EP0347580B1 - Lubrication system with jet cooling of the pistons of an internal-combustion engine - Google Patents

Lubrication system with jet cooling of the pistons of an internal-combustion engine Download PDF

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Publication number
EP0347580B1
EP0347580B1 EP89108801A EP89108801A EP0347580B1 EP 0347580 B1 EP0347580 B1 EP 0347580B1 EP 89108801 A EP89108801 A EP 89108801A EP 89108801 A EP89108801 A EP 89108801A EP 0347580 B1 EP0347580 B1 EP 0347580B1
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EP
European Patent Office
Prior art keywords
combustion engine
lubricating oil
internal
lubricant
spray nozzles
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.)
Expired - Lifetime
Application number
EP89108801A
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German (de)
French (fr)
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EP0347580A3 (en
EP0347580A2 (en
Inventor
Michael Groddeck
Otto Reifenscheid
Gerd-Michael Dr. Wolters
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Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
MTU Motoren und Turbinen Union Friedrichshafen GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/06—Arrangements for cooling pistons
    • F01P3/08—Cooling of piston exterior only, e.g. by jets
    • 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
    • F01M1/16—Controlling lubricant pressure or quantity
    • 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
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • 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
    • 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
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/34—Lateral camshaft position

Definitions

  • the invention relates to a lubrication system with spray cooling of the pistons of an internal combustion engine , 1984, page 551, emerges as known.
  • Control valves are used for this purpose, which, depending on the lubricant pressure, stop the passage of lubricating oil to the spray nozzles and of which one is assigned to each spray nozzle.
  • Such spray nozzles with assigned control valves are described for example in DE-OS 16 01 435.
  • the disadvantage is that the spray nozzles in connection with the control valves represent expensive and complex components.
  • the invention has for its object to improve the lubrication of the main lubrication points of the internal combustion engine in the starting phase, but to use simple spray nozzles for piston cooling without integrated control valves, and to keep the overall effort for the system for piston cooling small.
  • the supply of lubricating oil to the camshafts and to the spray nozzles can take place via a common lubricating oil channel, which receives a reduced amount of lubricant in the starting phase of the internal combustion engine until a sufficient lubricating oil pressure is built up, or is completely separated from the lubricating oil supply.
  • Piston cooling is not desirable in the start-up phase and does not take place due to a lack of sufficient oil supply.
  • the interruption of the piston cooling in other operating states than in the start phase is not necessary if the lubricant pump has sufficient delivery capacity. Excessive cooling of the pistons cannot take place when the internal combustion engine is idling, even with uninterrupted cooling, if, as is customary in today's engines, the oil temperature is regulated by thermostats.
  • the spray nozzles are no longer arranged in the spatially constricted, poorly accessible central crankcase area above the crankshaft, but in more accessible, less spatially confined side areas of the crankcase in which the camshafts lie.
  • FIGURE shows a fragmentary cross-sectional view in the area of a cylinder of an internal combustion engine with V-shaped cylinders.
  • a central main channel 1 which is arranged in the V between the rows of cylinders of the internal combustion engine, serves to supply the lubrication points on the crankshaft 2 and the connecting rods 3, as well as other lubrication points of the internal combustion engine.
  • the lines branching from the main channel 1 and channels to the lubrication points are not shown in detail.
  • lubricant channels 5 designed as longitudinal bores are used in the camshafts 4.
  • One of the lubricant channels 5 Camshaft 4 lead bores 6 to the lubrication points on the outer surface of the camshaft 4.
  • the lubricating oil After emerging from the lubrication surfaces of the camshaft bearings, the lubricating oil reaches ring grooves 7 which are connected to the spray nozzles 9 for piston cooling via oil supply lines 8.
  • the lubricating oil emerging from the spray nozzles 9 and dripping from the pistons 10 enters a common lubricant sump of the internal combustion engine, from where it is supplied to the lubrication points of the internal combustion engine in a new circuit by a lubricant pump (not shown).
  • the lubricant channels 5, however, are not assigned control valves via which, depending on the lubricant pressure, for example, the lubricant supply to the lubricant channels 5 can be reduced or switched off in the starting phase of the internal combustion engine.
  • the control valves each have a closable main bore and, if necessary, a bypass bore, which allows a reduced lubricant flow.
  • the cross-section of the main bore is much larger than that of the bypass bore. It has been shown that the bearing points on the camshafts 4 and also the lubrication points of the valve control survive a sharp reduction in the lubricating oil supply in the start-up or warm-up phase of the internal combustion engine without damage.
  • the spray nozzles 9 can be designed as simple components without an integrated control valve in each case. It is also advantageous that in the V-engine shown, the spray nozzles 9 are no longer arranged in the central area of the main channel 1, in which area there is very limited space, but are located on the side of the crankcase in the area of the lubricant channels 5, where the accessibility and the spatial conditions are much more favorable.
  • a separate lubricant line which is used solely for supplying cooling oil to the spray nozzles 9, can be dispensed with, and the supply of lubricating oil to the spray nozzles can nevertheless be regulated by a central control valve.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Description

Die Erfindung betrifft ein Schmiersystem mit Spritzkühlung der Kolben einer Brennkraftmaschine nach dem Oberbegriff von Anspruch 1, wie es beispielsweise aus der vom Fachbereich 11 Konstruktion und Fertigung der Technischen Universität Berlin genehmigten Dissertation von Stefan Zima über die "Entwicklung schnellaufender Hochleistungsmotoren in Friedrichshafen", Band 2, 1984, Seite 551, als bekannt hervorgeht.The invention relates to a lubrication system with spray cooling of the pistons of an internal combustion engine , 1984, page 551, emerges as known.

In der eingangs zitierten Dissertation von Stefan Zima ist der Querschnitt einer Brennkraftmaschine dargestellt, bei der die Schmierölversorgung der Schmierstellen an Kurbelwelle und Pleuelstangen über einen zentralen Hauptkanal erfolgt, an den auch die Spritzdüsen zur Kolbenkühlung angeschlossen sind. Dazu separate Schmiermittelkanäle, die in den Nockenwellen als Längsbohrungen ausgebildet sind, dienen zur Zuführung von Schmieröl zu den Schmierstellen an den Nockenwellen und der Ventilsteuerung der Brennkraftmaschine. Bei Brennkraftmaschinen, bei denen die Spritzdüsen an den Hauptkanal angeschlossen sind, wird, um genügend Schmieröl für die Schmierung der Schmierstellen der Brennkraftmaschine zur Verfügung zu haben, nach dem Start und im Leerlauf die Kolbenkühlung ausgesetzt. Hierzu dienen Regelventile, die abhängig vom Schmiermitteldruck den Durchtritt von Schmieröl zu den Spritzdüsen stoppen, und von denen jeweils jeder Spritzdüse eines zugeordnet ist. Solche Spritzdüsen mit zugeordneten Regelventilen sind beispielsweise in der DE-OS 16 01 435 beschrieben. Nachteilig ist, daß die Spritzdüsen in Verbindung mit den Regelventilen teuere und aufwendige Bauteile darstellen.The dissertation by Stefan Zima quoted at the beginning shows the cross-section of an internal combustion engine in which the lubricating oil supply to the lubrication points on the crankshaft and connecting rods takes place via a central main channel, to which the spray nozzles for piston cooling are also connected. For this purpose, separate lubricant channels, which are formed in the camshafts as longitudinal bores, are used to supply lubricating oil to the lubrication points on the camshafts and to control the valve of the internal combustion engine. In internal combustion engines in which the spray nozzles are connected to the main duct, in order to have sufficient lubricating oil for the lubrication of the lubrication points of the internal combustion engine, the piston cooling is suspended after starting and at idle. Control valves are used for this purpose, which, depending on the lubricant pressure, stop the passage of lubricating oil to the spray nozzles and of which one is assigned to each spray nozzle. Such spray nozzles with assigned control valves are described for example in DE-OS 16 01 435. The disadvantage is that the spray nozzles in connection with the control valves represent expensive and complex components.

Aus der DE-PS 27 20 034 ist es bekannt, die Spritzdüsen zur Kolbenkühlung einem separaten Schmiermittelkanal zuzuordnen, der allein zur Zuführung von Kühlöl zu den Spritzdüsen dient. Zur Unterbrechung der Kolbenkühlung dient ein einziges Regelventil, durch das in den entsprechenden Betriebszuständen der Brennkraftmaschine die Kühlölzufuhr zum Schmiermittelkanal und damit zu allen Spritzdüsen auf einmal abgeschaltet wird. Nachteilig ist, daß ein separater Schmiermittelkanal vorgesehen werden muß, der allein zur Zuleitung von Kühlöl zu den Spritzdüsen dient. Bei den beengten Raumverhältnissen in den modernen Motoren läßt sich ein zusätzlicher Schmierölkanal, der sich über die ganze Länge des Motors erstreckt, in der Regel nur unter Inkaufnahme anderer Nachteile ausführen.From DE-PS 27 20 034 it is known to assign the spray nozzles for piston cooling to a separate lubricant channel which is used solely for supplying cooling oil to the spray nozzles. A single control valve is used to interrupt the piston cooling, by means of which the cooling oil supply to the lubricant channel and thus to all spray nozzles is switched off at once in the corresponding operating states of the internal combustion engine. The disadvantage is that a separate lubricant channel must be provided, which is used solely for supplying cooling oil to the spray nozzles. In the cramped space conditions in modern engines, an additional lubricating oil channel, which extends over the entire length of the engine, can usually only be implemented while accepting other disadvantages.

Der Erfindung liegt die Aufgabe zugrunde, in der Startphase die Schmierung der Hauptschmierstellen der Brennkraftmaschine zu verbessern, zur Kolbenkühlung aber einfache Spritzdüsen ohne integrierte Regelventile zu verwenden, und insgesamt den Aufwand für das System zur Kolbenkühlung klein zu halten.The invention has for its object to improve the lubrication of the main lubrication points of the internal combustion engine in the starting phase, but to use simple spray nozzles for piston cooling without integrated control valves, and to keep the overall effort for the system for piston cooling small.

Diese Aufgabe wird bei einer gattungsgemäßen Einrichtung durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst. Im Gegensatz zu den anderen Schmierstellen der Brennkraftmaschine, kann auf die Zufuhr von Schmiermittel zu den Schmierstellen der Nockenwellen bis auf eine geringe, reduzierte Menge oder sogar vollständig eine Zeit nach dem Anlassen der Brennkraftmaschine verzichtet werden. Die Zufuhr einer minimalen Ölmenge bzw. das an den Schmierstellen der Nockenwellen vorhandene Restöl gewährleistet eine ausreichende Schmierung. Deshalb kann die Zuführung von Schmieröl zu den Nockenwellen und zu den Spritzdüsen über einen gemeinsamen Schmierölkanal erfolgen, der in der Startphase der Brennkraftmaschine bis zum Aufbau eines ausreichenden Schmieröldrucks eine auf ein Minimum reduzierte Schmiermittelmenge erhält oder vollständig von der Schmierölversorgung getrennt ist. Die Kolbenkühlung ist in der Startphase nicht erwünscht und findet mangels ausreichender Ölzufuhr auch nicht statt. Die Unterbrechung der Kolbenkühlung in anderen Betriebszuständen als in der Startphase ist bei ausreichender Förderleistung der Schmiermittelpumpe nicht notwendig. Eine zu starke Abkühlung der Kolben kann im Leerlauf der Brennkraftmaschine auch bei ununterbrochener Kühlung nicht erfolgen, wenn, wie bei heutigen Motoren üblich, die Öltemperatur durch Thermostate geregelt ist.This object is achieved in a generic device by the characterizing features of claim 1. In contrast to the other lubrication points of the internal combustion engine, the supply of lubricant to the lubrication points of the camshafts can be dispensed with up to a small, reduced amount or even completely a time after the internal combustion engine has been started. The supply of a minimal amount of oil or at the lubrication points of the The remaining oil in the camshafts ensures adequate lubrication. Therefore, the supply of lubricating oil to the camshafts and to the spray nozzles can take place via a common lubricating oil channel, which receives a reduced amount of lubricant in the starting phase of the internal combustion engine until a sufficient lubricating oil pressure is built up, or is completely separated from the lubricating oil supply. Piston cooling is not desirable in the start-up phase and does not take place due to a lack of sufficient oil supply. The interruption of the piston cooling in other operating states than in the start phase is not necessary if the lubricant pump has sufficient delivery capacity. Excessive cooling of the pistons cannot take place when the internal combustion engine is idling, even with uninterrupted cooling, if, as is customary in today's engines, the oil temperature is regulated by thermostats.

Besonders vorteilhaft ist, daß die Spritzdüsen nicht mehr im räumlich beengten, schlecht zugänglichen zentralen Kurbelgehäusebereich oberhalb der Kurbelwelle angeordnet sind, sondern in besser zugänglichen, räumlich weniger beengten Seitenbereichen des Kurbelgehäuses, in denen die Nockenwellen liegen.It is particularly advantageous that the spray nozzles are no longer arranged in the spatially constricted, poorly accessible central crankcase area above the crankshaft, but in more accessible, less spatially confined side areas of the crankcase in which the camshafts lie.

Die Erfindung wird anhand eines in einer Zeichnung dargestellten Ausführungsbeispiels näher erläutert. Es zeigt die einzige Figur eine fragmentarische Querschnittsansicht im Bereich eines Zylinders einer Brennkraftmaschine mit V-förmig angeordneten Zylindern.The invention is explained in more detail using an exemplary embodiment shown in a drawing. The sole FIGURE shows a fragmentary cross-sectional view in the area of a cylinder of an internal combustion engine with V-shaped cylinders.

Bei der in der Figur dargestellten fragmentarischen Querschnittsansicht einer Brennkraftmaschine dient ein zentraler Hauptkanal 1, der im V zwischen den Zylinderreihen der Brennkraftmaschine angeordnet ist, zur Versorgung der Schmierstellen an der Kurbelwelle 2 und den Pleuelstangen 3, sowie weiterer Schmierstellen der Brennkraftmaschine. Die vom Hauptkanal 1 abzweigenden Leitungen und Kanäle zu den Schmierstellen sind nicht näher dargestellt. Zur Schmierölversorgung der Schmierstellen an den Nockenwellen 4 und eventuell auch der nicht dargestellten Ventilsteuerung dienen in den Nockenwellen 4 als Längsbohrungen ausgebildete Schmiermittelkanäle 5. Vom Schmiermittelkanal 5 einer Nockenwelle 4 führen Bohrungen 6 zu den Schmierstellen an der Außenoberfläche der Nockenwelle 4. Nach dem Austritt von den Schmierflächen der Nockenwellenlager gelangt das Schmieröl in Ringnuten 7, die über Ölzufuhrleitungen 8 mit den Spritzdüsen 9 zur Kolbenkühlung verbunden sind. Das aus den Spritzdüsen 9 austretende und von den Kolben 10 abtropfende Schmieröl gelangt in einen gemeinsamen Schmiermittelsumpf der Brennkraftmaschine, von wo es durch eine nicht dargestellte Schmiermittelpumpe in erneutem Kreislauf den Schmierstellen der Brennkraftmaschine zugeführt wird.In the fragmentary cross-sectional view of an internal combustion engine shown in the figure, a central main channel 1, which is arranged in the V between the rows of cylinders of the internal combustion engine, serves to supply the lubrication points on the crankshaft 2 and the connecting rods 3, as well as other lubrication points of the internal combustion engine. The lines branching from the main channel 1 and channels to the lubrication points are not shown in detail. To supply lubricating oil to the lubrication points on the camshafts 4 and possibly also the valve control (not shown), lubricant channels 5 designed as longitudinal bores are used in the camshafts 4. One of the lubricant channels 5 Camshaft 4 lead bores 6 to the lubrication points on the outer surface of the camshaft 4. After emerging from the lubrication surfaces of the camshaft bearings, the lubricating oil reaches ring grooves 7 which are connected to the spray nozzles 9 for piston cooling via oil supply lines 8. The lubricating oil emerging from the spray nozzles 9 and dripping from the pistons 10 enters a common lubricant sump of the internal combustion engine, from where it is supplied to the lubrication points of the internal combustion engine in a new circuit by a lubricant pump (not shown).

Den Schmiermittelkanälen 5 sind, wie jedoch nicht dargestellt, Regelventile zugeordnet, über die, beispielsweise abhängig vom Schmiermitteldruck, die Schmiermittelzufuhr zu den Schmiermittelkanälen 5 in der Startphase der Brennkraftmaschine reduziert oder abgeschaltet werden kann. Die Regelventile besitzen jeweils eine verschließbare Hauptbohrung und gegebenenfalls eine Umgehungsbohrung, die einen reduzierten Schmiermittelfluß zuläßt. Der Querschnitt der Hauptbohrung ist dabei wesentlich größer als der der Umgehungsbohrung. Es hat sich gezeigt, daß die Lagerstellen an den Nockenwellen 4 und auch die Schmierstellen der Ventilsteuerung eine starke Reduzierung der Schmierölzufuhr in der Start- bzw. Warmlaufphase der Brennkraftmaschine unbeschadet überstehen. In der Regel ist an den genannten Schmierstellen ausreichend Restöl zur Schmierung vorhanden, so daß sogar eine gänzliche Abschaltung der Schmierölzufuhr möglich wäre. Der Schmiermittelbedarf in der Startphase erlaubt es aber die Schmierölversorgung der Nockenwellen 4 mit der Schmierölversorgung der Spritzdüsen 9 zu koppeln, denn in der Startphase soll eine Kolbenkühlung nicht stattfinden, weshalb hierzu kein Schmieröl benötigt wird. Die an den Nockenwellen benötigte reduzierte Schmiermittelmenge reicht zur Ausbildung von Spritzstrahlen an den Spritzdüsen nicht aus. Da die Reduzierung der Schmierölversorgung zu den Nockenwellen 4 durch zentrale, den Schmiermittelkanälen 5 zugeordnete Regelventile erfolgt, ergibt sich hieraus der Vorteil, daß die Spritzdüsen 9 als einfache Bauteile ohne jeweils integriertes Regelventil ausgebildet sein können. Vorteilhaft ist auch, daß bei dem dargestellten V-Motor die Spritzdüsen 9 nicht mehr im zentralen Bereich beim Hauptkanal 1 angeordnet sind, in welchem Bereich sehr beengte Raumverhältnisse herrschen, sondern auf den Seiten des Kurbelgehäuses im Bereich der Schmiermittelkanäle 5 liegen, wo die Zugänglichkeit und die Raumverhältnisse wesentlich günstiger sind. Vorteilhaft ist natürlich auch, daß auf eine separate Schmiermittelleitung, die allein zur Zuleitung von Kühlöl zu den Spritzdüsen 9 dient, verzichtet werden kann, und die Regelung der Zufuhr von Schmieröl zu den Spritzdüsen dennoch durch eine zentrales Regelventil erfolgen kann.The lubricant channels 5, however, are not assigned control valves via which, depending on the lubricant pressure, for example, the lubricant supply to the lubricant channels 5 can be reduced or switched off in the starting phase of the internal combustion engine. The control valves each have a closable main bore and, if necessary, a bypass bore, which allows a reduced lubricant flow. The cross-section of the main bore is much larger than that of the bypass bore. It has been shown that the bearing points on the camshafts 4 and also the lubrication points of the valve control survive a sharp reduction in the lubricating oil supply in the start-up or warm-up phase of the internal combustion engine without damage. As a rule, there is sufficient residual oil for lubrication at the lubrication points mentioned, so that even a complete shutdown of the lubricating oil supply would be possible. The need for lubricant in the starting phase, however, allows the supply of lubricating oil to the camshafts 4 to be coupled with the supply of lubricating oil to the spray nozzles 9, because piston cooling should not take place in the starting phase, which is why no lubricating oil is required for this. The reduced amount of lubricant required on the camshafts is sufficient to form spray jets on the spray nozzles. Since the lubricating oil supply to the camshafts 4 is reduced by central control valves assigned to the lubricant channels 5, this has the advantage that the spray nozzles 9 can be designed as simple components without an integrated control valve in each case. It is also advantageous that in the V-engine shown, the spray nozzles 9 are no longer arranged in the central area of the main channel 1, in which area there is very limited space, but are located on the side of the crankcase in the area of the lubricant channels 5, where the accessibility and the spatial conditions are much more favorable. Of course, it is also advantageous that a separate lubricant line, which is used solely for supplying cooling oil to the spray nozzles 9, can be dispensed with, and the supply of lubricating oil to the spray nozzles can nevertheless be regulated by a central control valve.

Bei warmgelaufenem Motor ist eine Reduzierung oder Abschaltung der Schmierölzufuhr zu den Nockenwellen 4 nicht vorgesehen. Die Spritzdüsen 9 bleiben also auch im Leerlauf der Brennkraftmaschine an die Schmierölversorgung angeschlossen. Durch eine ausreichend dimensionierte Schmiermittelpumpe ist dafür gesorgt, daß dennoch alle Schmierstellen der Brennkraftmaschine ausreichend mit Schmieröl versorgt werden. Eine zu starke Abkühlung der Kolben 10 der Brennkraftmaschine durch ununterbrochenes Anspritzen mit Schmieröl ist nicht zu befürchten, wenn der Motor mit einem Thermostaten oder anderen geeigneten Einrichtungen ausgerüstet ist, die die Schmieröltemperatur nicht unter einen vorbestimmten Wert absinken lassen.When the engine is warmed up, there is no provision for reducing or switching off the lubricating oil supply to the camshafts 4. The spray nozzles 9 thus remain connected to the lubricating oil supply even when the internal combustion engine is idling. An adequately dimensioned lubricant pump ensures that all lubrication points of the internal combustion engine are nevertheless adequately supplied with lubricating oil. Excessive cooling of the pistons 10 of the internal combustion engine due to uninterrupted spraying with lubricating oil is not to be feared if the engine is equipped with a thermostat or other suitable devices which do not cause the lubricating oil temperature to drop below a predetermined value.

Claims (3)

1. A lubricating system with spray cooling of the pistons (10) of an internal-combustion engine, having lubricant passages (5) extending in the longitudinal direction of the internal-combustion engine, wherein lubricant passages (5), which are separate from a main passage, are provided to supply the lubrication points at the cam shafts (4) of the internal-combustion engine with lubricating oil, also having spray nozzles (9) which receive lubricating oil from the lubricating system of the internal-combustion engine for the purpose of cooling the pistons (10) of the internal-combustion engine, characterised in that the spray nozzles (9) receive their lubricating oil from the lubricant passages (5) for supplying lubricating oil to the cam shafts (4), and in that the flow of lubricant to the lubricant passages (5) can be reduced in the starting and warming-up stage of the internal-combustion engine.
2. An arrangement according to Claim 1, characterised in that the supply of lubricating oil to the cam shafts (4) can be completely cut off.
3. An arrangement according to Claim 1 or 2, characterised in that longitudinal bores formed in the cam shafts (4) serve as lubricant passages (5), and lubricating oil is fed to the lubrication points at the cam shafts (4) via bores (6) which lead from the longitudinal bores to the outer surface of the cam shafts (4), and in that the lubricating oil emerging at the lubrication points is fed to the spray nozzles (9) via oil-supply ducts (8).
EP89108801A 1988-06-24 1989-05-17 Lubrication system with jet cooling of the pistons of an internal-combustion engine Expired - Lifetime EP0347580B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3821302 1988-06-24
DE3821302A DE3821302C1 (en) 1988-06-24 1988-06-24

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EP0347580A2 EP0347580A2 (en) 1989-12-27
EP0347580A3 EP0347580A3 (en) 1990-03-14
EP0347580B1 true EP0347580B1 (en) 1992-06-24

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EP89108801A Expired - Lifetime EP0347580B1 (en) 1988-06-24 1989-05-17 Lubrication system with jet cooling of the pistons of an internal-combustion engine

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US (1) US4936417A (en)
EP (1) EP0347580B1 (en)
DE (2) DE3821302C1 (en)
ES (1) ES2033047T3 (en)

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Publication number Priority date Publication date Assignee Title
DE4314183A1 (en) * 1993-04-29 1994-07-07 Audi Ag Lubrication system for cams on engine camshaft
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Also Published As

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DE3821302C1 (en) 1989-06-01
EP0347580A3 (en) 1990-03-14
EP0347580A2 (en) 1989-12-27
ES2033047T3 (en) 1993-03-01
US4936417A (en) 1990-06-26
DE58901738D1 (en) 1992-07-30

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