EP3382170B1 - Système de lubrification et de refroidissement pour un moteur à combustion interne - Google Patents

Système de lubrification et de refroidissement pour un moteur à combustion interne Download PDF

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Publication number
EP3382170B1
EP3382170B1 EP18165241.3A EP18165241A EP3382170B1 EP 3382170 B1 EP3382170 B1 EP 3382170B1 EP 18165241 A EP18165241 A EP 18165241A EP 3382170 B1 EP3382170 B1 EP 3382170B1
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Prior art keywords
oil
main
pump
auxiliary
engine
Prior art date
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EP18165241.3A
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German (de)
English (en)
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EP3382170A1 (fr
Inventor
Wolfgang Gstrein
Jonathan Borg
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FPT Motorenforschung AG
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FPT Motorenforschung AG
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Publication of EP3382170A1 publication Critical patent/EP3382170A1/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
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • 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
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F01M2001/0215—Electrical pumps
    • 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
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F01M2001/0238—Rotary pumps
    • 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
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F01M2001/0246—Adjustable pumps
    • 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
    • F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 using two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C11/00—Combinations of two or more machines or pumps, each being of rotary-piston or oscillating-piston type; Pumping installations
    • F04C11/001—Combinations of two or more machines or pumps, each being of rotary-piston or oscillating-piston type; Pumping installations of similar working principle
    • F04C11/003—Combinations of two or more machines or pumps, each being of rotary-piston or oscillating-piston type; Pumping installations of similar working principle having complementary function
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C14/00—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations
    • F04C14/04—Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations specially adapted for reversible machines or pumps

Definitions

  • the present invention relates to the field of the cooling and lubricating systems of the internal combustion engines.
  • the engine oil circuit has two different tasks to cool certain components, to lubricate other components and to lubricate and cool further components.
  • the engine pistons belong to the first of the above categories, being components that, as such, request only cooling. Instead, all the piston connections: the piston pin, the piston pin bore, the conrod small end, etc.. need lubrication more that cooling.
  • WO2010002293 discloses the possibility to separate the piston oil cooling circuit from the others oil consumers by means of a separate pump.
  • auxiliary oil circuit is intended the above separate oil circuit to cool the engine piston(s), with respect to the main one, including an auxiliary pump sucking the engine oil from a common engine oil sump/tank and optionally an auxiliary cooler capable to cool the oil sucked by the auxiliary pump and at least one nozzle affixed to an engine wall so as to hit on opening of a cooling passage realized in the body piston.
  • the secondary pump is controlled in order to supply a correct oil flow to the pistons.
  • JP 2004 218468 A discloses a lubricating and cooling system for an internal combustion engine comprising a main and auxiliary oil circuit with respective main and auxiliary pumps.
  • the main object of the present invention is to provide a cooling circuit comprising two groups of engine oil consumers and two oil pumps arranged to independently supply oil to said groups of oil consumers capable to improve the engine efficiency at engine braking operation.
  • the engine brake operation is well known and consists of the inhibition of the fuel injection in the engine cylinder(s) and a sudden compressed air releasing when the piston is close to the top dead center.
  • the main principle of the present invention is that during engine braking, the two independent oil circuits are interconnected, the main pump is operated in order to supply its maximum oil flow, while the auxiliary pump, electric type, is controlled in order generate electric energy from the oil flow supplied by the main pump.
  • the auxiliary pump electric type
  • provision of oil for piston cooling is ensured.
  • a portion of the oil flow pumped by the main pump reaches at least the first group of oil consumers and preferably also the second group of oil consumers, and another portion of the oil flow reaches the auxiliary pump which extract electric energy from this another portion of oil flow. Then all the oil portions fall in the oil sump.
  • the main pump is driven directly by the internal combustion engine, thus, the operation of the main pump, in order to supply its maximum oil flow, offers the higher load to the combustion engine.
  • the main pump can have a variable and controllable displacement or can have a fixed displacement coupled with a controllable bypass circuit capable to control the oil flow.
  • a join directly connects an engine PTO with the pump shaft.
  • a section of the circuit connecting the auxiliary pump with its own oil consumers is throttled, even not completely, in order to maximize the load seen by the main pump and the electric energy harvested by the auxiliary pump.
  • the auxiliary oil circuit can comprise an auxiliary filter in order to avoid bearings damaging.
  • only the piston nozzles are served by the auxiliary oil circuit and when the engine brake actuation is commanded, first the oil is diverted from the auxiliary circuit to the main circuit in order to suddenly pressurize the main gallery of the main circuit and obtain a prompt valve timing operation shifting, then the auxiliary pump is controlled to generate electric energy that is conveyed in the vehicle electric grid to which the vehicular battery is connected.
  • the main lubricating circuit can be pressurized by the auxiliary pump also before the engine cranking, namely when the main pump driven by the crankshaft is still.
  • the auxiliary pump is switched on and the diverting means are activated before engine cranking by helping the lubrication of bearings and of other components in a condition where, usually, such components are stressed due to the lack of oil pressurization.
  • the activation of the auxiliary pump and of the diverting means is contemporary with or consequence of the on-board services activation, such us the fuel pump.
  • the sole point in common between the main and auxiliary circuits is the oil sump or the oil tank in case the lubricating circuit is of the dry type.
  • second element does not imply the presence of a "first element”, first, second, etc.. are used only for improving the clarity of the description and they should not be interpreted in a limiting way.
  • An internal combustion engine as usual, comprises a piston reciprocated with a respective cylinder.
  • a lubricating and cooling system is implemented to both cool the pistons and lubricate other "oil consumers". After its work, the oil, as usual, falls in an oil sump OS where the oil is collected or in case of dry oil circuit, the oil is collected in a dedicated oil tank.
  • an auxiliary oil circuit with an electric auxiliary pump AP sucks oil from the oil sump/tank to feed only the piston nozzles NZ cooling the engine piston or optionally also other oil consumers
  • a main oil circuit with a respective main pump MP sucks oil from the same oil sump/tank to feed oil to the first group of engine oil consumers CB-RA, CM, CR with the exception of the second group of engine oil consumers served by the auxiliary circuit.
  • the oil consumers can be considered as divided into a first and a second group, wherein the first group is served by the main pump/circuit and second group by the auxiliary pump/circuit and wherein the second group comprises only or at least said oil piston nozzles NZ.
  • the main pump is of a variable flow pump or, alternatively, the main pump MP is not controllable, namely fixed, but is provided with a bypass pipe connecting the main pump inlet with the main pump outlet through a controllable main valve MCV, so as the oil flow is handled through said controllable auxiliary valve MCV.
  • a reference to a variable flow pump includes also a fixed flow pump provided with said bypass means.
  • controllable interconnecting valve SW connects the main circuit with the auxiliary circuit and the main pump is driven to provide its maximum oil flow and pressure, and in order to offer the maximum possible - namely rated - load to the internal combustion engine driving the main pump; at the same time the auxiliary pump, electric type, extracts energy from the oil provided by the main pump to generate electric energy supplied to the vehicular electric grid.
  • the controllable interconnecting valve SW interconnects both the circuits and the auxiliary pump cooperate with the main pump in pressurizing the switching means SM, namely those hydraulic actuators capable to change the engine valve timing.
  • the auxiliary pump switches from pumping oil into extracting energy from oil.
  • the auxiliary pump in a first phase the auxiliary pump cooperates with the main pump, and in a second subsequent phase, the auxiliary pump becomes an electric generator, when the engine turns in engine brake operation.
  • the interconnecting valve SW disconnects the circuits and both the pumps pump oil according their respective requirements.
  • the main circuit comprises a main cooler MC.
  • the auxiliary circuit comprises an auxiliary cooler AC separated and thermally independent from the main cooler.
  • the auxiliary cooler is refreshed by the ambient air directly or indirectly through an intermediate vectoring medium.
  • the auxiliary cooler AC is a thermal exchanger between the engine oil directed to the piston nozzles and an intermediate vectoring medium circulating in a secondary circuit, where the heat is released to the ambient through the vectoring medium/ambient air exchanger SAC.
  • an indirect cooling of the oil circulating in the auxiliary circuit is not mandatory.
  • the engine oil consumers are mainly the followings:
  • the auxiliary circuit is not provided of an oil filter, because the cooling of the piston does not necessarily require oil filtration.
  • a throttling valve V is arranged on the auxiliary circuit between the interconnection valve SW and the oil piston nozzles NZ.
  • the auxiliary circuit comprises an auxiliary pressure sensor PS arranged between on outlet of the auxiliary pump and the piston nozzles NZ, and a control unit, preferably the engine control unit, controls the auxiliary pump on the basis of a pressure signal generated by the auxiliary pressure sensor, when the engine is fired.
  • control unit controls the pumps so that the oil fed by the auxiliary pump is proportional to the power delivered by the respective combustion engine and/or the oil fed by main pump is proportional to the engine speed.
  • such controls are actuated by varying the target pressures within the respective main galleries of the main and auxiliary circuits.
  • the piston nozzles are shut off, due to the throttling valve V, for a short time interval just before the activation of switching means SM capable to vary the activation of the engine valves, for example for engine brake or internal EGR, and so on.
  • switching means SM capable to vary the activation of the engine valves, for example for engine brake or internal EGR, and so on.
  • Such short time is, for example, less than 1 second and in general depends on the engine operating point. Therefore, the above oil diversion in connection with the throttling of the piston nozzles, leads oil pressure to increase suddenly within the main oil circuit, by making faster the dynamics of the switching means.
  • the piston cooling is restored, thus the oil circulated by the auxiliary circuit is driven to the piston oil jets.
  • command means CM are intended, in general, the devices controlling the cylinder valves, such as rocker arms/finger follower, camshaft, etc. and the relative switching means SM are those, per se known components, capable to vary the timing of the valve actuation according to an auxiliary strategy, such as engine brake or internal EGR, Atkinson, Miller, and so on.
  • this "oil diversion" from the auxiliary circuit to the main circuit is actuated for a short time when the engine brake function or the internal EGR or other similar strategies are commanded to be activated or deactivated, namely during transition between two or more valve operating strategy.
  • the time interval duration of the oil diversion depends on the dynamics of the switching means SM involved in the switching operation, however said time duration ⁇ 1 second should be enough.
  • a nozzle NZ is fixed with an internal part of the engine body in a lower position in order not to interfere with the piston travel.
  • the nozzle ejects engine lubricating oil towards the inlet opening of a passage realized under the piston skirt.

Landscapes

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

Claims (10)

  1. Système de lubrification et de refroidissement pour un moteur à combustion interne, le moteur à combustion interne comprenant un piston qui est adapté de manière à ce qu'il soit déplacé en va-et-vient avec un cylindre respectif, le système comprenant une multitude d'organes de consommation d'huile qui sont groupés selon des premier et second groupes, dans lequel ledit second groupe comprend au moins un/des injecteur(s) de piston (NZ) qui est/sont agencé(s) de manière à ce qu'il(s) rafraîchisse(nt) ledit piston, le système comprenant :
    - un circuit d'huile principal qui est muni d'une pompe principale respective (MP), comprenant un moyen de connexion qui est destiné à être directement entraîné par ledit moteur à combustion interne, dans lequel ladite pompe principale est une pompe à débit variable commandable qui est agencée de manière à ce qu'elle alimente de l'huile sur ledit premier groupe d'organes de consommation d'huile (CB-RA, CM, CR) ;
    - un circuit d'huile auxiliaire qui est muni d'une pompe auxiliaire électrique respective (AP) qui est agencée de manière à ce qu'elle alimente de l'huile sur ledit second groupe d'organes de consommation d'huile (NZ) ;
    caractérisé par :
    - une soupape d'interconnexion (SW) qui permet d'interconnecter fonctionnellement de façon sélective lesdits premier et second circuits, le système étant agencé de telle sorte que, pendant une opération de frein moteur :
    - il commande ladite soupape d'interconnexion (SW) de manière à ce qu'elle interconnecte fonctionnellement lesdits circuits principal et auxiliaire ; puis
    - il commande ladite pompe principale de manière à ce qu'elle assure un débit d'huile maximum relatif ; et
    - il commande ladite pompe auxiliaire de manière à ce qu'elle extraie de l'énergie à partir dudit débit d'huile qui est assuré par ladite pompe principale, d'où ainsi la génération d'énergie électrique.
  2. Système selon la revendication 1, agencé en outre de telle sorte que, pendant une commutation de cadencement de soupape :
    - il commande ladite soupape d'interconnexion de manière à ce qu'elle interconnecte lesdits circuits principal et auxiliaire ;
    - il commande ladite pompe principale de manière à ce qu'elle assure un débit d'huile maximum relatif ; et
    - il commande ladite pompe auxiliaire de manière à ce qu'elle coopère avec ladite pompe principale pour accumuler de la pression dans le circuit principal afin d'accélérer ladite commutation de cadencement de soupape.
  3. Système selon la revendication 2, dans lequel, lorsque, après ladite commutation de cadencement de soupape, ledit moteur est démarré, le système est agencé de manière à ce que :
    - il commande ladite soupape d'interconnexion de manière à ce qu'elle déconnecte lesdits circuits principal et auxiliaire ;
    - il commande ladite pompe principale de manière à ce qu'elle assure un débit d'huile prédéterminé relatif ; et
    - il commande ladite pompe auxiliaire de manière à ce qu'elle assure un débit d'huile prédéterminé relatif.
  4. Système selon l'une quelconque des revendications 1 à 3, dans lequel ledit circuit principal comprend un moyen de refroidissement principal (MC) et ledit circuit auxiliaire comprend un moyen de refroidissement auxiliaire (AC) qui est séparé et thermiquement indépendant dudit moyen de refroidissement principal.
  5. Système selon l'une quelconque des revendications précédentes, dans lequel lesdits organes de consommation d'huile de moteur (CB-RA, CM, CR) comprennent ledit injecteur de piston (NZ) et au moins l'un des organes de consommation d'huile qui suivent :
    - un moyen de commande (CM) qui inclut des paliers d'arbre à cames (B), et un moyen de commutation (SM) pour faire varier l'actionnement de cadencement de la soupape de cylindre ;
    - éventuellement, des pignons intermédiaires ;
    - des paliers de compresseur à air ;
    - des paliers de turbocompresseur ;
    - des pignons ; et
    - une prise de force (PTO).
  6. Système selon l'une quelconque des revendications précédentes, dans lequel, lorsque ledit second groupe est constitué par ledit injecteur de piston (NZ), ledit circuit d'huile auxiliaire est sans filtre.
  7. Système selon l'une quelconque des revendications précédentes, dans lequel ladite pompe principale (MP) présente une géométrie variable ou est munie d'un tube de dérivation qui connecte une entrée de pompe principale avec une sortie de pompe principale et d'une soupape d'étranglement principale relative (MCV), pour commander ledit débit d'huile.
  8. Moteur à combustion comprenant un piston qui est déplacé en va-et-vient avec un cylindre respectif, et un système selon l'une quelconque des revendications précédentes 1 à 7.
  9. Véhicule terrestre ou installation fixe muni(e) du moteur à combustion selon la revendication 8.
  10. Procédé de gestion d'une opération de frein moteur dans un moteur à combustion interne qui est muni d'un piston qui est déplacé en va-et-vient avec un cylindre respectif et d'un système de lubrification et de refroidissement qui comprend une multitude d'organes de consommation d'huile de moteur qui sont groupés selon des premier et second groupes, dans lequel ledit second groupe comprend au moins un/des injecteur(s) de piston (NZ) qui est/sont agencé(s) de manière à ce qu'il(s) rafraîchisse(nt) ledit piston, dans lequel le système comprend un circuit d'huile principal qui est muni d'une pompe principale respective (MP), comprenant un moyen de connexion qui est destiné à être directement entraîné par ledit moteur à combustion interne, dans lequel ladite pompe principale est une pompe à débit variable commandable qui est agencée de manière à ce qu'elle alimente de l'huile sur ledit premier groupe d'organes de consommation d'huile (CB-RA, CM, CR), et un circuit d'huile auxiliaire qui est muni d'une pompe auxiliaire électrique respective (AP) qui est agencée de manière à ce qu'elle alimente de l'huile sur ledit second groupe d'organes de consommation d'huile (NZ), caractérisé en ce que le procédé comprend les étapes qui suivent :
    - (i) l'interconnexion fonctionnelle desdits premier et second circuits ; puis
    - (ii) la commande de ladite pompe principale de manière à ce qu'elle assure un débit d'huile maximum relatif ; et
    - (iii) la commande de ladite pompe auxiliaire de manière à ce qu'elle extraie de l'énergie à partir dudit débit d'huile qui est assuré par ladite pompe principale, d'où ainsi la génération d'énergie électrique.
EP18165241.3A 2017-03-29 2018-03-29 Système de lubrification et de refroidissement pour un moteur à combustion interne Active EP3382170B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT102017000034652A IT201700034652A1 (it) 2017-03-29 2017-03-29 Sistema di lubrificazione e raffreddamento per un motore a combustione interna

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EP3382170A1 EP3382170A1 (fr) 2018-10-03
EP3382170B1 true EP3382170B1 (fr) 2019-12-25

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EP (1) EP3382170B1 (fr)
ES (1) ES2778705T3 (fr)
IT (1) IT201700034652A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02114705U (fr) * 1989-02-28 1990-09-13
JP4327466B2 (ja) * 2003-01-10 2009-09-09 トヨタ自動車株式会社 エンジンのオイル供給装置
CN102076936A (zh) 2008-07-03 2011-05-25 沃尔沃拉斯特瓦格纳公司 内燃机活塞

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ES2778705T3 (es) 2020-08-11
IT201700034652A1 (it) 2018-09-29
EP3382170A1 (fr) 2018-10-03

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