WO2016067955A1 - Mécanisme d'alimentation en huile de graissage pour turbocompresseur - Google Patents

Mécanisme d'alimentation en huile de graissage pour turbocompresseur Download PDF

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Publication number
WO2016067955A1
WO2016067955A1 PCT/JP2015/079445 JP2015079445W WO2016067955A1 WO 2016067955 A1 WO2016067955 A1 WO 2016067955A1 JP 2015079445 W JP2015079445 W JP 2015079445W WO 2016067955 A1 WO2016067955 A1 WO 2016067955A1
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WIPO (PCT)
Prior art keywords
lubricating oil
oil
oil passage
control valve
turbocharger
Prior art date
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PCT/JP2015/079445
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English (en)
Japanese (ja)
Inventor
正明 小柳
Original Assignee
大豊工業株式会社
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Publication of WO2016067955A1 publication Critical patent/WO2016067955A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/14—Lubrication of pumps; Safety measures therefor

Definitions

  • the present invention relates to a technology of a lubricating oil supply mechanism of a turbocharger that supplies lubricating oil to a bearing portion of a turbocharger provided in an engine.
  • Patent Document 1 discloses a lubricating oil supply oil passage (turbocharger oil supply passage) for supplying lubricating oil pumped by an oil pump to a bearing portion, and a lubricating oil discharge for discharging lubricating oil from the bearing portion.
  • the oil path return pipe line
  • the drain oil path drain path
  • a lubricating oil supply mechanism comprising a regulating valve is described.
  • Patent Document 2 a flow control valve is provided in the middle of the lubricating oil supply oil passage, and the flow of the lubricating oil supply oil passage is restricted by the flow control valve, whereby the lubricating oil supplied to the bearing portion is provided.
  • a technique for adjusting the flow rate of the liquid has been proposed. Specifically, the flow rate of the lubricating oil flowing through the lubricating oil supply oil passage is adjusted by a flow control valve.
  • the lubricating oil is supplied to the bearing portion and lubricates the bearing portion.
  • the lubricating oil that has lubricated the bearing portion is discharged through the lubricating oil discharge oil passage.
  • the flow rate control valve throttles the flow path of the lubricating oil supply oil passage in accordance with an increase in the discharge pressure of the oil pump (that is, an increase in the engine speed). Can do. Therefore, even when the engine is rotating at a high rotational speed, the amount of lubricating oil flowing through the lubricating oil supply oil passage can be limited to a substantially constant value. Accordingly, it is possible to reduce the work of the oil pump while preventing excessive lubricating oil from being supplied to the bearing portion.
  • JP-A-8-93490 Japanese Patent Application No. 2013-49707
  • the present invention has been made in view of the above situation, and a problem to be solved is to provide a lubricating oil supply mechanism for a turbocharger that can suppress a temperature rise of a flow control valve. .
  • the turbocharger lubricating oil supply mechanism of the present invention is a turbocharger lubricating oil supply mechanism that supplies lubricating oil to a turbocharger bearing provided in the engine, and the lubricating oil is supplied to the bearing.
  • a flow rate control valve that adjusts the flow rate of the lubricating oil by restricting the flow path of the lubricating oil that flows through the lubricating oil supply oil passage.
  • the flow control valve is provided in the engine.
  • the temperature rise of the flow control valve can be suppressed.
  • FIG. 3 is a sectional view taken along line AA in FIG. 2.
  • Front sectional drawing which showed the flow control valve which concerns on 1st embodiment.
  • the lubricating oil supply mechanism 1 is for supplying lubricating oil to a turbocharger 6 (more specifically, a bearing portion 41 of the turbocharger 6) provided in the engine E.
  • the lubricating oil supply mechanism 1 mainly includes an oil pan 2, a pressure oil passage 3, an oil pump 4, an oil filter 5, a flow control valve 100, and a turbocharger 6 (more specifically, lubricating oil circulates in the turbocharger 6. And a return oil passage 7.
  • Oil pan 2 stores lubricating oil.
  • the pressure oil passage 3 guides the lubricating oil stored in the oil pan 2 to the turbocharger 6.
  • One end of the pressure oil passage 3 is connected to the oil pan 2.
  • An oil strainer 3 a is provided at one end of the pressure feed oil passage 3.
  • the other end of the pressure oil passage 3 is connected to the turbocharger 6 (more specifically, a supply oil passage 42 of the bearing housing 40 described later).
  • the oil pump 4 pumps lubricating oil.
  • the oil pump 4 is provided in the middle of the pressure oil passage 3.
  • the oil pump 4 is driven according to the rotation of the engine E.
  • the amount of lubricating oil discharged from the oil pump 4 (discharge amount) increases / decreases in accordance with the increase / decrease in the rotational speed of the engine E.
  • the oil filter 5 removes foreign matters in the lubricating oil.
  • the oil filter 5 is provided in a midway portion (downstream side of the oil pump 4) of the pressure feed oil passage 3.
  • the flow rate control valve 100 adjusts the flow rate of the flowing lubricating oil.
  • the flow control valve 100 is provided in a midway part (downstream side of the oil filter 5) of the pressure feed oil passage 3. A specific configuration of the flow control valve 100 will be described later.
  • the turbocharger 6 sends compressed air into the cylinder of the engine E.
  • the compressor wheel 20 and the turbine wheel 30 are connected by the shaft 10.
  • the shaft 10 is rotatably supported by a bearing portion 41 of the bearing housing 40.
  • a supply oil passage 42 and a discharge oil passage 43 are formed in the bearing housing 40.
  • One end (outer end portion) of the supply oil passage 42 is connected to the other end of the pressure feed oil passage 3 as described above, and the other end (inner end portion) of the supply oil passage 42 is connected to the bearing portion 41.
  • One end (inner end portion) of the drain oil passage 43 is connected to the bearing portion 41, and the other end (outer end portion) of the drain oil passage 43 is connected to one end of the return oil passage 7 described later.
  • a specific configuration of the turbocharger 6 will be described later.
  • the return oil path 7 guides the lubricating oil discharged from the turbocharger 6 to the oil pan 2.
  • One end of the return oil passage 7 is connected to the turbocharger 6 (more specifically, the discharge oil passage 43 of the bearing housing 40).
  • the other end of the return oil passage 7 is connected to the oil pan 2.
  • the return oil passage 7 is formed so as not to overlap with the flow control valve 100. In other words, the return oil passage 7 is formed so as to be separated from the flow control valve 100. Thereby, the lubricating oil guided by the return oil passage 7 does not pass through the flow control valve 100. Further, this eliminates the need to form an oil passage (for example, a through hole) for guiding the lubricating oil discharged through the return oil passage 7 in the flow control valve 100.
  • the engine E includes the oil pan 2, the oil pump 4, the oil filter 5, and the flow control valve 100.
  • the engine E includes a cylinder block, a cylinder head, a crankcase 8 (see FIG. 4), a head cover, a piston, a connecting rod, a crankshaft, a camshaft, an intake valve, an exhaust valve, and the like.
  • the turbocharger 6 is attached to the outside of the engine E.
  • the lubricating oil in the oil pan 2 is driven by the oil pump 4 through the pressure oil passage 3 through the turbocharger 6. Pumped to The lubricating oil is guided to the turbocharger 6 while the flow rate is appropriately adjusted by the flow rate control valve 100. Further, the lubricating oil is guided to the bearing portion 41 of the bearing housing 40 through the supply oil passage 42. The lubricating oil that has lubricated the bearing portion 41 is returned to the oil pan 2 through the discharge oil passage 43 and the return oil passage 7.
  • the lubricating oil pumped by the oil pump 4 is also supplied to each part (other lubricating part) of the engine E through other oil passages (not shown). Lubricate each part of E as appropriate.
  • the turbocharger 6 is for sending compressed air into the cylinder of the engine E.
  • the turbocharger 6 mainly includes a shaft 10, a compressor wheel 20, a turbine wheel 30, a bearing housing 40, a slide bearing 60, a thrust collar 70 and a thrust bearing 90.
  • the shaft 10 connects a compressor wheel 20 and a turbine wheel 30 described later.
  • the shaft 10 is disposed with its longitudinal direction (axial direction) directed in the front-rear direction.
  • the compressor wheel 20 has a plurality of blades, and compresses air by being driven to rotate.
  • the compressor wheel 20 is fixed to the rear end portion of the shaft 10.
  • the turbine wheel 30 has a plurality of blades, and generates driving force by rotating by receiving exhaust from the engine E.
  • the turbine wheel 30 is formed integrally with the front end portion of the shaft 10.
  • the bearing housing 40 is a substantially box-shaped member that supports the shaft 10 so as to be indirectly rotatable.
  • the bottom surface of the bearing housing 40 is formed flat (planar).
  • An oil pipe assembly 40 a is provided at the lower part of the bearing housing 40.
  • the oil pipe assembly 40a is a member composed of a substantially plate-like member and a pipe.
  • the upper surface (flange portion) of the oil pipe assembly 40a is formed flat (flat).
  • the oil pipe assembly 40a is fixed to the bearing housing 40 with bolts or the like with its upper surface in contact with the bottom surface of the bearing housing 40 via a gasket.
  • the oil pipe assembly 40a forms part of the pressure oil passage 3 and the return oil passage 7.
  • a bearing portion 41 In the bearing housing 40, a bearing portion 41, a supply oil passage 42, and a discharge oil passage 43 are formed.
  • the bearing portion 41 is a portion that supports the shaft 10 so as to be indirectly rotatable.
  • the bearing portion 41 has a circular cross section and is formed so as to penetrate the bearing housing 40 in the front-rear direction.
  • the supply oil passage 42 is for guiding the lubricating oil supplied via the pressure feed oil passage 3 to the bearing portion 41. That is, an oil passage for guiding the lubricating oil pumped from the oil pump 4 to the bearing portion 41 is formed by the pumping oil passage 3 and the supply oil passage 42.
  • the supply oil passage 42 is formed upward from the lower surface of the bearing housing 40. One end (lower end) of the supply oil passage 42 is connected to the other end of the pressure feed oil passage 3. The other end (upper end) of the supply oil passage 42 is branched back and forth and connected to the front end portion and the rear end portion of the bearing portion 41, respectively.
  • the discharge oil passage 43 is for discharging the lubricating oil from the bearing portion 41.
  • the drain oil passage 43 is formed upward from the lower surface of the bearing housing 40 on the left side of the supply oil passage 42.
  • One end (upper end) of the drain oil passage 43 is appropriately branched and connected to the front end portion, the rear end portion, and the front and rear intermediate portions of the bearing portion 41, respectively.
  • the other end (lower end) of the drain oil passage 43 is connected to one end of the return oil passage 7.
  • the pressure in the discharge oil passage 43 is opened to be atmospheric pressure.
  • the sliding bearing 60 is a substantially cylindrical bearing that rotatably supports the shaft 10.
  • the slide bearings 60 are respectively arranged at the front end portion and the rear end portion (portion facing the supply oil passage 42) of the bearing portion 41 of the bearing housing 40.
  • the shaft 10 is inserted through the slide bearing 60.
  • the thrust collar 70 is formed in a substantially cylindrical shape and is arranged in the front-rear direction.
  • the shaft 10 is inserted through the thrust collar 70.
  • the thrust collar 70 is fixed so as not to rotate relative to the shaft 10.
  • a thrust bearing 90 is fitted on the middle portion of the thrust collar 70 before and after.
  • the thrust bearing 90 is disposed in contact with the bearing housing 40 at the rear of the bearing portion 41. In this way, the thrust bearing 90 receives an axial load applied to the shaft 10.
  • the flow control valve 100 adjusts the flow rate of the lubricating oil by changing the flow passage area (flow passage area) of the lubricating oil based on the pressure of the lubricating oil flowing through the pressure feed oil passage 3.
  • the flow control valve 100 is disposed with its longitudinal direction (axial direction) directed in the left-right direction.
  • the flow control valve 100 mainly includes a valve body 110, a spool 120, a pressure regulating member 130, and a spring 140.
  • the valve body 110 is a member through which lubricating oil can flow.
  • the valve body 110 is formed in a substantially cylindrical shape.
  • the valve body 110 is arranged with its longitudinal direction facing the left-right direction.
  • the valve body 110 is attached in a state of being inserted through the crankcase 8 of the engine E.
  • the left end of the valve body 110 is disposed so as to face the internal space of the crankcase 8 (the space on the left side of the crankcase 8 in FIG. 4).
  • the right end portion of the valve body 110 is disposed so as to face the external space of the crankcase 8 (the space on the right side of the crankcase 8 in FIG. 4).
  • the valve body 110 is formed with a sliding portion 111, a first port 112, a second port 113, a communication oil passage 114, and a female screw portion 115.
  • the sliding portion 111 is a hole formed so as to penetrate the inside of the valve body 110 in the longitudinal direction.
  • the sliding part 111 is formed to have a circular cross section.
  • One end portion (right end portion) of the sliding portion 111 is appropriately closed by a closing member.
  • the first port 112 is a hole formed so as to communicate the sliding portion 111 and the outside of the valve body 110.
  • the first port 112 is formed at a position facing the upstream oil passage (pressure feed oil passage 3) of the flow control valve 100 and communicates with the upstream oil passage. More specifically, the first port 112 is formed at a position facing the main oil hole 8 a formed in the crankcase 8.
  • the main oil hole 8 a is an oil passage that forms a part of the pressure feed oil passage 3.
  • the second port 113 is a hole formed so as to communicate the sliding portion 111 and the outside of the valve body 110.
  • the second port 113 is formed at a position facing the downstream oil passage (pressure feed oil passage 3) of the flow control valve 100 and communicates with the downstream oil passage.
  • the communication oil passage 114 is formed so as to communicate the vicinity of the right end portion of the sliding portion 111 and the oil passage (pressure feed oil passage 3) on the downstream side of the flow control valve 100.
  • the female thread portion 115 is formed in the vicinity of the other end portion (left end portion) of the valve body 110.
  • the female thread portion 115 is formed by cutting a screw inside a hole on the same axis as the sliding portion 111.
  • the spool 120 is for appropriately restricting the flow path of the lubricating oil flowing through the flow control valve 100.
  • the spool 120 is a substantially columnar member.
  • the spool 120 is disposed inside the sliding portion 111 of the valve main body 110 with its longitudinal direction facing the left-right direction. More specifically, the spool 120 is disposed from the vicinity of the right end of the sliding portion 111 of the valve body 110 to the vicinity of the left end.
  • the spool 120 is formed with a first enlarged diameter portion 121, a second enlarged diameter portion 122, and a protruding portion 123.
  • the first enlarged diameter portion 121 is a portion formed so that its diameter is larger than other portions.
  • the first enlarged diameter portion 121 is formed in the vicinity of the left end portion of the spool 120.
  • the diameter (outer diameter) of the first enlarged diameter portion 121 is formed to be substantially the same as the diameter (inner diameter) of the sliding portion 111 of the valve body 110.
  • the second enlarged diameter portion 122 is a portion formed so that its diameter is larger than other portions.
  • the second enlarged diameter portion 122 is formed in the vicinity of the right end portion of the spool 120 and separated from the first enlarged diameter portion 121 by a predetermined distance.
  • the diameter (outer diameter) of the second enlarged diameter portion 122 is formed to be substantially the same as the diameter (inner diameter) of the sliding portion 111 of the valve body 110.
  • the second enlarged diameter portion 122 is formed at a position facing a part of the first port 112 of the valve body 110. That is, a part of the first port 112 is closed (squeezed) by the second enlarged diameter portion 122.
  • the protruding portion 123 is a portion formed in a substantially cylindrical shape.
  • the protruding portion 123 is formed so as to protrude leftward from the left end surface of the first enlarged diameter portion 121.
  • the diameter of the protruding portion 123 is formed to be smaller than the diameter of the first enlarged diameter portion 121.
  • the first diameter-expanded portion 121 and the second diameter-expanded portion 122 of the spool 120 configured as described above are slidably contacted with the sliding portion 111 of the valve main body 110 in the left-right direction. Inside the sliding part 111 of the main body 110, it arrange
  • the pressure adjusting member 130 supports a spring 140, which will be described later, from the left side and adjusts a biasing force applied to the spool 120 by the spring 140.
  • the pressure adjusting member 130 is disposed on the left side of the spool 120.
  • the pressure adjusting member 130 is formed with a main body portion 131, a protruding portion 132, and a communication hole 133.
  • the main body 131 is a portion formed in a substantially cylindrical shape.
  • the main body 131 is arranged with its longitudinal direction facing the left-right direction.
  • a screw male screw is formed in the main body 131 from the left end portion to the right end portion of the outer peripheral surface thereof.
  • the protruding portion 132 is a portion formed in a substantially cylindrical shape.
  • the protrusion 132 is formed so as to protrude rightward from the right end surface of the main body 131.
  • the diameter of the protrusion 132 is formed to be smaller than the diameter of the main body 131.
  • the diameter of the protrusion 132 is formed to be substantially the same as the diameter of the protrusion 123 of the spool 120.
  • the communication hole 133 penetrates the pressure regulating member 130 to the left and right.
  • the communication hole 133 is formed so as to communicate the left end surface of the main body 131 and the right end surface of the protrusion 132.
  • the pressure regulating member 130 configured in this manner is fixed to the valve main body 110 when the main body 131 is screwed into the female thread 115 of the valve main body 110. Further, by screwing the main body portion 131 to an arbitrary position of the female screw portion 115, the position of the pressure adjusting member 130 in the left-right direction can be arbitrarily adjusted.
  • the spring 140 is a compression coil spring that accumulates elastic energy by being compressed.
  • the spring 140 is disposed between the spool 120 and the pressure adjusting member 130.
  • the left end of the spring 140 is received by the right end surface of the main body 131 of the pressure adjusting member 130.
  • the right end of the spring 140 is received by the left end surface of the first enlarged diameter portion 121 of the spool 120.
  • the spring 140 urges the spool 120 to the right with a predetermined force.
  • the protruding portion 123 of the spool 120 is inserted into the right end portion of the spring 140, and the protruding portion 132 of the pressure adjusting member 130 is inserted into the left end portion of the spring 140.
  • the posture of the spring 140 is held so as not to collapse.
  • a portion surrounded by the first enlarged diameter portion 121, the second enlarged diameter portion 122 of the spool 120 and the sliding portion 111 of the valve body 110 is filled with lubricating oil.
  • One oil chamber R1 is formed.
  • a second oil chamber R ⁇ b> 2 filled with lubricating oil is formed in a portion surrounded by the second enlarged diameter portion 122 of the spool 120 and the sliding portion 111 of the valve body 110.
  • the first oil chamber R1 and the second oil chamber R2 are partitioned by the second enlarged diameter portion 122 of the spool 120, and are connected by the communication oil passage 114 and the second port 113.
  • the lubricating oil pumped by the oil pump 4 (see FIG. 1) is supplied to the flow control valve 100 via the oil filter 5.
  • the lubricating oil is supplied into the first oil chamber R1 through the first port 112 of the valve body 110 (see FIG. 4).
  • the lubricating oil in the first oil chamber R1 is discharged from the second port 113 and supplied to the supply oil passage 42 of the turbocharger 6 (see FIG. 1).
  • the flow rate of the lubricating oil flowing through the flow control valve 100 is adjusted by the flow control valve 100.
  • the lubricating oil supplied to the supply oil passage 42 is guided to the supply oil passage 42 and supplied to the bearing portion 41 of the bearing housing 40 (see FIGS. 2 and 3).
  • the lubricating oil supplied to the bearing portion 41 lubricates the bearing portion 41 (particularly, the sliding bearing 60).
  • the lubricating oil that lubricates the bearing portion 41 becomes high temperature due to heat of the turbocharger 6 and heat generated by friction in the bearing portion 41.
  • Lubricating oil that has become hot due to the lubrication of the bearing portion 41 flows out from the front end portion, the rear end portion, and the front and rear midway portions of the bearing portion 41 to the discharge oil passage 43.
  • the lubricating oil is returned to the oil pan 2 through the discharge oil passage 43 and the return oil passage 7 (see FIG. 1).
  • the flow rate of the lubricating oil flowing through the flow rate control valve 100 (the second port 113 of the flow rate control valve 100) is after the portion (throttle) where the first port 112 is throttled by the second enlarged diameter portion 122 and the turbocharger 6. It changes according to the pressure difference (differential pressure) after the bearing portion 41 (see FIG. 1 etc.) (atmospheric pressure), that is, the differential pressure between the downstream side of the flow control valve 100 and the atmospheric pressure.
  • the flow control valve 100 adjusts the throttle so that the differential pressure becomes substantially constant. This will be specifically described below.
  • engine rotational speed N When the engine E starts and its rotational speed (hereinafter referred to as “engine rotational speed N”) increases, the rotational speed of the oil pump 4 increases and the amount of lubricating oil supplied to the flow control valve 100 also increases. To do.
  • the engine speed N is low, the spool 120 is pushed to the right by the spring 140, and the opening area of the first port 112 is secured widely. For this reason, as the engine speed N increases, the hydraulic pressure on the downstream side of the flow control valve 100 (hereinafter referred to as “downstream hydraulic pressure P”) also increases.
  • downstream hydraulic pressure P is also given to the second oil chamber R2 via the communication oil passage 114. Therefore, when the engine speed N further increases and the downstream hydraulic pressure P (that is, the hydraulic pressure in the second oil chamber R2) increases, the spool 120 slides to the left against the biasing force of the spring 140. Will be. Thereby, the opening area of the first port 112 is reduced.
  • the flow control valve 100 is circulated. Since the flow rate of the lubricating oil is limited, the increase amount of the downstream oil pressure P is significantly reduced (becomes very small). Thereby, the flow rate of the lubricating oil supplied to the downstream side of the flow control valve 100 can be adjusted (restricted). Thereby, it is possible to prevent excessive supply of lubricating oil to the bearing portion 41. By reducing the supply amount of the lubricating oil to the bearing portion 41, the friction loss in the bearing portion 41 can be reduced.
  • the work of the oil pump 4 can be reduced as the amount of lubricating oil supplied to the bearing portion 41 is reduced. As a result, the oil pump 4 can be reduced in size and fuel consumption can be improved.
  • the space on the right side of the pressure adjusting member 130 (the first enlarged diameter portion 121 of the spool 120, the pressure adjusting member 130, and the The portion surrounded by the valve body 110) and the internal space of the crankcase 8 are communicated with each other.
  • the space on the right side of the pressure adjusting member 130 can be opened to the atmospheric pressure through the communication hole 133. Therefore, the sliding of the spool 120 is not hindered by the pressure in the right space of the pressure adjusting member 130.
  • the value (predetermined value P1) of the downstream hydraulic pressure P that restricts the flow rate of the lubricating oil changes the position of the pressure adjusting member 130 or changes the spring 140 to one having different characteristics. It can be set arbitrarily.
  • the lubricating oil supply mechanism 1 of the turbocharger 6 is the lubricating oil supply mechanism 1 of the turbocharger 6 that supplies the lubricating oil to the bearing portion 41 of the turbocharger 6 provided in the engine E. And a lubricating oil supply oil passage (pressure feed oil passage 3 and supply oil passage 42) for guiding the lubricating oil to the bearing portion 41, and a lubricating oil discharge oil passage (discharge) for guiding the lubricating oil discharged from the bearing portion 41.
  • a flow rate control valve 100 that adjusts the flow rate of the lubricating oil by reducing the pressure.
  • the flow control valve 100 Since the flow control valve 100 is arranged so as not to overlap with the lubricating oil discharge oil passage (the discharge oil passage 43 and the return oil passage 7), the lubricating oil discharge oil is provided in the flow control valve 100. There is no need to form an oil passage (for example, a through hole) that guides the lubricating oil discharged through the passage. Thereby, the flow control valve 100 can be made compact.
  • the flow control valve 100 is provided in the engine E. By comprising in this way, the temperature rise of the flow control valve 100 can be suppressed more effectively. That is, the temperature rise of the flow control valve 100 due to the heat of the turbocharger 6 can be suppressed.
  • the pressure feed oil passage 3 and the supply oil passage 42 according to the present embodiment are an embodiment of the lubricating oil supply oil passage according to the present invention.
  • the discharge oil path 43 and the return oil path 7 which concern on this embodiment are one Embodiment of the lubricating oil discharge oil path which concerns on this invention.
  • the flow control valve 100 according to the present embodiment is provided in the engine E, the present invention is not limited to this. That is, the flow control valve according to the present invention may be provided at a position that does not overlap with the lubricating oil discharge oil passage that guides the lubricating oil discharged from the bearing portion.
  • the flow control valve according to the present invention may be provided in the turbocharger 6 (in the middle of the supply oil passage 42). Further, the flow control valve according to the present invention may be provided outside the engine E and the turbocharger 6.
  • the configuration of the flow control valve according to the present invention is not limited to the configuration of the flow control valve 100 according to the present embodiment. That is, the configuration (shape, etc.) of the flow control valve according to the present invention can be arbitrarily determined.
  • the configuration of the turbocharger according to the present invention is not limited to the configuration of the turbocharger 6 according to the present embodiment. That is, the configuration (shape, etc.) of the turbocharger according to the present invention can be arbitrarily determined.
  • the present invention can be applied to a turbocharger lubricating oil supply mechanism that supplies lubricating oil to a bearing portion of a turbocharger provided in the engine.
  • Lubricating oil supply mechanism 1
  • Pumping oil passage (lubricating oil supply oil passage) 6
  • Turbocharger 7 Return oil passage 40
  • Bearing housing 41 Bearing portion 42
  • Supply oil passage 43 Discharge oil passage

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

　L'invention concerne un mécanisme d'alimentation en huile de graissage pour un turbocompresseur, en mesure de supprimer les augmentations de température d'une soupape de commande de débit. Un mécanisme d'alimentation en huile de graissage (1) d'un turbocompresseur (6) fournit de l'huile de graissage à un palier (41) mis en œuvre au niveau d'un moteur (E), le mécanisme d'alimentation en huile de graissage comportant un canal d'alimentation en huile de graissage (un canal d'alimentation sous pression (3) et un canal d'alimentation (42)) servant à guider de l'huile de graissage jusqu'au palier (41), un canal de décharge d'huile de graissage (un canal de décharge (43) et un canal de retour (7)) servant à guider de l'huile de graissage déchargée en provenance du palier (41) et une soupape de commande de débit (100) qui est mise en œuvre au niveau du canal d'alimentation en huile de graissage au niveau d'une position où le canal de décharge d'huile de graissage n'est pas chevauché, et qui régule l'écoulement d'huile de graissage en rétrécissant le canal au travers duquel l'huile de graissage s'écoule dans le canal d'alimentation en huile de graissage.
PCT/JP2015/079445 2014-10-29 2015-10-19 Mécanisme d'alimentation en huile de graissage pour turbocompresseur WO2016067955A1 (fr)

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JP2014220859A JP2016089632A (ja) 2014-10-29 2014-10-29 ターボチャージャの潤滑油供給機構
JP2014-220859 2014-10-29

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