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
  • F01M1/00—Pressure lubrication
  • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
• • 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
  • F01M13/00—Crankcase ventilating or breathing

Definitions

• the invention relates to the field of internal combustion engines of a motor vehicle, and in particular engines with a delocalized oil reserve.
• U.S. Patent No. 5,063,895 discloses a V-8 engine where the lubricating oil flowing from the crankshaft falls into an oil pan.
• a main pump recovers the oil from the bowl and feeds the lubrication circuit of the main motor bearings.
• a second pump increases the oil pressure to lubricate the crankshaft.
• the oil reserve is arranged under the crankshaft and occupies a significant place in height.
• each of the two banks of cylinders requires a specific pump. Despite the distribution of the displacement on a large number of cylinders, and despite the inclination of the cylinder s, this type of motor has an excessive height requirement. In addition, the large number of pumps consumes energy unnecessarily.
• the invention proposes a motor vehicle engine capable of being installed in a conventional sedan and allowing a guard distance, between the hood of the vehicle and the engine, sufficient to ensure the protection of pedestrians during an impact and this without consumption. excessive energy.
• the engine for a motor vehicle, has at least one bank of parallel cylinders provided with a combustion chamber and comprises a crankshaft and an oil reservoir for lubricating the engine.
• the oil reservoir is at least partly located along the axis of the cylinders at a position, opposite the crankshaft, beyond the crankshaft.
• the engine can be almost lying in the vehicle. This allows a sufficient guard distance between the vehicle hood and the engine. Such a provision also allows integration of the engine under a vehicle floor.
• the engine comprises a casing provided with a crank chamber having a crankshaft low point adapted to receive the oil flowing inside the engine casing.
• Engine includes a recovery pump for drawing the oil arriving at the crankshaft low point and for supplying the oil reservoir.
• the motor comprises a strainer comprising two suction inlets disposed in two opposite portions of a motor housing and / or the oil reservoir.
• the strainer comprises an inertial closure member adapted to be driven in the direction connecting the two inlets and in the same direction as the oil when the vehicle is accelerated.
• the closure member is able to obstruct the entrance in the opposite direction to said acceleration.
• the direction connecting the two intake ports of the strainer may be transverse to the direction of travel of the vehicle.
• This embodiment further reduces the height of the low point where the oil flows.
• the oil moves inertia in a corner of the crank chamber. Thanks to the two suction inlets selected by the inertial closing device, the strainer always draws oil without the need to trap the oil in a deep low point.
• the engine comprises a lubrication pump intended to draw oil from the oil reservoir and to supply lubrication circuits to the engine.
• the engine comprises a cylinder head provided with a valve chamber having a low point of the cylinder head.
• the engine includes a conduit connecting the low end of the cylinder head to the oil reservoir to recover the oil flowing inside the valve chamber.
• the oil reservoir is monobloc with the cylinder head, or is fixed on the cylinder head.
• the engine comprises a settling tank for receiving vapors from a crank chamber and / or a valve chamber, the settling tank being connected to an engine air intake circuit, the motor comprising a conduit connecting the settling vessel to the oil reservoir to recover the oil deposited in the settling vessel.
• the vehicle comprises an engine in which at least one cylinder axis of the engine is inclined with respect to a horizontal plane of the vehicle by an angle of less than 30 ° and preferably of - 10 °. at + 10 °, the cylinder head being above the crankshaft of the engine.
• the engine essentially has a bank of parallel cylinders 1 provided with a cylinder head 2 and a lower part 3 of the engine, which part 3 comprises a cylinder block 4 and a crankcase 5.
• part 3 comprises a cylinder block 4 and a crankcase 5.
• the head of the rod 7 drives a crankshaft 8 surrounding a crankpin 9 crankshaft.
• the small end is rotatably mounted on an axis 6a integral with the pi ston 6.
• the crankshaft 8 rotates in a crank chamber 8a.
• the piston 6 delimits, in the upper part of the cylinder 1c, a combustion chamber 10.
• the upper part 1 1 of the combustion chamber 10 is integral with the cylinder head 2 and the cylindrical side wall is part of the cylinder block 4.
• the set of mechanisms ranging from the camshafts 12 and 12a to the valves 13 and 13a evolves in a chamber 23a of the cylinder head 2, represented by a local section in the figure.
• An oil reservoir 14 is attached to the cylinder head 2 and located below said cylinder head 2.
• a lubrication pump 15 is arranged on one side of the tank 14 and is driven by the camshaft 12a.
• a settling tank 16 is formed inside the oil tank 14, in its upper part. The assembly comprising the tank 14, the settling tank 16 and the pump 15 is fixed to the cylinder head 2 by a fixing face 14a.
• a very high pressure fuel pump 17 for a common rail feed device is disposed in the upper part of the cylinder head 2 and is driven by the camshaft 12.
• a starter 18 is arranged on the crankcase 5 and drives a starter ring 18a integral with the crankshaft 8.
• the bank of parallel cylinders is inclined at an angle of about 1 ° relative to the horizontal plane of the vehicle, that is to say with respect to a running surface of the vehicle.
• the angle of inclination determines the height of the engine, ie the difference in overall height between the bottom of the starter ring 18a and the top of the fuel pump 17.
• the starter ring 18a is itself a direct consequence of the size of the starter 18 being located as close as possible to the crank chamber 8a but necessarily outside.
• the crank chamber 8a may be smaller in size and the angle of inclination larger, or vice versa.
• the lubrication pump 15 draws oil from a low point of the oil tank 14 and the injected pressure in a conduit through an oil filter 19 arranged on a wall of the tank 14 and feeds in parallel a main conduit 20 towards the cylinder block 4 and a secondary conduit 21 towards the cylinder head 2.
• the main conduit 20 of lubrication feeds a nozzle 22 integral with each cylinder for throwing oil on the small end located inside the piston 6 when the latter is in maximum recoil.
• the main duct 20 also feeds, by unrepresented tunnels and formed in the cylinder block 4, the bearings on which the crankshaft 8 is mounted.
• unrepresented channels run along the crankshaft 8 and make it possible to bring the oil to guide ducts 9 for guiding between the small end and the crankshaft 8.
• the secondary duct 21 joins, by ducts (not shown), the guide bearings of the camshafts 12 and 12a as well as the axes of rotation of the latches and the guide means in translation of the valves 13 and 13a.
• These various lubrication locations cause oil to seep into the chamber 23a of the cylinder head 2.
• the oil is recovered at a low point of the cylinder head 23.
• the oil dripping from the lower part of the piston 6 after having been projected by the nozzle 22 flows along the crank chamber 8a to a low point of the crankshaft 24.
• the oil flowing in the crankshaft low point 24 is recovered by a recovery pump 25 towards the oil reservoir 14.
• the oil reservoir 1 4 is located just below the cylinder head 2, the recovery of the oil oil arriving at the low point of the cylinder head 23 is by gravity to the tank 14 through a recovery conduit 26.
• This arrangement of the oil tank 14 makes it possible to omit an additional oil pump, which is suitable good for mass production vehicles.
• the atmosphere in the crank chamber 8a is saturated with oil droplets and mixed with vapors possibly escaping from the combustion chamber 10 despite sealing segments between the piston 6 and the cylinder block 4.
• a high suction point 27 is formed in the crank chamber 8a to suck the greasy vapors.
• a duct 28 operated in the lower part of the engine then in the cylinder head 2 connects the high suction point 27 to the settling tank 16.
• a breech duct 29 connects the chamber of the cylinder head 2 to the same settling tank 16 , and makes it possible to recover the vapors escaping from the guiding means of the valves 13 and 13a and their controls.
• the air supply circuit of the combustion chamber 10 comprises an intake port 30, a turbocharger 31 and an intake circuit 32 controlled by the valve 13.
• a suction pipe 33 connects the settling vessel 16 to the air intake circuit upstream of the turbocharger 31.
• the air intake circuit 32 does not include a turbocharger.
• the suction duct 33 joins the air intake circuit by a device of the not shown venturi type, so that the high flow rate of air in the intake circuit 32 creates a slight suction flow rate that makes it possible to recover fat vapors from the inside of the crank chamber 8a and the cylinder head chamber 2.
• baffles 34 mounted in the settling vessel 16 fat vapors from inside the engine are discharged to a portion of their oil, the remainder being burnt in the combustion chamber 10.
• the portion of oil recovered by the settling tank 16 flows into the oil reservoir 14 through a siphon-shaped conduit 16a allowing the oil to go from the settling tank 16 to the oil reservoir 14 despite the pressure difference and despite fluctuations in inclination.
• a feed pump 35 for an oil pump for example of the type described in the patent application FR 2 860 548 can be used in the crankshaft low point 24.
• the low point 24 has the shape of a channel parallel to the crankshaft. crankshaft axis 8, the end points of this channel are provided with a strainer 35 having two inputs 36 and 36a.
• An inertial closure member may be driven in the direction connecting the two inputs 36 and 36a when the vehicle is accelerated, for example a gyratory acceleration. The displacement of this inertial member is therefore parallel to the displacement of the oil inside the channel forming the low point of crankshaft 24.
• the recovery pump 25 does not pump in the vacuum, which has the advantage of not introducing a discontinuity in the supply of the tank 14 of oil .
• Such a strainer limits the emulsion of the oil, its vaporization and the consumption of oil by the engine.
• the distance between these two plans is reduced to allow a guard space between the hood of the vehicle and the engine.
• the fact that the oil reservoir 14 is located between the lower plane and the cylinder head 2 makes it possible to approach the axis of the crankshaft of the lower plane and allows the choice of either tilting the engine less or reducing the distance between the engine. both plans.
• the engine may be equipped with a fuel pump, or a direct injection engine pump, or a multipoint injection engine pump.

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)

Applications Claiming Priority (2)

Publications (1)

Family

ID=37216069

Family Applications (1)

Country Status (4)

Families Citing this family (1)

Family Cites Families (10)

• 2005
  • 2005-12-22 FR FR0513180A patent/FR2895442B1/fr not_active Expired - Fee Related
• 2006
  • 2006-12-08 WO PCT/FR2006/051313 patent/WO2007074256A2/fr not_active Ceased
  • 2006-12-08 EP EP06842124A patent/EP1963630A2/de not_active Withdrawn
  • 2006-12-08 JP JP2008546540A patent/JP2009520910A/ja active Pending

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events