EP2532848B1 - Dispositif de filtrage et de refroidissement - Google Patents

Dispositif de filtrage et de refroidissement Download PDF

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Publication number
EP2532848B1
EP2532848B1 EP12170133.8A EP12170133A EP2532848B1 EP 2532848 B1 EP2532848 B1 EP 2532848B1 EP 12170133 A EP12170133 A EP 12170133A EP 2532848 B1 EP2532848 B1 EP 2532848B1
Authority
EP
European Patent Office
Prior art keywords
oil
support
throttle element
bypass channel
filter
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.)
Active
Application number
EP12170133.8A
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German (de)
English (en)
Other versions
EP2532848A3 (fr
EP2532848A2 (fr
Inventor
Thomas Eichinger
Hans-Martin Ruppert
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.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
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
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Publication of EP2532848A2 publication Critical patent/EP2532848A2/fr
Publication of EP2532848A3 publication Critical patent/EP2532848A3/fr
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Publication of EP2532848B1 publication Critical patent/EP2532848B1/fr
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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
    • F01M11/03—Mounting or connecting of lubricant purifying means relative to the machine or engine; Details of lubricant purifying means
    • 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
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting

Definitions

  • the present invention relates to a device for filtering and cooling lubricating oil of an internal combustion engine, having the features of the preamble of claim 1.
  • a lubricating oil circuit For supplying lubrication points of an internal combustion engine usually a lubricating oil circuit is provided. At the lubrication points impurities can get into the lubricating oil, which are filtered out by means of a filter from the lubricating oil, which is integrated at a suitable point in the lubricating oil circuit. Part of the lubricating oil circuit runs inside the internal combustion engine in order to reach the lubrication points. Over these areas of the lubricating oil circuit is thus usually a heating of the lubricating oil. In order not to violate predetermined limits for the temperature and for the viscosity of the lubricating oil, a cooling of the lubricating oil may be required. Accordingly, a cooler is integrated in the lubricating oil circuit at a suitable location. Conveniently, filter and cooler can be combined to form a filter-cooler unit, which thus forms a device for filtering and cooling the lubricating oil.
  • an oil-side bypass for bypassing the oil cooler can be provided, for example.
  • a bypass is usually controlled by means of a bypass valve.
  • the bypass valve blocks the bypass below a predetermined differential pressure and releases the bypass as soon as the differential pressure rises above a predetermined value.
  • the integration of such a bypass valve is relatively expensive.
  • An apparatus for filtering and cooling lubricating oil of an internal combustion engine is known, which is equipped with a carrier for mounting the device to a housing of the internal combustion engine. Further, an oil cooler, which is arranged on the carrier, and an oil filter, which is arranged on the carrier, as well as a permanently open bypass channel is provided, which is formed in the carrier and which bypasses the oil cooler on the oil side.
  • a throttle element is provided, which is arranged in the bypass channel and throttles the bypass channel.
  • a connection channel is formed, which connects an internal oil outlet of the oil cooler with an internal oil inlet of the oil filter, wherein the bypass channel merges into the connection channel.
  • the throttle element is realized in the form of a pinhole, which is integrated in the bypass channel.
  • Another device of this kind is from the EP 0 816 645 A1 in which the throttle element is realized in that a separating web separating the bypass channel from the connecting channel has an edge-side recess.
  • the present invention is concerned with the problem of providing an improved or at least another embodiment for a device of the type mentioned, which is characterized in particular by a comparatively inexpensive structure. In addition, a compact design is desired.
  • the invention is based on the general idea to leave the bypass channel permanently open and to arrange a throttle element in the bypass channel, which throttles the bypass channel.
  • the flow resistance of the oil cooler is significantly greater than the flow resistance through the throttled bypass channel, so that the oil bypasses the cooler through the bypass channel.
  • the throttle effect of the throttle element in the bypass passage is so large that a large part of the oil flows through the oil cooler.
  • High viscosity is at low temperatures when no cooling of the oil is required.
  • a low viscosity is present at high oil temperatures, ie when cooling of the oil is required.
  • the throttle point which is generated by means of the throttle element in the bypass channel, is expediently dimensioned specifically so that their flow resistance at oil temperatures that do not require oil cooling is smaller than the flow resistance of the radiator and at oil temperatures that make oil cooling required is greater as the flow resistance of the oil cooler.
  • the throttle point is calculated or designed so that at high oil temperatures that make oil cooling required, a majority of the oil, ie more than 50% and preferably more than 75% of the oil flows through the oil cooler, so that only a small portion of the oil flows bypassing the oil cooler through the bypass channel.
  • the device is equipped with a carrier for mounting the device to a crankcase or other suitable housing parts of the internal combustion engine.
  • An oil cooler of the device is arranged on this carrier.
  • an oil filter of the device is arranged on this carrier.
  • the bypass channel which bypasses the oil cooler on the oil side is formed in the carrier.
  • a connecting channel is provided, which is formed in the carrier and connects an internal oil outlet of the oil cooler with an internal oil inlet of the oil filter.
  • the bypass channel merges into the connecting channel, preferably coaxially. Since the bypass passage is expediently fluidically connected to an internal oil inlet of the oil cooler, a fluidic coupling between the internal oil inlet and the oil cooler internal oil outlet and an internal hydraulic coupling between the oil cooler internal oil inlet and the internal oil inlet of the oil cooler are effected via the communicating connection between the bypass channel and the connection channel oil filter.
  • the throttle element extends through the connection channel into the bypass channel. In this way, the bypass channel through the connection channel is accessible through, which greatly simplifies the installation of the throttle element.
  • the connecting channel expediently on a side facing away from the bypass channel, have a channel opening formed on the carrier, through which the throttle element can be positioned in the bypass channel and which is closed by a lid fastened to the carrier. In this way, simplifies the assembly of the throttle element.
  • the throttle element can be supported axially on the cover.
  • the throttle element is axially driven in the direction of the lid.
  • the support on the lid thus follows a secure positioning of the throttle element.
  • the throttle element at the lid end, ie at its end facing the lid has a seal, which is in particular a radial seal.
  • the lid end of the throttle element acts like a pressure piston, which is driven axially towards the lid.
  • the throttle element in the bypass channel can produce an annular throttle gap.
  • the throttle element for this purpose at its bypass duct end, ie at its end facing the bypass channel or at its end arranged in the bypass channel a spherical body whose outer contour is geometrically similar to the inner contour of the bypass channel is formed such that the desired annular throttle gap is formed.
  • the bypass channel in the direction in which the throttle element protrudes into the bypass channel may be designed conically tapered.
  • This design has the consequence that with increasing temperature, the throttle element expands in its longitudinal direction and thereby immersed deeper with its projecting into the bypass passage bypass channel end deeper into the bypass channel. The taper causes thereby, that the throttle gap thereby decreases because the walls of the bypass channel to move due to the taper on the bypass channel end of the throttle element.
  • the throttle gap can be narrowed and the throttle effect can be increased, so that a larger proportion of the oil is passed through the oil cooler.
  • the throttle element with its Bypasskanalende retracts with decreasing oil temperature from the bypass channel more and more, whereby the throttle gap widened and the throttle effect decreases, so that in the sequence more oil flows through the bypass channel and bypasses the radiator.
  • the throttle element itself may contain an opening, that is to say a throttled opening, which forms the desired defined throttle point.
  • the bypass channel end of the throttle element in particular by means of a radial seal, in the bypass channel in Essentially close to the system, so that ultimately only the throttle point of the throttle element is effective.
  • the throttle element may have a plurality of radially projecting longitudinal webs, which support the throttle element radially on the carrier.
  • the longitudinal webs in the circumferential direction can be flowed around by the oil.
  • the longitudinal webs may extend from one longitudinal end of the throttle element to the other longitudinal end of the throttle element. With the help of these longitudinal webs, the positioning and centering of the throttle element is reinforced or secured in the bypass channel. Further, the longitudinal webs within the connecting channel may cause a linearization of the oil flow from the oil cooler internal oil outlet to the oil filter internal oil inlet.
  • the carrier can have an external oil inlet, which is fluidically connected to an internal oil inlet of the oil cooler and can be connected to an oil outlet of the housing. Further, the carrier may have an external oil outlet which is fluidly connected to an internal oil outlet of the oil filter and is connectable to an oil inlet of the housing. In addition, the carrier may include an external coolant inlet fluidly connected to an internal coolant inlet of the oil cooler and connectable to a coolant outlet of the housing. According to a preferred embodiment, the carrier thus comprises two or three external terminals which can be connected to two or three connections of the housing arranged complementary thereto. This simplifies the integration of the device in the lubricating oil circuit on the one hand and in a cooling circuit of the internal combustion engine on the other. Preferably, namely, the oil cooler is the coolant side in a cooling circuit of Internal combustion engine incorporated and expedient downstream or upstream of the internal combustion engine.
  • the oil cooler may have a coolant outlet that is connectable to a coolant line of a cooling circuit.
  • This coolant outlet is expediently located on a side of the oil cooler facing away from the carrier. In this way, it is particularly easy to integrate the oil cooler in the cooling circuit of the internal combustion engine.
  • the oil filter may have an oil outlet, which is connectable to an oil inlet of the housing.
  • the fluidic coupling from the oil outlet of the oil filter with the oil inlet of the housing does not pass through the carrier, but directly, which can be dispensed, for example, to additional seals.
  • the oil filter may have an oil idle outlet connectable to an oil idle inlet of the housing. Within the housing, the oil idle inlet via a return passage, for example. Be connected to an oil pan.
  • the oil cooler may have a radiator block with a connection plate, wherein this connection plate is attached to the carrier.
  • the oil cooler can be pre-assembled as a separate module and mounted in the preassembled state on the connection plate to the carrier.
  • the oil filter may have a filter housing that is attached to the carrier. In this way it is also possible to design the oil filter as a separate assembly that can be mounted in the preassembled state to the wearer.
  • a special holder can be integrally formed on the carrier, to which the filter housing can be plugged, which considerably simplifies assembly.
  • a part of the filter housing may be integrally formed with the carrier to which the filter element and a filter housing closure is releasably connected.
  • a screw-on filter can be attached to the carrier with suitable connection contours.
  • the carrier can be made as an aluminum part or made of plastic.
  • the filter housing can also be made of these materials, wherein the filter housing closure can be made of a different metal or plastic.
  • a screw-on filter usually has a stainless steel housing.
  • connection plate and the carrier axial seals are provided appropriately. Between support and housing axial seals are provided appropriately. In contrast, radial seals are preferred between the oil filter and the carrier. Likewise, radial seals may be preferred between the oil filter and the housing.
  • the present invention also relates to a throttle element for installation in a device of the type described above.
  • Fig. 1 to 3 comprises a device 1 for cooling and filtering lubricating oil of a only in Fig. 1
  • the engine 3 serves to mount the device 1 to a housing 6 of the internal combustion engine 2.
  • the oil cooler 4 serves to cool the lubricating oil and is arranged on the carrier 3.
  • the oil filter 5 is for filtering the lubricating oil and is also disposed on the carrier 3.
  • a bypass channel 7 is formed, which bypasses the oil cooler 4 oil side and is permanently open.
  • a throttle element 8 is arranged, which permanently throttles the permanently open bypass channel 7.
  • the bypass passage 7 connects an internal oil inlet 9 of the oil cooler 4 with an internal oil outlet 10 of the oil cooler 4, whereby the oil-side bypass of the oil cooler 4 through the bypass channel 7 is possible.
  • a connecting channel 11 is further formed, which connects the internal oil outlet 10 of the oil cooler 4 with an internal oil inlet 12 of the oil filter 5. In this way, the lubricating oil after it has passed through the oil cooler 4, enter the oil filter 5.
  • bypass channel 7 now passes directly into the connecting channel 11, so that the internal oil inlet 9 of the oil cooler 4, the internal oil outlet 10 of the oil cooler 4 and the internal oil inlet 12 of the oil filter 5 are fluidly connected to one another by the merging channels 7, 11 ,
  • the throttle element 8 extends through the connecting channel 11 through into the bypass channel 7.
  • bypass channel 7 and connecting channel 11 are aligned with respect to a longitudinal central axis 13 coaxially with each other. This simplifies the assembly of the throttle element 8, which is expediently likewise configured in a straight line.
  • the connecting channel 11 has at a side remote from the bypass channel 7 side a channel opening 14 which is formed on the carrier 3 and which is closed by a cover 15.
  • the cover 15 When the cover 15 is removed, ie when the channel opening 14 is open, the throttle element 8 can be introduced through the channel opening 14 into the bypass channel 7.
  • the lid 15 may, for example, be fixed by means of screws 16 on the carrier 3.
  • the throttle element 8 has two ends remote from one another in the longitudinal direction, namely a cover end 17 facing the cover 15 and a bypass channel end 18 facing the bypass channel 7 or arranged in the bypass channel 7.
  • the cover end 17 is supported on the front side or axially on the cover 15, as a result Throttle element 8 is uniquely positioned in the axial direction.
  • the oil pressure drives the throttle element 8 against the lid 15.
  • a seal 19 is arranged, which is configured here as a radial seal and cooperates with the carrier 3.
  • the lid end 17 acts like a piston, which is axially driven by the oil pressure the connecting channel 11 against the lid 15.
  • the throttle element 8 generates with its bypass channel end 18 in the bypass channel 7 an annular throttle gap 20.
  • This has a predetermined size and is suitably designed so that in the event that the lubricating oil must be cooled, the throttle resistance of the throttle body 20 generated in the throttle Bypass channel 7 is so large that a large part of the lubricating oil, ie more than 50% and preferably more than 75% of the lubricating oil flows through the oil cooler 4 and only a relatively small proportion, that is less than 50% and preferably less than 25% by the Bypass channel 7 bypasses the radiator 4.
  • the lubricating oil has a correspondingly low viscosity, so that the flow resistance of the oil cooler 4 can drop below the flow resistance of the throttle point or the throttle gap 20 in order to produce the desired flow conditions.
  • the viscosity increases, as a result of which the throughflow resistance in the oil cooler 4 increases more than at the throttle point or at the throttle gap 20. Consequently, more lubricating oil can flow through the bypass channel 7 and bypass the oil cooler 4.
  • the bypass channel end 18 is formed to form the throttle gap 20 spherically or carries a spherical body whose outer contour is geometrically similar to the inner contour of the bypass channel 7 is formed.
  • both the connecting channel 11 and the bypass channel 7 have a taper, which is oriented so that the respective channel 7, 8 in the insertion direction of the throttle element 8, ie in Fig. 4 tapered from right to left.
  • the conicity is comparatively weak and in Fig. 4 hardly recognizable.
  • the bypass channel 7 has this conicity tapering in the direction of insertion of the throttle element 8.
  • the throttle element 8 expands. Due to the extension of the throttle element 8 through the connecting channel 11 through the throttle element 8 has a comparatively long length, so that the change in temperature brings a correspondingly large change in length of the throttle element 8 with it.
  • the throttle element 8 Since the throttle element 8 is further axially supported with its cover end 17 on the cover 15, the throttle element 8 can only extend into the bypass channel 7, so that the bypass channel end 18 dips deeper into the bypass channel 7. Due to the taper of the bypass channel 7 in this immersion region thereby narrows the throttle gap 20, so as to enhance the throttle effect, so that ultimately a larger proportion of lubricating oil flows through the radiator 4. At decreasing temperatures, the throttle element 8 shrinks accordingly. Since the oil pressure biases the throttle element 8 with its lid end 17 against the cover 15, the throttle element 8 also remains in contact with the cover 17, so that the throttle element 8 with its bypass channel end 18 from the Bypass channel 7 again moved out slightly, causing the throttle gap 20 is larger again and reduces the throttle effect accordingly.
  • the throttle element 8 has here a plurality of radially projecting longitudinal webs 21.
  • the throttle element 8 may have four such longitudinal webs 21, which are arranged uniformly distributed in the circumferential direction, ie at a spacing of 90 °. Accordingly, in the in Fig. 4 shown sectional view only two such longitudinal webs 21 recognizable.
  • the longitudinal webs 21 are based in the bypass channel 7 on the support 3 and thereby lead to a centering of the throttle gap 20 generating bypass body end 18. This allows the desired positioning of the throttle element 8 and thus the desired annular throttle gap 20 can be ensured.
  • the longitudinal webs 21 may, as in the example, extend continuously from the cover end 17 to the bypass channel end 18, whereby on the one hand a stiffening of the throttle element 8 is effected. On the other hand, a certain linearization of the oil flow to the internal oil inlet 12 of the oil filter 5 can be generated. Further, the longitudinal webs 21 are expediently designed so that they can flow around in the circumferential direction of the oil. It can be seen that regions with a greater radial extent alternate with regions which have a smaller radial extent and thus improved flowability.
  • the carrier 3 has an external oil inlet 22, which is fluidically connected to the internal oil inlet 9 of the oil cooler 4. In the assembled state, this external oil inlet 22 is according to Fig. 1 connected with an indicated by an arrow oil outlet 23 of the housing 6.
  • the carrier 3 has an external coolant inlet 24, which is fluidically connected to an internal coolant inlet 25 of the oil cooler 4 and in the assembled state according to Fig. 1 is connected to a direction indicated by an arrow coolant outlet 26 of the housing 6.
  • the oil cooler 4 also has a coolant outlet 27, which can be connected to a coolant line of a cooling circuit.
  • This cooling circuit is in Fig. 1 indicated by an arrow 28.
  • the cooling circuit 28 is expediently an engine cooling circuit, so that the oil cooler 4 is connected downstream of or upstream of the internal combustion engine 2 to the engine cooling circuit 28.
  • the oil filter 5 has an oil outlet 29, which in the assembled state according to Fig. 1 is connected to an indicated by an arrow oil inlet 30 of the crankcase 6. Furthermore, the oil filter 5 expediently an oil idle outlet 31, which in the assembled state according to Fig. 1 is connected to an indicated by an arrow oil idle inlet 32 of the crankcase 6. While the oil inlet 30 of the crankcase 6 leads to lubrication points of the internal combustion engine 2, the oil idle inlet 32 leads to an oil sump of the internal combustion engine 2.
  • the oil cooler 4 has a radiator block 33 and has a connection plate 34 which is fixed to the carrier 3.
  • the connection plate 34 contains the internal oil inlet 9 of the oil cooler 4, the internal oil outlet 10 of the oil cooler 4 and the internal coolant inlet 25 of the oil cooler 4.
  • axial seals 35 are provided between the connection plate 34 and the carrier 3.
  • the oil filter 5 has a filter housing 37 which is fixed to the carrier 3.
  • bracket 38 integrally formed, on which the filter housing 37 can be plugged.
  • the holder For this purpose, 38 has a kind of mandrel 39, which can be inserted into a mandrel receptacle 40 which is recessed in the filter housing 37 and can be secured with a screw 41.
  • connections of the filter housing 37 are designed as plug connections and accordingly carry radial seals 42.
  • the internal oil inlet 12 of the oil filter 5 is designed as such a plug connection, which is fluidically coupled in the assembled state with the connecting channel 11.
  • the carrier 3 is made of cast aluminum and a filter housing 37 made of plastic in so-called hybrid construction attached thereto. Also in this case, a filter element is the filter housing 37 is inserted and the filter housing 37 then releasably closed with a suitable lid.
  • the carrier 3 may also be made of plastic, it then being possible to form a part of the filter housing 37 integrally with the carrier 3. Again, a filter element is used in this filter housing 37 and the filter housing 37 is releasably closed with a suitable lid.

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

Claims (12)

  1. Dispositif pour filtrer et à refroidir de l'huile lubrifiante d'un moteur à combustion interne (2)
    - comprenant un support (3) pour monter le dispositif (1) au niveau d'un carter (6), de préférence d'un carter de vilebrequin (6), du moteur à combustion interne (2),
    - comprenant un refroidisseur d'huile (4), qui est disposé au niveau du support (3),
    - comprenant un filtre à huile (5), qui est disposé au niveau du support (3),
    - comprenant un canal de dérivation (7) ouvert en permanence, qui est réalisé dans le support (3) et qui contourne, côté huile, le refroidisseur d'huile (4),
    - comprenant un élément d'étranglement (8), qui est disposé dans le canal de dérivation (7) et qui étrangle le canal de dérivation (7),
    - comprenant un canal de liaison (11), qui est réalisé dans le support (3) et qui relie une évacuation d'huile (10) interne du refroidisseur d'huile (4) à une admission d'huile (12) interne du filtre à huile (5),
    - dans lequel le canal de dérivation (7) va dans le canal de liaison (11),
    caractérisé en ce
    que l'élément d'étrangement (8) s'étend à travers le canal de liaison (11) à l'intérieur du canal de dérivation (7).
  2. Dispositif selon la revendication 1,
    caractérisé en ce
    que le canal de liaison (11) présente une ouverture de canal (14) réalisée au niveau du support (3), à travers laquelle l'élément d'étranglement (8) peut être positionné dans le canal de dérivation (7) et qui est fermée par un couvercle (15) fixé au niveau du support (3).
  3. Dispositif selon la revendication 1 ou 2,
    caractérisé en ce
    que l'élément d'étranglement (8) produit, dans le canal de dérivation (7), une fente d'étranglement (20) de forme annulaire.
  4. Dispositif selon la revendication 3,
    caractérisé en ce
    que le canal de dérivation (7) se rétrécit de manière conique dans la direction dans laquelle l'élément d'étranglement (8) dépasse à l'intérieur du canal de dérivation (7).
  5. Dispositif selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce
    que l'élément d'étranglement (8) présente plusieurs nervures longitudinales (21) faisant saillie de manière radiale, lesquelles soutiennent l'élément d'étranglement (8) de manière radiale au niveau du support (3) et autour desquelles l'huile peut circuler en particulier dans la direction périphérique et qui s'étendent en particulier depuis l'une des extrémités longitudinales de l'élément d'étranglement (8) en direction de l'autre extrémité longitudinale de l'élément d'étranglement (8).
  6. Dispositif selon l'une quelconque des revendications 1 à 5,
    caractérisé en ce
    que le support (3) présente une admission d'huile (22) externe, qui est reliée à une admission d'huile (9) interne du refroidisseur d'huile (4) et qui peut être reliée à une sortie d'huile (23) du carter (6).
  7. Dispositif selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce
    que le support (3) présente une évacuation d'huile externe, qui peut être reliée à une entrée d'huile du carter.
  8. Dispositif selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce
    que le support (3) présente une admission de liquide de refroidissement (24) externe, qui est reliée à une admission de liquide de refroidissement (25) interne du refroidisseur d'huile (4) et qui peut être reliée à une sortie de liquide de refroidissement (26) du carter (6).
  9. Dispositif selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce
    que le refroidisseur d'huile (4) présente une évacuation de liquide de refroidissement (27), qui peut être reliée à un conduit de liquide de refroidissement d'un circuit de refroidissement (28).
  10. Dispositif selon l'une quelconque des revendications 1 à 9,
    caractérisé en ce
    - que le filtre à huile (5) présente une évacuation d'huile (29), qui peut être reliée à une entrée d'huile (30) du carter (6),
    - que le filtre à huile (5) présente une évacuation à vide d'huile (31), qui peut être reliée à une entrée à vide d'huile (32) du carter (6).
  11. Dispositif selon l'une quelconque des revendications 1 à 10,
    caractérisé en ce
    - que le refroidisseur d'huile (4) présente un bloc refroidisseur (33) pourvu d'une plaque de raccordement (34), dans lequel la plaque de raccordement (34) est installée au niveau du support (3)
    et/ou
    - que le filtre à huile (5) présente un carter de filtre (37), qui est installé au niveau du support (3).
  12. Elément d'étranglement pour un dispositif (1) selon l'une quelconque des revendications 1 à 11.
EP12170133.8A 2011-06-06 2012-05-31 Dispositif de filtrage et de refroidissement Active EP2532848B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201110076961 DE102011076961A1 (de) 2011-06-06 2011-06-06 Filter- und Kühlvorrichtung

Publications (3)

Publication Number Publication Date
EP2532848A2 EP2532848A2 (fr) 2012-12-12
EP2532848A3 EP2532848A3 (fr) 2013-06-05
EP2532848B1 true EP2532848B1 (fr) 2016-08-31

Family

ID=46172728

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12170133.8A Active EP2532848B1 (fr) 2011-06-06 2012-05-31 Dispositif de filtrage et de refroidissement

Country Status (2)

Country Link
EP (1) EP2532848B1 (fr)
DE (1) DE102011076961A1 (fr)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102014225068A1 (de) 2014-12-05 2016-06-09 Mahle International Gmbh Vorrichtung zum Filtern und Kühlen von Schmieröl
DE102016113812A1 (de) * 2016-07-27 2018-02-01 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Schmiermittelkreislauf für eine Verbrennungskraftmaschine
DE102018119600B4 (de) * 2018-08-13 2021-06-02 Mann+Hummel Gmbh Ölfiltermodul mit Wärmeübertrager

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DE20314687U1 (de) * 2003-09-23 2005-02-10 Hengst Gmbh & Co.Kg Ölmodul für eine Brennkraftmaschine
DE102007045346A1 (de) * 2007-09-22 2009-01-29 Daimler Ag Öl-Kühl-Filter-Anordnung
DE102011100385A1 (de) * 2011-05-04 2012-11-08 Volkswagen Aktiengesellschaft Modul umfassend einen Fluidkühler und einen Fluidfilter, Leitungsvorrichtung eines Fluidkreislaufs einer Brennkraftmaschine und Verfahren zum Betrieb einer Leitungsvorrichtung

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EP2532848A3 (fr) 2013-06-05
EP2532848A2 (fr) 2012-12-12
DE102011076961A1 (de) 2012-12-06

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