JPH10325312A - Lubricating device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the friction of a valve lifter and a cam shaft gear by providing a passage that makes a valve system lubricating section other than a cam shaft journal communicate with a crankshaft system lubricating oil passage and by providing a supply rate adjusting means for adjusting the supply rate of lubricating oil supplied to each passage. SOLUTION: The main passage 3 of a supply rate adjusting valve 11 is branched into a crankshaft system lubrication passage 4 and a valve system lubrication passage 5. The lubricating oil branched into the valve system lubricating passage 5 is supplied to valve system B and the lubricating oil branched into the crankshaft system lubrication passage 4 is supplied to a supply rate adjusting valve 12 and then is branched into the main crankshaft system lubricating passage 4 and a communicating passage 21. The lubrication oil branched into the main passage is supplied to a crankshaft system A and the lubricating oil branched into the communicating passage 21 is supplied to a valve lifter and a cam shaft gear in the valve system B via a valve 13 for adjusting the amount of oil to the communicating passage and made to flow into a relief passage 31.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a lubrication device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, in order to achieve both a reduction in the load on an oil pump when the engine is running at a low speed and a reduction in friction loss in a valve train, a lubrication path as shown in FIG. Engine lubrication devices are known. FIG. 5 is a system diagram of a conventional lubrication device for an internal combustion engine. In FIG.
101 is an oil pan, 102 is a lubrication path, 103 is a main path, 104 is a crankshaft lubrication path, 105
Is a valve train lubrication path, 106 is an oil strainer, 107
Denotes an oil pump, 108 denotes an oil filter, 110 denotes a relief valve, 111 denotes a supply ratio adjusting valve, A ′ denotes a crankshaft system, and B ′ denotes a valve operating system. The lubricating oil in the oil pan 101 is supplied by an oil pump 107 to an oil strainer 106, an oil filter 108, and a main path 103.
Is supplied to the supply ratio adjusting valve 111 via the control valve. In the supply ratio adjusting valve 111, the main path 103 branches into a crankshaft lubrication path 104 and a valve train lubrication path 105. The lubricating oil that has passed through the supply ratio adjusting valve 111 is supplied to the crankshaft system A ′ via the crankshaft lubrication path 104 and to the valve train B ′ via the valve train lubrication path 105, respectively. The crankshaft system A 'includes a crankshaft, a connecting rod, a piston, and a cylinder, and the valve train B' includes a cylinder head, a camshaft, a camshaft journal, a cam, a valve lifter, a stem, a camshaft gear. Is included. The lubricating device for the internal combustion engine determines the supply ratio between the amount of lubricating oil to the crankshaft lubrication path 104 and the amount of lubricating oil to the valve train lubrication path 105 depending on the engine speed by using a supply ratio adjusting valve 111. Can be adjusted by An example of this type of lubricating device for an internal combustion engine is disclosed in, for example, Japanese Patent Application Laid-Open No. 5-26024.

[0003]

However, in the lubricating apparatus for an internal combustion engine shown in FIG. 5, the valve lifter and the camshaft gear are provided with a camshaft journal even though the lubrication conditions are severe. The lubricating oil that has passed is supplied. Since the lubricating oil that has passed through the camshaft journal is heated to a high temperature by the frictional heat of the camshaft journal, lubrication in the valve lifter and the camshaft gear becomes more and more boundary lubrication.

Further, in FIG. 5, the valve lifter and the camshaft gear are located on the downstream side of the flow of the lubricating oil with respect to the camshaft journal, and the amount of the lubricating oil passing through the camshaft journal is determined by the camshaft journal. It is determined by the value of the oil clearance. Therefore, when the value of the oil clearance is small, the absolute amount of the lubricating oil supplied to the valve lifter and the camshaft gear decreases.

[0005] As a result, first of all, the friction in the valve lifter and the camshaft gear increases.
For this reason, fuel efficiency is deteriorated, and the output is further reduced.
Second, in the valve lifter and camshaft gear,
Not enough oil film is formed. Therefore, vibration and noise are generated. Third, as the temperature of the lubricating oil in the valve train lubrication path increases, the temperature of the entire cylinder head increases. Therefore, knocking occurs. Fourth, torque fluctuation occurs due to poor lubrication. Therefore, the tension of the tensioner must be increased in order to prevent the belt from jumping when the torque fluctuates.
As a result, the life of the timing belt is shortened, so that maintenance opportunities are increased and costs are increased.

In view of the above problems, the present invention improves fuel economy and output by reducing friction in a valve lifter and a camshaft gear, and improves vibration and noise by forming a sufficient oil film on the valve lifter and a camshaft gear. While preventing the generation of noise, preventing the occurrence of knocking by preventing the temperature of the lubricating oil in the valve system lubrication path and the entire cylinder head from rising,
An object of the present invention is to provide a lubricating device for an internal combustion engine capable of reducing the tension of a tensioner by preventing the occurrence of torque fluctuation, further extending the life of a timing belt, and suppressing an increase in maintenance opportunities and costs. Aim.

[0007]

According to the first aspect of the present invention, the main lubricating oil path is branched into a crankshaft lubricating oil path and a valve operating lubricating oil path. Is supplied to the crankshaft system via the main lubricating oil passage and the crankshaft lubricating oil passage, and to the valve train via the main lubricating oil passage and the valve train lubricating oil passage. In the lubricating device for an internal combustion engine, a communication path that communicates the valve operating system lubricating portion of the valve operating system other than the camshaft journal portion with the crankshaft lubricating oil path is provided, and further includes an engine operating state. Supply ratio adjusting means for adjusting a supply ratio between the lubricating oil supplied to the crankshaft system, the lubricating oil supplied to the valve operating system lubricating oil passage, and the lubricating oil supplied to the communication passage. Featured Lubricating device is provided in the combustion engine.

According to the second aspect of the present invention, the main lubricating oil path is branched into a crankshaft lubricating oil path and a valve operating lubricating oil path. An internal combustion engine, which is supplied to a crankshaft system via a main lubricating oil passage and the crankshaft lubricating oil passage and to a valve train via the main lubricating oil passage and the valve train lubricating oil passage. In the lubricating device, a communication path that communicates a valve operating system lubricating portion other than the camshaft journal portion of the valve operating system with the valve operating system lubricating oil path is provided. Supply ratio adjusting means for adjusting a supply ratio between the lubricating oil supplied to the shaft lubricating oil path, the lubricating oil supplied to the valve train, and the lubricating oil supplied to the communication passage is provided. To provide an internal combustion engine lubrication system .

According to a third aspect of the present invention, the valve system lubricating portion other than the camshaft journal portion has a valve lifter sliding portion. An apparatus is provided.

According to the fourth aspect of the present invention, the valve system lubricating portion other than the camshaft journal portion has a camshaft gear portion. The present invention provides a lubricating device for an internal combustion engine.

The lubricating device for an internal combustion engine according to any one of claims 1 to 4 supplies the lubricating device to a valve operating system lubricating portion other than a camshaft journal portion such as a valve lifter sliding portion or a camshaft gear portion according to an engine operating state. The amount of lubricating oil to be supplied can be adjusted by the supply ratio adjusting means. Therefore, by supplying a necessary and sufficient amount of lubricating oil to the valve lifter sliding portion and the camshaft gear portion, the friction in the valve lifter sliding portion and the camshaft gear portion can be reduced. As a result, the fuel efficiency and output of the engine can be improved. Further, a sufficient oil film can be formed on the valve lifter sliding portion and the camshaft gear portion. As a result, generation of vibration and noise in the valve lifter sliding portion and the camshaft gear portion can be prevented. Further, it is possible to prevent the temperature of the lubricating oil from rising at the valve lifter sliding portion and the camshaft gear portion. Therefore, it is possible to prevent the temperature of the entire cylinder head from rising due to the temperature rise of the valve lifter sliding portion and the camshaft gear portion. As a result, occurrence of knocking can be prevented, and at the same time, occurrence of torque fluctuation can be prevented. When the occurrence of the torque fluctuation can be prevented, the tension of the tensioner can be reduced, and therefore, the life of the timing belt can be prolonged, so that the opportunity for maintenance and the cost can be suppressed.

According to the fifth aspect of the present invention, the supply ratio adjusting means increases the supply ratio of the lubricating oil supplied to the valve train when the engine is running at a low speed. 3. A lubricating device for an internal combustion engine according to 1 or 2.

A lubricating device for an internal combustion engine according to claim 5 is
When the engine is running at a low speed, the supply ratio of the lubricating oil supplied to the valve train can be increased, and therefore, the supply ratio of the lubricating oil supplied to the crankshaft system can be reduced. As a result, the lubricating oil in the valve train has a low temperature and a high pressure, and
An ideal lubricating oil state in which the crankshaft lubricating oil has a high temperature and a low pressure can be achieved.

According to a sixth aspect of the present invention, a communication path lubricating oil amount adjusting means is provided in the communication path, and when the lubricating oil is at a low temperature, the lubricating oil is relieved to the hydraulic pressure source. 3. A lubricating device for an internal combustion engine according to 1 or 2.

According to a seventh aspect of the present invention, the main lubricating oil passage is provided with a lubricating oil amount reducing means, and the lubricating oil amount in the main lubricating oil passage is reduced at a low temperature of the lubricating oil. A lubricating device for an internal combustion engine according to claim 3 is provided.

According to the present invention, the lubricating oil amount reducing means relieves the lubricating oil in the main lubricating oil passage to the hydraulic pressure source. A lubrication device for an internal combustion engine is provided.

In the lubricating apparatus for an internal combustion engine according to the present invention, when the lubricating oil is at a low temperature such as at the time of starting, a valve operating system including a valve lifter sliding portion and a camshaft gear portion and a crankshaft system include: It is possible to prevent an excessive amount of lubricating oil from being supplied. As a result, the warm-up characteristics of the engine can be improved.

According to the ninth aspect of the present invention, the hydraulic pressure source includes an oil pan, a lubricating oil introduction passage, and an oil pump for sucking lubricating oil from the oil pan through the lubricating oil introduction passage. The lubricating device for an internal combustion engine according to claim 6 or 8, further comprising a relief passage that is provided and supplies the relief lubricating oil to the lubricating oil introduction passage.

A lubricating device for an internal combustion engine according to claim 9 is
The lubricating oil relieved by the communicating passage lubricating oil amount adjusting means or the lubricating oil amount reducing means can be returned to the relief passage instead of the oil pan. Therefore, at the time of low temperature of the lubricating oil such as at the time of starting, it is possible to prevent the relieved lubricating oil from being cooled in the oil pan. Therefore, the warm-up characteristics of the engine can be improved.

[0020]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a system diagram of a lubricating device for an internal combustion engine according to a first embodiment of the present invention. In FIG. 1, 1 is an oil pan, 3 is a main path, 4 is a crankshaft lubrication path, 5 is a valve train lubrication path, 6 is an oil strainer, 7 is an oil pump, 8 is an oil filter, 10 is a relief valve, 11 is a first supply ratio adjusting valve, 12 is a second supply ratio adjusting valve, 13 is a communication passage lubricating oil amount adjustment valve, 21 is a communication passage, 3
0 denotes a lubricating oil introduction passage, 31 denotes a first relief passage, 32 denotes a second relief passage, A denotes a crankshaft system, and B denotes a valve operating system. The main path 3, the crankshaft lubrication path 4, the valve train lubrication path 5, and the communication path 21 are collectively called a lubrication path.

As shown in FIG. 1, the lubricating oil in the oil pan 1 is supplied by an oil pump 7 to an oil strainer 6, a lubricating oil introduction passage 30, an oil filter 8, and a main passage 3.
To the first supply ratio adjusting valve 11. still,
The lubricating oil branched from the main path 3 between the oil pump 7 and the oil filter 8 can return to the lubricating oil introduction passage 30 via the relief valve 10 and the second relief passage 32, as described later. In another embodiment, when the second relief passage 32 is connected to the oil pan 1 instead of the lubricating oil introduction passage 30, the lubricating oil branched from the main passage 3 is supplied to the relief valve 10 and the second relief passage 32. Can be returned to the oil pan 1 via.

In the first supply ratio adjusting valve 11, the main path 3 is branched into a crankshaft lubrication path 4 and a valve train lubrication path 5. The first supply ratio adjusting valve 11 can adjust the ratio between the amount of lubricating oil flowing into the crankshaft system lubrication path 4 and the amount of lubricating oil flowing into the valve train lubrication path 5 to a predetermined ratio. In another embodiment, the first supply ratio adjusting valve 11 can change its ratio as needed. In that case, the ratio is changed by the ECU based on the engine speed, load, temperature, and the like. In still another embodiment, the first supply ratio adjusting valve 11 determines the total amount of the amount of lubricating oil flowing into the crankshaft system lubrication path 4 and the amount of lubricating oil flowing into the valve train lubrication path 5 as described below. Can be changed as needed, that is, it has an aperture function.

The lubricating oil that has passed through the first supply ratio adjusting valve 11 and branched to the valve system lubrication path 5 is subsequently supplied to the valve system B
Is supplied up to. In the valve train B, the lubricating oil lubricates the cylinder head, camshaft, camshaft journal, cam, valve lifter, stem, and camshaft gear in this order. The lubricating oil that has lubricated the cylinder head, camshaft, camshaft journal, cam, valve lifter, stem, and camshaft gear subsequently returns to the oil pan 1 by gravity.

On the other hand, the lubricating oil that has passed through the first supply ratio adjusting valve 11 and branched to the side of the crankshaft lubrication path 4 is subsequently supplied to the second supply ratio adjusting valve 12.
In the second supply ratio adjusting valve 12, the crankshaft lubrication path 4 is branched into the main flow of the crankshaft lubrication path 4 and the communication path 21. The second supply ratio adjusting valve 12 changes the ratio between the amount of lubricating oil flowing into the mainstream of the crankshaft lubrication path 4 and the amount of lubricating oil flowing into the communication passage 21 as necessary, as described later. Can be. As in the case of the first supply ratio adjusting valve 11, the ratio is determined based on the engine speed, load, temperature, and the like.
Will be changed by

The lubricating oil that has passed through the second supply ratio adjusting valve 12 and branched to the mainstream side of the crankshaft lubrication path 4 is subsequently supplied to the crankshaft system A. In the crankshaft system A, the lubricating oil lubricates the crankshaft, connecting rod, piston and cylinder. Crankshaft, connecting rod,
The lubricating oil that has lubricated the piston and the cylinder subsequently returns to the oil pan 1 by gravity.

On the other hand, the lubricating oil that has passed through the second supply ratio adjusting valve 12 and has branched to the communication passage 21 side is subsequently supplied to the communication passage lubricating oil amount adjusting valve 13. In the communication passage lubricating oil amount adjusting valve 13, the communication passage 21 is connected to the main flow of the communication passage 21,
It branches to the first relief passage 31. The communication passage lubricating oil amount adjusting valve 13 changes the ratio between the amount of lubricating oil flowing into the main flow of the communication passage 21 and the amount of lubricating oil flowing into the first relief passage 31 as necessary, as described later. Can be. First supply ratio control valve 11 and second supply ratio control valve 1
As in the case of 2, the ratio is changed by the ECU based on the engine speed, load, temperature, and the like.

The lubricating oil passing through the communication passage lubricating oil amount adjusting valve 13 and branching to the main flow side of the communication passage 21 is subsequently supplied to a valve lifter and a camshaft gear in the valve train B. The lubricating oil that has lubricated the valve lifter and the camshaft gear subsequently returns to the oil pan 1 by gravity. still,
In order to keep the temperature of the lubricating oil in the communication passage 21 low,
Preferably, the communication passage 21 is arranged at a low position of the engine.

As described above, the lubricating device for an internal combustion engine according to the present embodiment adjusts the amount of lubricating oil supplied to the valve lifter or the camshaft gear in accordance with the first supply ratio according to the engine operating state such as the engine speed. It can be adjusted by the valve 11, the second supply ratio adjusting valve 12, and the communication passage lubricating oil amount adjusting valve 13. Therefore, by supplying a necessary and sufficient amount of lubricating oil to the valve lifter and the camshaft gear, friction in the valve lifter and the camshaft gear can be reduced. As a result, the fuel efficiency and output of the engine can be improved. Further, a sufficient oil film can be formed on the valve lifter and the camshaft gear. As a result, generation of vibration and noise in the valve lifter and the camshaft gear can be prevented. Further, it is possible to prevent the temperature of the lubricating oil from rising in the valve lifter and the camshaft gear. Therefore, it is possible to prevent the temperature of the entire cylinder head from rising due to the temperature rise of the valve lifter and the camshaft gear. As a result, occurrence of knocking can be prevented, and at the same time, occurrence of torque fluctuation can be prevented. When the occurrence of the torque fluctuation can be prevented, the tension of the tensioner can be reduced, and therefore, the life of the timing belt can be prolonged, so that the opportunity for maintenance and the cost can be suppressed.

On the other hand, the lubricating oil that has passed through the communication passage lubricating oil amount adjusting valve 13 and branched to the first relief passage 31 side can return to the lubricating oil introduction passage 30. In another embodiment, the first relief passage 31 is provided with the lubricating oil introduction passage 30.
Instead, when the lubricating oil is coupled to the oil pan 1, the lubricating oil branched to the first relief passage 31 can return to the oil pan 1.

In the present embodiment, as described above, the second supply ratio adjusting valve 12 determines the difference between the amount of lubricating oil flowing into the mainstream of the crankshaft lubrication passage 4 and the amount of lubricating oil flowing into the communication passage 21. The percentage can be changed as needed. The ratio is changed by the ECU based on the engine speed, load, temperature, and the like. For example, when the supply ratio of the second supply ratio adjustment valve 12 is changed based on the engine speed, the amount of the lubricating oil flowing into the communication passage 21 with respect to the amount of the lubricating oil flowing into the mainstream of the crankshaft lubrication path 4 is determined. The ratio is larger at low engine speeds than at high engine speeds. As a result, when the supply ratio of the first supply ratio adjusting valve 11 is constant, the amount of lubricating oil flowing into the crankshaft system, that is, the amount of lubricating oil flowing into the mainstream of the crankshaft lubrication path 4, and the valve operating system FIG. 2 shows the relationship between the amount of lubricating oil flowing into the motor, i.e., the amount of lubricating oil passing through the main flow of the valve system lubrication path 5 and the communication passage 21, and the engine speed. The hatched portion in FIG. 2 indicates an increase in the amount of lubricating oil in the valve lifter and the camshaft gear due to the action of the second supply ratio adjusting valve 12.

As compared with the conventional case, the amount of lubricating oil supplied to the valve operating system is increased when the engine is running at a low speed. Since the valve system is suitably cooled by a sufficient amount of lubricating oil, the lubricating oil of the valve train can be cooled. Further, since the amount of lubricating oil supplied to the crankshaft system is reduced, the pressure of the lubricating oil in the crankshaft system can be reduced, and the crankshaft system is not cooled much by the lubricating oil. Lubricating oils can be hot. As a result, it is possible to achieve an ideal lubricating oil state in which the lubricating oil in the valve operating system has a low temperature and a high pressure and the lubricating oil in the crankshaft system has a high temperature and a low pressure.

Further, as described above, the communication passage lubricating oil amount adjusting valve 13 needs to control the ratio between the amount of lubricating oil flowing into the main flow of the communication passage 21 and the amount of lubricating oil flowing into the first relief passage 31. Can be changed accordingly. As in the case of the second supply ratio adjusting valve 12, the ratio is changed by the ECU based on the engine speed, load, temperature, and the like. FIG. 3 shows how the fuel consumption changes when the supply ratios of the second supply ratio adjusting valve and the communication passage lubricating oil amount adjusting valve are changed. In FIG. 3, a: b is the ratio of the amount of lubricating oil flowing into the mainstream of the crankshaft lubrication path 4 to the amount of lubricating oil flowing into the communication path 21, and c: d is the ratio of the amount of lubricating oil flowing into the mainstream of the communication path 21. The ratio of the amount of lubricating oil that has flowed into the amount of lubricating oil that has flowed into the first relief passage 31 is shown. As shown in FIG. 3, when a: b is constant, as c: d increases, fuel consumption decreases,
Furthermore, when c: d is constant, fuel consumption decreases as a: b decreases.

Further, in one embodiment, as described above, the first supply ratio adjusting valve 11 controls the amount of lubricating oil flowing into the crankshaft lubrication passage 4 and the amount of lubricating oil flowing into the valve train lubrication passage 5. Is reduced, it is possible to prevent an excessive amount of lubricating oil from being supplied to the crankshaft system A and the valve train B. As a result, the warm-up characteristics of the engine can be improved when the temperature of the lubricating oil is low, such as when the engine is started. Further, it is possible to prevent the pressure of the lubricating oil from increasing due to the increase in the viscosity of the lubricating oil at an extremely low temperature. Further, the pressure of the lubricating oil can be adjusted according to the type of the lubricating oil.

Further, as described above, when the communication passage lubricating oil amount adjusting valve 13 branches a part of the lubricating oil passing through the communication passage 21 to the first relief passage 31, an excessive amount of the valve lifter and the camshaft gear is provided. It is possible to prevent the supply of an amount of lubricating oil. As a result, the warm-up characteristics of the engine can be improved when the temperature of the lubricating oil is low, such as when the engine is started.

Also, as described above, the relief valve 10
When a part of the lubricating oil passing through the main path 3 is branched to the second relief passage 32, it is possible to prevent an excessive amount of lubricating oil from being supplied to the crankshaft system A and the valve train B. As a result, the warm-up characteristics of the engine can be improved when the temperature of the lubricating oil is low, such as when the engine is started.

Further, as described above, when the first relief passage 31 and the second relief passage 32 are connected to the lubricating oil introduction passage 30 instead of the oil pan 1, the relieved lubricating oil is It can be prevented from being cooled inside. As a result, when the temperature of the lubricating oil is low, such as when starting the engine, the warm-up characteristics of the engine can be further improved.

Note that, of the above-described embodiments, an embodiment in which the first supply ratio adjusting valve 11, the communication passage lubricating oil amount adjusting valve 13, and the first relief passage 31 are eliminated is also possible. Also in this embodiment, the amount of lubricating oil supplied to the valve lifter or the camshaft gear can be adjusted only by the second supply ratio adjusting valve 12, as in the above-described embodiment.

Hereinafter, a second embodiment of the present invention will be described. FIG. 4 is a system diagram of a lubrication device for an internal combustion engine according to a second embodiment of the present invention. In FIG. 4, 1 is an oil pan, 3 is a main path, 4 is a crankshaft lubrication path, 5 is a valve train lubrication path, 6 is an oil strainer, 7 is an oil pump, 8 is an oil filter, 10 is a relief valve, 11 is a first supply ratio adjusting valve, 12 'is a second supply ratio adjusting valve, 13' is a communicating passage lubricating oil amount adjusting valve, 21 'is a communicating passage, 30 is a lubricating oil introduction passage, and 31' is a first relief passage. , 32 'indicate a second relief passage, A indicates a crankshaft system, and B indicates a valve train. The main path 3, the crankshaft lubrication path 4, the valve train lubrication path 5, and the communication path 21 'are collectively called a lubrication path.

As in FIG. 1, as shown in FIG. 4, the lubricating oil in the oil pan 1 is supplied by an oil pump 7 through an oil strainer 6, a lubricating oil introduction passage 30, an oil filter 8, and a main path 3. The first supply ratio adjusting valve 11 is supplied. The lubricating oil branched from the main path 3 between the oil pump 7 and the oil filter 8 is introduced through the relief valve 10 and the second relief passage 32 'as in the first embodiment. It is possible to return to the passage 30. In another embodiment, the second relief passage 32 ′ is not the lubricating oil introduction passage 30 but the oil pan 1.
The lubricating oil branched from the main path 3 can return to the oil pan 1 via the relief valve 10 and the second relief passage 32 '.

As in the first embodiment, in the first supply ratio adjusting valve 11, the main path 3 is branched into a crankshaft lubrication path 4 and a valve train lubrication path 5. The first supply ratio adjusting valve 11 can adjust the ratio between the amount of lubricating oil flowing into the crankshaft system lubrication path 4 and the amount of lubricating oil flowing into the valve train lubrication path 5 to a predetermined ratio. In another embodiment, the first supply ratio adjusting valve 1
1, the ratio can be changed as needed. In that case, the ratio is changed by the ECU based on the engine speed, load, temperature, and the like. In still another embodiment, the first supply ratio adjusting valve 11 determines the total amount of the amount of lubricating oil flowing into the crankshaft system lubrication path 4 and the amount of lubricating oil flowing into the valve train lubrication path 5 by a first amount. As in the case of the embodiment, it can be changed as needed, that is, it has an aperture function.

The lubricating oil that has passed through the first supply ratio adjusting valve 11 and has branched to the crankshaft system lubrication path 4 is subsequently supplied to the crankshaft system A. In the crankshaft system A, the lubricating oil lubricates the crankshaft, connecting rod, piston and cylinder. The lubricating oil that has lubricated the crankshaft, the connecting rod, the piston and the cylinder subsequently returns to the oil pan 1 by gravity.

On the other hand, the lubricating oil that has passed through the first supply ratio adjusting valve 11 and has branched to the valve system lubrication path 5 is subsequently supplied to the second supply ratio adjusting valve 12 '. In the second supply ratio adjusting valve 12, the valve system lubrication path 5 is branched into a main stream of the valve system lubrication path 5 and a communication path 21 '. The second supply ratio adjusting valve 12 ′ sets the ratio between the amount of lubricating oil flowing into the main flow of the valve train lubrication path 4 and the amount of lubricating oil flowing into the communication passage 21 ′ in the same manner as in the first embodiment. , Can be changed as needed. As in the case of the first supply ratio adjusting valve 11, the ratio is changed by the ECU based on the engine speed, load, temperature, and the like.

The lubricating oil passing through the second supply ratio adjusting valve 12 ′ and branched to the main stream side of the valve train lubrication path 5 is
It is supplied to the valve train B. In the valve train B, the lubricating oil lubricates the cylinder head, camshaft, camshaft journal, cam, valve lifter, stem, and camshaft gear in this order. Cylinder head, camshaft,
The lubricating oil that has lubricated the camshaft journal, cam, valve lifter, stem, and camshaft gear subsequently returns to the oil pan 1 by gravity.

On the other hand, the lubricating oil that has passed through the second supply ratio adjusting valve 12 'and branched to the communication passage 21' is subsequently supplied to the communication passage lubricating oil amount adjusting valve 13 '. In the communication passage lubricating oil amount adjusting valve 13 ', the communication passage 21' is connected to the communication passage 2
It branches into a main stream 1 'and a first relief passage 31'. The communication passage lubricating oil amount adjusting valve 13 'sets the ratio between the amount of lubricating oil flowing into the main flow of the communication passage 21' and the amount of lubricating oil flowing into the first relief passage 31 'in the same manner as in the first embodiment. Can be changed as needed. As in the case of the first supply ratio adjusting valve 11 and the second supply ratio adjusting valve 12 ', the ratio is changed by the ECU based on the engine speed, load, temperature and the like.

The lubricating oil passing through the communication passage lubricating oil amount adjusting valve 13 'and branching to the main flow side of the communication passage 21' is subsequently supplied to the valve lifter and the camshaft gear in the valve train B. The lubricating oil that has lubricated the valve lifter and the camshaft gear subsequently returns to the oil pan 1 by gravity.

As described above, the lubricating device for an internal combustion engine according to the present embodiment also adjusts the amount of lubricating oil supplied to the valve lifter or the camshaft gear in accordance with the first supply ratio according to the engine operating state such as the engine speed. It can be adjusted by the valve 11, the second supply ratio adjusting valve 12 'and the communication passage lubricating oil amount adjusting valve 13'. Therefore, the same effect as in the first embodiment can be obtained.

On the other hand, the lubricating oil that has passed through the communication passage lubricating oil amount adjusting valve 13 ′ and branched to the first relief passage 31 ′
It is possible to return to the lubricating oil introduction passage 30. In another embodiment, when the first relief passage 31 ′ is connected to the oil pan 1 instead of the lubricating oil introduction passage 30,
The lubricating oil branched to the first relief passage 31 ′ can return to the oil pan 1.

In the above-described embodiment, an embodiment in which the first supply ratio adjusting valve 11, the communication passage lubricating oil amount adjusting valve 13 'and the first relief passage 31' are eliminated is also possible. Also in this embodiment, the amount of lubricating oil supplied to the valve lifter or the camshaft gear can be adjusted by using only the second supply ratio adjusting valve 12 ', as in the above-described embodiment.

[0050]

According to the first to fourth aspects of the present invention, fuel consumption and output are improved by reducing friction in the valve lifter and the camshaft gear, and a sufficient oil film is formed on the valve lifter and the camshaft gear. To prevent the occurrence of knocking by preventing the rise of the temperature of the lubricating oil in the valve system lubrication path and the entire cylinder head, while preventing the generation of vibration and noise.
At the same time, by preventing the occurrence of torque fluctuation, it is possible to reduce the tension of the tensioner and further extend the life of the timing belt, thereby suppressing an increase in maintenance opportunities and an increase in cost.

According to the fifth aspect of the present invention, an ideal lubricating oil state in which the lubricating oil in the valve train is at a low temperature and a high pressure and the lubricating oil in the crankshaft system is at a high temperature and a low pressure is achieved. be able to.

According to the inventions described in claims 6 to 8, when the lubricating oil is at a low temperature such as at the time of starting, an excessive amount of the valve operating system including the sliding portion of the valve lifter and the camshaft gear portion and the crankshaft system are provided. It is possible to prevent an amount of lubricating oil from being supplied, and to improve the warm-up characteristics of the engine.

According to the ninth aspect of the present invention, when the lubricating oil is at a low temperature such as at the time of starting, it is possible to prevent the relieved lubricating oil from being cooled in the oil pan, and to warm up the engine. Machine characteristics can be improved.

[Brief description of the drawings]

FIG. 1 is a system diagram of a lubrication device for an internal combustion engine according to a first embodiment of the present invention.

FIG. 2 is a graph showing the relationship between the amount of lubricating oil in a crankshaft system, the amount of lubricating oil in a valve train, and the engine speed.

FIG. 3 is a graph showing a relationship between a supply ratio of a second supply ratio adjusting valve and a communication passage lubricating oil amount adjusting valve and a fuel consumption amount.

FIG. 4 is a system diagram of a lubrication device for an internal combustion engine according to a second embodiment of the present invention.

FIG. 5 is a system diagram of a conventional lubrication device for an internal combustion engine.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Oil pan 3 ... Main path 4 ... Crankshaft lubrication path 5 ... Valve drive lubrication path 11, 12, 13 ... Adjustment valve 21 ... Communication path A ... Crankshaft system B ... Valve drive system

Claims (9)

[Claims] The main lubricating oil path is branched into a crankshaft lubricating oil path and a valve operating lubricating oil path, and lubricating oil from a hydraulic source is supplied to the main lubricating oil path and the crankshaft system. A lubricating device for an internal combustion engine, which is supplied to a crankshaft system via a lubricating oil path and to a valve operating system via the main lubricating oil path and the valve operating system lubricating oil path; A communication path communicating the valve operating system lubricating section other than the camshaft journal section and the crankshaft system lubricating oil path, and further, depending on the engine operating state, lubricating oil supplied to the crankshaft system. A lubricating device for an internal combustion engine, comprising a supply ratio adjusting means for adjusting a supply ratio between a lubricating oil supplied to the valve system lubricating oil passage and a lubricating oil supplied to the communication passage. 2. A main lubricating oil path is branched into a crankshaft lubricating oil path and a valve operating lubricating oil path, and lubricating oil from a hydraulic source is supplied to the main lubricating oil path and the crankshaft system. A lubricating device for an internal combustion engine, which is supplied to a crankshaft system via a lubricating oil path and to a valve operating system via the main lubricating oil path and the valve operating system lubricating oil path; A communication path communicating the valve operating system lubricating oil path with the valve operating system lubricating section other than the camshaft journal section is provided, and is further supplied to the crank shaft system lubricating oil path according to the engine operating state. A lubricating device for an internal combustion engine, comprising: a supply ratio adjusting unit that adjusts a supply ratio between lubricating oil, lubricating oil supplied to the valve train, and lubricating oil supplied to the communication passage. 3. The lubricating device for an internal combustion engine according to claim 1, wherein a valve operating system lubricating portion other than the camshaft journal portion has a valve lifter sliding portion. 4. The lubricating device for an internal combustion engine according to claim 1, wherein the valve system lubricating portion other than the camshaft journal portion has a camshaft gear portion. 5. The internal combustion engine according to claim 1, wherein the supply ratio adjusting means increases a supply ratio of the lubricating oil supplied to the valve train when the engine is running at a low speed. Lubrication device. 6. The internal combustion engine according to claim 1, wherein a communication path lubricating oil amount adjusting means is provided in the communication path, and the lubricating oil is relieved to the hydraulic pressure source when the lubricating oil is at a low temperature. Lubrication device. 7. The internal combustion engine according to claim 3, wherein a lubricating oil amount lowering means is provided in the main lubricating oil passage, and the lubricating oil amount in the main lubricating oil passage is reduced when the lubricating oil is at a low temperature. Engine lubrication device. 8. The lubricating device for an internal combustion engine according to claim 7, wherein said lubricating oil amount reducing means relieves the lubricating oil in said main lubricating oil passage to said hydraulic pressure source. 9. The oil pressure source includes an oil pan, a lubricating oil introduction passage, and an oil pump for sucking lubricating oil from the oil pan through the lubricating oil introduction passage, and
The lubricating device for an internal combustion engine according to claim 6 or 8, further comprising a relief passage that supplies the relief lubricating oil to the lubricating oil introduction passage.