JP2014009669A - Lubricant supply device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lubricant supply device of an internal combustion engine, capable of suppressing loss of driving, a delay of warming-up, and the like caused by installation of a piston cooling jet, with a relatively simple structure.SOLUTION: In every oil jet pipe 13, a throttle passage 9 is provided on each pipe lines to apply passing resistance to engine oil supplied to a jet nozzle 10. A first control oil path 41 and a second control oil path 42 are connected to one of the oil jet pipes 13 on an upstream side and a downstream side, respectively, of the throttle passage 9, the first control oil path communicating with a high-pressure side port 67 of a differential pressure actuator 15, the second control oil path communicating with a low-pressure side port 68 of the differential pressure actuator 15. A third control oil path 43 and a fourth control oil path 44 are connected to a back pressure valve 16, the third control oil path bringing a working fluid inflow port 75 into communication with a main gallery 11, the fourth control oil path bringing a control oil supply port 76 (to be hereinafter described) into communication with an increase port 55 of an oil pump 4.

Description

  The present invention relates to a lubricating oil supply device that supplies lubricating oil to each part of an internal combustion engine, and more specifically, a technique for suppressing drive loss, warm-up delay, and the like due to installation of a piston cooling jet with a relatively simple structure. About.

  For internal combustion engines (hereinafter referred to as engines), supply of lubricating oil consisting of oil pumps, oil filters, strainers, relief valves, etc., to pump engine oil to a valve operating mechanism, crank journal, etc. for lubrication and cooling A device is provided. In addition, in some engines, multiple jet nozzles are installed in the crankcase in order to suppress the temperature rise of the pistons and cylinders during high-speed and high-load operation, and these jet nozzles face the inner wall of each piston. A piston cooling jet (hereinafter referred to as PCJ) that injects engine oil is employed (see Patent Documents 1 and 2).

In the PCJ of Patent Document 1, a PCJ valve including a valve body and a compression coil spring is interposed between the main gallery and the jet nozzle, and the hydraulic pressure of the main gallery is increased to a predetermined level as the engine speed increases. When the pressure exceeds the pressure, the PCJ valve opens and engine oil is injected from the jet nozzle. In addition, a constant capacity type oil pump is generally employed in the engine lubricating oil supply device. However, in Patent Document 2, in order to promote warm-up operation and reduce drive loss, the discharge capacity is reduced during high-speed rotation. A variable displacement oil pump that can be reduced is employed.
Japanese Utility Model Publication No. 62-24742 JP 2011-163194 A

  In an engine in which the PCJ of Patent Document 1 is incorporated, when the PCJ valve is opened, a large amount of engine oil flows into the jet nozzle side, thereby reducing the amount of engine oil supplied to the valve operating mechanism and the crankshaft. Therefore, it is necessary to set a large discharge capacity of the oil pump so that a sufficient amount of engine oil can be supplied even when the PCJ is in operation, and there is a problem that the engine drive loss increases in an operating region where the PCJ does not operate. Further, in the PCJ of Patent Document 1, since the PCJ valve is opened according to the hydraulic pressure of the main gallery, the warm-up of the engine is delayed by operating the PCJ even when cold, and the fuel consumption is deteriorated due to an increase in heat loss. There was also a problem that increased harmful exhaust gas components. In addition, if the engine speed decreases immediately after high-load operation, the PCJ will not operate and the piston and cylinder will not be sufficiently cooled, leading to an increase in harmful exhaust gas components and cylinder wear. there were.

  On the other hand, in Patent Document 2, a variable displacement oil pump is used, and until the engine warms up, the supply of engine oil to the PCJ valve is stopped by the solenoid valve and only when the PCJ valve is opened. Control oil (engine oil) is supplied from the solenoid valve to increase the discharge capacity of the oil pump. However, when this configuration is adopted, a plurality of solenoid valves (a solenoid valve for engine oil supply control and a solenoid valve for oil pump drive control) and their control means (control circuit) are required. In addition to an increase in manufacturing cost and an increase in manufacturing cost, there is a risk of malfunction due to disconnection of the electric circuit (PCJ valve malfunction or oil pump discharge capacity over or under). In addition, a hydraulic control valve using an expensive shape memory alloy or thermowax can be used, and when the engine oil temperature rises, the PCJ can be operated and the oil pump discharge capacity can be increased. In this method, the cost of the apparatus naturally rises and it is difficult to ensure the stability (reliability) of the operation over a long period of time.

  The present invention has been made in view of such a background, and provides a lubricating oil supply device for an internal combustion engine that can suppress drive loss, warm-up delay, and the like due to installation of a piston cooling jet with a relatively simple structure. For the purpose.

  The lubricating oil supply device according to the present invention is a lubricating oil supply device (1) for supplying engine oil to the steady oil supply members (33, 34) and the unsteady oil supply member (10) constituting the internal combustion engine, A variable displacement oil pump (4) that is driven by the internal combustion engine and whose discharge capacity decreases or increases when the control oil is supplied, and the engine oil supplied from the oil pump during the operation of the internal combustion engine A steady oil gallery (11) that leads to a steady oil supply member, an unsteady oil passage (13) that guides engine oil in the steady oil gallery to the unsteady oil supply member, and the unsteady oil passage. A throttle passage (9) for imparting passage resistance to the engine oil passing through the oil passage; and an upstream side and a downstream side of the throttle passage in the unsteady oil passage. If the differential pressure exceeds a predetermined value, the order to increase the discharge capacity of the oil pump, and a control oil supply means (8) for changing the supply amount of the control oil to the oil pump.

  In the second aspect of the present invention, the length of the throttle passage is larger than the passage diameter.

  In the third aspect of the present invention, when the control oil is supplied to the oil pump, the discharge capacity increases, and the control oil supply means has a differential pressure between the upstream side and the downstream side of the throttle passage. A differential pressure actuator (15) that operates when the predetermined value is exceeded, and a control valve (16) that is driven by the differential pressure actuator and supplies the oil pump using engine oil in the steady oil gallery as the control oil. And have.

  In the fourth aspect of the present invention, the unsteady oil supply member is a piston cooling jet (10) for cooling a piston of the internal combustion engine with engine oil.

  According to the present invention, the amount of engine oil that can pass through the unsteady oil passage due to the passage resistance of the throttle passage while the temperature of the engine oil is low after the engine is cold started (that is, while the kinematic viscosity is high). Therefore, for example, it is difficult to cool the piston or cylinder by the PCJ, and warm-up is promoted. On the other hand, during high-speed operation of the engine, the differential pressure between the upstream side and the downstream side of the throttle passage increases, and the discharge capacity of the oil pump increases, so expensive solenoid valves, control means, shape memory alloys, thermo wax As a result, the number of components and the manufacturing cost are reduced, and the operational stability of the piston cooling jet and the oil pump is improved. In the second aspect, a relatively large differential pressure can be generated between the upstream side and the downstream side of the throttle passage. Further, in the third aspect, during high speed operation of the engine in which the discharge amount of the oil pump increases, the control oil is supplied from the control oil supply means to the oil pump to increase the discharge capacity of the oil pump, and the unsteady oil supply member Even when the engine oil is supplied, the steady oil supply member is smoothly lubricated and cooled. In the fourth aspect, the piston and cylinder are cooled by the engine oil, and an increase in harmful exhaust gas components, wear of the cylinder, and the like can be suppressed.

It is a schematic block diagram of the lubricating oil supply apparatus which concerns on embodiment. It is a mimetic diagram showing the structure of the oil pump concerning an embodiment. It is a schematic diagram which shows the structure of the control oil supply valve which concerns on embodiment. It is explanatory drawing which shows the action | operation at the time of the low / medium speed driving | operation in embodiment. It is explanatory drawing which shows the action | operation at the time of the high speed driving | operation in embodiment.

  Hereinafter, an embodiment in which the present invention is applied to a lubricating oil supply device for an automobile engine and a partial modification thereof will be described in detail with reference to the drawings.

[Embodiment]
<< Configuration of Embodiment >>
As shown in FIG. 1, the lubricating oil supply apparatus 1 of this embodiment includes an oil pan 2, an oil strainer 3, an oil pump 4, a relief valve 5, an oil filter 6, an oil cooler 7, a control oil supply valve 8 (control oil Supply means), throttle passages 9 corresponding to the number of cylinders and jet nozzles 10 (unsteady oil supply members), main gallery 11 (steady oil gallery), sub gallery 12 connected to the main gallery 11, and cylinders connected to the sub gallery 12. The oil jet pipe 13 (unsteady oil passage) for several minutes is a main component. The control oil supply valve 8 is a combination of a differential pressure actuator 15 and a back pressure valve 16, and the back pressure valve 16 is driven by the differential pressure actuator 15 as will be described later.

  The oil strainer 3 and the oil pump 4 are connected by a suction pipe 20. The oil pump 4 and the oil filter 6 are connected by a first feed oil passage 21, the oil filter 6 and the oil cooler 7 are connected by a second feed oil passage 22, and the oil cooler 7 and the main gallery 11 are The main gallery 11 and the sub gallery 12 are connected by a fourth feed oil passage 24. Each of the feed oil passages 21 to 24 is formed in a cylinder block (not shown).

  The first feed oil passage 21 and the second feed oil passage 22 are connected by a relief oil passage 25, and the relief valve 5 described above is interposed in the relief oil passage 25. The relief valve 5 is opened at the middle and high speed rotation of the engine (when the discharge amount of the oil pump 4 is increased) so that the hydraulic pressure of the main gallery 11 does not increase excessively, and the engine is moved from the downstream side to the upstream side of the oil pump 4. Allow oil to circulate. The relief oil passage 25 is also formed in the cylinder block.

  The main gallery 11 is connected to a valve operating mechanism 33 (intake / exhaust camshaft, intake / exhaust valve, cam chain, etc.) or a crankshaft 34 (crank journal or crankpin), which is a steady oil supply member, through lubricating oil passages 31, 32. It is connected. The lubricating oil passages 31 and 32 are also formed in a cylinder head or a cylinder block (not shown).

  On the other hand, the oil jet pipe 13 is provided with a throttle passage 9 in the pipeline, and a jet nozzle 10 is connected to the tip thereof. The throttle passage 9 has a passage diameter D of 1.5 mm and a passage length L of 20 mm, and generates a differential pressure according to the kinematic viscosity of the engine oil between the upstream side and the downstream side. The present inventors conducted experiments by changing the passage diameter D and the passage length L of the throttle passage 9 in various ways. The passage diameter D is 1.2 to 1.8 mm, and the passage length L is 15 to 25 mm. Good results could be obtained. The throttle passage 9 can be formed, for example, by press-fitting a small-diameter pipe into the oil jet pipe 13, but may be formed by reducing the diameter of an intermediate portion of the oil jet pipe 13.

  One of the oil jet pipes 13 (on the left side in FIG. 1) has a first control oil passage 41 communicating with a high pressure side port 67 (described later) of the differential pressure actuator 15 on the upstream side of the throttle passage 9. A second control oil passage 42 which is connected and communicates with a low pressure side port 68 (described later) of the differential pressure actuator 15 is connected to the downstream side of the throttle passage 9. The back pressure valve 16 is connected to a third control oil passage 43 that connects a hydraulic oil inflow port 75 (described later) and a fourth feed oil passage 24, and a control oil supply port 76 (described later) and the oil pump 4. A fourth control oil passage 44 is connected to communicate with the increase port 55 (described later).

<Oil pump>
The oil pump 4 is a variable displacement type, and includes a movable housing 51, a hydraulic actuator 52, a return spring 53 and the like housed in a main housing 54, as shown in FIG. I have. The movable housing 51 rotates within a predetermined angle range. When the movable housing 51 rotates rightward in FIG. 2, the discharge capacity of the oil pump 4 is increased, and when it rotates counterclockwise, the discharge capacity of the oil pump 4 is decreased. When the control oil is introduced from the increase port 55, the hydraulic actuator 52 drives the movable housing 51 in the clockwise direction (that is, the decrease side). The return spring 53 urges the movable housing 51 in the counterclockwise direction (that is, the reduction amount side) by its elastic force when the driving force of the hydraulic actuator 52 is lost because the control oil is not introduced.

<Control oil supply valve>
As shown in FIG. 3, the control oil supply valve 8 is a combination of a differential pressure actuator 15 and a back pressure valve 16 in series. The differential pressure actuator 15 includes a cylindrical cylinder 61, a columnar balance piston 62 slidably held in the cylinder 61, a return spring 63 that biases the balance piston 62 leftward in the drawing, and a balance piston 62. The rod 64 is fixed and protrudes from the left end of the cylinder 61, and the valve cone 65 is formed at the tip of the rod 64. The cylinder 61 is provided with a high pressure side port 67 at the left end and a low pressure side port 68 at the right end.

  In the differential pressure actuator 15 of this embodiment, the balance piston 62 (that is, the rod 64) is operated by the differential pressure of the engine oil flowing into the high pressure side port 67 and the low pressure side port 68. For example, when the differential pressure of the engine oil flowing from both ports 67 and 68 is small, the balance piston 62 biased by the return spring 63 is positioned on the left as shown in FIG. On the other hand, when the differential pressure of the engine oil flowing in from both ports 67 and 68 exceeds a predetermined value, the balance piston 62 moves to the right against the spring force of the return spring 63 as shown in FIG. To do.

  On the other hand, the back pressure valve 16 has a bottomed double cylindrical valve body 71 composed of a large-diameter cylindrical portion 71a and a small-diameter cylindrical portion 71b, and a bottomed bottom slidably held by the large-diameter cylindrical portion 71a of the valve body 71. A cylindrical piston valve 72 and a valve spring 73 that urges the piston valve 72 to the left in the figure are configured.

  The large-diameter cylindrical portion 71 a of the valve body 71 has a hydraulic oil inflow port 75 formed in the center of the left end wall, and a control oil supply port 76 that is opened and closed by the piston valve 72 is formed in the side wall. The small-diameter cylindrical portion 71b of the valve body 71 extends leftward from the central portion of the right end wall of the large-diameter cylindrical portion 71a, and a relief hole 77 is formed in the left end wall. The center of the relief hole 77 and the rod 64 of the differential pressure actuator 15 are coaxial, and the relief hole 77 is closed by the valve cone 65 when the rod 64 is located on the left side. The valve cone 65 has a seal portion 65a in sliding contact with the inner periphery of the small diameter cylindrical portion 71b at the center, and when moved to the right, the relief chamber 80 (see FIG. 3 (b) between the small diameter cylindrical portion 71b and the small diameter cylindrical portion 71b. ))). The piston valve 72 has a communication hole 79 at the center in the radial direction.

  In the back pressure valve 16 of the present embodiment, the piston valve 72 is operated by the pressure of the engine oil flowing from the hydraulic oil inflow port 75 and the differential pressure actuator 15. For example, the valve cone 65 closes the relief hole 77 during low and medium speed operation of the engine in which the differential pressure of the engine oil flowing into the high pressure side port 67 and the low pressure side port 68 becomes small. The pressure in the piston valve front chamber located on the left side (left side in FIG. 3) and the piston valve rear chamber located on the rear side (right side in FIG. 3) (back pressure chamber accommodating the valve spring 73) is the same. It becomes. As a result, the piston valve 72 is urged to the left in FIG. 3 by the valve spring 73 and comes into contact with the left end wall of the valve body 71 to close the hydraulic oil inflow port 75. In this state, engine oil from the hydraulic oil inflow port 75 flows into the piston valve rear chamber through the communication hole 79, and the pressure in the piston valve rear chamber rises to be equal to the pressure in the piston valve front chamber. Therefore, as shown in FIG. 3A, when the engine shifts from the high speed operation to the low / medium speed operation, the piston valve 72 immediately moves to the left in FIG. The hydraulic oil inflow port 75 is closed in close contact with the left end wall.

  During high speed operation of the engine in which the differential pressure between the engine oil flowing into the high pressure side port 67 and the low pressure side port 68 exceeds a predetermined value, the balance piston 62 (ie, the valve cone 65) resists the spring force of the return spring 63. Moves to the right in FIG. 3B, the relief hole 77 closed by the valve cone 65 is opened, and the piston valve rear chamber communicates with the relief chamber 80 that is not affected by the discharge pressure of the oil pump 4. As the engine oil is discharged into the relief chamber 80, the pressure in the piston valve rear chamber becomes lower than the pressure in the piston valve front chamber. As a result, the piston valve 72 also overcomes the spring force of the valve spring 73 and immediately retracts (moves to the right in FIG. 3), and the hydraulic oil inflow port 75 and the control oil supply port 76 communicate with each other. In the case of this embodiment, when the engine operates at high speed (when the valve cone 65 moves to the right in FIG. 3), engine oil in the rear chamber of the piston valve is discharged from the relief hole 77 into the relief chamber 80. The engine oil that has flowed into the relief chamber 80 may be discharged out of the back pressure valve 16 from a discharge groove (not shown) provided in the relief chamber 80.

<< Operation of Embodiment >>
<During start / low / medium speed operation (cold)>
When the engine is started in the cold state and the oil pump 4 starts to be driven by the crankshaft 34, the engine oil stored in the oil pan 2 passes through the oil strainer 3 and the suction pipe 20 as shown in FIG. After being sucked up by the oil pump 4, the first feed oil passage 21 is supplied (discharged) with a predetermined discharge pressure. The engine oil supplied to the first feed oil passage 21 is purified by the oil filter 6 and then flows into the oil cooler 7 through the second feed oil passage 22.

  The engine oil flows from the oil cooler 7 into the main gallery 11 through the third feed oil passage 23 and is supplied from the lubricating oil passages 31 and 32 to the valve operating mechanism 33 and the crankshaft 34 to lubricate and cool them. . On the other hand, the engine oil flows from the main gallery 11 into the sub gallery 12 via the fourth feed oil passage 24 and is supplied to the jet nozzle 10 via the oil jet pipe 13. However, in a state where the temperature of the engine oil is low (a state in which the kinematic viscosity of the engine oil is high), the passage resistance of the throttle passage 9 becomes very large, so that the injection of the engine oil from the jet nozzle 10 becomes very small, and the engine Warm-up is not hindered, and fuel consumption is improved and harmful exhaust gas components are reduced.

<Low and medium speed operation (after warm-up)>
On the other hand, after the engine is warmed up, the pressure of the engine oil supplied from the third feed oil passage 23 to the hydraulic oil inflow port 75 of the oil pump 4 is small during low and medium speed operation where the discharge amount of the oil pump 4 is small. At the same time, the differential pressure generated between the upstream side and the downstream side of the throttle passage 9 is also reduced, and the differential pressure actuator 15 and the back pressure valve 16 are in the state shown in FIG. As a result, the communication between the third control oil passage 43 and the fourth control oil passage 44 is cut off, and engine oil is not supplied to the increase port 55, so that the movable housing 51 of the oil pump 4 rotates counterclockwise and the oil pump 4 The discharge capacity is reduced, and the engine drive loss (drive loss related to the oil pump 4) is also reduced.

<During high-speed operation>
As shown in FIG. 5, when the engine warms up and the temperature of the engine oil rises (when the kinematic viscosity of the engine oil decreases), the third feed oil during high-speed operation when the discharge amount of the oil pump 4 increases. The pressure of the engine oil supplied from the passage 23 to the hydraulic oil inflow port 75 of the oil pump 4 increases, and the differential pressure generated between the upstream side and the downstream side of the throttle passage 9 also increases. The back pressure valve 16 is in the state shown in FIG. As a result, the engine oil of the main gallery 11 is supplied to the increase port 55 of the oil pump 4 through the third control oil path 43 and the fourth control oil path 44, and the movable housing 51 rotates to the right to discharge the oil pump 4. The capacity increases, a relatively large amount of engine oil is injected from the jet nozzle 10 toward the lower surface of the piston 85, and the temperature rise of the inner wall surfaces of the piston 85 and the cylinder 86 is effectively suppressed. The mechanism 33 and the crankshaft 34 are sufficiently lubricated and cooled.

  This is the end of the description of specific embodiments. However, aspects of the present invention are not limited to these embodiments. For example, in the above embodiment, a piston cooling jet is used as the unsteady oil supply member. However, for example, a variable valve mechanism or the like may be used as the unsteady oil supply member. Further, the control oil supply valve of the above embodiment increases the discharge capacity of the oil pump by supplying the control oil when the discharge amount of the oil pump or the differential pressure between the upstream side and the downstream side of the throttle passage is large. However, the control oil may be supplied when the discharge amount or the differential pressure is small to reduce the discharge capacity of the oil pump. In addition, the specific structures of the oil pump and control oil supply valves, the specific connections of the feed oil passages and the control oil passages, as well as the components constituting the lubricating oil supply device, also depart from the spirit of the present invention. It is possible to change appropriately within the range not to be.

DESCRIPTION OF SYMBOLS 1 Lubricating oil supply apparatus 4 Oil pump 8 Control oil supply valve 9 Restriction passage 10 Jet nozzle (unsteady oil supply member)
11 Main gallery (steady oil gallery)
12 Sub gallery 13 Oil jet pipe (unsteady oil passage)
15 Differential pressure actuator 16 Back pressure valve 33 Valve mechanism (steady oil supply member)
34 Crankshaft (steady oiling member)
41 First control oil passage 42 Second control oil passage 43 Third control oil passage 44 Fourth control oil passage 85 Piston (steady oil supply member)
86 cylinder (steady oiling member)

Claims (4)

A lubricating oil supply device that supplies engine oil to a steady oil supply member and an unsteady oil supply member constituting an internal combustion engine,
A variable displacement oil pump that is driven by the internal combustion engine and has a discharge capacity that is reduced or increased by supplying control oil;
A steady oil gallery that guides engine oil supplied from the oil pump to the steady oil supply member during operation of the internal combustion engine;
An unsteady oil passage for guiding engine oil in the steady oil gallery to the unsteady oil supply member;
A throttle passage which is provided in the unsteady oil passage and which gives a passage resistance to the engine oil passing through the unsteady oil passage;
When the differential pressure between the upstream side and the downstream side of the throttle passage in the unsteady oil passage exceeds a predetermined value, the supply amount of the control oil to the oil pump is changed in order to increase the discharge capacity of the oil pump. An oil supply device for an internal combustion engine, characterized by comprising control oil supply means.   2. The lubricating oil supply device for an internal combustion engine according to claim 1, wherein the throttle passage has a passage length larger than a passage diameter. The oil pump increases the discharge capacity when the control oil is supplied,
The control oil supply means includes
A differential pressure actuator that operates when a differential pressure between the upstream side and the downstream side of the throttle passage exceeds the predetermined value;
The internal combustion engine according to claim 1, further comprising: a control valve that is driven by the differential pressure actuator and supplies the oil pump using the engine oil in the steady oil gallery as the control oil. Engine lubricant supply device.   The lubricating oil for an internal combustion engine according to any one of claims 1 to 3, wherein the unsteady oil supply member is a piston cooling jet that cools a piston of the internal combustion engine with engine oil. Feeding device.

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