JP2012117456A - Oil feeder for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil feeder for an engine improving fuel economy of the engine by reducing the driving load of an oil pump and suppressing side flow of lubricating oil.SOLUTION: The oil feeder 1 for the engine E capable of feeding lubricating oil to five bearing parts 21, 22 and crank pin parts of a crankshaft 10 from the oil pump 6 through a main oil passage 7 includes oil passages inside crankshaft 14 with one end communicating with the bearing parts and the other end communicating with each crankpin part, a pin part oil feeding passage 30 branched from the main oil passage 7 and communicating with the bearing part 21 through a flow control valve for crankpin part 51, and a bearing part oil feeding passage 40 branched from the main oil passage 7 and communicating with plural bearing parts 22 respectively through a flow control valve for bearing part 52. Because the pin part oil feeding passage 30 feeding oil to respective crankpin parts and the bearing part oil feeding passage 40 feeding oil to four bearing parts 22 are formed independently, oil feed control suitable to lubrication requirements of respective crankpin parts and the four bearing parts 22 can be conducted according to the engine condition.

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine oil supply device that supplies lubricating oil to sliding portions such as a crankshaft bearing portion and a crankpin portion, and more particularly to an engine oil supply device in which a bearing oil supply passage and a pin oil supply passage are provided independently. About.

  2. Description of the Related Art Conventionally, an engine oil supply apparatus includes a mechanical oil pump driven by an engine, and supplies lubricating oil from the oil pump from a bearing portion of a crankshaft to each sliding portion such as a crankpin portion. On the other hand, with respect to the oil supply of the crankpin portion, the crankshaft end portion and the main shaft oil passage extending in the cylinder arrangement direction inside the crankshaft, and a plurality of in-shaft branch oil branches from the main shaft oil passage to each crankpin portion. There is known an end oil supply system in which a passage is provided and an in-shaft main oil passage and an engine main gallery are connected by a swivel oil supply mechanism at a crankshaft end position.

  When the engine temperature is low, such as when the engine is started, the lubricating oil temperature is low and the lubricating oil becomes highly viscous, and the frictional resistance of each sliding portion increases.

  An engine oil supply control device described in Patent Document 1 includes a first oil supply path from an oil pump to each bearing portion of a crankshaft, a second oil supply path to a predetermined oil supply location of a cylinder head, and a first oil supply diameter. A hydraulic control valve arranged on the road, and a hydraulic control means for controlling the hydraulic control valve to control the amount of lubricating oil supplied to each bearing portion of the crankshaft, and when the engine load is low Controls the hydraulic control valve so that the hydraulic pressure is lower than when the engine load is high, or the hydraulic pressure is lower when the lubricating oil temperature is low than when the lubricating oil temperature is high. As a result, the flow rate of the lubricating oil is controlled so that the number of bearing characteristics does not enter the boundary friction region.

  The engine oil supply control device of Patent Document 1 employs an independent oil supply method in which each bearing portion of the oil pump and the crankshaft is connected in parallel by a plurality of first oil supply passages, and oil supply to each bearing portion is performed independently. Therefore, the amount of lubricating oil supplied to each bearing portion can be accurately controlled, and as a result, the thickness of the lubricating oil film of each bearing portion is maintained in the vicinity of a predetermined limit thickness. Thereby, it is possible to suppress the lubricating oil (side flow) that overflows and flows away from each bearing portion, and to maintain the heat generated by the shear stress acting on the lubricating oil in the lubricating oil staying in the bearing portion.

JP 2009-264241 A

  In the engine oil supply control device of Patent Document 1, in order to maintain the thickness of the lubricating oil film of each bearing portion in the vicinity of a predetermined limit thickness, the side flow of the heated lubricating oil is suppressed, and the lubricating oil stays in the bearing portion. The amount of heat received by the lubricating oil can be increased, and the frictional resistance of the crankshaft can be reduced. However, in the case of an independent oil supply system in which only the bearing portion of the crankshaft is lubricated as in Patent Document 1, the thickness of the lubricating oil film can be controlled to a predetermined limit thickness, but the bearing portion Must supply an excessive amount of lubricating oil than is necessary for lubricating the bearing.

  In other words, the crankshaft sliding portion includes a plurality of crankpin portions for bearing the connecting rod in addition to the plurality of bearing portions. Usually, the lubricating oil supplied to the bearing portion is supplied to the crankpin portion and the bearing portion. An oil supply mode is adopted in which an oil passage (an in-shaft branch oil passage) that communicates with each other is supplied to the crankpin portion. In other words, in the above-described oil supply mode, the crankpin portion is located downstream of the bearing portion with respect to the traveling direction of the lubricant, and therefore the amount of lubricant supplied to the crankpin portion takes into account the passage resistance of the lubricant. In order to ensure the lubrication performance of the crankpin portion, the amount of lubricating oil supplied to each bearing portion must be excessive.

  An object of the present invention is to reduce the driving load of an oil pump and to suppress the side flow of lubricating oil, thereby improving the fuel consumption of the engine, and reducing the size of the engine without increasing the overall length of the engine. It is to provide an engine oiling device or the like that can perform the above.

  According to another aspect of the present invention, there is provided a fueling device for an engine, comprising: a plurality of shaft portions arranged in a row; a crankshaft having a plurality of crankpin portions for receiving connecting rods; and the plurality of shaft portions rotatably mounted on an engine body. A plurality of bearing parts pivotally supported, and the lubricating oil can be supplied from the oil pump to the plurality of bearing parts and the crankpin part through the main oil passage, and one end of the plurality of bearing parts is specified in particular A crankshaft oil passage that communicates with the bearing portion and the other end communicates with a plurality of crankpin portions, and a pin that branches from the main oil passage and communicates with the specific bearing portion via a flow control valve for the crankpin portion And a bearing portion oil passage that branches from the main oil passage and communicates with a plurality of bearing portions other than the specific bearing portion via a bearing flow control valve.

  In this engine oiling device, the pin oil supply passage for supplying oil to each crankpin portion and the bearing oil supply passage for supplying oil to a plurality of bearing portions other than the specific bearing portion are independently formed. Lubricating oil in each bearing part other than the bearing part can be individually controlled, and lubrication control suitable for lubrication requirements of each bearing part other than the crankpin part and the specific bearing part can be performed according to the engine state. .

  According to a second aspect of the present invention, in the first aspect of the invention, the bearing oil supply passage includes a common oil passage in which the bearing flow control valve is installed, and the common oil downstream of the bearing flow control valve. The present invention is characterized in that a plurality of branch oil supply passages respectively communicating with the passage and a plurality of bearing portions other than the specific bearing portion are provided.

  According to a third aspect of the present invention, in the second aspect of the present invention, the branch oil supply path has a first check valve that opens to supply lubricating oil when the hydraulic pressure is equal to or higher than a predetermined pressure, and the first check valve. And a throttle passage that allows the flow rate to be restricted more than the flow rate of the lubricating oil when the first check valve is opened and the first check valve is opened.

  According to a fourth aspect of the present invention, in the second or third aspect of the invention, the branch oil passage that branches off from the main oil passage and communicates with the common oil passage through an on-off valve, and the crank pin flow control valve A communication passage that communicates the downstream oil supply passage of the pin and the common oil passage downstream of the bearing flow control valve is provided, and opens when the on-off valve opens in the communication passage and closes the on-off valve. It is characterized in that a second check valve is formed that closes when the valve is turned on.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the crankshaft oil passage has one end communicating with a specific bearing portion located on the center side of the crankshaft and a plurality of other ends. And a plurality of dedicated oil passages respectively communicating with the crankpin portion.

  According to the first aspect of the present invention, the lubricating oil of each crankpin portion and the lubricating oil of each bearing portion other than the specific bearing portion can be individually supplied, and each of the crankpin portions and the specific bearing portion other than the specific bearing portion can be supplied according to the engine state. Since the oil supply control suitable for the lubrication requirement of the bearing portion can be performed, the side flow of the lubricating oil in the bearing portion or the like can be suppressed, the driving load of the oil pump can be reduced, and the fuel consumption of the engine can be improved. Further, since the lubricating oil is supplied from the specific bearing portion to the crank pin portion through the oil passage in the crankshaft among the plurality of bearing portions, the pin oil supply passage can also be used as the oil supply passage of the specific bearing portion. The length in the crankshaft direction can be shortened, and the entire lubricating oil passage can be simplified.

According to the invention of claim 2, the lubricating oil can be accurately distributed to a plurality of bearing portions other than the specific bearing portion by the branch oil supply passage branched from the common oil passage.
According to the invention of claim 3, when the required flow rate of the plurality of bearing portions other than the specific bearing portion is small, a small flow amount of lubricating oil can be supplied to the plurality of bearing portions other than the specific bearing portion, and the lubricating oil film temperature can be increased early. By raising, the frictional resistance of a plurality of bearing parts other than the specific bearing part can be reduced.

According to the invention of claim 4, when the required flow rate of each bearing portion is large, a large amount of lubricating oil can be supplied to both the specific bearing portion and a plurality of bearing portions other than the specific bearing portion at an early stage. Reliability can be maintained.
According to the fifth aspect of the present invention, the difference in the length of the dedicated passage can be reduced regardless of the number of cylinders of the engine, the passage resistance of the lubricating oil can be reduced, and the driving load of the oil pump can be reduced.

1 is an overall configuration diagram of an engine oiling apparatus according to an embodiment of the present invention. It is a figure which shows the exclusive oil path of a crankshaft, and each oil supply path. It is a longitudinal cross-sectional view in a specific bearing part. It is a longitudinal cross-sectional view in bearing parts other than a specific bearing part. It is a table | surface which shows the operating state of the on-off valve, the crankpin part flow control valve, and the bearing part flow control valve in each operation mode. It is a graph which shows the oil pressure of the lubricating oil in a specific bearing part, and the relationship of flow volume. It is a graph which shows the relationship between the oil_pressure | hydraulic of lubricating oil and flow volume in bearing parts other than a specific bearing part. It is the graph which compared the amount of lubricating oil of the conventional oil supply apparatus and the oil supply apparatus which concerns on a present Example.

  Hereinafter, modes for carrying out the present invention will be described based on examples.

Embodiments of the present invention will be described below with reference to FIGS.
As shown in FIG. 1, an engine oiling device 1 lubricates a multi-cylinder engine of an automobile, for example, an in-line four-cylinder engine E. In the engine E, a cylinder head (not shown), a cylinder block 2, and an oil pan 4 capable of collecting and storing the lubricating oil of the engine E are connected to each other in the vertical direction. The cylinder head is provided with a plurality of intake valves, a plurality of exhaust valves, an intake side camshaft that drives the plurality of intake valves, an exhaust side camshaft that drives the plurality of exhaust valves, and the like. The cylinder block 2 is formed with four cylinder bores 2a arranged in a row, and four pistons (not shown) are slidable in the vertical directions in the cylinder bores 2a.

  The longitudinal wall 3a before and after the cylinder block 2 and between the cylinders pivotally supports the crankshaft 10 with a lower block 3b (or a bearing cap). Four pistons and the crankshaft 10 are connected via four connecting rods 5. A central bearing portion 21 (specific bearing portion) and four side bearing portions 22 (bearing portions other than the specific bearing portion) are formed in the vertical wall portion 3a and the lower block 3b. The central bearing portion 21 is formed between the second cylinder and the third cylinder so as to be orthogonal to the crankshaft 10, and the side bearing portion 22 is formed between the first cylinder and the second cylinder, and between the third cylinder and the third cylinder. Between the four cylinders, the outer wall of the first cylinder, and the outer wall of the fourth cylinder are formed so as to be orthogonal to the crankshaft 10, respectively.

  As shown in FIG. 2, the crankshaft 10 includes one central shaft portion 11, four side shaft portions 12, four crankpin portions 13, an oil passage 14 in the crankshaft, and the like. The central shaft portion 11 is disposed coaxially with the rotational axis of the crankshaft 10 and is formed at a central position in the axial direction of the crankshaft 10. The central shaft portion 11 is pivotally supported via a bearing metal 21a on a central bearing portion 21 formed on the vertical wall portion 3a and the lower block 3b. On the outer periphery of the central shaft portion 11, a pair of openings 11 a are formed through which lubricating oil can be introduced into the central shaft portion 11. The four side shaft portions 12 are arranged coaxially with the rotational axis of the crankshaft 10, and two are formed respectively at the front and rear side positions of the central bearing portion 21 of the crankshaft 10. Each side shaft portion 12 is pivotally supported by a side bearing portion 22 formed in the vertical wall portion 3a and the lower block 3b via a bearing metal 22a. The bearing metal 21a, 22a is formed with a communication opening that allows communication between the inside and outside of the metal.

  The four crankpin portions 13 are arranged coaxially with the rotational axis of the crankshaft 10 and are formed at positions eccentric from the central shaft portion 11 and the side shaft portions 12. The crankpin portion 13 pivotally supports each connecting rod 5 via a bearing metal 5a. Openings 13a to 13d capable of supplying lubricating oil to the crankpin portions 13 corresponding to the first to fourth cylinders are formed on the outer periphery of each crankpin portion 13.

Inside the crankshaft 10, there is provided an oil passage 14 in the crankshaft that connects the opening 11a and the openings 13a to 13d. The crankshaft oil passage 14 includes a central oil passage 14e and first to fourth dedicated oil passages 14a to 14d. The central oil passage 14e is formed substantially linearly in the direction orthogonal to the axial center from one opening 11a to the other opening 11a, and introduces lubricating oil supplied to the central bearing 21 into the crankshaft 10. It is configured to be possible.
The first dedicated oil passage 14a is formed so that the lubricating oil supplied to the central oil passage 14e can flow through the side shaft portion 12 to the opening 13a of the crankpin portion 13 corresponding to the first cylinder. . The second dedicated oil passage 14b is formed so that the lubricating oil supplied to the central oil passage 14e can flow to the opening 13b of the crankpin portion 13 corresponding to the second cylinder.
The third dedicated oil passage 14c is formed so that the lubricating oil supplied to the central oil passage 14e can flow to the opening 13c of the crankpin portion 13 corresponding to the third cylinder. The fourth dedicated oil passage 14d is formed so that the lubricating oil supplied to the central oil passage 14e can flow through the side shaft portion 12 to the opening 13d of the crankpin portion 13 corresponding to the fourth cylinder. . Thereby, the lubricating oil introduced into the crankshaft 10 from the opening 11a is supplied to the corresponding bearing metal 5a from each of the openings 13a to 13d. The bearing metal 5a is formed with a communication opening that allows communication between the inside and the outside of the metal.

  As shown in FIG. 1, the engine oil supply device 1 includes an electric oil pump 6, a main oil passage 7, a pin oil supply passage 30, a bearing oil supply passage 40, and a crankpin flow control valve 51. The bearing unit flow control valve 52 and the control unit 50 are provided. The oil pump 6 is an electric variable displacement oil pump whose lower limit of discharge pressure is set to 150 kPa. A mechanical fixed displacement pump can be applied instead of the electric oil pump 6.

The main oil passage 7 is a lubricating oil passage that is connected to the discharge portion of the oil pump 6 and supplies the pressurized lubricating oil to each sliding portion of the engine E. The main oil passage 7 includes a passage formed in the cylinder block 2. Has been. A branched main oil passage 7a, a pin portion oil supply passage 30, a bearing portion oil supply passage 40, and a branch oil passage 45 are connected to the main oil passage 7, respectively.
The branch main oil passage 7a is constituted by a passage formed in the cylinder block 2 or the cylinder head. A piston lubrication oil passage 8 and a piston cooling oil passage 9 are connected to the branch main oil passage 7a.

  The piston lubricating oil passage 8 branches from the branched main oil passage 7a and is formed so as to be able to supply lubricating oil to a pair of lubricating nozzles (not shown) installed at positions below the cylinder bores 2a of the respective cylinders. . The piston lubricating oil passage 8 is provided with an electromagnetic switching valve 54 that can be opened and closed in accordance with the operating state at a position upstream of the lubricating nozzle. Lubricating oil is injected to the back surface of each piston and supplied to a land portion between the compression ring and the oil ring mounted on the piston. Thereby, when the piston moves upward, the lubricating oil is supplied to the preceding region of the oil ring, and the sliding resistance of the oil ring with respect to the cylinder bore 2a is reduced.

  The piston cooling oil passage 9 is branched from the branch main oil passage 7a, and is formed so as to be able to supply lubricating oil to a cooling nozzle (not shown) installed at a position below the cylinder bore 2a of each cylinder. Lubricating oil is injected to the back surface of the crown surface of each piston through a pressure switching valve that can be opened and closed in accordance with the oil pressure, so that the piston crown surface can be cooled. Thereby, lubricating oil can cool a piston crown surface and can stabilize combustion.

  As shown in FIGS. 1 and 3, the pin portion oil supply passage 30 is a lubricating oil passage that branches off from the main oil passage 7 and supplies lubricating oil to the central bearing portion 21. The pin portion oil supply passage 30 communicates with the main oil passage 7 and the bearing metal 21a that supports the central shaft portion 11, and includes a communication passage 31, a crank pin portion flow control valve 51, and the like. The communication passage 31 has a downstream end connected to a position between the flow control valve 51 and the bearing metal 21a, and an upstream end connected to a common passage 41 described later.

  A second check valve 33 is interposed in the middle of the communication path 31. The second check valve 33 supplies lubricating oil from the common passage 41 to the pin portion oil supply passage 30 on the bearing metal 21a side when the hydraulic pressure of the common passage 41 is equal to or higher than a predetermined pressure. The second check valve 33 communicates with an increase in hydraulic pressure when an electromagnetic on-off valve 53 (described later) is opened, and is shut off when the electromagnetic on-off valve 53 is closed. Further, the second check valve 33 is adjusted by the flow rate control valve 51 and the hydraulic pressure of the lubricating oil supplied to the central bearing portion 21 is regulated by the flow rate control valve 52 by the non-return action. Even if it is larger than the hydraulic pressure of the lubricating oil supplied to 22, it does not affect the oil supply form of each side bearing portion 22 via the communication path 31. The flow control valve 51 is a spool valve that is driven by a duty solenoid, for example, and is duty-controlled by a control signal transmitted from the control unit 50.

  As shown in FIGS. 1, 2, and 4, the bearing portion oil supply passage 40 is a lubricating oil passage that branches from the main oil passage 7 and supplies lubricating oil to the side bearing portions 22. The bearing portion oil supply passage 40 communicates the main oil passage 7 with each bearing metal 22a, and includes a common oil passage 41, four branch oil supply passages 42, and the like. The common oil passage 41 has an upstream end connected to the main oil passage 7 and is provided with a bearing flow control valve 52 in the middle thereof. The flow control valve 52 is, for example, a spool valve that is driven by a duty solenoid, and is duty-controlled by a control signal transmitted from the control unit 50.

  Each of the four branch oil supply passages 42 is connected in parallel to the common oil passage 41 on the downstream side of the flow rate control valve 52 in the upstream end, and the downstream end communicates with the bearing metal 22 a that supports the side shaft portion 12. ing. Each branch oil supply passage 42 includes a first check valve 43 and an orifice 44 (throttle passage) connected in parallel. The first check valve 43 supplies lubricating oil to the bearing metal 22a when the hydraulic pressure of the branch oil supply passage 42 is equal to or higher than a predetermined pressure. The orifice 44 has an upstream end connected to the branch oil supply passage 42 on the upstream side of the first check valve 43, and a downstream end connected to the bearing metal 22a. The orifice 44 is formed so as to limit the amount of lubricating oil supplied to the bearing metal 22a to a smaller amount than the flow rate of lubricating oil when the first check valve 43 communicates. Therefore, in this embodiment, since the amount of lubricating oil supplied to the bearing metal 22a is limited by the orifice 44, the thickness of the lubricating oil film formed on each bearing portion 22 does not enter the boundary friction region. Controls to be within range.

  As shown in FIG. 1, the branched oil passage 45 is a lubricating oil passage that branches from the main oil passage 7 and supplies lubricating oil to the common oil passage 41. One end (downstream end) of the branch oil passage 45 is connected to the common oil passage 41 on the downstream side of the flow control valve 52, and the other end (upstream end) is connected to the main oil passage 7. An electromagnetic opening / closing valve 53 is provided in the middle of the branch oil passage 45. The electromagnetic open / close valve 53 is a normally open type electromagnetic directional switching valve, and is on / off controlled by a control signal transmitted from the control unit 50. Thereby, when the electromagnetic on-off valve 53 is in the off state, the hydraulic pressure (lubricating oil amount) of the main oil passage 7 is supplied from the branch oil passage 45 to the common passage 41, and when the electromagnetic on-off valve 53 is in the on state, the branch oil passage The supply of hydraulic pressure from 45 to the common passage 41 is shut off.

  A flow sensor 15 is installed in the main oil passage 7. The flow sensor 15 detects the amount of lubricating oil flowing through the main oil passage 7 and transmits the detected value to the control unit 50. An oil temperature sensor 16 is installed upstream of the orifice 44 corresponding to the first cylinder. The oil temperature sensor 16 detects the temperature of the lubricating oil flowing through the branch oil supply passage 42 and transmits the detected value to the control unit 50. The control unit 50 receives detection values such as an engine speed and a load indicating the operating state of the engine E from a rotation speed sensor (not shown), a load sensor (not shown), and the like of the engine E.

Based on FIG. 5, the control of the electromagnetic on-off valve 53 and the flow rate control valves 51 and 52 for each operation mode by the control unit 50 will be described.
The control unit 50 controls the electromagnetic on-off valve 53 and the flow control valves 51 and 52 in five modes including a start mode, a warm mode, a high temperature mode, a high rotation / high load mode, and a fail safe mode. The control unit 50 stores a hydraulic pressure map for controlling the flow rate control valve 51 and a hydraulic pressure map for controlling the flow rate control valve 52 in the memory.

  The hydraulic pressure map of the flow control valve 51 is a map obtained experimentally or theoretically in advance, and a correspondence relationship between the hydraulic pressure that can sufficiently lubricate each crankpin portion 13, the engine speed, and the engine load is set. Has been. The hydraulic pressure map of the flow control valve 52 is a map obtained experimentally or theoretically in advance. The hydraulic pressure that can maintain the thickness of the lubricating oil film of each bearing portion 22 in the vicinity of a predetermined limit thickness, and the engine speed And a correspondence relationship with the engine load is set. The flow rate control valves 51 and 52 are controlled based on the respective hydraulic maps when the flow rate control valves 51 and 52 are in an on (actuated) state.

  When the lubricating oil temperature is lower than 30 ° C., for example, when the engine E is started, for example, the electromagnetic on-off valve 53 is controlled to be off, the flow control valve 51 is on, and the flow control valve 52 is off. . The lubricating oil for the central bearing portion 21 includes the first route from the main oil passage 7 via the flow control valve 51, the main oil passage 7, the branch oil passage 45, the common oil passage 41, the communication passage 31, and the second check. Oil is supplied to the pin portion oil supply passage 30 from two routes of the second route via the valve 33. The lubricating oil for each side bearing portion 22 is supplied to each branch oil supply passage 42 via the main oil passage 7, the branch oil passage 45, and the common oil passage 41. Thereby, lubricating oil can be filled to each oil supply path at an early stage.

In the warm mode, for example, when the lubricating oil temperature is 30 ° C. or higher and lower than 130 ° C., the electromagnetic on-off valve 53 is controlled to be on, the flow control valve 51 is on, and the flow control valve 52 is on.
Lubricating oil for the central bearing portion 21 is supplied from the main oil passage 7 to the bearing metal 21a through the pin portion oil supply passage 30 based on the oil pressure map. Lubricating oil for each side bearing portion 22 is supplied to each bearing metal 22a via the main oil passage 7, the common oil passage 41, each branch oil supply passage 42, and each orifice 44 based on the oil pressure map. As a result, the amount of lubricating oil supplied to each side bearing 22 can be minimized, the side flow of the lubricating oil can be reduced, and the temperature of the lubricating oil staying at each side bearing 22 can be increased. The driving load of the pump 6 can be reduced.

When the so-called lubricating oil temperature is 130 ° C. or higher in the high temperature mode, the electromagnetic on-off valve 53 is controlled to be off, the flow control valve 51 is on, and the flow control valve 52 is off.
The lubricating oil for the central bearing portion 21 is supplied to the bearing metal 21a from the first and second routes, as in the start mode. Lubricating oil for each side bearing portion 22 is supplied to each bearing metal 22a via the main oil passage 7, the branch oil passage 45, the common oil passage 41, each branch oil passage 42, and the first check valve 43. The Thereby, the amount of lubricating oil supplied to the central bearing portion 21 can be increased, and the thickness of the lubricating oil film of the central bearing portion 21 and each crankpin portion 13 can be secured. Further, the amount of lubricating oil supplied to each side bearing portion 22 can be increased, the thickness of the lubricating oil film of each side bearing portion 22 can be secured, and an excessive decrease in the lubricating oil viscosity can be suppressed.

In the high rotation / high load mode, similarly to the high temperature mode, the electromagnetic on-off valve 53 is controlled to be in the off state, the flow control valve 51 is in the on state, and the flow control valve 52 is in the off state.
In the fail safe mode, the electromagnetic on-off valve 53 is controlled to be in an off state. Thereby, even when the flow control valves 51 and 52 fail, the thickness of the lubricating oil film of the central bearing portion 21, the side bearing portions 22, and the crank pin portions 13 can be secured.

  The flow characteristics of the lubricating oil supplied to the bearing portion 21 and the bearing portion 22 will be described with reference to FIGS. 6 and 7 show the flow characteristics of the lubricating oil when the engine speed is 2000 rpm.

As shown in FIG. 6, the central bearing portion 21 is supplied with a flow rate L <b> 1 obtained by adding a flow rate L <b> 3 required for lubricating the four crankpin portions 13 to a flow rate required for lubricating the central bearing portion 21.
The flow rate L1 is controlled by being divided into a range where the oil pressure is less than P0 kPa, a minute flow rate control range A where the oil pressure is from P0 kPa to P1 kPa, and a range where the oil pressure is P1 kPa or more.

When the hydraulic pressure is less than P0 kPa, the electromagnetic on-off valve 53 is in an off state (opened), so that the lubricating oil supplied through the flow control valve 51 and the lubricating oil supplied through the electromagnetic on-off valve 53 are merged. Oil is supplied to the bearing metal 21a. In the minute flow control range A, since the electromagnetic on-off valve 53 is in an ON state (closed), the lubricating oil supplied via the flow control valve 51 is supplied to the bearing metal 21a. When the oil pressure is P1 kPa or more, the same as the above-described case where the oil pressure is less than P0 kPa.
As described above, in the minute flow rate control range A, the lubricating oil flow rate L1 supplied to the central bearing portion 21 is duty-controlled based on the hydraulic pressure map, and the lubricating oil film of the central bearing portion 21 is sufficiently lubricated while each crankpin portion 13 is sufficiently lubricated. The thickness is controlled to be maintained in the vicinity of a predetermined limit thickness.

As shown in FIG. 7, the side bearing portion 22 is supplied with a flow rate L <b> 2 necessary for lubrication of the side bearing portion 22. The flow rate L2 is controlled by being divided into a minute flow rate control range B where the hydraulic pressure is less than P2 kPa and a range where the hydraulic pressure is P2 kPa or more.
In the minute flow control range B, since the electromagnetic opening / closing valve 53 is in an ON state (valve closed), the lubricating oil supplied via the flow control valve 52 is supplied to the bearing metal 22a.
When the hydraulic pressure is P2 kPa or more, the electromagnetic on-off valve 53 is in an off state (opened), so that the lubricating oil supplied through the flow control valve 52 and the lubricating oil supplied through the electromagnetic on-off valve 53 are merged. Oil is supplied to the bearing metal 22a.

  As described above, in the minute flow rate control range B, the lubricating oil flow rate L2 supplied to each side bearing portion 22 is duty-controlled based on the hydraulic pressure map, and the thickness of the lubricating oil film of the side bearing portion 22 is set to a predetermined limit thickness. It is controlled to keep it close. In the range where the hydraulic pressure is P2 kPa or more, the increasing tendency of the lubricating oil flow rate L2 is made larger than the increasing tendency in the minute flow rate control range B, and the thickness of the lubricating oil film is increased.

Next, the operation and effect of the engine oiling device 1 will be described.
In the engine oil supply device 1, since the pin part oil supply passage 30 for supplying oil to each crankpin part 13 and the bearing part oil supply path 40 for supplying oil to the four side bearing parts 22 are formed independently, lubrication of the crankpin part 13 is performed. Oil and the lubricating oil of each side bearing portion 22 can be individually controlled, and oil supply control suitable for the lubrication requirements of each crankpin portion 13 and each side bearing portion 22 can be performed according to the engine state. . As shown in FIG. 8, in the conventional independent oil supply system oil supply device, it is necessary to uniformly supply the lubricating oil amount to which all the bearing portions are added with the lubricating oil necessary for lubricating the crankpin portion. In the oil supply device 1 of the present embodiment, the lubricating oil necessary for lubricating the crank pin portion 13 is added only to the central bearing portion 21, and the amount of lubricating oil in each side bearing portion 22 is limited by the thickness of the lubricating oil film. Since it can reduce to the thickness vicinity, the total consumption of lubricating oil can be reduced.

  In addition, the lubricating oil for each crankpin portion 13 and the lubricating oil for each side bearing portion 22 can be separately supplied, and lubrication suitable for the lubrication requirements of each crankpin portion 13 and each side bearing portion 22 according to the engine state. Since it can be controlled, the side flow of the lubricating oil in each side bearing portion 22 and the like can be suppressed, the amount of heat generated by the shearing stress is maintained in the lubricating oil staying in each side bearing portion 22, and the lubricating oil can be heated up quickly. To reduce frictional resistance. Therefore, since the driving load of the oil pump 6 is reduced, the fuel efficiency of the engine E can be improved. Further, since the lubricating oil is supplied from the central bearing portion 21 to each crankpin portion 13 via the crankshaft oil passage 14, the pin oil supply passage 30 can also be used as the oil supply passage of the bearing portion 21. The length in the crankshaft direction can be shortened, and the entire lubricating oil passage can be simplified.

  The bearing portion oil supply passage 40 has four branches that communicate with the common oil passage 41 in which the flow control valve 52 for the bearing portion is installed, the common oil passage 41 on the downstream side of the flow control valve 52, and the side bearing portions 22, respectively. Since the oil supply passage 42 is provided, the lubricating oil can be accurately distributed to the side bearing portions 22 by the branch oil supply passage 42 branched from the common oil passage 41.

  The branch oil supply passage 42 communicates the first check valve 43 that opens so as to supply lubricating oil when the hydraulic pressure is equal to or higher than a predetermined pressure, and the upstream side portion of the first check valve 43 and the side bearing portion 22. In addition, since the throttle passage 43 that can restrict the flow rate than the flow rate of the lubricating oil when the first check valve 43 is opened is provided, when the required flow rate of each side bearing portion 22 is small, a small flow rate is obtained. Lubricating oil can be supplied to each side bearing part 22, and the frictional resistance of each side bearing part 22 can be reduced by increasing the lubricating oil film temperature early.

  A branch oil passage 45 that branches from the main oil passage 7 and communicates with the common oil passage 41 via the electromagnetic on-off valve 53, the pin portion oil supply passage 30 on the downstream side of the crank pin portion flow control valve 51, and the bearing portion flow rate. A communication passage 31 communicating with the common oil passage 41 on the downstream side of the control valve 52 is provided. The communication passage 31 is opened when the electromagnetic on-off valve 53 is opened, and is closed when the electromagnetic on-off valve 53 is closed. 2 Since the check valve 33 is formed, when the required flow rates of the bearing portions 21 and 22 are large, a large amount of lubricating oil can be supplied to the central bearing portion 21 and the side bearing portions 22 at an early stage. , 22 can be reduced.

  The crankshaft oil passage 14 has first to fourth dedicated oil passages 14a to 14d whose one end communicates with the central bearing portion 21 located on the center side of the crankshaft 10 and the other end communicates with each crankpin portion 13 respectively. And the central oil passage 14e, the difference in the length of the dedicated passage through which the lubricating oil flows can be reduced regardless of the number of cylinders of the engine E, the passage resistance of the lubricating oil can be reduced, and the driving load of the oil pump 6 can be reduced. Can be reduced.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above-described embodiment, an example of a four-cylinder engine has been described. However, at least a multi-cylinder engine may be used, and it can be applied to various engines such as an in-line engine having two or more cylinders and a V-type engine.

2) In the above-described embodiment, the example in which the pin oil supply passage is connected to the central bearing portion at the center position in the crankshaft direction has been described, but the side bearing portion between the first cylinder and the second cylinder, or the third cylinder It is also possible to connect the pin portion oil supply passage to the side bearing portion between the cylinder and the fourth cylinder. Moreover, although the example which connected the pin part oil supply path to the single bearing part was demonstrated, it is also possible to connect to two bearing parts, and even if it communicates with several bearing parts, the effect of this invention is acquired. Can do.

3) In the above-described embodiment, the example in which the duty solenoid is used for the flow rate control valve for the crankpin portion and the flow rate control valve for the bearing portion has been described. It is also possible to apply a control valve.
4) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention provides an oil supply device for an engine in which a bearing oil supply passage and a pin oil supply passage are provided independently, and the pin oil supply passage is connected to a specific bearing portion, thereby improving fuel efficiency and reducing the size of the engine. Can be planned.

DESCRIPTION OF SYMBOLS 1 Oil supply apparatus 5 Connecting rod 6 Oil pump 7 Main oil path 10 Crankshaft 11 Central shaft part 12 Side shaft part 13 Crankpin part 14 Crankshaft oil path 14a-14d 1st-4th exclusive oil path 14e Central oil path 21 Central bearing portion 22 Side bearing portion 30 Pin portion oil passage 31 Communication passage 33 Second check valve 40 Bearing portion oil passage 41 Common oil passage 42 Branch oil passage 43 First check valve 44 Orifice 45 Branch oil passage 50 Control Unit 51 Flow control valve for crankpin 52 Flow control valve for bearing 53 Electromagnetic on-off valve E Engine

Claims (5)

A plurality of shaft portions arranged in a row and a crankshaft having a plurality of crankpin portions for bearing connecting rods, and a plurality of bearing portions for pivotally supporting the plurality of shaft portions to the engine body In the oil supply device of the engine capable of supplying lubricating oil from the oil pump to the plurality of bearing portions and the crank pin portion through the main oil passage,
An oil passage in the crankshaft in which one end communicates with a specific bearing portion among the plurality of bearing portions and the other end communicates with a plurality of crankpin portions;
A pin portion oil supply passage that branches off from the main oil passage and communicates with the specific bearing portion via a flow control valve for a crankpin portion;
An oil supply device for an engine, comprising a bearing portion oil supply passage that branches off from the main oil passage and communicates with a plurality of bearing portions other than the specific bearing portion via a bearing portion flow control valve.   The bearing part oil supply passage is provided in each of a plurality of bearing parts other than the common oil path in which the bearing part flow control valve is installed, the common oil path downstream of the bearing part flow control valve, and the specific bearing part. The engine oil supply device according to claim 1, further comprising a plurality of branch oil supply passages communicating with each other.   The branch oil supply passage communicates a first check valve that opens so as to supply lubricating oil when the hydraulic pressure is equal to or higher than a predetermined pressure, an upstream portion of the first check valve, and a bearing portion, and a first reverse valve. The engine oil supply device according to claim 2, further comprising a throttle passage capable of restricting a flow rate rather than a flow rate of the lubricating oil when the stop valve is opened. A branch oil passage that branches off from the main oil passage and communicates with the common oil passage via an on-off valve;
A communication passage is provided for communicating a pin portion oil supply passage downstream from the crankpin flow control valve and a common oil passage downstream from the bearing flow control valve;
4. The engine oil supply according to claim 2, wherein a second check valve is formed in the communication path, which is opened when the on-off valve is opened and closed when the on-off valve is closed. 5. apparatus.   The oil passage in the crankshaft has a plurality of dedicated oil passages having one end communicating with a specific bearing portion located on the center side of the crankshaft and the other end communicating with a plurality of crankpin portions, respectively. Item 5. The engine fueling device according to any one of Items 1 to 4.