JP2009052421A - Lubricating device of engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a dry sump lubricating device formed integrally with an engine in which the premature deterioration of oil is suppressed by preventing dew condensation from occurring in an oil tank. <P>SOLUTION: This lubricating device of an engine comprises: a crankcase 120 having both side parts parallel to the axis of a crankshaft with an inner wall 123 and an outer wall 124 and a downwardly opened space part 125 therebetween; a first oil pan member 150 attached to the lower surface of the inner wall of the crankcase and forming an oil receiving part 155; and a second oil pan member 160 attached to the lower surface of the outer wall of the crankcase and forming the oil tank 165 by covering the first oil pan member from the lower side at a predetermined interval. The lubricating device further comprises, as a heating means for heating the outer wall positioned forward of a vehicle among the outer wall of the crankcase, a guide member 220 for guiding the oil from a pressure regulating hole 202R formed in the inner wall 123 or an oil return passage 115 along the inner surface of the outer wall to allow the dispersion of the oil from the oil receiving part. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an engine-integrated dry sump lubrication apparatus that employs a dry sump lubrication system and in which an oil tank is integrated with an engine body.

  In general, a wet sump lubrication system and a dry sump lubrication system are known as engine lubrication systems.

  In the wet sump lubrication method, an oil pan capable of storing the total amount of lubricating oil supplied to the lubricated part of the engine is provided at the bottom of the engine body, and the oil stored in the oil pan is sucked up by an oil pump and covered. This is a system in which each part of the lubrication part is supplied and lubricated. This wet sump lubrication system is used in many commercial vehicles because of its simple structure. However, in order to store a desired amount of lubricating oil, an oil pan having a predetermined depth is required, and there is a power loss due to the engine crankshaft stirring the oil stored in the oil pan. In addition, there is a drawback that the suction failure of the oil pump is likely to occur with the movement of the oil in the oil pan due to the acceleration / deceleration or turning of the vehicle.

  In response to these problems, the dry sump lubrication system was developed especially for racing engines, etc. The dry sump lubrication system was equipped with an oil tank separately from the engine body, and was installed at the bottom of the engine body. The oil in the oil receiving part (dry sump) is sucked up by the scavenge pump and stored in the oil tank, and the oil stored in this oil tank is supplied to each part of the lubricated part by the oil feed pump and lubricated. .

  However, in the dry sump lubrication system as described above, since the engine body and the oil tank are separate, a large space is required around the engine body, and piping connecting the oil receiving part and the oil tank. In addition, both the oil tank and the pipe that connects the engine body are required to be long, and there is a new problem such as an increase in oil loss head and a decrease in oil pressure response due to the oil pump. Therefore, as a solution to such a problem, a so-called engine-integrated dry sump lubrication device in which an engine main body and an oil tank are integrated is proposed in Patent Document 1 and Patent Document 2.

  That is, in Patent Document 1, in an engine in which oil in an engine is stored in an oil tank and oil in the oil tank is supplied to each part of the engine by an oil main pump, an oil tank is provided on one side of an oil pan. A storage chamber is integrally formed on the other side, an oil passage communicating with the oil tank and the storage chamber is integrally formed on the bottom of the oil pan, and the oil in the oil pan is removed from the scavenging pipe by a scavenge pump. The engine main body and the oil tank are integrated so that the oil in the oil tank is supplied from the supply pipe to each part of the engine through the oil passage and the storage chamber by the oil main pump. A lubrication device is described.

  Further, in Patent Document 2, for the purpose of downsizing the dry sump type lubrication device in the same manner as the wet sump type, a pump accommodating portion is provided in a corner of an oil pan covering the lower surface of the crankcase of the engine, and this pump accommodating A lubricating device for an internal combustion engine is disclosed in which an oil tank portion having an upper surface partitioned from a crankcase by a partition wall is formed on a lower surface side of an oil pan adjacent to the portion. An overflow hole for communicating with the inside of the crankcase is opened in the partition wall that partitions the upper surface of the oil tank portion so that the blow-by gas is returned into the crankcase.

JP-A-6-248927 JP-A-4-246216

  However, in the engine-integrated dry sump lubrication device described in Patent Document 1, the engine body and the oil tank are integrated to ensure the space around the engine, but the oil tank is provided on one side of the oil pan. However, a storage chamber is integrally formed on the other side, and an oil passage that communicates the oil tank and the storage chamber is also integrally formed on the bottom of the oil pan, ensuring the required amount of oil in the oil tank and manufacturing it. Further improvement is demanded because it is difficult to maintain and maintain and is not practical.

  Further, in the engine-integrated dry sump lubrication device described in Patent Document 2, a pump housing portion is provided in a corner of an oil pan covering the lower surface of the crankcase of the engine, and an oil pan adjacent to the pump housing portion is provided. An oil tank portion whose upper surface is partitioned from the crankcase by a partition wall is formed on the lower surface side of the oil tank, and it is difficult to secure a required amount of oil in the oil tank.

  Therefore, the crankcase is formed so that at least both sides parallel to the crankshaft axis include an inner wall and an outer wall, and a space portion opened downward between both of them, on the lower surface of the inner wall of the crankcase. A first oil pan member forming an oil receiving portion is attached, and a second oil is attached to the lower surface of the outer wall of the crankcase so as to cover the first oil pan member from below with a predetermined distance. An engine-integrated dry sump lubrication device that can secure a required amount of oil despite the fact that the entire engine is compact by attaching a pan member to form an oil tank is conceivable.

  However, the oil tank is filled with the oil so that the oil surface of the oil is positioned on the upper side of the space leaving a residual space, so that the blow-by gas tends to stay in the residual space. In addition, when the engine is mounted horizontally on the FF vehicle, the outer wall located on the front side of the vehicle is easily cooled by the traveling wind, and condensation is likely to occur inside thereof. If dew condensation occurs in the residual space where such blow-by gas stays, oil sludge is generated and the deterioration of the oil is accelerated. Therefore, it is desirable to avoid such dew condensation as much as possible.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine-integrated dry sump lubrication device that can prevent dew condensation in an oil tank and suppress early deterioration of oil.

  An engine-integrated dry sump lubrication apparatus according to an embodiment of the present invention that solves the above-described problems includes an inner wall and an outer wall at least on both sides parallel to the crankshaft axis, and a space that is open between the two. A crankcase that is formed, a first oil pan member that is attached to a lower surface of the inner wall of the crankcase and forms an oil receiving portion, and is attached to a lower surface of the outer wall of the crankcase, In the engine-integrated dry sump lubrication device comprising a second oil pan member that covers the first oil pan member from below while having a predetermined distance to form an oil tank, of the outer wall of the crankcase, A heating means for heating the outer wall located on the vehicle front side is provided.

  Here, the heating means may include a pressure adjusting hole formed in the inner wall so as to allow the oil to scatter from the oil receiving portion.

  The heating means may include a guide member that guides the return oil from the oil return passage along the inner surface of the outer wall.

  According to the above aspect, at least both sides parallel to the crankshaft axis are formed on the lower surface of the inner wall of the crankcase formed with the inner wall and the outer wall, and the space portion opened downward between both of them. A first oil pan member is attached to form an oil receiving portion. Then, the first oil pan member is covered from the lower side while having a predetermined distance, and the second oil pan member is attached to the lower surface of the outer wall of the crankcase, whereby the first oil pan member and An oil tank having an internal volume that is a space between the second oil pan member and a space between the inner wall and the outer wall of the crankcase is configured. Oil is filled to leave a residual space above the part. And the outer wall located in the vehicle front side among the outer walls of a crankcase is heated by a heating means.

  Therefore, even if the outer wall located on the front side of the vehicle is cooled by the traveling wind, it is heated by the heating means, so that the temperature is raised and the occurrence of dew condensation is prevented, and early deterioration of the oil is suppressed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic longitudinal sectional view showing an embodiment in which a lubricating device according to the present invention is integrated, and FIG. 2 is a schematic transverse sectional view.

  The engine body 100 according to the present embodiment is configured such that a crankcase 120 is attached to a lower portion of a cylinder block 110 and a cylinder head 130 and a head cover 140 are sequentially coupled to the upper portion of the cylinder block 110. The crankcase 120 includes a front wall 121 and a rear wall 122 that are orthogonal to the crankshaft axis, and part of both side portions (front side) parallel to the crankshaft axis are the inner wall 123 and the outer wall 124 and both of them. And a space 125 that is open at the bottom.

  A flange 123f for attaching a first oil pan member as an oil receiving member, which will be described later, is formed at the lower end portion of the inner wall 123. Similarly, a flange for attaching an oil tank, which will be described later, is formed at the lower end portion of the outer wall 124. 124f is formed. In the present embodiment, on the rear side of the crankcase 120 to which a transmission or the like is attached, both lower ends of the inner walls 123 on both sides of the crankcase 120 are connected together with the rear wall 122 by the bottom wall 127 as an integral structure. The oil receiving portion is formed and the rigidity is ensured. The remaining part of the crankcase 120 excluding the bottom wall 127 forms an opening 129 surrounded by the first oil pan member mounting flange 123f.

  The first oil pan member 150 having a substantially flat bottom surface and a shallow bottom is attached to the lower surface of the flange 123f of the inner wall 123 of the crankcase 120 by a bolt (not shown) or the like via the flange 150f. A receiving portion 155 is formed. The first oil pan member 150, the front wall 121, the rear wall 122, the inner wall 123, and the bottom wall 127 define the inside of a crankcase that houses a rotating body such as the crankshaft 112 and the pair of balance shafts 114. Yes.

  The piston 116 is accommodated in the bore in the cylinder block 110 so as to be able to reciprocate. The connecting rod 118 converts the reciprocating motion of the piston 116 into the rotational motion of the crankshaft 112. In addition, a combustion chamber is formed in the cylinder head 130 and is connected to an intake port and an exhaust port (not shown) of the combustion chamber, respectively, and an intake manifold and an exhaust manifold (both not shown) are connected. The intake port and the exhaust port are opened and closed by an intake valve and an exhaust valve, respectively, and these intake / exhaust valves are driven by an intake / exhaust camshaft (not shown). In this embodiment, a variable intake valve timing mechanism VVT-i for changing the operation timing of the intake valve is provided, and oil for switching the operating oil supplied to the variable intake valve timing mechanism VVT-i is provided. The control valve OCV is also disposed in the cylinder head 130 and the head cover 140.

  Reference numeral 115 denotes an oil return passage formed in the cylinder block 110 in order to return a part of the oil supplied to the cylinder head 130 to an oil tank 165 described later. Reference numeral 119 denotes a PCV passage having an upper end opened above the cylinder head 130 and a lower end opened inside the crankcase in order to introduce fresh air into the crankcase. Further, a timing chain is wound between a sprocket 117 provided at the extreme end of the crankshaft 112 and a sprocket (not shown) provided on each of the intake / exhaust camshafts described above, and covers these. The chain cover 111 is attached to the cylinder block 110.

  Furthermore, in the engine main body 100 according to the present embodiment, the second oil pan member 160 is also bolted to the lower surface of the flange 124f of the outer wall 124 of the crankcase 120 and the flange 111f of the chain cover 111 via the flange 160f. It is attached with. The second oil pan member 160 is attached in such a manner that it is deeper than the shallow first oil pan member 150 and covers from below while having a predetermined distance including the entire surface. Thus, the oil tank 165 is configured together with the space 125 of the crankcase 120 described above. The oil tank 165 includes a second oil pan member 160 having a substantially flat bottom surface, a space between the flat bottom surface and the lower surface of the first oil pan member 150, a front wall 121 of the crankcase 120, The space between the chain cover 111 and the space 125 between the inner wall 123 and the outer wall 124 on both sides of the crankcase 120 is included as an internal volume, and the axis of the crankshaft 112 of the engine body 100 is included. It is substantially symmetrical with respect to the center plane. In the oil tank 165, the oil level OL when the engine is stopped is higher than the lower surface of the mounting flange 123f of the first oil pan member 150, in other words, the maximum oil level position that the oil can take. The internal volume is determined so as to leave the space above the space 125 and the oil filling amount is determined. Thus, an oil mist separation chamber is formed by the residual space left above the oil surface OL. Hereinafter, the oil mist separation chamber in this embodiment is referred to as a first oil mist separation chamber 201.

  In the present embodiment, a scavenge pump 170 that transfers oil collected in the main oil receiving portion 155 to the oil tank 165 is provided inside the crankcase so as to be driven by one of the pair of balance shafts 114. ing. The feed pump 180 that supplies the oil stored in the oil tank 165 into the engine body 100 is also disposed inside the crankcase so as to be driven by the other of the pair of balance shafts 114.

  A driven gear provided on one of the pair of balance shafts 114 is driven by a drive gear press-fitted into a counterweight of the crankshaft 112. As is well known, the pair of balance shafts are rotated in opposite directions in synchronization with each other by a driven gear (not shown) that meshes with each other.

  The suction port of the scavenge pump 170 is connected to an oil strainer 171 opened close to the upper surface of the first oil pan member 150 forming the main oil receiving portion 155 via the suction pipe 172, and the scavenge pump The discharge port 170 is connected to the first discharge pipe 174. Further, the first discharge pipe 174 is connected to the inlet of a centrifugal gas-liquid separator 175 as a first defoaming means, and an oil strainer disposed in the oil tank 165 is connected to the outlet of the gas-liquid separator 175. A second discharge pipe 176 serving as a later-described pipe that opens near the suction port 181 is connected.

  Further, the suction port of the feed pump 180 is connected to an oil strainer 181 that is opened close to the second oil pan member 160 constituting the oil tank 165 via a suction pipe 182. Further, the discharge port of the feed pump 180 is connected to a supply passage for lubrication or hydraulic oil formed in the crankcase 120 or the cylinder block 110, and to a discharge pipe (not shown) communicating with an oil filter (not shown) in this figure. ing. Reference numeral 190 denotes a bottom surface of the oil tank 165, in other words, a partition wall provided upright on the second oil pan member 160. The partition wall 190 is positioned downstream of the oil flow path and in which the oil strainer 181 is disposed. It is for defining.

  Further, the inner wall 123 of the crankcase 120 is formed with a pressure adjusting hole 202 (including 202L and 202R described later) for communicating the first oil mist separation chamber 201 and the inside of the crankcase. Of the inner wall 123, the left side pressure adjusting hole 202 </ b> L is formed on the inner wall 123 on the oil scooping side by the crankshaft 112 (left side when the crankshaft 112 rotates clockwise in FIG. 1). In addition, an oil shielding member 203 is provided. The oil shielding member 203 is for preventing the oil splash shaken off by the rotation of the crankshaft 112 from directly entering the first oil mist separation chamber 201 through the pressure adjusting hole 202L. On the other hand, no oil shielding member is provided on the inner wall 123 where the right pressure adjusting hole 202R is formed. The first embodiment of the heating means in the present invention is configured by the configuration including the arrangement of the pressure adjusting holes 202R.

  On the other hand, a second oil mist separation chamber 204 having a predetermined internal space volume is integrally or separately provided on one side of the cylinder block 110. Further, a blow-by gas passage 205 for communicating the second oil mist separation chamber 204 and the first oil mist separation chamber 201 is formed integrally on one side of the cylinder block 110, and this blow-by gas The passage 205 communicates with a communication hole 206 that is opened at a joint surface of the crankcase 120 with the cylinder block 110. Further, the second oil mist separation chamber 204 is communicated with an intake manifold surge tank 209 downstream of the throttle valve 208 via a PCV valve 207. A port 210 whose working pressure changes according to the opening position of the throttle valve 208 is communicated with the cylinder head cover 140.

  Here, the oil supply operation of the embodiment configured as described above will be generally described. During the operation of the engine 100, the oil in the oil tank 165 is sucked up by the feed pump 180 through the oil strainer 181 and passes through an oil filter (not shown) to a supply passage formed in the crankcase 120 or the cylinder block 110. Supplied. Then, the oil supplied to the lubricated part or the hydraulic operation part is naturally dropped according to the gravity and collected in the oil receiving part 155 in the crankcase 120. Further, the oil collected in the oil receiving portion 155 is sucked into the scavenge pump 170 through the oil strainer 171 together with other blow-by gas, and the gas-liquid separator 175 disposed downstream of the scavenge pump 170 and the second It is discharged through a discharge pipe 176 to a storage chamber in which an oil strainer 181 is disposed. Therefore, the oil defoamed from the scavenge pump 170 through the gas-liquid separator 175 is guided to the vicinity of the suction port of the oil strainer 181 by the second discharge pipe 176, and therefore, the feed pump 180 is not re-entrained. Will be sucked.

  In addition, the oil returned directly from the cylinder head 130 to the oil tank 165 via the oil return passage 115 flows through the oil passage, and enters the oil strainer 181 disposed in the accommodation chamber at the downstream end of the oil passage. Then, it is sucked up by the feed pump 180 and supplied again into the engine 100 by the feed pump 180.

  At this time, when bubbles such as blow-by gas are mixed in the oil, the bubbles are degassed by the gas-liquid separator 175 or passed through the oil flow path of a relatively long path. Is effectively defoamed. The defoamed bubbles gather in the first oil mist separation chamber 201 as a residual space formed in the space 125 above the oil level OL in the oil tank 165. Thus, the bubble-containing oil discharged from the scavenge pump 170 is prevented from being directly sucked into the feed pump 180, and it takes a considerable time to pass through a relatively long oil passage. Supply of oil mixed with bubbles by the pump 180 is suppressed.

  Next, the dew condensation preventing action according to the first embodiment of the heating means in the present embodiment will be described. In the present embodiment, as described above, the oil supplied to the lubricated portion or the hydraulic operation portion such as the crankshaft 112 and the connecting rod 118 is then naturally dropped according to the gravity and the oil receiving portion 155 inside the crankcase 120. To be recovered. At this time, the oil droplets are spattered off by the rotation of the crankshaft 112, but the oil pressure preventing hole 202L on the side where the oil shielding member 203 is provided is prevented from passing the oil droplets, but any oil shielding member The pressure regulation hole 202R that is not provided allows passage of oil splashes. Thus, the splash of oil that has become hot due to the lubrication of the lubricated part enters the residual space of the oil tank 165 that forms the first oil mist separation chamber 201 and extends to the outer wall of the crankcase 120. It will collide directly with 124. Thereby, the wall surface of the oil tank 165 is heated, and condensation due to condensation is suppressed. Even if condensation has already occurred, it can be washed out early, so that the generation of oil sledge is suppressed.

Next, a second embodiment of the heating means in the present invention will be described with reference to FIG.
The second embodiment of the heating means can be used in place of the first embodiment or together with the first embodiment. The heating means in the second embodiment includes a guide member 220 that guides the return oil from the oil return passage 115 along the inner surface of the outer wall 124. The guide member 220 may be formed integrally with the inner wall 123 of the crankcase 120, or may be sandwiched between the cylinder block 110 and the crankcase 120.

  In this embodiment, high-temperature oil that passes through the oil return passage 115 that returns the oil supplied to the cylinder head 130 to the oil tank 165 through the communication hole 128 passes along the inner surface of the outer wall 124 by the guide member 220. Then you are guided to flow down. Thus, as in the case of the first embodiment, the wall surface of the oil tank 165 is heated, and condensation due to condensation is suppressed. Even if condensation has already occurred, it can be washed out early, so that the generation of oil sledge is suppressed.

It is a longitudinal cross-sectional schematic diagram which shows embodiment which the lubrication apparatus which concerns on this invention was integrated integrally. It is a cross-sectional schematic diagram in which 1st Embodiment of the heating means of the lubricating device which concerns on this invention was integrated. It is a cross-sectional schematic diagram in which 2nd Embodiment of the heating means of the lubricating device which concerns on this invention was integrated.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Engine main body 110 Cylinder block 111 Chain cover 112 Crankshaft 114 Balance shaft 115 Oil return path 120 Crankcase 130 Cylinder head 140 Head cover 150 1st oil pan member 155 Main oil receiving part 160 2nd oil pan member 165 Oil tank 170 Scavenge pump 180 Feed pump 201 First oil mist separation chamber 202L, 202R Pressure adjusting hole 203 Oil shielding member 204 Second oil mist separation chamber 205 Blow-by gas passage 220 Guide member

Claims (3)

A crankcase formed with at least both sides parallel to the crankshaft axis provided with an inner wall and an outer wall and a space opened between both of them, and attached to the lower surface of the inner wall of the crankcase A first oil pan member that forms an oil receiving portion and an oil pan member that is attached to a lower surface of the outer wall of the crankcase and covers the first oil pan member from below while having a predetermined distance. In the engine-integrated dry sump lubrication device comprising the second oil pan member constituting the tank,
An engine-integrated dry sump lubrication device comprising heating means for heating an outer wall located on the vehicle front side of the outer wall of the crankcase.   2. The engine-integrated dry sump lubrication device according to claim 1, wherein the heating unit includes a pressure adjusting hole formed in the inner wall so as to allow scattering of oil from the oil receiving portion.   3. The engine-integrated dry sump lubrication device according to claim 1, wherein the heating unit includes a guide member that guides return oil from an oil return passage along an inner surface of the outer wall. 4.

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