JP4057722B2 - Lubricating pump drive control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a drive control device for a lubrication pump for controlling the drive of a lubrication pump that supplies lubricating oil to an engine auxiliary machine.
[0002]
[Prior art]
  Conventionally, for example, Japanese Patent Application Laid-Open Nos. 60-56114 and 10-37730 are known as devices for controlling the driving of a lubrication pump that supplies lubricating oil to an engine. The lubricating oil from the lubrication pump is also supplied to the auxiliary equipment.
[0003]
[Problems to be solved by the invention]
  In the above-mentioned conventional one, the drive of the lubrication pump is controlled according to the operating state of the engine, and the lubrication pump is controlled to change the discharge amount according to the operating state of the engine. However, when the work amount of the engine auxiliary machine is small, the amount of lubricating oil supplied to the auxiliary machine may be small. However, if the lubrication pump is controlled so as to change the discharge amount, the engine auxiliary machine can be The lower limit value of the lubricant supply amount is limited, and in a region where the work amount of the engine auxiliary machine is small, wasteful lubricant oil is likely to be supplied to the accessory machine, and the lubricant oil is wasted.
[0004]
  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a drive control device for a lubrication pump that can supply lubricating oil appropriately corresponding to the work amount of an auxiliary machine for an engine. .
[0005]
[Means for Solving the Problems]
  In order to achieve the above object, the invention according to claim 1Supercharged compressor linked to the engineIn the drive control device of the lubrication pump for controlling the drive of the lubrication pump connected to the predetermined portion of the engine so as to be able to operate independently of the engine,The work amount calculating means for calculating the work amount of the compressor based on the rotation speed and the supercharging pressure of the compressor, the work amount calculated by the work amount calculating means are integrated, and the integrated value exceeds the set work amount A work integration unit that outputs a drive command signal every time, and the lubrication pump according to a drive command signal output from the work integration unitAnd pump driving means for driving for a set time.
[0006]
  According to such a configuration of the invention of claim 1,By changing the oil supply interval by the lubrication pump in accordance with the work amount of the compressor, the lubricant can be supplied to the compressor in an appropriate amount without waste.
[0007]
  The invention according to claim 2 is in addition to the configuration of the invention according to claim 1.,in frontIt includes start determination means for determining engine start and outputting a drive command signal when the engine is started. The pump drive means drives the lubrication pump only once in response to the drive command signal output of the start determination means. According to this configuration, a predetermined amount of lubricating oil is supplied to the engine auxiliary machine after the engine is started, and it is possible to prevent a lubrication delay from occurring. Moreover, since the drive of the lubrication pump is not started in response to the ignition switch being turned on, useless lubrication oil supply by turning the ignition switch on and off is not performed..
[0008]
DETAILED DESCRIPTION OF THE INVENTION
  Embodiments of the present invention will be described below with reference to the accompanying drawings.Reference examples andDescription will be made based on an embodiment of the present invention.
[0009]
  1 to 16 arereferenceFIG. 1 is a longitudinal side view of a supercharged engine for a motorcycle, FIG. 2 is a sectional view taken along line 2-2 in FIG. 1, FIG. 3 is a sectional view taken along line 3-3 in FIG. Is an enlarged longitudinal sectional side view of the compressor, FIG. 5 is a sectional view taken along line 5-5 in FIG. 4, FIG. 6 is a sectional view taken along line 6-6 in FIG. FIG. 9 is an exploded vertical cross-sectional view of the main part of the compressor, FIG. 10 is a diagram showing opening / closing timings of the intake valve, exhaust valve and supercharging valve of the engine, and operation timing of the pump piston of the compressor, FIG. Is a diagram showing a change in rotational speed of a needle bearing on the pump piston side in the compressor, FIG. 12 is a longitudinal sectional view of a lubricating pump for supplying lubricating oil to the compressor, FIG. 13 is a sectional view taken along the line 13-13 in FIG. Controls the lubrication pump and fuel injection valve Block diagram showing the configuration of the unit, Figure 15 is a flowchart showing a processing procedure in the fuel injection amount integrating means, 16 is a flowchart showing a processing procedure in the pump drive means.
[0010]
  First, in FIGS. 1 to 3, an engine body 1 of a supercharged engine E mounted on a motorcycle has a cylinder head 1b bolted to an upper end surface of a cylinder block 1a and is accommodated in a cylinder bore 8 of the cylinder block 1a. A combustion chamber 3 is formed between the piston 2 and the cylinder head 1b. The cylinder head 1b is provided with an intake port 4, an exhaust port 5 and a supercharging port 6 that open the inner ends of the combustion chamber 3, respectively. . The diameters of these ports 4, 5, 6 are set such that the diameter of the intake port 4> the diameter of the supercharging port 6> the diameter of the exhaust port 5.
[0011]
  The intake port 4 and the exhaust port 5 are provided in the cylinder head 1b so that the inner ends of the ports 4 and 5 are along the straight line X orthogonal to the axis Y of the cylinder bore 8 and are arranged with the axis Y in between. The supercharging port 6 is provided in the cylinder head 1 b so that a part of the inner end of the port 6 enters between the inner ends of the intake port 4 and the exhaust port 5.
[0012]
  The intake port 4 and the exhaust port 5 are communicated with an intake manifold and an exhaust manifold (both not shown) like a general engine. A reverse piston type supercharging compressor C that supercharges air to the engine E is disposed adjacent to the side of the engine E as an auxiliary machine for the engine, and is connected to the valve camshaft 11. The port 6 is connected to the discharge conduit 57 of the compressor C. In addition, the intake valve 7i, the exhaust valve 7e, and the supercharge valve 7c disposed in the cylinder head 1b to open and close the inner ends of the intake port 4, the exhaust port 5, and the supercharge port 6 are valve springs 12i, 12e, 12c. The single valve camshaft 11 that is biased toward the closing side and is common to the valves 7i, 7e, 7c is rotatably supported by the cylinder head 1b.
[0013]
  An ignition plug 10 for igniting the air-fuel mixture introduced into the combustion chamber 3 is attached to the cylinder head 1b, and an electrode 10a of the ignition plug 10 is an intake port on the opposite side to the inner end of the supercharging port 6. 4 and the inner end of the exhaust port 5 are arranged so as to protrude.
[0014]
  The valve camshaft 11 is disposed along the straight line X, and the intake valve 7i and the exhaust valve 7e are disposed so as to sandwich the axis Y and are arranged in a V shape along the straight line X. The As a result, the supercharging valve 7c arranged in parallel with the axis Y can be disposed in the cylinder head 1b between the intake valve 7i and the exhaust valve 7e, and the engine E can be made compact.
[0015]
  The valve cam shaft 11 is supported by the cylinder head 1b via a pair of left and right ball bearings 15 and 16. The valve cam shaft 11 includes a tapered intake cam 11i and exhaust cam 11e disposed between the ball bearings 15 and 16 and directly engaging with the valve heads of the intake valve 7i and the exhaust valve 7e. A supercharging cam 11c that engages with the valve head of the supercharging valve 7c via a rocker arm 19 that is pivotally supported by the cylinder head 1b is integrally provided. The supercharging cam 11c is provided with the intake cam 11i and the exhaust cam. It arrange | positions between the cams 11e.
[0016]
  The inner ends of the intake port 4 and the exhaust port 5 are arranged so that the entire inner ends thereof face the cylinder bore 8, but a part of the inner end of the supercharging port 6 protrudes outside the cylinder bore 8. Placed in. In other words, a part of the combustion chamber 3 is projected outside the cylinder bore 8, and the supercharging valve 7c is arranged so that a part of the supercharging port 6 faces the projecting part. Accordingly, a part of the supercharging valve 7c also protrudes outside the cylinder bore 8, and a gap g slightly larger than the opening / closing stroke of the supercharging valve 7c is formed between the projecting portion and the upper surface of the cylinder block 1a. Provided. The opening / closing stroke of the supercharging valve 7c is much smaller than the opening / closing strokes of the intake valve 7i and the exhaust valve 7e.
[0017]
  A first squish area 13 of the combustion chamber 3 that is flattened at the ascending limit of the piston 2 is defined between the supercharging valve 7c and one side of the head surface of the piston 2, and the other side of the head surface of the piston 2 is formed. A second squish area 14 of the combustion chamber 3 that is flattened at the ascending limit of the piston 2 is defined between the portion and the cylinder head 1b.
[0018]
  The combustion chamber 3 of the cylinder head 1b has a deepest portion 3a that is offset from the axis Y to the spark plug 10 side, and a recess 2a corresponding to the deepest portion 3a is formed on the head surface of the piston 2.
[0019]
  A driven sprocket 18 driven from a crankshaft (not shown) connected to the piston 2 via a chain 17 is fixed to the protruding end of the valve camshaft 11 outward from the left ball bearing 15. .
[0020]
  Thus, if the valve drive camshaft 11 is rotationally driven from the crankshaft through the chain 17, the intake, exhaust and supercharging cams 11i, 11e, 11c and the valve springs 12, 13, 14 cooperate. Thus, the intake, exhaust, and supercharging valves 7i, 7e, and 7c are opened and closed according to the timing shown in FIG. Therefore, the supercharging valve 7c is opened for a certain period from the time immediately before the intake valve 7i is closed to the time after the intake valve 7i is closed from the intake stroke to the compression stroke. When the supercharging valve 7c is opened, that is, from the end of the intake stroke to the beginning of the compression stroke, the high-pressure air from the compressor C is supercharged from the supercharging port 6 into the combustion chamber 3, thereby increasing the charging efficiency of the engine E. Therefore, the engine E can exhibit a high output.
[0021]
  In particular, since a part of the inner end of the supercharging port 6 protrudes outward from the cylinder bore 8, the supercharging port 6 is sufficiently large without sacrificing the diameters of the intake port 4 and the exhaust port 5. The diameter can be increased, a sufficient supercharging amount can be obtained, and the charging efficiency can be effectively increased. Further, since it is not necessary to form the cylinder bore 8 with a special large diameter, knocking is not easily caused. In this case, a part of the supercharging valve 7c that opens and closes the inner end of the supercharging port 6 protrudes from the cylinder bore 8 and opposes the upper surface of the cylinder block 1a, but the supercharging valve 7c is opened and closed between these opposing surfaces. Since the gap g slightly larger than the stroke is provided, the supercharging valve 7c can be opened and closed without being interfered with the cylinder block 1a. Moreover, since the opening / closing stroke of the supercharging valve 7c is much smaller than that of the intake valve 7i and the exhaust valve 7e, the reduction of the compression ratio accompanying the formation of the gap g is relatively small.
[0022]
  Inner ends of the intake port 4 and the exhaust port 5 that open to the combustion chamber 3 are arranged along the straight line X orthogonal to the axis Y of the cylinder bore 8 and arranged with the axis Y in between. Since the end is disposed so that a part of the end protrudes between the inner ends of the intake port 4 and the exhaust port 5, a part of the inner end of the supercharging port 6 protrudes outside the cylinder bore 8. Thus, each of the ports 4, 5, and 6 can have a sufficiently large diameter without interfering with each other, and can contribute to further improvement in filling efficiency and exhaust efficiency.
[0023]
  On the other hand, since the electrode 10a of the spark plug 10 is disposed so as to protrude between the inner ends of the intake port 4 and the exhaust port 5 on the side opposite to the inner end of the supercharging port 6, the intake port 4, the exhaust port 5, The electrode 10a can be brought close to the center of the combustion chamber 3 without being obstructed by the supply port 6, thereby reducing the propagation time for the flame generated at the time of ignition to reach the entire periphery of the combustion chamber 3 as much as possible. This can contribute to prevention of knocking.
[0024]
  Further, by using the supercharging valve 7c, a large first squish area 13 of the combustion chamber 3 is defined between the supercharging valve 7c and one side of the head surface of the piston 2, and further the cylinder head 1b and the piston. 2, the second squish area 14 of the combustion chamber 3 is defined between the other side of the head surface, and at the end of the compression stroke, the air-fuel mixture in the combustion chamber 3 becomes the first and second squish areas 13, 14 is strongly compressed and rapidly pushed out to the deepest part 3a side of the combustion chamber 3, whereby the air-fuel mixture in the combustion chamber 3 is well agitated, so that the flame propagation speed is increased at the time of ignition, and knocking is prevented and lean. Can contribute to combustion.
[0025]
  Further, the deepest portion 3a of the combustion chamber 3 is disposed offset from the axis Y of the cylinder bore 8 toward the spark plug 10, and a recess 2a is formed on the head surface of the piston 2 corresponding to the deepest portion 3a. Sometimes a flame is easily generated in the deepest part 3a and the concave part 2a, and the flame spreads smoothly from the deepest part 3a and the concave part to the periphery including the first and second squish areas 13 and 14 of the combustion chamber 3, A good combustion state of the air-fuel mixture can be obtained.
[0026]
  Next, the compressor C will be described. In FIGS. 4 to 9, the compressor C is formed in a pump cylinder body 20 in which bearing bosses 21 and 22 are projected on both left and right outer surfaces, and in a cylinder hole 24 of the pump cylinder body 20. A pump piston 25 that is slidably fitted and a pump crankshaft 26 that drives the pump piston 25 are provided.
[0027]
  As shown in FIG. 7, the pump cylinder main body 20 has a cylinder head 1 b that is fitted by a plurality of bolts 28 with a left bearing boss 21 fitted in a mounting hole 27 on the right side wall of the cylinder head 1 b in the engine E. Combined with
[0028]
  The pump piston 25 is not provided with a piston ring, and is directly slid within the cylinder hole 24 of the pump cylinder body 20, and grease for lubrication is applied to the sliding surfaces.
[0029]
  The bearing bosses 21 and 22 have bearing holes 21a and 22a that reach the inner surface of the pump cylinder body 20, and the pump crankshaft 26 is supported by ball bearings 29 and 30 that are mounted in the bearing holes 21a and 22a. The Moreover, one end of the pump crankshaft 26 is coupled to the valve camshaft 11 via a spline 31. The left bearing hole 21a is provided with an oil seal 32 that is in close contact with the outer periphery of the pump crankshaft 26 outside the ball bearing 29. The oil seal 32 can withstand the opening pressure of a relief valve 75 described later. It is configured as a high-pressure type that can be obtained.
[0030]
  A seal plug 33 adjacent to the outer surface of the ball bearing 30 is attached to the right bearing hole 22a, and a cap 34 covering the seal plug 33 is screwed onto the outer periphery of the bearing boss 22.
[0031]
  Both ends of the cylinder hole 24 in the pump cylinder body 20 are paired with first and second pump cylinder heads 23.₁, 23₂These pump cylinder heads 23 are closed by₁, 23₂Between the first and second pump chambers 36₁, 36₂First and second piston heads 25 defining₁, 25₂Is formed at both ends of the pump piston 25.
[0032]
  The pump piston 25 has both piston heads 25₁, 25₂Between the second piston head 25₂A circular working chamber 37 biased to the side and penetrating the first piston head 25₁And a piston pin hole 38 for supporting the piston pin 39 in the lateral direction, and a crank pin 26 a of the pump crankshaft 26 in the working chamber 37 and a connecting rod for connecting the crank pin 26 a to the piston pin 39. 40 are accommodated.
[0033]
  In the connecting rod 40, a first bearing hole 40a is provided at an end portion on the crank pin 26a side, and a second bearing hole 40b is provided at an end portion on the piston pin 39 side, and these bearing holes 40a, 40b are provided. The crank pin 26a and the piston pin 39 are supported by the first and second needle bearings 41 and 42, respectively.
[0034]
  An oil reservoir 46 is formed in the connecting rod 40, and oil holes 47 and 48 are provided to communicate the oil reservoir 46 with both bearing holes 40a and 40b, respectively.
[0035]
  The pump piston 25 is divided into two piston halves 25a and 25b between the working chamber 37 and the piston pin hole 38 in order to facilitate processing, and both the piston halves 25a and 25b include a plurality of piston halves 25a and 25b. They are connected by bolts 49.
[0036]
  First and second pump cylinder heads 23₁, 23₂Are surrounded by fitting holes 50, 50 facing the surface facing the pump cylinder body 20, annular discharge chambers 51, 51 having a smaller diameter than the fitting holes 50, and the discharge chambers 51, 51. A suction chamber 52, 52 having a circular cross section is provided, and a plurality of through-bolts 53,... And nuts (nuts) are provided in a state in which the outer circumferences of both ends of the pump cylinder body 20 are fitted into the fitting holes 50, 50. Both pump cylinder heads 23 with₁, 23₂Are coupled together.
[0037]
  Both pump cylinder heads 23₁, 23₂Includes a first communication pipe 55 communicating between the suction chambers 52, 52.₁And a second communication pipe 55 that communicates between the discharge chambers 51, 51.₂And the second pump cylinder head 23₂A suction conduit 56 that communicates the suction chamber 52 with an intermediate portion of an intake manifold (not shown) of the engine E and a discharge conduit 57 that communicates the discharge chamber 51 with the supercharging port 6 of the engine E are connected.
[0038]
  Pump cylinder body 20 and each pump cylinder head 23₁, 23₂In between, those pump cylinder heads 23₁, 23₂The valve device 58 is provided as follows in the fitting holes 50, 50 included in.
[0039]
  That is, as shown in FIGS. 8 and 9, the valve device 58 is configured by sequentially stacking an annular back plate 60, a thin suction valve plate 61, a valve seat plate 62, and a thin discharge valve plate 63. The outer peripheries of these members 60, 61, 62, 63 are formed in a circular shape having a diameter substantially equal to the outer diameter of the end of the pump cylinder body 20.
[0040]
  The valve device 58 has a back plate 60 disposed on the end face side of the pump cylinder body 20 and the corresponding pump cylinder head 23 together with the end of the pump cylinder body 20.₁, 23₂Of the pump cylinder body 20 and each pump cylinder head 23.₁, 23₂Sandwiched between. As described above, the clamping force is such that the first and second pump cylinder heads 23 are sandwiched between the pump cylinder body 20 with the through bolts 53 and the nuts.₁, 23₂The bond strength that connects them is used as it is.
[0041]
  At that time, each pump cylinder head 23₁, 23₂The first positioning hole 64 provided in the discharge valve plate 63 and the valve seat plate 62₁First knock pin 65₁And the second positioning hole 64 provided in the valve seat plate 62, the suction valve plate 61, and the back plate 60.₂Second knock pin 65₂Are fitted.
[0042]
  Four sets of three suction holes 67 are formed in the valve seat plate 62 at intervals of 90 degrees in the circumferential direction at positions close to the center of the valve seat plate 62. Further, two sets of seven discharge holes 68 are formed at a position close to the outer periphery of the valve seat plate 62 with an interval of 180 degrees in the circumferential direction.
[0043]
  The suction valve plate 61 has two arc-shaped elongated holes surrounding the four sets of suction reed valves 61a corresponding to the four sets of suction holes 67 and the two sets of discharge holes 68 so as not to close each other. 69 ... are provided. Each of the suction reed valves 61a... Extends in the radial direction of the suction valve plate 61 so that its proximal end is close to the outer periphery of the suction valve plate 61 and its tip is as close as possible to the center of the suction valve plate 61. It is formed by cutting a slit in the suction valve plate 61 along the outer shape of each suction reed valve 61a.
[0044]
  On the inner periphery of the back plate 60, there are provided notch-shaped restricting portions 60a corresponding to the base ends of the suction reed valves 61a, and the restricting portions 60a ... serve as a bending fulcrum for the suction reed valves 61a. Be regulated. If the restricting portions 60a are formed in a notch shape in this way, the bending length of the suction reed valves 61a can be made as long as possible without being obstructed by the opening edge of the cylinder hole 24 of the pump cylinder body 20. If it is desired to shorten the bending length, the restricting portion 60a may be formed in a convex shape.
[0045]
  The discharge valve plate 63 has two discharge reed valves 63a corresponding to the two sets of discharge holes 68, and a large-diameter circular hole 70 surrounding the four sets of suction holes 67 so as not to be closed. Provided. The discharge reed valves 63a are formed by cutting a slit in the discharge valve plate 63 along its outer shape.
[0046]
  Further, the upper surface of the valve seat plate 62 penetrates the circular hole 70 and corresponds to the corresponding pump cylinder head 23.₁, 23₂An annular partition wall 62a that is fitted to the inner peripheral surface of the suction chamber 52 is integrally provided, and the suction chamber 52 and the discharge chamber 51 are partitioned by the annular partition wall 62a.
[0047]
  As shown in FIG. 5, the side wall of the pump cylinder body 20 is provided with a valve mounting hole 71 that opens to the outer surface thereof, and a relief hole 72 that penetrates the bottom wall of the valve mounting hole 71. An annular groove 77 communicating with the working chamber 37 is formed in a portion of the inner peripheral surface of the pump cylinder body 20 facing the pump piston 25.
[0048]
  The valve housing 73 has the first communication pipe 55.₁The valve housing 73 is hermetically fitted to the outer periphery of the first communication pipe 55.₁A through hole 74 that communicates with the inside of the first communication pipe 55.₁A plurality of holes are formed in the peripheral wall. The valve housing 73 accommodates a relief valve 75 that can open and close the relief hole 72 and a valve spring 76 that urges the relief valve 75 in a closing direction with a predetermined set load.
[0049]
  In FIG. 4, each pump cylinder head 23₁, 23₂The inspection hole 80 that is provided at the end and reaches the suction chamber 52 is normally closed with a bolt 81.
[0050]
  Thus, during operation of the engine E, when the pump crankshaft 26 of the compressor C is driven by the valve operating camshaft 11, the pump piston 25 is forced to reciprocate via the connecting rod 40. First and second pump chambers 36₁, 36₂In, depressurization and pressurization are repeated alternately.
[0051]
  First pump chamber 36₁When the pressure is reduced, the discharge holes 68 are closed by the discharge reed valves 63a and the suction holes 67 are opened by the suction reed valves 61a, so that air in the intake manifold (not shown) of the engine E is communicated from the suction conduit 56 through the first communication pipe 56. Tube 55₁The pump chamber 36 sequentially passes through the suction chamber 52 and the suction hole 67.₁Inhaled. The pump chamber 36₁During the pressurization of the pump chamber 36, the suction chamber 67 is closed by the suction reed valves 61a, and the discharge holes 68 are opened by the discharge reed valves 63a.₁Pressurized air from the discharge hole 68 to the discharge chamber 51 and the second communication pipe 55.₂Then, the fuel is supplied to the supercharging port 6 of the engine E through the discharge conduit 57 sequentially.
[0052]
  The second pump chamber 36₂During decompression of the first pump chamber 36₁.., And the intake reed valve 61 a... Are opened, the air in the intake manifold of the engine E flows from the intake conduit 56 to the first communication pipe 55.₁Without passing through the suction chamber 52, the suction hole 67, and the pump chamber 36.₂Inhaled. The pump chamber 36₂During the pressurization of the first pump chamber 36₁The pump chamber 36 is closed by closing the suction reed valves 61a, and opening the discharge reed valves 63a.₂Pressurized air from the discharge hole 68 to the discharge chamber 51, and the second communication pipe 55₂The fuel is discharged to the discharge conduit 57 without passing through and is supplied to the supercharging port 6 of the engine E.
[0053]
  By the way, in the compressor C, the first and second pump chambers 36 are provided by one pump piston 25.₁, 36₂Are alternately operated, the size of each part of the pump piston 25 per total unit discharge amount can be reduced, and the compressor C can be greatly downsized.
[0054]
  Since the pump crankshaft 26 is supported on both side walls of the pump cylinder body 20 via a pair of ball bearings 29 and 30, the pump crankshaft 26 can be firmly supported by the highly rigid pump cylinder body 20. .
[0055]
  Further, since the pump piston 25 is driven from the pump crankshaft 26 via the connecting rod 40, the change in the swing speed of the connecting rod 40 with respect to the piston pin 39 is smooth during the rotation of the pump crankshaft 26. As shown, the change in the rotational speed of the needle bearing 42 that supports the piston pin 39 is always smooth, and the durability can be enhanced.
[0056]
  Further, since the pump piston 25 slides directly in the cylinder hole 24 of the pump cylinder body 20 without providing a piston ring, power loss due to the sliding resistance can be suppressed to a small value. However, since there is no piston ring, each pump chamber 36₁, 36₂It is inevitable that the high pressure air leaks into the working chamber 37 through a minute gap between the pump piston 25 and the inner surface of the cylinder hole 24. 1 and second pump chamber 36₁, 36₂The difference between the pressure during pressurization and the pressure in the working chamber 37 is reduced. As a result, the amount of gas leakage into the working chamber 37 decreases, and each pump chamber 36₁, 36₂The operating efficiency can be increased.
[0057]
  When the internal pressure of the working chamber 37 is increased to a specified pressure or higher, the relief valve 75 is opened to reduce the excess pressure in the working chamber 37 to the low-pressure first communication pipe 55.₁Therefore, excessive pressure increase in the working chamber 37 can be prevented, and the durability of the oil seal 32 and other sealing portions can be enhanced, and gas leakage from the working chamber 37 to the cylinder head 1b of the engine E can be prevented. Can be prevented. The first communication pipe 55₁The gas discharged to the first and second pump chambers 36₁, 36₂Since it is inhaled again, there is no waste and no waste.
[0058]
  Next, the lubrication apparatus for the engine E and the compressor C will be described with reference to FIGS.
[0059]
  First, in FIGS. 12 and 13, the lubricating device of the engine E includes an oil pan 83 that stores lubricating oil and a plunger-type first lubricating pump that sucks the lubricating oil from the oil pan 83 through a strainer 84 as usual. P₁And this first lubrication pump P₁Pressure oil passage 87a for guiding the lubricating oil discharged from the engine to a lubricating portion 86 (piston, crankshaft, valve mechanism, etc.) inside the engine, and a low pressure for returning the lubricating oil that has been lubricated by the lubricating portion 86 to the oil pan 83. And an oil passage 87b. The pressurized oil passage 87a and the low-pressure oil passage 87b constitute an engine lubricating oil passage 87.
[0060]
  Next, the lubricating device for the compressor C will be described. The engine lubricating oil passage 87 is connected to a bypass oil passage 88 that bypasses the lubricating portion 86, and the compressor lubricating oil passage branched from the middle of the bypass oil passage 88. 89 is a plunger type second lubrication pump P₂To the compressor C. An orifice 90 is provided in the upstream portion of the bypass oil passage 88 to restrict an excessive amount of lubricating oil from flowing into the bypass oil passage 88 from the pressurized oil passage 87a and to ensure an appropriate hydraulic pressure in the bypass oil passage 88. It is like that.
[0061]
  Second lubrication pump P₂Includes a pump main body 92 fixed to the outer surface of the pump cylinder main body 20 of the compressor C, a plunger 91 slidably fitted in a cylinder hole 92a of the pump main body 92 to define a pump chamber 93, a pump A solenoid 95 that is attached to the upper surface of the main body 92 and applies a discharge operation to the plunger 91 via the movable core 94 when excited, and a return spring 97 that biases the plunger 91 in the suction operation direction via the retainer 96; The first lubrication pump P of the engine E₁It is configured in a smaller capacity type.
[0062]
  The pump main body 92 includes a suction port 98 that communicates the compressor lubricating oil passage 89 to the pump chamber 93, and an inner peripheral surface of the pump chamber 93 that faces the pump piston 25 of the pump cylinder main body 20 of the compressor C. A discharge port 99 communicating with the groove 77 is provided, and a suction valve 100 and a discharge valve 101 are mounted on the suction port 98 and the discharge port 99, respectively.
[0063]
  A cover 102 that covers the solenoid 95 is joined to the pump main body 92, and an adjustment bolt 103 (stroke adjusting means) that adjusts the operating stroke of the plunger 91 is screwed to the cover 102 via the movable core 94. Therefore, by adjusting the operating stroke of the plunger 91 by moving the adjusting bolt 103 forward and backward, the discharge amount of the lubricating oil can be adjusted without changing the operating cycle of the plunger 91. It is possible to easily cope with changes and changes in the environment.
[0064]
  The adjustment bolt 103 is embedded with a proximity switch 120 as a sensor that is turned on and off in accordance with the contact and separation of the movable core 94 with respect to the bolt 103, and an electric circuit that connects the proximity switch 120 and the power source 121. In addition, an engine operation detection switch 123 interlocked with an ignition switch of the engine E and an indicator lamp 122 are connected in series. Since the engine operation detection switch 123 is closed during the operation of the engine E, the second lubrication pump P₂Is operating normally, the proximity switch 120 is turned on and off as the movable core 94 reciprocates, and the display lamp 122 blinks. On the other hand, the second lubrication pump P is in spite of the operation of the engine E.₂If the switch does not operate due to failure, the proximity switch 120 remains on or off, and the display lamp 122 is kept on or off. Therefore, by checking the state of the display lamp 122, the second lubricating pump P₂Normality and abnormalities can be confirmed.
[0065]
  The compressor lubricating oil passage 89 is given a predetermined volume so as to have an oil reservoir function, and a predetermined drop H is provided between the upper inlet and the lower outlet. A filter 104 is mounted on the inlet side of the compressor lubricating oil passage 89 so that the filtration surface is exposed to the flow of engine lubricating oil in the bypass oil passage 88.
[0066]
  Thus, during operation of the engine E, the first lubrication pump P₁Although most of the lubricating oil discharged from the oil is supplied to the lubricating portion 86 through the pressurized oil passage 87a, a part of the lubricating oil flows to the bypass oil passage 88 while the flow rate is regulated by the orifice 90, and a part thereof is a lubricating oil passage for a compressor. The remainder flows to the 89 side, and after passing through the bypass oil passage 88, the remainder joins the lubricating oil that has finished lubrication of the lubricating portion 86 in the low pressure oil passage 87 b and returns to the oil pan 83.
[0067]
  During this time, the second lubrication pump P₂Then, the plunger 91 reciprocates by repeating excitation and demagnetization of the solenoid 95, that is, performs a pump operation. During the suction stroke, the lubricant is sucked into the pump chamber 93 from the compressor lubricating oil passage 89, and during the discharge stroke. The lubricating oil is supplied from the discharge port 99 to the annular groove 77 on the inner peripheral surface of the pump cylinder body 20.
[0068]
  The annular groove 77 forms an oil reservoir with the outer peripheral surface of the pump piston 25, and the sliding surface between the pump cylinder body 20 and the pump piston 25 is effective due to the lubricating oil held in the oil reservoir. Lubricated.
[0069]
  In addition, the lubricating oil supplied to the annular groove 77 also flows into the working chamber 37 of the pump piston 25 and is scattered by the reciprocating motion of the pump piston 25 to provide ball bearings 29 and 30 that support the pump crankshaft 26. The needle bearings 41 and 42 that are held in the oil reservoir 46 of the connecting rod 40 and support the crank pin 26a and the piston pin 39 through the oil holes 47 and 48, respectively, are lubricated.
[0070]
  These lubricating oils pass through the gap between the sliding surfaces of the pump cylinder body 20 and the pump piston 25 as the pump piston 25 reciprocates.₁, 36₂Leaks little by little, and is supplied to the engine E together with the supercharged air for consumption.
[0071]
  By the way, since the lubricating oil always flows in the bypass oil passage 88 and bubbles do not stay, the lubricating oil not containing the bubbles can be drawn into the compressor lubricating oil passage 89 while being filtered by the filter 104. Moreover, since the compressor lubricating oil passage 89 has an oil reservoir function and is disposed with the inlet facing upward, there is little flow of lubricating oil in the compressor lubricating oil passage 89, so there are bubbles in the oil. Even if this occurs, the bubbles immediately rise up the compressor lubricating oil passage 89 and move to the bypass oil passage 88 and are discharged to the oil pan 83 together with the lubricating oil passing therethrough. Further, relatively large bubbles generated in the engine lubricating oil passage 87 are prevented from entering the compressor lubricating oil passage 89 by the filter 104. Therefore, the second lubrication pump P₂Can always supply an appropriate amount of lubricating oil free of bubbles from the compressor lubricating oil passage 89 to the compressor C, and can accurately lubricate it.
[0072]
  In addition, since the filter 104 is exposed to the flow of engine lubricating oil in the bypass oil passage 88, the flow is always cleaned by the flow and foreign matter does not accumulate, and a so-called self-cleaning effect is obtained. Second lubrication pump P due to clogging of filtration surface₂It is possible to prevent a decrease in the amount of inhalation.
[0073]
  Further, since a predetermined drop H is provided between the upper inlet and the lower outlet of the compressor lubricating oil passage 89, the suction port 98 of the compressor C receives the own weight of the lubricating oil in the compressor lubricating oil passage 89. The second lubrication pump P₂Can supply the lubricating oil to the compressor C without delay simultaneously with the start of the operation. The compressor C can change the mounting angle in accordance with the engine configuration, but the second lubricating pump P can be changed accordingly.₂The form of each oil passage can also be changed.
[0074]
  In FIG. 14, the second lubrication pump P₂The operation of the control unit 106₁Controlled by the control unit 106₁Controls the operation of the fuel injection valve 105 for injecting fuel into the engine E.
[0075]
  Control unit 106₁Is a fuel injection amount calculation means 107 for calculating the fuel injection amount of the fuel injection valve 105 according to the operating state of the engine E, and the fuel injection valve 105 based on the fuel injection amount calculated by the fuel injection amount calculation means 107. Fuel injection valve integration means for integrating the fuel injection amount calculated by the fuel injection valve driving means 108 and the fuel injection amount calculation means 107 and outputting a drive command signal each time the integrated value exceeds the set injection amount A drive command signal is input from means 109, start determination means 110 for determining start of engine E and outputting a drive command signal when engine E is started, and start determination means 110 and fuel injection amount integration means 109. According to the second lubrication pump P₂Pump drive means 111 for driving₁With.
[0076]
  The fuel injection amount calculation means 107 includes an engine speed N_E, Throttle opening θ_TH, Intake pressure P_B, Engine coolant temperature T_W, Large temperature T_AAnd atmospheric pressure P_AIs inputted, and the fuel injection amount calculation means 107 calculates the injection time TiM of the fuel injection valve 105 as (TiM = TiMM × K) as corresponding to the fuel injection amount by the fuel injection valve 105.
[0077]
  Here, TiMM is the engine speed N_EAnd throttle opening θ as engine load_THIs a basic fuel injection time obtained by a map determined in advance, and K is the intake pressure P_B, Atmospheric pressure P_A, Large temperature T_AAnd engine coolant temperature T_WIs a correction term based on. Intake pressure P as engine load_BAnd engine speed N_EA map of the basic fuel injection time TiMM corresponding to_A, Large temperature T_AAnd engine coolant temperature T_WIn any case, the fuel injection amount calculation means 107 may determine the engine speed N_EAnd the basic fuel injection time TiMM as the basic fuel injection amount based on the engine load is at least the atmospheric pressure P_A, Large temperature T_AAnd engine coolant temperature T_WAnd the combustion injection time TiM corresponding to the fuel injection amount is determined.
[0078]
  In the fuel injection amount integration means 109, processing according to the procedure shown in FIG. 15 is executed. In step S1, the fuel injection time corresponding to the fuel injection amount obtained by the fuel injection amount calculation means 107 is integrated. Thus, an integrated value of the fuel injection time corresponding to the fuel injection amount is obtained.
[0079]
  In step S2, it is determined whether or not the integrated value of the fuel injection time corresponding to the fuel injection amount exceeds the set time corresponding to the set injection amount, and when it exceeds, the flag FU is set to “1” in step S3 and driven. A command signal is output and the integrated value is cleared in step S4.
[0080]
  The start determination means 110 is an on / off signal of the engine operation detection switch 123 and the engine speed N_EOn the basis of the engine speed, the engine operation detection switch 123 is on, and the engine speed N_EIs determined to be equal to or higher than the set rotational speed, and the engine E is started, and a drive command signal with the flag FS set to “1” is output in response to the start determination.
[0081]
  Pump drive means 111₁In accordance with the drive command signal from the fuel injection amount integrating means 109 and the drive command signal from the start determining means 110 according to the procedure shown in FIG.₂In step S11, it is determined whether or not the flag FS is “1”, that is, whether or not the start determination unit 110 outputs a drive command signal based on the start determination of the engine E. .
[0082]
  When it is determined in step S1 that FS = 1, that is, when the mouth command signal is output from the start determination means 110 in response to the start of the engine E, after setting the flag FS to “0” in step S12. In step S13, the second lubrication pump P₂The second lubrication pump P₂To drive.
[0083]
  When it is determined in step S11 that FS = 0, that is, before the engine E is started, and even after the engine E is started, in the process after FS = O is set in step S12, the flag FU is set in step S14. Is determined to be “1”. This flag FU is “1” when the fuel injection amount integration means 109 outputs a drive command signal in response to the determination that the integrated value of the fuel injection amount exceeds the set injection amount. This is a processing step for determining whether or not the integrated value of the fuel injection amount exceeds the set injection amount.
[0084]
  If it is determined in step S14 that FU = 1, the flag FU is set to “0” in step S15, the timer is set in step S16, and then the process proceeds to step S13.
[0085]
  If it is determined in step S14 that FU = 0, the process proceeds from step S14 to step S17. In step S17, it is determined whether the time measured by the timer has passed the set time, and before the set time has elapsed. In this state, in step S18, the second lubrication pump P₂When it is determined in step S17 that the set time has elapsed, the energization of the solenoid 95 is stopped in step S19.
[0086]
  Such pump drive means 111₁According to the second lubrication pump P, the start determination unit 110 determines that the engine E has started, only for a time corresponding to one calculation processing cycle time.₂Is driven once, and every time the integrated value of the fuel injection amount of the fuel injection valve 105 exceeds the set injection amount, the second lubrication pump P₂Will be driven.
[0087]
  Such a second lubrication pump P₂According to the drive control, the second lubrication pump P corresponds to the work amount of the compressor C which is an auxiliary machine for the engine.₂Thus, the lubricating oil can be supplied to the compressor C in an appropriate amount without waste. That is, since the work amount of the compressor C linked to the engine E corresponds to the fuel injection amount of the fuel injection valve 105, the integrated value of the fuel injection amount corresponds to the integrated value of the work amount of the compressor C. The second lubrication pump P every time the integrated value exceeds the set injection amount₂Is driven for a set time, so that even when the work amount of the compressor C is small, the second lubrication is performed in an appropriate manner corresponding to the work amount of the compressor C while avoiding unnecessary supply of lubricating oil to the compressor C. Pump P₂Can be controlled. Moreover, the engine E including the fuel injection valve 105 always includes fuel injection amount calculation means 107 that calculates the fuel injection amount of the fuel injection valve 105 according to the operating state of the engine E, and the fuel injection amount calculation means 107. Using the calculated value of the second lubrication pump P₂The second lubrication pump P is controlled.₂In this drive control, the fuel injection control device can be used effectively while avoiding adding a detector or the like as much as possible.
[0088]
  Moreover, since the lubricating oil is not supplied unnecessarily even when the amount of work of the supercharging compressor C is small, mixing of the lubricating oil during intake from the compressor C to the engine E can be minimized. .
[0089]
  Further, the fuel injection amount calculation means 107 is provided with an engine speed N of the engine E._EAnd the basic fuel injection amount based on the load, at least the atmospheric pressure P_A, Large temperature T_AAnd engine coolant temperature T_WSince the fuel injection amount is determined based on the correction, the appropriate amount of lubricating oil suitable for the operating state of the engine E, that is, the operating state of the compressor C, can be supplied to the compressor C.
[0090]
  Further, start of the engine E is determined by the start determination means 110, and when the engine E is started, the second lubrication pump P is received in response to a drive command signal being dripped from the start determination means 110.₂Is driven only once, a predetermined amount of lubricating oil is supplied to the compressor C after the engine E is started, and it is possible to prevent a lubrication delay from occurring. Moreover, the second lubrication pump P is activated in response to the ignition switch being turned on.₂Is not started, and therefore no unnecessary lubricating oil is supplied by turning on / off the ignition switch.
[0091]
  FIG. 17 illustrates the present invention.FruitExamples are shown above.Reference exampleThe parts corresponding to are assigned the same reference numerals.
[0092]
  Second lubrication pump P₂And the operation of the fuel injection valve 105 is controlled by the control unit 106.₂Which is controlled by the control unit 106.₂Is a fuel injection amount calculation means 107 for calculating the fuel injection amount of the fuel injection valve 105 according to the operating state of the engine E, and the fuel injection valve 105 based on the fuel injection amount calculated by the fuel injection amount calculation means 107. The fuel injection valve driving means 108 for driving the engine, the work amount calculating means 113 for calculating the work amount of the compressor C, and the work amount calculated by the work amount calculating means 113 are integrated and the integrated value indicates the set work amount. A work integration means 114 that outputs a drive command signal each time it exceeds, a start determination means 110 that determines the start of the engine E and outputs a drive command signal when the engine E starts, the start determination means 110 and the work amount In response to the drive command signal input from the integrating means 114, the second lubrication pump P₂Pump drive means 111 for driving₂With.
[0093]
  The work amount calculation means 113 includes a suction pressure P of the compressor C._S, Discharge pressure P_CAnd engine speed N_EIs entered. Thus, the work amount calculation means 113 has a discharge pressure P_CTo suction pressure P_SA map of the work amount corresponding to the differential pressure obtained by subtracting ½ and the rotation speed of the compressor C, that is, 1/2 of the rotation speed of the engine E, is set in advance. Pressure P_S, Discharge pressure P_CAnd engine speed N_EBased on the above, the work amount is calculated by the map.
[0094]
  The work amount integrating means 114 integrates the work amount calculated by the work amount calculating means 113 and outputs a drive command signal every time the integrated value exceeds the set work amount.
[0095]
  Pump driving means 111₂Corresponds to the second lubrication pump P only once in response to the start determining means 110 determining that the engine E has started.₂And the second lubrication pump P lasts for a set time each time the integrated value of the work load of the compressor C exceeds the set work amount.₂Drive.
[0096]
  thisFruitAccording to the embodiment, the second lubrication pump P corresponds to the work amount of the compressor C.₂Thus, the lubricating oil can be supplied to the compressor C in an appropriate amount without waste.
[0097]
  more than,Reference examples andAlthough the embodiments of the present invention have been described in detail, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. is there.
[0098]
【The invention's effect】
  As described above, according to the first aspect of the present invention,By changing the oil supply interval by the lubrication pump in accordance with the work amount of the compressor, the lubricant can be supplied to the compressor in an appropriate amount without waste.
[0099]
  According to the invention of claim 2,JunIt is possible to prevent the occurrence of slip delay, and there is no wasted lubricant supply by turning on / off the ignition switch..
[Brief description of the drawings]
[Figure 1]Reference exampleVertical side view of a supercharged engine for motorcycles in Japan
2 is a sectional view taken along line 2-2 in FIG.
3 is a sectional view taken along line 3-3 in FIG.
[Fig.4] Enlarged vertical side view of compressor
5 is a cross-sectional view taken along line 5-5 of FIG.
6 is a sectional view taken along line 6-6 in FIG.
7 is a view taken along arrow 7 in FIG.
FIG. 8 is an exploded plan view of the main part of the compressor.
FIG. 9 is an exploded vertical sectional view of the main part of the compressor.
FIG. 10 is a diagram showing opening / closing timings of an intake valve, an exhaust valve and a supercharging valve of an engine and an operation timing of a pump piston of a compressor
FIG. 11 is a diagram showing a change in rotational speed of a needle bearing on the pump piston side in a compressor.
FIG. 12 is a longitudinal sectional view of a lubrication pump that supplies lubricating oil to a compressor.
13 is a sectional view taken along line 13-13 in FIG.
FIG. 14 is a block diagram showing a configuration of a control unit that drives a lubrication pump and a fuel injection valve.
FIG. 15 is a flowchart showing a processing procedure in the fuel injection amount integrating means.
FIG. 16 is a flowchart showing a processing procedure in the pump driving means.
FIG. 17Reality of the present inventionExample,Block diagram corresponding to FIG.
[Explanation of symbols]
105 ... Fuel injection valve
107: Fuel injection amount calculation means
109 ... Fuel injection amount integrating means
110 ... start determination means
111 ₂ ..Pump drive means
113 ... Work amount calculation means
114... Work accumulation means
C ...CoNpressa
E ... Engine
P₂.... Lubrication pump

Claims (2)

Lubrication for controlling the drive of a lubrication pump (P ₂ ) connected to a predetermined portion of a supercharged compressor (C) linked to the engine (E) so as to be able to operate independently of the engine (E). In the drive control device of the pump,
The work amount calculating means (113) for calculating the work amount of the compressor (C) based on the rotation speed and the supercharging pressure of the compressor (C), and the work amount calculated by the work amount calculating means (113) A work amount integrating means (114) that outputs a drive command signal every time the integrated value exceeds a set work amount, and the lubrication pump (in response to a drive command signal output from the work amount integrating means (114)) And a pump driving means (111 ₂ ) for driving P ₂ ) for a set time . It includes start determination means (110) for determining the start of the engine (E) and outputting a drive command signal when the engine (E) is started. The pump drive means (111 ₂ ) includes the start determination means (110). The drive control device for a lubrication pump according to claim 1 , wherein the lubrication pump (P ₂ ) is driven only once in response to a drive command signal output .

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