JPS63268935A - Lubricating oil feeding device for engine - Google Patents

Abstract

PURPOSE:To certainly prevent the excessive feed phenomenon of lubricating oil by correcting the feed quantity of lubricating oil which is supplied in correspondence with the engine load, on the basis of the prescribed condition, in the operation of a pumping loss reducing system. CONSTITUTION:When an engine is in low load operation, a throttle valve 30 in an intake passage 15 is adjusted to a relatively large opening degree, and control valves 24-26 are opened, and mixed gas is allowed to flow in each communication passage 21-23, and the intake negative pressure and compression force are reduced, and the pumping loss is reduced. In a control unit 100, the acceleration correction coefficient, water temperature correction coefficient, and the control valve opening degree correction coefficient according to the variation of revolution speed, cooling water temperature, and each opening degree of the control valves 24-26 are calculated, and a stepping motor is driven with the calculated final pulse quantity. Therefore, the quantity of lubricating oil supplied from port oil feeding nozzles 50a-50c and direct oil feeding nozzles 52a-52c is provided with the linear characteristic perfectly proportional to the engine load only.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a lubricating oil supply device for an engine.

(Prior Art) Engines in which lubricating oil for lubrication or gas sealing are supplied into cylinders, such as low-return piston engines, are provided with a lubricating oil supply means for supplying the lubricating oil. This lubricating oil supply means is generally constructed around a metering oil pump, and supplies the lubricating oil from the metering oil pump to the cylinders of the engine via a predetermined metering valve. The metering valve may be a mechanical type that opens in conjunction with the accelerator pedal and adjusts the amount of lubricant supplied in proportion to the accelerator opening, or an electric valve opening control means such as a stepping motor. An electronic control 2N system that adjusts the amount of lubricant supplied according to load data (stepping data) calculated from the boost pressure and engine rotation speed supplied from the engine control unit (ECU) is suitable. It has been adopted. In any case, the amount of lubricating oil supplied is controlled in accordance with the engine load.

On the other hand, in internal combustion engines in general, not limited to the above-mentioned low-repetition piston engines, it is not possible to extract all of the thermal energy generated within the cylinders as shaft output, and a considerable portion of it is lost due to heat loss, mechanical loss, etc. It is lost as various losses, and this is one of the obstacles to improving fuel efficiency. One of these mechanical losses is the so-called pumping loss in the plate/exhaust stroke, and this pumping loss is
When looking at the engine load, it is particularly large at low loads than at high loads, and for this reason, improvements in fuel efficiency are greatly hindered, especially in automobile engines that are frequently used at medium and low loads. That is the reality.

By the way, it is known that if the same vehicle is equipped with an engine with a smaller stroke volume, the fuel efficiency will at least improve, but this is because the engine operates under a relatively high load, which reduces pump loss. This is thought to be one of the major reasons for doing so. Therefore, if the engine is made to perform the same function as a small stroke volume engine only at low loads, the required characteristics of the engine at high output will not be compromised.
It is thought that it is possible to reduce pump loss at low loads and improve fuel efficiency.

In other words, in order to reduce the pump loss at low loads, it is necessary to reduce the throttling loss due to the increase in suction negative pressure based on the small throttle valve opening during the suction stroke and the compression loss during the compression stroke. . This is true not only for reciprocating piston engines but also for rotary piston engines such as those mentioned above.For example, in rotary piston engines, as described in JP-A No. 50-59610, the intake air In addition to the passage, an intake recirculation passage is provided to allow some of the intake air to leak out during the compression stroke, and an on-off control valve for output adjustment is arranged in this intake recirculation passage, and the opening degree of this on-off control valve is adjusted according to the engine load condition. By adjusting the intake recirculation amount accordingly, the actual intake air filling amount can be controlled, reducing the pump loss at low loads mentioned above and improving fuel efficiency. an eccentric shaft within a trochoidal space formed by two rotor housings disposed on both sides of the intermezoate housing, and two side housings each having an intake boat disposed on the outside of the two rotor housings. For example, in a two-cylinder rotary piston engine in which two rotors supported on a shaft rotate planetarily, the compression stroke working chamber of one (first) trochoid space and the other of (second)
The communication boat that creates a communication state between the trochoid space and the intake stroke working chamber, and a communication state between the compression stroke working chamber of the second trochoid space and the intake stroke working chamber of the first trochoid space, is installed in the intermezzo. In addition to providing a hole in the eight housing, this communication boat is provided with an on-off control valve that limits the amount of ventilation in the communication boat according to the size of the engine load, and the on-off control valve is controlled according to the engine load in the same way as the above-mentioned one. Many pumping loss reduction systems have been adopted that reduce the pumping loss and improve fuel efficiency by opening and closing accordingly.

(Problems to be Solved by the Invention) However, when the pumping loss reduction system as described above is combined with the engine equipped with the lubricating oil supply means for supplying lubricating oil to the cylinders of the engine, First, the boost pressure itself is different when the control valve of the pumping loss reduction system is open and closed for the same load amount of the engine, so the electronically controlled lubricating oil supply means is provided. However, the amount of lubricating oil supplied becomes excessive.

Furthermore, even in the case of a mechanical system, there is a problem in that the amount of lubricating oil supplied becomes excessive because the accelerator opening degree becomes large.

(Means for Solving the Problems) The present invention has been made with the aim of solving the above problems, and includes a pumping loss reduction system, and a predetermined amount of lubricating oil in the cylinder according to the engine load. In an engine having a lubricating oil supply means for supplying a
The lubricating oil supply amount correcting means is provided for correcting the amount of lubricating oil based on predetermined conditions.

(Function) According to the above means, when the pumping loss reduction system is activated, the amount of lubricant supplied from the lubricant supply means is corrected based on predetermined conditions, and is maintained at an appropriate level.

(Embodiment) First, FIGS. 2 and 3 show a schematic configuration of a pumping loss reduction system for a low-repetition piston engine equipped with an engine lubricating oil supply device according to an embodiment of the present invention. In FIGS. 2 and 3, reference numeral 1 denotes an engine casing of, for example, a three-cylinder rotary piston engine, and three rotor housings 28 to 28, each having a trochoidal inner circumferential surface and arranged in parallel with each other, are shown in FIG. 2
C, and two intermezzo housings 3a located between each of these rotor housings 28 to 2C.

3b and two side housing jigs 4 located on both outer sides.
a, 4b, and these form three cylinders, a first cylinder 5, a second cylinder 6, and a third cylinder 7, in order from the left side in FIG. 3. Approximately triangular first to third rotors 8°9.10 are loosely fitted into each trochoid space S formed inside each of these cylinders 5°6.7,
These rotors 8 and 9° IO are supported by a common eccentric shaft E, and rotate planetarily within the trochoidal space S with a phase difference of 120° starting from the first cylinder 5. The first to third rotors 8, 9.10
The three outer circumferential surfaces of the first. ~3rd each cylinder 5°6
．． Each of the trochoid spaces S in 7 has three working chambers 11.
a=11c, and each rotor 8,9.1
The intake, compression, combustion, and exhaust strokes are performed as the engine rotates.

The rotors 8, 9, and 10 are each equipped with an apex seal 12 for gas sealing, as well as side seals and corner seals (not shown).

On the other hand, the above-mentioned intermediate housing 3a.

3b and the side housings 4a, 4b have the first to third
The intake passages 15 correspond to the cylinders 5, 6.7, respectively.
A working chamber 11a that communicates in common with the working chamber 11a and corresponds to the intake stroke position.
Intake boats 16a to 16c are formed to open at =11c. Further, each of the rotor housings 28 to 2c is formed with an exhaust boat 18 that communicates with the exhaust passage 17 and opens into the corresponding working chamber 11a=11c at the exhaust stroke position, and is located at the position where the combustion stroke is to be performed. A spark plug (not shown) is installed. Also, the code 20a
20c are semi-direct fuel injection valves (fuel injectors) that supply fuel into the intake bows 16a to 16c, respectively. These fuel injection valves 20a to 20c
As described below, the Ennon control unit 10
Controlled arbitrarily by 0.

The intake boats 16a to 16c are connected to the air cleaner 33 via the intake passage 15, and in the intake passage between the air cleaner 33 and the intake boats 16a to 160, there is an air flow meter 32 for detecting intake air ff1Q.
A throttle valve 30 and a surge tank 40 are provided. A throttle valve 301 is provided with a -1 throttle, 1 torque opening sensor 31, and its detected value is input to the engine control unit 100.

Further, reference numeral 21 denotes a first communication passage that communicates the working chamber of the first cylinder 5 during the compression stroke with the working chamber of the second cylinder 6 during the intake stroke, and 22 indicates the operation during the compression stroke of the second cylinder 6. chamber and third
A second communication passage communicates with the working chamber of the cylinder 7 during the intake stroke, and 23 connects the working chamber of the third cylinder 7 during the compression stroke with the first communication passage.
This is a third communication passage that communicates with the working chamber of the cylinder 5 during the intake stroke.

The first communicating passage 21 and the second communicating passage 22 are formed in the intermediate housings 3a and 3b, respectively, and penetrate through the intermediate housings 3a and 3b to open into each cylinder on both sides thereof. are doing. Further, in this embodiment, the third communication passage 23 is composed of through holes 23a, 23b formed in the side housings 4a, 4b on both sides, and an external passage 23c that communicates the two page through holes 23a, 23b. There is. Each of the first to third communication passages 21, 2
The positions of the openings into the corresponding cylinders of 2.23 are formed to be located approximately on the same axis when viewed from the direction of the output shaft of the engine, and the respective openings are located in the same direction as the first to third rotors 8.゜9. It is provided in such a positional relationship that it opens during the intake stroke and closes during the compression stroke in accordance with the rotation of lO.

The first communicating path 21 to the third communicating path 23 are each provided with:
Control valves 24, 25, and 26 for reducing pumping loss are provided to control the amount of ventilation according to the engine load. Each of these control valves 24, 25, 26 is formed, for example, by a butterfly valve, and includes electromagnetic control means 26a, 26b, 2 that are electrically actuated according to the throttle opening and engine speed.
6c and actuators 29a, 29b, 29 operated by the electromagnetic control means 26a, 26b, 26c.
By being driven by c, its opening degree is adjusted according to the amount of load. And each control valve 24
．． As shown in Fig. 6, the opening degree of 25 and 26 is controlled to be large when the engine load is low, while the opening degree is controlled to be small as the engine load increases, and it is fully open at high loads near full load. It is now controlled by.

As a result, the intake air filling amount is substantially adjusted by controlling the ventilation amount of the communicating passages 21, 22, 23 by the control valves 24, 25, 26. Depending on the throttle valve 30, it is not necessarily necessary to restrict the flow of intake air according to the load, and for this reason, the throttle valve 30 is adjusted to have a relatively large opening even when the load is low. Also,
Reference numerals 348 to 34c refer to each of the actuators 29a to 34c.
29c is a valve opening detection device for the control valves 24 to 26 attached to the control valve 29c, and the detected value θ is
00 is man-powered.

According to such an intake system, when the engine is under high load, the control valves 24°25.26 of each communication passage 21, 22.23
By closing the fuel cell, the fuel cell is operated in the same manner as a normal engine, and the fuel amount required during high loads is ensured. On the other hand, when the engine is under low load, the throttle valve 30 of the intake passage 15 is adjusted to a relatively large opening, and the control valves 24, 25, 26 are opened, and each communication passage 21, 22, 23 is opened as described below. By flowing the air-fuel mixture through the cylinders 5, 6, and 7, an excess of the air-fuel mixture is introduced into each cylinder 5, 6.7 during its intake stroke, and the intake negative pressure is reduced. On the other hand, during the compression stroke, the excess air-fuel mixture is discharged to other cylinders and the compression pressure is reduced.

Such operation is performed by the rotors 8° 9 .
As 10 rotates with a phase difference of 120°,
This is performed alternately in each cylinder 5, 6.7.

To explain the operation at low load in detail with reference to FIG. 4, first, as shown in FIG. 4(A), the rotor 8 of the first cylinder 5 closes the intake boat 16a and the first cylinder 5 enters the compression stroke. When transferred, each cylinder 5,6°7 rotor 8,9,10
rotates with a phase difference of 1206, and the first
The third communication passage 23 among the communication passages 21.23 leading to the cylinder 5
is blocked by the rotor 10 of the third cylinder 7, but the first communication passage 21 is closed by the working chamber 11a of the first cylinder 5 during the compression stroke.
and the working chamber 11c of the second cylinder 6 during the intake stroke are in communication with each other. While the first communication passage 21 is open, the communication state is maintained, so that the first cylinder 5
The surplus air-fuel mixture in the working chamber 11a during the compression stroke of the first
The working chamber 1 during the intake stroke of the second cylinder 6 through the communication passage 21
1c, and after the first communication passage 21 is closed by the rotor 8 as shown in FIG. 4(B), compression is substantially performed. Note that the first communication path 2 by the rotor 8 of the first cylinder 5! When the closing timing is straight, the third cylinder 7
Since the rotor lO is displaced from the third communication passage 23, some of the air-fuel mixture is discharged from the third cylinder 7.

Next, as shown in FIG. 4(C), the rotor 9 of the second cylinder 6
When the intake boat 16b is closed and the second cylinder 6 shifts to the compression stroke, the communication passages 21 and 22 leading to the second cylinder 6
Of these, the first communication passage 21 is blocked by the rotor 8 of the first cylinder 5, but the second communication passage 22 is closed by the working chamber 11c of the second cylinder 6 during the compression stroke and the third cylinder 7 during the intake stroke. Working chamber 11
b. Also, as shown in FIG. 4(D), the rotor IO of the third cylinder 7 closes the intake boat 16c and the third cylinder 7
moves to the compression stroke, and among the communication passages 22 and 23 leading to the third cylinder 7, the second communication passage 22 is connected to the second cylinder 6.
However, the third communication passage 23 communicates the working chamber llb of the third cylinder 7 during the compression stroke with the working chamber 11b of the second cylinder 5 during the intake stroke. Therefore, during the compression stroke of the second cylinder 6, the excess air-fuel mixture in the working chamber 11c during the compression stroke mainly passes through the second communication passage 22 to the third cylinder 7.
During the intake stroke of the third cylinder 7, the surplus air-fuel mixture in the working chamber 11b is discharged into the working chamber zb during the intake stroke of the third cylinder 7, and during the compression stroke of the third cylinder 7, the surplus air-fuel mixture in the working chamber 11b is mainly passed through the third communication passage 23 and is discharged into the working chamber zb during the intake stroke of the first cylinder 5. It will be discharged into the working chamber 11b inside.

In this way, under the same conditions in each cylinder 5.6.7, intake air is introduced by the intake boat 16 during the intake stroke and mixture from other cylinders is introduced, and mixture is introduced into other cylinders during the compression stroke. Since each discharge takes place, pumping losses are reduced by reducing intake negative pressure and compression pressure, and in principle, the filling amount in each cylinder 5.6.7 is adjusted to be equal.

On the other hand, as shown in FIG. 5, the engine casing l of the above-mentioned rotary piston engine is provided with a lubricating oil supply device for supplying lubricating oil into each cylinder of the engine.

That is, reference numeral 50a (~50c) is a boat refueling nozzle installed facing into each intake boat 16a (~16c) of the engine, and this boat refueling nozzle 50a (
The lubricating oil discharged from the boat oil supply port 51a (~51c) from ~50c) is supplied into the casing l through the intake boat l6a (~16c), and the lubricating oil is supplied into the casing l through the intake boat l6a (~16c), and is A direct oil supply nozzle 52a (~52c) is installed facing the inner peripheral surface, and this direct oil supply nozzle 52a (~52c)
The lubricating oil discharged from the direct oil supply port 53a (-53c) is directly supplied into the casing l. A first lubricating oil supply passage 61a (~61c) is connected to the boat refueling nozzle 50a (~50c) from a metering oil pump 60 as a supply lubricating oil metering device, and a first lubricating oil supply passage 61a (~61c) is connected to the direct oil supply nozzle 52a (~52c). is the second lubricating oil supply passage 62a from the metering oil pump 60.
(~62c) is connected. In addition, the port oil supply nozzle 50a (~50c) and the direct oil supply nozzle 52a (~52c) have air passages 70a (~52c), respectively.
70c) and 80a (~80c) are connected.

The metering oil pump 60 measures and discharges lubricating oil, and the discharge amount is determined by a control signal outputted from the engine control unit 100 (ECU) to the stepping motor 65 as a driving means. , is controlled according to the operating state. The engine control unit 100 includes an air flow meter 30 that detects the amount of intake air, a rotation speed sensor 90 that detects the engine rotation speed, a water temperature sensor 91 that detects the temperature of cooling water (engine temperature), and an acceleration state of the engine. Each signal from an acceleration switch 92 is input. and,
The metering oil pump 60 and the engine control unit 100 control the oil supply nozzles 50a (~50c) and 52a (~52) depending on the operating condition as described later.
c) Control the rate of refueling from.

The engine control unit 100 then controls the basic discharge 41 according to the intake air mQ and the engine speed N.
Find Lo, correct it according to the water temperature, acceleration state, etc., find the number of steps to drive the stepping motor 65 in accordance with the final oil supply amount, and output a predetermined pulse signal to the stepping motor 65. to control the amount of lubricating oil supplied.

Next, the lubricant supply control operation of the engine control unit 100 in the rotary piston engine of the present embodiment equipped with the pumping loss reduction system will be explained as follows.
This will be explained in detail with reference to the flowchart in the figure.

First, in step S1, engine intake air ff1Q, engine speed N, engine cooling water temperature Tw, and opening degree θ of the pumping loss control valves (24, 25) are read.

Next, the process proceeds to step S, where the engine intake air f is
A basic discharge ff1 (Lo=K-Q/N) of lubricating oil to be supplied is calculated according to f1Q and the engine speed N.

After that, the process further advances to step S3 where the engine rotation speed N
Acceleration correction coefficient A based on the change in (1・N for A1-)
Water temperature correction coefficient A based on engine cooling water temperature Tw
*(A t = K 2 · Tv), and a control valve opening degree correction coefficient Δ3 (5 · θ for A3-) corresponding to the opening degree θ of the pumping loss control valve are calculated. Among these correction coefficients, the control valve opening correction coefficient A3 is calculated based on the characteristic relationship shown in FIG. 7 with respect to the control valve opening θ.

Next, the process proceeds to step S4, where the above-mentioned stepping motor 6
Final number of pulses (number of steps) to be supplied to 5 L n
(L n = −Q / N + A + +A t
+A s ), and the process proceeds to step S5, where the stepping motor is driven based on the calculated value Ln.

As a result, the boat refueling nozzle 50a (~50C),
The amount of lubricating oil supplied from the direct oil supply nozzle 52a (~52C) has a linear characteristic that is completely proportional only to the engine load, as shown in FIG. 8, and is different from the conventional characteristic shown in FIG. In this way, the phenomenon of an increase in the amount of lubricant supplied due to an increase in the opening degree of the accelerator in response to the opening operation of the pumping loss control valve is eliminated, and an oversupply phenomenon in which an unnecessarily large amount of lubricant is supplied to the engine is prevented.

In the above embodiment, the stepping motor 65 is used, and the stepping motor itself is directly electronically controlled using the engine intake air amount, engine speed, pumping loss control valve opening degree, etc. as parameters.
As mentioned above, in the case of a mechanical system that is mechanically linked to the accelerator opening, such a configuration cannot be adopted.

Therefore, in the case of the mechanical system, the accelerator pedal (
The link rod that connects the plunger of the metering oil pump (or throttle valve) and the plunger of the metering oil pump is divided into two parts, and the divided link rods are connected via an electromagnetic solenoid in a relatively slidable manner. A system is adopted in which the electromagnetic solenoid is electrically controlled in the same manner as described above to variably control the overall length of the link rod itself, thereby substantially changing its stroke amount.

(Effects of the Invention) As described above, the present invention provides an engine that is equipped with a pumping loss reduction system and has a lubricant supply means that supplies a predetermined amount of lubricant into the cylinder according to the engine load. The pumping loss reduction system is characterized by being provided with a lubricant supply amount correction means for correcting the lubricant supply amount supplied from the lubricant supply means in accordance with the engine load based on predetermined conditions when the pumping loss reduction system is activated. It is something.

That is, according to the present invention, when the pumping loss reduction system is in operation, the amount of lubricant supplied from the lubricant supply means is corrected based on predetermined conditions and maintained at an appropriate amount.

Therefore, the conventional oversupply phenomenon of lubricating oil can be reliably prevented.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is a system schematic diagram showing an expanded view of the engine main body of an engine lubricating oil supply device according to an embodiment of the present invention, and FIG. Cross-sectional view of the engine body in the example device, FIG. 4 (A)
- (D) are operation explanatory diagrams showing the communication mode of the inter-cylinder communication passage corresponding to the rotor operating state of each cylinder in the above embodiment device, and Fig. 5 is a cross section of the lubricating oil supply section of the same embodiment device. 6 are flowcharts showing the control operation of the device according to the embodiment, FIGS. 7 and 8 are graphs showing the control characteristics of the device according to the embodiment, and FIG. 9 is the control characteristics of the conventional example. This is a graph showing. ■...Engine casings 2a to 2c...Rotor housings 3a, 3b...Intermediate housing 4a
, 4b...Side housing 5...No.! Cylinder 6...2nd cylinder 7...3rd cylinder 8...10th cylinder 9...20th cylinder 1O...30th cylinder 11a~ llc...Working chambers 16a-16c...Intake boats 20a-20c...Fuel injection valves 21...First communication passage 22...Second communication passage 23...Third communication passage 24.25 ... Control valves 26a, 26b ... Electromagnetic control means 29a, 29b ... Actuator 30 ... Throttle valve 31 ... Valve opening detection device 32 ... Throttle sensor 33 ... Crank angle Sensors 50a to 50c...Port oil supply nozzles 52a to 52c...Direct oil supply nozzles 60...
Metering oil pump 65...Stepping motor 100...Engine control unit Fig. 3 1: Engine casing b-2c; Rotor housing, 3tz, 3
b: Intermediate eight housing <k, #b
: Side housing pig : 1st partition 6 : 2nd partition 7 Ren~/Otsu C: Intake boat λ hire~xC: Fuel injection a1 valve 2/: 1st A passage 22: 2nd communication passage 23 78g3 communication passage 3% 2: Puzzle control valve &, πb: Electromagnetic control means zza , zyb: actuator 30:
Throttle valve 3/: Valve opening detection device 32: Throttle sensor 33: Crank angle sensor 5 peaks~! ;Oe:Boat refueling nozzle top and one 32c:
Direct oil supply nozzle O: Metering oil pump Otsu S Nishichipping motor 100: Engine control unit Fig. 6 Fig. 7 Engine load Engine load

Claims (1)

[Claims] 1. In an engine that is equipped with a pumping loss reduction system and has a lubricant supply means for supplying a predetermined amount of lubricant into the cylinder according to the engine load, when the pumping loss reduction system is activated, the lubricant is supplied to the engine from the lubricant supply means. A lubricating oil supply device for an engine, comprising a lubricating oil supply amount correction means for correcting a lubricating oil supply amount supplied in accordance with a load based on predetermined conditions.