JP2017036699A - Oil temperature increase structure of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil temperature increase structure of an engine which increases an oil temperature by exhaust heat from an engine and eliminates the possibility of occurrence of exhaust air leakage in an exhaust pipe.SOLUTION: An oil temperature increase structure of an engine (10) according to the invention comprises: an oil heating passage (33) provided at an exhaust outlet formation part (26) of an engine which exhausts exhaust air to the outside of the engine; and an oil control valve (16) for controlling oil flow to the oil heating passage. The oil heating passage conducts heat from the exhaust outlet formation part heated by exhaust heat of the engine to the oil therein and heats the oil. The exhaust outlet formation part is provided separately from an exhaust pipe (24) of the engine. Therefore, it is not necessary to process the exhaust pipe in order to heat the oil heating passage, and the occurrence of exhaust air leakage caused by the processing is prevented.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an oil temperature raising structure for an engine that can raise the oil temperature of the oil when the engine is started.

  When a vehicle engine is started in a low-temperature environment and continues to operate at a low load, the operation may be continued without sufficiently increasing the temperature of oil that lubricates each part of the engine. In this case, a phenomenon occurs in which water vapor generated by combustion is mixed in the oil and does not evaporate and accumulates in the oil, causing poor lubrication inside the engine. In addition, if the oil temperature does not rise sufficiently immediately after the engine is started, a phenomenon occurs in which the viscosity of the oil is increased, the mechanical loss is increased, and the fuel consumption is deteriorated. In order to avoid such a phenomenon, for example, a configuration disclosed in Patent Document 1 is known.

  The engine of Patent Document 1 includes an oil passage (bent pipe) formed by branching an oil passage through which oil flows, and a lid is welded to the oil passage. Further, an opening is formed in an intermediate portion of the exhaust pipe connected to the engine, and a mounting seat with a flange is welded around the opening. And the intermediate part of an oil passage is arrange | positioned inside an exhaust pipe by attaching a cover to the attachment seat with a flange. Therefore, the oil passage is exposed to high-temperature exhaust gas flowing inside the exhaust pipe, and the oil flowing through the oil passage is heated and heated to avoid the phenomenon described above.

JP 2007-278256 A

  However, in Patent Document 1, since the oil passage is disposed inside the exhaust pipe, it is necessary to provide a lid and a mounting seat with a flange, and there is a possibility that exhaust leakage may occur from the welded portion thereof. There's a problem.

  The present invention has been made in view of such points, and provides an oil temperature raising structure for an engine that can raise the oil temperature by exhaust heat from the engine and eliminate the possibility of exhaust leakage occurring in the exhaust pipe. The purpose is to do.

  An oil temperature raising structure for an engine according to the present invention includes an oil heating passage provided in an exhaust outlet forming portion of the engine for discharging exhaust to the outside of the engine, and an oil control valve for controlling the flow of oil to the oil heating passage. The oil heating passage of the engine is provided with an oil heating passage, wherein the oil heating passage conducts heat from the exhaust outlet forming portion heated by the exhaust heat of the engine to the internal oil and heats it, and the exhaust outlet The forming portion is provided separately from the exhaust pipe of the engine.

  According to this configuration, since the oil heating passage is provided in the exhaust outlet formation portion of the engine, the oil flowing through the oil heating passage can be heated and heated using the exhaust heat that becomes high temperature. Furthermore, since the oil heating passage is provided in the exhaust outlet forming portion that is separate from the exhaust pipe, the processing for forming an opening for connecting the oil heating passage to the exhaust pipe and performing welding is eliminated. Can do. By eliminating such processing, it is possible to eliminate the possibility of exhaust leakage caused by connecting the oil heating passage to the conventional exhaust pipe.

  In the engine oil temperature raising structure, the exhaust outlet forming portion may include a clamp that fixes the exhaust pipe to a cylinder head, and the oil heating passage may be provided continuously to the clamp. In this configuration, the oil can be heated via the clamp heated by the exhaust gas immediately after being discharged from the engine, and the temperature of the oil can be raised efficiently in a short time. In addition, the number of parts can be reduced by integrating the clamp and the oil heating passage.

  In the engine oil temperature raising structure, the exhaust outlet forming portion includes an exhaust outlet surrounding area that is a part of the cylinder head of the engine, and the oil heating passage is provided continuously in the exhaust outlet surrounding area. Good. In this configuration, an oil heating passage can be formed by using a part of the cylinder head, and the oil can be heated by exhaust immediately before and after being discharged from the engine.

  In the engine oil temperature raising structure, the oil control valve may be disposed in a space surrounded by a cylinder, a cylinder head, and an exhaust pipe in the engine. In this configuration, when there is no oil control valve, a space that becomes a dead space can be effectively used, and a layout change of other components can be avoided.

  In the oil temperature raising structure of the engine, the oil control valve may operate a control valve based on a detection result of an oil temperature sensor to control an oil flow rate to the oil heating passage. In this configuration, the control can be finely adjusted to the oil flow rate according to the detection result of the oil temperature sensor.

  According to the present invention, since the oil heating passage is provided in the exhaust outlet forming portion that is separate from the exhaust pipe, the oil temperature can be raised by the exhaust heat from the engine, and the possibility of the occurrence of exhaust leakage in the exhaust pipe is eliminated. be able to.

It is a right view of the engine which concerns on this Embodiment. It is a bottom view of the engine which concerns on this Embodiment. It is the figure which looked at the engine which concerns on this Embodiment from the arrow A direction of FIG. It is a flowchart which shows the flow of the oil which concerns on this Embodiment. It is sectional drawing for description of an oil control valve. It is sectional drawing for description of an oil control valve. It is the elements on larger scale of FIG. It is the elements on larger scale of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the engine of the present invention is a V-type engine mounted on a motorcycle will be described, but the application target is not limited to this and can be changed. For example, the application object of the engine according to the present invention may be a buggy type auto three-wheeled vehicle or an automatic four-wheeled vehicle, and the engine according to the present invention may be a single cylinder engine or a parallel two-cylinder engine. In the following drawings, some components may be omitted for convenience of explanation.

  With reference to FIG.1 and FIG.2, schematic structure of the engine which concerns on this Embodiment is demonstrated. FIG. 1 is a right side view of the engine according to the present embodiment, and FIG. 2 is a bottom view of the engine according to the present embodiment. Here, in the following drawings, the front of the motorcycle (not shown) is indicated by arrow FR, the rear of the vehicle is indicated by arrow RE, the left side of the vehicle is indicated by arrow L, the right side of the vehicle is indicated by arrow R, the vehicle width direction is indicated by arrow W, and the upper side is indicated by arrow. T and the lower side are indicated by arrows B, respectively.

  As shown in FIG. 1, when mounted on a motorcycle (not shown), an engine (internal combustion engine) 10 serving as a V-type engine is supported in a state of being suspended by a frame constituting the motorcycle. The engine 10 is configured by arranging a front bank 13 and a rear bank 14 in a V shape on a crankcase 11. An oil pan 15 in which oil is stored is integrally formed at the lower portion of the crankcase 11. The oil in the oil pan 15 is pumped to an oil control valve (OCV) 16 by an oil pump (not shown) and used for lubrication and cooling. A crankshaft (not shown) is accommodated in the crankcase 11 in the vehicle width direction (left-right direction), whereby the engine 10 is placed horizontally. A clutch cover 17 that forms a clutch chamber is attached to one side (right side) of the crankcase 11 in the vehicle width direction, and a magneto that forms a magnet chamber is attached to the other side (left side) of the vehicle width direction. A cover 18 (not shown in FIG. 1) is attached.

  Next, the front bank 13 will be described. The front bank 13 has a front cylinder 20 disposed above the crankcase 11, and a front cylinder head 21 and a front head cover 22 are attached to the front cylinder 20 to form an outer shape. The axial center position of the front cylinder 20 is inclined in a direction that rises toward the front. An intake port 21a is opened on the rear side of the front cylinder head 21, and an intake pipe (intake pipe, not shown) is connected to the intake port 21a.

  An exhaust pipe (exhaust pipe) 24 is connected to the front side of the front cylinder head 21, and an exhaust outlet forming portion 26 for discharging exhaust (combustion gas) to the outside of the engine 10 is connected to the connection position (details will be described later). ) Is provided separately from the exhaust pipe 24. The exhaust pipe 24 passes from below the front cylinder head 21 to below the front cylinder 20 and in front of the crankcase 11, and extends rearward below the crankcase 11.

  The OCV 16 is fixed to the lower surface side of the front cylinder 20 via two bolts 16a (see FIG. 3, not shown in FIGS. 1 and 2), and as shown in FIG. The space is surrounded by the front cylinder head 21 and the exhaust pipe 24. Such a space becomes a dead space in the absence of the OCV 16, but the space can be effectively used by arranging the OCV 16, and the degree of freedom of the layout of other components can be improved accordingly.

  Here, with reference to FIG. 4, the flow of the oil of the engine which concerns on this Embodiment is demonstrated. FIG. 4 is a flowchart showing the flow of oil according to the present embodiment. As shown in FIG. 4, the oil stored in the oil pan 15 described at the bottom in the figure passes through the oil strainer 31 and is then pumped to the OCV 16 by the oil pump 32. In the present embodiment, the total amount of oil pumped from the oil pump 32 is sent to the OCV 16. The OCV 16 controls the oil pressure destination, and serves as an oil heating passage 33 serving as an oil heater and an oil cooler 34 as the pressure destination. Therefore, in the OCV 16, the oil is returned to the oil cooler 34 after returning to the OCV 16 again through the oil heating passage 33 and the oil directly pumped to the oil cooler 34.

  The oil pressure-fed to the oil cooler 34 is filtered by the oil filter 35 after passing through the oil cooler 34 and being cooled. The filtered oil is pumped to the oil gallery 36 and distributed and supplied to each part of the engine 10. The oil that has lubricated and cooled each part of the engine 10 is recovered in the oil pan 15 again.

  Next, an oil temperature raising structure for an engine according to the present embodiment will be described with reference to FIGS. FIG. 3 is a view of the engine according to the present embodiment as viewed from the direction of arrow A in FIG. Such an oil temperature raising structure includes an oil heating passage 33 provided in the exhaust outlet forming portion 26, the OCV 16, and first to fourth oil pipes 41a to 41d each having one end connected to the OCV 16. It is configured. Part of the first to fourth oil pipes 41a to 41d is formed by a hose that exhibits appropriate flexibility. The other end of the first oil pipe 41a is connected to an oil pump 32 (see FIG. 4, not shown in FIGS. 1 to 3) provided in the crankcase 11 via an oil passage provided in the crankcase 11. . The other end of the fourth oil pipe 41d is connected to an oil cooler 34 (see FIG. 4, not shown in FIGS. 1 to 3) provided in the crankcase 11 via an oil passage provided in the crankcase 11. .

  The exhaust outlet forming portion 26 is formed including a clamp 46 that connects the exhaust pipe 24 (not shown in FIGS. 2 and 3) around the exhaust outlet 21 b (not shown in FIG. 1) of the front cylinder head 21. . The clamp 46 is formed in a ring shape in which an insertion hole 46a through which the exhaust pipe 24 passes is formed in the central portion in the surface. The clamp 46 is fastened to the front cylinder head 21 via bolts 47 on both left and right ends, and the airtightness between the exhaust outlet 21b and the exhaust pipe 24 is maintained by this fastening.

  As shown in FIGS. 2 and 3, the oil heating passage 33 is formed integrally with the clamp 46, and the clamp 46 and the oil heating passage 33 are formed as a single component. The oil heating passage 33 is formed in a cylindrical shape that linearly extends in the left-right direction, and oil that is pumped from the oil pan 15 (see FIG. 1) flows from the right end side to the left end side. At this time, the oil heating passage 33 is provided so that heat from the clamp 46 that becomes a high temperature state due to the exhaust heat is transmitted to the oil flowing inside to heat and heat the oil. The other end of the second oil pipe 41b is connected to the right end side of the oil heating passage 33, the other end of the third oil pipe 41c is connected to the left end side, and the oil heating passage 33 is connected to the second oil pipe. This is a pipe that relays the third oil pipe 41c from 41b.

  The portion where the oil heating passage 33 is connected to the clamp 46 may be formed such that the cylindrical oil heating passage 33 and the ring-shaped clamp 46 overlap each other. In addition, when the oil heating passage 33 and the clamp 46 are formed so as not to overlap or in a portion formed so as not to overlap, a bridging portion that is continuous so as to fill between them may be integrally formed.

  5 and 6 are sectional views for explaining the oil control valve. As shown in FIGS. 5 and 6, the OCV 16 is provided on the right side of the case body 50, a cylindrical case body 50 that extends in the left-right direction, a shaft member 51 that is partially inserted into the case body 50, and the case body 50. And an actuator 52 as a drive unit.

  The case main body 50 is provided in the shape provided with the 1st-4th support parts 54a-54d which support the 1st-4th oil piping 41a-41d. The support portions 54 a to 54 d support the oil pipes 41 a to 41 d via the union bolts 55, while flowing oil into or out of the case body 50 through the union bolts 55.

  Here, as shown in FIG. 3, the first to fourth support portions 54 a to 54 d are formed so as to protrude from below the case body 50. The front-rear position along the circumferential direction of the case body 50 in the first to fourth support portions 54a to 54d is the same position as the first support portion 54a and the third support portion 54c, and the second support portion 54b and the fourth support portion. 54d is the same position. The first support portion 54a and the third support portion 54c are provided adjacent to the rear of the second support portion 54b and the fourth support portion 54d. However, in FIGS. 5 and 6, for convenience of explanation, the first support part 54a and the third support part 54c are shown in the lower part of the case main body 50 in the figure, and the second support part 54b and the fourth support part 54d are shown in the upper part of the figure. The cross-sectional view is taken at the cutting position where is located.

  As shown in FIGS. 5 and 6, in the case body 50, a third support portion 54c is provided near the left side of the first support portion 54a, and a fourth support portion 54d is provided near the left side of the second support portion 54b. ing. In the left-right direction, the fourth support portion 54d is located between the first support portion 54a and the third support portion 54c, and the first support portion 54a is located between the second support portion 54b and the fourth support portion 54d. It is provided to do.

  An interposition member 57 is provided between the case body 50 and the shaft member 51. The shape of the interposition member 57 will be described later. The shaft member 51 is provided so that the right end side protrudes from the case main body 50 and is positioned in the actuator 52. The actuator 52 drives the shaft member 51 in the left-right direction via an electromagnet or the like when a voltage according to the determination result in the control unit 70 is applied. 5 shows a state where the shaft member 51 is displaced to the leftmost side, and FIG. 6 shows a state where the shaft member 51 is displaced to the rightmost side.

  The control part 70 is comprised by ECU (Electronic Control Unit), for example. The ECU has a drive circuit for operating a computer and an actuator 52 composed of a CPU, a ROM, a RAM, and the like. An oil temperature sensor 71 provided at a predetermined position of the engine 10 is electrically connected to the control unit 70. The control unit 70 controls the operation of the actuator 52 based on the output result of the oil temperature sensor 71.

  Next, the internal structure of the case body 50 in the OCV 16 will be described with reference to FIGS. 7 and 8. 7 is a partially enlarged view of FIG. 5, and FIG. 8 is a partially enlarged view of FIG. In the interposition member 57, first to fourth flow paths 61a to 61d for oil are formed at respective positions communicating with the inside of the first to fourth support portions 54a to 54d. Therefore, the second flow path 61b, the first flow path 61a, the fourth flow path 61d, and the third flow path 61c are formed in the interposed member 57 in order from right to left. Between the flow paths 61a to 61d adjacent to the left and right, first to third communication flow paths 62a to 62c are formed in order from the right to the left. The first to third communication channels 62a to 62c are formed in the same inner peripheral shape.

  The shaft member 51 includes first and second seal portions 63a and 63b having outer peripheral shapes that can restrict (seal) the flow of oil when disposed inside the communication flow paths 62a to 62c. In addition, the shaft member 51 includes first and second permissible portions 64a and 64b having outer peripheral shapes that allow the oil to flow when arranged on the inside of the communication flow paths 62a to 62c. Here, the shaft member 51 and the interposed member 57 constitute a control valve for controlling the flow of oil.

  Next, the oil flow in the OCV 16 will be described. In the state shown in FIG. 7, the shaft member 51 is displaced to the leftmost side. In this state, the third communication channel 62c is not blocked by the second seal portion 63b. Oil flow between the portion 64b is allowed. Further, since the first communication channel 62a is not blocked by the first seal portion 63a, the flow of oil between the first communication channel 62a and the first permissible portion 64a is permitted. On the other hand, the second communication channel 62b is blocked by the first seal portion 63a, and the oil flow in the second communication channel 62b is restricted.

  Therefore, as shown by the dotted arrows in FIG. 7, the oil that has flowed into the first flow path 61a through the first oil pipe 41a and the first support portion 54a is formed between the first communication flow path 62a and the first permissible section 64a. After a while, it flows into the second flow path 61b. Then, oil flows out from the second flow path 61b to the second oil pipe 41b through the second support portion 54b.

  As shown in FIG. 3, the oil that flows out from the OCV 16 to the second oil pipe 41 b flows into the oil heating passage 33. In the oil heating passage 33, the heat transmitted from the clamp 46 heated by the exhaust heat of the engine 10 is conducted to the internal oil and heated. Therefore, the oil flowing out from the oil heating passage 33 to the third oil pipe 41 c is in a state where the temperature has risen from before flowing into the oil heating passage 33.

  The oil that has passed through the oil heating passage 33 flows into the third flow path 61c through the third oil pipe 41c and the third support portion 54c as shown by the solid arrows in FIG. Here, since the seal of the third communication channel 62c by the second seal part 63b is released, the oil flows into the fourth channel 61d through between the second communication channel 62b and the second permissible part 64b. At this time, since the second communication channel 62b is closed by the first seal portion 63a, the oil flow between the fourth channel 61d and the first channel 61a is restricted. The oil that has flowed into the fourth flow path 61d flows into the fourth oil pipe 41d through the fourth support portion 54d, and flows into the crankcase 11 (see FIG. 3).

  In the state shown in FIG. 8, the shaft member 51 is displaced to the rightmost side. In this state, the second communication channel 62b is not blocked by the first seal portion 63a. Oil flow between the portion 64b is allowed. On the other hand, the first communication channel 62a is closed by the first seal portion 63a, and the oil flow in the first communication channel 62a is restricted. Further, the third communication channel 62c is closed by the second seal portion 63b, and the oil flow in the third communication channel 62c is restricted.

  Therefore, as shown by the solid line arrow in FIG. 8, the oil that has flowed into the first flow path 61a through the first oil pipe 41a and the first support portion 54a flows between the second communication flow path 62b and the second permissible section 64b. After that, it flows to the fourth flow path 61d. Then, oil flows out from the fourth flow path 61d to the fourth oil pipe 41d through the fourth support portion 54d, and flows into the crankcase 11 (see FIG. 3). As described above, in the state shown in FIG. 8, the oil that has flowed into the OCV 16 does not pass through the oil heating passage 33, that is, is returned to the crankcase 11 without being heated in the oil heating passage 33.

  As described above, in the OCV 16, it is possible to switch between the case where oil flows to the oil heating passage 33 and the case where oil does not flow. When the detection result (temperature data) output from the oil temperature sensor 71 is compared with a predetermined temperature threshold value in the control unit 70 (see FIG. 5), the oil temperature is equal to or lower than the threshold value (or smaller than the threshold value). The shaft member 51 is controlled to be displaced in the state shown in FIGS. By this control, the oil can be raised in temperature by passing the oil through the oil heating passage 33.

  On the other hand, the control unit 70 compares the temperature data output from the oil temperature sensor 71 with a predetermined temperature threshold value, and when the oil temperature is equal to or higher than the threshold value (or larger than the threshold value), it is shown in FIGS. Control is performed so that the shaft member 51 is displaced to the state. By this control, oil does not pass through the oil heating passage 33, and heating in the oil heating passage 33 can be avoided.

  Thus, according to the present embodiment, the oil heating passage 33 can be heated through the clamp 46 by the exhaust heat that becomes high temperature, and the oil heating passage 33 can heat and heat the oil. Therefore, even in a low temperature environment, the oil temperature of the oil can be quickly raised when the engine 10 is started. In particular, although the clamp 46 is outside the engine 10, it is heated by the exhaust gas immediately after being discharged from the engine 10, so that the temperature of the clamp 46 and the oil heating passage 33 and oil can be raised efficiently and in a short time. As a result, it is possible to avoid the occurrence of poor lubrication inside the engine or increase in the viscosity of the oil and increase in mechanical loss.

  On the other hand, when the oil is heated to a predetermined temperature, the oil to the oil heating passage 33 can be shut off in the OCV 16, so that the oil is prevented from being heated too much. In addition, when the oil becomes a low oil temperature, the oil heating passage 33 can be easily switched to heating the oil.

  Furthermore, in the present embodiment, since the oil heating passage 33 is formed integrally with the clamp 46, it is possible to employ a temperature raising structure using exhaust heat without increasing the number of parts. Moreover, since the oil heating passage 33 is formed, there is no need to process the exhaust pipe 24, and the possibility of exhaust leakage due to such processing can be eliminated.

  In addition, the clamp of the existing engine can be used by replacing it with the clamp 46 in which the oil heating passage 33 of the present embodiment is formed, and the above-described operation of the present embodiment can be achieved even with an existing engine. Can be easily obtained.

  In addition, this invention is not limited to the said embodiment, It can change and implement variously. In the above-described embodiment, the size, shape, direction, and the like illustrated in the accompanying drawings are not limited to this, and can be appropriately changed within a range in which the effect of the present invention is exhibited. In addition, various modifications can be made without departing from the scope of the object of the present invention.

  For example, the oil heating passage 33 is not limited to the above-described configuration, and various changes can be made. For example, as a configuration in which the oil heating passage is connected to the clamp 46, an oil heating passage that extends within the thickness of the clamp 46 and extends in parallel to the surface direction of the clamp 46 may be formed. In this configuration, the oil heating passage can be prevented from projecting from the clamp 46, and the layout restriction around the engine 10 can be relaxed.

  Further, a peripheral region of the exhaust outlet 21b that is a part of the front cylinder head 21 is included in the exhaust outlet forming portion 26, and the oil heating passage is connected so as to be within the thickness of the front cylinder head 21 in the peripheral region. May be provided. According to such a configuration, even if the engine does not use the clamp 46, the oil heating passage can be formed without processing the exhaust pipe.

  The OCV 16 can be changed in various designs. For example, the OCV 16 can be controlled to adjust the oil flow rate to the oil heating passage 33 by appropriately changing the operation amount of the control valve in accordance with a signal from the control unit 70. It is good. Thereby, according to the detection result of the oil temperature sensor 71, fine oil amount control can be performed.

  As described above, the present invention has an effect that it is possible to raise the oil temperature by exhaust heat from the engine while eliminating the possibility of exhaust leakage occurring in the exhaust pipe. This is useful when applied to a motorcycle to be used.

10 Engine 16 OCV (oil control valve)
20 Front cylinder (cylinder)
21 Front cylinder head (cylinder head)
24 Exhaust pipe 26 Exhaust outlet forming portion 33 Oil heating passage 46 Clamp 51 Shaft member (control valve)
57 Intervening member (control valve)
70 Control unit 71 Oil temperature sensor

Claims (5)

An oil heating structure for an engine comprising an oil heating passage provided in an exhaust outlet forming portion of the engine for discharging exhaust to the outside of the engine, and an oil control valve for controlling the flow of oil to the oil heating passage. And
The oil heating passage conducts heat from the exhaust outlet forming portion heated by the exhaust heat of the engine to the internal oil and heats it,
The engine oil temperature raising structure, wherein the exhaust outlet forming portion is provided separately from the exhaust pipe of the engine. The exhaust outlet forming portion includes a clamp that fixes the exhaust pipe to a cylinder head,
The oil heating structure for an engine according to claim 1, wherein the oil heating passage is provided continuously to the clamp.   2. The exhaust outlet forming portion includes an area around an exhaust outlet that becomes a part of a cylinder head of the engine, and the oil heating passage is provided continuously in the area around the exhaust outlet. The oil temperature rising structure of the described engine.   4. The oil temperature raising structure for an engine according to claim 1, wherein the oil control valve is disposed in a space surrounded by a cylinder, a cylinder head, and an exhaust pipe in the engine. 5. .   5. The oil control valve according to claim 1, wherein the oil control valve operates a control valve based on a detection result of an oil temperature sensor to control an oil flow rate to the oil heating passage. Engine oil temperature rise structure.

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