EP0166698A2 - Circuit d'huile, particulièrement pour un moteur à combustion interne - Google Patents

Circuit d'huile, particulièrement pour un moteur à combustion interne Download PDF

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Publication number
EP0166698A2
EP0166698A2 EP85810295A EP85810295A EP0166698A2 EP 0166698 A2 EP0166698 A2 EP 0166698A2 EP 85810295 A EP85810295 A EP 85810295A EP 85810295 A EP85810295 A EP 85810295A EP 0166698 A2 EP0166698 A2 EP 0166698A2
Authority
EP
European Patent Office
Prior art keywords
oil
flow resistance
circuit according
overflow
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP85810295A
Other languages
German (de)
English (en)
Other versions
EP0166698A3 (fr
Inventor
Otto Münch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0166698A2 publication Critical patent/EP0166698A2/fr
Publication of EP0166698A3 publication Critical patent/EP0166698A3/fr
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/002—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/021—Conditioning lubricant for aiding engine starting, e.g. heating by heating
    • F01M2005/023—Oil sump with partition for facilitating heating of oil during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/005—Oilsumps with special anti-turbulence means, e.g. anti-foaming means or intermediate plates

Definitions

  • the invention aims to remedy the disadvantages of the generally known prior art as well as those of the thermostatic control. This object is solved by the features of claim 1.
  • the collecting container can also be installed in existing engine types instead of or in addition to the seal between the engine block and the oil pan. The manufacture of the device is particularly inexpensive.
  • the flow cross section of the flow resistance can be designed for the total delivery rate of the pump at high speed. At low speeds, the smaller amount of oil will preferably flow over the flow resistance and be cooled.
  • the return flow of the pump which is only slightly warmed, can be fed directly back to the suction side or can be directed through a return pipe into the area of the suction pipe.
  • the warm-up time can be reduced even further.
  • the flow resistance can be installed across or lengthwise in the motor. Foreclosures (with smaller openings) and possibly covers can prevent spilling over when braking or in bends.
  • Part of the fins can be arranged to be removable in order to set a lower temperature or higher viscosity in older motors.
  • the flow resistance can also be formed from a mixture of wires or the like, which, however, is more sensitive to contamination.
  • Aluminum is particularly suitable as a material.
  • the upper area can also be fed to a separate reflux with reduced cooling.
  • the oil pan 2 contains the normal amount of oil.
  • the device according to the invention which essentially consists of a collecting trough 6, a laminar flow resistance 7 and an overflow 8.
  • the hot oil which leaves the flow resistance, flows through a channel 9 to an opening 10, from which it reaches the location of the oil pan 2, which is furthest away from the intake manifold 4, for cooling. If, on the other hand, the oil is still cold and viscous, it will only flow through the flow resistance in very small amounts and is therefore supplied to the suction port 4 uncooled via the overflow 8.
  • the drip pan is advantageously deep drawn or extruded from an aluminum sheet.
  • the raised edge of the recess for the suction port serves as an overflow for the oil that is not to be cooled.
  • the device has to be installed after the suction nozzle, it is open on the side. At this point, the oil pan would have to be additionally sealed. Since no absolute tightness is required for the collecting trough 6, it can also be fastened within the trough seal. If the suction nozzle can be screwed in from below, the recess can be closed. The edge 11 of the drip pan, coated accordingly, can perform the function of the oil pan seal.
  • One or more bulkheads 12 above prevent the oil from spilling completely into the overflow e.g. B. when braking or accelerating the vehicle.
  • a lower bulkhead wall 13 prevents the oil that is not to be cooled from mixing with the still cold oil in the oil pan.
  • the lower bulkhead can also be arranged on the oil pan.
  • the device has to cope with the large excess amount at maximum speed, preferably by means of an additional overflow 8 Q at a location which results in reduced cooling, for example in the central region of the oil pan.
  • the overflow can have different shapes or, according to FIG. 2 e, can also be replaced by one or more orifices.
  • the flow through these orifices depends more on the damming height than on the viscosity.
  • an overflow at another point can result in additional cooling for engines with increased oil consumption.
  • FIG. 3 With cold oil (Fig. 3a) the laminar flow through the flow resistance 7 is very low. Practically all oil flows uncooled via the overflow 8 to the intake manifold 4. When the oil is warm from operation (FIG. 3b), part of it flows through the flow resistance and is cooled by the oil pan. The proportions vary depending on the temperature or viscosity reached.
  • low-viscosity oil is increasingly cooled, while a high-viscosity oil partially flows to the overflow even at high temperature.
  • a highly viscous unit oil e.g. B. SAE 50
  • this can have advantages for the lubrication of the piston rings and the oil consumption, because there the cylinder wall determines the oil temperature and thus the viscosity.
  • the oil is heated so much by the viscosity control that the bearing friction, which is otherwise increased in the case of highly viscous oils, does not occur.
  • the invention is therefore also particularly advantageous for drive units in which the transmission is lubricated by engine oil.
  • a higher viscosity is also advantageous for gearboxes.
  • the invention thus makes it possible to adapt the oil viscosity to the needs of the piston lubrication and the gearbox, without having to accept a bearing friction that is high in accordance with the viscosity class.
  • the overflow 8 opens directly into the suction port 4 of the pump.
  • the engine is therefore supplied with preheated oil in the shortest possible time. Since outer and inner cooling fins 15 and 16 ensure particularly intensive cooling of the oil coming from the flow resistance 7, it is sufficient if only a partial amount of the oil flowing back is cooled. This can reduce the influence of the accumulation level and the amount of oil in circulation. A further reduction can be achieved in that the upper area of the laminar flow resistance opens through a separate channel 17 into an opening 18, after which the oil is only partially cooled.
  • FIG. 5 shows some embodiments of flow resistances.
  • a) shows a set of slats with vertical slats that are least likely to become dirty.
  • b) shows a kind of honeycomb or channel structure. This enables particularly low viscosity values to be achieved.
  • Horizontal slats according to c) are particularly suitable for grading the laminar resistance over the accumulation height.
  • the embodiments according to FIGS. 1, 3 and 4 assume that there is sufficient space above the oil level. However, if the engine is built flat, the connecting rods move only slightly above the surface of the oil. In this case, the embodiments according to FIGS. 6 to 11 are particularly useful.
  • the collecting trough 6, which is V-shaped in cross section is immersed under the normal oil level. At its lowest point, the flow resistance opens out in the form of at least one narrow, vertically arranged tube 7.
  • the overflow 8 is designed as the end of a tube inserted into the collecting trough.
  • the pipe is expediently extended down to the vicinity of the intake port (pipe 21), an opening 22 remaining free against the bottom of the oil pan 2. The heated oil coming from the return line hardly mixes with the still cold oil in the tub and is therefore quickly brought to the required temperature.
  • the viscosity control device is arranged in the pump suction.
  • a check valve 26, 27 is arranged with a very low opening pressure of z. B. below 0.1 bar.
  • the valve can only be loaded in the blocking direction by the weight of the valve member 27, which bears against a support 26.
  • the laminar flow resistance 7, which is designed as a narrow tube, also opens into the intake port 4. Its other end is guided against a cooled surface of the oil pan via a tube 23 which is widened in relation to the inside diameter of the tube.
  • the collecting trough 6 is designed here as a funnel with a tubular extension 21 which extends to the bottom of the trough 2.
  • the interior of the funnel communicates with the rest of the oil pan via an opening 22.
  • the oil sucked in through the pipe 23 quickly heats up to the temperature of the return oil which flows around the tube 7.
  • the resistance of the tube 7 therefore depends on the return temperature of the oil.
  • the rest is sucked in via the check valve 26, 27.
  • the oil enclosed in the funnel 6 forms only a small part of the total oil supply. Since this part is warmed up very quickly when the engine is cold, the optimum oil viscosity is reached quickly.
  • With increasing temperature flows because of the decreasing increasing resistance of the tube 7 an increasing percentage of cooled oil through the tube 23 to the intake manifold 4.
  • the check valve 26, 27 is closed, so that the entire oil flow is cooled.
  • a further flow resistance 28 can be provided in the pipe 23 so that the temperature of the cooler oil in the tub 2 is also taken into account.
  • the viscosity control is arranged in the pump return.
  • volumetric oil pumps are normally used, which deliver the oil flow required for lubrication even at a low engine speed. In the normal speed range of the motors, therefore, a significant proportion of the oil delivered flows directly from the pump 3 back into the oil pan 2 via a pump return 14. Since this pump return oil has exactly the temperature and viscosity of the oil supplied to the lubrication points, it is very well suited for control.
  • FIGS. 8 to 10 in turn have a funnel-shaped collecting trough 6 for the oil flowing back from the engine, which is extended to the bottom of the oil trough 2 by means of a pipe 21 surrounding the intake pipe 4.
  • a passage opening 22 is provided between the tube 21 and the trough bottom.
  • the pump return is directed into a collecting container 28, from which the oil partly through the laminar flow resistance in the form of a tube 7 into a cooled area of the oil pan 2, partly via the edge 8 of the collecting container 28 directly to the intake port 4 flows back.
  • the tube 7 can either be made of a good heat-conducting material, e.g. B. aluminum, or from poorly heat-conducting material, e.g. B. plastic.
  • a larger percentage of the pump return flow flows through the tube 7 into the cooled area of the trough 2 and from there cooled through the opening 22 to the intake manifold 4 than with cold oil. The oil is therefore quickly warmed up here to the desired operating temperature within the funnel 6.
  • an orifice 8 ′ is provided instead of the overflow from FIG. 8. Since the flow resistance through the orifice 8 ′ is practically independent of the viscosity, whereas the resistance through the flow resistance 7 increases proportionally with the viscosity, the ratio of the supply to the intake port 4 through the orifice 8 ′ changes to that via the resistance 7, the expanded pipe and the cooled oil pan 2 returning pump return oil in the sense of a reduction in the viscosity fluctuation. In the embodiment according to FIG. 9, this ratio is relatively little dependent on the pump return flow.
  • the purpose of the expanded pipe 23, as in FIG. 7, is that the above ratio is practically independent of the temperature in the oil pan 2.
  • an overpressure valve 8 ′′ is arranged in the direct backflow from the pump return 14 to the intake port 4, which acts in the same way as the overflow according to FIG.
  • FIG. 11 shows a variant with an external oil cooler 30, which is connected via a pipe 31 to the laminar flow resistance 7 and via a pipe 32 to the oil pan 2. Otherwise, the embodiment according to FIG. 11 corresponds to that according to FIG. 9.
  • the method described can be used in general for regulating the viscosity of liquids and is particularly suitable for lubrication circuits because, when lubricating, maintaining the optimum viscosity minimizes wear and friction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
EP85810295A 1984-06-29 1985-06-25 Circuit d'huile, particulièrement pour un moteur à combustion interne Ceased EP0166698A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH313584 1984-06-29
CH3135/84 1984-06-29

Publications (2)

Publication Number Publication Date
EP0166698A2 true EP0166698A2 (fr) 1986-01-02
EP0166698A3 EP0166698A3 (fr) 1987-01-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP85810295A Ceased EP0166698A3 (fr) 1984-06-29 1985-06-25 Circuit d'huile, particulièrement pour un moteur à combustion interne

Country Status (2)

Country Link
US (1) US4616609A (fr)
EP (1) EP0166698A3 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4721185A (en) * 1985-05-09 1988-01-26 Robert Bosch Gmbh Oil container arrangement for vehicles
EP0443092A1 (fr) * 1990-01-19 1991-08-28 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Ralentisseur de débit d'huile de graissage
DE4204522C1 (en) * 1992-02-15 1993-04-15 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine silencer with lower cover shell - has oil flow shell aperture opening into noise damping chamber
EP1304452A1 (fr) 2001-10-18 2003-04-23 Dr. Schrick Gmbh Circuit de lubrification d'un moteur à combustion d'un vehicule
WO2009042464A3 (fr) * 2007-09-24 2009-05-14 Gen Electric Système et procédé visant à fournir un système de refroidissement intégré à l'aide d'un système à multiples commandes indépendant
RU207833U1 (ru) * 2021-05-25 2021-11-18 Федеральное государственное казенное военное образовательное учреждение высшего образования "Военный учебно-научный центр Военно-воздушных сил "Военно-воздушная академия имени профессора Н.Е. Жуковского и Ю.А. Гагарина" (г. Воронеж) Министерства обороны Российской Федерации Маслозаправочная установка

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US4674457A (en) * 1986-06-02 1987-06-23 Ford Motor Company Dry sump crankcase
US5067454A (en) * 1989-06-14 1991-11-26 Avco Corporation Self compensating flow control lubrication system
GB2251889B (en) * 1991-01-19 1994-04-13 Ford Motor Co Engine lubrication system
JPH0617633A (ja) * 1992-07-06 1994-01-25 Nippon Soken Inc 内燃機関の暖機促進装置
JP3447782B2 (ja) * 1993-01-19 2003-09-16 トヨタ自動車株式会社 内燃機関の潤滑装置
JPH06229219A (ja) * 1993-02-03 1994-08-16 Yamaha Motor Co Ltd ２サイクルエンジンの潤滑装置
US5339776A (en) * 1993-08-30 1994-08-23 Chrysler Corporation Lubrication system with an oil bypass valve
GB2292417B (en) * 1994-08-17 1998-01-14 Ford Motor Co Engine lubrication system
JP2000186524A (ja) * 1998-12-22 2000-07-04 Suzuki Motor Corp エンジンのオイルパン構造
US6167990B1 (en) * 1999-02-03 2001-01-02 Industrial Technology Research Institute Lubricating device for four-stroke engine
US6257193B1 (en) 1999-09-16 2001-07-10 International Truck And Engine Corporation Engine with a direct passage from the oil reservoir to the oil pump
JP3971082B2 (ja) * 2000-05-11 2007-09-05 本田技研工業株式会社 内燃機関用潤滑装置
US20050177012A1 (en) * 2001-07-20 2005-08-11 Pcbu Services, Inc. Halocarbon production processes, halocarbon separation processes, and halocarbon separation systems
DE10342894A1 (de) * 2003-09-17 2005-04-14 Zf Friedrichshafen Ag Verfahren zur Zirkulation einer Ölmenge und Ölkreislauf zur Durchführung des Verfahrens
US8066100B2 (en) * 2004-10-05 2011-11-29 Toyota Jidosha Kabushiki Kaisha Oil pan and lubricating device
JP2006142971A (ja) * 2004-11-18 2006-06-08 Yamaha Marine Co Ltd 船外機の潤滑装置
JP4225327B2 (ja) * 2006-07-11 2009-02-18 トヨタ自動車株式会社 内燃機関のオイル戻し構造
US8899266B2 (en) * 2007-02-14 2014-12-02 GM Global Technology Operations LLC Fluid displacement reservoir
US8011342B2 (en) * 2008-07-16 2011-09-06 Polaris Industries Inc. Wet oil sump for four cycle engine
US8978515B2 (en) * 2010-03-22 2015-03-17 Gm Global Technology Operations, Llc Transmission heating and storage device
DE102010027816B4 (de) 2010-04-15 2018-09-13 Ford Global Technologies, Llc Brennkraftmaschine mit Ölkreislauf und Verfahren zur Erwärmung des Motoröls einer derartigen Brennkraftmaschine
US8578906B2 (en) * 2011-07-13 2013-11-12 Ford Global Technologies, Llc Oil system for an engine
CN107816371A (zh) * 2016-09-13 2018-03-20 福特环球技术公司 用于发动机总成的油底壳以及发动机曲轴通风系统
JP6456998B2 (ja) * 2017-03-21 2019-01-23 本田技研工業株式会社 動力伝達装置の潤滑構造
US20240077073A1 (en) * 2022-09-01 2024-03-07 EKU Power Drives Inc. Reservoir for dual loop lubrication and thermal management system for pumps

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FR788494A (fr) * 1935-04-06 1935-10-10 Perfectionnements apportés aux dispositifs servant au graissage des moteurs
US2051026A (en) * 1932-08-24 1936-08-18 Lubrication Control Corp Lubricating system for automobile engines
GB587286A (en) * 1944-09-01 1947-04-21 Roland Bryon Heywood Improvements in or relating to the lubrication of engines
US2673571A (en) * 1950-07-05 1954-03-30 Howard W Lerom Oil pump well viscosity actuated oil heater
US3213930A (en) * 1964-06-01 1965-10-26 Robinson Robert Clayton Oil temperature regulators for internal combustion engines
GB1043113A (en) * 1964-02-10 1966-09-21 Cunewalde Motoren Cooling device for cooling lubricating oil in an internal combustion engine
DE2811144A1 (de) * 1977-04-05 1978-10-19 Lenz Hans Peter Fahrzeug-brennkraftmaschine

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US2575877A (en) * 1948-01-05 1951-11-20 Wilhelm W Klier Engine crankcase cooling system
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Publication number Priority date Publication date Assignee Title
DE304288C (fr) *
DE430795C (de) * 1924-05-31 1926-06-23 Maybach Motorenbau G M B H OElumlauf- und Kuehleinrichtung bei Verbrennungskraftmaschinen von Motorfahrzeugen
US2051026A (en) * 1932-08-24 1936-08-18 Lubrication Control Corp Lubricating system for automobile engines
FR788494A (fr) * 1935-04-06 1935-10-10 Perfectionnements apportés aux dispositifs servant au graissage des moteurs
GB587286A (en) * 1944-09-01 1947-04-21 Roland Bryon Heywood Improvements in or relating to the lubrication of engines
US2673571A (en) * 1950-07-05 1954-03-30 Howard W Lerom Oil pump well viscosity actuated oil heater
GB1043113A (en) * 1964-02-10 1966-09-21 Cunewalde Motoren Cooling device for cooling lubricating oil in an internal combustion engine
US3213930A (en) * 1964-06-01 1965-10-26 Robinson Robert Clayton Oil temperature regulators for internal combustion engines
DE2811144A1 (de) * 1977-04-05 1978-10-19 Lenz Hans Peter Fahrzeug-brennkraftmaschine

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4721185A (en) * 1985-05-09 1988-01-26 Robert Bosch Gmbh Oil container arrangement for vehicles
EP0443092A1 (fr) * 1990-01-19 1991-08-28 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Ralentisseur de débit d'huile de graissage
US5161643A (en) * 1990-01-19 1992-11-10 Dr. Ing. H.C.F. Porsche Ag Delay part for lubricating oil
DE4204522C1 (en) * 1992-02-15 1993-04-15 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De IC engine silencer with lower cover shell - has oil flow shell aperture opening into noise damping chamber
EP1304452A1 (fr) 2001-10-18 2003-04-23 Dr. Schrick Gmbh Circuit de lubrification d'un moteur à combustion d'un vehicule
WO2009042464A3 (fr) * 2007-09-24 2009-05-14 Gen Electric Système et procédé visant à fournir un système de refroidissement intégré à l'aide d'un système à multiples commandes indépendant
CN102588062A (zh) * 2007-09-24 2012-07-18 通用电气公司 使用独立多控制系统来提供整合的冷却系统的系统和方法
US8402929B2 (en) 2007-09-24 2013-03-26 General Electric Company Cooling system and method
CN101802359B (zh) * 2007-09-24 2013-07-03 通用电气公司 使用独立多控制系统来提供整合的冷却系统的系统和方法
EA019697B1 (ru) * 2007-09-24 2014-05-30 Дженерал Электрик Компани Установка для охлаждения двигателя
CN102588062B (zh) * 2007-09-24 2014-10-29 通用电气公司 使用独立多控制系统来提供整合的冷却系统的系统和方法
RU207833U1 (ru) * 2021-05-25 2021-11-18 Федеральное государственное казенное военное образовательное учреждение высшего образования "Военный учебно-научный центр Военно-воздушных сил "Военно-воздушная академия имени профессора Н.Е. Жуковского и Ю.А. Гагарина" (г. Воронеж) Министерства обороны Российской Федерации Маслозаправочная установка

Also Published As

Publication number Publication date
US4616609A (en) 1986-10-14
EP0166698A3 (fr) 1987-01-14

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