JPS6146409A - Lubricant supplying device of engine - Google Patents

Abstract

PURPOSE:To enable highly precise control of lubricant supplying amount by providing a supplying amount adjusting means for controlling opening and closing of a solenoid valve in a lubricant supplying pipe according to the output of a running condition detecting means. CONSTITUTION:A lubricant supplying means supplying lubricant to a sliding portion 16 of a piston 14 and a cylinder 15 of an engine 11 is provided. This lubricant supplying means is constructed to supply lubricant A pressurized by a pump 18 to the sliding portion 16 through a lubricant supplying pipe interposed by a solenoid valve 17. The solenoid valve 17 controls opening and closing by a supplying amount adjusting means 19 based on the output of a running condition detecting means 20 detecting opening of a throttle valve, cooling water temperature, lubricant temperature and output shaft angle etc. Then lubricant supplying amount can be controlled precisely according to the engine running condition, and lubrication and gas seal of the engine 11 can effectively be made.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an engine lubricating oil supply device that supplies lubricating oil to the intake passage or combustion chamber of the engine to lubricate the piston and gas sealing material. It is something.

(Prior Art) Conventionally, devices have been known that supply lubricating oil to an intake passage or a cylinder to lubricate a piston and perform gas sealing (see, for example, Japanese Utility Model Publication No. 7939/1983).
Here, in order to effectively perform the above-mentioned lubrication and gas sealing, it is necessary to precisely control the supply amount of lubricating oil according to the operating state of the engine.

However, in conventional devices, the means to adjust the amount of lubricant supplied was mechanically operated, such as by using a diaphragm activated by negative pressure in the intake passage. There was a problem that was out of my control.

(Object of the Invention) This invention has been made to solve the above-mentioned conventional problems, and provides an engine lubricating oil supply that can control the lubricating oil supply amount with high precision by providing an electrical supply amount adjustment means. The purpose is to provide equipment.

(Structure of the Invention) The structure of this invention for achieving the above object is shown in FIG.

In FIG. 1, a solenoid valve 17 is provided in a part including a combustion working chamber 12 of an engine 11, that is, a combustion chamber 13, and a sliding part 16 between a piston 14 and a cylinder 15. Lubricating oil A whose pressure was increased at 18 is supplied. Reference numeral 19 denotes an adjusting means for controlling the opening and closing of the electromagnetic valve 17 in response to a signal from an operating state detecting means 20, such as a throttle position sensor, which detects the operating state of the engine 11.
The amount of lubricating oil supplied to the combustion working chamber 12 is adjusted depending on the operating state of the combustion chamber 12. The electromagnetic valve 17 may be provided in the suction passage 21 as shown by the two-dot chain line, or may be provided in the combustion operating chamber 1.
2 and the suction passage 21.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 2, the two-stroke engine 11 has an intake passage 21, an exhaust passage 22, and a scavenging passage 23.

The intake passage 21 is provided with an air flow meter 24, a throttle valve 25, and a fuel injection valve 26.
The opening and closing of the fuel injection valve 26 is controlled by a microcomputer 27 in a known manner based on signals from the air flow meter 24, etc., and the amount of fuel F supplied is appropriately adjusted.

On the other hand, a solenoid valve 17 for supplying lubricating oil A is provided at the sliding portion 16 between the piston 14 and the cylinder 15.
A supply pipe 31 extending from a lubricating oil tank 30 is connected to this solenoid valve 17 . The electromagnetic valve 17 has a similar structure to a known fuel injection valve 26, and as will be described later, the amount of lubricating oil A supplied from the electromagnetic valve 17 is adjusted by controlling its opening time. It has become.

A pump 18 for pressurizing the lubricating oil A is provided midway through the supply pipe 31, and the pump 18 is driven by the output shaft 32 of the engine 11 or by a motor. Further, the supply pipe 31 is provided with a reservoir 33, and this reservoir 33 has a
A return pipe 34 for I11 oil A is connected, and this return pipe 34
A pressure regulator 35 is provided. This pressure regulator 35 has a pressure difference between the pressure in the sliding part 16 between the piston 14 and the cylinder 15, in which the electromagnetic valve 17 is provided, and the pressure in the return pipe 34, that is, the pressure in the supply pipe 31, which is a constant value. It opens when the i! This is to keep the pressure of lubricating oil A acting on the magnetic valve 17 at a constant value. However, if the pressure inside the supply pipe 31 is sufficiently high, the pressure regulator 35 may be operated by sensing only the pressure inside the supply pipe 31 without taking the pressure difference with the sliding part 16. , the lubricating oil pressure acting on the solenoid valve 17 is almost constant, and there is no problem in practical use.

36 is a throttle position sensor, and 37 is an output shaft angle sensor provided in the distributor. This output shaft angle sensor 37 detects, for example, a voltage change in a pickup coil of the distributor and detects the rotational position of the output shaft 32. be. 38 is a cooling water temperature sensor, 3
Reference numeral 9 denotes a lubricating oil temperature sensor, and this lubricating oil temperature sensor 39 is provided, for example, in the reservoir 33 or the supply pipe 31. Note that in a type in which a lubricating oil tank is attached to the engine, the lubricating oil temperature and engine temperature are approximately equal, so the lubricating oil temperature sensor 39 can be omitted and the cooling water temperature sensor 38 can be used instead.

The sensors 36 to 39 constitute the engine operating state detection means 20 shown in FIG. The supply amount adjusting means 19 shown in FIG. 1 is built into the microcomputer 27 shown in FIG. Adjust the supply amount of lubricating oil A depending on the condition. Next, a method for adjusting the supply amount of lubricating oil A will be explained.

Since the pressure of the lubricating oil A in the supply pipe 31 is kept constant by the pressure regulator 35, the solenoid valve 1
The amount of lubricating oil injected from the valve 7 is determined only by the opening time of the solenoid valve 17. This valve opening time is calculated by the supply amount adjusting means 19 within the microcomputer 27.

The microcomputer 27 calculates the opening time of the electromagnetic valve 17 based on the signals from the sensors 36 to 39.
That is, the amount of lubricating oil supplied from the solenoid valve 17 to the engine 11 is determined, and among these, the signal from the throttle position sensor 36 is the basic factor for determining the valve opening time, and the signal from the output shaft angle sensor 37 and the signals from the cooling water temperature sensor 38 are cofactors, and furthermore,
The signal from the lubricating oil temperature sensor 39 is transmitted to the sensors 36 to 36.
This is a correction factor for correcting the valve opening time calculated based on the signal from 38.

Since the opening degree TV of the throttle 25 and the load of the engine 11 are in a proportional relationship, the throttle position sensor 3
The signal from 6 corresponds to the load on the engine 11. Further, the signal from the output shaft angle sensor 37 corresponds to the rotational speed Nr of the engine 11 by taking its time change, and the signal from the cooling water temperature sensor 38 corresponds to the rotational speed Nr of the engine 11.
corresponds to the temperature Tc. Further, since the viscosity of the lubricating oil A is related to the lubricating oil temperature Tu, the signal from the lubricating oil temperature sensor 39 corresponds to the viscosity of the lubricating oil A.

From these throttle opening TV, engine speed Nr, and cooling water temperature Tc, the lubricating oil requirement Qo and coefficient K
1. Find K2 and calculate the basic valve opening time TO per unit time. Next, a coefficient of 3 is calculated from the lubricating oil temperature Tu, and the valve opening time T is calculated as T=ToXK3. In order to obtain the above-mentioned lubricating oil requirement QO1 and the coefficients Kl, K2, and K3, the maps shown in FIGS. 3, 4, 5, and 6 are stored in the storage means of the microcomputer 27. put.

Next, the maps shown in FIGS. 3 to 6 above will be explained.

FIG. 3 shows the relationship between the throttle opening TV and the required amount of lubricating oil QO. As the throttle opening TV increases, that is, as the load on the engine 11 in FIG. 2 increases,
As the combustion pressure increases, the piston 14 and cylinder 15
Combustion gas tends to leak from between the Therefore, it is necessary to increase the supply amount of lubricating oil A to ensure a strong gas seal. Therefore, as shown in FIG. 3, the required lubricating oil amount QO is increased as the throttle opening TV increases.

FIG. 4 shows the relationship between the engine rotation speed Nr and a coefficient of 1. As the engine rotation speed Nr increases, the oil film between the piston 14 and the cylinder 15 in FIG. It is necessary to increase the amount of A supplied to eliminate the oil film and maintain good lubricity. Therefore, as shown in FIG. 4, as the engine speed Nr increases, the coefficient is increased by 1 to lengthen the valve opening time T.

FIG. 5 shows the relationship between the cooling water temperature Tc and the coefficient 2.
When the cooling water temperature Tc is low, that is, when the temperature of the engine 11 shown in FIG. Furthermore, when the cooling water temperature Tc becomes extremely high, the viscosity of the lubricating oil A supplied into the engine 11 decreases too much.
Since the lubrication function deteriorates, it is necessary to increase the amount of lubricant A supplied. Therefore, as shown in FIG. 5, in both the low and high cooling water temperature ranges, the coefficient is increased by 3 to lengthen the valve opening time T.

FIG. 6 shows the relationship between the lubricating oil temperature Tu and the coefficient 3.
When the lubricating oil temperature Tu is low, the viscosity of the lubricating oil A becomes high, making it difficult for the lubricating oil A to be injected from the solenoid valve 17 shown in FIG. Therefore, as shown in FIG. 6, as the lubricating oil temperature Tu becomes lower, the coefficient is increased by 3 to lengthen the valve opening time T.

The valve opening signal a outputted from the microcomputer 27 in FIG. 2 to the electromagnetic valve 17 includes a signal that can change the period NO of the rectangular pulse as shown in FIG. 7, and a rectangular pulse signal as shown in FIG. There is a signal that can change the pulse width t, and any signal may be used.Since the amount of lubricating oil A supplied is very small compared to the amount of fuel supplied, the opening time T of the solenoid valve 17 is Therefore, the period of the above pulse No.
teeth.

This happens about once every few to several dozen revolutions of the engine.

Next, the control by the microcomputer 27 is controlled by the ninth
This will be explained according to the flowchart shown in the figure. In the figure, PL-Pl4 indicates each step.

Start at Pl, and at P2 the throttle position sensor 36 of FIG. Throttle opening TV, engine rotational speed Nr, cooling water temperature Tc, and lubricating oil temperature Tu are read from output shaft angle sensor 37, cooling water temperature sensor 38, and lubricating oil temperature sensor 39. At P3 in FIG. 9, the lubricating oil demand QO is read from the map in FIG. 3 based on the throttle opening TV. Next, at P4 in FIG. Based on the lubricating oil temperature Tu, each coefficient K1. K2. Load K3.

Next, at P5 in FIG. 9, from the above lubricating oil requirement Qo, coefficient 1, and K2, the basic valve opening time To per unit time is calculated as follows:
Calculate as To = QoX KIX K2.

Next, in P6, from the above basic valve opening time TO and the coefficient 3, calculate the valve opening time T per unit time, T = ToX K3
Calculated as

At P7, based on the valve opening time T, the solenoid valve 1 in FIG.
The period number or pulse width of the valve opening signal a to be sent to the valve opening signal a is determined. In other words, when using the type of signal that changes the cycle number shown in FIG. 7 as the valve opening signal a,
If the pulse width t is kept constant and the cycle No. is determined based on the above-mentioned valve opening time T, and a signal of the type that changes the pulse @t shown in FIG. Determine the pulse width 7 based on the valve time T.

On the other hand, at the pH shown in FIG. 9, the output shaft angle sensor 3 shown in FIG.
7, that is, the pickup signal of the distributor interrupts, and at Pl2 in FIG. 9, the engine rotational speed Nr is calculated based on the time from the previous pickup signal interruption to the current pickup signal interruption. This Nr is read in the previous P2. Subsequently, at Pl3, the number N of rotations of the output shaft 32 in FIG. 2 is calculated. Since this calculation is repeated from Pl4 to pH in FIG. 9 and back, the number of rotations N increases by one each time the pickup signal interrupts.

The number of rotations N obtained in this way is set to P7 at P8.
It is compared with the period NO obtained in , and if N≧NO, P9
The valve opening signal a is outputted, and the lubricating oil A is injected from the solenoid valve 17 shown in FIG. That is, the lubricating oil A is injected only once every time the output shaft 32 rotates.

Here, the lubricating oil A is injected in accordance with a certain phase of the piston 14 for the following reason. That is, the timing of injection is determined at P8 in FIG. 9 when N≧No.
In other words, the number of rotations N is 1 at Pl3.
The timing at which the number of rotations N increases by one at Pl3 is the same as the timing at which the pickup signal interrupts at Fil. This pickup signal is a signal generated at a certain rotational position of the output shaft 32 in FIG. 2, and represents the rotational position (angle) of the output shaft 32. Therefore, the injection timing matches the constant rotational position of the output shaft 32, in other words, the constant phase of the piston 14.

After the valve opening signal a is output at P9 in FIG. 9, pt
Set N to O with o. As a result, N is 0 again at Pl3.
Starting from , it is added one by one.

If N<No at P8, steps P2 to P7 are repeated.

In this way, the supply amount of lubricating oil A is controlled with high accuracy.

In the embodiment shown in FIG. 2, the solenoid valve 17 is provided at the sliding portion 16 between the piston 14 and the cylinder 15, but the position where the solenoid valve 17 is provided is not limited to this.
1 combustion working chamber 12, that is, combustion chamber 13. It may be provided anywhere including the sliding portion 16 between the piston 14 and the cylinder 15.
Instead of 2, it may be provided in the suction passage z1, as shown by the two-dot chain line, or it may be provided in both the combustion operation chamber 12 and the suction passage 21.

Further, in the above embodiment, when determining the opening time T of the solenoid valve 17, the required amount of lubricating oil QO was determined from the throttle opening TV.
The required amount of lubricating oil QO may be calculated based on the signal representing the suction chamber %m from Since the amount is approximately proportional to the amount of intake air, the required amount QO of lubricating oil can also be determined based on the signal representing the amount of intake air from the air flow meter 24. Furthermore, since the fuel supply amount is calculated in the microcomputer 27, it is also possible to calculate the lubricating oil required amount Qo from the calculated fuel supply amount. It can be applied not only to cycle engines but also to rotary engines.

(Effects of the Invention) As described above, according to the present invention, the supply amount of lubricating oil is controlled with high precision by the electrical supply amount adjusting means. Therefore, engine lubrication and gas sealing are effectively achieved.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing the configuration of this invention, FIG. 2 is a schematic configuration diagram showing an embodiment of this invention, and FIGS. 3 to 6
The figure is a graph showing a map used in the same embodiment, FIGS. 7 and 8 are waveform diagrams showing valve opening signals used in the same embodiment, and FIG. 9 is a flowchart for explaining the operation of the same embodiment. It is. 11...Engine, 12...Combustion operating chamber, 17...
[Magnetic valve, 18... Pump, 19... Supply amount adjustment means, 20... Operating state detection means, 21... Intake passage, A... Lubricating oil. Fig. 3, Fig. 5, c - Fig. 4, Fig. 6, u -

Claims (1)

[Claims] (1) A pump that increases the pressure of lubricating oil, a solenoid valve that supplies the pressurized lubricating oil to the combustion chamber or intake passage of the engine, an operating state detection means that detects the operating state of the engine, and this operating state detection means. A lubricating oil supply device for an engine, comprising supply amount adjusting means for controlling the opening and closing of the electromagnetic valve in response to a signal from the means, and adjusting the amount of lubricating oil supplied according to the operating state of the engine.