KR950003446B1 - Lubrication system of engine - Google Patents

Abstract

No content.

Description

Engine Lubricator

1 is an enlarged front view of a main portion of a jet showing an embodiment of the present invention.

2 is a schematic front view of a V-type engine.

3 is an explanatory diagram showing a valve drive system of the lubricator of the engine.

4 is an enlarged cross sectional view of the main part of the jet along line IV-IV of FIG.

5 is a schematic enlarged view showing a supply passage of lubricating oil.

6 is an explanatory diagram of a valve drive system of a lubricator of an engine showing the prior art of the present invention.

* Explanation of symbols for main parts of the drawings

2: V-type engine 4: cylinder block

6-1: 1st cylinder bank 6-2: 2nd cylinder bank

8-1: 1st cylinder head 8-2: 2nd cylinder head

10-1: first head cover 10-2: second head cover

14 oil pan 16: crankshaft

18: crank pulley 24: power steering pump

30: air compressor 36: water pump

42: generator 48: first drive belt

50: second drive belt 52-1: first camshaft

52-2: 2nd camshaft 54-1: 1st cam sprocket

54-2: second cap sprocket 56: sprocket for timing chain

58: water pump sprocket 60: timing chain

62: tensioner 66: regulator

68: lube oil supply passage 69-1: first lube oil supply passage

68-2: 2nd lubricating oil supply passage 68-3: 3rd lubricating oil supply passage

68-4: 4th supply path for lubricating oil 70: main gallery

72: jet 74: contraction

76: air discharge passage 78: connection hole

80: nozzle

[Industrial use]

The present invention relates to a lubrication device for an engine, and in particular, to install a lubricating oil supply passage for supplying lubricating oil to each part of the engine, the lubricating oil is supplied to the regulator by the lubricating oil supply passage, and the power transmission means is tensioned and the cam The present invention relates to an engine lubricator for maintaining timing.

[Prior art]

In the engine of a vehicle, there are an engine arranged so as to face engine cylinders arranged in series, and a V-type engine in which each bank cylinder is arranged in a V shape.

This V-type engine has first and second cylinder heads installed in the first and second cylinder banks of the V-shaped cylinder block, and a bearing cap for supporting the crankshaft by cooperating with the cylinder block in the lower part of the cylinder block. There is a thing attached to it.

Moreover, in the V-type engine, in order to install auxiliary machines, such as an air compressor and a power steering pump, the cylinder block attaches an auxiliary machine bracket as an attachment bracket, or attaches the mounting bracket which supports engine bodies.

As an engine lubrication device, there is one disclosed in Japanese Patent Application Laid-Open No. 62-154206. The camshaft drive portion structure of the engine disclosed in this publication includes an intermediate idler and a first winding transmission member for transmitting rotation of the crankshaft to the intermediate idler, and a second winding transmission member for transmitting rotation of the intermediate idler to the camshaft. In the camshaft and the drive section, in which the hydraulic autotensioner disposed on the loose side of the second winding member is provided at one end of the engine, an intermediate idler is offset from the widthwise center of the engine to the other side of the second winding transmission member. The oil passage is arranged and the hydraulic autotensioner is instructed on the side wall of the cylinder head, and an oil passage for guiding oil to the hydraulic autotensioner is installed in the cylinder head, and one end of the passage is installed in the oil gallery installed under the camshaft. It leads one after another.

In addition, there is a thing disclosed in the publication 58-60046. The tensioner device, which is a hydraulic type of the internal combustion engine disclosed in this publication, delivers the discharge oil from the oil pump from the main gallery to the crank system and upstream of the orifice that regulates the oil supply amount installed in the lubricating oil passage to the valve system in the classified internal combustion engine. It is designed to guide the hydraulic pressure through the branch road to the chain tensioner, which establishes the branch road and adjusts the tension of the timing chain to the perston acting in response to the hydraulic pressure.

In addition, there is what is disclosed by Unexamined-Japanese-Patent No. 61-80308. The lubrication device for the driving force transmission chain of the engine disclosed in this publication is provided with an oil gallery for feeding oil in the cylinder row direction of the cylinder block, and a chain drive for transmitting engine power to auxiliary machinery attached to the engine at the end of the cylinder block. The device is arranged in a row, one end of the oil gallery is opened at the end of the cylinder block near the moving line of the chain drive device, and the plug is fitted with an oil ejector such as an oil ejector. The chain is lubricated.

In addition, there is a thing disclosed in the publication 62-69010. In the lubrication apparatus of the engine disclosed in this publication, in a lubrication apparatus of an engine having a chain that transmits rotation of an engine output shaft to a plurality of pulleys, a chain guide that regulates the movement of the chain is attached to the cylinder block through the fixing member, An oil discharge port is formed as a fixing member so as to form a flow passage communicating with the oil passage in the cylinder block, and to supply oil to the chain through the flow passage.

[Problems that the invention tries to solve]

However, in the lubrication apparatus of the conventional engine, as shown in FIG. 6, the first and second cylinder banks 106-1 and 106-2 of the cylinder block 104 of the V-shaped engine 102 are first and second. Two cylinder heads 108-1 and 108-2 are provided respectively, and the first camshaft 152-1 is arranged in the first cylinder head 108-1, and at the same time, the second cylinder head 108-2 is provided. The two camshafts 152-2 are arrange | positioned.

The first and second sprockets 154-1 and 154-2 are arranged on the front ends of the first second cam shafts 152-1 and 152-2, respectively, and the sprockets are also provided on the front ends of the crank shaft 116. 156 are arrayed, and the 1st, 2nd sprocket 154-1, 154-2 and the sprocket 156 are connected by the chain 160 which is a power transmission means.

The regulator 166 is installed on the front of the V-type engine 102, and the regulator 166 presses the tensioner 162 to give the chain 160 a constant tension and maintains accurate timing.

In short, the regulator 166 is supplied with a part of lubricating oil from the oil pump (not shown) via the main gallery 170 of the cylinder block 104, and the pressure of the tensioner 162 is secured by the hydraulic pressure of the lubricating oil.

At this time, the hydraulic pressure of the lubricating oil supplied to the regulator 166 is equal to the hydraulic pressure of the main gallery 170 in the cylinder block 104.

However, when the rotation speed of the V-type engine rises and becomes the maximum, it will be 4-6 kg / cm <^2> which is the maximum hydraulic pressure by an oil pump. Moreover, the oil pressure rises also at the time of cooling after low temperature start-up, and becomes 6-8 kg / cm <^2> .

As a result, when the high pressure is applied to the regulator, the pressing force of the tensioner is increased, the tension of the chain is excessive, the frictional resistance at the sliding part between the tensioner and the chain is increased, so that the frictional heat increases and the sliding member (symbol of FIG. 6) 184), and the sliding member may eventually be broken, the service life of the sliding member may be shortened and economically disadvantageous, and the timing of the cam may be shifted. .

In addition, as a measure for avoiding high pressure applied to the regulator, it is possible to reduce the supply hole to the regulator body or to install a bypass passage to discharge the lubricant and lower the hydraulic pressure. Since the workability is poor and the cost of the regulator increases, there is a disadvantage in that the boundary disadvantageously.

Further, in the above-mentioned publication No. 62-154206, by arranging the regulator at an upper position than the oil gallery, air is also supplied to the regulator when the external and lubricating oil flows into the oil gallery, and the allowable range of the flanger in the regulator is provided. It becomes inconvenient that it becomes large, that is, it becomes a sponge state, and tensioning by a regulator becomes difficult and a sufficient function cannot be exhibited.

[Means for solving the problem]

Therefore, the present invention provides the lubricant in the engine lubrication apparatus for maintaining the cam timing by supplying lubricating oil to each part of the engine to supply the regulator to the regulator by the lubricating oil supply passage to remove the inconvenience. The main gallery is installed at a position above the supply passage, a jet for ejecting lubricant in a predetermined direction is provided in the middle of the supply passage for lubricating oil, and a shrinkage part for adjusting the hydraulic pressure of the lubricating oil is provided therein.

[Action]

According to the invention as described above, when the crankshaft rotates by the engine operation, the oil pump is driven by the power transmission means, and the lubricating oil is pumped to the main gallery by the lubricating oil supply passage. The pressure of the power transmission means is maintained by the operation of the regulator and the tension is maintained, and at the same time, a hydraulic pressure of a predetermined value or more is supplied to the jet by the contracting portion connecting to the supply path for the lubricant, and the lubricant is ejected in the predetermined direction from the jet.

EXAMPLE

EMBODIMENT OF THE INVENTION Hereinafter, the Example of this invention is described in detail based on drawing.

1 to 5 show an embodiment of the present invention. 2, 2 is a V-shaped engine, 4 is a V-shaped cylinder block, 6-1 and 6-2 are first and second cylinder banks, and 8-2 and 8-2 are first and second cylinders. The heads 10-1 and 10-2 are first and second head covers, 12 are bearing caps, and 14 are oil pans. That is, the engine 2 is provided with the first and second cylinder heads 8-1 and 8-2 in the first and second cylinder banks 6-1 and 6-2 of the V-shaped cylinder block 84. The first and second head covers 10-1 and 10-2 are attached to the first and second cylinder heads 8-1 and 8-2, and a cylinder is disposed below the cylinder block 4. The cap 12 is attached, and the oil pan 14 is attached to the lower part of this bearing cap 12, and is comprised.

The crankshaft 16 is rotatably supported by the cylinder block 4 and the bearing cap 12 in the front-back direction of the engine 2. The crankshaft front end of the crankshaft 16 on the front side of the cylinder block 4 is provided so as to protrude slightly from the front end face of the cylinder block 4 in order to attach the crank pulley 18.

The engine 2 is provided with, for example, a first auxiliary bracket 20 on the right side and a second auxiliary bracket 22 on the left side as an attachment bracket, for example. The 1st auxiliary bracket 20 is arrange | positioned as if it spans the junction part of the cylinder block 4 and the bearing gap 12 in the right side of FIG.

Moreover, the said 2nd auxiliary | assistant bracket 22 is arrange | positioned so that it may span the junction part of the cylinder block 4 and the bearing cap 12 in the left side of FIG.

Therefore, the cylinder block 4 and the bearing cap 12 are integrally and firmly coupled by the first and second auxiliary brackets 20 and 22, and the strength is improved.

The power steering pump 24 is attached to the first auxiliary bracket 20.

The power steering pump 24 is driven by the rotation of the power steering pump shaft 28 on which the power steering pulley 26 is fixed.

Moreover, the compressor shaft 34 which fixes the compressor pulley 32 is driven to the 2nd auxiliary bracket 30 by rotation.

In addition, a water pump 36 is attached to the cylinder block 4 above the crank pulley 18. The water pump 36 is driven by the rotation of the water pump shaft 40 on which the water pump pulley 38 is fixed.

The generators 42 are arranged in the valleys between the first and second cylinder heads 8-1 and 8-2. The generator 42 is driven by the rotation of the generator shaft 46 on which the generator pulley 44 is fixed.

The first driving belt 48 is wound around the crank pulley 18, the power steering pulley 26, and the generator pulley 44. A second drive valve 50 is wound around the crank pulley 18, the compressor 32, and the water pump pulley 38.

Moreover, as shown in FIG. 3, the 1st, 2nd camshaft 52-1, 52-2 is rotatably provided in the 1st, 2nd cylinder head 8-1, 8-2.

The first and second cam sprockets 54-1 and 54-2 are located in the same plane at the protruding end portions of the first and second cam shafts 52-1 and 52-1 on the front side of the front of the engine 2. Each is installed.

Then, the timing chain sprocket 56 is fixed to the end of the crankshaft 16 in the same plane of the first and second cam sprockets 54-1 and 54-2. At the end of the crankshaft 16, a crank pulley 18 is connected to the generator 42 via a first drive belt 48 at the shortest portion.

In addition, the water pump sprocket 58 of the water pump 36 arranged in the cylinder block 4 above the crankshaft 16 has the first and second camp rockets 54-1, 54-2. And the timing chain sprocket 56 in the same plane.

As shown in FIG. 3, the first cam sprocket 54-1 fixed to the first cam shaft 52-1 has the water pump sprocket 58 of the water pump 36 having the second cam shaft 52-2. The power transmission means, for example, a single timing chain 60 is wound around the second cam sprocket 54-2 fixedly installed at the head).

The timing chain 60 is held in tension by the turner 62.

These timing chain sprockets 56, timing chains 60, and first and second cam sprockets 54-1, 54-2 and water pump sprockets 58 are surrounded by a chain cover 64. As shown in FIG.

Then, as shown in FIG. 3, the tie chain 60 is provided with a regulator 66 for providing tension through a tensioner 62, and the regulator 66 is connected to an oil pump (not shown). The supply passage 68 for lubricating oil is installed.

At this time, the main gallery 70 is installed above the lubricating oil supply passage 68, and a jet 72 for ejecting lubricating oil in a predetermined direction is provided while the lubricating oil supply passage 68 is provided. In the 72, the shrinkage portion 74 for adjusting the hydraulic pressure of the lubricating oil is provided.

In detail, as shown in FIGS. 4 and 5, the main gallery 70 is formed in the engine 2, and the main gallery 70 is opened upward to remove air mixed in the lubricant. The end of the air discharge passage 76 is connected to and installed.

In addition, the lubricating oil supply passage 68 is a second lubricating oil supply passage 68-1 connecting the main pump 70 and an oil pump (not shown) and the second installed in a downward direction in the main gallery (70) In the lubricant supply passage 68-2 and the second lubricant supply passage 68-2, the jet 72 side, in other words, the third lubricant supply passage 68- that extends to the front side of the engine 2. 3) and a third lubricant oil supply passage 68-4 which horizontally connects the third lubricant supply passage 68-3 and the regulator 66 to each other.

In addition, in the jet 72 connecting to the third lubricant oil supply passage 68-3, the contraction portion 74 is formed of a hole having a small diameter set so as to set a hydraulic pressure of the lubricant supplied to the regulator 66 to a predetermined value. Connect one end of) and install.

Moreover, the other end part of this contraction part 74, in other words, the connection hole part 78 which has a larger inner diameter than the contraction part 74 is provided in the front shaft of the engine 2, and the connection hole part 78 As shown in FIG. 1, the nozzle 80 is connected and installed.

As shown in Fig. 1, the nozzle 80 is directed toward the engagement start portion of the timing chain sprocket 56 and the timing chain 60 of the crankshaft 16, which is a part of the engagement. A part of the lubricating oil which becomes the hydraulic pressure more than a predetermined value at the starting part is ejected to complete lubrication of the timing chain 60.

Reference numeral 82 denotes a fixing bolt that fixes the jet 72 to the front shaft of the engine 2.

Next, the operation will be described.

When the engine 2 is operated and the crank pulley 18 rotates, the power steering pump 24 and the generator 42 are driven by the rotation of the first driving belt 48 and the second driving belt 50 at the same time. The air compressor 30 and the water pump 36 are driven by the rotation of.

The timing chain sprocket 56 is rotated by the rotation operation of the crankshaft 16, and the first and second cam sprockets 54-1, 54-2 are rotated through the timing chain 60. By rotating, the first and second cam shafts 52-1 and 52-2 are rotated, respectively.

At this time, an oil pump (not shown) is also driven, and a part of the lubricating oil is pumped to the main gallery 70 by the first lubricating oil supply passage 68-1 through a filter (not shown).

And the lubricating oil which reached the main gallery 70 passes through the supply passages 68-2, 68-3, 68-4 for the 2nd-4th lubricating oil sequentially, and reaches the said regulator 66, and this regulator 66 ), The timing chain 60 is pressed through the turner 62, and the tension of the timing chain 60 is maintained.

At this time, the hydraulic pressure of a predetermined value or more is supplied to the jet 72 by the contracting portion 74 connecting to the third lubricating oil supply passage 68-3, and the crank shaft (at the nozzle 80 of the jet 72). Lubricating oil is ejected to the engagement start portion of the timing chain sprocket 56 and the timing chain 60 of 16).

In the case where air is mixed in the first lubricating oil supply passage 68-1, only air is efficiently removed by the air discharge passage 76 when the air and the lubricating oil are pumped into the main gallery 70. will be.

As a result, the hydraulic pressure of the lubricating oil supplied to the regulator 66 can be kept constant, the cam timing can be maintained in an appropriate state, and at the same time, it is not overpressured to prolong the service life of the tensioner 62 of the regulator 66. Can be.

In addition, since the shrinking portion 74 can be realized in the jet 72, the structure is simple, easy to manufacture, low cost, economically advantageous, and has a shrinking portion having a different inner diameter. By replacing the jet, the hydraulic pressure can be easily changed and changed, the hydraulic pressure can be easily adjusted and advantageous in practical use.

In addition, by supplying the end of the discharge passage 76 which is open in the upward direction to remove the air mixed in the lubricating oil to the main gallery 70, it is possible to reliably prevent the supply of air to the regulator 66. In addition, the sponge state does not occur in the operation of the regulator 66, the operation is assured, and the ease of use can be improved.

[Effects of the Invention]

As described in detail above, according to the present invention, the main gallery is positioned above the lubricating oil supply passage of the lubricating device of the lubricator of the engine which supplies the lubricating oil to the regulator by the lubricating oil supply passage and tensions the power transmission means to maintain cam timing. And a jet for ejecting the lubricant in a predetermined direction in the middle of the lubricating oil supply passage, and a shrinkage part for adjusting the hydraulic pressure of the lubricating oil in the jet, so that the hydraulic pressure of the lubricating oil supplied to the regulator can be made constant. It is possible to keep the cam timing in a proper state and to increase the service life of the adjustment opportunity by not being overpressured. In addition, it is possible to realize by simply providing a constriction in the jet, the configuration is simple, the production is easy, the cost can be reduced, and the economical advantage is achieved. The hydraulic pressure can be simply changed and set, the hydraulic pressure can be easily adjusted and advantageous in practical use. In addition, if the main gallery is configured to connect the end of the air discharge passage opened upward to remove the air mixed in the lubricating oil, it is possible to reliably prevent the supply of air to the regulator, the operation of the regulator In this case, the sponge state does not occur, the operation is assured, and the ease of use can be improved.

Claims (1)

In the lubrication apparatus of the engine which supplies lubricating oil to each part of the engine and supplies lubricating oil to the regulator by lubricating oil supply passage and tensions the power transmission means to maintain cam timing, the main gallery is located above the lubricating oil supply passage. And a jet for ejecting lubricating oil in a predetermined direction in the lubricating oil supply passage, and a shrinking part for adjusting the hydraulic pressure of the lubricating oil in the jet.