JPH0763748A - Evaluating and testing device for engine oil - Google Patents

Abstract

PURPOSE:To provide a valve gear system abrasion testing device which can easily adjust the degree of severity which is a load element applied to an object to be tested with high reproducibility at the time of performing valve gear abrasion tests on an engine and, at the same time, a device which can perform dynamic evaluation tests on the bubbling property, low-temperature sludge, rust of the engine oil of the engine by utilizing the abrasion testing device. CONSTITUTION:In a valve gear abrasion testing device composed of an engine valve gear system, motor for forcibly driving the valve gear system, and a transmitting member for transmitting the rotation of the motor to the valve gear system, a means which controls the number of vibrations of the transmitting member, circulating means which circulates engine oil in a lubricating system, means which introduces a fixed amount of air or water to the engine oil in the lubricating system, and a means which takes out a fixed amount of engine oil from an oil pan are provided.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an engine oil evaluation test apparatus.

[0002]

2. Description of the Related Art In order to improve engine speed and change operating conditions according to various requirements such as high speed and high output of engines, exhaust gas countermeasures, lead-free gasoline, improvement of fuel saving performance, extension of oil change distance, In recent years, interest in valve train wear is increasing. In Japan, several major automobile companies first established their own in-house test methods for valve system wear to evaluate lubricants and materials. Unifying test methods, JAS
O standard was established. In 1993, the quality standard of gasoline engine oil according to this standard was included in the JIS standard. In recent years, research and development on valve system wear prevention performance of engine oil have been progressing mainly at oil companies, and the Japan Petroleum Institute has been holding rating symposiums and workshops on valve system wear to make efforts to match the evaluation criteria of each testing organization. I've been When carrying out the wear test on a bench, there are a method of actually firing with fuel and a method of driving with a motor. Compared with the former, the latter is a much better method in terms of equipment, cost, handling and repeatability. The frequency of performing the valve train wear test by the motoring method tends to increase year by year. However, as the number of times this test was performed and the number of test devices increased,
It became clear that there are variations in the data due to unification of evaluation criteria and proficiency in the test equipment itself. For example, the results of testing each standard oil on the typical JASO standard Toyota 3A and old standard Toyota 20R engine in the motoring engine test were announced by JASO. According to the report, abrasion damage was found at several test institutions. There are large variations in the results. After that, the content announced by the ISO National Committee to comply with the international standard was also the same, and there were still large variations in reproducibility. 10 more
It has also been found that when the repeatability test is conducted for about 15 times, there is a considerable difference between the first and last results. Therefore, the inventors of the present invention have conducted various studies on the cause of the variation in the data, and as a result, the reproducibility of the severity, which is a load factor applied to the test body, is poor and the same load cannot be applied. I found him.

On the other hand, the foamability and air-releasability of engine oil are closely related to the life and performance of the engine. This is because these can cause cavitation of the bearing, damage to the metal sliding surface due to a decrease in oil pressure, filter clogging, and oxidative deterioration of oil. At present, these two performances are statically specified in public standards (ASTM D892, 3427, JIS K 251).
8)) does not always match the practical performance and the accuracy is not good.

[0004]

[Object] An object of the present invention is to provide a valve system wear test device capable of reproducibly and easily adjusting the severity, which is a load factor applied to a test body, in an engine valve system wear test. At the same time, another object of the present invention is to provide a device that can be used to perform a dynamic evaluation test for engine oil foamability, low temperature sludge, and rust.

[0005]

[Structure] When evaluating the wear resistance of valve trains, if the severity of the test equipment deviates from the appropriate range, it must be adjusted to fall within that range. In addition, it is necessary to establish appropriate evaluation test methods for engine oil foamability, low temperature sludge, and rust. The present inventors have made various examinations as to what causes the variation in the severity, because the severity to be set in the test device is reproducible within a certain range, and as a result, the rigidity is relatively high. In the case of low engine, it was clarified that the forced vibration and torsional vibrations cause the dance and abnormal vibration of the valve train, which greatly affects the wear and damage of the valve train. It was discovered that the severity can be adjusted reproducibly and freely within a predetermined range by forcibly changing the appropriate conditions of the parts involved in, and a new valve train wear test device was developed. Using this device, we have developed a device that can perform dynamic evaluation tests for engine oil foamability, low temperature sludge, and rust. That is, the present invention provides a valve train wear test apparatus comprising an engine valve train, a motor for forcibly driving the engine valve train, and a transmission member for transmitting the rotation of the motor to the valve train. Means for controlling the frequency of the member, circulation means for circulating the engine oil in the oil pan, means for introducing a certain amount of air or water into the engine oil system, and taking out a certain amount of engine oil from the oil pan The present invention relates to an engine oil evaluation test apparatus, which is provided with means. The transmission member is a belt, a chain, or a rope, and transmits the rotation of the motor to the valve train of the engine via the pulley, the sprocket, and the grooved wheel. An elastic material is preferable for the transmission member in order to control the frequency. As the belt, a V belt, a toothed belt, a ribbed belt or the like can be used. To control the frequency, specifically, the tension (tension) of the belt (chain), the thickness of the belt (chain), the belt (chain)
It can be adjusted according to the material, the length of the belt (chain), etc. As a specific method of changing the frequency with the same transmission member, the span and tension of the belt can be changed by relatively shifting the position of the valve system and the position of the motor in FIG. More specifically, by finely adjusting the height of the motor,
You can adjust the severity by changing the tension and span of the belt.

Of the circulating means for circulating the engine oil in the oil pan, the means for introducing a fixed amount of air into the engine oil system, and the means for taking out a fixed amount of engine oil from the oil pan, the circulating means is the engine. One of the requirements to keep the oil temperature constant,
Other requirements are for testing the foamability of engine oils. The test of the foaming property of the engine oil in the present invention, by making good use of the engine oil circulation system in the test apparatus, causes a certain amount of air to be mixed into the engine oil system, and the mixed air is generated at a specific severity. A certain amount of engine oil is taken out from the oil pan in anticipation of the time when it will be evenly dispersed in the engine oil in the oil pan, and this is taken into a graduated cylinder, for example, and how the foam changes with the passage of time. By measuring this, the foamability and air release of the engine oil can be accurately measured.

The means for introducing a fixed amount of air can be used as a means for immediately introducing a fixed amount of water. From here, by introducing a certain amount of water, what characteristics does the engine oil exhibit when the gasoline engine vehicle runs at low speed or repeatedly starts and stops in urban areas, and at various medium and low speed runs in cold regions or winter? To evaluate. The test measures the degree of low temperature sludge and rust generation of engine oil under the conditions after driving a valve train with a specific severity set and driving water. The low temperature sludge is evaluated according to the "emulsion mayonnaise sludge judgment standard" shown in Table 10 after the engine oil is drained, the test engine is disassembled after the operation for a specific time. Name of parts to be evaluated (1) Rocker cover (2) Rocker chamber (3) Filler cap (4) Rocker shaft assembly (5) Timing case In addition, the rocker cover was modified to have a water jacket, and the rocker cover for forced cooling was used. Used as.

In the rust test, the test apparatus is driven in the same manner as the low temperature sludge test, and after the operation is stopped, the test engine is disassembled and evaluated according to the "rust and corrosion criteria" shown in Table 11. Name of parts to be evaluated (1) Rocker cover (2) Rocker shaft (3) Rocker arm (4) Valve spring retainer (5) Belt tensioner

Regarding the vibration of the belt, it is known that there is the following relational expression (Himeji Institute of Technology, Research Report No. 21, October 1968, Kazuo Sugawara, Kumi Sekiguchi:
V belt vibration). According to it

[Equation 1]

[Equation 2] However, f: Free frequency of belt c / sec p: Belt tension kgf ρA: Belt density kgsec ² / cm ² l: Span length cm q: Bending rigidity coefficient cm ² / sec v: Belt speed cm / sec n: Natural number Therefore, the free frequency is increased by increasing the belt tension. Also when the belt is driven,
As the speed increases, the free frequency decreases. The relationship between the natural frequency of the engine valve system and the belt system and the free frequency of the belt is shown in FIG. Figure 2
As shown in, when the test device is driven at a certain rotation speed,
When the engine system and belt system frequencies or their integral multiples approach and overlap with the free frequency of the belt, the vibrations become intense and finally resonance occurs. Generally, the amplitude is dangerously large at this time, which causes damage to the mechanical elements, excessive fatigue, and unwanted noise. That is, the conditional expression at this time is

[Equation 3] It is represented by. However, fv: natural frequency of valve train m: natural number This is the condition where the severity of the valve train is maximized and the scuffing, which is the surface damage of the valve train, occurs most rapidly. .

Therefore, in the present invention, the frequencies of the transmission members such as belts, chains, and ropes are sometimes made to resonate or close to each other by making the frequencies of the transmission members match or approach the natural frequencies of the valve train. By making the above, it is possible to arbitrarily apply the severity required for the test to the test body. In particular, 1 of the present invention
In the aspect, the tension p of the belt is changed by adjusting the distance between the pulleys around which the belt is stretched, and the free frequency f of the belt is controlled, whereby the frequency of the V-belt and the valve train are controlled. The natural frequency of is sometimes resonated, or a little resonated. When the frequency of the belt is displayed as the amount of flexure of the belt and the severity is displayed as the rocker pad scuffing DR, the relationship between the amount of flexure and the severity is as shown in FIG. The numerical values in FIG. 3 are numerical values when an experiment is performed under specific conditions, but FIG. 3 is merely for showing the relative relationship between the severity and the deflection amount.

The present invention will be described with reference to the drawings. Figure 1
Shows one embodiment of the present invention. The three V-belts 4 are suspended between the pulley 3 connected to the crankshaft 2 of the engine 1 and the pulley 5 connected to the rotating shaft of the motor 6, and the pulleys 3 are rotated by changing the height position of the motor 6, for example. The distances of 5 and 5 are changed to adjust the tension of the V belt. The tension of the belt can be known with a tension gauge. The frequencies at various tensions were measured by vibrometers 7 set on the engine and the motor, respectively. In the test device, the pulley 3 is attached to the crankshaft 2 protruding from the rear side of the engine,
Although connected to the pulley 5 on the motor 6 side, using the camshaft flange on the front side of the engine,
It is possible to attach a pulley to this and connect it to the pulley on the motor side (see FIG. 5). The test apparatus of FIG. 1 is equipped with a device 8 capable of controlling the temperature of the engine oil to be constant. Reference numeral 9 is a pump, and 10 is a heat exchanger. 11 and 12 are accelerometers. An inverter 13 finely adjusts the rotation speed with high precision. Reference numeral 14 is a control recorder, which displays and records room temperature, oil temperature, oil pressure, integrated time, and rotation speed. Since the engine 1 of FIG. 1 uses the entire engine, the lower part of the engine 1 is provided with an oil pan or the like. However, if the temperature of the engine oil is well controlled, the cylinder block and oil pan can be omitted. If the cylinder block and the oil pan are omitted and the entire size is reduced, a desktop type can also be obtained (see FIG. 5).

In order to be able to carry out the test of the foamability and the air release characteristic of the engine oil using the same equipment, and to test the foamability at any particular severity, In the present invention, means for introducing a fixed amount of air into the engine oil system and means for taking out a fixed amount of engine oil from the oil pan are provided. Also in the apparatus of FIGS. 1 and 5, the means for introducing a fixed amount of air may be attached to the oil pan, but if possible, it should be provided before the engine oil circulating in the oil pan is introduced. preferable. 1 and 5, by opening the air introducing valve 27 for a certain period of time before the engine oil sent from the circulation pump 9 enters the oil pan 15 or 24, a certain amount of air is introduced into the engine oil system. Have been introduced. There is no restriction on the means for measuring the amount of air introduced, but as one specific example, a differential pressure type flow meter 28 may be attached as shown in FIGS. 1 and 5. Since the engine oil is circulated by providing a circulation pump 9 between the inlet and the outlet of the oil pan, the engine oil may be taken out at any place, but it is preferable to take it out directly from the oil pan 15 or 24. . For example, although the engine oil is taken out through the valve 29 in FIGS. 1 and 5, it can be taken out through the engine oil exchange valve 17 shown in FIG. 5 or the taking-out port may be provided at another place. Good.

[0013]

【Example】

 Example 1 (1) Instrument used (see FIG. 1)

TABLE 1 (a) engine (JASO Standard M328-91 compliant) Model Toyota 3A total engine cm ³ 1452 Number of cycles 4 cylinders having 4 valves arranged OHC rocker arm 1-3-4-2 maximum torque kgf · m / rpm 12.0 / 3600 Remarks Remove piston, connecting rod, flywheel from engine (b) Drive device (i) Motor type Toshiba 3-phase induction motor or equivalent Output / voltage kw / v 3.7 / 200 rpm rpm 1440 (Ii) Transmission belt model Narrow V belt, wrapped type, Samsung star McStar wedge belt Number number (belt length mm) 3V-425 (1080) Number 3 (iii) Bushing pulley type Plate type name (large) Q1-30 (small)
HF-3 (2) Engine oil Toyota Motor Corporation
Pure oil Brand name Castle Clean Super 10W / 30 (as REO1) and Showa Shell Sekiyu KK Prototype oil No. TY-
P001 (as REO2)

(2) Properties of engine oil

[Table 2] Test items REO1 REO2 Specific gravity 15/4 ℃ 0.8729 0.8729 Flash point (COC) ℃ 230 232 Kinematic viscosity mm ² / S @ 40 ℃ 62.9 71.87 @ 100 ℃ 9.90 10.59 Viscosity index 142 134 Pour point ℃ -30.0 -40.0 Total acid value mg KOH / g 1.20 1.40 Total base number (hydrochloric acid method) mg KOH / g 1.58 5.00 Sulfur ash content% wt 0.38 0.57 Phosphorus content% wt 0.054 0.057 Zinc content% wt 0.062 0.061 Calcium content% wt 0.043 0.130 Barium content% wt 0.079-

(3) Severity adjustment target

[Table 3] Evaluation item REO1 REO2 Rocker arm pad rating (DR) ≤5 55 ± 5 The adjustment range of the severity is not limited to this, and in the case of REO2, for example, the range of 40 to 70 according to the present invention. Can be covered easily. The rocker arm pad rating (DR) is a numerical value indicating what percentage of the total area (pads) where scuffing may occur, where scuffing occurs.

(4) Severity adjustment result

[Table 4] (1) (2) (3) (4) REO1 REO2 REO2 REO2 Belt deflection (@ 10kgf ) mm * 1 Engine V belt 20 20 17 18 Intermediate V belt 20 20 17 18 Motor side V-belt 20 20 17 18 Engine vibration * 2 Lateral displacement mmp-p 0.07 0.06 0.06 0.06 Acceleration g 0.23 0.28 0.18 0.19 Longitudinal displacement mmp-p 0.12 0.11 0.21 0.16 Acceleration g 0.40 0.46 0.24 0.27 Front-rear displacement mmp- p 0.07 0.07 0.05 0.12 Acceleration g 0.35 0.40 0.13 0.14 Valve system wear damage Rocker arm pad DR 1.4 91.7 31.9 34.7 〃 Wear amount mg 8.1 15.0 9.7 8.8 Cam nose DR * 3 0 (1.4) 59.7 25.0 26.4 〃 Wear amount μm 2.3 16.3 6.3 5.8

[Table 5] (5) (6) (7) REO2 REO2 REO2 Belt deflection (@ 10kgf ) mm * 1 Engine side V-belt 19 19.1 19.3 Intermediate V-belt 19.5 19.1 19.3 Motor-side V-belt 19 19 19.3 Engine vibration * 2 Lateral displacement mmp-p 0.05 0.06 0.06 Acceleration g 0.32 0.28 0.30 Longitudinal displacement mmp-p 0.13 0.11 0.13 Acceleration g 0.45 0.37 0.43 Front-rear displacement mmp-p 0.06 0.04 0.05 Acceleration g 0.26 0.24 0.26 Valve System wear damage Rocker arm pad DR 61.1 41.7 58.3 〃 Wear amount mg 12.9 10.4 12.3 Cam nose DR * 3 54.2 29.2 56.9 〃 Wear amount μm 12.4 5.4 10.4 (Note) The numbers in parentheses indicate the rating by the shell evaluation method. * 1: The deflection amount is measured by pressing the central portion of the span with a tension gauge as shown in FIG. 4 and displaying the dent width of the belt in mm when the load is 10 kgf. The "engine side" is the side of the engine because three V belts are used in parallel. "Middle"
Is the middle of the three V-belts. The "motor side" refers to the one on the motor side among the three V belts. * 2: The direction that is horizontal and perpendicular to the engine camshaft axis is shown as the horizontal direction, the vertical direction as the vertical direction, and the camshaft axial direction as the front-back direction. The displacement is represented by the distance from peak to peak in mm. * 3: Cam nose DR is what percentage of cam nose friction contact part
Displays whether scuffing has occurred in the part of.

Embodiment 2 (1) Instrument used (see FIG. 5) In the instrument of Example 1, the entire engine portion is used, but in the instrument of this example, the engine originally accompanies it. Except for the cylinder block and the oil pan 15, a small oil pan 24 dedicated to this instrument was replaced. Further, the toothed belt 26 for transmitting the driving force from the motor 6 is provided with the pulley 1 directly connected to the flange portion of the cam shut 25 on the front side of the engine.
Multiplied by 6. This made it possible to reduce the size and make it a desk type.

Table 6 (a) engine (JASO Standard M328-91 compliant) Model Toyota 3A total engine cm ³ 1452 Number of cycles 4 cylinders having 4 valves arranged OHC rocker arm 1-3-4-2 maximum torque kgf · m / rpm 12.0 / 3600 Remarks Remove cylinder block, crankshaft, piston, connecting rod, oil pan, flywheel, etc. from the engine (b) Drive device (i) Motor type Toshiba 3-phase induction motor or equivalent output / voltage kw / v 0.75 / 200 rpm rpm 1440 (ii) Transmission belt model Genuine product Timing belt (toothed belt) 1 (iii) Pulley model Toothed pulley (2) Engine oil Same as Example 1

(3) Severity adjustment target Normally, engine vibration is handled as a combination of valve train vibration and crank system vibration, and the same applies to the instrument used in the first embodiment. However, as in the second embodiment, the cylinder block, the crankshaft, the oil pan, etc. originally attached to the engine are removed and only the upper structure of the engine is attached. System vibrations can be treated as relatively pure. Further, in the second embodiment, a crank system and three Vs are provided between the valve system and the motor.
As shown in FIG. 5, the driving force of the motor is directly transmitted to the valve operating system (camshaft 25) by one timing belt (toothed belt) 26 without inserting the belt for testing. The severity was adjusted by changing the tension of the timing belt by applying the load shown in FIG. 4 using a means such as pressing the rotor of the belt tensioner. Table 8
The amount of bending of the belt was determined by adjusting the pressing force.

[Table 7] REO1 REO2 Rocker arm pad rating (DR) ≤ 5 55 ± 5

(4) Severity adjustment result

[Table 8] (1) (2) (3) (4) REO2 REO2 REO2 REO1 Belt deflection (@ 10kgf ) mm * 1 13.2 14.9 14.0 14.0 Engine vibration * 2 Lateral displacement mmp-p 0.06 0.06 0.06 0.06 Acceleration g 0.21 0.23 0.27 0.27 Longitudinal displacement mmp-p 0.10 0.12 0.12 0.11 Acceleration g 0.24 0.27 0.41 0.40 Valve train wear damage Rocker arm pad DR 12.5 37.5 58.3 0.0 〃 Wear amount mg 9.0 11.2 12.4 8.3 Cam nose DR * 3 12.5 30.6 51.4 0.0 〃 Wear amount μm 3.7 8.7 11.9 2.5

Example 3 (Engine oil foaming test) 1. Equipment used The one in Figure 5 is used. 2. Operating condition It complies with the operating condition of JASO standard M328-91. 3. Test engine oil Test engine oil (1) is REO1, (2) is REO
2 and (3) are Shell TMO 5W from Showa Shell Sekiyu KK
/ 30. 4. Test method (1) Pour 3.5 liters of test engine oil into the test apparatus, perform initial adjustment and flushing according to JASO M 328-91, and perform main operation according to operating conditions. (2) Immediately before the end of the main operation, the valve of 27 was opened and air was introduced at a rate of 200 ml / min.
The valve is closed and the oil / air emulsion adjusted to a pressure of about 3 bar (0.3 MPa) by the spring valve of 18 is discharged into the test apparatus. (3) After 10 minutes, the motor 6 and the pump 9 are stopped. (4) Simultaneously open and close 29 valves to drain about 500 ml of the engine oil under test,
Receive with a 0 ml graduated cylinder. (5) At this time, the total volume of the engine oil under test and the amount of bubbles on the surface are read every 20 minutes up to 20 minutes with the lapse of time (minutes). 5. Test Results The test results are shown in the graphs of FIGS. 6 and 7.
As shown in Fig. 6, the total amount of the sample oil decreased remarkably with time. The test engine oil (3) shows that the bubbles contained in the oil have a better air release property than the others.
Also, in Fig. 7, the test engine oil (3) with a large amount of foaming had a remarkable decrease in foaming with the passage of time, and the foam stability was taken into consideration as the oil to be used, and the performance was superior to the others. Shows.

Example 4 (Low temperature sludge and rust test) 1. Equipment used The one in Figure 5 is used. The one in Fig. 1 can also be used. 2. Operating conditions Almost conforming to the operating conditions of JASO standard M328-91,
Table 9 shows the specific operating conditions. 3. Test method (1) Prepare the test parts to be used by washing them by an appropriate method. (2) Assemble and maintain the engine using the prepared test parts. (3) Adjust valve clearance (intake 0.20m
m, exhaust 0.30 mm) (4) Inject the sample oil. (5) Flushing is performed for 1 hour according to the conditions in Table 9. (6) Adjust the warm valve clearance again. (7) After flushing, drain the sample oil and replace the oil filter with a new one. (8) Inject 3.5 liters of the test oil and start the test according to the conditions shown in Table 9. (9) Within 2 hours, set the rotation, oil temperature, and oil pressure shown in Table 9. (10) At the second hour, 10 times the ion-exchanged water from the valve 27
Pour into the oil 5 times each at 1 minute intervals. (11) Finish the test in 100 hours, continue cooling the rocker cover only, and disassemble the engine 12 hours later.

[Table 9]

4. Evaluation The following items are evaluated to determine whether the engine oil is good or bad. After the test, 12-14 hours after the test,
Implement promptly. (1) Emulsion / mayonnaise sludge evaluation Emulsion or mayonnaise sludge is evaluated as follows by distinguishing it from general oil sludge. Table 1
Judgment is made according to 0, the grade factor is multiplied by the area%, and the total is obtained to obtain a score.

[Table 10] * 4: Determined by measuring with the CRC sludge depth gauge. Parts to be evaluated 1) Rocker cover 2) Rocker chamber 3) Filler cap 4) Rocker shaft assembly 5) Timing case (2) Evaluation of rust and corrosion Judging according to Table 11, multiplying the grade factor by the area% and scoring the sum. Ask for.

[Table 11] * 5: First, dip the parts to be evaluated in a solvent (acetone),
It is judged after removing oil, and then lightly brushed (rubbed lightly with gauze etc.) in a solvent. Parts to be evaluated 1) Rocker cover 2) Rocker shaft 3) Rocker arm (including adjusting screw) 4) Valve spring retainer 5) Belt tensioner

[0023]

According to the present invention, by controlling the frequency of the transmission member, the severity can be easily set to an arbitrary value with good reproducibility. Therefore, the wear test result of the valve train by the device of the present invention is highly reproducible, accurate, and highly reliable data can be provided. INDUSTRIAL APPLICABILITY According to the present invention, the foaming property of engine oil, low temperature sludge and rust evaluation test corresponding to various severity can be carried out by one device.

[Brief description of drawings]

FIG. 1 is a model diagram showing a specific example of a valve train wear test apparatus of the present invention.

FIG. 2 shows an analytical model of a resonance occurrence phenomenon due to an overlapping of engine valve system and belt frequencies.

FIG. 3 shows a relationship between a belt deflection amount (load 10 kgf) (unit: mm) and severity in one specific example of the device of the present invention.

FIG. 4 is a schematic diagram for explaining a method of measuring the amount of deflection of the transmission member according to the present invention.

FIG. 5 is a model diagram showing another specific example of the valve train wear test apparatus of the present invention.

FIG. 6 shows the relationship between the total volume of test oil (milliliters) that changes with the passage of time (minutes) in the foamability test result in Example 3.

FIG. 7 shows the relationship between the foaming height (mm) of the test oil and the foaming of the test oil (milliliter) which changes with the passage of time (minutes) in the foaming test result in Example 3.

[Explanation of symbols]

 1 Engine (Valve System) 2 Crank Shaft 3 Pulley 4 V Belt 5 Pulley 6 Motor 7 Vibrometer 8 Engine Oil Temperature Controller 9 Pump 10 Heat Exchanger 11 Accelerometer 12 Accelerometer 13 Inverter 14 Control Recorder 15 Oil Pan 16 Pulley 17 Valve 18 Spring valve 19 Valve 20 Valve 21 Hydraulic control switch 22 Oil pressure meter 23 Filter 24 Oil pan with heater 25 Camshaft 26 Timing belt (Toothed belt) 27 Air introduction valve 28 Differential pressure type flow meter 29 For drain discharge Valve 30 graduated cylinder

Claims (2)

[Claims] 1. A valve train wear test apparatus comprising an engine valve train, a motor for forcibly driving the engine valve train, and a transmission member for transmitting the rotation of the motor to the valve train. For controlling the frequency of the engine, a circulating means for circulating the engine oil in the lubricating system, a means for introducing a certain amount of air or water into the engine oil system in the lubricating system, and a certain amount of the engine from the oil pan. An engine oil evaluation test device, characterized by being provided with means for taking out oil. 2. An engine, engine oil temperature control means, a pulley connected to a crankshaft or a camshaft of an engine, a motor, a pulley connected to a motor rotating shaft, a belt spanned between the two pulleys, and the belt. Means for changing the tension of the oil, an oil pan, a circulating means for circulating the engine oil in the lubricating system, a means for introducing a certain amount of air or water into the engine oil system in the lubricating system, and a certain amount of oil from the oil pan. An engine oil evaluation / testing apparatus comprising means for taking out engine oil.