil pump in the medium speed rotation range can be reduced. Furthermore, the warming of the piston can be promoted.

(Embodiment 2)
FIG. 7 is a diagram of a vehicle engine system having a lubricating device according to the second embodiment of the present invention. Referring to FIG. 7, a vehicle engine system including an engine ECU that implements a lubrication apparatus according to Embodiment 2 of the present invention will be described.

  As shown in FIG. 7, in this engine system, air through the air cleaner 200 is introduced into the combustion chamber of the engine. At that time, the intake air amount is detected by the air flow meter 202, and a signal representing the intake air amount is input to the engine ECU 1000. Further, the amount of intake air varies depending on the opening degree of the throttle valve 300. The opening degree of the throttle valve 300 is changed by a throttle motor 304 that is operated based on a signal from the engine ECU 1000. The opening degree of the throttle valve 300 is detected by the throttle position sensor 302, and a signal indicating the opening degree of the throttle valve 300 is input to the engine ECU 1000.

  The fuel is stored in the fuel tank 400 and is injected from the high pressure fuel injector 804 into the combustion chamber by the fuel pump 402 via the high pressure fuel pump 800. An igniter-integrated ignition coil 808 in which a mixture of air introduced from the intake manifold and fuel injected from the fuel tank 400 via the high-pressure fuel injector 804 into the combustion chamber is input with a control signal from the engine ECU 1000 is used. It is ignited and burns.

  The exhaust gas after the air-fuel mixture burns passes through the exhaust manifold, passes through the three-way catalytic converter 900 and the three-way catalytic converter 902, and is discharged to the atmosphere.

  This engine system has an EGR device in which the flow rate is controlled by an EGR valve 502 from the downstream side of the three-way catalytic converter 900 through an EGR (Exhaust Gas Recirculation) pipe 500.

  FIG. 8 is a control block diagram including an engine ECU 1000 that controls the engine system, various sensors, and various actuators. Referring to FIG. 8, an engine ECU (Electronic Control Unit) 1000 includes an A / D (analog / digital) converter 1010 that converts analog signals from various sensors into digital signals, and an EFI-CPU (Electronic Fuel Injection-). A central processing unit (1020), an ECT-CPU (Electronically Controlled Automatic Transmission-Central Processing Unit) 1030, a constant voltage power supply 1040 for supplying power to these CPUs, and a communication IC 1050 for communicating with the body multiplex communication 2000 Including.

  The vacuum sensor 306 is a pressure sensor that detects the pressure in the intake pipe. The air flow meter 202 is a sensor that detects an intake air amount and an intake air temperature, and is a sensor for obtaining information related to the intake air.

  The throttle position sensor 302 is disposed, for example, on the throttle body and detects the opening degree of the throttle valve 300. For example, by adopting an electronic position sensor using a Hall element, accurate control and permanent reliability can be ensured. The accelerator position sensor 1102 is a sensor that detects how much the driver has depressed the accelerator pedal 1100.

  The oxygen sensor 710 detects the oxygen concentration of the exhaust gas on the engine side of the upstream catalytic converter, and the oxygen sensor 712 detects the exhaust gas between the upstream three-way catalytic converter 900 and the downstream three-way catalytic converter 902. Detect the oxygen concentration of the gas.

  The water temperature sensor 706 detects the water temperature of the engine cooling water. The fuel pressure sensor 700 detects the pressure at the time of combustion in the combustion chamber in each cylinder.

  The cam angle sensor 708 is attached to the rear end of the cylinder head, and the cam angle sensor 708 detects the protrusion of the camshaft timing rotor fixed to the intake camshaft, thereby detecting the cylinder and the actual camshaft angle. can do. The cam angle sensor 708 is also an electromagnetic pickup sensor with high detection accuracy, similar to the crank angle sensor 702 described above.

  The crank angle sensor 702 is a sensor that detects the crank angle and the number of rotations, and an electromagnetic pickup sensor or the like with high detection accuracy is used. As the crankshaft rotates, the air gap between the crankshaft timing rotor projection attached to the crankshaft 50 and the crank angle sensor changes, so that the magnetic flux passing through the coil portion of the crank angle sensor 702 increases and decreases. An electromotive force is generated. This generated voltage is opposite when the timing rotor protrusion approaches and separates from the crank angle sensor 702, and thus appears as an AC voltage, whereby the crank position and crank angular velocity can be detected. Knock sensor 704 detects the state of knocking in the engine.

  Next, an actuator that outputs a control signal from engine ECU 1000 will be described. The high-pressure fuel injector 804 is a high-pressure slit nozzle fuel injector, and is injected into the combustion chamber while greatly expanding in the shape of a fan atomized by the action of the slit nozzle. An EDU 806 is provided to operate the high pressure fuel injector 804 at high speed and precision.

  The OCV 802 for VVT is an oil control valve for controlling the phase of the intake camshaft at an optimal valve timing. The opening of canister purge VSV 406 is controlled by a control signal from engine ECU 1000 in order to increase or decrease the amount of canister purge. The throttle motor 304 adjusts the opening / closing of the throttle valve 300.

  The airflow control valve VSV 602 is a valve that opens and closes the airflow control valve 600 in accordance with the operating state of the engine. Based on a control signal output from the engine ECU 1000, an actuator diaphragm is provided via the airflow control valve VSV 602. The air flow control valve 600 is opened and closed by switching the negative pressure applied to the chamber.

  The EGR stepping motor 502A is a motor that adjusts the opening degree of the EGR valve 502 of the EGR device, and a control signal is output from the engine ECU 1000.

  The high-pressure fuel pump 800 is a pump for pressurizing the fuel, and is attached to the cylinder head cover. The high-pressure fuel pump 800 includes an electromagnetic valve that opens and closes a suction passage for low-pressure fuel from the fuel tank 400, a plunger that pressurizes fuel driven by a camshaft, and a check valve that mechanically opens and closes a passage to the fuel delivery pipe. To do.

  FIG. 9 is a cross-sectional view of the lubricating device 100 shown in FIG. Referring to FIG. 9, lubrication apparatus 100 is different from lubrication apparatus 100 according to the first embodiment in that movable stopper 108 is controlled by control unit 160.

  The movable plug 108 can move in the vertical direction indicated by the arrow 111 and can be positioned at positions A to D. The movable stopper 108 is controlled by a control unit 160 including a connecting rod 161 and a coil 162. The position of the connecting rod 161 of the control unit 160 is controlled by the coil 162. Specifically, for example, a magnet is embedded in the connecting rod 161, and the position of the connecting rod 161 is determined according to the repulsive force against the electromagnetic force generated by the coil 162 and the attractive force.

  Coil 162 is connected to engine ECU 1000 shown in FIG. 7, and the position of connecting rod 161 can be continuously changed according to the electric power supplied from engine ECU 1000.

  In this embodiment, an example in which the position of the movable stopper 108 is determined using a coil as the control unit 160 is shown, but the configuration of the control unit 160 is not limited to this, and the control unit 160 is configured using a stepping motor. May be configured. Specifically, the stepping motor is provided with a pinion, the connecting rod 161 is provided with a rack, the rack and the pinion mesh with each other, and the connecting rod 161 and the movable plug 108 move up and down according to the rotation of the stepping motor (pinion). It is good.

  Further, the coil 162 may have the same configuration as the solenoid of the spool valve that constitutes the oil control valve.

  Next, a method for driving the lubrication apparatus 100 using the apparatus shown in FIGS. 7 to 9 will be described. FIG. 10 is a flowchart showing the operation of the lubricating device 100. Referring to FIG. 10, when driving lubrication apparatus 100, first, crank angle sensor 702 detects the rotational speed of crankshaft 50. The detected number of revolutions is transmitted to engine ECU 1000, and it is determined whether the number of revolutions is 500 rpm (rotations / minute) or more (step 1001, hereinafter, step is referred to as S).

  If the rotational speed is 500 rpm or less (NO in S1001), engine ECU 1000 determines that the engine is in the start-up mode. Next, information about the intake air temperature is sent from the air flow meter 202 incorporating the intake air temperature sensor to the engine ECU 1000. Engine ECU 1000 determines whether the intake air temperature is 0 ° C. or higher. When engine ECU 1000 determines that the intake air temperature is 0 ° C. or higher (YES in S1002), engine ECU 1000 sends a signal to control unit 160 to drive movable plug 108 to position A, and movable plug 108 moves (FIG. 3). As a result, oil 112 is injected from the cylinder bore oil jet section 106 in the direction indicated by the arrow 121, and the oil is supplied to the cylinder bore 30. Thereby, the cylinder bore 30 is sufficiently lubricated, and problems such as scuffing at the time of starting do not occur.

  If the engine ECU determines that the intake air temperature is 0 ° C. or higher (NO in S1002), engine ECU 1000 sends a signal to control unit 160 to drive movable plug 108 to position D. When the movable plug 108 reaches position D, oil 112 is injected from the piston oil jet portion 105 and the cylinder bore oil jet portion 106 (see FIG. 6). By injecting oil from the two jet sections at low temperatures, it is possible to prevent excessive hydraulic pressure from occurring without increasing the pressure in the hydraulic circuit in advance, and to reduce the load applied to the oil pump.

  If engine ECU 1000 determines that the rotational speed of crankshaft 50 is 500 rpm or more (YES in S1001), engine ECU 1000 determines that it is in the normal operation mode. Further, engine ECU 1000 determines whether or not the rotational speed of crankshaft 50 is equal to or greater than a predetermined value N (S1003). If engine ECU 1000 determines that the rotational speed is N or less (NO in S1003), engine ECU 1000 determines whether the throttle opening is equal to or greater than T based on throttle opening information transmitted from throttle position sensor 302. (S1004). If the throttle opening is equal to or smaller than T (NO in S1004), engine ECU 1000 sends a signal to control unit 160 to position movable stopper 108 at position B. Accordingly, the movable plug 108 is positioned at the position B, and the oil 112 is not ejected from either the piston oil jet portion 105 or the cylinder bore oil jet portion 106.

  If engine ECU determines that the throttle opening is equal to or greater than T (YES in S1004), engine ECU 1000 sends a signal to control unit 160 to position movable plug 108 at position C. Accordingly, the control unit 160 positions the movable plug 108 at the position C (see FIG. 5). As a result, the oil 112 is ejected from the piston oil jet portion 105.

  If engine ECU 1000 determines that the rotational speed is greater than or equal to N (YES in S1003), engine ECU 1000 determines whether the product of the rotational speed and the throttle opening is greater than or equal to N × T (S1005). If engine ECU 1000 determines that the product of the rotational speed and the throttle opening exceeds N × T (YES in S1005), engine ECU 1000 positions movable plug 108 at position C with respect to control unit 160. Signal. Accordingly, the control unit 160 positions the movable plug 108 at the position C (see FIG. 5). Along with this, oil is ejected from the oil jet portion 105 for piston.

  If engine ECU 1000 determines in S1005 that the product of the rotational speed and the throttle opening is N × T or less, engine ECU 1000 sends a signal to control unit 160 to position movable plug 108 at position B. Accordingly, the control unit 160 positions the movable plug 108 at the position B (see FIG. 4). As a result, no oil is ejected from either the piston oil jet portion 105 or the cylinder bore oil jet portion 106.

  In this embodiment, the temperature is determined based on the intake air temperature in S1002, but the determination in S1002 may be performed based on the oil temperature (oil temperature). That is, the position of the movable stopper 108 is determined as either A or D depending on whether the oil temperature is 0 ° C. or higher.

  FIG. 11 is a diagram showing the position of the movable stopper viewed from the viewpoint of the engine speed and the throttle opening. Referring to FIG. 11, when the engine speed is 500 or less, it is the start mode, so the position of the movable plug is A or D. On the other hand, if the engine speed is 500 or more, it is determined as the normal operation mode, and the position of the movable stopper is set to either B or C depending on whether the product of the speed and the throttle opening is greater than T × N. The When the product is large, the high speed operation or the high load operation is performed, so that the movable stopper is positioned at the position C, and the oil is ejected from the oil jet portion 105 for piston to cool the piston. On the other hand, if the product is equal to or less than T × N, it is set to the medium load operation or the light load operation, and the movable stopper stops the ejection of oil. As a result, the driving force of the oil pump can be saved and the fuel consumption can be improved.

  12 and 13 are graphs showing the relationship between the oil temperature, the determination rotational speed N, and the determination throttle opening T. Referring to FIGS. 12 and 13, in the engine provided with the oil temperature sensor, the values of the determination rotation speed N and the determination throttle opening degree T are variable depending on the oil temperature. In FIG. 12, N or T is set to continuously decrease as the oil temperature increases. In FIG. 13, N or T is set to decrease stepwise as the oil temperature increases. Thus, if the determination rotation speed N and the determination throttle opening degree T are set in consideration of the oil temperature, the cooling efficiency can be further improved.

  When there is no oil temperature sensor, the determination throttle opening degree T and the determination rotation speed N can be set to constant values.

  The lubricating device 100 according to the second embodiment configured as described above has the same effects as the lubricating device 100 according to the first embodiment.

(Embodiment 3)
FIG. 14 is a plan view of a lubricating device according to the third embodiment of the present invention. 15 is a cross-sectional view taken along line XV-XV in FIG. Referring to FIG. 14, in lubricating device 100 according to the third embodiment, movable stopper 108 is rotatable about connecting rod 161 in the direction indicated by arrow R. The movable plug 108 has a columnar shape, and the housing 101 that houses the movable plug 108 also has a cylindrical shape. A first oil passage 108a, a second oil passage 108b, and a third oil passage 108c are provided in the movable stopper 108 so as to penetrate the movable stopper 108, and the first to third oil passages 108a to 108c are respectively provided. It is connected to an oil passage provided in the connecting rod 161. The first to third oil passages 108a to 108c are arranged so as to extend radially outward from the center of the circle, and the oil can pass therethrough. When the movable stopper 108 rotates in the direction indicated by the arrow R, the first to third oil passages 108 a to 108 c can also rotate in the direction indicated by the arrow R around the connecting rod 161.

  The casing 101 surrounding the movable plug 108 includes a piston oil jet portion 105 and a cylinder bore oil jet portion 106 so as to extend in the outer peripheral direction. The piston oil jet part 105 and the cylinder bore oil jet part 106 are paths for supplying oil to the piston or the bore as oil passage paths. Each of the piston oil jet portion 105 and the cylinder bore oil jet portion 106 communicates with the space surrounded by the casing 101, and communicates with the first to third oil passages 108a to 108c and the oil delivery passage. Become.

  Referring to FIG. 15, the control unit 160 includes a connecting rod 161 connected to the movable stopper 108, a first gear 163 attached to the outer periphery of the connecting rod 161, and a second gear 164 engaged with the first gear 163. And a connecting shaft 165 connected to the second gear 164, and a motor 166 for rotating the connecting shaft 165. The connecting rod 161 has an oil passage inside, and the oil passage is connected to the first to third oil passages 108a to 108c. The connecting rod 161 is rotatably held, and the movable stopper 108 is attached to one end side, and the first gear 163 is attached to the other end side.

  The first gear 163 meshes with the second gear 164, and when the motor 166 rotates the connecting shaft 165, this rotation is transmitted to the second gear 164 and the first gear 163, and the first gear 163 moves the connecting rod 161. Rotate. As a result, the movable stopper 108 connected to the connecting rod 161 also rotates.

  In this embodiment, the control unit 160 includes a motor. However, the present invention is not limited to this, and the control unit 160 may include a solenoid that can reciprocate. The reciprocating motion of the solenoid may be converted into a rotational force by a rack and a pinion, and this rotational force may be transmitted to the connecting rod 161.

  16 to 19 are plan views for explaining the operation of the lubricating device shown in FIGS. 14 and 15. The control of the rotational position shown in FIGS. 16 to 19 follows the flowchart shown in FIG. 10, and the position A to D of the movable stopper in the second embodiment is changed from the position A of the third oil passage 108c in FIGS. Corresponds to D.

  Referring to FIG. 16, at the time of normal engine start, that is, when the temperature of oil 112 is, for example, 0 ° C. or more and the engine speed (crankshaft speed) is, for example, 500 revolutions or less, FIG. As shown, the movable plug 108 is positioned such that the third oil passage 108c is positioned at the position A. At this time, since the second oil passage 108b and the cylinder bore oil jet portion 106 communicate with each other, the oil supplied from the oil passage in the connecting rod 161 is injected from the cylinder bore oil jet portion 106 in the direction indicated by the arrow 121, Oil lubricates the cylinder bore.

  Referring to FIG. 17, at the time of medium speed rotation, third oil passage 108c is positioned at 1B. As a result, the outlets of the first to third oil passages 108 a to 108 c are closed, and no oil is discharged from the cylinder bore oil jet portion 106 and the piston oil jet portion 105.

  Referring to FIG. 18, the third oil passage 108 c is positioned at the position C during high rotation. As a result, the first oil passage 108 a communicates with the piston oil jet portion 105, oil is supplied from the first oil passage 108 a to the piston oil jet portion 105, and the oil is discharged in the direction indicated by the arrow 122.

  Referring to FIG. 19, at the time of low temperature start (temperature 0 ° C.), third oil passage 108 c is positioned at position D. At this time, the second oil passage 108 b communicates with the piston oil jet portion 105, and the third oil passage 108 c communicates with the cylinder bore oil jet portion 106. As a result, oil is injected from the piston oil jet portion 105 in the direction indicated by the arrow 122, and oil is injected from the cylinder bore oil jet portion 106 in the direction indicated by the arrow 121.

  The lubricating device 100 according to the present invention includes a piston oil jet portion 105 and a cylinder bore oil jet portion in accordance with the rotational speed of the crankshaft 50, the oil temperature or the intake air temperature, the throttle opening, and the product of the rotational speed and the throttle opening. The control part 160 which controls the supply amount of the oil to 106 is provided.

  The lubricating device 100 according to the third embodiment configured as described above has the same effects as the lubricating device 100 according to the first and second embodiments.

  Although the embodiment of the present invention has been described above, the embodiment shown here can be variously modified. First, the internal combustion engine according to the present invention can be used as an internal combustion engine for a generator as well as one mounted on an automobile or a motorcycle.

  Furthermore, as an internal combustion engine, the present invention may be applied to either a single-cylinder engine provided with only one piston or an engine provided with a plurality of pistons. Further, the present invention can be applied to various engines such as an in-line type, a V type, and a W type as engine types. Furthermore, the oil injection can be variously changed according to not only the oil temperature and the rotation speed but also the oil pressure, the load, the rotation speed, the oil temperature, and the operation state.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention can be applied in the field of lubricating devices for internal combustion engines.

1 is a cross-sectional view of an internal combustion engine having a lubrication device according to Embodiment 1 of the present invention. It is sectional drawing which shows the lubrication apparatus in FIG. 1 in detail. It is sectional drawing for demonstrating operation | movement of the lubricating device shown in FIG. It is sectional drawing for demonstrating operation | movement of the lubricating device shown in FIG. It is sectional drawing for demonstrating operation | movement of the lubricating device shown in FIG. It is sectional drawing for demonstrating operation | movement of the lubricating device shown in FIG. It is a figure of the engine system which has a lubricating device according to Embodiment 2 of this invention. It is a control block diagram including an engine ECU 1000 that controls the engine system, various sensors, and various actuators. It is sectional drawing of the lubrication apparatus 100 shown in FIG. 3 is a flowchart showing the operation of the lubrication apparatus 100. It is a figure which shows the position of the movable stopper seen from a viewpoint of engine speed and throttle opening. 4 is a graph showing the relationship between oil temperature, a determined rotation speed N, and a determined throttle opening degree T. 4 is a graph showing the relationship between oil temperature, a determined rotation speed N, and a determined throttle opening degree T. It is a top view of the lubricating device according to Embodiment 3 of this invention. It is sectional drawing along the XV-XV line | wire in FIG. FIG. 16 is a plan view for explaining the operation of the lubricating device shown in FIGS. 14 and 15. FIG. 16 is a plan view for explaining the operation of the lubricating device shown in FIGS. 14 and 15. FIG. 16 is a plan view for explaining the operation of the lubricating device shown in FIGS. 14 and 15. FIG. 16 is a plan view for explaining the operation of the lubricating device shown in FIGS. 14 and 15.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Internal combustion engine, 10 Cylinder block, 20 Piston, 30 Cylinder bore, 40 Connecting rod, 50 Crankshaft, 100 Lubricator, 101 Case, 102 1st chamber, 103 2nd chamber, 104 Bypass chamber, 105 Oil jet part for pistons , 106 Cylinder bore oil jet part, 107 compression spring, 108 movable stopper, 111 arrow, 112 oil, 150 oil jet.

Claims (5)

An internal combustion engine lubrication apparatus having an oil jet capable of supplying oil to a piston of an internal combustion engine to cool the piston and supplying oil to the cylinder bore to lubricate and cool the cylinder bore. And
The oil jet has an oil jet part for a piston and an oil jet part for a cylinder bore,
A lubricating device for an internal combustion engine capable of supplying oil to at least one of a piston and a cylinder bore by the oil jet according to an operating state of the internal combustion engine.   The lubricating device for an internal combustion engine according to claim 1, wherein oil can be supplied to at least one of a piston and a cylinder bore by the oil jet according to the viscosity and flow rate of the oil.   The lubricating device for an internal combustion engine according to claim 1, wherein the oil jet can supply oil to at least one of a piston and a cylinder bore in accordance with the temperature and flow rate of the oil.   Switching between the oil jet portion for the piston and the oil jet portion for the cylinder bore is performed by a valve, and the valve is performed by balancing the pressing force to the valve by an oil flow and the pressing force to the valve by an elastic body. The internal combustion engine lubrication device according to claim 1, wherein the position of the internal combustion engine is determined.   The amount of oil supplied to the oil jet section for the piston and the oil jet section for the cylinder bore is determined according to the rotational speed of the internal combustion engine, the oil temperature or the intake air temperature, the throttle opening, and the product of the rotational speed and the throttle opening. The lubricating device for an internal combustion engine according to claim 1, further comprising a control unit for controlling.

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