JP2008267160A - Lubricator for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the lubricator for the internal combustion engine, in which proper lubrication is attainable so as to restrain excessive friction from being applied to the engine irrespective of its modes of operation. <P>SOLUTION: A scavenge pump 51 is provided on an engine 11, which pump 51 is driven by drive force of the engine 11 by way of a pump driving device 53 and connected to a gas-liquid separator 58 and an oil tank 59 through an oil collection passage 52, an oil supply passage 61 for supplying oil in the tank 59 to the engine 11 is provided, and a feed pump 62 is provided on an oil supply passage 61. The pump driving device 53 is controlled by an ECU 50 according to the operation state of the engine 11. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a lubricating device for an internal combustion engine that supplies oil to, for example, a valve operating system or a sliding system in the internal combustion engine, and more particularly to a dry sump type lubricating device.

  In an engine, smooth operation of the valve system is ensured by always supplying oil to a valve system that opens and closes intake and exhaust valves and a sliding system that drives a crankshaft, piston, and the like. At the same time, it prevents wear and heat generation in the sliding system. As one of such lubricating devices, a dry sump type lubricating device has been proposed. In this dry sump type lubricating device, the oil used in each part of the engine is recovered from the crankcase by a scavenge pump, stored in an oil tank provided separately from the engine, and stored in this oil tank. Oil is supplied to each necessary lubrication part such as a valve system and a sliding system of an engine by a feed pump.

  By the way, in this dry sump type lubricating device, the oil returned to the crankcase from the engine lubrication required part is collected and stored in the oil tank by the scavenge pump, and supplied again to the engine lubrication necessary part by the feed pump. In this case, the scavenge pump is driven in conjunction with the rotation of the crankshaft of the engine. That is, the drive belt is wound around a pulley fixed to the drive shaft of the scavenge pump and a pulley fixed to the crankshaft.

  In addition, as a dry sump-type lubrication apparatus, there exists a thing described in the following patent document 1, for example.

JP 2000-337119 A

  In the conventional dry sump type lubrication device, as described above, the scavenge pump is structured to be driven by the crankshaft of the engine. Therefore, the friction of the engine is increased by this scavenge pump, and this influence becomes large particularly in the low rotation region of the engine, and the engine output performance may be lowered. Further, in the dry sump type lubrication device, the crank chamber is divided for each cylinder, and each crank chamber is communicated by a communication portion, and this communication area is reduced. There is a risk that pumping loss may occur due to insufficient relaxation of the pressure fluctuation in the crank chamber. In the conventional engine lubrication control device described in Patent Document 1 described above, the scavenge pump is electrically operated. However, the control of the electric scavenge pump becomes complicated, and the parts cost and manufacturing cost increase. There is a problem of end up.

  The present invention solves such a problem, and provides a lubricating device for an internal combustion engine that enables appropriate lubrication by suppressing an increase in friction in the internal combustion engine regardless of the operating state of the internal combustion engine. For the purpose.

  In order to solve the above-described problems and achieve the object, a lubricating device for an internal combustion engine of the present invention is provided with an oil recovery passage for recovering oil lubricated from the internal combustion engine from a crankcase, and the oil recovery passage. A scavenge pump; pump driving means for driving the scavenge pump by the driving force of the internal combustion engine; an oil tank for storing oil recovered by the oil recovery passage; and supplying oil from the oil tank to the internal combustion engine. An oil supply passage, a feed pump provided in the oil supply passage, and a pump control means for controlling the pump drive means in accordance with an operating state of the internal combustion engine are provided.

  In the lubricating device for an internal combustion engine of the present invention, the pump control means reduces the ratio of the discharge amount of the scavenge pump to the discharge amount of the feed pump by the pump drive means in a low rotation range of the internal combustion engine. It is a feature.

  In the lubricating device for an internal combustion engine of the present invention, the pump control means increases the ratio of the discharge amount of the scavenge pump to the discharge amount of the feed pump by the pump drive means in a high rotation range of the internal combustion engine. It is a feature.

  In the lubricating device for an internal combustion engine according to the present invention, the pump driving means includes a transmission that decelerates or increases the rotational speed of the internal combustion engine.

  In the lubricating device for an internal combustion engine of the present invention, the pump drive means includes a crankshaft pulley mounted on a crankshaft of the internal combustion engine, a pump pulley mounted on a drive shaft of the scavenge pump, the crankshaft pulley, And an endless drive belt wound around the pump pulley, wherein the transmission changes a pulley ratio between the crankshaft pulley and the pump pulley.

  According to the lubricating device for an internal combustion engine of the present invention, a scavenge pump is provided in an oil recovery passage for recovering oil lubricated from the internal combustion engine from a crankcase, and the scavenge pump can be driven by a driving force of the internal combustion engine by a pump driving means. In addition, an oil tank for storing the oil recovered by the oil recovery passage is provided, and a feed pump is provided in the oil supply passage for supplying the oil in the oil tank to the internal combustion engine. Since the pump control means for controlling the pump drive means is provided, the pump control means controls the pump drive means according to the operating state of the internal combustion engine, and drives the scavenge pump according to the drive force of the internal combustion engine. The increase in friction in the internal combustion engine can be suppressed regardless of the operating state of the internal combustion engine. , It is possible to allow for proper lubrication.

  Embodiments of a lubricating device for an internal combustion engine according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a schematic configuration diagram illustrating a lubricating device for an internal combustion engine according to an embodiment of the present invention, FIG. 2 is a schematic diagram of a pump drive device on the engine side in the lubricating device for the internal combustion engine of the present embodiment, and FIG. FIG. 4 is a schematic view of an engine-side transmission in the internal combustion engine lubrication device of the present embodiment, FIG. 4 is a schematic view of a scavenge pump side pump drive device in the internal combustion engine lubrication device of the present embodiment, and FIG. FIG. 6A to FIG. 6C are schematic views illustrating the operation of the transmission in the internal combustion engine lubrication device according to the present embodiment. 7 is a schematic diagram showing the internal combustion engine of the present embodiment, FIG. 8 is a graph showing the S / F ratio with respect to the engine rotation speed, FIG. 9 is a graph showing the scavenge pump discharge amount with respect to the S / F ratio, and FIG. , S / F ratio to cylinder flix Is a graph representing the emissions.

  In the internal combustion engine of the present embodiment, as shown in FIG. 7, the engine 11 as the internal combustion engine is a V-type 6-cylinder engine, and the cylinder block 12 has left and right banks 13, 14 inclined upward at a predetermined angle. Each of the banks 13 and 14 is formed with three cylinder bores 15 and 16, and pistons 17 and 18 are fitted to the cylinder bores 15 and 16 so as to be movable up and down. A crankcase 19 is fastened to the lower part of the cylinder block 12, and a crankshaft 20 is rotatably supported on the crankcase 19. The pistons 17 and 18 are connected to the crankshaft 20 via connecting rods 21 and 22. Respectively. In this case, the crank chamber formed by the cylinder block 12 and the crankcase 19 is partitioned for each cylinder by a partition wall (not shown), and is communicated by a communication hole formed in the partition wall.

  On the other hand, cylinder heads 23 and 24 are fastened to the upper portions of the banks 13 and 14 of the cylinder block 12, and the combustion chambers 25 and 26 are constituted by the cylinder block 12, the pistons 17 and 18, and the cylinder heads 23 and 24. ing. The intake ports 27 and 28 and the exhaust ports 29 and 30 are formed on the upper portions of the combustion chambers 25 and 26, that is, on the lower surfaces of the cylinder heads 23 and 24, and the intake ports 27 and 28 and the exhaust ports 29 and 30 are opposed to each other. The lower end portions of the intake valves 31 and 32 and the exhaust valves 33 and 34 are located with respect to 30. The intake valves 31 and 32 and the exhaust valves 33 and 34 are supported by the cylinder heads 23 and 24 so as to be movable in the axial direction, and are attached in a direction to close the intake ports 27 and 28 and the exhaust ports 29 and 30. It is supported. In addition, intake camshafts 35 and 36 and exhaust camshafts 37 and 38 are rotatably supported by the cylinder heads 23 and 24, and cylinder head covers 39 and 40 are fastened. The intake camshafts 35 and 36 and the exhaust camshafts 37 and 38 are formed with intake cams and exhaust cams, and are in contact with upper ends of the intake valves 31 and 32 and the exhaust valves 33 and 34.

  Therefore, when the intake camshafts 35 and 36 and the exhaust camshafts 37 and 38 rotate in synchronization with the engine 11, the intake cam and the exhaust cam move up and down the intake valves 31 and 32 and the exhaust valves 33 and 34 at a predetermined timing. Thus, the intake ports 27 and 28 and the exhaust ports 29 and 30 can be opened and closed, and the intake ports 27 and 28 and the combustion chambers 25 and 26 can communicate with the combustion chambers 25 and 26 and the exhaust ports 29 and 30, respectively.

  The intake ports 27 and 28 of the cylinder heads 23 and 24 are connected to intake pipes 41 and 42, and the exhaust ports 29 and 30 are connected to exhaust pipes 43 and 44. The cylinder heads 23 and 24 are respectively provided with injectors 45 and 46 for injecting fuel (gasoline) directly into the combustion chambers 25 and 26, and are located above the combustion chambers 25 and 26 to form an air-fuel mixture. Spark plugs 47 and 48 that ignite are mounted.

  The vehicle is equipped with an electronic control unit (ECU) 50 (see FIG. 1). The ECU 50 is in an engine operating state such as an intake air amount, a throttle opening, an accelerator opening, an engine speed, and a cooling water temperature. Based on this, the fuel injection amount, injection timing, ignition timing, etc. are determined, and the injectors 45, 46 and the spark plugs 47, 48 are controlled.

  In the engine 11 configured as described above, the lubrication device for the internal combustion engine of the present embodiment is a dry sump type lubrication device as shown in FIG. 1, and the engine 11 is equipped with a scavenge pump 51, The scavenge pump 51 is connected to one end of an oil recovery passage 52 that recovers oil that has lubricated the engine 11 from the crankcase 19. The scavenge pump 51 can be driven by a pump driving device 53 that is driven by the driving force of the engine 11.

  The pump drive device 53 is wound around the crankshaft pulley 54 attached to the crankshaft 20 of the engine 11, the pump pulley 56 attached to the drive shaft 55 of the scavenge pump 51, and the crankshaft pulley 54 and the pump pulley 56. And an endless drive belt 57. Accordingly, the rotational force of the crankshaft 20 is transmitted from the crankshaft pulley 54 to the pump pulley 56 via the drive belt 57 and rotationally drives the drive shaft 55, so that the scavenge pump 51 can be driven in synchronization with the engine 11. it can. By operating the scavenge pump 51, the oil that has returned to the crankcase 19 can be sucked into the oil recovery passage 52 through a strainer (not shown) and recovered.

  The other end of the oil recovery passage 52 is connected to a gas-liquid separator 58 that separates air from the recovered oil using centrifugal force generated by swirling. The gas-liquid separator 58 has an oil introduction part formed in the side part of the case, an oil discharge part formed in the lower part, an air discharge part formed in the upper part, and an oil recovery passage 52 in the oil introduction part. The other end of each is connected. Therefore, when the oil is introduced into the gas-liquid separator 58 through the oil recovery passage 52 by the scavenge pump 51, the oil is introduced in the tangential direction along the inner wall surface of the case to become a swirl flow inside, and centrifugal separation is performed. The air mixed in the oil by the action moves to the axial center side of the case and is separated, and it rises as it is due to its buoyancy and is discharged from the air discharge part, while the oil from which the air has been separated descends while turning Drained from the oil drain.

  The oil tank 59 is configured separately from the engine 11 and stores oil from which air has been separated by the gas-liquid separator 58. The oil tank 58 has an upper end connected to one end of a connection passage 60, and the other end of the connection passage 60 connected to an oil discharge portion in the gas-liquid separator 58. The oil tank 59 has a lower end connected to one end of an oil supply passage 61, and the other end of the oil supply passage 61 is connected to the cylinder block 12 of the engine 11. A feed pump 62 is connected to the oil supply passage 61. Is provided. The feed pump 62 can be driven by an electric motor (not shown). Therefore, by operating the feed pump 62, the oil stored in the oil tank 59 is sucked into the oil supply passage 61 through a strainer (not shown) and supplied to the oil gallery (not shown) of the cylinder block 12. Can do.

  One end of an air supply passage 63 is connected to the air discharge portion of the gas-liquid separator 58, and the other end of the air supply passage 63 is connected to the cylinder heads 23 and 24 of the engine 11. The gas-liquid separator 58 separates air mixed in the oil by a centrifugal separation action. Air cannot be completely separated from this oil, and in fact, it is separated into oil having a low bubble (air) mixing rate and oil having a high bubble (air) mixing rate. Therefore, the oil with a high bubble mixing rate from which the air is separated by the gas-liquid separator 58 is stored in the oil tank 59 through the connection passage 60 as described above, and the oil in the cylinder block 12 is passed through the oil supply passage 61 by the feed pump 62. Supplied to the oil gallery. On the other hand, the oil having a low bubble mixing rate separated from the oil by the gas-liquid separator 58 is supplied to the lubricating portions of the cylinder heads 23 and 24 through the air supply passage 63.

  A PCV (Positive Crankcase Ventilation) passage 64 is provided between the upper end of the oil tank 59 and the downstream side of the throttle valve in the intake pipes 41 and 42, and blow-by gas generated in the oil tank 59. (Unburned gas) can be discharged into the intake pipes 41 and 42 for processing.

  In the internal combustion engine lubrication device of the present embodiment, the ECU 50 as the pump control means can control the pump drive device 53 in accordance with the operating state of the engine 11. That is, the ECU 50 reduces the discharge amount of the scavenge pump 51 by the pump drive device 53 in the low rotation region of the engine 11, while increasing the discharge amount of the scavenge pump 51 by the pump drive device 53 in the high rotation region of the engine 11. To control. Specifically, the ECU 50 is configured to decrease or increase the ratio (S / F ratio) of the discharge amount of the scavenge pump 51 to the discharge amount of the feed pump 62 according to the rotational speed of the engine.

  In this case, a crank angle sensor 65 is connected to the ECU 50, and the crank angle sensor 65 calculates the engine rotation speed based on the detected crank angle. The pump drive unit 53 includes transmissions 66 and 67 that reduce or increase the rotational speed of the crankshaft 20. The transmissions 66 and 67 have a pulley ratio between the crankshaft pulley 54 and the pump pulley 56. Is to change.

  That is, as shown in FIGS. 2 and 3, at the end of the crankshaft 20, three pulleys 71, 72, 73 having different diameters are immovable in the axial direction and relatively rotatable in the circumferential direction. Is fitted. Locking pins 74, 75, 76 are movably provided between the crankshaft 20 and the pulleys 71, 72, 73. The locking pins 74, 75, 76 can be moved hydraulically by a control command from the transmission 66. Therefore, when the locking pins 74, 75, and 76 are positioned on the crankshaft 20 side, the crankshaft 20 and the pulleys 71, 72, and 73 are in a released state, and both can rotate relative to each other. On the other hand, when the respective locking pins 74, 75, 76 are located on the pulleys 71, 72, 73 side, the crankshaft 20 and the pulleys 71, 72, 73 are in the locked state, and both of them cannot be rotated relative to each other. can do. In this case, the crankshaft pulley 54 is constituted by the pulleys 71, 72 and 73.

  On the other hand, as shown in FIGS. 4 and 5, at the end of the drive shaft 55 of the scavenge pump 51, three pulleys 81, 82, 83 having different diameters are not movable in the axial direction, and in the circumferential direction. Are fitted so as to be relatively rotatable. Locking pins 84, 85, 86 are movably provided between the drive shaft 55 and the pulleys 81, 82, 83. The locking pins 84, 85, 86 can be moved hydraulically by a control command from the transmission 67. Therefore, when the locking pins 84, 85, 86 are positioned on the drive shaft 55 side, the drive shaft 55 and the pulleys 81, 82, 83 are in the released state, and both can rotate relative to each other. On the other hand, when the respective locking pins 84, 85, 86 are located on the pulleys 81, 82, 83 side, the drive shaft 55 and the pulleys 81, 82, 83 are in the locked state, and the two are not relatively rotatable. can do. In this case, the pump pulley 56 is configured by the pulleys 81, 82, and 83.

  Endless belts 91, 92, and 93 are wound around the pulleys 71, 72, and 73 of the crankshaft 20 and the pulleys 81, 82, and 83 of the drive shaft 55 of the scavenge pump 51, respectively. That is, the belt 91 is wound around the small-diameter pulley 71 of the crankshaft 20 and the large-diameter pulley 81 of the drive shaft 55, and between the medium-diameter pulley 72 of the crankshaft 20 and the medium-diameter pulley 82 of the drive shaft 55. A belt 92 is wound around, and a belt 93 is wound around the large-diameter pulley 73 of the crankshaft 20 and the small-diameter pulley 83 of the drive shaft 55. In this case, the driving belt 57 is constituted by the belts 91, 92 and 93.

  Accordingly, as shown in FIGS. 3 and 5, the ECU 50 moves only the locking pins 74 to the small-diameter pulley 71 side by the transmission 66 in the low rotation range of the engine 11, so that the crankshaft 20 and the small-diameter pulley 71 , And the transmission 67 moves only the locking pin 84 to the large diameter pulley 81 side to lock the drive shaft 55 and the large diameter pulley 81. Then, as shown in FIG. 6A, the rotational force of the crankshaft 20 is transmitted from the small-diameter pulley 71 to the large-diameter pulley 81 via the belt 91, and the drive shaft 55 is rotationally driven. The rotational speed transmitted to 51 is decelerated, and the discharge amount of the scavenge pump 51 decreases.

  Further, as shown in FIGS. 3 and 5, the ECU 50 moves only the locking pins 75 to the large-diameter pulley 72 side by the transmission 66 in the mid-rotation region of the engine 11 to move the crankshaft 20 and the medium-diameter pulley. 72 and the transmission 67 moves only the locking pin 85 to the medium diameter pulley 82 side to lock the drive shaft 55 and the medium diameter pulley 82. Then, as shown in FIG. 6B, the rotational force of the crankshaft 20 is transmitted from the medium diameter pulley 72 to the medium diameter pulley 82 via the belt 92 and drives the drive shaft 55 to rotate. The rotational speed transmitted to the pump 51 does not change, and the discharge amount of the scavenge pump 51 slightly increases.

  Further, as shown in FIGS. 3 and 5, the ECU 50 moves only the locking pins 76 to the large-diameter pulley 73 side by the transmission 66 in the high rotation range of the engine 11 and moves the crankshaft 20 and the large-diameter pulley. 73 and the transmission 67 moves only the locking pin 86 to the small diameter pulley 83 side to lock the drive shaft 55 and the small diameter pulley 83. Then, as shown in FIG. 6-3, the rotational force of the crankshaft 20 is transmitted from the large diameter pulley 73 to the small diameter pulley 83 via the belt 93, and the drive shaft 55 is driven to rotate. The rotational speed transmitted to 51 is increased, and the discharge amount of the scavenge pump 51 is increased.

  In the present embodiment, the ECU 50 controls the pump drive unit 53 according to the operating state of the engine 11, and therefore controls the transmissions 66 and 67 to set the discharge amount of the scavenge pump 51 relative to the discharge amount of the feed pump 62. The ratio, that is, the S / F ratio is changed. That is, as shown in FIG. 8, conventionally, since the discharge amount of the feed pump 62 is constant and the discharge amount of the scavenge pump 51 is proportional to the engine rotation speed, this S / F ratio is increased as the engine rotation speed increases. Rises at a predetermined rate.

  On the other hand, in this embodiment, since the discharge amount of the feed pump 62 is constant and the discharge amount of the scavenge pump 51 changes according to the engine rotation speed, the S / F ratio increases as the engine rotation speed increases. However, the S / F ratio is decreased in the low rotation region of the engine 11, and the S / F ratio is increased in the high rotation region of the engine 11.

  Here, the flow of oil by the lubricating device for the internal combustion engine of the present embodiment will be described.

  As shown in FIG. 1, when the engine 11 is driven, the scavenge pump 51 is activated as the engine 11 is driven, and the oil in the crankcase 19 is sucked into the oil recovery passage 52 and recovered in the gas-liquid separator 58. To do. Then, in this gas-liquid separator 58, the oil introduced into the inside through the oil recovery passage 52 becomes a swirl flow along the inner wall surface, and the air mixed in the oil by the centrifugal separation action is separated by moving to the shaft center side. The air is lifted by the buoyancy, and air is separated from the oil. In this case, the gas-liquid separator 58 separates the oil into a low bubble mixing rate oil and a high bubble mixing rate oil.

  In this gas-liquid separator 58, the oil from which the air has been separated, that is, the oil having a low bubble mixing rate, is supplied to the oil tank 59 through the connecting passage 60 and stored. The oil stored in the oil tank 59 is supplied to the cylinder block 12 oil gallery in the engine 11 through the oil supply passage 61 by operating the feed pump 62. Then, the oil in the oil gallery is properly supplied to the control system such as the bearing supporting the crankshaft 20 and the oil pump and the oil pump, and the smooth operation in this control system is ensured. Secure.

  On the other hand, the air separated from the oil by the gas-liquid separator 58, that is, the oil having a high bubble mixing rate, passes through the air supply passage 63, and the camshafts 35, 36, 37, and 38 of the cylinder heads 23 and 24, the valves This is supplied to the valve operating system such as 31, 32, 33, 34, etc., ensuring smooth operation in the valve operating system and preventing wear and heat generation in the sliding system.

  Further, at this time, the ECU 50 drives and controls the pump driving device 53 so that the S / F ratio is lowered by the transmissions 66 and 67 in the low rotation range of the engine 11 based on the detection result of the crank angle sensor 65. Therefore, the rotational force of the crankshaft 20 is transmitted from the small-diameter pulley 71 to the large-diameter pulley 81 via the belt 91, and the drive shaft 55 is rotationally driven, and the rotational speed transmitted from the engine 11 to the scavenge pump 51 is increased. It is decelerated and the discharge amount of the scavenge pump 51 decreases. Therefore, the load on the engine 11 by the scavenge pump 51, that is, the friction is reduced, and the deterioration of the engine output performance is suppressed.

  On the other hand, the ECU 50 drives and controls the pump drive unit 53 so that the S / F ratio is increased by the transmissions 66 and 67 in the high rotation range of the engine 11, so that the rotational force of the crankshaft 20 is large pulley 73. Is transmitted to the small-diameter pulley 83 via the belt 93 to rotationally drive the drive shaft 55, the rotational speed transmitted from the engine 11 to the scavenge pump 51 is increased, and the discharge amount of the scavenge pump 51 increases. For this reason, the suction pressure from the crank chamber by the scavenge pump 51 is increased, the pressure fluctuation in each crank chamber can be reduced, and the pumping loss is reduced.

  That is, in the lubrication device for the internal combustion engine of this embodiment, the pump drive is performed so that the S / F ratio decreases in the low rotation range of the engine 11 while the S / F ratio increases in the high rotation range of the engine 11. The device 53 is driven. Therefore, as shown in FIG. 9, the scavenge pump discharge amount increases as the S / F ratio increases, while as shown in FIG. 10, the inter-cylinder friction decreases as the S / F ratio increases. It becomes.

  As described above, in the internal combustion engine lubrication apparatus according to the present embodiment, the engine 11 is provided with the scavenge pump 51, and can be driven by the driving force of the engine 11 by the pump driving device 53. 58 and an oil tank 59 are connected to each other, an oil supply passage 61 for supplying oil from the oil tank 59 to the engine 11 is provided, and a feed pump 62 is provided in the oil supply passage 61. Accordingly, the pump drive unit 53 is controlled.

  Therefore, the ECU 50 controls the pump driving device 53 according to the operating state of the engine 11 and drives the scavenge pump 51 according to the driving force of the engine 11, regardless of the operating state of the engine 11. In addition, it is possible to suppress an increase in friction and to enable proper lubrication.

  In the internal combustion engine lubrication apparatus according to the present embodiment, the ECU 50 controls the ratio of the discharge amount of the scavenge pump 51 to the discharge amount of the feed pump 62 (S / F ratio) by the pump driving device 53 in the low rotation range of the engine 11. On the other hand, the S / F ratio is increased in the high rotation range of the engine 11.

  Therefore, by reducing the S / F ratio in the low rotation range of the engine 11, the rotational force of the crankshaft 20 is transmitted from the small diameter pulley 71 to the large diameter pulley 81 via the belt 91 in the pump drive device 53. The drive shaft 55 is driven to rotate, the rotational speed transmitted from the engine 11 to the scavenge pump 51 is reduced, the discharge amount of the scavenge pump 51 is reduced, and the load on the engine 11 by the scavenge pump 51, that is, Friction can be reduced and deterioration of engine output performance can be suppressed.

  On the other hand, by increasing the S / F ratio in the high rotation range of the engine 11, in the pump drive unit 53, the rotational force of the crankshaft 20 is transmitted from the large diameter pulley 73 to the small diameter pulley 83 via the belt 93. Then, the drive shaft 55 is driven to rotate, the rotational speed transmitted from the engine 11 to the scavenge pump 51 is increased, the discharge amount of the scavenge pump 51 is increased, and the suction pressure from the crank chamber by the scavenge pump 51 is increased. Increases, pressure fluctuations in each crank chamber can be relaxed, and pumping loss can be reduced.

  Further, in the lubricating device for the internal combustion engine of the present embodiment, the pump drive unit 53 is configured as transmissions 66 and 67 that reduce or increase the rotational speed of the engine 11, and the crankshaft pulley 54 mounted on the crankshaft 20. A pump pulley 56 mounted on the drive shaft 55 of the scavenge pump 51, a crankshaft pulley 54, and an endless drive belt 57 wound around the pump pulley 56, and the transmissions 66 and 67 are connected to the crankshaft pulley 54. The pulley ratio with the pump pulley 56 is changed.

  Therefore, the S / F ratio can be easily changed according to the operating state of the engine 11 with a simple configuration, and the apparatus can be simplified and the cost can be reduced.

  In the above-described internal combustion engine lubrication apparatus of the present embodiment, transmissions 66 and 67 are provided as pump drive means of the present invention for driving the scavenge pump by the driving force of the internal combustion engine, and according to the operating state of the engine 11. The crankshaft 20 and the pulleys 71, 72, 73 can be freely detached by the locking pins 74, 75, 76, and the drive shaft 55 and the pulleys 81, 82 of the scavenge pump 51 are locked by the locking pins 84, 85, 86. , 83 are detachable in diameter, but are not limited to this configuration. For example, a gear type transmission, a chain type transmission, a belt type continuously variable transmission, or the like may be applied.

  As described above, the lubricating device for an internal combustion engine according to the present invention enables appropriate lubrication by suppressing an increase in friction in the internal combustion engine regardless of the operating state of the internal combustion engine. It is useful to apply to.

1 is a schematic configuration diagram showing a lubricating device for an internal combustion engine according to an embodiment of the present invention. It is the schematic of the pump drive device by the side of the engine in the lubricating device of the internal combustion engine of a present Example. It is the schematic of the transmission by the side of the engine in the lubricating device of the internal combustion engine of a present Example. It is the schematic of the pump drive device by the side of the scavenge pump in the lubricating device of the internal combustion engine of a present Example. It is the schematic of the transmission by the side of the scavenge pump in the lubricating device of the internal combustion engine of a present Example. It is the schematic showing the effect | action of the transmission in the lubricating device of the internal combustion engine of a present Example. It is the schematic showing the effect | action of the transmission in the lubricating device of the internal combustion engine of a present Example. It is the schematic showing the effect | action of the transmission in the lubricating device of the internal combustion engine of a present Example. It is the schematic showing the internal combustion engine of a present Example. It is a graph showing S / F ratio with respect to engine speed. It is a graph showing the amount of scavenge pump discharge with respect to S / F ratio. It is a graph showing the friction between cylinders with respect to S / F ratio.

Explanation of symbols

11 Engine (Internal combustion engine)
12 Cylinder Block 19 Crank Case 20 Crankshaft 51 Scavenge Pump 52 Oil Recovery Passage 53 Pump Drive Unit 54 Crankshaft Pulley 55 Drive Shaft 56 Pump Pulley 57 Drive Belt 58 Gas-Liquid Separator 59 Oil Tank 61 Oil Supply Passage 62 Feed Pump 65 Crank Angle Sensor 66, 67 Transmission 71, 72, 73, 81, 82, 83 Pulley 74, 75, 76, 84, 85, 86 Locking pin 91, 92, 93 Belt

Claims (5)

  An oil recovery passage for recovering oil lubricated from the internal combustion engine from a crankcase; a scavenge pump provided in the oil recovery passage; pump driving means for driving the scavenge pump by the driving force of the internal combustion engine; and the oil recovery An oil tank for storing oil recovered by the passage, an oil supply passage for supplying the oil in the oil tank to the internal combustion engine, a feed pump provided in the oil supply passage, and an operating state of the internal combustion engine And a pump control means for controlling the pump drive means.   2. The lubrication apparatus for an internal combustion engine according to claim 1, wherein the pump control means lowers a ratio of a discharge amount of the scavenge pump to a discharge amount of the feed pump by the pump driving means in a low rotation range of the internal combustion engine. A lubrication device for an internal combustion engine characterized by comprising:   2. The lubrication apparatus for an internal combustion engine according to claim 1, wherein the pump control means increases a ratio of a discharge amount of the scavenge pump to a discharge amount of the feed pump by the pump driving means in a high rotation range of the internal combustion engine. A lubrication device for an internal combustion engine characterized by comprising:   4. The internal combustion engine lubrication device according to claim 1, wherein the pump driving unit includes a transmission that reduces or increases a rotational speed of the internal combustion engine. 5. Lubrication device.   5. The lubricating device for an internal combustion engine according to claim 4, wherein the pump drive means includes a crankshaft pulley mounted on a crankshaft of the internal combustion engine, a pump pulley mounted on a drive shaft of the scavenge pump, and the crankshaft. An internal combustion engine lubrication apparatus comprising: a pulley and an endless drive belt wound around the pump pulley, wherein the transmission changes a pulley ratio between the crankshaft pulley and the pump pulley. .

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