EP1070834B1 - Brennkraftmaschinenölwanne mit einem Abstandhalter - Google Patents

Brennkraftmaschinenölwanne mit einem Abstandhalter Download PDF

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Publication number
EP1070834B1
EP1070834B1 EP00401948A EP00401948A EP1070834B1 EP 1070834 B1 EP1070834 B1 EP 1070834B1 EP 00401948 A EP00401948 A EP 00401948A EP 00401948 A EP00401948 A EP 00401948A EP 1070834 B1 EP1070834 B1 EP 1070834B1
Authority
EP
European Patent Office
Prior art keywords
engine
spacer
power train
transmission
bracket
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
EP00401948A
Other languages
English (en)
French (fr)
Other versions
EP1070834A1 (de
Inventor
Jean-Pierre Dudemaine
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.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
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 Renault Trucks SAS filed Critical Renault Trucks SAS
Publication of EP1070834A1 publication Critical patent/EP1070834A1/de
Application granted granted Critical
Publication of EP1070834B1 publication Critical patent/EP1070834B1/de
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
    • F01M2011/0054—Fastening to the cylinder block
    • 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
    • F01M2011/0058—Fastening to the transmission

Definitions

  • the invention relates to a power train for motor vehicle.
  • the invention relates more particularly to a group powertrain for a motor vehicle comprising longitudinally, from front to back, a heat engine and a transmission, of the type in which a rear face of a block longitudinal axis of the engine is rigidly connected to one side front of a transmission bell, including a bell for a flywheel, of the type that includes, in the right of a plan fixing an oil pan under the engine block, two horizontal squares, transversely opposed, comprising each a first fixed longitudinal front branch rigidly to the engine block, and a second rear branch cross rigidly attached to the bell to stiffen engine and transmission assembly.
  • the attachment points of the engine block on the housing of the transmission are conventionally made in the form screw and nut assemblies.
  • the squares must have many anchor points, which makes makes them difficult to assemble and disassemble, both from view of the time devoted to this operation, that of the position of anchor points before mounting.
  • the multiplicity of anchor points increases all the number of machining to be performed on the engine block and the bell of the transmission casing, which increases the cost of manufacturing such a block engine and transmission case.
  • these squares must be made of a material such as cast iron, which weighs down the group motorpropulseur.
  • brackets integrated into an additional element of the engine block.
  • brackets is not adapted to hold the bell in position optimally and in particular to absorb torsional stresses to which it is subject.
  • the invention proposes a powertrain of the type previously described, comprising a spacer which is interposed vertically between the engine block and the sump, and on which are rigidly fixed the first front branches of the two brackets.
  • This spacer advantageously allows to benefit from a increase the engine's lubricating oil capacity and, depending of the form of the spacer, to mount different types of sump on a same engine block.
  • each square has the shape of a tetrahedron whose base forms the second branch back of the square, and whose body forms the first branch of the square.
  • FIG. 1 shows the whole of a group power train 10 for a motor vehicle realized according to a state of the art.
  • the powertrain 10 comprises longitudinally, from front to back, an engine 12 which is coupled to a transmission 14.
  • a face rear transverse 16 of a motor unit 18 is rigidly connected to a front face 20 of a bell 22 of a housing (no represented) of the transmission 14.
  • the bell 22 is particularly material made with the housing (not shown) of the transmission 14 and is intended to house a flywheel and / or a clutch (not shown) of the power train 10.
  • the motor 12 comprises a crankshaft (not shown) which is coupled to a output axis A for driving the transmission 14 of the vehicle.
  • the engine block 18 When the vehicle engine is running, the engine block 18 is subject to vibration and is therefore likely to transmit longitudinal bending stresses to the connection between the engine block 18 and the bell 22.
  • the crankshaft when, for example during a strong recovery of the engine 12 of the vehicle, the crankshaft is subjected to a couple important, it transmits some of this torque to the engine block 18 of the engine 12 through the bearings that wear it from so that the block 18 is partially rotated around the axis A of the crankshaft and the output shaft of the 12.
  • the connection of the engine block 18 to the bell 22 is is then strongly stressed in torsion, which is detrimental to the strength of the power train 10.
  • brackets 26 which allow stiffen the assembly of the engine block 18 to the bell 22.
  • the engine block 18 being assembled to the bell 22 by through anchor points such as screws and nuts (not shown) arranged regularly on the face rear block 18 of the engine 12, the block fixing means motor 18 on bell 22 do not extend below a plane P for fixing a group oil pan 28 power train 10 under the engine 12.
  • the brackets 26 are arranged substantially in line with the P plane of fixation, that is to say the lowest possible relative to the axis A of the crankshaft of the engine 12 so as to ensure a recovery of bending and twisting forces that are transmitted in from block 18 of the engine 12.
  • the power train 10 has two opposite squares 26 that are arranged in the plane P, on either side of the axis A of the crankshaft.
  • brackets 26 are horizontally oriented and each include a first longitudinal front branch which is fixed on a part in vis-à-vis the corresponding side face 34 of the block 18 of motor 12, and a second transverse rear branch 32 which is fixed on a part opposite the front face 20 of the bell 22 of the transmission 14.
  • the first branch before longitudinal 30 presents substantially the shape of a plate that is bolted to means of screw 36 on the corresponding lateral face 34 of the block 18.
  • the side face 34 of the engine block 18 is machined to this effect so as to have a flat bearing surface for the first branch before 30 of the square 26.
  • the second rear branch 32 is bolted by means of screws 40 on the front face 20 of the transmission bell 22, which is also machined appropriate.
  • a reinforcing rib 41 interconnects the first branch before 30 and second rear branch 32.
  • a spacer 42 which has brackets 26, is interposed between the block 18 of the engine 12 and the oil sump 28 of the engine 12.
  • brackets 26 are integrated in the spacer 42, and they are made from matter with it.
  • brackets 26 may, as unrepresented variants, be independent brackets that are attached, in a way analogous to that described with reference to FIG. lateral faces 44 of the spacer 42.
  • This arrangement allows in particular, during the assembly of the power train 10, to be able to separately assemble the engine block 18 and its equipment on the one hand, and the spacer 42 and the brackets 26 on the other hand, which represents a saving of time at the time of the final assembly of the engine 12. In the final assembly of the power plant 12, all that remains is to fix the second transverse rear branch 32 of the brackets 26 on the front face 20 of the bell 22 of the transmission 14.
  • the maximum rigidity of the final assembly powertrain 10 and minimum assembly time are obtained by producing the spacer 42 and the brackets 26 in one and the same room.
  • the spacer 42 presents substantially the shape of a parallelepiped of which one face upper 46 is complementary to the shape of the outline of a lower face 48 of the engine block 18, and a lower face of which 50 is complementary to the shape of the outline of a face upper 52 of the oil sump 28.
  • the spacer 42 advantageously allows adaptation of different types of casing from 28 to the same block motor 18, for little, that for each case, be used a spacer 42 of appropriate shape.
  • This provision allows to significantly lower the production costs of a chain of engine manufacturing 12 to the extent that it is not necessary to provide engine block 18 corresponding to each type of sump 28, and to the extent that only one 18 "standard motor block can be adapted to different housings of oil 28.
  • FIG. 3 illustrates in more detail the forms of the spacer 42.
  • contour C 46 complementary to the contour of the corresponding part of the lower face 48 of the motor unit 18 previously described, and the lower face 50 of contour C 50 which is complementary in contour to the corresponding portion of FIG. the upper face 52 of the housing 28.
  • the upper faces 46 and lower 50 comprise holes 53 for fixing the spacer 42 on the block motor 18 and on the sump 28.
  • the spacer 42 is made in the form of a parallelepiped molded of an aluminum alloy which comprises openings 54 which open between its upper faces 46 and lower 50 to allow the passage of elements (no represented) of a mobile engine 12, in particular balancing weights of a crankshaft of the engine 12 and a motor timing pulley 12.
  • brackets 26 are made integrally with the spacer 42.
  • each bracket 26 has the shape of a tetrahedron whose base 56 forms the second rear branch 32 of the bracket 26, and whose body 72 forms the first branch before 30 of the square 26.
  • the base 56 of each square 26 comprises, at its vertices 58 and 60 farthest from a median plane P ', which is vertical and contains the axis A of the crankshaft previously described, longitudinal holes 62 and 64 for fixing by screwing, using the corresponding screws 66 and 68, the square 26 on a drilled and tapped surface (not shown) of the front face 20 of the bell 22.
  • the base 56 of each square is machined to allow a plane fit optimal of these two surfaces.
  • each bracket 26 has a recess 70 from the molding of the spacer 42, which allows on the one hand to lighten the spacer 42, and on the other hand to increase the strength of the square 26, a hollow volume being, for a same bending or torsion stress, more resistant than full volume that could crack.
  • the spacer 42 makes it possible to stiffen the assembly of the motor 12 with the transmission 14, of simplify the assembly of brackets 26 by reducing the number anchor points involved, and it allows to increase the oil capacity of the engine 12 by adding an oil sump 28 of appropriate volume, which allows, in particular, for a common-purpose passenger vehicle, to lengthen the interval of time between two successive oil changes.

Landscapes

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

Claims (7)

  1. Motor-Getriebe-Einheit (10) für ein Kraftfahrzeug, umfassend in Längsrichtung von vorne nach hinten eine Wärmekraftmaschine (12) und ein Getriebe (14), von dem Typ, bei dem eine Rückseite (16) eines longitudinalen Blocks (18) der Wärmekraftmaschine (12) starr mit einer Vorderseite (20) einer Glocke (22) des Getriebes (14) verbunden ist, insbesondere einer Glocke (22) für ein Motorschwungrad, von dem Typ, der in der Verlängerung einer Ebene (P) der Befestigung einer Ölwanne (28) unter dem Block (18) der Wärmekraftmaschine (12) zwei einander in Querrichtung gegenüberliegende, horizontale Winkel (26) umfasst, die jeweils einen ersten, in Längsrichtung verlaufenden vorderen Ast (30), der starr am Motorblock (18) befestigt ist, und einen zweiten, in Querrichtung verlaufenden hinteren Ast (32), der starr an der Glocke (22) befestigt ist, umfassen, um die Verbindung des Motors (12) mit dem Getriebe (14) zu versteifen, wobei die Motor-Getriebe-Einheit (10) ein Zwischenstück (42) umfasst, das vertikal zwischen dem Motorblock (18) und der Ölwanne (28) angeordnet ist und an dem die ersten, vorderen Äste (30) der beiden Winkel (26) starr befestigt sind, dadurch gekennzeichnet, dass jeder Winkel (26) die Form eines Tetraeders aufweist, dessen Basis (56) den zweiten, hinteren Ast (32) des Winkels (26) bildet und dessen Körper (72) den ersten Ast (30) des Winkels (26) bildet.
  2. Motor-Getriebe-Einheit (10) nach Anspruch 1, dadurch gekennzeichnet, dass das Zwischenstück (42) der Ölwanne (28) im Wesentlichen die Form eines Parallelepipeds aufweist, dessen Oberseite (46) komplementär zur Form des Umrisses der Unterseite (48) des Motorblocks (18) ist und dessen Unterseite (50) komplementär zur Form des Umrisses der Oberseite (52) der Ölwanne (28) ist, um die Anpassung einer zum Motorblock (18) gehörenden Ölwanne (28) zu erlauben.
  3. Motor-Getriebe-Einheit (10) nach Anspruch 1, dadurch gekennzeichnet, dass jeder tetraedrische Winkel (26) an den Spitzen (58, 60) seiner Basis (56), die am weitesten von einer Mittelebene (P') des Motors (12) entfernt sind, zwei Längsbohrungen (62, 64) zur Verschraubung des Winkels (26) an einer durchbohrten, komplementären Fläche der Getriebeglocke (22) aufweist.
  4. Motor-Getriebe-Einheit (10) nach einem der Ansprüche 1 oder 3, dadurch gekennzeichnet, dass der Körper (72) jedes Winkels eine Aussparung (70) umfasst, die in seiner Basis (56) mündet, um den Winkel (26) leichter zu machen und zu versteifen.
  5. Motor-Getriebe-Einheit (10) nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Winkel (26) aus einem Stück mit den Zwischenstück (42) gebildet sind.
  6. Motor-Getriebe-Einheit (10) nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das Zwischenstück (42) durch Gießen, insbesondere einer Aluminiumlegierung, hergestellt wird.
  7. Motor-Getriebe-Einheit (10) nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass das parallelepipedische Zwischenstück (42) Öffnungen (54) umfasst, die zwischen seiner Oberseite (46) und seiner Unterseite (50) verlaufen, um den Durchgang von Elementen eines beweglichen Organs des Motors (12) zu ermöglichen.
EP00401948A 1999-07-21 2000-07-06 Brennkraftmaschinenölwanne mit einem Abstandhalter Expired - Lifetime EP1070834B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9909438 1999-07-21
FR9909438A FR2796702B1 (fr) 1999-07-21 1999-07-21 Groupe motopropulseur comportant une entretoise de carter d'huile

Publications (2)

Publication Number Publication Date
EP1070834A1 EP1070834A1 (de) 2001-01-24
EP1070834B1 true EP1070834B1 (de) 2005-03-30

Family

ID=9548334

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00401948A Expired - Lifetime EP1070834B1 (de) 1999-07-21 2000-07-06 Brennkraftmaschinenölwanne mit einem Abstandhalter

Country Status (5)

Country Link
US (1) US6374794B1 (de)
EP (1) EP1070834B1 (de)
AT (1) ATE292233T1 (de)
DE (1) DE60019033D1 (de)
FR (1) FR2796702B1 (de)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7387190B2 (en) * 2003-12-17 2008-06-17 General Motors Corporation Oil pan assembly and method of selecting an oil pan
US6928974B1 (en) * 2004-01-30 2005-08-16 Demetrios Markou Reinforcement plate for a reciprocating engine
DE202007008481U1 (de) 2007-06-13 2008-10-23 Mann+Hummel Gmbh Ölwanne für eine Brennkraftmaschine-Getriebe-Einheit
US8011342B2 (en) * 2008-07-16 2011-09-06 Polaris Industries Inc. Wet oil sump for four cycle engine
US20100229821A1 (en) * 2009-03-13 2010-09-16 Filtrauto Plastic Structural Oil Sump with Fitted-on Bottom for a Combustion Engine and Method of Fabricating such a Sump
DE102013018449A1 (de) 2013-11-05 2015-05-07 Man Truck & Bus Ag Ölwanne und Achsträger mit einer schrägen Flanschfläche
GB2548425B (en) * 2016-02-15 2020-07-01 A Clark Mathew Two-part structural oil pan
FR3113625A1 (fr) 2020-08-25 2022-03-04 Psa Automobiles Sa Groupe motopropulseur comprenant un dispositif de rigidification mecanique

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2837063A (en) * 1955-10-31 1958-06-03 Martinez Rafael Device for clamping a crank case oil pan to the base of a gasoline engine
US3100028A (en) * 1961-03-14 1963-08-06 Ford Motor Co Lubricant sump
BE794095A (fr) * 1972-02-04 1973-05-16 Berliet Automobiles Perfectionnement au carter des moteurs a combustion interne de vehicules
US4245595A (en) * 1977-09-13 1981-01-20 Nissan Motor Company, Limited Internal combustion engine for motor vehicles
US4294333A (en) * 1978-07-20 1981-10-13 Little Barry S Oil pan adaptor for internal combustion engines
JPS593180Y2 (ja) * 1980-11-26 1984-01-28 日産自動車株式会社 内燃機関のシリンダブロツク
JPH0219531Y2 (de) * 1985-03-25 1990-05-30
JPH0413402Y2 (de) * 1986-04-23 1992-03-27
US5016584A (en) * 1988-10-11 1991-05-21 Honda Giken Kogyo Kabushiki Kaisha Engine block construction with skeletal frame
JPH0343513U (de) * 1989-09-07 1991-04-24
DE4334858C1 (de) * 1993-10-13 1995-04-20 Vaw Ver Aluminium Werke Ag Ölwanne und Verfahren zu ihrer Herstellung
DE19746032C2 (de) * 1996-10-21 2001-02-01 Nissan Motor Ölwannenbaugruppe für Verbrennungskraftmaschine

Also Published As

Publication number Publication date
ATE292233T1 (de) 2005-04-15
DE60019033D1 (de) 2005-05-04
FR2796702A1 (fr) 2001-01-26
FR2796702B1 (fr) 2001-09-07
US6374794B1 (en) 2002-04-23
EP1070834A1 (de) 2001-01-24

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