CN111810272A

CN111810272A - Novel racing car dry oil pan lubricating system and design method thereof

Info

Publication number: CN111810272A
Application number: CN202010691615.9A
Authority: CN
Inventors: 石振; 周浩银; 姜彦宏; 李雨洁
Original assignee: Hubei University of Automotive Technology
Current assignee: Hubei University of Automotive Technology
Priority date: 2020-07-17
Filing date: 2020-07-17
Publication date: 2020-10-23

Abstract

The invention belongs to the technical field of vehicle lubricating systems, and discloses a novel dry oil pan lubricating system for a racing car and a design method thereof, wherein a design target is formulated, basic parameters are determined, and the approximate positions of all parts and a pipeline connecting method are determined; selecting the type of the oil pump, and designing system parts, wherein the system parts comprise an oil collecting tray, an oil tank, an oil cake and a lubricating pipeline; virtually assembling the designed test parts to solve interference; processing test parts, assembling a dry system, testing the dry system, collecting test data and analyzing results; assembling a whole vehicle system, loading a dry type lubricating system for testing, and carrying out a real vehicle test of the dry type system; and collecting real vehicle test data and carrying out data analysis. The invention can improve the power of the engine, reduce the power loss of the engine, provide reliable oil supply, enhance the lubricating performance of the engine, reduce the center of gravity of the engine and improve the operation stability of the vehicle.

Description

Novel racing car dry oil pan lubricating system and design method thereof

Technical Field

The invention belongs to the technical field of vehicle lubricating systems, and particularly relates to a novel dry oil pan lubricating system for a racing car and a design method of the novel dry oil pan lubricating system.

Background

At present, the automobile industry has a history of more than one hundred years so far, and various technologies are continuously improved and improved along with the improvement of science and technology. In order to better serve the development of society and people's requirements for vehicle performance and reliability, more advanced technologies are required to be applied to vehicles. Since the day of birth, automobile engines have been the most vulnerable parts to failure, and these problems are usually caused by overheating or insufficient lubrication of the engine. The oil-gas mixture is violently combusted in an engine cylinder to release power to push the crank-link mechanism, the valve actuating mechanism and other moving rotating parts. The motion is friction, and the friction in the engine can damage parts, influence the performance of the engine and reduce the service life of the engine. On a high-performance high-rotating-speed engine with stronger power, whether the design of the lubricating system succeeds or not directly determines the success or failure of the design of the engine.

The SAE equation (Formula SAE) series originated in 1978, a student's equation race held by the society of automotive engineers for the present or research students within 7 months of reading or graduation, requiring the manufacture of a full-fledged racing car within a year that is excellent in acceleration, braking, handling, and is sufficiently stable and durable to successfully complete all of the project leisure races listed in the regulations. Pre-race fleets typically design, manufacture and test racing cars in 8 to 12 months. In comparison with college representatives from all over the world, the events give the fleet an opportunity to demonstrate and demonstrate their creativity and engineering capabilities.

In 2009, the formula fuel automobile competition (hereinafter referred to as "FSC") of college students in china is a brand new competition elaborately created by the society of automotive engineering and its cooperative member unit in combination with the situation of china on the basis of learning and summarizing the relevant experiences of the countries of america, japan, and germany, and has been successfully played eight times to date.

At present, the technical level of the prior art is still in a development stage, 85% of motorcades still use the traditional wet lubrication system, and only the racing cars of several motorcades with rapid technical development are equipped with the dry lubrication system. The dry type lubricating system is high in cost and complex in structure, the transformation degree of the engine is deep, the reliability of the engine can be seriously influenced by improper treatment, and even the waste engine can be reported. In the case of an incomplete fleet technology reserve, the engine lubrication regime cannot be easily changed.

In combination with the above analysis, it is known from the rules of the FSAE dynamic project race that the performance requirements of the lubrication system of the FSAE racing car are mainly focused on the aspects of functionality, reliability, and the like. Because the traditional wet lubrication system has a high oil pan, the position of an engine on the whole vehicle cannot be reduced, the gravity center of the whole vehicle is high, and the dynamic performance of the vehicle is poor. During intense competition, the performance of the vehicle directly determines the performance of the vehicle.

When the engine works, many transmission parts move relatively at high speed in a small clearance, such as a crankshaft main journal and a main bearing, a crank pin and a connecting rod bearing, a cam journal and a cam bearing, a piston ring and a cylinder wall surface, various kinematic pairs and transmission gear pairs of a gas distribution mechanism, and the like. Although the working surfaces of these parts are finely machined, the surfaces are, on an enlarged scale, rough. Without lubricating these surfaces, strong friction will occur between them. The dry friction between the metal surfaces not only increases the power consumption of the engine and accelerates the abrasion of the working surfaces of the parts, but also may cause the physical and chemical capacities of the parts to be reduced due to the burning loss of the working surfaces of the parts caused by the heat generated by the friction, and the engine cannot run due to the damage.

The lubricating system has the function of continuously conveying clean engine oil with sufficient quantity and proper temperature to all friction surfaces of the transmission parts when the engine works, and an oil film is formed between the friction surfaces to realize liquid friction. Therefore, the friction resistance is reduced, the power consumption is reduced, and the abrasion of parts is reduced, so that the aims of improving the working reliability and the durability of the engine are fulfilled.

Dry lubrication systems are distinguished and defined by the amount of oil in the sump, which is conventionally filled with oil waiting to be drained, whereas dry sumps have a very small amount of oil, which is the oil that is drained. In contrast to the wet type, the dry oil pan contains very little oil, and is called a dry oil pan, and a lubrication system using the dry oil pan is a dry lubrication system.

Through the above analysis, the problems and defects of the prior art are as follows: in the prior art, a traditional wet lubrication system is used, the service performance improvement effect of an engine is poor, and a dry lubrication system is equipped in the prior art. The dry type lubricating system is high in cost and complex in structure, the engine is deeply transformed, the reliability of the engine is seriously affected by improper treatment, and even a waste engine is reported;

the bottom of the wet oil sump is too high, so that the oil pressure is unstable when the racing car turns or accelerates, the engine oil is gathered to one side, and the engine oil cannot be pumped in time by the engine oil strainer;

the height of the bottom of the wet oil sump is too high, so that the gravity center height of the racing car cannot be reduced during design.

The engine oil in the bottom of the wet oil bottom shell is concentrated at the bottom of the engine, and partial power of the engine can be lost due to oil stirring resistance existing during the operation of a crankshaft of the engine;

the engine oil in the bottom of the wet oil bottom shell is at the bottom of the engine and is too close to the heat source of the engine, so that the heat dissipation effect of the engine oil is not ideal.

The difficulty in solving the above problems and defects is: the dry type lubricating system needs to be provided with an oil collecting tray, an external oil pump, an engine oil tank and an oil cake, and is complex;

the oil collecting tray has an internal structure design, so that the engine oil pressure is required to be ensured to be linear along with the change of the rotating speed of an engine, and the processing reliability and the maximum limit reduction height are also required to be ensured;

the design of the oil-gas separation structure in the engine oil pipe ensures that the waste gas of the crankcase entering the engine oil tank is thoroughly separated from the engine oil and the engine oil is timely supplied under the limit working condition;

the significance of solving the problems and the defects is as follows:

the power of the engine is improved, and the kinetic energy loss of the engine is reduced;

reliable oil supply is provided, and the lubricating performance of the engine is enhanced;

the center of gravity of the engine is lowered, and the operation stability of the vehicle is improved.

Disclosure of Invention

Aiming at the problems in the prior art, the invention provides a novel dry oil pan lubricating system for a racing car and a design method thereof.

The invention is realized in this way, and a design method of a novel racing car dry oil sump lubricating system comprises the following steps:

1) formulating a design target, determining basic parameters, and determining the approximate positions of all parts and a pipeline connection method;

2) selecting the type of the oil pump, and designing system parts, wherein the system parts comprise an oil collecting tray, an oil tank, an oil cake and a lubricating pipeline;

3) virtually assembling the designed test parts to solve interference;

4) processing test parts, assembling a dry system, testing the dry system, collecting test data and analyzing results;

5) assembling a whole vehicle system, loading a dry type lubricating system for testing, and carrying out a real vehicle test of the dry type system;

6) and (4) acquiring real vehicle test data, analyzing the data, completing design and summarizing experience.

Further, in the step 4), after analyzing the result, performing problem feedback on the basic parameters determined in the step 1) according to the analysis result, and performing optimal design on the basic parameters.

Further, in step 6), after data analysis is performed, problem feedback is performed on the oil pump model selection and the design of system parts in step 2) according to the analysis result, and the design is optimized.

Further, the oil collecting disc consists of a flange and a part below the flange, the thickness of the flange of the oil collecting disc is 6mm, the size of an oil outlet of the oil collecting disc before tapping is 17mm, the wall thickness of the oil outlet is 4.5mm, and the height below the flange of the oil collecting disc is 24.1 mm;

the transverse wall thickness of the flange is 3.9mm, the wall thickness of the flange is the same as that of the joint of the flange on the engine, and the wall thickness of the part below the flange is 3 mm.

Further, a wedge-shaped structure is arranged in the middle of the inside of the oil collecting tray, a sensor mounting hole is formed in the side face of the oil collecting tray, an engine oil temperature sensor is mounted in the sensor mounting hole, and an engine oil pressure sensor is mounted at the position of an engine oil pressure switch of the original machine.

Further, the design parameters of the oil tank comprise the heat dissipation capacity j of engine oil and the flow rate q of the engine oil_vAnd an oil volume Q;

the oil heat dissipation j is determined by:

θ_j＝α₀*σ_i(kj/h)

in the formula: theta_jHeat (kj/h), σ, carried away for the oil_iHeat generated by combustion of fuel per hour of the engine, alpha₀Is the percentage of the heat dissipation capacity of the engine oil to the heat productivity, alpha₀＝0.015-0.025；

Due to sigma_i＝3600P/η_e，

So theta_j＝α₀*3600P/η_e，

Where P is the effective power of the internal combustion engine, η_eIs effective efficiency;

oil circulation amount required in engine:

q_v＝θ_j/(τ*c_j*Δt)(L/h) (3.2)

in the formula: τ is the specific gravity of the engine oil, c_jThe specific heat capacity of the engine oil, and delta t is the temperature rise of the engine oil in the process of completing one cycle;

the oil volume Q of the oil tank is determined by

V is the actual oil pumping amount of the oil pump in one hour, and t is the cycle number of the engine per minute.

Furthermore, a flow guide pipe is arranged in the middle of the oil-gas separator of the oil tank, the lower part of the oil-gas separator is in an inverted funnel shape, oil can flow into the oil stabilizing cavity at the lowest part through the two layers of punching clapboards after passing through the oil-gas separator, and a transparent liquid viewing pipe is arranged on the side wall of the oil tank;

the machine oil tank adopts the following mode to prevent the shock of machine oil in the machine oil tank:

a) the bottom area of the oil tank is reduced, and the height of the oil level is increased;

b) the bottom of the oil tank is designed into a conical structure;

c) a partition plate is arranged in the oil tank and is perforated.

Further, an oil inlet is arranged on the oil cake, the oil inlet is tangent to the inner wall of the oil cake, the bottom edge of the inside of the oil cake is rounded, an O-shaped sealing ring mounting groove is formed in the contact surface of the oil cake and the engine, the oil cake is connected with the engine and the oil filter is connected with the oil cake through stud bolts, one end of each stud bolt is an internal thread the same as that of an original engine oil filter of the engine, and the other end of each stud bolt is an external thread the same as that of the thread specification of the installation position of the original engine oil filter.

Further, in the step 5), when the whole vehicle system is assembled, the sub-assembly is firstly carried out in the whole assembly process, then the system assembly is carried out, and the oil tank and the vehicle frame are fixed and flexibly connected from inside to outside and from bottom to top.

Another object of the present invention is to provide a novel racing car dry sump lubrication system.

It is a further object of the invention to provide a computer device comprising a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to perform the steps of:

determining the positions of all parts and basic parameters in pipeline connection;

selecting an oil collecting tray, an oil tank, an oil cake and a lubricating pipeline;

virtually assembling the parts;

collecting and analyzing data of the assembled dry type lubricating system;

loading the dry type lubricating system for testing, and carrying out finished automobile data testing;

and collecting real vehicle test data and carrying out data analysis.

It is another object of the present invention to provide a computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to perform the steps of:

virtually assembling the parts;

collecting and analyzing data of the assembled dry type lubricating system;

and collecting real vehicle test data and carrying out data analysis.

By combining all the technical schemes, the invention has the advantages and positive effects that:

1) the power of the engine is improved, the power loss of the engine is reduced, only very little engine oil exists in the oil pan of the dry oil pan, the oil stirring resistance does not exist when the crankshaft of the engine runs, the multistage parallel oil return pump increases the vacuum degree of the crankcase, the resistance of the crankshaft and the piston is reduced when the piston moves, and the power of the engine can be improved to a certain extent. Typically, CBR600RR engine power may be increased by 5kW using dry sump technology.

2) Providing reliable oil supply and enhancing the lubricating performance of the engine

The engine oil entering the main oil gallery of the engine comes from an external engine oil tank and is subjected to oil-gas separation. And the oil does not come from the oil pan, so the air content in the oil is lower, the temperature is lower, and the quality is better. The lubricating effect on the engine is enhanced, and the advantage is particularly obvious in a durable race. In the violent movement process of the racing car, the engine oil in the engine oil tank is slightly influenced by the lateral acceleration of the racing car, stable oil supply can be provided for the engine at any time, and the engine can always run efficiently and stably.

3) Reduce the center of gravity of the engine and improve the operation stability of the vehicle

Because the engine provided with the dry oil pan can be placed at a very low position of a frame, the mounting positions of all parts of the whole power assembly are lowered, the center of mass of the whole vehicle is lowered, the override stability of the whole vehicle is improved to a great extent, and the dry oil pan has obvious advantages in the aspects of over-bending speed, tire grip force and the like during FSAE racing field high-speed bending.

4) Improve the heat dissipation effect of the engine oil

Because the engine oil of the dry type lubricating system is stored in the external engine oil tank, the contact area of the external engine oil tank and the external environment is larger than that of the wet type oil pan, namely the windward area is large, and meanwhile, the engine oil flowing back to the engine oil tank from the engine can transmit part of heat to the environment in the driving process of the racing car through high-speed rotation, the temperature of the engine oil is reduced, and the lubricating effect of the engine oil cannot be reduced due to high temperature.

5) Maintain the relative vacuum state in the engine and reduce the internal resistance

Insufficient gas combusted in the running process of the engine can be mixed with engine oil, and the oil-gas separation device in the engine oil tank can effectively separate the engine oil from waste gas of a crankcase, so that the inside of the engine is kept in a relatively vacuum state, the running resistance of a crankshaft is reduced, and the power loss of the engine can be reduced

Technical effect or experimental effect of comparison:

compared with the traditional wet lubrication system, the design of the invention firstly needs to meet the condition that the engine oil pressure data of the engine is consistent when the racing car is static, when the rotating speed of the engine is increased and decreased, the engine oil pressure is synchronously changed along with the rotating speed of the engine, the temperature of the engine oil and the temperature of cooling liquid are normal, the engine oil pressure is not increased, the maximum pressure can only reach 73.1psi, the pressure release valve works normally, the oil quality is good, no air bubble exists, and no impurities exist. The performance effect of the design can still ensure that the engine oil pressure rises along with the rise of the engine speed under the limit condition when the racing car moves, and stably provides cooled lubricating oil for the interior of the engine, while the traditional wet lubricating system can cause the pressure of the engine to drop instantly in the processes of rapid acceleration, rapid deceleration and high-speed bending, and the engine cylinder is pulled seriously due to insufficient supply of the engine oil. From engine bench calibration data and the analysis of car racing way examination data, engine power compares and is equipped with the car racing promotion 5KW of former dress oil pan.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained from the drawings without creative efforts.

Fig. 1 is a flow chart of a design method of a novel racing car dry sump lubrication system according to an embodiment of the invention.

Fig. 2 is a schematic diagram of a design method of a novel racing car dry sump lubrication system according to an embodiment of the invention.

Fig. 3 is a schematic diagram of a third-order dry pump oil path structure according to an embodiment of the present invention.

Fig. 4 is a schematic structural diagram of a dry three-stage oil pump of Dailey engineering provided in the embodiment of the present invention.

Fig. 5 is a schematic structural diagram of an aviid third-order dry pump according to an embodiment of the present invention.

Fig. 6 is a schematic structural view of a roots rotor of a Dailey engineering dry pump provided in an embodiment of the present invention.

FIG. 7 is a schematic illustration of an oil pan oil take scheme provided by an embodiment of the present invention.

Fig. 8 is a structural view of a lubrication system according to an embodiment of the present invention.

Fig. 9 is a diagram of the relationship of the parts of the lubrication system according to the embodiment of the present invention.

FIG. 10 is a schematic diagram of a dry lubrication system according to an embodiment of the present invention.

FIG. 11 is a diagram of an oil pan mounting flange configuration provided by an embodiment of the present invention.

Fig. 12 is a structure diagram of an oil outlet of the oil collecting tray provided by the embodiment of the invention.

Fig. 13 is a side view of a collector provided by an embodiment of the present invention.

Fig. 14 is a side view of a collector pan shaft provided by an embodiment of the invention.

Fig. 15 is a schematic structural diagram of an oil-gas separator provided by an embodiment of the invention.

FIG. 16 is a schematic illustration of a sump configuration according to an embodiment of the present invention.

FIG. 17 is a schematic view of a sump sight tube according to an embodiment of the present invention.

FIG. 18 is a schematic view of the structure of the oil filler hole and the vent hole provided by the embodiment of the invention.

Fig. 19 is a schematic diagram of three-dimensional modeling of an oil cake provided by the embodiment of the invention.

Fig. 20 is a schematic structural view of a stud bolt according to an embodiment of the present invention.

Fig. 21 is a schematic structural diagram of a test bench for a dry lubrication system according to an embodiment of the present invention.

FIG. 22 is a diagram illustrating calibration results of an oil pressure sensor according to an embodiment of the present invention.

Fig. 23 is a schematic diagram of a calibration result of the temperature sensor according to the embodiment of the present invention.

Fig. 24 is a schematic diagram illustrating a temperature change of oil in the engine oil press during idle operation according to an embodiment of the present invention.

FIG. 25 is a schematic diagram illustrating a change in oil pressure when the engine is increasing in speed according to an embodiment of the present invention.

FIG. 26 is a schematic diagram of oil pressure conditions at high engine speed according to an embodiment of the present invention.

Fig. 27 is a schematic diagram of oil pressure and temperature data of a real-time test of the dry lubrication system according to the embodiment of the present invention.

Fig. 28 is a schematic view of oil pressure during heavy driving of a wet sump racing car according to an embodiment of the present invention.

FIG. 29 is a schematic diagram of a racing vehicle equipped with a dry lubrication system according to an embodiment of the present invention, in which the maximum lateral acceleration reaches 1.98G.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail with reference to the following embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

In view of the problems in the prior art, the invention provides a novel dry sump lubrication system for racing cars and a design method thereof, and the invention is described in detail below with reference to the accompanying drawings.

As shown in fig. 1, the design method of the novel dry sump lubrication system for racing cars provided by the embodiment of the invention includes:

s101, formulating a design target, determining basic parameters, and determining the approximate positions of all parts and a pipeline connection method;

s102, selecting the type of the oil pump, and designing system parts, wherein the system parts comprise an oil collecting tray, an oil tank, an oil cake and a lubricating pipeline;

s103, virtually assembling the designed test parts to solve interference;

s104, processing test parts, assembling a dry system, testing the dry system, collecting test data and analyzing results;

s105, assembling a whole vehicle system, loading a dry type lubricating system for testing, and carrying out a real vehicle test of the dry type system;

and S106, collecting real vehicle test data, analyzing the data, completing the design and summarizing experience.

In step S104, after analyzing the result, performing problem feedback on the basic parameters determined in step 1) according to the analysis result, and performing optimization design on the basic parameters.

In step S106, after data analysis, problem feedback is performed on the oil pump model selection and the design of system components in step 2) according to the analysis result, and the design is optimized.

The invention is further described with reference to specific examples.

1. The arrangement forms of different engine dry-type lubricating systems of different vehicles are different, the structure and the arrangement form of the dry-type lubricating system generally need to comprehensively consider the structure of the engine and the structural space of the whole vehicle, and the HONDA-CBR600RR engine is the object of the design and the modification. The east wind HUAT fleet of the automobile industry academy of north and Hubei, which has been used since 2011 racing season, is Honda CBR600RR engine, and all engines are engines after 07 years. The engine lubrication system structure was the same for the engine after 2007, and the lubrication parameters thereof are shown in the following table, and it is understood from table 3.1 that the maximum capacity of the engine oil of the original engine was 3.5L. When the engine speed is lower than 6000 revolutions, the oil pressure is increased along with the increase of the engine speed, when the engine speed reaches 6000 revolutions, the oil pressure reaches the maximum value allowed by the engine, when the engine speed continues to increase, the oil pressure continuously increases to reach the opening pressure of the pressure relief valve, and the pressure relief valve is opened to release the overhigh oil pressure, so that the oil pressure in an engine oil channel is stabilized at 505Kpa all the time. The working principle of the original engine oil pump is adopted, and the external engine oil pump needs a pressure relief valve to meet the pressure requirement of engine lubrication.

Generally, the dry-type oil pump has two-stage and three-stage types, the two-stage oil pump is a two-stage oil return pump, and the external oil pump is only responsible for pumping out the engine oil in the engine through the oil pan at the lowest part of the engine and conveying the engine oil to the external oil tank. Oil entering the engine oil gallery still requires the original engine oil pump to draw oil from the external oil sump and into the engine oil gallery.

The two-stage oil pump has the biggest advantages of low design difficulty, relatively simple system structure, easy reliability guarantee and relatively low oil pump purchasing cost. Because the original engine oil pump is required to be used at any time by adopting the scheme, the original engine oil pump occupies a large space at the lower part of the engine. The oil pipe in the figure is measured to be about 33mm above the mounting plane of the oil pan, while a sufficient height, typically up to 20mm, needs to be left inside the oil pan in order to be able to accommodate the oil inlet inside the oil pan and the base against the pressure relief valve. In conclusion, the oil pan height of the two-stage dry pump can reach 50mm, and the height of the wet oil pan after the two-stage dry pump is reduced by 30mm relative to the height of the refitted wet oil pan.

The three-order oil pump comprises a two-order oil return pump and a one-order oil inlet pump, and can completely replace all functions of the original oil pump. The engine oil in the engine oil pan is pressed into the engine oil tank by the oil return pump through two oil return pipes, and the engine oil separates the waste gas mixed in the engine oil through the oil-gas separation device in the external engine oil tank. The filtered and oil-gas separated clean engine oil is pumped out of the bottom of the oil tank by the oil return pump and pressed into the engine oil passage, the oil passage of which is shown in fig. 3.

The dry type lubricating system of the three-order oil pump is adopted, the design difficulty is high, and the degree of transformation of the engine is relatively deep; the cost is higher than that of a dry type lubricating system using a second-order external oil pump. If the three-stage dry type lubricating system is designed and manufactured to be qualified, the three-stage dry type lubricating system has the advantage that the three-stage dry type lubricating system is larger than a dry type lubricating system using a two-stage oil pump. Because the original oil pump can be completely removed by using the three-order oil pump, no object exists below the installation plane of the oil pan of the engine, and the oil inlet and the base of the pressure release valve do not exist in the oil pan. The height of the oil pan can reach 30mm by using three stages, and the height of the oil pan can be reduced by 50mm relative to the height of a modified wet oil pan. The position height of the engine in the whole vehicle is greatly reduced.

Along with the continuous development of the formula automobile competition of college students in China, the performance of the racing automobile is greatly improved, the power of the racing automobile is stronger and stronger, the speed of the racing automobile is higher and higher, the requirement for override stability of the whole automobile is higher and higher, if the wet oil pan is continuously used, the gravity center of the whole automobile is high, and the override stability of the racing automobile is difficult to guarantee. Meanwhile, the loss of the engine will be increased, and the safety of the racing car is difficult to guarantee. In order to improve the override stability of the racing car as much as possible, the racing car needs to be improved in multiple aspects, and when the suspension, steering and other systems are optimized to a certain degree, lowering the center of gravity of the whole car is the most effective method at present. In order to improve the overall performance of the racing car as much as possible, the relative position of an engine in the overall car needs to be reduced to the maximum extent.

In summary, in conjunction with the current state of the art FSC events in china, it has been possible to design and manufacture a three-stage dry lubrication system for a pump. It was finally decided to design, develop, manufacture and test a fully-substituted dry lubrication system suitable for use with the three-stage outboard pump of an FSC race car.

With the continuous development and growth of the college student equation game all over the world, more and more dry pump manufacturers realize the existing market value, and begin to produce the dry oil pump suitable for the college student equation game engine. The dry pumps from various manufacturers are not identical but function substantially the same. Generally, the oil return capacity of the dry pump must be greater than the oil pumping capacity, the oil return rate must be greater than the oil pumping rate, therefore, for the engine such as CBR600RR, the dry pump is two-stage oil return, one-stage oil pumping, and the oil pumping capacity of the external pump single-stage pump must be greater than that of the internal pump. Under extreme conditions, only one oil pump for returning oil from the dry oil sump can pump oil. Meanwhile, the oil pump for supplying oil to the whole engine oil system of the engine pumps oil from the external oil tank continuously. Therefore, all the oil pumps returning from the dry sump, the oil pressure and flow rate of each pump must be equal to or exceed the first oil pump. The oil return amount is calculated to be at least 2-3 times of the oil pumping amount. Fig. 4 and 5 are two different types of dry pumps for CBR600RR engines. The two dry pumps suitable for the CBR600RR engine are currently used by mainstream fleets at home and abroad. The two dry pumps are mainly different in modeling design and have different positions of oil inlet and oil outlet. Different fleets of vehicles will choose different dry pumps depending on the layout of the vehicle and the location of the engine. The sizes of the oil inlet and the oil outlet are completely the same, and the oil inlet and the oil outlet are internally provided with pressure relief valves and can be adjusted according to actual needs. The Dailey engieeering can leave a larger transverse space in the whole vehicle due to the fact that the oil inlet and the oil outlet of the Dailey engieeering are not provided with the side AN10, but the oil inlet and the oil outlet are distributed above and below the pump, after the oil pipe AN joint is installed, the joint can exceed the lowest position of the oil pan, the lowest position of the whole engine can be located at the oil pipe joint, and the reduction of the engine can be limited inevitably.

The internal structures of the two dry pumps are also completely the same, and fig. 6 shows a roots rotor structure of the dry pump. The Roots rotor pump is a positive displacement pump, and features that the oil is conveyed by means of the periodical conversion of several fixed volume conveying units in working cavity, and two rotors rotating synchronously and reversely produce suction force at their inlets to suck the oil to be conveyed. The rotor chamber is divided into several small spaces by the two rotors, and the engine oil is conveyed by the rotors from the inlet space to the outlet space and pressed out from the outlet.

At present, most of domestic fleets adopt steel pipe truss type frames, and the dry type three-stage oil pump of Dailey engineering is more suitable for facilitating the arrangement of the whole vehicle.

2. Designing an oil way scheme of the dry type lubricating system:

for the most important engine oil of the reformed dry type lubricating system can smoothly enter an oil duct in the engine from the part outside the engine without resistance, the position of the engine oil entering the engine is reasonably selected, and the key for the success of the system is to design an engine oil loop.

2.1 scheme one:

the oil inlet position the same as that of the original pump is adopted, namely, oil is fed from the oil disc at the bottom, and the oil inlet is designed on the oil disc to be matched with the oil inlet of the original oil pump on the engine, so that the engine oil is conveyed into the oil duct of the engine. But the design of this scheme food tray is difficult, and the simultaneous processing degree of difficulty is big, is difficult to guarantee the oil inlet of food tray department and the butt joint sealing problem of former quick-witted oil inlet and the leak stoppage problem of the sealed of former relief valve department, simultaneously because the positioning accuracy of the restriction food tray department oil inlet of measuring condition also is difficult to guarantee. FIG. 7 is two exemplary oil pan inlet designs. The current development situation of the dry type lubricating system at home and abroad is combined. Oil feed scheme is located to oil pan, and feasible on the theoretical aspect is difficult to guarantee its precision in actual course of working.

2.2 scheme two:

the position of oil inlet is considered in the design of scheme second focus, and following three point requirements must be satisfied to the oil inlet position.

(1) The engine oil port is required to be arranged at the main oil passage of the engine, and any branch oil passage cannot be omitted.

(2) The oil port must ensure that the oil will only flow upward toward the oil gallery and not directly back into the oil pan.

(3) The arrangement of the engine oil port ensures that the structure of key parts of the engine cannot be damaged and the work of the engine cannot be influenced.

(4) The engine oil entering from the oil inlet needs to pass through the engine oil filter firstly and then flows to each oil passage branch.

As can be seen from the lubricating system diagram of the engine, the opening suitable as an oil inlet and outside the engine can only be present in the low part of the engine, near the oil filter. In the original lubricating system, engine oil is sent into a main oil gallery by an engine oil pump, and then enters each kinematic pair of the engine to be lubricated after being filtered by an oil filter and cooled by an oil cooler. In summary, the oil inlet is arranged before the oil filter and behind the installation position of the original engine relief valve (as shown in fig. 8).

And a plurality of lubricating oil paths are arranged near the oil filter, the oil paths are bidirectional, one end of each lubricating oil path flows to the oil pan, and the other end of each lubricating oil path flows upwards to the engine lubricating branch. The reasonable design is needed to ensure that the engine oil only flows upwards to the kinematic pair which needs to be lubricated of the engine and can not directly flow back to the oil pan, and the oil duct cannot be reformed in the engine, so that the lubricating oil can flow in a single direction. The only feasible scheme according to the analysis is to reform an external part of an engine lubricating system and additionally provide an oil inlet, so that the installation position of the original engine oil filter is a reasonable and feasible position for additionally providing the oil inlet, and engine oil flows to the engine oil filter through the oil inlet and cannot reversely flow back to an oil pan.

The above analysis shows the relationship between the components of the whole lubrication system as shown in fig. 9 and the schematic diagram of the dry lubrication system as shown in fig. 10.

3. Design of system components

The design of the dry type lubricating system parts comprises the following steps: oil collecting tray, oil storage tank, oil cake, lubricated pipeline.

3.1 design of oil sumps

The effect of food tray is similar with the effect of former dress oil pan, plays the effect that the collection held machine oil, and the oil-collecting tray still plays the effect of transporting machine oil and dredging the machine oil circulation simultaneously. The design target of the oil collecting tray has the following points:

(1) the height of the oil pan is reduced as much as possible;

(2) the functional requirements are met, and the positioning is accurate;

(3) the light weight requirement is realized, and the strength requirement is met;

(4) and controlling the cost.

In order to reduce the height of the oil collecting tray to the maximum extent, thereby reducing the height of the engine, and achieving the aim of reducing the mass center of the whole vehicle. The height of the oil pan is mainly composed of a flange and two parts below the flange. The flange is a part for connecting the oil pan and the engine, the oil pan and the engine are connected through bolts, the flange must have high enough strength to resist deformation caused by extrusion of the bolts, and if the deformation occurs, the flatness of the plane of the flange cannot be guaranteed, so that the oil pan and the engine are not tightly sealed, and engine oil leaks.

The thickness of the original oil pan flange is 12mm, and the material is common aluminum. In order to reduce the height and ensure the strength and light weight, the machining material of the oil pan is high-quality aviation 7075 aluminum, the strength of the oil pan is far greater than that of the original oil pan shell, and meanwhile, the thickness of the flange of the oil pan is finally positioned by 6mm in order to conveniently select fixing bolts.

The height below the oil collecting disc flange is mainly determined by the size of AN oil outlet, and the oil outlet of the oil collecting disc is required to be connected with AN oil pipe joint of AN 10. The AN10 pipe joint has AN outer diameter of 18.6mm, the oil outlet of the oil collecting tray is not tapped and is sized to be 17mm, the wall thickness of the oil outlet is 4.5mm to meet the strength requirement, and the height below the oil tray is 24.1 mm. The final overall sump height was 30.1mm, a 52.9mm reduction from 83mm compared to the wet sump height before retrofitting. I.e. the height of the engine is reduced by 52.9 mm. And the height of the engine intake and exhaust system and the intake system is reduced, the mass of the whole vehicle accounts for the mass of the power assembly part with the largest proportion, and the mass center of the whole vehicle is reduced, so that the control stability of the whole vehicle is greatly improved.

The flange positioning size of the oil collecting tray refers to the positioning size of the original wet oil pan, the wall thickness is reduced as far as possible on the premise of ensuring the sealing performance, the transverse wall thickness of the flange is 3.9mm finally, the wall thickness is the same as that of the connecting position of the upper flange of the engine, and the sealing performance is well guaranteed. The part below the flange belongs to the unstressed part, and materials are removed as much as possible on the premise of meeting design requirements, so that the aim of light weight is fulfilled. The wall thickness below the flange was determined to be 3mm while reducing the volume of the oil pan.

The oil in the engine flows back to the oil collecting tray from the inside of the engine to stay for a short time and then is pumped out by the external oil pump. If the vehicle is passing a curve at a high speed or is in a limit working condition of rapid acceleration and deceleration and the like, the engine oil in the oil collecting tray can be gathered towards the side wall under the action of large acceleration, and is far away from the oil outlet of the oil collecting tray, so that the oil return rate of the oil pump can be influenced. In order to reduce the trend that machine oil moves to the lateral wall, the oil collecting tray designs into the high tilt state in low back in the front, and oil outlet department is the highest point, and when the vehicle sharply accelerates, machine oil can be to oil-out department gathering behind, is favorable to the oil return of oil pump more, and the oil-out is kept away from to the forward gathering of machine oil when sharply slowing down, though be unfavorable for the oil return, engine speed can fall back rapidly during the speed reduction, can not influence the lubrication of engine.

In order to better reduce the tendency that engine oil gathers to the lateral wall when the car racing violently moves, thereby get rid of more materials simultaneously and realize the lightweight, designed wedge-shaped structure in the food tray inside, divide into two the food tray inside, the water conservancy diversion of better realization engine oil simultaneously makes the oil output of two oil-outs keep the same to improve oil return rate. An oil temperature sensor mounting hole (shown in fig. 13) is formed in the side face of the oil collecting tray, so that the temperature of the engine oil can be monitored in real time, and the working condition of the engine can be judged.

The oil collecting tray is machined by a CNC (computer numerical control) milling machine, so that the machining precision can be effectively guaranteed, the structure is relatively simple, the machining difficulty is small, the workload is small, and the machining cost can be effectively reduced.

3.2 design of the sump

The external engine oil tank stores the engine oil conveyed back from the oil collecting tray of the engine, the gas mixed in the engine oil passes through the oil-gas separator separation part in the engine oil tank and is stably stored at the bottom of the engine oil tank, and the engine oil is conveyed to the part needing to be lubricated in the engine after being cooled. The design and manufacture of the sump is required to achieve the following objectives.

(1) The oil-gas separation of the engine oil is efficiently completed.

(2) The engine oil can be stabilized, and the continuous transmission of the engine oil to the engine is ensured.

(3) And the lightweight design is realized.

(4) The whole vehicle arrangement is not influenced, and the cost is low.

(5) Good sealing performance and can keep the constant pressure of the oil tank.

3.2.1 oil sump design parameter determination

Designing parameters: heat dissipation j and flow vq of engine oil

Theoretically, the engine oil circulation flow vq (engine oil volume flow) in the engine can be determined according to two methods: one method is to determine from the engine oil heat rejection of the engine; the other method is to use a statistical method, namely comparing machines of the same type, selecting a proper flow as the designed oil flow of the machine under the same working condition. A method for determining an oil flow rate using an oil heat dissipation amount is described.

The oil heat dissipation j is determined by:

θ_j＝α₀*σ_i(kj/h)

in the formula [ theta ]_jHeat carried away by the oil (kj/h)

σ_iHeat generated by the combustion of fuel per hour of the engine

α₀The percentage of the heat dissipated by the engine oil to the heat generated may be, for modern automotive engines, α₀0.015-0.025, and the oil is taken away from the piston oil cooler diesel engine oilThe high heat can reach 0.06

Due to sigma_i＝3600P/η_e

So theta_j＝α₀*3600P/η_e

Where P- -the available power of the internal combustion engine, P has a value of 60kw for the CBR600RR engine

η_eEffective efficiency, eta for gasoline engines_e＝0.25

Substituting the data to determine θ_j＝0.290kw

After the heat removed by the oil is determined, the oil circulation required in the engine can be determined:

q_v＝θ_j/(τ*c_j*Δt)(L/h)

wherein tau- - -specific gravity of the engine oil is generally 0.85kg/L

c_jSpecific heat capacity of the engine oil, generally c_j＝1.7-2.1kj/(kg.K)

Delta t-temperature rise of the engine oil in the process of completing one circulation, wherein the delta t can be generally 10-15 DEG C

Calculating the oil quantity q of the circulating machine_vThe number of cycles per minute at 6000rpm was 5 at 4.2L, with an oil pumping capacity of 1200L per hour.

The oil volume Q of the oil tank is determined by

V is the actual pumping quantity of the oil pump in one hour, and the value of V is 1200L;

t number of engine cycles per minute;

the volume of the original oil pan is calculated to obtain the circulation volume of the engine oil

Q＝4.2L

The total volume of the final sump was taken to be 4.2L.

3.2.2 oil tank structural design and modeling

The oil tank is the most complex part in the whole dry lubrication system and plays a crucial role, and if the oil tank is not designed properly, serious problems of incomplete oil-gas separation, insufficient oil supply and the like exist. At normal temperature, the engine oil can dissolve 9% of air by volume, and the dissolving amount is increased along with the increase of the air. In the dry oil pan technology, a plurality of oil return ports are used for pumping oil from an oil pan, so that a part of air is inevitably pumped, and the air is wrapped by an oil film and is not easy to break to form bubbles. The presence of air bubbles in the engine oil deteriorates the fluidity thereof and reduces the lubricating ability; the compressibility of the oil is increased, resulting in a drop in oil pressure. According to the relevant information, the amount of air dissolved in the engine oil can reach 25% or more when the racing engine is normally operated. The sump must be able to effectively separate the gas from the oil. Meanwhile, in the engine crankcase, part of gas in the combustion chamber permeates into the crankcase, so that a large amount of gas is mixed in the engine oil. Air is easy to compress, when the air contacts an object needing lubrication, the thickness of an oil film becomes thin, even the oil film is broken, mechanical parts are directly rubbed to cause abrasion, meanwhile, air mixed in engine oil can influence the heat dissipation of the engine oil, and bubbles can cause local high temperature in a high-pressure system, so that the engine oil is rapidly deteriorated. If the engine oil in the engine oil tank vibrates violently along with the violent movement of the racing car, an oil outlet of the engine oil tank cannot be immersed by the engine oil all the time, so that insufficient oil supply of an engine can be caused, and the engine cannot be lubricated sufficiently. This would be fatal damage to the engine. The oil tank is provided with an oil inlet, an oil-gas separator, an oil stabilizing device and an oil outlet from top to bottom. The engine oil passes through the oil-gas separation device and the engine oil stabilizing cavity from top to bottom under the action of self gravity, and is pressed into the engine by the oil inlet pump.

The oil-gas separator is the most complex structure in the whole engine oil box. Because the engine belongs to a high-rotating-speed engine, the oil return rate is high, the initial speed of engine oil entering an engine oil tank is very high, and a centrifugal oil-gas separation principle can be adopted. After the oil-gas mixture enters the oil-gas separation pipe from the oil inlet along the axial direction, the oil-gas mixture rotates along the spiral liquid of the cylinder body. The engine oil is thrown to the wall of the separator under the action of centrifugal force, falls into the oil stabilizing tank below through the baffle plate under the action of gravity.

Scheme one, at the beginning of the design, in order to let oil-gas separation more thoroughly with the reduction of machine oil case oil-gas separation device volume, arrange the top of machine oil case in to be hourglass hopper-shaped in oil-gas separation's below, the rotation of machine oil is accelerated, and at last machine oil falls to the steady oily intracavity along the water conservancy diversion pipe wall. The scheme can effectively remove the mixed gas in the engine oil, but in the later test process, the discovery is that the engine oil falls slowly due to the extremely fast oil return rate of the engine oil and the too small oil-gas separator, and finally a large amount of engine oil is gathered in the oil-gas separator, so that when the vehicle starts to accelerate rapidly, the rotating speed of the engine suddenly rises rapidly, the oil return amount suddenly increases, and the engine oil can be sprayed out from the air holes in the top.

And in the second scheme, optimization is performed on the basis of the first scheme. Because the CBR600RR engine belongs to high-speed engine, average working speed can reach 8000 turns, and the working speed of the oil pump is in synchronous direct proportion with the rotating speed of the engine, and because the diameter of the oil return pipe is small, the moving speed of the oil returning from the oil pump to the oil tank is extremely fast, and the diameter of the oil-gas separator is not reduced at all. After entering the oil-gas separator along the cylinder wall, the high-speed engine oil can rotate at a high speed along the cylinder wall, mixed air is separated out under the action of centrifugation, and the separated air is upwards discharged from the ventilation valve. In order to better guide the engine oil to rotate along the cylinder wall, the oil inlet is tangent to the inner cylinder wall. Meanwhile, the middle of the inside of the oil-gas separator is provided with a flow guide pipe, and the lower part of the inside of the oil-gas separator is in an inverted funnel shape, so that the incomplete oil-gas separation caused by the accumulation of engine oil to the middle of an oil tank can be effectively avoided. After the engine oil passes through the oil-gas separator, the engine oil can flow into the oil stabilizing cavity at the lowest position through the two layers of perforated partition plates, and in the process that the engine oil passes through the partition plates, the partition plates can slow down the flow of the engine oil, so that air mixed in the engine oil is further separated.

The oil separated from the gas is stored in the lowest part of the oil tank and is ready to be pumped into the engine again. The oil stored in the lowest part of the oil tank is shaken vigorously by the vehicle, and the engine is not lubricated sufficiently.

According to the data, when the throttle opening of the engine is increased, the engine speed is increased, and the oil pressure is suddenly reduced, which is very harmful to the engine. In dry lubrication systems, similar problems will likewise arise if the handling is not good, but in dry lubrication systems, solving the problem will be much simpler. In order to prevent the oscillation of the engine oil, the following three measures are adopted:

a) the bottom area of the oil tank is reduced. The bottom area is reduced, the height of the oil surface is improved, and the capability of resisting lateral acceleration of deeper engine oil under the action of gravity is stronger.

b) The conical structure design (as shown in figure 16) at the bottom of the oil tank can ensure that the oil outlet at the lowest position can always have the engine oil.

c) The baffle is arranged in the oil storage tank, and the baffle is perforated (as shown in figure 15), so that the flowing of the engine oil can be slowed down, the engine oil can be stabilized, and the vibration of the engine oil can be slowed down.

In order to conveniently observe the cleanness degree of the engine oil in the engine oil tank, the side wall of the engine oil tank is provided with a transparent liquid observing pipe. In order to discharge the gas in the oil tank, the oil filling port is provided with a vent hole communicated with the atmosphere, so that the function is realized, and the structure is simplified.

3.3 oil inlet oil cake design

After the installation position is determined, the design of the oil cake needs to be determined according to the size and the functional requirements of the installation position. Arrange the quick-witted hydraulic fluid port on the oil cake, the oil inlet belongs to high pressure fuel pipe, and maximum pressure will exceed five atmospheric pressures, and high pressure probably leads to the leakproofness problem to appear, and its leakproofness problem needs to be considered in the design here. The oil cake is positioned between the oil filter and the engine, and the engine oil can only flow to the oil filter in a single direction and cannot flow back to the oil pan after entering the oil cake, namely, an oil inlet is inserted into the main oil duct of the original engine oil inlet and blocks an oil path in front of the oil inlet. In the original lubricating system, engine oil in an oil bottom case enters an oil filter from small holes on the periphery of the oil filter through an original engine oil inlet in the figure, and after filtration, the engine oil flows out from a large hole in the middle of the oil filter and enters a main lubricating oil duct, and finally flows through parts needing lubrication. After the dry type lubricating system is changed, an oil cake can be connected between the filter and the filter mounting position in series, so that the engine oil from the oil cake directly enters the engine oil filter and then enters the main oil gallery.

In order to avoid that the oil enters the oil cake from the oil inlet and then impacts the oil cake intermediate shaft to block the entering of the oil, the oil inlet is tangent to the inner wall of the oil cake, and meanwhile, the bottom edge of the inner part of the oil cake is chamfered, so that the oil can be effectively dredged to enter the oil filter, and the smoothness of an oil path is guaranteed. Meanwhile, in order to ensure the sealing performance and avoid oil leakage, anti-leakage treatment needs to be performed on the contact surface of the oil cake and the engine and the contact surface of the oil cake and the oil filter. The sealing treatment between the oil cake and the contact surface of the engine is the same as that of the contact surface of the original filter and the engine, and an O-shaped sealing ring mounting groove is formed; the sealing mode of the contact surface of the oil cake and the oil filter is the same as the sealing mode of the original machine, and the oil filter is provided with an O-shaped sealing ring, so that the contact surface of the oil cake is a pure plane. In order to facilitate the installation and fixation of the joint, the contact surface of the oil cake is also subjected to plane treatment, and the joint is sealed by a red copper gasket when being connected with the oil cake.

The connection of the oil cake and the engine and the connection of the oil filter and the oil cake adopt a specially-made stud bolt, one section of the stud bolt is an internal thread which is the same as the internal thread of the original engine oil filter of the engine, the other section of the stud bolt is an external thread, and the thread specification is the same as the thread of the installation position of the original engine oil filter of the engine. The stud bolt installs the oil cake to the position of former machine oil filter earlier, and locks, and oil cleaner is in the one end of choosing the bolt, and locks.

3.4 design and modeling of other Accessories

The oil pan is connected with a sealing ring of a leakage-proof nut added with a leakage-proof seal ring, a seal groove and a seal rubber ring are arranged at the joint of AN oil cake and AN engine, the model of the oil pan and the oil pump at the engine and the oil tank is AN10 due to the limitation of AN oil pump, the model of the joint between the oil pump and the oil cake is AN8 for ensuring oil pressure, and the pipeline selected in the experiment is a metal braided pipe and has the characteristics of pressure resistance, high temperature resistance, corrosion resistance, strong bending resistance and the like.

3.5 selection and mounting of Sensors

In order to monitor the working condition of the dry type lubricating system in real time, an engine oil temperature sensor is arranged on an oil pan, and the measuring range is-20-200 ℃. An engine oil pressure sensor is arranged at the position of an engine oil pressure switch of the original engine, the rated voltage is 5V, the measuring range is 100psi, and the pressure range of the engine during working is met. The working condition of the whole dry type lubricating system can be judged through the engine oil pressure and engine oil temperature sensors.

3.6 oil cooler

The engine oil not only has a lubricating effect, but also can take away certain heat, and the temperature of the engine oil can be gradually increased (the engine oil is oxidized due to overhigh temperature, so that the lubricating capability is reduced). Therefore, before the engine oil is returned to the oil storage tank, the engine oil is cooled by the engine oil cooler, and there are two common engine oil coolers, one of which is used for dissipating heat by means of air flowing through like a water tank, and the other is used for maintaining the temperature of the engine oil within limits by means of cold and heat exchange between the engine oil and a relatively low-temperature cooling liquid (the boiling point of the cooling liquid is about 100 ℃, and in most cases, the water temperature is about 80 ℃ to 95 ℃). When the engine oil is heated in the high load operation of the engine, the temperature is so high that it is difficult to form a mucous membrane, and the engine is seriously damaged.

The CBR600RR engine original factory used water cooling as the medium of the oil cooler. The efficiency of the heat dissipation of the lubricating oil from the high heat parts of the engine depends on the temperature of the water, which rises rapidly once the water cools down. Because the dry type lubricating system is used, the external dry type oil pump replaces the installation position of the original mechanical water pump. The heat dissipation system is changed into a more efficient electronic control heat management system, an electronic water pump is used for replacing a mechanical water pump of an original engine, a water pump controller collects the temperature of cooling liquid to judge the working condition of the engine, and therefore the circulation rate of the cooling liquid is more accurately controlled, and the temperature of the cooling liquid of the engine and the temperature of engine oil are controlled in an optimal range. And the dry type lubricating system is used for externally arranging the engine oil, which is more beneficial to the heat dissipation of the engine oil. Therefore, the original engine oil cooler can be used.

3.7 Total Assembly

After the modeling and optimization of each part are completed, the assembly is carried out, the arrangement of the whole vehicle needs to be considered, the interference with other parts on the vehicle is avoided, meanwhile, the oil pipe routing is reasonable, and the situation of large curvature is avoided to prevent the transmission of engine oil in a pipeline from being hindered. The oil tank is fixed with the frame, and the oil tank and the frame are flexibly connected to prevent the oil tank from being broken due to resonance between the oil tank and the frame. The whole assembly process is that sub-assembly is carried out firstly, and system assembly is carried out from inside to outside and from bottom to top.

3.8 assurance of sealing Performance

The oil collecting tray flange and the engine oil tray mounting plane are matched with each other in a steel-to-steel mode, and a sealing gasket which is self-made by adopting highland barley paper is inserted between the oil collecting tray flange and the engine oil tray mounting plane to guarantee the sealing performance of the oil collecting tray flange and the engine oil tray mounting plane. The highland barley paper has good water resistance, wear resistance, grease resistance and aging resistance, and can effectively prevent engine oil leakage. And a red copper sealing gasket is arranged at the joint of the AN10 oil pipe joint and the threaded hole of the oil pan. The mounting surface of the oil cake and the engine oil filter and the joint of the oil cake and the engine oil filter are sealed by rubber sealing rings.

The invention is further described below in connection with a dry lubrication system simulation test.

4.1 MoTeC ECU Manager

The MoTeC ECU Manager is a powerful and flexible programmable engine management system and engine control unit developed by MoTeC corporation of australia, turning to MoTeC ECU. The USB of the computer CAN be accessed through a CAN communication mode, and the setting parameters of the engine CAN be changed and edited on MoTeC ECU Manager software on the computer in real time. And real-time data collected by various sensors of the engine can be displayed in real time on the main interface. Meanwhile, the ECU is internally provided with a data memory, and can collect and store the working data of the engine so as to analyze and judge the working condition of the engine, and the working data is used as a reference for teaching the engine.

4.2 MoTeC i2 Standard

MoTeC i2Standard is a model of MoTeC data analysis software. The data collected by each sensor of the vehicle stored in the ECU are received and stored in a computer through MoTeC ECU Manager software and are opened by MoTeC i2 Standard. The MoTeC i2Standard can systematically and clearly display various items of data so that a vehicle instructor can analyze the data of the vehicle.

In order to verify the feasibility of the design scheme of the dry lubricating system, the reliability of the system is improved, the system has the feasibility of loading and using, and the technical innovation of the Dongfeng HUAT fleet is accelerated. This test will adopt dongfeng HUAT current test condition to set up the test bench and test.

4.3 Dry lubrication System test purpose

The test takes the feasibility of verifying the design scheme of the dry lubricating system of the FSAE racing car of the Dongfeng HUAT fleet as a primary target. The goal can be subdivided into the following points:

1) an unreasonable position does not exist in a system loop, and engine oil can circulate in the loop according to a theory;

2) the oil-gas separation is thorough, and the temperature of the engine oil can be controlled within a reasonable range;

3) the engine oil pressure meets the pressure requirement of the engine, and the oil pump can normally release pressure;

4) the oil tank can restrain violent shock of machine oil, and the oil trap oil return is efficient.

4.4 Dry lubrication System test device

One set of dry type lubricating system, one HONDA-CBR600RR engine, one CBR600RR engine bracket, one set of working electrical system of the engine, one university student formula racing car and one notebook computer.

4.5 Dry lubrication System test principle

Through static engine operation, whether the designed dry lubrication system can realize the circulation of the engine oil can be detected. Whether there is the unreasonable design that influences engine idle speed work, whether can detect the pressure of machine oil simultaneously normally, whether the relief valve can normally work. On the premise of confirming that the dry type lubricating system can normally operate and work on an engine, the system is tried to be assembled into a whole vehicle, whether the system can normally work when the vehicle moves or not is tested, whether engine oil can violently vibrate along with the movement of the vehicle to cause insufficient oil supply of the engine, and the oil pressure is unstable.

4.6 Dry lubrication System testing procedure

The utility model provides a build the test bench, utilize the equipment of dongfeng HUAT motorcade: the engine comprises a CBR600RR engine, an engine bracket, an air inlet and exhaust system, a brand-new designed electric control heat dissipation system, an engine working electric control system and a designed dry type lubricating system. In the process of building the test bed, attention is paid to the arrangement of the pipelines of the lubricating system, the pipelines are concise and smooth as possible, and no intersection exists among the pipelines. The engine is firstly fixed to an engine bracket, a dry type lubricating system is installed, and an air inlet and exhaust system and an electric system which are required by the operation of the engine are installed. During installation, care is taken to avoid interference between the oil filter and the engine exhaust while leaving sufficient distance. The complete test stand was set up as shown in fig. 21.

And secondly, calibrating the engine oil temperature and engine oil pressure sensor. The engine oil pressure sensor is a customized sensor, the engine oil temperature sensor is a purchased bosch standard sensor, and the detailed parameters of the sensor can be obtained, so that the engine oil temperature sensor can be simply calibrated in the ECU.

And thirdly, after various system parts are installed, filling the engine oil and the cooling liquid, wherein in the filling process, no air mixing and no impurities in the engine oil are ensured in the cooling liquid. The engine oil needs to be filled into an oil pan and an engine oil tank below the engine, about 1L of engine oil can be filled into the engine, and 3L of engine oil can be filled into the engine oil tank for ensuring safety. After the cooling liquid and the engine oil are filled, the whole lubricating oil way and the whole radiating pipeline are observed whether leaking parts exist or not after the cooling liquid and the engine oil are required to be stood for half an hour, and the sealing performance of the whole system is ensured.

Before the engine is ignited, the starter is tried to drag the engine to work, the engine is not ignited to work, the change of the liquid level is observed through a liquid viewing window below the engine and a liquid viewing pipe in an engine oil tank in the process of dragging the engine to run, and the liquid levels of the engine and the engine oil tank should be reduced at the moment. And simultaneously, observing whether the whole oil way has oil leakage or not.

And fifthly, starting the engine, igniting the engine to work, and observing whether the engine works normally or not. Changes in the engine and sump levels were observed and recorded. Then, the oil pressure and temperature data collected by the computer are rapidly observed, and in the idle operation of the engine, the oil pressure is about 30psi when the temperature of the engine oil is room temperature, and the oil pressure is reduced to about 15psi when the engine operates to 80 ℃.

And sixthly, flameout the engine, and collecting data stored by the ECU. And simultaneously observing whether the dry type lubricating system loop and the heat dissipation system have leakage or not.

And seventhly, ensuring that the engine works normally, and starting the engine again to ignite to work under the condition that all systems work normally. The method comprises the steps of firstly raising the idling temperature to the normal working temperature of the engine, then increasing the opening degree of a throttle valve to raise the rotating speed of the engine, observing and recording the change condition of the engine oil pressure on a computer, continuously raising the rotating speed of the engine to 6000rpm on the premise of confirming safety, reading the value of an engine oil pressure sensor, and comparing the value with a standard value. And continuously increasing the engine speed to 12000rpm, observing the conditions of the engine oil in the engine oil tank and the engine, and reading the numerical values of the pressure and the temperature of the engine oil displayed by a computer. Then gradually reducing the opening degree of a throttle valve to enable the engine to run at an idle speed, then rapidly increasing the opening degree of the throttle valve to increase the rotating speed of the engine, and observing the condition of engine oil in the engine and an oil tank. And finally, after the engine runs in an idling state for a while, the engine is shut down.

And eighthly, collecting test data stored by the ECU. And simultaneously observing whether the dry type lubricating system loop and the heat dissipation system have leakage or not.

And ninthly, assembling the dry lubricating system subjected to the test of the test bed into a racing car in 2016 season, and carrying out real car test under the conditions of no error in installation and no interference. Under the condition of no abnormal starting, the driver drives the car to run according to the track of the race, and the optimal level of the racing car is exerted. And stopping the vehicle to observe the condition of the dry type lubricating system, and finally collecting the data of the data collector for analysis.

4.7 analysis and conclusion of test data of Dry lubrication System

TABLE 1 working conditions of two lubrication type engines at idle speed

From fig. 24 and table 1, it can be seen that the oil pressure reaches 30psi when the engine is just started, which is caused by the low temperature and high viscosity of the oil when the engine is cold, and the pressure data is the same as that of the original oil pump. In the process that the temperature of the engine is gradually increased when the engine continues to run at an idle speed, the rotating speed of the engine is unchanged, the temperature of the engine oil is gradually increased, and the pressure of the engine oil is continuously reduced. Finally, the oil pressure stabilizes at about 15 psi. Reaching the standard value specified by the engine. The quality of the engine oil in the engine and the oil tank is qualified and no air bubble exists. The temperature rise of the engine oil is not slow and is synchronous with the temperature rise of the engine coolant.

TABLE 2 oil pressure at elevated rpm for two lubrication regimes

As can be seen in fig. 25. The oil pressure changes synchronously with the engine speed as the engine speed increases and decreases. When the rotating speed is 2500rpm, the oil pressure is stabilized at 27.1psi, and when the rotating speed of the engine is 6000rpm, the oil pressure reaches 73psi required by a standard table at 71.27psi, so that the design requirement is completely met.

As can be seen from fig. 26 and table 2, when the engine speed reaches 10334 rpm. The oil temperature and the coolant temperature are normal, the oil pressure is not increased, and the maximum pressure can only reach 73.1psi, which indicates that the pressure relief valve works normally. The wave-shaped part in the figure illustrates that when the rotating speed of the engine changes suddenly, the oil pressure changes synchronously, and the delay of the oil pressure and the oil pressure is small, so that the problem of slow and unsmooth oil supply of a wet oil sump is completely solved. Finally, observing the condition of the engine oil in the engine oil tank and the engine to find that the quality of the engine oil is good, and the engine oil has no bubbles and impurities.

Through the test, the design scheme of the user is well verified. The set of dry lubrication system can well replace the prior wet lubrication system. The oil supply completely meets the lubrication standard required by the engine, the engine oil pressure meets the standard, the engine oil temperature meets the standard, the oil-gas separation is thorough without bubbles, and the engine oil pressure and the engine rotating speed synchronously change.

As shown in fig. 26 and 27, in the dry lubrication system, when the vehicle is driven vigorously, the oil pressure changes only with the change in the engine speed, and the two are almost synchronized. In the wet lubrication system with the height of the oil pan reduced, the oil pressure is rapidly reduced in the circle of fig. 28 during the violent motion of the racing car, and the oil pressure is only 22.9psi when the engine 6185rpm is used, which is extremely dangerous for the engine, the engine works under the condition of insufficient lubrication for a long time, and the service life of the engine is greatly reduced. It can be seen from fig. 29 and table 3 that the ability to resist lateral acceleration is greatly improved for racing cars equipped with a dry lubrication system. The control performance of the whole car fed back by the car driver is obviously better than that of a racing car provided with a wet lubricating system.

TABLE 3 data comparison of Racing cars equipped with dry and wet lubrication systems

In the description of the present invention, "a plurality" means two or more unless otherwise specified; the terms "upper", "lower", "left", "right", "inner", "outer", "front", "rear", "head", "tail", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the invention. Furthermore, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

The above description is only for the purpose of illustrating the present invention and the appended claims are not to be construed as limiting the scope of the invention, which is intended to cover all modifications, equivalents and improvements that are within the spirit and scope of the invention as defined by the appended claims.

Claims

1. A design method of a novel racing car dry oil pan lubricating system is characterized by comprising the following steps:

1) determining the positions of all parts and basic parameters in pipeline connection;

2) selecting an oil collecting tray, an oil tank, an oil cake and a lubricating pipeline;

3) virtually assembling the parts;

4) collecting and analyzing data of the assembled dry type lubricating system;

5) loading the dry type lubricating system for testing, and carrying out finished automobile data testing;

6) and collecting real vehicle test data and carrying out data analysis.

2. The design method for the novel dry sump lubrication system of the racing car as claimed in claim 1, wherein in the step 2), the oil collecting tray consists of a flange and an area below the flange;

the middle of the inside of the oil collecting tray is provided with a wedge-shaped structure, the side surface of the oil collecting tray is provided with a sensor mounting hole, an engine oil temperature sensor is mounted in the sensor mounting hole, and an engine oil pressure sensor is mounted at the position of an engine oil pressure switch of an original machine.

3. The method for designing a dry sump lubrication system for a racing car as claimed in claim 1, wherein in step 2), the design parameters of the oil tank include oil heat dissipation j and oil flow q_vAnd an oil volume Q;

the oil heat dissipation j is determined by:

θ_j＝α₀*σ_i(kj/h)

Due to sigma_i＝3600P/η_e，

So theta_j＝α₀*3600P/η_e，

oil circulation amount required in engine:

q_v＝θ_j/(τ*c_j*Δt)(L/h) (3.2)

the oil volume Q of the oil tank is determined by

4. The design method of the novel dry sump lubrication system for racing vehicles as claimed in claim 1, wherein in step 2), a flow guide pipe is arranged in the middle of the oil-gas separator of the oil tank, the lower part of the oil-gas separator is in an inverted funnel shape, after oil passes through the oil-gas separator, the oil flows into the oil stabilizing cavity at the lowest part through two layers of perforated partition plates, and a transparent liquid viewing pipe is arranged on the side wall of the oil tank;

b) the bottom of the oil tank is designed into a conical structure;

c) a partition plate is arranged in the oil tank and is perforated.

5. The design method of the novel racing car dry oil sump lubricating system according to claim 1, wherein in the step 2), an oil inlet is arranged on the oil cake, the oil inlet is tangent to the inner wall of the oil cake, the bottom edge of the inside of the oil cake is rounded, an O-shaped sealing ring mounting groove is formed in the contact surface of the oil cake and the engine, the oil cake and the engine and the oil filter and the oil cake are connected through a stud bolt, one end of the stud bolt is an internal thread the same as that of an original engine oil filter of the engine, and the other end of the stud bolt is an external thread the same as that of the thread at the mounting position of the original engine oil filter of.

6. The design method of the novel racing car dry sump lubrication system according to claim 1, wherein in the step 4), the basic parameters determined in the step 1) are subjected to problem feedback according to the analysis result, and the basic parameters are optimized;

in step 5), when the whole vehicle system is assembled, the whole final assembly process comprises the following steps: the sub-assembly is carried out firstly, then the system assembly is carried out, and the oil tank and the frame are fixed and flexibly connected from inside to outside and from bottom to top.

7. The design method of the novel racing car dry sump lubrication system according to claim 1, wherein in the step 6), after data analysis, problem feedback is performed on the oil pump model selection and the design of system parts in the step 2) according to the analysis result, and optimization is performed.

8. A novel racing car dry sump lubrication system designed by the method for designing a novel racing car dry sump lubrication system as claimed in any one of claims 1 to 7.

9. A computer device, characterized in that the computer device comprises a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to carry out the steps of:

virtually assembling the parts;

collecting and analyzing data of the assembled dry type lubricating system;

and collecting real vehicle test data and carrying out data analysis.

10. A computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to perform the steps of:

virtually assembling the parts;

collecting and analyzing data of the assembled dry type lubricating system;

and collecting real vehicle test data and carrying out data analysis.