EP0556437A1 - Brennkraftmaschine mit einem Schmierungssystem - Google Patents

Brennkraftmaschine mit einem Schmierungssystem Download PDF

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Publication number
EP0556437A1
EP0556437A1 EP92111479A EP92111479A EP0556437A1 EP 0556437 A1 EP0556437 A1 EP 0556437A1 EP 92111479 A EP92111479 A EP 92111479A EP 92111479 A EP92111479 A EP 92111479A EP 0556437 A1 EP0556437 A1 EP 0556437A1
Authority
EP
European Patent Office
Prior art keywords
oil
engine
lubricating system
delivery valve
valve
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
EP92111479A
Other languages
English (en)
French (fr)
Other versions
EP0556437B1 (de
Inventor
Akitaka Yamaha Hatsudoki K.K. Suzuki
Yoshihiko Yamaha Hatsudoki K.K. Adachi
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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
Priority claimed from JP04061435A external-priority patent/JP3124818B2/ja
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP0556437A1 publication Critical patent/EP0556437A1/de
Application granted granted Critical
Publication of EP0556437B1 publication Critical patent/EP0556437B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
    • F01M3/02—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture with variable proportion of lubricant to fuel, lubricant to air, or lubricant to fuel-air-mixture
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two

Definitions

  • This invention relates to a lubricating system for an engine and more particularly to a separate lubricating system that insures that the desired amount of lubricant will be supplied to the engine under all running conditions and only when the engine is running.
  • One type of such systems comprises an engine driven oil pump from which the oil is supplied towards the engine through a solenoid-type oil amount regulating delivery valve.
  • the duty ratio of said solenoid valve is controlled in response to the engine operating conditions. Accordingly, an appropriate amount of lubricating oil corresponding to the engine running state is supplied to the engine accurately.
  • Lubrication systems of the type described are extremely effective in providing good control of the lubricant, adequate lubrication under all circumstances and a minimum of lubricant consumption and smoke in the exhaust of the engine.
  • lubricant may be carried entrain air. If air is entrained in the lubricant, then the duty cycle of the valve may not provide adequate control of the amount of lubricant supplied. That is, if there is air in the lines the lubricant will expand and contract and displace lubricant so that in a given time period of supply of the flow controlling valve, varying amounts of lubricant may be supplied.
  • advantageous embodiments of the present invention should ensure design of the lubricating system such that lubricating oil is reliably prevented from draining into the engine when the engine is out of operation.
  • the present invention provides a basis for developing the system such that entrained air can easily be purged off of the system and any undesirable leakage of oil from the system to the engine is precluded after the engine has stopped thus, also contributing to improve the cold-start capabilities, reducing oil consumption and preventing blue or white smoke from being generated.
  • the above mentioned main objective is performed in that the oil pump and the delivery valve are disposed in close proximity to each other keeping the length of connecting conduits between the oil pump and the delivery valve short.
  • the delivery valve is disposed downstream of the oil pump, arranging same both on the same side of the engine and, preferrably, mounting them directly on the engine.
  • the oil pump and the oil amount regulating valve are prevented from being separated from each other by the engine so that they can be located closely adjacent to each other keeping the tubing in between minimal.
  • enabling any leakage of lubricating oil to the engine when the engine is not running the layout of the system is preferrably designed in that the outlet of the oil supply passage means at the engine is disposed at a level higher than the supply outlet of the delivery valve thus, precluding the flow of oil towards the engine under standstill of same.
  • leakage of oil towards the engine is prevented by means of a check valve provided between the delivery valve and the outlet of the oil supply passage means at the engine or which is inserted in an oil return conduit.
  • Said return conduit connects a return outlet of the delivery valve to an upper oil tank positioned at a level higher than the delivery valve in order to prevent a backflow of lubricating oil under gravity from the oil tank to the delivery valve through the oil return line.
  • the delivery valve is a three-way valve directing lubricating oil from a valve inlet communicating to the discharge side of the oil pump to either of a supply outlet leading to the engine or a return outlet connected to a return conduit leading to the oil tank which returns excess oil to a portion of the system upstream of the delivery valve.
  • the supply outlet of the valve is disposed at a lower end portion of the delivery valve while the return outlet is disposed at an upper end portion of that valve specifically, at the highest point of the delivery valve, most preferrably said return outlet of the delivery valve is positioned vertically above the lower supply outlet of said valve.
  • the accuracy of the oil supply to the engine can be increased as the influence of air bubbles entrained in the oil to said accuracy of oil supply can be minimized as fluctuations of the oil pressure otherwise arising are reduced. Moreover, it is easy to coordinate the timings of oil delivery of the delivery valve with the delivery timings of the oil pump.
  • the preferred design of the delivery valve or yet more preferred by a parallel pair thereof renders air in the lubricating oil to be raised by its buoyancy to be purged off of the system through the lubricating oil return outlets of the delivery valve.
  • a motorcycle is shown partially in phantom and is identified generally by the reference numeral 11.
  • the motorcycle 11 is depicted primarily for orientation purposes inasmuch as the lubricating system may be used in conjunction with other applications for internal combustion engines.
  • a motorcycle is a typical environment in which the invention may be employed since it has particular utility with two cycle internal combustion engines and such engines are frequently employed for powering motorcycles.
  • the motorcycle 11 includes a frame assembly, indicated generally by the reference numeral 12 that dirigibly supports a front fork 13.
  • the front fork 13 journals a front wheel 14 and is steered by means of a handlebar assembly 15 in a known manner.
  • a trailing arm assembly 17 is journaled at the rear of the frame assembly 12 in a known manner and rotatably journals a rear wheel 18.
  • the rear wheel 18 is driven by an internal combustion engine, indicated generally by the reference numeral 19, and which is mounted in the frame assembly 12 in a known manner.
  • a fuel tank 21 is carried by the frame assembly 12 above the engine 19 and supplies fuel to the engine 19 in a known manner.
  • a seat 22 is mounted on the frame assembly 12 to the rear of the fuel tank 21 for accommodating a rider.
  • the engine 19 is, in the illustrated embodiment, of the V-2 two cycle, crankcase compression type. It is to be understood, however, that the invention may be employed with engines having other cylinder numbers or other configurations, engines operating on other than the two stroke principal and also rotary type engines.
  • the engine 19 includes a cylinder block assembly 23 having a pair of angularly disposed cylinder banks 24 and 25, each forming a cylinder bore.
  • the cylinder block 23 is mounted in the frame assembly 12 so that the output shaft rotates about a transversely extending axis.
  • a suitable change speed transmission is incorporated within the crankcase of the cylinder block 23 and drives the rear wheel 18 in any suitable manner.
  • Cylinder heads are affixed to the cylinder banks 24 and 25 and each mount respective spark plugs 26 for firing the charge which is delivered to the combustion chambers of the engine in a well known manner.
  • the induction system includes a pair of carburetors 27 and 28 which draw air through an air cleaner system, as shown schematically by the arrows 29 in Figure 3.
  • the carburetors 27 and 28 discharge into the crankcase chambers associated with the individual cylinder banks 24 and 25 through respective intake manifolds 31 and 32.
  • the front and rear sides of the engine are related to the front and rear of the motorcycle 11 with the front indicated by the arrow Fr.
  • the engine 19 has a top side, a bottom side, a left hand side and a right hand side, all oriented relative to the body of the motorcycle 11.
  • sides may be any of such sides.
  • a pair of exhaust pipes and muffler arrangements 23 extend from the exhaust ports of the respective cylinder banks 24 and 25 on opposite sides of the motorcycle 11 and discharge exhaust gases to the atmosphere in a well known manner.
  • the lubricating system 34 includes a lubricant tank 35 that is mounted at the rear of the frame assembly 12 at an elevated position.
  • the lubricant tank 35 contains lubricant at a level indicated by the broken line 36 in Figure 3 which, it should be noted, lies above the upper level of the engine 19.
  • An outlet nipple 37 of the lubricant tank 35 is connected to a first conduit 38 for gravity delivery of lubricant from the tank 35 to a lubricating pump, indicated generally by the reference numeral 39 and mounted at one side of the engine (the right hand side in the illustrated embodiment).
  • An oil filter 41 is provided in the first conduit 38 for filtering the lubricant before it is delivered to the lubricant pump 39.
  • the lubricant pump 39 may be a conventional reciprocating type pump that is driven by the engine in a suitable manner.
  • the pump 39 has a pair of outlet fittings 42 and 43 to which one end of second conduits 44 and 45 are affixed.
  • the opposite ends of the conduits 44 and 45 are connected to inlet fittings of respective delivery valves 46 and 47, each having a construction as shown in Figure 4.
  • the delivery valves 46 and 47 each are comprised of an outer housing 48 having an internal cavity in which a solenoid winding 49 is provided.
  • the winding 49 encircles a core 51.
  • This cavity is closed by means of a cover plate 52 that is affixed to an outwardly extending flange of the outer housing 48 with an interposed gasket 53 by means of threaded fasteners 54.
  • the fasteners 54 also secure the delivery valves 46 and 47 to the side of the engine 19 and specifically the cylinder block 23 closely adjacent the lubricant pump 39 so as to minimize the length of the conduits 44 and 45.
  • a mounting bracket 55 is affixed to the cylinder block 23 for mounting purposes.
  • An inlet passage 56 is formed in the cover plate 52 and receives the ends of the respective conduits 44 and 45 so as to permit lubricant to flow under pressure from the pump 39 into an internal cavity 57 formed within the cover plate 52.
  • a slideably supported valve member 58 is mounted in the core 51 and has a ferromagnetic portion that is operated on by the winding 49 so as to effect a changing flow path from the lubricant pump 39.
  • a coil compression spring 59 normally urges the valve member 58 upwardly and opens communication with a delivery passage 61 formed centrally in the core 51 and which has an outlet fitting 52 formed at its lower end.
  • a check valve 63 is connected to the outlet fitting 62 and functions to permit flow from the passage 61 to the engine, in a manner to be described, while precluding flow in the opposite direction. In addition, the check valve 63 will function to prevent any drainage of lubricant when the engine 19 is not running.
  • the check valve 63 includes a ball type valve member 64 which is urged by a coil compression spring 65 to a normally closed position.
  • the ball valve member 64 When the pressure is exerted in the passage 61, the ball valve member 64 will be urged downwardly against the action of the coil spring 65 and lubricant may flow from a discharge fitting 66 to the engine through conduits 67 and 68.
  • the conduits 67 and 68 extend to lubricant discharges 69 and 71, respectively, which are tapped into the intake manifolds 31 and 32.
  • lubricant fitting 69 and 71 for each intake manifold 31 and 32, it is to be understood that various other ways of delivering the lubricant to the engine 19 other than through its intake manifolds may be employed in conjunction with the invention. It is important, however, to note that the fittings 69 and 71 are positioned at a higher level than the outlet of the discharge fittings 66 from the delivery valves 46 and 47. This insures that lubricant also will not drain from the delivery valves 46 and 47 to the engine when the engine is not running. In addition, by providing the supply outlet fitting 62 at the lower portion of the delivery valves 46 and 47, it will be insured that air is less likely to flow through the delivery valves 46 and 47 to the engine.
  • a return passage 72 is formed in the cover plate 52 and communicates with the chamber 57.
  • the return passage 72 is normally closed by a seal 73 of the valve member 58 when the valve member 58 is in the position shown in Figure 4.
  • a seal portion 74 will engage and close the passage 61 while opening the return passage 72.
  • Lubricant is then returned to the lubricant tank 35 through a pair of return conduits 75 and 76 which merge at a T-connection 77.
  • the T-connection 77 is connected to a conduit 78 which extends back to a return fitting 79 of the lubricant tank 35 positioned above the normal lubricant level therein. Because of this elevated orientation, air which may be entrapped in the lubricant will flow by buoyancy upwardly and be collected in the chambers 58 for return along with the lubricant to the tank 35 during the non-delivery portion of the cycle.
  • the conduits 75 and 76 are configured to have the same effective cross sectional flow area and substantially the same length. Rather than use a T-connection as the connection 77, a Y-connection may also be employed and this will provide even greater balancing in the flow resistance in the two return paths.
  • the amount of lubricant delivered to the engine is controlled by varying the duty cycle and time when the solenoid winding 49 is energized.
  • the return lubricant has been returned directly to the tank 35. It is to be understood, however, that the lubricant may be returned anywhere to the system but preferably upstream of the filter 41. Flow may be returned either to the conduit 37 upstream of the filter 41 as shown by the alternative location 79 or to the upstream side of the filter element 41 as shown by the phantom line position 79 in Figure 3.
  • the described system is extremely effective in insuring against variations in the amount of lubricant delivered to the engine as might be caused by air entrainment and also avoids against the draining of lubricant into the engine during such times when the engine is not operated.
  • the foregoing feature is achieved by positioning the lubricant pump 39 and delivery valves 46 and 47 in close proximity to each other so as to minimize the length of the conduits 44 and 45.
  • the delivery valves and lubricant pump may be contained within a common body.
  • the fact that the return outlet 72 is at the upper portion of the delivery valves also assist in air extraction.
  • the low position off the supply outlet 62 and the use of the check vale 63 insures against draining of the lubricant to the engine when the engine is not operating.
  • the check valves 63 have been positioned in the supply outlet fittings 62 of the delivery valves 46 and 47. With such an arrangement, flow from the delivery valves 46 and 47 to the engine 19 when the engine 19 is not running will be precluded. In some instance, it may be desirable to locate the check valves at a different location and Figure 5 shows such an arrangement. Except for the locations of the check valves in this embodiment, all of the elements of the system are the same as that of the embodiment previously described and, for that reason, those elements will not be described again, except insofar as how they relate to this embodiment.
  • check valves 101 there are no check valves in the supply outlet fittings 62 of the delivery valves 46 and 47. Rather, there are provided a pair of check valves 101 in the outlet from the pump 39 where it enters the conduits 44 and 45.
  • the check valves 101 normally permit flow from the pump 39 into the lines 44 and 45 but preclude reverse flow. Also, when the pump 39 is not operating due to the fact that the engine 19 is not running, the check valves 101 will preclude any leakage of fluid past the pump 39 into the engine.
  • the location of the check valve 63 was such so as to preclude any leakage from the return line 78 back to the engine through the delivery valves 46 and 47.
  • a further check valve 102 is provided in the return line 78 at an appropriate location, and primarily downstream from the T or Y fitting 77. The check valve 102 will permit pressurized flow of lubricant back to the tank 35 through the line 78 but will preclude flow in the opposite direction as might occur when the engine is shut off.
  • the described systems are extremely effective in insuring good supply of lubricant to the engine when it is running and at the same time precluding any leakage of lubricant to the engine when it is shut down.
  • the system also provides an arrangement whereby multiple delivery valves may be employed for controlling lubrication delivery to various points in the engine and wherein the return systems for these multiple delivery valves is such that the flow resistance in a return line from all delivery valves will be substantially the same.

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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)
EP19920111479 1992-02-15 1992-07-07 Brennkraftmaschine mit einem Schmierungssystem Expired - Lifetime EP0556437B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP61435/92 1992-02-15
JP04061435A JP3124818B2 (ja) 1992-02-15 1992-02-15 車両用エンジンの潤滑油供給装置
JP61437/92 1992-02-15
JP6143792 1992-02-15

Publications (2)

Publication Number Publication Date
EP0556437A1 true EP0556437A1 (de) 1993-08-25
EP0556437B1 EP0556437B1 (de) 1996-10-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19920111479 Expired - Lifetime EP0556437B1 (de) 1992-02-15 1992-07-07 Brennkraftmaschine mit einem Schmierungssystem

Country Status (2)

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EP (1) EP0556437B1 (de)
DE (1) DE69214271T2 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999027236A1 (fr) * 1997-11-21 1999-06-03 Institut Français Du Petrole Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe
WO2002027157A1 (en) * 2000-09-27 2002-04-04 Bombardier Motor Corporation Of America An engine oiling system and an oil system distribution manifold, and method of use

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE949855C (de) * 1948-10-28 1956-09-27 Herbert J Venediger Dr Ing Zweitaktbrennkraftmaschine mit Regelung der Schmierstoffzufuhr
US2796075A (en) * 1954-02-26 1957-06-18 Curtiss Wright Corp Oil pressure control valve
US4286632A (en) * 1979-09-19 1981-09-01 David Albert Fuel-lubricating oil proportioner and mixer

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE949855C (de) * 1948-10-28 1956-09-27 Herbert J Venediger Dr Ing Zweitaktbrennkraftmaschine mit Regelung der Schmierstoffzufuhr
US2796075A (en) * 1954-02-26 1957-06-18 Curtiss Wright Corp Oil pressure control valve
US4286632A (en) * 1979-09-19 1981-09-01 David Albert Fuel-lubricating oil proportioner and mixer

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 9, no. 231 (M-414)(1954) 18 September 1985 & JP-A-60 88 811 ( SANSHIN KOGYO K.K. ) 18 May 1985 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999027236A1 (fr) * 1997-11-21 1999-06-03 Institut Français Du Petrole Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe
WO2002027157A1 (en) * 2000-09-27 2002-04-04 Bombardier Motor Corporation Of America An engine oiling system and an oil system distribution manifold, and method of use
US6644250B1 (en) 2000-09-27 2003-11-11 Bombardier Motor Corporation Of America Engine oiling system and an oil system distribution manifold, and method of use

Also Published As

Publication number Publication date
DE69214271T2 (de) 1997-02-20
DE69214271D1 (de) 1996-11-07
EP0556437B1 (de) 1996-10-02

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