EP0187263A1 - Casing for an internal-combustion engine - Google Patents

Casing for an internal-combustion engine Download PDF

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Publication number
EP0187263A1
EP0187263A1 EP85115364A EP85115364A EP0187263A1 EP 0187263 A1 EP0187263 A1 EP 0187263A1 EP 85115364 A EP85115364 A EP 85115364A EP 85115364 A EP85115364 A EP 85115364A EP 0187263 A1 EP0187263 A1 EP 0187263A1
Authority
EP
European Patent Office
Prior art keywords
crankcase
housing wall
lubricating oil
inner housing
oil pan
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.)
Granted
Application number
EP85115364A
Other languages
German (de)
French (fr)
Other versions
EP0187263B1 (en
Inventor
Jiri Seidl
Franz Zinnecker
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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Publication date
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Publication of EP0187263A1 publication Critical patent/EP0187263A1/en
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Publication of EP0187263B1 publication Critical patent/EP0187263B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0043—Arrangements of mechanical drive elements
    • F02F7/0053—Crankshaft bearings fitted in the crankcase
    • 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
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • 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
    • F01M2011/0033—Oilsumps with special means for guiding the return of oil into the sump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting

Definitions

  • the invention is based on the preamble of claim 1 from US-PS 1 948 810.
  • the inner housing wall forms a transverse wall that stiffens the lower part of the crankcase.
  • the transverse wall is arranged in the area of a central crankshaft bearing and has a molded-on bearing cover.
  • the lubricating oil flowing back from the upper region of the housing, in particular a cylinder head falls freely into the oil pan connected to the lower part of the crankcase.
  • Part of the returning lubricating oil can be caught by rotating engine parts, whereby oil thrown off from engine parts causes a strong foaming of the lubricating oil flowing back on the housing walls.
  • Heavily foamed lubricating oil is known to be of considerable disadvantage, especially when using hydraulic valve lash adjusters.
  • the invention is based on the object of designing a generic housing in such a way that lubricating oil flowing back from the upper housing area is conducted back into the oil pan, kept away from the rotating engine parts.
  • the essence of the invention is a line arranged in the upper part of the crankcase for back-flowing lubricating oil, which is emptied into a space above the oil pan, which is separated from the crank chamber of the rotating engine parts by a semi-cylindrical shell of the lower part of the crankcase.
  • the latter has separate passages forming the inner housing wall of the crankcase lower part. This shell combines the advantage of the lubricating oil that is guided past the rotating engine parts with the advantage of an effective stiffening of the crankcase.
  • DE-PS 10 43 710 discloses a crankcase lower part designed as a semi-cylindrical shell for connection to a crankcase upper part, but for the housing of a two-stroke internal combustion engine. Since the lubricating oil is atomized with the fuel-air mixture in the crankcase pumps to the corresponding bearings of the crankshaft, there is no problem with the return of the lubricating oil described above. Thus, there is also no suggestion to arrange a semi-cylindrical shell in a lower part of the generic crankcase. Furthermore, from DE-OS 19 64 049 a non-generic crankcase for a reciprocating internal combustion engine is known, which comprises walls which are pulled down deeply over the center of the crankshaft and are connected to an oil pan.
  • the outer housing walls which run approximately from the center of the crankshaft near the contours of connecting rod violins, are each assigned inner housing walls in the area of the connecting rod bearings. Although the inner and outer housing walls serve to guide lubricating oil flowing back from the upper housing area into the oil pan, the inner housing walls do not form a component that essentially separates the crankcase from the oil pan.
  • crankcase lower part is specified in claim 2.
  • crankcase lower part can be screwed to the bearing caps of the crankshaft bearing via the semi-cylindrical shell for further stiffening according to the arrangement according to DE-PS 10 43 710.
  • the bearing caps can be integrally connected to the crankcase lower part.
  • An engine block 1 for a reciprocating piston internal combustion engine with V-shaped cylinders 2 comprises an upper crankcase part 3 and a separate lower crankcase part 4, which in turn is closed at the bottom by an oil pan 5.
  • the crankcase lower part 4 comprises an outer housing wall 6, of which opposing parts 6 'and 6 "are connected to one another by an inner housing wall 7.
  • the inner housing wall 7 is semicircular in cross section and runs close to the contour of the connecting rod violins Housing wall 7 is also connected on the one hand to the outer housing wall part 6 ′ via a fastening flange 8 and on the other hand to the outer housing wall part 6 ′′ via a fastening flange 9.
  • first lubricating oil passages 10 and 11 are formed in the mounting flanges 8 and 9.
  • Each of the passages 10 and 11 communicates with a chamber 12 in the crankcase upper part 3 in an oil-carrying manner.
  • the lubricating oil flowing out of the cylinder heads, not shown, is fed to each chamber 12 through a return channel 13 in the cylinder jacket 14.
  • the back-flowing lubricating oil enters a space 15 above the oil pan 5, which is largely separated from the crank chamber 16 of the rotating engine parts by the partition 7.
  • the lubricating oil flowing back from the upper housing areas thus gets into the oil pan 5 without being foamed.
  • the inner housing wall 7 which is designed as a semi-cylindrical shell, has further passages 7 which connect the crank chamber 16 to the chamber 15 above the oil pan 5.
  • These second free passages 17, which are distributed over the circumference of the housing wall 7, are arranged approximately tangentially. In the case of a crankcase lower part 4 designed as a light metal die-cast part, these second passages 17 can be formed during casting.
  • crankcase lower part 40 in which an outer housing wall part 60 ′′ is arranged lower and closer to the partition wall 70.
  • the first passage 110 starting from the flange 90 is channel-like and opens between the housing wall part 60 ′′ and the inner housing wall 70 out.
  • the crankcase lower part 40 strikes against the bearing cover 19 via extensions 18 on the inner housing wall 70 and is screwed to it.
  • crankcase lower part 400 according to FIG. 3 only has a first free passage 1000 in the fastening flange 800 for the undisturbed return of the lubricating oil from the upper housing area into the oil pan.
  • Bearing brackets 190 are structurally integrated with the crankcase lower part 400 via the inner housing wall 700.

Abstract

Ein Motorblock umfaßt ein Kurbelgehäuse-Oberteil, das durch ein gesondertes Kurbelgehäuse- Unterteil ausgesteift wird. An einer äußeren Gehäusewand des Kurbelgehäuse-Unterteiles ist eine Ölwanne angeordnet. Damit das aus einem oberen Gehäusebereich in die Ölwanne zurückzuführende Schmieröl von rotierenden Triebwerksteilen nicht erfaßt wird, weist das Kurbelgehäuse-Unterteil einen in einem Befestigungsflansch angeordneten, zwischen der äußeren Gehäusewand und einer inneren Gehäusewand ausmündenden Schmieröl-Durchgang auf. Die innere Gehäusewand ist als halbzylindrische Schale nah der Kontur der Pleuelgeigen verlaufend angeordnet und bildet eine aussteifende Verbindung zu einem weiteren, gegenüberliegenden Befestigungsflansch des Kurbelgehäuse-Unterteiles. Die den Kurbelraum von einem Raum über der Ölwanne trennende Gehäusewand weist ihrerseits zur Ableitung von aus den Lagern des Triebwerkes austretendem Schmieröl weitere Durchgänge auf, die vorzugsweise tangential angeordnet sind.An engine block comprises a crankcase upper part, which is stiffened by a separate crankcase lower part. An oil pan is arranged on an outer housing wall of the crankcase lower part. So that the lubricating oil to be returned to the oil pan from an upper housing area is not caught by rotating engine parts, the crankcase lower part has a lubricating oil passage arranged in a fastening flange and opening out between the outer housing wall and an inner housing wall. The inner housing wall is arranged as a semi-cylindrical shell running close to the contour of the connecting rod violins and forms a stiffening connection to another, opposite fastening flange of the crankcase lower part. The housing wall separating the crank chamber from a space above the oil pan in turn has further passages, which are preferably arranged tangentially, for discharging lubricating oil emerging from the bearings of the engine.

Description

Die Erfindung geht gemäß dem Oberbegriff des Patentanspruches 1 von der US-PS 1 948 810 aus.The invention is based on the preamble of claim 1 from US-PS 1 948 810.

Bei der bekannten Bauart bildet die innere Gehäusewand eine das Kurbelgehäuse-Unterteil der Höhe nach aussteifende Querwand. Die Querwand ist dabei im Bereich eines mittleren Kurbelwellenlagers angeordnet und weist einen angeformten Lagerdeckel auf. Beiderseits dieser Querwand fällt beim Betrieb der Brennkraftmaschine das aus dem oberen Bereich des Gehäuses, insbesondere eines Zylinderkopfes zurückfließende Schmieröl frei in die an das Kurbelgehäuse-Unterteil angeschlossene Ölwanne. Dabei kann ein Teil des rückfließenden Schmieröles von rotierenden Triebwerksteilen erfaßt werden', wobei von Triebwerksteilen abgeschleudertes Ö1 eine starke Verschäumung des an Gehäusewänden zurückfließenden Schmieröles bewirkt. Stark verschäumtes Schmieröl ist bekanntlich von erheblichem Nachteil, insbesondere beim Einsatz von hydraulischen Ventilspielausgleichselementen.In the known type, the inner housing wall forms a transverse wall that stiffens the lower part of the crankcase. The transverse wall is arranged in the area of a central crankshaft bearing and has a molded-on bearing cover. On both sides of this transverse wall, when the internal combustion engine is operating, the lubricating oil flowing back from the upper region of the housing, in particular a cylinder head, falls freely into the oil pan connected to the lower part of the crankcase. Part of the returning lubricating oil can be caught by rotating engine parts, whereby oil thrown off from engine parts causes a strong foaming of the lubricating oil flowing back on the housing walls. Heavily foamed lubricating oil is known to be of considerable disadvantage, especially when using hydraulic valve lash adjusters.

Der Erfindung liegt die Aufgabe zugrunde, ein gattungsgemäßes Gehäuse so auszubilden, daß aus dem oberen Gehäusebereich zurückfließendes Schmieröl von den rotierenden Triebwerksteilen ferngehalten in die ölwanne zurückgeleitet wird.The invention is based on the object of designing a generic housing in such a way that lubricating oil flowing back from the upper housing area is conducted back into the oil pan, kept away from the rotating engine parts.

Diese Aufgabe wird durch die im Kennzeichen des Patentanspruches 1 angegebenen Merkmale gelöst. Kern der Erfindung ist eine im Kurbelgehäuse-Oberteil angeordnete Leitung für rückfließendes Schmieröl, die sich in einen Raum über der ölwanne entleert, der vom Kurbelraum der rotierenden Triebwerksteile durch eine halbzylindrische Schale des Kurbelgehäuse-Unterteiles abgetrennt ist. Für den Abfluß des aus den Lagern der rotierenden Triebwerksteile austretenden Schmieröles weist diese die innere Gehäusewand des Kurbelgehäuse-Unterteiles bildende Schale gesonderte Durchgänge auf. Diese Schale verbindet den Vorteil des an den rotierenden Triebwerksteilen vorbeigeführten Schmieröles mit dem Vorteil einer wirksamen Aussteifung des Kurbelgehäuses. Zwar ist aus der DE-PS 10 43 710 ein als halbzylindrische Schale gestaltetes Kurbelgehäuse-Unterteil zur Verbindung mit einem Kurbelgehäuse-Oberteil bekannt, jedoch für das Gehäuse einer Zweitakt-Brennkraftmaschine. Da hierbei das Schmieröl vernebelt mit dem Kraftstoffluftgemisch in den Kurbelgehäusepumpen an die entsprechenden Lager der Kurbelwelle herangeführt wird, existiert hierbei nicht das Problem der eingangs geschilderten Schmieröl-Rückführung. Somit fehlt auch eine Anregung, eine halbzylindrische Schale in einem gattungsgemäßen Kurbelgehäuse-Unterteil anzuordnen. Weiter ist aus der DE-OS 19 64 049 ein gattungsfremdes Kurbelgehäuse für eine Hubkolben-Brennkraftmaschine bekannt, das tief über die Kurbelwellenmitte herabgezogene Wände umfaßt, die mit einer Ölwanne in Verbindung stehen. Den etwa ab der Kurbelwellenmitte nahe den Konturen von Pleuelgeigen verlaufenden äußeren Gehäusewänden sind jeweils im Bereich der Pleuellager innere Gehäusewände zugeordnet. Zwar dienen innere und äußere Gehäusewand zur Vorbeiführung von aus dem oberen Gehäusebereich zurückfließendern Schmieröl in die Ölwanne, jedoch bilden die inneren Gehäusewände kein den Kurbelraum von der Ölwanne im wesentlichen trennendes Bauteil.This object is achieved by the features specified in the characterizing part of patent claim 1. The essence of the invention is a line arranged in the upper part of the crankcase for back-flowing lubricating oil, which is emptied into a space above the oil pan, which is separated from the crank chamber of the rotating engine parts by a semi-cylindrical shell of the lower part of the crankcase. For the outflow of the lubricating oil emerging from the bearings of the rotating engine parts, the latter has separate passages forming the inner housing wall of the crankcase lower part. This shell combines the advantage of the lubricating oil that is guided past the rotating engine parts with the advantage of an effective stiffening of the crankcase. DE-PS 10 43 710 discloses a crankcase lower part designed as a semi-cylindrical shell for connection to a crankcase upper part, but for the housing of a two-stroke internal combustion engine. Since the lubricating oil is atomized with the fuel-air mixture in the crankcase pumps to the corresponding bearings of the crankshaft, there is no problem with the return of the lubricating oil described above. Thus, there is also no suggestion to arrange a semi-cylindrical shell in a lower part of the generic crankcase. Furthermore, from DE-OS 19 64 049 a non-generic crankcase for a reciprocating internal combustion engine is known, which comprises walls which are pulled down deeply over the center of the crankshaft and are connected to an oil pan. The outer housing walls, which run approximately from the center of the crankshaft near the contours of connecting rod violins, are each assigned inner housing walls in the area of the connecting rod bearings. Although the inner and outer housing walls serve to guide lubricating oil flowing back from the upper housing area into the oil pan, the inner housing walls do not form a component that essentially separates the crankcase from the oil pan.

Eine vorteilhafte Weiterbildung des Kurbelgehäuse-Unterteiles ist in Anspruch 2 angegeben.An advantageous development of the crankcase lower part is specified in claim 2.

Weiter kann das Kurbelgehäuse-Unterteil über die halbzylindrische Schale zur weiteren Aussteifung gemäß der Anordnung nach DE-PS 10 43 710 mit den Lagerdeckeln der Kurbelwellenlagerung auf Anschlag verschraubt werden. Schließlich können zu dem gleichen Zweck und wie aus der US-PS 3 421 490 bereits bekannt, die Lagerdeckel einstückig mit dem Kurbelgehäuse-Unterteil verbunden sein.Furthermore, the crankcase lower part can be screwed to the bearing caps of the crankshaft bearing via the semi-cylindrical shell for further stiffening according to the arrangement according to DE-PS 10 43 710. Finally, for the same purpose and as already known from US Pat. No. 3,421,490, the bearing caps can be integrally connected to the crankcase lower part.

Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt. Es zeigen

  • Fig. 1 ein Gehäuse für eine Hubkolben-Brennkraftmaschine im Querschnitt,
  • Fig. 2 ein abgeändertes Kurbelgehäuse-Unterteil, das mit einem Lagerdeckel lösbar verbunden ist,
  • Fig. 3 eine weitere Ausgestaltung eines Kurbelgehäuse-Unterteiles mit integriertem Lagerdeckel.
Embodiments of the invention are shown in the drawing. Show it
  • 1 shows a housing for a reciprocating piston internal combustion engine in cross section,
  • 2 a modified crankcase lower part which is detachably connected to a bearing cover,
  • Fig. 3 shows a further embodiment of a crankcase lower part with an integrated bearing cover.

Ein Motorblock 1 für eine Hubkolben-Brennkraftmaschine mit V-förmig angeordneten Zylindern 2 umfaßt ein Kurbelgehäuse-Oberteil 3 und ein gesondertes Kurbelgehäuse-Unterteil 4, das seinerseits nach unten durch eine Ölwanne 5 abgeschlossen ist. Das Kurbelgehäuse-Unterteil 4 umfaßt eine äußere Gehäusewand 6, von der einander gegenüberliegende Teile 6' und 6" durch eine innere Gehäusewand 7 miteinander in Verbindung stehen. Die innere Gehäusewand 7 ist im Querschnitt halbkreisbogenförmig gestaltet und verläuft nahe der Kontur der Pleuelgeigen. Die innere Gehäusewand 7 steht ferner einerseits über einen Befestigungsflansch 8 mit dem äußeren Gehäusewandteil 6' und andererseits über einen Befestigungsflansch 9 mit dem äußeren Gehäusewandteil 6" in Verbindung. In den Befestigungsflanschen 8 und 9 sind jeweils erste Schmieröl-Durchgänge 10 und 11 ausgebildet. Jeder der Durchgänge 10 und 11 steht jeweils mit einer Kammer 12 im Kurbelgehäuse-Oberteil 3 ölführend in Verbindung. Jeder Kammer 12 wird durch einen Rücklaufkanal 13 im Zylindermantel 14 das aus den nicht dargestellten Zylinderköpfen abfließende Schmieröl zugeführt. über die Durchgänge 10 und 11 tritt das rückfließende Schmieröl in einen Raum 15 oberhalb der ölwanne 5 ein, der durch die Trennwand 7 vom Kurbelraum 16 der rotierenden Triebwerksteile weitgehend abgetrennt ist. Somit gelangt das aus oberen Gehäusebereichen rückfließende Schmieröl unverschäumt in die ölwanne 5.An engine block 1 for a reciprocating piston internal combustion engine with V-shaped cylinders 2 comprises an upper crankcase part 3 and a separate lower crankcase part 4, which in turn is closed at the bottom by an oil pan 5. The crankcase lower part 4 comprises an outer housing wall 6, of which opposing parts 6 'and 6 "are connected to one another by an inner housing wall 7. The inner housing wall 7 is semicircular in cross section and runs close to the contour of the connecting rod violins Housing wall 7 is also connected on the one hand to the outer housing wall part 6 ′ via a fastening flange 8 and on the other hand to the outer housing wall part 6 ″ via a fastening flange 9. In the mounting flanges 8 and 9, first lubricating oil passages 10 and 11 are formed. Each of the passages 10 and 11 communicates with a chamber 12 in the crankcase upper part 3 in an oil-carrying manner. The lubricating oil flowing out of the cylinder heads, not shown, is fed to each chamber 12 through a return channel 13 in the cylinder jacket 14. Via the passages 10 and 11, the back-flowing lubricating oil enters a space 15 above the oil pan 5, which is largely separated from the crank chamber 16 of the rotating engine parts by the partition 7. The lubricating oil flowing back from the upper housing areas thus gets into the oil pan 5 without being foamed.

Zur Ableitung des aus den Lagern des Triebwerkes abfließenden Schmieröles weist die als halbzylindrische Schale ausgebildete innere Gehäusewand 7 weitere Durchgänge7auf, die den Kurbelraum 16 mit dem Raum 15 über der Ölwanne 5 verbinden. Diese über den Umfang der Gehäusewand 7 verteilt angeordneten zweiten freien Durchgänge 17 sind etwa tangential angeordnet. Bei einem als Leichtmetall-Druckgußteil ausgebildeten Kurbelgehäuse-Unterteil 4 können diese zweiten Durchgänge 17 beim Gießen ausgeformt werden.In order to discharge the lubricating oil flowing out of the engine bearings, the inner housing wall 7, which is designed as a semi-cylindrical shell, has further passages 7 which connect the crank chamber 16 to the chamber 15 above the oil pan 5. These second free passages 17, which are distributed over the circumference of the housing wall 7, are arranged approximately tangentially. In the case of a crankcase lower part 4 designed as a light metal die-cast part, these second passages 17 can be formed during casting.

Fig. 2 zeigt ein Kurbelgehäuse-Unterteil 40, bei dem ein äußeres Gehäusewandteil 60" niedriger und der Trennwand 70 näher benachbart angeordnet ist. Der vom Flansch 90 ausgehende erste Durchgang 110 ist dabei kanalartig ausgebildet und mündet zwischen dem Gehäusewandteil 60" und der inneren Gehäusewand 70 aus. Zur zusätzlichen Aussteifung schlägt das Kurbelgehäuse-Unterteil 40 über Fortsätze 18 an der inneren Gehäusewand 70 gegen Lagerdeckel 19 an und wird mit diesen verschraubt.2 shows a crankcase lower part 40, in which an outer housing wall part 60 ″ is arranged lower and closer to the partition wall 70. The first passage 110 starting from the flange 90 is channel-like and opens between the housing wall part 60 ″ and the inner housing wall 70 out. For additional stiffening, the crankcase lower part 40 strikes against the bearing cover 19 via extensions 18 on the inner housing wall 70 and is screwed to it.

Das Kurbelgehäuse-Unterteil 400 nach Fig. 3 weist lediglich im Befestigungsflansch 800 einen ersten freien Durchgang 1000 für die ungestörte Rückführung des Schmieröles vom oberen Gehäusebereich in die Ölwanne auf. Zur zusätzlichen Aussteifung sind Lagerdeckel 190 mit dem Kurbelgehäuse-Unterteil 400 über die innere Gehäusewand 700 baulich integriert.The crankcase lower part 400 according to FIG. 3 only has a first free passage 1000 in the fastening flange 800 for the undisturbed return of the lubricating oil from the upper housing area into the oil pan. For additional Bearing brackets 190 are structurally integrated with the crankcase lower part 400 via the inner housing wall 700.

Claims (2)

1. Gehäuse für Hubkolben-Brennkraftmaschinen, insbesondere Motorblock, - mit einem Kurbelgehäuse-Oberteil (3) und - einem gesonderten Kurbelgehäuse-Unterteil (4), das - eine äußere Gehäusewand (6) und eine innere Gehäusewand (7) aufweist, die - gegenüberliegende Teile (6', 6") der äußeren Gehäusewand miteinander verbindet, - wobei das das Kurbelgehäuse-Oberteil aussteifende Kurbelgehäuse-Unterteil freie Durchgänge für rückfließendes Schmieröl aufweist, das - in einer an der äußeren Gehäusewand lösbar befestigten ölwanne (5) gesammelt wird,
dadurch gekennzeichnet, - daß eine Rücklaufleitung (12 und 13) im Kurbelgehäuse-Oberteil (3) mit einem in einem Befestigungsflansch (8, 80, 800; 9, 90) des Kurbelgehäuse-Unterteiles (4, 40, 400) angeordneten Durchgang (10, 100, 1000; 11, 110) ölführend in Verbindung steht, - der zwischen der äußeren Gehäusewand (Teile 6', 60', 600'; 6", 60") und der nahe der Kontur der Pleuelgeige (n) verlaufend angeordneten inneren Gehäusewand (7, 70, 700) ausmündet, /den Kurbelraum begrenzenden - wobei die innere Gehäusewand eine/Verbindung zu einem weiteren, gegenüberliegenden Befestigungsflansch (9, 90, 900) des Kurbelgehäuse-Unterteiles bildet und - am Umfang verteilt weitere Durchgänge (17) aufweist, - die den Kurbelraum (16) mit der Ölwanne (5) verbinden. 1. Housing for reciprocating internal combustion engines, in particular engine block, - With a crankcase upper part (3) and - A separate crankcase lower part (4) that - An outer housing wall (6) and an inner housing wall (7) which - connects opposite parts (6 ', 6 ") of the outer housing wall, - Wherein the crankcase upper part stiffening crankcase lower part has free passages for back-flowing lubricating oil, the - is collected in an oil pan (5) which is detachably fastened to the outer housing wall,
characterized, - That a return line (12 and 13) in the crankcase upper part (3) with a in a mounting flange (8, 80, 800; 9, 90) of the crankcase lower part (4, 40, 400) arranged passage (10, 100, 1000; 11, 110) is in contact with oil, - Which opens out between the outer housing wall (parts 6 ', 60', 600 '; 6 ", 60") and the inner housing wall (7, 70, 700 ) arranged near the contour of the connecting rod violin (s) / delimit the crankcase - The inner housing wall forms a / connection to a further, opposite mounting flange (9, 90, 900) of the crankcase lower part and has further passages (17) distributed around the circumference, - Connect the crankcase (16) with the oil pan (5). 2. Gehäuse nach Anspruch 1, dadurch gekennzeichnet, - daß das Kurbelgehäuse-Unterteil (4, 40, 400) als Leichtmetall-Druckgußteil ausgebildet ist, - daß die innere Gehäusewand (7, 70, 700) im Querschnitt halbkreisbogenförmig gestaltet ist und - etwa tangential angeordnete Durchgänge (17) aufweist. 2. Housing according to claim 1, characterized in - That the crankcase lower part (4, 40, 400) is designed as a light metal die-cast part, - That the inner housing wall (7, 70, 700) is semicircular in cross-section and - Has approximately tangentially arranged passages (17).
EP85115364A 1984-12-08 1985-12-04 Casing for an internal-combustion engine Expired EP0187263B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3444838 1984-12-08
DE3444838A DE3444838C2 (en) 1984-12-08 1984-12-08 Housing for reciprocating internal combustion engine, in particular engine block

Publications (2)

Publication Number Publication Date
EP0187263A1 true EP0187263A1 (en) 1986-07-16
EP0187263B1 EP0187263B1 (en) 1988-05-04

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EP85115364A Expired EP0187263B1 (en) 1984-12-08 1985-12-04 Casing for an internal-combustion engine

Country Status (5)

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US (1) US4773366A (en)
EP (1) EP0187263B1 (en)
JP (1) JPH0629537B2 (en)
DE (2) DE3444838C2 (en)
WO (1) WO1986003551A1 (en)

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GB2234011A (en) * 1989-07-20 1991-01-23 Daimler Benz Ag Engine crankshaft bearing bridge and crankcase baffle
EP0515773A1 (en) * 1991-05-25 1992-12-02 Bayerische Motoren Werke Aktiengesellschaft Reinforced structure of a cylinder block of a machine with pistons specially an internal combustion engine
EP0663522A1 (en) * 1994-01-14 1995-07-19 Steyr Nutzfahrzeuge Ag Crankcase for an internal combustion engine
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Cited By (8)

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Publication number Priority date Publication date Assignee Title
EP0237920A2 (en) * 1986-03-17 1987-09-23 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Internal-combustion engine with two opposedly arranged cylinder banks, especially in a V-arrangement
EP0237920B1 (en) * 1986-03-17 1990-09-12 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Internal-combustion engine with two opposedly arranged cylinder banks, especially in a v-arrangement
GB2234011A (en) * 1989-07-20 1991-01-23 Daimler Benz Ag Engine crankshaft bearing bridge and crankcase baffle
FR2650033A1 (en) * 1989-07-20 1991-01-25 Daimler Benz Ag BEARING APRON FOR ASSEMBLING AN INTERNAL COMBUSTION ENGINE CRANKSHAFT
GB2234011B (en) * 1989-07-20 1994-05-18 Daimler Benz Ag A reciprocating-piston combustion engine crankcase and cylinder block assembly
EP0515773A1 (en) * 1991-05-25 1992-12-02 Bayerische Motoren Werke Aktiengesellschaft Reinforced structure of a cylinder block of a machine with pistons specially an internal combustion engine
US5769047A (en) * 1991-12-23 1998-06-23 Zoche; Michael Engine with oil separator
EP0663522A1 (en) * 1994-01-14 1995-07-19 Steyr Nutzfahrzeuge Ag Crankcase for an internal combustion engine

Also Published As

Publication number Publication date
EP0187263B1 (en) 1988-05-04
DE3444838A1 (en) 1986-06-12
US4773366A (en) 1988-09-27
JPH0629537B2 (en) 1994-04-20
WO1986003551A1 (en) 1986-06-19
JPS62501094A (en) 1987-04-30
DE3562507D1 (en) 1988-06-09
DE3444838C2 (en) 1986-10-30

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