EP0437681B1 - Carter avec guidage d'huile pour moteur à combustion - Google Patents

Carter avec guidage d'huile pour moteur à combustion Download PDF

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Publication number
EP0437681B1
EP0437681B1 EP90120040A EP90120040A EP0437681B1 EP 0437681 B1 EP0437681 B1 EP 0437681B1 EP 90120040 A EP90120040 A EP 90120040A EP 90120040 A EP90120040 A EP 90120040A EP 0437681 B1 EP0437681 B1 EP 0437681B1
Authority
EP
European Patent Office
Prior art keywords
oil
casing
feed
casing according
sump
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
EP90120040A
Other languages
German (de)
English (en)
Other versions
EP0437681A1 (fr
Inventor
Herbert Dipl.-Ing. Ampferer (Fh)
Manfred Dipl.-Ing. Batzill
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0437681A1 publication Critical patent/EP0437681A1/fr
Application granted granted Critical
Publication of EP0437681B1 publication Critical patent/EP0437681B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F01M2011/0079—Oilsumps with the oil pump integrated or fixed to sump

Definitions

  • the oil flows into a closed channel which is arranged on the bottom of the flat oil pan part and opens into the oil sump.
  • the recessed depression for the oil sump is partially covered by a sheet.
  • the oil flowing back into the sump is led by means of the sheet metal to a trough wall lying in the wind, which is intended to cool the oil sufficiently.
  • Such an arrangement cannot be used if the trough is covered by other components on the internal combustion engine or if the underbody of the motor vehicle is covered in favor of improved aerodynamics.
  • the object of the present invention is to avoid the aforementioned disadvantages, in particular those of dry sump lubrication, and to ensure targeted guidance of the lubricating oil streams in an internal combustion engine, improved defoaming of the oil and optimal supply of the internal combustion engine with lubricating oil under all operating conditions.
  • the oil guide housing has a trough part which delimits the crank chamber at the bottom and runs essentially parallel to the crankshaft, in which return lines and a supply line for lubricating oil are integrated separately.
  • a reservoir is arranged below the trough part, into which the lubricating oil collected in the returns flows through a single inlet opening.
  • a delay part and an oil pump are arranged within the storage container and convey the lubricating oil to the other end of the oil guide housing by means of the integrated flow.
  • a flange surface for fastening an oil filter and a thermostat for oil temperature-dependent control of the lubricating oil flow are arranged either via an oil cooler or directly into the internal combustion engine on the housing part below the tub part.
  • This oil guide housing offers the advantages of dry sump lubrication while avoiding its disadvantages.
  • the separate lines and couplings required for dry sump lubrication due to the spatial separation of the oil sump and the reservoir are eliminated, since all the necessary oil-carrying lines are integrated.
  • the design of the tub part, together with the part of the crankcase arranged above it, ensures a complete separation of the foamed oil flowing back from the crank mechanism and the proportion of the lubricating oil that flows from the remaining locations of the internal combustion engine into the reservoir. In this container, the immediate, short-circuit-like suction of the foamed oil from the oil pump is avoided by the delay part and the oil is largely degassed.
  • the inlet opening 20, via which the trough part and the storage container are connected to one another, is arranged almost centrally with respect to a horizontal cross-sectional plane of the storage container. This prevents backflow into the pan part even when the oil level in the reservoir is extremely displaced.
  • the deceleration part additionally prevents the oil from draining too quickly from the immediate vicinity of the oil pump's suction basket.
  • the storage container is closed on its underside opposite the inlet opening 20 with a trough-shaped cover which makes the oil pump accessible.
  • the delay part is flange-shaped at its edge and has integrated seals there. This edge is clamped in the joint between the storage container and the lid and thus prevents oil from escaping.
  • Several passages are arranged adjacent to the edge, which form the only connection from the storage container to the suction basket of the oil pump located below the delay part.
  • the top of the trough part has, as part of the return, first and second channels, of which the first is closed by a corresponding design of an overlying wall of the crankcase.
  • Over several Return channels arranged along the internal combustion engine direct the oil flowing back from the cylinder heads into this channel. A drain of the oil from the heads is thus guaranteed even when the internal combustion engine is very inclined.
  • the second channel is covered by a rib arranged in the crankcase and set in the direction of the crankshaft, which acts as an oil plane. The oil thrown off by centrifugal force reaches the second channel via the rib, which also receives oil flowing back from the cylinder heads.
  • the entire oil guide housing consisting of the tub part, housing part and storage container, can be made in one piece as a metal die-cast part or from plastic or can be constructed from separate components.
  • a one-piece design in die-cast aluminum ensures cost-effective, dimensionally accurate and quick production, since no undercuts occur due to an appropriate design.
  • An oil guide housing 1 is attached to a flange 2 of a crankcase lower part 3 of an internal combustion engine.
  • the top 4 of the oil guide housing 1 lies in a horizontally extending plane E1.
  • a housing part 7 is arranged at the front end 5 of the oil guide housing 1 below a pan part 6.
  • a reservoir 9 for lubricating oil is arranged below the tub part 6.
  • the tub part 6 is delimited vertically by the plane E1 and a plane E2 parallel to it.
  • the open bottom 10 of the reservoir 9 lies in a horizontal plane E3, which limits the oil guide housing 1 at the bottom.
  • a cover 11 which is detachably held on the underside 10 closes the storage container 9.
  • the pan part 6 extending along the arrow direction XX of the oil guide housing 1 is essentially rectangular in plane E1, limits the crank chamber 12 downwards and runs essentially parallel to the crankshaft 13. It is open to the crankcase lower part 3 and is downwards through a Floor 16 limited.
  • the trough part 6 extends from the end 5 to just before a wall formed as a gear flange 17 at the end 8.
  • the trough part 6 has return lines 24 for lubricating oil which run in the direction of the arrow XX and are arranged adjacent to the side walls 21 and are designed as first and second channels 22, 23 and are delimited on the inside by webs 25. Between the grooves 22, 23 and below the crankshaft 13, a collecting area 26 for lubricating oil extends in the direction XX. Starting from the end 5, the bottom 16 of the collecting area 26 initially has slopes 27 which slope downward from the outside, to which a section 29 provided with a slight slope and reaching up to a step 28 adjoins. From this step 28, the floor 16 extends essentially parallel to the plane E1 up to the shaft 18 and partially covers the inlet opening 20.
  • the first channel 22 initially runs flat and parallel to the plane E1 before it merges into a slightly inclined section 31 via a slope 30 which is provided with a slope.
  • the second channel 23 runs continuously from the end 5 with a slight incline. Both channels 22, 23 have their deepest point adjacent to the inlet opening 20, at which the webs 25 are interrupted by incisions 32 arranged in a transverse plane Q. From this point, the floor 16 rises in the grooves 22, 23 up to the shaft 18.
  • a tube 36 serving as a supply 35 for lubricating oil is cast into the base 16 and has an angled inlet 37 in a connecting piece 38 in the reservoir 9.
  • the pipe end is closed with a stopper 39 approximately in the middle above the housing part 7.
  • the housing part 7 has a vertically running bore 45 which opens into the flow 35 and whose lower end is closed. Furthermore, this bore 45 cuts an annular channel 46, which is part of a flange surface 47 for receiving an oil filter.
  • a drain hole 48 penetrating centrally through the flange surface 47 extends transversely to the direction of the arrow X-X through the housing part 7 and opens into a line (not shown) to an oil cooler.
  • a line leading from the oil cooler to the housing part 7 is connected to a bore 49.
  • Running parallel to the bore 45 is a cylindrical, two-stage receptacle 50, the first stage 51 of which is penetrated by the drain bore 48 and the bore 49 opens into the second stage 52.
  • the step 52 is connected to a recess 53 which is open with respect to the plane E1.
  • a delay part 60 for lubricating oil is inserted into the reservoir 9. It has a flange-shaped edge with which it is clamped in the plane E3 between the reservoir 9 and the lid 11. This rim has integrated seals.
  • An opening 61 is arranged in the middle of the delay part 60, through which an intake basket 62 of the oil pump 19 is inserted from above and the edge 63 of which is screwed to a flange 64 of the oil pump 19.
  • the volume of the storage container 9 communicates with the space between the cover 11 and the delay part 60 via a plurality of circular passages 65.
  • the side of the crankcase lower part 3 lying in the plane E1 is designed according to FIG. 3 in such a way that the first groove 22 is closed.
  • this closed part of the return 24 open return channels 70 arranged in the crankcase, which direct the oil flowing back from the cylinder heads into this channel 22 and the second channel 23.
  • This groove 23 is partially covered by a rib 71, which acts as an oil plane and is positioned counter to the direction of rotation of the crankshaft 12, approximately following the connecting rod violin contour, and captures the oil thrown off by the crank mechanism.
  • the oil pump 19 conveys lubricating oil from the reservoir 9 through the flow 35.
  • the oil reaches the annular channel 46 via the bore 45 and from there into the oil filter.
  • an expansion element is used as a thermostat, which in the cold state allows the oil flowing from the drain hole 48 to pass into the recess 53 via the step 52. From there, the lubricating oil gets into the crankcase to all areas to be supplied.
  • the expansion element closes the passage from stage 51 to stage 52, so that the oil first reaches the oil cooler via the drain hole 48 and from there into the hole 49. It then flows through the step 52 into the recess 53.
  • the oil flowing back from the cylinder heads reaches the grooves 22, 23 via a plurality of return channels 70.
  • the oil thrown off by the crank mechanism largely reaches the second groove 23 by means of the rib 71.
  • Oil dripping flows into the collecting area 26.
  • the total amount of oil flows along the Sloping bottom 16 in the channels 22, 23 or the collecting area 26 up to the inlet opening 20.
  • the oil which has already been partially degassed in the channels 22, 23 acting as returns 24 flows through the incisions 32 and from there through the inlet opening 20 into the storage container 9.
  • Oil originating from the collecting area 26 flows around the stage 28 and also reaches the inlet opening 20.
  • a short-circuit-like suction of the oil which has not yet been sufficiently degassed is prevented by the delay part 60 within the storage container 9.
  • the oil must flow at least from the inlet opening 20 located almost centrally to the storage container 9 to the passages 65 located near the walls of this container 9 and from there back to the central suction basket 62.
  • the time required for this delay is sufficient to largely degas the oil.
  • the ventilation of the reservoir 9 is ensured via bores 72, which are connected to the space above the cylinder head of the internal combustion engine via lines, not shown, in the crankcase.
  • the oil not required on the crank mechanism is completely separated from the oil-air mixture swirling in the crank chamber 12 and only hits the oil originating from the crank mechanism in the second channel 23 or in the reservoir 9.
  • the almost central arrangement of the inlet opening 20 above the storage container 9 prevents unwanted backflow into the pan part 6, even with extreme displacements of the oil level S, as indicated in FIG. 1.
  • the oil volume below the deceleration part 60 shows almost no displacement under strong centrifugal forces, since the oil can only be displaced via the passages 65. This ensures that the suction basket 62 is always flushed with oil.
  • the oil guide housing 1 is made in one piece in the die casting process.
  • the delay part 60 is produced in one operation as a deep-drawn part made of sheet metal, on the outer edge of which an elastomer seal is subsequently applied.
  • Delay part 60 and oil guide housing 1 can be made of plastic without functional restrictions and with little design changes.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (9)

  1. Carter de guidage d'huile d'un moteur à combustion interne comportant une enceinte de vilebrequin et des canaux de retour intégrés dans un carter de vilebrequin, pour l'huile de lubrification refluant des culasses, le carter de guidage d'huile étant fixé amovible sur une bride du carter de vilebrequin et le carter de guidage d'huile (1) comportant une cuvette qui limite l'enceinte de vilebrequin (12) à côté du vilebrequin (13) et dans la cuvette (6) étant prévues, séparées l'une de l'autre, une conduite d'aller (35) et une conduite de retour (24) pour l'huile de lubrification, qui débouchent dans un réservoir fixé à l'extrémité de la cuvette (6) et séparé de celle-ci par un fond de la cuvette (6), une seule ouverture d'entrée étant prévue dans ce fond pour l'huile refluant dans ce réservoir (9), caractérisé en ce que la cuvette est limitée par deux plans (El, E2) qui sont parallèles entre eux et s'étendent vers le vilebrequin et en ce que le fond de la cuvette est réalisée d'une seule pièce et recouvre en partie l'ouverture d'entrée (20), située à peu près au centre et au-dessus du réservoir.
  2. Carter selon la revendication 1, caractérisé en ce que dans la cuvette (6) le conduit de retour (24) est formé par une première et une seconde goulotte (22 et 23) entre lesquelles est prévu le conduit d'aller (35), constitué d'un tuyau (36).
  3. Carter selon les revendications 1 ou 2, caractérisé en ce qu'au-dessous d'un plan (E2), limitant la cuvette (6) et à l'extrémité de la cuvette (6) est prévue une partie de carter (7) avec une surface de bride (47) pour un filtre à huile et qui se raccorde au conduit d'aller (35).
  4. Carter selon l'une des revendications 2 ou 3 ou les deux, caractérisé en ce que les goulottes (22 et 23) sont limitées par le fond (16) et par les parois latérales (21) extérieures de la cuvette (6) ainsi que par des cloisons longitudinales (25) intérieures espacées, qui présentent des entailles (32), à proximité d'un plan transversal (Q) de l'ouverture d'entrée (20).
  5. Carter selon la revendication 4, caractérisé en ce que le fond (16) descend sensiblement depuis l'extrémité avant (5) du carter de guidage d'huile (1) jusqu'à l'ouverture d'évacuation (20) et de là monte jusqu'à l'extrémité arrière (8) et le fond (16) limite une zone de collecte (26) entre les goulottes (22 et 23).
  6. Carter selon une ou plusieurs des revendications 2 à 5, caractérisé en ce que la seconde goulotte (23) est en partie recouverte par une nervure (71) prévue dans le carter de vilebrequin et suivant à peu près le contour de la bielle et en ce que la première goulotte (22) opposée est fermée par une paroi du carter de vilebrequin.
  7. Carter selon une ou plusieurs des revendications 3 à 6, caractérisé en ce qu'il est prévu dans la partie de carter (7) un élément en matière extensible permettant de commander un radiateur à huile en fonction de la température de l'huile.
  8. Carter selon une ou plusieurs des revendications précédentes, caractérisé en ce qu'il est prévu dans le réservoir (9) un élément de temporisation (60) qui est maintenu serré avec sa bordure extérieure, entre une face inférieure (10) du réservoir (9) et un couvercle (15) qui ferme la face inférieure (10).
  9. Carter selon la revendication 8, caractérisé en ce que l'élément de temporisation (60) présente une ouverture (61) centrale dans laquelle peut être insérée une crépine d'admission (62) et en ce que le bord d'ouverture (63) prend appui contre une pompe à huile (19).
EP90120040A 1990-01-19 1990-10-19 Carter avec guidage d'huile pour moteur à combustion Expired - Lifetime EP0437681B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4001468 1990-01-19
DE4001468A DE4001468A1 (de) 1990-01-19 1990-01-19 Oelfuehrungsgehaeuse fuer eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0437681A1 EP0437681A1 (fr) 1991-07-24
EP0437681B1 true EP0437681B1 (fr) 1993-12-08

Family

ID=6398382

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90120040A Expired - Lifetime EP0437681B1 (fr) 1990-01-19 1990-10-19 Carter avec guidage d'huile pour moteur à combustion

Country Status (5)

Country Link
US (1) US5136993A (fr)
EP (1) EP0437681B1 (fr)
JP (1) JPH04350313A (fr)
DE (2) DE4001468A1 (fr)
ES (1) ES2047227T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008009873A1 (de) 2008-02-19 2009-09-03 Bayerische Motoren Werke Aktiengesellschaft Schmiermittelführungsgehäuse

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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
US5662080A (en) * 1994-11-12 1997-09-02 Yamaha Hatsudoki Kabushiki Kaisha Engine crankcase
US5601060A (en) * 1996-03-26 1997-02-11 Navistar International Transportation Corp. Cast oil pan for internal combustion engine
DE19619977C2 (de) * 1996-05-17 1998-07-02 Daimler Benz Ag Ölwanne für eine Brennkraftmaschine
DE19746032C2 (de) * 1996-10-21 2001-02-01 Nissan Motor Ölwannenbaugruppe für Verbrennungskraftmaschine
JP3360554B2 (ja) * 1996-11-26 2002-12-24 スズキ株式会社 オイルパンのバッフルプレート構造
US6041752A (en) * 1998-11-04 2000-03-28 Technology Holdings, Inc. Moldable integrated oil pan and suction tube for an internal combustion engine
DE19860381A1 (de) * 1998-12-28 2000-06-29 Hatz Motoren Ölansaugsystem für eine Brennkraftmaschine, insbesondere einen Einzylinder-Dieselmotor
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
CA2401747A1 (fr) 2000-02-29 2001-09-07 Norbert Korenjak Dispositif de commande de tension pour moteur
DE10014368B4 (de) * 2000-03-23 2004-05-19 Dr.Ing.H.C. F. Porsche Ag Ölauffangvorrichtung für eine Brennkraftmaschine
DE10105435A1 (de) * 2001-02-07 2002-08-29 Porsche Ag Ölauffangvorrichtung für eine Brennkraftmaschine
US6530354B1 (en) * 2002-02-19 2003-03-11 General Motors Corporation Oil pan with vertical baffles
JP4357881B2 (ja) 2003-06-12 2009-11-04 ヤマハ発動機株式会社 小型船舶
JP2006002633A (ja) 2004-06-16 2006-01-05 Yamaha Marine Co Ltd 水ジェット推進艇
JP2006037730A (ja) 2004-07-22 2006-02-09 Yamaha Marine Co Ltd 過給式エンジンの吸気装置
JP2006083713A (ja) 2004-09-14 2006-03-30 Yamaha Marine Co Ltd 過給装置の潤滑構造
JP2007062432A (ja) 2005-08-29 2007-03-15 Yamaha Marine Co Ltd 小型滑走艇
US7204224B2 (en) * 2005-09-13 2007-04-17 Gm Global Technology Operations, Inc. Engine block structure
JP4614853B2 (ja) 2005-09-26 2011-01-19 ヤマハ発動機株式会社 過給機の取付構造
DE102006035888A1 (de) 2006-07-31 2008-02-07 Dr.Ing.H.C. F. Porsche Ag Brennkraftmaschine
US20080257649A1 (en) * 2007-04-17 2008-10-23 Sameck Michael J Oil pan with an integrally formed tube assembly for high pressure oil transport
DE102008060409B4 (de) 2008-11-28 2023-03-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verbrennungsmotor
DE102008060411B4 (de) * 2008-11-28 2023-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verbrennungsmotor
US8151757B2 (en) * 2009-05-14 2012-04-10 Deere & Company Oil pan/axle support
CN102619588A (zh) * 2012-04-09 2012-08-01 奇瑞汽车股份有限公司 一种发动机油底壳
US9567880B2 (en) 2015-04-28 2017-02-14 Toyota Motor Engineering & Manufacturing North America, Inc. Oil pan assembly

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US3653464A (en) * 1970-04-13 1972-04-04 Gen Motors Corp Engine oil pan
DE2751982C2 (de) * 1977-11-22 1982-11-18 Daimler-Benz Ag, 7000 Stuttgart Ölwanne für eine Mehrzylinder-Brennkraftmaschine
DE2923993A1 (de) * 1979-06-13 1980-12-18 Bayerische Motoren Werke Ag Einteilig gegossene oelwanne fuer brennkraftmaschinen
US4270497A (en) * 1979-08-22 1981-06-02 Valerio Robert M Oil pan for internal combustion engines
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JPH01305117A (ja) * 1988-05-31 1989-12-08 Honda Motor Co Ltd 内燃機関用オイルパン構造
JPH078804Y2 (ja) * 1989-04-14 1995-03-06 日産自動車株式会社 エンジンのオイルパン
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008009873A1 (de) 2008-02-19 2009-09-03 Bayerische Motoren Werke Aktiengesellschaft Schmiermittelführungsgehäuse
DE102008009873B4 (de) * 2008-02-19 2017-11-02 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine

Also Published As

Publication number Publication date
DE4001468A1 (de) 1991-07-25
ES2047227T3 (es) 1994-02-16
JPH04350313A (ja) 1992-12-04
EP0437681A1 (fr) 1991-07-24
DE4001468C2 (fr) 1991-10-31
DE59003794D1 (de) 1994-01-20
US5136993A (en) 1992-08-11

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