JP2016223290A - Lubrication device of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To warm up an engine in an early stage by a simple constitution.SOLUTION: A lubrication device 100 comprises: an agitation tray 114 which is arranged above an oil pan 26, and can store oil up to a position in which at least either of a crankshaft 40 and a connecting rod 34 is immersed into the oil; a branch flow passage 110 which is branched from an oil flow passage 106, and transports the oil to the agitation tray 114; a valve which is arranged at the branch flow passage 110, makes the branch flow passage 110 lubricative when the pressure of the oil flow passage 106 is not lower than a prescribed pressure threshold, and blocks the branch flow passage 110 when the pressure of the oil flow passage 106 is lower than the pressure threshold; and a pump control part which controls a variable capacity oil pump 104 so that the pressure of the oil flow passage 106 reaches the pressure threshold or higher when it is determined that an engine 10 is in a cold drive state, and controls the variable capacity oil pump 104 so that the pressure of the oil flow passage 106 reaches a value which is lower than the pressure threshold when it is determined that the engine 10 is not in the cold drive state.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an engine lubrication device that lubricates each part of an engine with oil.

  Conventionally, in order to lubricate and cool each part of the engine, oil stored in an oil pan provided at the lower part of the engine is supplied to each part of the engine.

  As a technology for warming up the oil early when starting the engine and warming up the engine early, an oil reservoir different from the oil pan is provided, and in the cold drive state, the oil is stored in the oil reservoir. There has been proposed a lubricating device designed to reduce the amount of oil stored in an oil pan (for example, Patent Document 1). According to this lubricating device, by reducing the amount of oil stored in the oil pan, the oil is warmed early, and the engine can be warmed up early.

JP 2014-101775 A

  In the above-described lubrication apparatus, it is necessary to provide a pump for transferring the oil stored in the oil pan to the oil storage unit separately from the oil pump, and there is a problem that the structure becomes complicated.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine lubrication device that can warm up the engine early with a simple configuration.

  In order to solve the above problems, an engine lubrication device according to the present invention includes an oil pan capable of storing oil in an internal space communicating with the inside of a crankcase in which a crankshaft is disposed, and oil stored in the oil pan. An oil flow path for supplying to the supplied member; and a variable capacity oil pump connected to the oil flow path and supplying oil stored in the oil pan to the supplied member via the oil flow path; An agitation tray provided above the oil pan and capable of storing oil up to a position where at least a part of at least one of the crankshaft and a connecting rod rotatably supported by the crankshaft is immersed in the oil, and the oil flow path And a branch passage for transferring oil to the stirring tray, and provided in the branch passage, and the pressure of the oil passage is predetermined. Determine whether the engine is in a cold drive state with a valve that communicates the branch flow path when the pressure threshold is greater than or equal to, and closes the branch flow path when the pressure of the oil flow path is less than the pressure threshold When the state determination unit and the state determination unit determine that the engine is in a cold drive state, the variable capacity oil pump is controlled such that the pressure in the oil passage is equal to or higher than the pressure threshold, A pump control unit that controls the variable displacement oil pump so that the pressure of the oil flow path is less than the pressure threshold when the state determination unit determines that the engine is not in a cold drive state.

  The stirring tray is provided with a drain hole, and the drain hole passes through the drain hole to the oil pan rather than the oil flow rate transferred to the stirring tray via the branch flow path. It is preferable that the flow rate of the transferred oil is small.

  According to the present invention, it is possible to provide an engine lubrication device capable of early warm-up of an engine with a simple configuration.

It is the schematic which shows the structure of an engine system. It is a figure explaining the relationship between the rotation speed of an engine, and the oil_pressure | hydraulic of an oil flow path. It is a figure explaining transfer of oil. It is a flowchart which shows the flow of an oil control process.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a schematic diagram showing the configuration of the engine system 1. As shown in FIG. 1, the engine system 1 includes an engine 10, a lubricating device 100, and an ECU (Engine Control Unit) 200.

  The engine 10 includes a cylinder block 20, a crankcase 22 integrally formed with the cylinder block 20, a cylinder head 24 joined to the upper part of the cylinder block 20, and an oil pan 26 joined to the lower part of the crankcase 22. Is provided. In FIG. 1, the cylinder block 20, the crankcase 22, the cylinder head 24 and the oil pan 26 are shown in a sectional view.

  A plurality of cylinder bores 30 are formed in the cylinder block 20, and pistons 32 are slidably supported by connecting rods 34 in the plurality of cylinder bores 30, respectively. In the engine 10, a space surrounded by the cylinder bore 30, the cylinder head 24, and the upper surface of the piston 32 is formed as a combustion chamber 36.

  In the engine 10, the internal space of the crankcase 22 and the internal space of the oil pan 26 communicate with each other to form a crank chamber. A crankshaft 40 is rotatably supported (arranged) in the crank chamber, the connecting rod 34 is rotatably supported by the crankshaft 40, and the piston 32 is connected to the crankshaft 40 via the connecting rod 34.

  The cylinder head 24 is provided with an intake port 42 and an exhaust port 44 so as to communicate with the combustion chamber 36. The leading end of the intake valve 46 is located between the intake port 42 and the combustion chamber 36, and the leading end of the exhaust valve 48 is located between the exhaust port 44 and the combustion chamber 36.

  In the engine 10, an intake valve cam 50 and an exhaust valve cam 52 are provided in a cam chamber surrounded by a cylinder head 24 and a head cover (not shown). The intake valve cam 50 is in contact with the other end of the intake valve 46 and rotates to move the intake valve 46 in the vertical direction. Thereby, the intake valve 46 opens and closes between the intake port 42 and the combustion chamber 36. The exhaust valve cam 52 is in contact with the other end of the exhaust valve 48 and rotates to move the exhaust valve 48 in the vertical direction. Thereby, the exhaust valve 48 opens and closes between the exhaust port 44 and the combustion chamber 36.

  The cylinder head 24 is provided with a spark plug 54 so that the tip is located in the combustion chamber 36. Then, the air-fuel mixture flowing into the combustion chamber 36 via the intake port 42 is ignited and burned by the spark plug 54 at a predetermined timing. Due to such combustion, the piston 32 reciprocates, and the reciprocating motion is converted into rotational motion of the crankshaft 40 through the connecting rod 34.

  The lubrication apparatus 100 includes an oil pan 26, a strainer 102, a variable capacity oil pump 104, an oil flow path 106, an oil filter 108, a branch flow path 110, a check valve 112, a stirring tray 114, and an ECU 200.

  The strainer 102 has one end arranged in the oil pan 26 and the other end connected to the variable displacement oil pump 104. The variable capacity oil pump 104 is driven by the rotation of the crankshaft 40, pumps up the oil stored in the oil pan 26 via the strainer 102, and discharges the pumped oil to the oil passage 106.

  As will be described in detail later, the variable displacement oil pump 104 can adjust the amount of oil discharged to the oil passage 106, that is, the oil pressure of the oil passage 106, based on control of the ECU 200 (pump control unit 206). .

  The oil flow path 106 is provided with an oil filter 108 in the middle, and sludge, wear powder, dust and the like are removed from the oil sent out by the variable capacity oil pump 104 by the oil filter 108. Then, the oil is supplied to the supplied members of each part of the engine via the oil passage 106 and the oil gallery provided in the engine 10.

  In addition, a branch channel 110 is connected to the oil channel 106. The branch channel 110 is a pipe branched from the oil channel 106, and one end thereof is connected to the oil channel 106 and is opened toward the stirring tray 114. A check valve 112 is provided in the middle of the branch channel 110. The check valve 112 is opened when the pressure of the oil flow path 106 (upstream of the check valve 112 in the branch flow path 110) is equal to or higher than a predetermined opening pressure, and the branch flow path 110 is communicated. When the pressure is less than the open pressure, the branch flow path 110 is closed by closing the valve.

  The stirring tray 114 is a container that can store oil that is open at the top of the vertical direction. The stirring tray 114 is at the top of the oil pan 26 in the crank chamber, and when oil is stored, at least one of the connecting rod 34 and the crankshaft 40. Is provided at a position where a part of the oil is immersed in oil. Moreover, the drain tray 114a is formed in the bottom face of the stirring tray 114, and the oil transferred from the branch channel 110 is guided to the oil pan 26 through the drain hole 114a. The size of the drain hole 114a is determined so that the oil flow rate transferred to the oil pan 26 through the drain hole 114a is smaller than the oil flow rate transferred to the stirring tray 114 from the branch flow path 110. ing.

  Further, the lubrication apparatus 100 (engine system 1) includes a water temperature sensor (temperature sensor) 120 that measures the temperature of the cooling water flowing through the engine 10 such as the cylinder block 20 as the temperature of the engine 10, and a crankshaft 40 (engine A rotation speed sensor 122 for measuring the rotation speed of 10) is provided.

  In the engine system 1 configured as described above, oil is transferred to the stirring tray 114 when the engine 10 is in a cold drive state in which the engine 10 is driven at a low temperature immediately after the engine 10 is started, The oil level of the oil stored in the stirring tray 114 is raised to a position where at least a part of at least one of the connecting rod 34 and the crankshaft 40 is immersed in the oil. The oil is stirred by at least one of the connecting rod 34 and the crankshaft 40 to increase the temperature of the engine 10 by the oil resistance, and the engine 10 is warmed up. Below, the specific process is demonstrated.

  The ECU 200 is a microcomputer including a central processing unit (CPU), a ROM storing a program, a RAM as a work area, a storage unit such as a flash memory, and the like, and includes a drive control unit 202, a state determination unit 204, and a pump control. It functions as the unit 206.

  When the engine 10 is started, the drive control unit 202 controls each part of the engine and performs drive control for driving the engine 10.

  The state determination unit 204 determines whether or not the temperature of the engine 10 measured by the water temperature sensor 120 is equal to or lower than a predetermined temperature threshold (for example, 60 ° C.) that is set to a cold drive state. It is determined whether it is in the inter-drive state.

  FIG. 2 is a diagram for explaining the relationship between the rotational speed of the engine 10 and the oil pressure in the oil passage 106. The pump control unit 206 refers to the oil pressure map based on the number of revolutions of the engine 10 measured by the number of revolutions sensor 122 according to the determination result of the state determination unit 204, and determines the duty ratio of the variable displacement oil pump 104. To control. As a result, the pump control unit 206 adjusts the oil flow rate discharged from the variable displacement oil pump 104, that is, the oil pressure of the oil passage 106.

  Specifically, when it is determined that the engine 10 is not in the cold drive state, the pump control unit 206 checks the oil pressure of the oil passage 106 regardless of the rotational speed of the engine 10 as shown in FIG. The variable displacement oil pump 104 is controlled so that the required discharge pressure is less than the pressure threshold α at which the valve 112 is opened. The required discharge pressure is the minimum pressure necessary for supplying oil to the supply target member of the engine 10, and when the engine 10 is at the idling speed or higher, the maximum discharge pressure is higher than the pressure threshold value α. Therefore, the required discharge pressure can always be maintained while the engine 10 is being driven.

  When the pressure of the oil passage 106 is set to the required discharge pressure, the oil discharged from the variable capacity oil pump 104 is supplied to the supplied members of each part of the engine via the oil passage 106. On the other hand, since only a pressure less than the pressure threshold α is applied to the check valve 112, the check valve 112 is closed and the branch flow path 110 is closed, so that no oil is transferred to the stirring tray 114. .

  FIG. 3 is a diagram illustrating oil transfer. When it is determined that the engine 10 is in the cold drive state, the pump control unit 206 controls the variable displacement oil pump 104 so that the oil pressure of the oil becomes the maximum discharge pressure corresponding to the rotation speed of the engine 10. At this time, the oil discharged from the variable capacity oil pump 104 is supplied to each part of the engine 10 through the oil passage 106. Further, a pressure equal to or higher than the pressure threshold value α is applied to the check valve 112, the check valve 112 is opened, and the branch flow path 110 is in communication, so that oil is transferred to the stirring tray 114.

  As shown in FIG. 3A, the oil level of the oil stored in the stirring tray 114 rises to a position where a part of the connecting rod 34 and the crankshaft 40 (a part lower than the central axis) is immersed in the oil. To do. As a result, the oil is agitated by the connecting rod 34 and the crankshaft 40, and the engine 10 can be warmed up early. The drain hole 114a is sized so that the oil flow rate through the drain hole 114a is smaller than the oil flow rate transferred from the branch flow path 110. The oil always accumulates in the cold drive state.

  Thereafter, when the temperature of the engine 10 rises and the engine 10 is not in the cold drive state, the pump control unit 206 again sets the variable capacity so that the oil pressure in the oil passage 106 becomes the required discharge pressure below the pressure threshold α. The oil pump 104 is controlled. As a result, as shown in FIG. 3B, the oil stored in the stirring tray 114 is guided to the oil pan 26 through the drain hole 114a, and no oil is stored in the stirring tray 114. It becomes a state.

  By doing so, the oil does not come into contact with the connecting rod 34 and the crankshaft 40, and it is possible to avoid the concern of oil consumption due to the oil becoming a mist by the stirring of the oil and being guided into the combustion chamber 36 and combusted. it can. Further, oil resistance due to stirring of oil can be eliminated, and influence on fuel consumption can be avoided.

  As described above, in the lubrication apparatus 100, when the engine 10 is in the cold drive state, the check valve 112 is opened by controlling the variable displacement oil pump 104 to the maximum discharge pressure, and the The oil is transferred to the stirring tray 114. Further, in the lubricating device 100, when the engine 10 is changed from the cold driving state to the non-cold driving state, the oil is transferred to the oil pan 26 from the drain hole 114a provided in the stirring tray 114. Accordingly, it is not necessary to provide a pump or the like for transferring oil to the oil reservoir separately from the oil pump as in the conventional lubrication device, and the engine 10 can be warmed up quickly with a simple configuration. .

  Further, in the lubrication apparatus 100, in the cold drive state, the variable displacement oil pump 104 is driven at the maximum discharge pressure, thereby causing the variable displacement oil pump 104 to perform surplus work (maximum discharge pressure−required discharge pressure). Will be. As a result, the load on the engine 10 is increased, and warm-up of the engine 10 is promoted.

  Further, in the lubrication apparatus 100, when the warm-up is not required, the oil is not agitated and the surplus work by the variable capacity oil pump 104 is not performed. Therefore, the oil consumption is increased and the fuel consumption is affected. Can be suppressed.

  FIG. 4 is a flowchart showing the flow of the oil control process. Next, the flow of the oil control process performed by the ECU 200 will be described.

  When an ignition switch (not shown) is turned on (S300), the drive control unit 202 starts the engine 10 (S302), and the state determination unit 204 detects the temperature (water temperature) of the engine 10 and the rotation speed sensor 122. The rotation speed of the engine 10 measured by the above is acquired (S304).

  And the state determination part 204 determines whether the temperature of the engine 10 is below a temperature threshold value, ie, the engine 10 is a cold drive state (S306). As a result, if the temperature of engine 10 is equal to or lower than the temperature threshold (YES in S306), pump control unit 206 drives variable capacity oil pump 104 at the maximum discharge pressure (S308). As a result, the check valve 112 is opened, the branch channel 110 is communicated, and the oil is transferred to the stirring tray 114. Then, the oil level of the oil stored in the stirring tray 114 rises to a position where a part of the connecting rod 34 and the crankshaft 40 is immersed in the oil. Thereby, oil is stirred by the connecting rod 34 and the crankshaft 40, and the engine 10 is warmed up early.

  On the other hand, if the temperature of the engine 10 is not equal to or lower than the temperature threshold (NO in S306), the pump control unit 206 drives the variable displacement oil pump 104 with the required discharge pressure (S310). Accordingly, when oil is stored in the stirring tray 114, the oil is transferred to the oil pan 26 through the drain hole 114a.

  After the variable displacement oil pump 104 is driven at the maximum discharge pressure (S308) and after the variable displacement oil pump 104 is driven at the required discharge pressure (S310), the drive control unit 202 determines whether the ignition switch has been turned off. Is determined (S312). As a result, if the ignition switch is not turned off (NO in S312), the process returns to S304, and the processes of S304 to S312 are repeated.

  On the other hand, if the ignition switch is turned off (YES in S312), drive control unit 202 stops engine 10 (S314) and ends the oil control process.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  In the above-described embodiment, the water temperature measured by the water temperature sensor 120 is adapted as the temperature of the engine 10. However, an oil temperature sensor is provided, and the oil temperature measured by the oil temperature sensor is set to the temperature of the engine 10. You may make it adapt as temperature.

  INDUSTRIAL APPLICABILITY The present invention can be used for an engine lubrication device that lubricates each part of the engine with oil.

DESCRIPTION OF SYMBOLS 1 Engine system 10 Engine 22 Crankcase 26 Oil pan 34 Connecting rod 40 Crankshaft 100 Lubricator 104 Variable capacity oil pump 106 Oil flow path 110 Branch flow path 112 Check valve (valve)
114 Stirring tray 114a Drain hole 120 Water temperature sensor (temperature sensor)
204 State determination unit 206 Pump control unit

Claims (2)

An oil pan capable of storing oil in an internal space communicating with the inside of the crankcase in which the crankshaft is disposed;
An oil flow path for supplying the oil stored in the oil pan to the supplied member;
A variable capacity oil pump connected to the oil flow path and supplying oil stored in the oil pan to a supplied member via the oil flow path;
A stirring tray provided above the oil pan and capable of storing oil to a position where at least one of the crankshaft and a connecting rod rotatably supported by the crankshaft is immersed in oil;
A branch channel for branching from the oil channel and transferring oil to the stirring tray;
Provided in the branch flow path, the branch flow path is communicated when the pressure of the oil flow path is equal to or higher than a predetermined pressure threshold value, and the branch flow path is set when the pressure of the oil flow path is lower than the pressure threshold value. A valve to be closed;
A state determination unit for determining whether the engine is in a cold drive state;
When the state determination unit determines that the engine is in a cold drive state, the variable capacity oil pump is controlled so that the pressure of the oil passage is equal to or higher than the pressure threshold, and the state determination unit A pump control unit that controls the variable capacity oil pump so that the pressure of the oil passage is less than the pressure threshold when it is determined that the engine is not in a cold drive state;
An engine lubrication device comprising: The stirring tray is provided with a drain hole,
The drain hole is
2. The oil flow rate transferred to the oil pan through the drain hole is smaller than the oil flow rate transferred to the stirring tray via the branch flow path. The engine lubrication device described in 1.

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