JPS6116220A - Oil consumption reducing device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To decrease a pressure difference between an in-engine chamber and a suction passage and to prevent draft of oil due to a pressure difference, by a method wherein the in-engine chamber is communicated with a suction passage on the downstream side of a throttle valve, and a valve, opened during deceleration, is located in the communication passage. CONSTITUTION:A crank chamber 6 of an engine body 1 is communicated with a port 21 formed in a suction manifold 15 by means of a passage means 20 for blow-by gas reduction. A poppet valve chamber 11, communicated with the crank chamber 6 through a passage 19 of the engine body 1, is communicated with a port 23 of an air cleaner 18 by means of a passage means 22. A PCV valve 24 is located halfway along the passage means 20, and a pressure responding valve 25 is situated in parallel to the PCV valve. This, when a suction pipe negative pressure on the downstream side of a throttle valve 16 is increased during deceleration, causes the pressure responding valve 25 to be opened to introduce a negative pressure in the two chambers 6 and 11 to bring them into a negative pressure state. As a result, a pressure difference between a suction passage on the downstream side of the throttle valve 6 and the two chambers 6 and 11 is prevented from increase to achieve a desired purpose.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to an oil consumption reducing device for an internal combustion engine used in vehicles such as automobiles.

Conventional technology In internal combustion engines, especially throttle-controlled internal combustion engines that have a throttle valve for controlling the intake air amount in the middle of the intake passage, the throttle valve is closed during deceleration, resulting in a large negative pressure in the intake pipe. Then, the difference between the pressure in the intake passage on the downstream side of the throttle valve and the pressure in 1M internal chambers such as the crank chamber and valve train chamber increases, causing the gap between the intake valve and its valve guide member or the gap between the piston and the cylinder bore to increase. A phenomenon occurs in which engine lubricating oil is sucked out from the gap into the intake port or combustion chamber, and this sucked out oil is burned away in the combustion chamber, so if there is a large amount of sucked out oil, the oil consumption will increase. A problem occurs.

In order to reduce oil consumption due to oil suction as described above, it is necessary to prohibit the throttle valve from rapidly returning to the idle position during deceleration to prevent large intake pipe negative pressure from occurring during deceleration. Conventionally, air is introduced into the intake passage on the downstream side.

Problems to be Solved by the Invention If the above-mentioned measures are taken, oil consumption due to oil suction during deceleration is reduced, but engine output during deceleration is not sufficiently reduced, resulting in poor engine braking effect. A problem arises in that the amount decreases. SUMMARY OF THE INVENTION An object of the present invention is to provide an oil consumption reduction device that can reduce oil consumption due to oil suction during deceleration without reducing the engine braking effect.

Means for Solving the Problems According to the present invention, the above-mentioned object is to provide passage means for communicating an engine internal chamber including a crank chamber and a valve train chamber with an intake passage downstream of a throttle valve, and said passage means. This is achieved by an oil consumption reduction device for an internal combustion engine, which has a valve that is provided in the middle of the engine and opens during deceleration.

Effects and Effects of the Invention According to the above-described configuration, when the valve opens during deceleration, the intake pipe negative pressure is introduced into the engine interior through the passage, and this intake pipe negative pressure causes the engine interior to increase. becomes a negative pressure state, and the difference between the internal pressure of the engine and the pressure in the intake passage downstream of the throttle valve is prevented from increasing during deceleration, and the gap between the intake valve and its valve guide member or the piston and cylinder bore This prevents oil from being sucked out into the intake boat or the combustion chamber through the gap between the two, and an increase in oil consumption due to oil sucking out is avoided.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by way of embodiments with reference to the accompanying drawings.

FIG. 1 shows an embodiment of an internal combustion engine equipped with an oil consumption reducing device according to the present invention. In the figure, reference numeral 1 indicates an engine body, and the engine body receives a piston 3 in a cylinder bore 2 so as to be movable in the vertical direction in the figure.

The piston 3 cooperates with the engine body 1 upward in the figure to define a combustion chamber 4, and is drivingly connected to a crankshaft 7 of a crank chamber 6 by a connecting rod 5. The engine body 1 is provided with an intake boat 8 and an exhaust port (not shown), and the intake boat 8 is opened and closed by an intake valve 9, and the exhaust port is opened and closed by an exhaust valve (not shown). The intake valve 9 and the exhaust valve are each supported from the engine body 1 by a valve guide sleeve 10 attached to the engine body 1, and are supported by a cam 1 provided in the valve train chamber 11.
2 and a rocker arm 13, the valve train 1!114 is opened and closed in synchronization with the rotation of the crankshaft 7.

An intake manifold 15, a carburetor 17 equipped with a throttle valve 16, and an air cleaner 18 are connected in this order to the intake boat 8, and a mixture of fuel and air is supplied from the engine intake system constituted by these. It is now possible to do so.

The valve chamber 11 communicates with the crank chamber 6 via a passage 19 provided in the engine body 1. The crank chamber 6 is the passage means 2
Boat 2 provided in the intake manifold 15 by 0
1 is connected in communication.

The boat 21 is provided on the downstream side of the throttle valve 16 in terms of intake flow. The valve operating chamber 11 is communicatively connected to a boat 23 provided on the clean side of the air cleaner 18 by a passage means 22.

The passage means 20 is originally provided as a passage for blow-by gas return, and a general PCV valve 24, which is a blow-by gas return flow rate control valve, is provided in the middle of the passage means.

In the middle of the passage means 20, a pressure responsive valve 25 for reducing oil consumption is provided in parallel with the PCv valve 24. Pressure-responsive valve 25, as best seen in FIG. 2, includes a housing 26 having a valve chamber 27 and connecting boats 28 and 29. The connection boat 28 is communicatively connected to the boat 21, and the connection boat 29 is communicatively connected to the crank chamber 6. The valve chamber 27 is provided with a valve element 31 that selectively seats on the valve seat 30 and selectively blocks communication between the connecting boats 28 and 29. The valve element 31 is biased by the spring force of the compression coil spring 32 to seat on the valve seat 30, that is, in the valve opening direction, and the valve element 31 is urged toward the valve opening direction.
When a negative pressure greater than a predetermined value (e.g. -600ms) is not introduced into the valve chamber 27, the valve closes by seating on the valve seat 30, and when a negative pressure greater than a predetermined value is introduced into the valve chamber 27, the valve is compressed. The valve opens away from the valve seat portion 30 against the spring force of the coil spring 32.

According to the above-described configuration, the throttle valve 1 is closed during deceleration.
When the intake pipe negative pressure in the intake passage downstream of 6 increases, the pressure-responsive valve 25 opens due to the intake pipe negative pressure, and the intake pipe negative pressure is introduced into the crank chamber 6 and the valve train chamber 11. Even if the crank chamber 6 and the valve train chamber 11 enter a negative pressure state and a large intake detonator negative pressure occurs in the intake passage downstream of the throttle valve 16, the pressure in the crank chamber 6 and the valve train chamber 11 and the pressure downstream of the throttle valve 16 This prevents an increase in the pressure difference between the pressure in the side intake passage, and this pressure difference causes engine lubricating oil to flow from the gap between the intake valve 9 and the valve guide sleeve 10 or between the cylinder bore 2 and the piston 3 to the intake port 8 or the gap between the cylinder bore 2 and the piston 3. The oil is prevented from being sucked out into the combustion chamber 4, and an increase in oil consumption due to this oil suction is avoided.

Incidentally, during deceleration, a part of the negative pressure introduced into the crank chamber 6 and the valve train chamber 11 as described above is released through the passage means 22 to the air cleaner 18, that is, into the atmosphere. 11 is prevented from becoming in a very large negative pressure state, thereby preventing the sealing members of various parts of the engine body from being drawn into the engine internal chambers by the negative pressure in the crank chamber 6 and the valve train chamber 11. .

Since the pressure-responsive valve 25 is closed except during deceleration when a large intake pipe negative pressure is generated in the intake passage downstream of the throttle valve 16, the PC valve 24 operates in the same manner as before. A very similar blow-by gas reduction takes place.

If it is not necessary to strictly control the amount of blow-by gas returned, the PC valve 24 is omitted and only a pressure-responsive valve 25 is provided in the middle of the passage means 20, as shown in FIG. may be provided, and this pressure responsive valve 25
As shown in FIG. 4, the valve element 31 may be provided with a throttle passage 33 for blow-by gas return.

FIG. 5 shows another embodiment of an internal combustion engine equipped with an oil consumption reducing device according to the present invention.

In FIG. 5, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG.

In this embodiment, a diaphragm-operated on-off valve 35 is provided in the passage means 20 in parallel with the PCv valve 24. The on-off valve 35 includes a housing 38 having connection boats 36 and 37, a valve seat member 39 attached to the housing 38, and communication with the connection ports 36 and 37 by selectively seating on the valve seat member 39. and a valve element 40 that selectively shuts off. The connection boat 36 is connected in communication with the port 21, and the connection boat 37 is connected in communication with the valve train chamber 11. The valve element 40 is connected to a diaphragm 43 of a diaphragm device 42 by means of a valve rod 41.
The drive is connected to the The diaphragm device 42 defines a diaphragm chamber 44 on one side of a diaphragm 43, and when a negative pressure of a predetermined value or more is not introduced into the diaphragm chamber 44, the spring force of a compression coil spring 45 causes the valve element 40 to open. The diaphragm chamber 44 is pressed against the seat member 39 to cut off communication between the connecting boats 36 and 37.
to a predetermined value, for example -efOoII+! When a negative pressure larger than 1Hg is introduced, the diaphragm 43 moves upward in the figure against the spring force of the compression coil spring 45, thereby separating the valve element 40 from the valve seat member 39 and connecting the connecting boats 36 and 37. It is now possible to establish communication with A port 46 of the diaphragm chamber 44 is connected via a conduit 47 to an intake pipe negative pressure outlet port 48 provided downstream of the throttle valve 16.

Therefore, even in this embodiment, if a large negative pressure is generated in the intake passage downstream of the throttle valve 16 during deceleration,
The on-off valve 35 opens, thereby opening the throttle valve 16.
Intake pipe negative pressure in the intake passage on the downstream side is introduced into the valve operating chamber 11 and the crank chamber 6, and these internal chambers of the engine are brought into a negative pressure state, thereby avoiding an increase in oil consumption due to oil suction.

FIG. 7 shows yet another embodiment of the oil consumption reducing device according to the present invention. In FIG. 7, the parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG. 1. In this embodiment, a passage means 50 is provided that communicates the passage means 20 with the intake passage downstream of the throttle valve 16, and an electromagnetic on-off valve 51 is provided in the passage means. . Solenoid on-off valve 51
The operation thereof is controlled by an electric control device 52. The control unit W152 receives information regarding whether or not the throttle valve 16 is at the idle opening position from the idle switch 53 and information regarding the engine speed from the distributor 54 of the engine and engine ignition system.
6 is at the idle opening position and the engine speed is above a predetermined value, for example, 200 Orllll, that is, the electromagnetic on-off valve 51 is controlled to open only during deceleration operation.

Therefore, in this embodiment as well, when the electromagnetic on-off valve 51 opens during deceleration, the negative pressure in the intake pipe downstream of the throttle valve 16 is guided into the valve train chamber 11 and the crank chamber 6. The negative pressure brings these engine interiors into a negative pressure state, thereby avoiding an increase in oil consumption due to oil suction.

In this embodiment, the port 21 is provided with a throttle 55 for controlling the blow-by gas flow rate.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to these, and it is understood that various embodiments can be made within the scope of the present invention. It will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing one embodiment of an internal combustion engine equipped with an oil consumption reducing device according to the present invention, and FIG. 2 is an illustration of a pressure-responsive valve incorporated in the oil consumption reducing device shown in FIG. FIG. 3 is a schematic configuration diagram showing another embodiment of an internal combustion engine equipped with an oil consumption reducing device according to the present invention, and FIG. FIG. 5 is a longitudinal cross-sectional view showing one embodiment of the pressure-responsive valve incorporated in the oil consumption reduction device according to the invention, and FIG. 5 is a schematic diagram showing another embodiment of the internal combustion engine equipped with the oil consumption reduction device according to the invention. 6 is a cross-sectional view showing one embodiment of the diaphragm-operated on-off valve incorporated in the oil consumption reducing device according to the present invention shown in FIG. 5, and FIG. It is a schematic block diagram which does not show yet another Example of a reduction device. -1... Engine body, 2... Cylinder bore, 3...
Piston, 4... Combustion chamber, 5... Connecting rod, 6... Crank chamber, 7... Crankshaft, 8...
-Intake port. 9... Intake valve, 10... Valve guide sleeve, 11.
...Valve train chamber, 12...Cam, 13...Rocker arm, 14...Valve train, 15...Intake manifold,
16...throttle valve, 17...carburizer, 18...
・Air cleaner. 19... Passage, 20... Passage means, 21... Port, 22... Passage means, 23... Port, 24...
・PCM valve. 25...Pressure responsive valve, 26...Housing, 27...
... Valve seedling, 28.29... Connection port, 30... Valve seat, 31... Valve element, 32... Compression coil spring,
33... Throttle passage, 35... On-off valve, 36.37.
...Connection port. 38...Housing, 39...Valve seat member, 40...
- Valve element, 41... Valve rod, 42... Fram device, 43... Diaphragm, 44... Diaphragm chamber, 45... Compression coil spring, 46... Port, 47
... Conduit, 48 ... Intake pipe negative pressure extraction port, 50
... Passage means, 51 ... Electromagnetic on-off valve, 52 ... Electric control device, 53 ... Idle switch, 54 ...
...Distributor. 55...Aperture patent applicant Toyota Motor Corporation representative
Masaki Akashi, Patent Attorney Figure 1 R Figure 2 Figure 3 Figure 4 Figure 5 Figure 6

Claims (1)

[Claims] An internal combustion engine having passage means for communicating an engine interior including a crank chamber and a valve train chamber with an intake passage downstream of a throttle valve, and a valve provided in the middle of said passage means and opened during deceleration. Oil consumption reduction device.