DE102008021255A1 - Lubricant storage container for internal combustion engine of motor vehicle, has storage volumes, of which one comprises valve-controlled supply and valve-controlled drain, where storage volumes include thermally insulated container wall - Google Patents

Abstract

The container has two storage volumes (142, 144), a centrifuge (148), an inlet (114) and an outlet, where the volumes include a thermally insulated container wall (164) and the container is attached at a piping of a lubricant circuit of an internal combustion engine. The container wall is designed as a thermos flask or as double-wall. The volume (144) comprises a valve-controlled supply (156) and a valve-controlled drain (158), and a supply valve (V5) and a drain valve (V6) are connected with each other. Another inlet (160) is provided for connection of a blow-by-system.

Description

The The invention relates to a lubricant storage tank as well a lubricant circuit.

From the DE 42 02 572 C2 For example, a lubricant circuit for an internal combustion engine is known, which has a lubricant reservoir. This lubricant storage container has a first storage volume, which is connected via a first input to a lubricant return line and via an output to an oil pan of the internal combustion engine. With this lubricant circuit, the amount of oil that circulates immediately after the start and during warm-up by the engine to be kept small in order to achieve a favorable operating temperature of the internal combustion engine as quickly as possible.

Another lubricant circuit with a lubricant storage tank is from the EP 1 598 532 B1 known.

With the known lubricant circuits can be an improvement of the operating behavior immediately after the start and reach during warm-up of an internal combustion engine.

The However, the invention is based on the object, not only during Motor warm-up but also in the warm operating state, a reduction the friction and thus a reduction in fuel consumption to reach an internal combustion engine.

The Solution of this problem is inventively with the features of claims 1, 5 and 7, respectively.

According to one The first aspect of the invention is in a lubricant storage tank with a first storage volume, at least one first input and an output, a second storage volume provided. With a second storage volume creates the possibility to the amount of lubricant circulating in a lubricant circuit, in particular to a circulating through an internal combustion engine oil volume very specifically influence, whereby the lubricant temperature, In particular, keep an oil temperature within very narrow limits leaves, which reduces the friction and thus the fuel consumption not only during the engine warm-up phase but also in to reduce the operating temperature.

According to one Particularly preferred embodiment of the invention, the second Storage volume a valve-controlled inlet and a valve-controlled Drain on, with a dedicated inlet valve and a provided drain valve are coupled together.

According to one Another preferred embodiment of the invention is a centrifuge intended. With such a centrifuge can be an oil foaming be reduced, reducing the efficiency of an oil circulation can be increased.

According to one Another preferred embodiment of the invention is on the lubricant reservoir a second input for connection of a blow-by system provided. This allows oil from a blow-by system over return the centrifuge to the oil circuit.

According to one Another aspect of the invention, for the self-employed Protection is claimed, it is provided that the first storage volume having a thermally insulating container wall. By a thermally insulated storage volume can be the temperature fluctuations be reduced in a lubricant cycle, which in particular in an operation of a motor vehicle, which repeatedly quiet is set, is advantageous. A repeated shutdown of a Motor vehicle is particularly in the starting traffic in commercial Transport of persons (taxi companies) and delivery services.

According to one particularly preferred embodiment of the invention is provided that the thermally insulating container wall according to Art a thermos and in particular double-walled executed is. In this way, a particularly effective heat storage can be and thus very short reheat phases of an internal combustion engine to reach.

The Advantages of the invention are particularly evident in lubricant circuits an internal combustion engine. Therefore, also for a lubricant circuit an internal combustion engine, which is characterized in that a line system of the lubricant circuit a lubricant reservoir is connected according to one of claims 1 to 6, independently Protection claimed. Regarding the mode of action and benefits is to the corresponding description in connection with the invention Lubricant reservoir express reference taken and directed.

According to one Particularly preferred embodiment of the invention is in a Lubricant circuit for cooling the lubricant the conduit system connected to a heat exchanger. Thereby it is possible to overheat the lubricant effectively prevent.

According to another preferred embodiment staltung of the invention is connected to the line system an oil pressure fluctuation compensator.

According to one Another preferred embodiment of the invention is the lubricant pump designed as a pressure and volume flow controlled oil pump.

Further yield advantageous embodiments and refinements of the invention from the subclaims as well as from the description in connection with the drawings.

there shows:

1 A lubricant circuit according to a particularly preferred embodiment of the invention with a lubricant reservoir according to a particularly preferred embodiment of the invention in a schematic representation.

The in 1 shown lubricant circuit 100 is on an internal combustion engine 102 educated. This internal combustion engine 102 has an oil pan (not shown) formed as a dry sump oil pan. Therefore, the internal combustion engine 102 Also referred to as "engine with dry sump oil pan." The lubricant circuit according to the invention 100 should preferably be on an internal combustion engine 102 be formed, because of such an internal combustion engine 102 with insulated sump (wet sump and integrated, variable oil chambers), the invention requires a higher cost and therefore higher costs.

The lubricant circuit 100 has a lubricant pump 104 on, which is designed as a pressure and volume flow controlled oil pressure pump with suction pump. With this lubricant pump 104 is over an oil strainer 106 Lubricant, in particular engine oil via a first line 108 from the dry sump oil pan of the internal combustion engine 102 sucked.

The lubricant pump 104 conveys the lubricant via a second line 110 to a lubricant storage tank 112 at which the second line 110 at a first entrance 114 ends. From one to the lubricant storage tank 112 trained exit 116 leads a third line 118 back to the lubricant pump 104 , A fourth line 120 leads from the pressure side of the lubricant pump 104 to a control valve unit 122 passing a fifth line 124 and an oil filter 126 on the one hand with a main oil channel 128 the internal combustion engine 102 and over a sixth line 130 on the other hand with a heat exchanger 132 connected is. From the heat exchanger 132 leads a seventh pipe 134 to the oil filter 126 so that depending on the operating position of the control valve unit 122 Lubricant directly or alternatively via the heat exchanger 132 the main oil channel 128 is made available.

The control valve unit is designed such that at an oil temperature less than or equal to 75 ° C and at an oil temperature greater than 120 ° C, a valve unit V1 of the control valve unit 122 is closed while at the same time a valve unit V2 is open, while in the intermediate region (greater than 75 ° C to less than or equal to 115 ° C) the valve unit V1 is open and the valve unit V2 is closed.

The first to seventh line 108 . 110 . 118 . 120 . 124 . 130 . 134 together form a pipe system, via which the lubricant pump 104 with the lubrication points of the internal combustion engine 102 is connected, these lubrication points are lubricant consumers in the context of the invention.

To the piping system is via the main oil channel 128 and an eighth lead 136 an oil pressure fluctuation compensator 138 connected. This oil pressure fluctuation compensator 138 should short-term pressure drops and pressure peaks in the main oil channel 128 compensate and thus protect the engine. Because the lubricant pump 104 is defined as a variable oil pump for friction reduction, in the presently preferred embodiment, the volume flow of the oil circuit is designed to the required minimum. The oil pressure fluctuation compensator 138 is therefore to be regarded as a safety device that can be omitted at the cost of a reasonable risk. The operation of the oil pressure fluctuation compensator 138 is as follows:
At rest, before starting the engine, POEL2 is approx. 0.5 bar (POELHK = 0 bar)

When the engine is started, a valve unit V4 opens as soon as the pressure difference POELHK (oil pressure in the main oil passage 128 ) and POEL2 (oil pressure in the compensation chamber of the oil pressure fluctuation compensator 138 ) is greater than 2.0 bar. V3 remains closed.

As soon as the engine is running between POELHK and POEL2 no Pressure difference more. V3 and V4 are thus both closed.

A with nitrogen filled chamber is at POEL2 = 4.5 bar compressed to a minimum volume.

If the pressure drops from POELHK, V3 opens from a pressure difference of 0.5 bar. Thus, for a short time oil from the accumulator in the main oil channel 128 flow.

As soon as the pressure POELHK rises again, the process repeats 2.

Vice versa can by the oil volume in the accumulator too short-term pressure peaks of the pump are intercepted.

V3 opens at a pressure delta of 0.5 bar. Thus, a minimum residual oil volume in the pressure accumulator, as well as a certain inertia against pressure pulsation guaranteed. In addition, the valve serves as a check valve.

V4 opens at a pressure delta of 2.0 bar. Thus, a fast oil pressure build-up given at engine start.

The lubricant storage tank 112 , which could also be referred to as a variable volume oil tank, is housed in a housing 140 a first storage volume 142 and a second storage volume 144 on. Further, in the lubricant storage tank 112 a centrifuge chamber 146 trained in which is a centrifuge 148 located. The centrifuge chamber 146 is located above the storage volumes 142 . 144 so through the centrifuge 148 Calm lubricant, in particular calmed motor oil through a funnel wall 150 and a supply nozzle 152 in the first and second storage volumes 142 . 144 can flow under gravity.

While the first storage volume 142 to the supply nozzle 152 is open, there is an inflow to the second storage volume 144 that over the first storage volume 142 through a partition 154 is separated, only if an inlet 156 , where there is a supply valve V5, is open. However, said valve V5 is coupled to a drain valve V6, which is connected to a drain 158 of the second storage volume 144 is arranged. The sequence 158 of the second storage volume opens into the first storage volume 142 ,

Next to the already mentioned first entrance 114 has the lubricant storage tank 112 above the centrifuge chamber 146 another second entrance 160 on which a blow-by system 162 the internal combustion engine 102 is connectable.

The housing 140 is formed so that the container wall 164 , at the same time the container wall of the lubricant storage tank 112 is, at least in the area of the first and second storage volumes 142 . 144 thermally insulated is formed. For the second storage volume 144 In addition, an additional insulation may be provided. The functioning of the lubricant storage tank 112 is as follows:
In the engine warm-up phase, the oil (partially oil mist) from the lubricant pump 104 (Oil suction pump) from the oil sump into the upper area of the lubricant storage tank 112 Pumped (oil tanks). There the oil gets over the centrifuge 148 calms to minimize oil foaming. Since the valves V5 and V6 are closed in this operating state, the oil flows only over the first storage volume 142 (Oil chamber 1) back to the pressure pump. As soon as TOIL becomes greater than 105 ° C, valves V5 and V6 are opened simultaneously. The oil now flows through both chambers, whereby the oil volume from both chambers for engine lubrication / engine cooling is available. If the oil temperature drops again (eg below 100 ° C), the two valves close and only the oil circuit via chamber 1 is working again.

The bleed risers 166 in the oil tank serve only the ventilation of the individual oil chambers. They should be integrated in the tank.

For the particularly preferred embodiment of the invention, the following should be noted:
Due to the variable oil pump, the minimum required volume flow and pressure can be set at each engine operating point. Thus, the required drive power of the oil pump and at the same time the slump losses in the KGH, resulting in an additional friction loss result. The savings in oil pump drive performance through volume flow control are more noticeable in customer consumption than in the NEDC. However, the additional savings due to pressure reduction are also noticeable in the NEDC.

The oil suction pump Although requires an addition of drive power, which But by the frictional advantage by avoided splinter losses compensated again. As empirical values, the suction pump in Ratio to the pressure pump approx. 2: 1 to 2.5: 1. Consequently a possible oil accumulation in the KGH is prevented and There is always a negative pressure in KGH, which is a cause for the above-mentioned reduction of the frictional loss.

The control valve unit controls the oil volume flow through the heat exchanger. When the engine is cold, the oil flow flows through the heat exchanger to extract heat energy from the faster heating water. From approx. 75 ° C, the valve to the heat exchanger is closed and the bypass valve is opened, since from this temperature the heat exchanger inhibits the heating of the oil. Only when the oil reaches temperatures above 115 ° C, the valve opens to the heat exchanger and the bypass is closed. Now the oil can be cooled by the heat exchanger until it reaches a temperature of approx. 110 ° C. Then again opens the bypass and the valve to heat exchanger is closed. It is absolutely necessary to ensure that the condition never occurs that both valves are closed (eg via tap-change).

The System is fine with other thermal management systems like Water cycle or exhaust heat utilization can be combined there to operate it on the one hand independently but also integratably is.

The System can also be combined with a latent heat storage.

• – Schnellere Aufwärmung des Öls durch die im Warmlauf verringerte Ölmenge und den isolierten Öltank;
• – Reduzierung der Reibleistung durch schnellere Aufwärmehase des Öls;
• – Reduzierung der Antriebsleistung der Öldruckpumpe durch Regelung von Druck und Volumenstrom auf das erforderliche Minimum;
• – Reduzierung der Reibleistung durch Reduktion der Panschverluste im KGH;
• – Durch die Reduzierung der Reibleistung folglich Kraftstoffverbrauchseinsparungen im NEFZ und Kundenverbrauch (weniger CO₂ Ausstoß);
• – Isolierter Öltank speichert Wärmeenergie des Öls länger als Nasssumpf-Ölwannen (Start nach kurzen Pausen);
• – Durch die Steuerung der Ventile im Öltank und der Regelventileinheit sind konstante Öltemperaturen über verschiedene Lastkollektive gut regelbar;
• – Durch den Trockensumpf ist die Konstruktion eine KGH mit Bedplate und integrierter Ölwanne realisierbar (Leichtbau), dadurch Gewichtseinsparung und Absenkung des Motorschwerpunktes im Fahrzeug (Fahrdynamik);
• – Das System ist auch bei Extrembedingungen wie hohen Neigungswinkel (Geländewagen) oder hohen Querbeschleunigung (Sportwagen) stabil; und
• – Mit vertretbaren Aufwand realisierbar, da keine komplizierten Technologien oder exotische Materialien eingesetzt werden.

In particular, with the preferred embodiment of the invention, the following advantages are achieved:

• - Quicker heating of the oil by the reduced oil quantity and the isolated oil tank during warm-up;
• - Reduction of the frictional loss due to faster warming up of the oil;
• - Reduction of the drive power of the oil pressure pump by controlling pressure and flow rate to the required minimum;
• - Reduction of the frictional loss by reducing the losses in the KGH;
• - Reducing friction thus reduces fuel consumption in the NEDC and customer consumption (less CO ₂ emissions);
• - Insulated oil tank stores heat energy of oil longer than wet sump oil pans (start after short pauses);
• - By controlling the valves in the oil tank and the control valve unit constant oil temperatures are well regulated over different load groups;
• - Due to the dry sump, the construction is a KGH with bedplate and integrated sump feasible (lightweight), thereby saving weight and lowering the engine center of gravity in the vehicle (driving dynamics);
• - The system is stable even in extreme conditions such as high inclination angle (SUV) or high lateral acceleration (sports car); and
• - Realizable with reasonable effort, as no complicated technologies or exotic materials are used.

100

Lubricating circuit

102

Internal combustion engine

104

lubricant pump

106

Oil strainer

108

first management

110

second management

112

Lubricant reservoir

114

first entrance

116

output

118

third management

120

fourth management

122

Control valve unit

124

fifth management

126

oil filter

128

Main oil

130

sixth management

132

heat exchangers

134

seventh management

136

eighth management

138

Öldruckschwankungskompensator

140

casing

142

first storage volume

144

second storage volume

146

centrifuge chamber

148

centrifuge

150

hopper wall

152

supply nozzle

154

partition wall

156

Intake

158

procedure

160

second entrance

162

Blow-by system

164

container

166

Vent riser

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 4202572 C2 [0002]
• - EP 1598532 B1 [0003]

Claims (10)

Lubricant storage container, with a first storage volume ( 142 ), at least one first input ( 114 ) and an outlet, characterized in that a second storage volume ( 144 ) is provided. Lubricant storage container according to claim 1, characterized in that the second storage volume ( 144 ) a valve-controlled inlet ( 156 ) and a valve-controlled sequence ( 158 ), wherein an inlet valve (V5) provided for this purpose and a drain valve (V6) provided for this purpose are coupled together. Lubricant storage container according to claim 1 or 2, characterized in that a centrifuge ( 148 ) is provided. Lubricant storage container according to one of claims 1 to 3, characterized in that a second input ( 160 ) For connection a blow-by system is provided. Lubricant storage container according to the preamble of claim 1, in particular according to one of claims 1 to 4, characterized in that the first storage volume ( 142 ), preferably the first and second storage volumes ( 144 ), thermally insulating container walls ( 164 ) having. Lubricant storage container according to claim 5, characterized in that the thermally insulating container wall ( 164 ) is designed in the manner of a thermos and in particular double-walled. Lubricant circuit of an internal combustion engine with a lubricant pump ( 104 ) and a piping system via which the lubricant pump ( 104 ) is connected to at least one lubricant consumer, characterized in that a lubricant storage container ( 112 ) is connected according to one of claims 1 to 6. Lubricant circuit according to claim 7, characterized in that to the line system for cooling the lubricant, a heat exchanger ( 132 ) connected. Lubricant circuit according to claim 7 or 8, characterized in that the line system, an oil pressure fluctuation compensator ( 138 ) connected. Lubricant circuit according to one of claims 7 to 9, characterized in that the lubricant pump ( 104 ) is designed as a pressure and volume flow controlled oil pump.