EP2751397A1 - Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule - Google Patents

Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule

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Publication number
EP2751397A1
EP2751397A1 EP12768739.0A EP12768739A EP2751397A1 EP 2751397 A1 EP2751397 A1 EP 2751397A1 EP 12768739 A EP12768739 A EP 12768739A EP 2751397 A1 EP2751397 A1 EP 2751397A1
Authority
EP
European Patent Office
Prior art keywords
oil
exhaust gas
exhaust
heat exchanger
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
EP12768739.0A
Other languages
German (de)
English (en)
Other versions
EP2751397B1 (fr
Inventor
Frank Will
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.)
Ino8 Pty Ltd
Original Assignee
Ino8 Pty Ltd
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Filing date
Publication date
Application filed by Ino8 Pty Ltd filed Critical Ino8 Pty Ltd
Publication of EP2751397A1 publication Critical patent/EP2751397A1/fr
Application granted granted Critical
Publication of EP2751397B1 publication Critical patent/EP2751397B1/fr
Active 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
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/021—Conditioning lubricant for aiding engine starting, e.g. heating by heating
    • 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
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • F01M1/22—Indicating or safety devices concerning lubricant pressure rendering machines or engines inoperative or idling on pressure failure

Definitions

  • the invention relates to a method for leak detection of a lubrication system for the lubrication of rotating or oscillating components of an internal combustion engine or a transmission, preferably automatic transmission of a vehicle. Furthermore, the invention relates to a device for heating a lubricating system of rotating or oscillating components for an internal combustion engine or a transmission, preferably automatic transmission for performing a method according to the invention.
  • the fuel consumption during a NEDC test in the cold state is about 10 to 15% higher than the same test with a lubricating oil temperature in a hot state of about 90 ° C, the so NEDC hot test mentioned.
  • this is due to the fact that the lubricating oil at lower temperatures has a higher toughness, and that of Fuel is condensed on cylinder walls and added to the lubricating oil.
  • measures are taken to heat the catalyst faster, such as a retardation of the ignition, an increase in idle speed and enrichment with secondary air injection.
  • the majority of the emitted exhaust emissions during the cold start phase of the internal combustion engine if the catalyst has not yet reached the required operating temperature.
  • a large part of the energy supplied is discharged unused as exhaust gas enthalpy. This is a total of about 30 to 40% of the energy of the fuel supplied.
  • Intended oil coolers are usually below arranged the exhaust manifold, so that in case of leakage no oil can drip on the exhaust.
  • the thermal stresses in such oil coolers are limited because the temperature difference between the oil and the cooling water is relatively small and often does not exceed 20 ° C difference.
  • a disadvantage of such oil coolers is that they cool the oil even when it is not yet warm, so that the friction in the oil increases for a long time, and thus the fuel consumption.
  • EP2 157 293 A1 shows an oil pressure monitoring method and apparatus which can be used for a start-stop automatic vehicle.
  • an oil pressure warning typically lights up unless the start-stop status of the vehicle is monitored. It is proposed that monitoring of the oil pressure takes place only when the internal combustion engine is in operation. To detect the start-stop status, on the one hand the oil pressure is measured and on the other hand an activation of the automatic start-stop system is taken into account, whereby a value of the oil temperature is disregarded. However, no different oil pressure limits are taken into account.
  • DE 1 0 2004 021 394 A1 describes a method and a device for checking the oil level, in which an oil measuring device determines the filling state of the lubricating oil in an oil reservoir and warns if it falls below or shuts down the internal combustion engine. The method only monitors the oil level and ignores other parameters.
  • WO 2010/106 179 A1 a complex oil lubrication system for accelerated heating of an engine or transmission is described, wherein a portion of a ⁇ lvo- lumenstroms is passed through a bypass line in a cold start phase by rapidly heating system parts, so that the lubricating oil receives a high lubricity.
  • DE 600 24776 T2 points to the use of butterfly valves in connection with a turbocharger and an exhaust gas recirculation system, whereby improved exhaust gas recirculation can be achieved.
  • the object of the invention is to improve an internal combustion engine or a transmission, in particular an automatic transmission of the type mentioned above, by simple means such that a method for safe oil leakage under varying operating conditions is proposed in order to minimize the risks of oil leakage.
  • the invention has for its object to propose the arrangement of an oil / heat exchanger, achieved by the improved engine lubrication even with a cold engine, in case of leakage, the failure of the lubrication can be reliably detected at varying operating conditions.
  • the object is achieved by a method for leakage detection of a lubrication system for the lubrication of rotating or oscillating components of an internal combustion engine or a transmission, preferably automatic transmission of a vehicle, by the leakage of the lubrication system by comparing an oil pressure of the lubrication system with a pre-definable limit pressure a table or map for various of speed, torque and oil temperature, and at least one of the other parameters oil pump speed, valve position of an oil pump volume flow control, vehicle acceleration, vehicle lateral acceleration and / or lubricating oil level is detected, wherein
  • Typical differential pressures between the first and second limiting pressures and between the second and third limiting pressures may be between 0.3 and 0.8 bar, in particular between 0.4 and 0.6 bar.
  • a leak detection method determines the current oil pressure to monitor the oil lubrication system for leakage.
  • the oil pressure is detected taking into account the currently available operating parameters speed, torque and oil temperature and one of the other parameters oil pump speed, valve position of an oil pump volume flow control, vehicle acceleration, vehicle lateral acceleration and / or lubricating oil level and compared with a readable from a table or map limit pressure or limit pressures and at Below the limit value, a warning is output, the drive speed is reduced and / or the internal combustion engine is switched off.
  • the magnitude of the limit pressure or the limit pressures further depends on one of the other parameters valve position of an oil pump volume flow control, vehicle lateral acceleration and vehicle longitudinal acceleration and / or lubricating oil level.
  • Oil lubricating situation taken into account in particular with flexibly switchable Oil circuits, such as an oil circuit with oil bypass line for faster heating of the oil or at a connectable or disconnectable exhaust / oil heat exchanger or oil cooler different oil pressures in the detection of leakage can be considered.
  • Oil circuits such as an oil circuit with oil bypass line for faster heating of the oil or at a connectable or disconnectable exhaust / oil heat exchanger or oil cooler different oil pressures in the detection of leakage can be considered.
  • the invention can be applied to all types of internal combustion engine driven equipment and vehicles such as cars, trucks, buses, motorcycles, construction machinery, ships, boats, aircraft and mobile and stationary working equipment and devices, power plants such as emergency generators and the like.
  • the invention enables optimum monitoring of lubrication to reduce friction between the moving parts, thus increasing the longevity of the machine, reducing the noise level, achieving higher efficiency, achieving higher power output, emitting lower exhaust emissions and costs can be saved.
  • the leakage detection method of the lubrication system according to the invention can be used advantageously both in motor vehicles with automatic transmissions, as well as in motor vehicles with manual transmissions, and serve both for lubrication of the internal combustion engine and for lubrication of the gear unit.
  • an oil bypass line bypassing the oil return be connected to the suction line of an oil pump and the pressure line of a lubricating system, wherein the oil bypass line in the case of an internal combustion engine preferably by at least one cylinder head and / or cylinder block and / or at least one turbocharger and in the case of a transmission preferably by at least one heat exchanger of the internal combustion engine and / or at least one heating element runs, and that when falling below a certain limit temperature and exceeding a certain minimum pressure of the lubricating oil in the pressure line of the lubrication system, a bypass valve in the oil bypass line is at least partially opened, so that a partial flow of the lubricating oil in a warm-up phase of the lubrication system does not flow through the oil sump until either the minimum pressure or the limit temperature are reached.
  • the oil in the lubrication system heats up faster. Furthermore, the pressure loss to be overcome decreases Lubricating system, since the oil flowing back through the oil bypass line does not flow through the oil sump. Since the oil of the bypass line is preferably passed through the cylinder block and / or cylinder head, an increased oil volume flow at low temperatures can be achieved in an at least partial opening of the bypass valve, which can be arranged in or on the cylinder head or cylinder block, so that the oil more waste heat can record. As a result, a reduced friction is achieved in the warm-up phase, since the lubricating oil is led faster to operating temperature and the pressure losses are reduced.
  • the heating method by means of bypass line with improved leakage detection can be used for rapid heating of an electric motor / generator unit, which achieve optimum efficiency only at elevated temperatures, and also lubricate the electromotive moving components .
  • waste heat from the electrical energy storage unit (battery / battery) and / or the inverter can advantageously heat oil in the bypass line, thereby heating the electric motor / generator unit or lubricating it and a downstream transmission in an improved manner.
  • an oil bypass line can be introduced, which contains a heat exchanger, through which additional heat is introduced into the transmission oil in the heating phase so as to reduce the friction.
  • the oil bypass valve can be closed after completion of the warm-up phase and exceeding the limit temperature and / or the delivery of the oil pump can be increased as soon as a given speed falls below a speed limit for given torque or a torque to lubricating components at a given speed a predetermined torque limit is exceeded in order to limit a decrease in the oil pressure within the oil line.
  • the conclusion of the warm-up phase is reached as soon as the oil bypass valve is closed for the first time and the internal combustion engine or the transmission has reached its operating temperature.
  • the limit value for closing the bypass valve may be equal to the limit value for increasing the oil pump delivery rate, but may also be different. Also, the limit value for closing the bypass valve and / or the limit value for increasing the oil pump delivery rate may be hysteresis, with closure / opening of the bypass valve or raising / lowering of the oil pump delivery rate occurring only when the limit values are exceeded or exceeded.
  • the bypass valve in the oil bypass line can be closed as soon as possible a predetermined speed for a given torque falls below a speed limit or a torque of the components to be lubricated at a given speed exceeds a predetermined torque limit to limit a decrease in the oil pressure within the oil line.
  • a speed / torque characteristic map can be used which define the speed or torque limit value, or specify areas of the 2D characteristic field as limit value ranges.
  • At least one of the lubricating oil return flows arranged downstream of the devices to be lubricated is connected to the oil bypass line, wherein one of the connected to the oil bypass line lubricating oil return is part of an exhaust gas turbocharger.
  • an exhaust gas / oil heat exchanger can be arranged in an oil suction pipe between the oil pump and the oil sump so that a negative pressure is established on the oil side in the exhaust gas heat exchanger compared to the environment and compared to the pressure in the exhaust gas system.
  • the heat exchanger for heating the lubricating oil is flowed through by the exhaust gas of an internal combustion engine downstream of a catalyst.
  • the exhaust gas flowing through the heat exchanger can flow upstream through a first exhaust valve. This first exhaust valve can be closed as soon as a predetermined limit temperature of the exhaust gas is reached in order to avoid coking of the lubricating oil in the heat exchanger.
  • the exhaust gas flowing through the exhaust / oil heat exchanger upstream through the first exhaust valve / exhaust gas recirculation valve, the first exhaust valve / exhaust gas recirculation valve can be closed as soon as a predetermined limit temperature of the exhaust gas or the lubricating oil is reached, and / or at least a portion of the exhaust gas is passed via a controllable second exhaust valve directly above or adjacent to the oil sump into or through an oil sump or into the bypass line to increase heat transfer.
  • the exhaust gas flowing parallel to the heat exchanger of the internal combustion engine can flow through the second exhaust valve and the second exhaust valve can be at least partially closed at times to increase the exhaust gas flow and thus also the heat transfer in the heat exchanger. In this case, too, it makes sense to orient the limit pressure (s) for determining the leak at the valve position of the exhaust valve positions.
  • the exhaust gas flowing through the exhaust / oil heat exchanger can be passed through a further first exhaust gas recirculation valve and can thus downstream as exhaust gas recirculation with the intake manifold of a Be connected internal combustion engine, the further first exhaust gas recirculation valve may be at least partially closed as soon as a predetermined limit temperature of the exhaust gas is reached or a predetermined volume flow of the exhaust gas recirculation is achieved.
  • the further first exhaust gas recirculation valve is at least partially closed as soon as a predetermined limit temperature of the exhaust gas is reached or as soon as a predetermined volume flow of the exhaust gas recirculation is achieved.
  • the exhaust gas is cooled by the exhaust / oil heat exchanger, which has a further reduction of the combustion temperature result, so that it can be dispensed with the use of an additional cooler for the exhaust gas recirculation.
  • the limit pressure (s) of the leakage detection advantageously varies as a function of the position of the exhaust gas recirculation valve, so that the valve position of the exhaust gas recirculation valve should be taken into account when determining the limit pressure (s).
  • the exhaust gas flowing parallel to the exhaust / oil heat exchanger of the internal combustion engine can be passed through a third exhaust valve and the third exhaust valve can be at least partially closed at times to increase the exhaust gas flow and thus the heat transfer in the exhaust / oil heat exchanger.
  • the second and the third exhaust valves may be identical, but also be two different exhaust valves.
  • the limit pressure (s) for the leakage detection advantageously varies depending on the position of the third exhaust valve, so that the valve position of the exhaust gas recirculation valve should be taken into account in establishing the limit pressure (s).
  • an additional heat exchanger and a first oil valve is arranged downstream of the oil pump for cooling, wherein the first oil valve is at least partially opened when a predetermined limit value for the lubricating oil temperature is exceeded or exceeded or a predetermined limit value for the coolant inlet temperature or the coolant outlet temperature is exceeded, preferably in the lubricating oil line parallel to the heat exchanger and valve, a second oil valve can be arranged, and the second oil valve is at least partially closed when a predetermined limit value for the lubricating oil temperature is exceeded or undershot.
  • the heat exchanger is flowed through by a cooling medium such as ambient air or coolant to cool the lubricating oil.
  • this heat exchanger is flowed through by the exhaust gas of the internal combustion engine in order to heat the lubricating oil and reduce the friction. It is advantageous if a second valve is arranged in the lubricating oil line parallel to the heat exchanger and the first valve. This valve can be at least partially closed when a predetermined limit value for the lubricating oil temperature is exceeded or undershot. It is expedient in this case also if this heat exchanger is arranged in the circuit for cabin heating or in the circuit for heating or cooling of an electric battery.
  • the Olbypass Arthur is arranged in the same housing, in which at least one of the devices to be lubricated are arranged, so that the back-flowing lubricating oil can heat up and in the event of leakage, the oil can be collected in the housing. It is particularly advantageous if one or more of the oil returns are connected directly to the suction line of an oil pump. It may also be advantageous in the context of the invention if the oil bypass line consists of a heat-insulating material with a thermal conductivity of less than 1 W / (m * K), in order to reduce the heat transfer to the environment during the backflow, especially where the Olbypasstechnisch is not performed by the device to be lubricated.
  • a control unit can control the opening cross section of the various valves, and if sensors for detecting the lubricating oil pressure, the lubricating oil temperature, the exhaust gas temperature, the rotational speed, the torque, the oil level, the Pump speed, the vehicle speed, longitudinal and / or - lateral acceleration and / or the coolant temperature are connected to the control unit.
  • the control unit can favorably process the sensor data for evaluation of the leak detection or provide the sensor measured values for this purpose.
  • the exhaust / oil heat exchanger is designed to double flow on the oil side, so that the transmission oil and the lubricating oil can be heated simultaneously in parallel and the exhaust gas heat exchanger is connected to the exhaust pipe by a heat insulating material which has a heat conductivity less than 1 W. / (m * K).
  • a single exhaust gas / oil heat exchanger can be provided, thus minimizing the risk of leakage of the heat exchanger.
  • valves in the exhaust pipe has a particularly important importance in improving the leakage resistance, since a high density on the one hand improves the effectiveness of the heating and on the other hand avoids that the oil heats up unintentionally, for example at high Drive loads and speeds. This eliminates the need for an additional oil cooler, so that leakage in the oil cooler can be avoided.
  • the valves in the exhaust pipe can be integrally formed as a three-way valve and that these valves can be designed as a double-acting poppet valve, wherein the plate has two sealing surfaces. Of these, a sealing surface is disposed at the extreme end of the valve, as in an exhaust valve in the cylinder head of an internal combustion engine.
  • the second sealing surface is arranged on the opposite side of the valve disk, from which the valve stem leads away from the actuator.
  • the outermost end of the valve closes off the exhaust gas bypass and in the passive state, the inner sealing surface of the plate closes the line to the heat exchanger.
  • an exhaust / oil heat exchanger is arranged in an oil suction between oil pump and oil sump, on the oil side in the exhaust / oil heat exchanger, a negative pressure compared to the environment and compared to the pressure in the exhaust system is adjustable, so that in case of leakage, an oil leakage is excluded from the exhaust / oil heat exchanger.
  • a negative pressure compared to the environment and compared to the pressure in the exhaust system is adjustable, so that in case of leakage, an oil leakage is excluded from the exhaust / oil heat exchanger.
  • One aspect is a reduction in fuel consumption of up to 7%, with leakage of the lubrication system through the heat exchanger without consequences, since it is operated on the negative pressure side of the oil pump, so that oil does not escape in the event of leakage.
  • the advantage is that, in the event of a leak, no oil can escape from the exhaust / oil heat exchanger and drip onto the hot exhaust where the oil could ignite.
  • the risk of leakage is significantly reduced, saving fuel and a leak detected quickly and situation-dependent, so that damage to the internal combustion engine or transmission can be effectively prevented.
  • a third exhaust valve may be arranged to increase the exhaust gas flow and thus the heat transfer in the exhaust / oil heat exchanger, at least temporarily. By switching the third exhaust valve, the heat exchange of the exhaust gas / oil heat exchanger can be controlled very effectively.
  • the heat exchanger may comprise an air blower which pumps cooling air through the heat exchanger into the exhaust gas line, in particular when an exhaust gas bypass is open. In this case, exhaust gas can be passed through the exhaust gas bypass when opening the second or third exhaust valve.
  • a variable cooling and heating of the lubricating system and the use of the heat exchanger can be achieved as an oil cooler, largely independent of the exhaust gas temperature and the possibility of fresh air entry into the exhaust system.
  • the limit values for the detection of the leakage can be adapted according to the switching position of the exhaust valves.
  • three-way valves are known which either reduce or minimize the exhaust gas mass flow through the exhaust gas heat exchanger and thereby increase or maximize the exhaust gas mass flow through the bypass or which conversely increase or maximize the exhaust gas mass flow through the exhaust gas heat exchanger and reduce or minimize the exhaust gas mass flow through the bypass.
  • An intermediate position is often possible.
  • a disadvantage of these 3-way flaps is that the flaps cause relatively large leaks in the closed line, so that, for example closed bypass a sectionabgasstrom does not flow through the heat exchanger, and thus its heat can not be used, or with closed exhaust gas heat exchanger continues through a partial exhaust gas the heat exchanger flows, and so on heat is transferred to the second medium, which can either lead to overheating of the second medium, or it must be another cooler used for cooling the second medium.
  • Another disadvantage is that only the supply line to the exhaust gas heat exchanger is closed. The derivative of the exhaust gas heat exchanger is connected directly to the end of the bypass line, so that it comes here to the backflow of hot exhaust gas in the exhaust gas heat exchanger, which is also very unfavorable in closed heat exchanger.
  • the backpressure in the exhaust must be overcome, which at full load can be, for example, 0.3 bar.
  • the required power consumption of the cooling air blower increases significantly, and the back pressure in the exhaust gas increases, whereby the maximum drive power and torque are reduced and the efficiency of the drive is reduced.
  • Another disadvantage of the known three-way valves is that they are at least partially must be arranged to flow through the exhaust gas, which also increases the exhaust back pressure with open bypass.
  • a butterfly valve for actuating the exhaust gas bypass may be included, which completely isolates the exhaust gas / oil heat exchanger from the exhaust gas line in the heat exchanger bypass mode.
  • the second and / or third exhaust valve may be designed as a butterfly valve.
  • a fourth exhaust valve is arranged on the other side of the exhaust / oil heat exchanger, wherein the fourth exhaust valve opens automatically as a pressure relief valve automatically to the environment, when the exhaust / oil heat exchanger is separated by the butterfly valve from the exhaust system and the fan active or the fourth exhaust valve is opened upon activation of the blower, whereby an increase of an exhaust gas back pressure is avoided.
  • Butterfly valves work comparable to ball valves, wherein a flat circular disc is rotatably arranged in the center of a tube, wherein the axis of rotation is rotatable from the outside by an actuator in a supply and installation.
  • the blocking element causes a pressure loss in the butterfly valve.
  • a butterfly valve is mounted in the side wall of a pipeline, then a simple 4-way regulation can be made possible. That is, when the butterfly valve is closed, both the supply and the discharge of the exhaust gas heat exchanger is closed, so that its backflow is avoided by hot exhaust gas.
  • the oil suction pipe can be connected to an oil bypass line bypassing the oil return, a bypass valve being arranged in the oil bypass line, and the oil bypass line and / or at least one of the oil return lines to the suction line of an oil pump and the pressure line of a lubrication system is connected, and the oil bypass line - in an internal combustion engine by at least one cylinder head and / or at least one turbocharger, or;
  • the oil bypass line and / or at least one of the oil return lines can be connected to the exhaust gas / oil heat exchanger or to another heat exchanger, and the heat exchanger for heating the lubricating oil downstream to the catalytic converter in the exhaust gas system
  • Internal combustion engine may be disposed and arranged upstream of the heat exchanger, a first exhaust / exhaust gas recirculation valve, which varies the flow as a function of at least the oil temperature or the exhaust gas temperature, wherein preferably downstream of the heat exchanger, a further first exhaust gas recirculation valve is arranged and the other first exhaust Gas recirculation valve is connected downstream with the intake manifold of an internal combustion engine.
  • an oil return bypassing Olbypasstechnisch is connected to the suction line of an oil pump and the pressure line of a lubrication system, advantageously a control of the volume flow of the arranged in the oil circuit oil pump can be made, which is independent of the speed of the internal combustion engine or the transmission , whereby the volume flow of the oil pump is increased when the bypass valve is open and reduced when the bypass valve is closed.
  • it is proposed to increase the volume flow in the cold start, instead of reducing it normally.
  • the pressure loss of the lubrication system to be overcome decreases because the oil flowing back through the oil bypass line does not flow through the oil sump.
  • the oil of the bypass line is preferably passed through the cylinder block and / or cylinder head, an increased oil volume flow at low temperatures can be achieved in an at least partial opening of the bypass valve, which can be arranged in or on the cylinder head or cylinder block, so that the oil more waste heat can record.
  • the leakage detection can take into account the valve positions which change depending on the operating phase and correspondingly changed oil pressure ratios by taking into account parameters such as valve positions, rotational speed, etc. As a result, a reduced friction is achieved in the warm-up phase, since the lubricating oil is led faster to operating temperature and the pressure losses are reduced.
  • variable controllable oil pumps are a known measure for reducing fuel consumption in internal combustion engines.
  • the oil pressure increases more or less linearly with the increase of the drive speed. Even at very low temperatures, the oil pressure increases due to the increase in oil viscosity compared to the warm engine.
  • a pressure relief valve is usually used that opens a bypass line when a limit pressure is exceeded.
  • variable Oil pumps either the oil pressure of the oil pump by further adjustment or control devices further limited, so that, for example, the oil pressure from a certain limit stops increasing. This reduces the power consumption of the oil pump.
  • variable oil pumps have the disadvantage that due to the Reduced pressure and the reduced flow rate and the heat transfer from the oil galleries to the lubricating oil is reduced. For this reason, regulation of the oil pump volume flow is proposed as a function of the position of the bypass valve and independently of the drive speed, in order to overcome this disadvantage.
  • the additional bypass passage comprises an additional bypass valve, which is closed when the main bypass valve is closed, and in particular the bypass valve and the additional bypass valve on the same oil bypass valve actuator can be actuated.
  • the oil supply line from the engine block to the cylinder head may have a diameter of 10mm, however, the transition of this line through the cylinder head gasket may be limited to 3mm. This ensures that the oil pressure in the cylinder head is lower than in the engine block, so that damage to sensitive hydraulic valve lifters are avoided.
  • the disadvantage of such throttling points is that it also reduces the volume flow in the cylinder head and thus also reduces the heat transfer from the cylinder head to the lubricating oil, as a result of which the oil heats up more slowly, which increases fuel consumption. These disadvantages can be overcome by the additional bypass to increase the flow and heat transfer in the cylinder head.
  • the additional bypass also has the advantage that no intervening changes are required within the internal combustion engine, since normally the oil flow through the cylinder head gasket is throttled, you need So not to change the head gasket. It is conceivable to retrofit this additional bypass as part of a subsequent conversion of an existing lubrication system in order to achieve its advantages. The conversion can be made without intervening changes in the internal combustion engine, since in most cases, the flow of oil through the cylinder head gasket is throttled, one does not need to change the head gasket.
  • 1 is a circuit diagram of a first lubrication system of an internal combustion engine.
  • FIG. 2 is a circuit diagram of a second lubrication system in an internal combustion engine
  • Fig. 3 is a circuit diagram of another lubrication system in a cold
  • Fig. 4 is a circuit diagram of the system of Fig. 3 in a warm condition
  • Fig. 5 is a circuit diagram of a lubrication system in an automatic transmission
  • FIG. 6 is a circuit diagram of an embodiment of a lubrication system.
  • the internal combustion engine 30 has an exhaust pipe 14, in which a catalyst 10 is arranged.
  • the internal combustion engine 30 is shown as a four-cylinder engine, the four cylinder manifolds open into a common exhaust pipe 14.
  • an exhaust gas / oil heat exchanger 8 is arranged in the exhaust gas line 14 behind the catalytic converter 10, and a turbocharger 24 is arranged in front of the catalytic converter.
  • the internal combustion engine 30 has a lubricating oil system 16.
  • the lubricating oil system 16 comprises an oil sump 1, an oil receiving line 2, an oil pump 3, devices 31 to be lubricated of a cylinder head 12 and a cylinder block 15 and a turbocharger 24, an oil pan 5, and an oil pressure relief valve 4.
  • the lubricating oil system 16 is also assigned a bypass valve 17.
  • the bypass valve 17 controls the flow of the lubricating oil through the lubricating oil bypass 23, so that the temperature and the pressure of the lubricating oil can be set to optimum values.
  • the lubricating oil system 16 has a plurality of oil returns 19.
  • the exhaust / oil heat exchanger 8 at least upstream of the exhaust stream, an exhaust gas or exhaust gas recirculation valve 20, 21, 41, advantageously an exhaust gas recirculation - control valve (EGR control valve) upstream, which regulates the exhaust gas flow through the exhaust / oil heat exchanger 8 and thus indirectly the oil temperature regulates.
  • the exhaust gas / oil heat exchanger 8 is integrated in the lubricating oil system 16, so that the oil is heated in a warm-up phase of the internal combustion engine 30 by means of the exhaust gas heat.
  • one or more electrical heating elements in particular heating rods, can be used, which also fulfill the purpose of heating the oil within the bypass line.
  • a third exhaust valve 13 is additionally arranged in the exhaust pipe 14 parallel to the exhaust / oil heat exchanger 8, which regulates the exhaust gas flow through the exhaust gas bypass 38 bypassing the exhaust gas / oil heat exchanger 8.
  • a first oil valve 29 and a heat exchanger 26 with a supply line 27 and a discharge line 28 for controlling the oil temperature and the oil pressure are arranged downstream of the oil pump 3.
  • a second oil valve 25 for regulating the oil pressure and the oil temperature is furthermore arranged.
  • the heat exchanger 26 can serve as an oil cooler for heating a cabin interior of a vehicle.
  • a control unit 18 For controlling the oil pressure and oil temperature, a control unit 18 is connected to the valves 13, 17, 20, 21, 25, 29 and 41, and sensors for detecting the lubricating oil pressure 32, the lubricating oil temperature 33, the exhaust gas temperature 34, the rotational speed 35, of the torque load 36 and the coolant temperature 37 are connected to the control unit 18.
  • the data of the sensors can be processed or made available by the control unit for leakage detection.
  • a throttle valve 7 is arranged, which is connected to a turbocharger 24, which opens downstream into an intake manifold 9.
  • a further first exhaust gas recirculation valve 21 which may be configured as EGR control valve, with the exhaust pipe 14 for exhaust gas recirculation, wherein the connection downstream of the exhaust / oil heat exchanger 8 is arranged.
  • the exhaust gas / oil heat exchanger 8 may be an EGR heat exchanger. In this way harmful nitric oxide emissions are reduced.
  • the lubricating oil is heated faster 30 in a warm-up phase of the internal combustion engine.
  • the exhaust / oil heat exchanger 8 is preferably sufficiently dimensioned in the countercurrent principle, so that the lubricating oil is heated as quickly as possible, wherein the exhaust gas is cooled down as much as possible.
  • FIG. 2 shows a further lubrication system.
  • the exhaust gas outlet of the exhaust / oil heat exchanger 8 is connected only to the intake manifold 9, so that the third exhaust valve 13 and the exhaust gas recirculation valve 20 are not required.
  • the exhaust / oil heat exchanger 8 has a double function.
  • the exhaust / oil heat exchanger 8 heats up the lubricating oil during the warm-up phase due to the exhaust gas temperature.
  • the exhaust gas / oil heat exchanger 8 acts as a cooler of the exhaust gas recirculation 22 by cooling the exhaust gas recirculated into the intake manifold 9 by the lubricating oil. This can be dispensed with an additional cooler for exhaust gas recirculation and additional valves to control the exhaust gas flow rate.
  • Figure 3 shows a lubrication system of an oil lubricator in a cold condition, e.g. shortly after starting a motor vehicle:
  • the main oil flow through the bypass valve 17 is characterized by a bold line connection:
  • the oil flows from the cylinder head 12 into the turbocharger 24. From the turbocharger 24 an oil bypass line leads to the open bypass valve 17 through which the oil continues to flow and with the oil return line 19 from the Turbocharger 24 is merged. From there, the oil continues to flow through the exhaust / oil heat exchanger 8, where it is heated by the hot exhaust gas. Thereafter, the oil is returned through the oil pan 1 where the return line 23 with the
  • the flow of exhaust gas through the exhaust gas / oil heat exchanger 8 is also represented by a bold line connection: the hot exhaust gas flows from the catalyst 10 into the exhaust conduit 14 and thence through the opened exhaust gas recirculation valve 21 into the exhaust / oil heat exchanger 8 where it flows warmed up with cold oil Cools exhaust gas while doing so. From there, the cold exhaust gas flows through the exhaust gas recirculation line 22 back to the intake manifold he 9. As soon as a certain limit value for the oil pressure is exceeded, the oil bypass valve 17 is completely or at least partially closed, so that the oil pressure in the internal combustion engine 30 again can rise.
  • the oil bypass valve 17 is also completely or at least partially closed when exceeding a maximum oil temperature, while then the other first exhaust gas recirculation valve 21 is closed or alternatively the illustrated in Fig. 4 EGR bypass valve 39, which is used as a third exhaust valve 13, opened.
  • FIG. 4 shows the system in a simplified version in the warm state:
  • the bypass valve 17 is completely or at least partially closed, so that only a very small volume of oil flow through the exhaust / oil heat exchanger 8 flows.
  • Most of the lubricating oil - shown here in bold line - flows through the bearings 31, e.g. Crankshaft main bearings, connecting rod bearings, camshaft bearings, piston injectors, camshaft adjuster, camshaft rams, etc. either through return lines 19 or directly back into the oil sump 1.
  • the further first exhaust gas recirculation valve 21 can either be closed or opened.
  • FIG. 5 shows the system in combination with an automatic transmission 40:
  • the exhaust gas flows from an internal combustion engine 30 (not shown) through a catalyst 10 into a 3-way valve 41.
  • the exhaust gas flows through an exhaust / oil heat exchanger 8 and heats the transmission oil, which is released by an oil bypass valve 17.
  • the exhaust gas does not flow through the exhaust gas / oil heat exchanger 8 but through the oil bypass 38 and the bypass valve 17 is completely or at least partially closed.
  • An increase in the heat transfer coefficient at low temperatures can be achieved by such a lubrication system 16 in that the volume flow through the cylinder block 15 and in particular through the cylinder head 12 is increased at low temperatures.
  • This is achieved by at least partial opening of the oil bypass valve 17, for example as a function of oil temperature, oil pressure, drive speed and / or torque. Supporting this is also conceivable, the volume flow rate of the oil pump 3 to increase mechanically or by a manual transmission or increase by moving conveyor wheels.
  • the oil gallery in the cylinder head 12 in series rather than parallel, i. to flow in the counterflow principle of the oil.
  • the reflux oil valve can also be arranged on the other side of the bypass line 23 in the oil sump.
  • the oil contained in the oil passages of an internal combustion engine 30 is only a fraction, usually only 10% of the total volume of oil.
  • the entire oil volume is uniformly heated in the process known from the prior art.
  • One aspect is to achieve a targeted rapid heating of the lubricating oil in the oil passages within the scope of the improved leakage detection and prevention, by connecting the oil passage of the cylinder head (s) 12 by means of a bypass line 23 with the suction side of the cylinder head Oil pump 3 is reached, at the end of the bypass line 23, a negative pressure applied to the oil not to flow back into the oil sump 1 but back into the oil passage.
  • the generation of a negative pressure at the end of the bypass line 23 can be achieved by direct connection of the bypass line 23 with the suction side of the oil pump 3 and with a direct connection to the oil suction pipe 2.
  • the bypass line 23 can be at least partially integrated into a plastic oil pan 1 with integrated oil suction line 2, this leading to improved insulation and less heat loss.
  • the mouth of the bypass line 23 can be positioned in the oil sump 1 in close proximity to the opening of the ⁇ lsaugrohres 2, so that the opening of the bypass line end in the direction of the opening of the ⁇ lansaugrohres 2 shows and forms with this an angle of 0 to 45 °, thereby also makes installation easier and gives the option of subsequent retrofitting.
  • additional active heat sources may be incorporated in the bypass line 23, e.g. electric heating elements or heating elements, preferably one or more PTC heating rods, EGR oil cooler (EGR cooler), full flow oil cooler or similar, to heat the oil in the oil channels in the warm-up phase.
  • EGR oil cooler EGR cooler
  • an Olauffangwanne be integrated with a line in front of the Olsaug réelle 2 in an oil pan of the oil sump 1, not shown, to catch the oil that exits from the bearings in the head and crankshaft while it is also warmed up, and feed directly to the oil pump 3 without the Heat oil sump 1.
  • the oil bypass valve 17 may in this case also be integrated in the oil pan after merging the bypass line 23 and the line of the Olauffangwanne, with a check valve in the line of the Olauffangwanne must be present so that the oil does not flow from the bypass line 23 back into the Olauffangwanne can.
  • a combination of the Olauffangwanne with spray nozzles which are arranged in the connecting rod for cooling the piston, may be provided to increase the flow rate of the oil flow, wherein the spray nozzles are not turned off in the cold start.
  • the exhaust gas flow for heating the oil in the bypass line 23 can basically be diverted as desired in the exhaust gas flow.
  • the exhaust gas upstream of a turbocharger by means of a conventional EGR valve exhaust gas recirculation valve
  • the high mass flow of the exhaust gas can be achieved at a low size and independent of the EGR calibration.
  • the EGR cooler assembly has a vertical gas guide at an angle up to 40 degrees to the vertical, so that condensation water can be discharged into an exhaust.
  • an additional flap in the main exhaust gas flow can produce a pressure difference, and thus conduct an increased volume flow through the exhaust gas / oil heat exchanger 8.
  • FIG. 6 shows a lubrication system with an exhaust gas / oil heat exchanger 8 which is arranged in the oil suction pipe 2 between the oil sump 1 and the oil pump 3, so that a negative pressure is established on the oil side in the exhaust gas / oil heat exchanger 8 in comparison to the environment and in the Comparison to the pressure in the exhaust system.
  • In the oil gallery 16 are sensors for oil pressure 32 and oil temperature 37.
  • a first exhaust bypass valve 41 is arranged, which closes the exhaust gas bypass 38 and the exhaust gas flow through the exhaust / oil heat exchanger 8 opens, as long as a limit oil temperature is fallen short of.
  • the oil heats up faster and reduces fuel consumption, not only in the start-up phase but also when the engine is warm in city mode or at moderate speeds of up to 100 km / h.
  • the first exhaust gas bypass valve 41 closes the exhaust gas flow through the exhaust gas / oil heat exchanger 8 and at the same time opens the exhaust gas bypass 38.
  • Olsaugrohres 2 At the beginning of Olsaugrohres 2 is a suction hopper with screen 100 and the oil pump 3 delivers oil through an oil filter 101 in a lubrication system 16 via the Oil is supplied to a plurality of devices to be lubricated 31 such as bearings and other consumers.
  • the measured oil pressure 32 is compared to a limit pressure depending on the driving situation, which is predetermined for various states of the input speed, oil temperature 37, oil pump speed, vehicle accelerations, and lubricating oil levels in tables.
  • a warning signal is output, when a second, lower limit pressure is exceeded, the drive speed is limited, and falls below a third, even lower limit pressure, the internal combustion engine off.
  • the invention is not limited to the illustrated lubrication systems. It is conceivable that the heat exchanger 26 is connected to the exhaust pipe 14 in order to effect a faster heating of the lubricating oil.
  • the arrangement of the valves may vary, the valves may be arranged upstream and downstream of the various heat exchangers and vice versa.
  • the invention may be used to lubricate engine parts, transmission parts or other moving components of a vehicle.

Landscapes

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

Abstract

La présente invention a pour objet un procédé de détection de fuites dans un système de lubrification (16) de composants rotatifs ou oscillants d'un moteur à combustion interne (30) ou d'une boîte de vitesses, de préférence une boîte de vitesses automatique. Une fuite du système de lubrification (16) est détectée en comparant une pression d'huile du système de lubrification (16) avec une pression limite prédéfinissable tirée d'un tableau ou diagramme caractéristique pour différentes valeurs de vitesse de rotation, de couple et de température d'huile, ainsi qu'au moins l'un des autres paramètres suivants : vitesse de rotation de la pompe à huile, position de la soupape de régulation du débit volumétrique de la pompe à huile, accélération du véhicule, accélération transversale du véhicule et/ou niveau d'huile de lubrification. Un signal d'alarme est délivré lorsque l'on passe au-dessous d'une première pression limite et/ou la vitesse de rotation du moteur à combustion interne (30) est limitée lorsque l'on passe au-dessous d'une deuxième pression limite plus basse et/ou le moteur à combustion interne (30) est arrêté lorsque l'on passe au-dessous d'une troisième pression limite encore plus basse. La présente invention concerne également un dispositif de chauffage d'un système de lubrification (16) de composants rotatifs ou oscillants d'un moteur à combustion interne (30) ou d'une boîte de vitesses pour la mise en œuvre du procédé selon l'invention, dans lequel un échangeur de chaleur gaz d'échappement / huile est disposé dans une tubulure d'admission d'huile (2) entre la pompe à huile (3) et le carter d'huile (1), une dépression côté huile dans l'échangeur de chaleur des gaz d'échappement étant réglable par rapport au milieu ambiant et par rapport à la pression régnant dans le système de gaz d'échappement, ce qui exclut que de l'huile s'échappe de l'échangeur de chaleur en cas de fuite.
EP12768739.0A 2011-08-31 2012-08-30 Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule Active EP2751397B1 (fr)

Applications Claiming Priority (2)

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DE201110053176 DE102011053176A1 (de) 2011-08-31 2011-08-31 Verfahren und Vorrichtung zur Leckagedetektion eines Fahrzeug-Schmiersystems
PCT/EP2012/066882 WO2013030291A1 (fr) 2011-08-31 2012-08-30 Procédé et dispositif de détection de fuites dans un système de lubrification de véhicule

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EP2751397B1 EP2751397B1 (fr) 2015-11-18

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CN108087532A (zh) * 2016-11-21 2018-05-29 浙江三花汽车零部件有限公司 热交换组件
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CN108087531A (zh) * 2016-11-21 2018-05-29 浙江三花汽车零部件有限公司 热交换组件
CN108087532A (zh) * 2016-11-21 2018-05-29 浙江三花汽车零部件有限公司 热交换组件
CN108087531B (zh) * 2016-11-21 2021-04-16 浙江三花汽车零部件有限公司 热交换组件
CN108087532B (zh) * 2016-11-21 2021-10-01 浙江三花汽车零部件有限公司 热交换组件
CN108087530B (zh) * 2016-11-21 2022-04-05 浙江三花汽车零部件有限公司 热交换组件
CN109004795A (zh) * 2017-06-06 2018-12-14 宁波市拓泰智能科技有限公司 一种管状电机
CN109004795B (zh) * 2017-06-06 2019-09-20 宁波市拓泰智能科技有限公司 一种管状电机

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EP2751397B1 (fr) 2015-11-18
WO2013030291A1 (fr) 2013-03-07

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