US20150361839A1 - Oil cooling system for supercharged engine - Google Patents
Oil cooling system for supercharged engine Download PDFInfo
- Publication number
- US20150361839A1 US20150361839A1 US14/734,449 US201514734449A US2015361839A1 US 20150361839 A1 US20150361839 A1 US 20150361839A1 US 201514734449 A US201514734449 A US 201514734449A US 2015361839 A1 US2015361839 A1 US 2015361839A1
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- United States
- Prior art keywords
- oil
- passage
- coolant
- intake
- supercharger
- 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.)
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Classifications
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- 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
- F01M5/002—Cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
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- 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
- F01M5/002—Cooling
- F01M2005/004—Oil-cooled engines
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- 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
- F01M11/02—Arrangements of lubricant conduits
- F01M2011/021—Arrangements of lubricant conduits for lubricating auxiliaries, e.g. pumps or turbo chargers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
- F01M2013/0411—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil using cooling means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/12—Turbo charger
Definitions
- the present invention relates to an oil cooling system for a supercharged engine which has a supercharger.
- JP-2011-094557A shows a positive crankcase ventilation system in which a fresh air passed through an air cleaner is introduced into the crankcase at a time of supercharging, so as to ventilate the blow-by gas.
- JP-2000-199415A shows an oil cooling system for a supercharged engine, which includes an oil supply passage for supplying an lubricating oil from the engine to a supercharger, an oil drain passage for returning the lubricating oil from the supercharger to an oil pan, a first coolant passage for supplying the coolant to the supercharger, and a second coolant passage for discharging the coolant from the supercharger.
- an oil drain passage where the lubricating oil which has already lubricated the supercharger flows and the second coolant passage where the coolant which has already cooled the supercharger flows are defined by metal pipes. These metal pipes are tightly connected to each other, and thereby the cooling device is constituted. Thus, because the lubricating oil which has lubricated the supercharger is cooled, deterioration of the lubricating oil is suppressed.
- the coolant which has cooled the supercharger is introduced into the supercharger cooling device through the second coolant passage.
- the coolant flowing into the supercharger cooling device cools the lubricating oil which has lubricated the supercharger by the coolant. Therefore, the lubricating oil cooling effect was inferior, and the coolant of a large flow rate was required for cooling the lubricating oil so as to secure the oil-deterioration-suppressing effect.
- the lubricating oil which has lubricated a supercharger is cooled by a coolant which has not cooled an internal combustion engine or a supercharger, or a coolant which will not pass the internal combustion engine or the super charger. Therefore, the oil-deterioration-suppressing effect can be improved even with the coolant of a small amount.
- FIG. 1 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (first embodiment);
- FIG. 2 is a configuration diagram showing a schematic configuration of the oil cooling system for a supercharged engine (first embodiment);
- FIG. 3A is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment);
- FIG. 3B is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment);
- FIG. 4A is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment);
- FIG. 4B is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment);
- FIG. 5 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (second embodiment);
- FIG. 6 is a graph showing a relation between the operation time of a supercharged engine and the oil deterioration degree (second embodiment);
- FIG. 7 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (third embodiment).
- FIG. 8 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (fourth embodiment).
- FIG. 9 is a graph showing a relation between the oil mist amount and the particle size (fourth embodiment).
- FIG. 10 is a configuration diagram showing a schematic configuration of a supercharged engine (fourth embodiment).
- FIG. 11 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (fifth embodiment);
- FIG. 12 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (sixth embodiment).
- FIG. 13 is a configuration diagram showing a schematic configuration of a supercharged engine (seventh embodiment).
- FIG. 1 and FIG. 2 show an oil cooling system for a supercharged engine to which an aspect of the present disclosure is applied.
- FIGS. 3A and 3B and FIGS. 4A and 4B show a first oil cooler 1 which cools a lubricating oil which has lubricated a supercharger.
- the first oil cooler 1 is incorporated into an oil cooling system for a supercharged engine.
- the oil cooling system for a supercharged engine of the present embodiment is applied to a supercharged engine in which a turbocharger T is mounted on an internal combustion engine E.
- the oil cooling system is provided with an engine lubricating device, an engine cooling device, and the first oil cooler 1 .
- the engine lubricating device is a system that circulates and supplies a lubricating oil (engine oil) to the engine E and the turbocharger T.
- the engine cooling device is a system that circulates and supplies a cooling liquid (engine coolant) cooling respective portions of the engine E and respective portions of the turbocharger T.
- the first oil cooler 1 is a heat exchanger for cooling the lubricating oil of comparatively high temperature.
- the lubricating oil receives the exhaust heat from the turbocharger T.
- the engine coolant cools the lubricating oil in an oil cooling passage between an oil inlet and an oil outlet.
- an oil mist separator 2 is installed inside of the oil cooler 1 (refer to FIG. 3A , FIG. 3B , FIG. 4A and FIG. 4B ). Further, if required, an oil mist separator 3 is installed outside of the oil cooler 1 (refer to FIG. 8 ).
- the engine E is an engine for an automobile.
- the engine E includes a plurality of cylinders #1-#4, and employs a multiple cylinder gasoline engine (in-line 4-cylinder engine) that generates output by thermal energy obtained by combusting air fuel mixture of clean air (fresh air) filtered by an air cleaner 4 (refer to FIG. 5 ) and fuel injected from an injector in a combustion chamber.
- a multiple cylinder gasoline engine in-line 4-cylinder engine
- the engine E is not limited to a multiple cylinder gasoline engine, and a multiple cylinder diesel engine may be also applied.
- a 4 -cycle engine which repeats 4 strokes of an intake stroke, compression stroke, combustion (explosion) stroke, and exhaust stroke.
- the engine E includes a cylinder block 5 in which a plurality of cylinders are defined in line, a cylinder head 6 joined to the upper part of the cylinder block 5 , and a head cover 7 attached to the upper end of the cylinder head 6 . Also, the engine E includes a crankcase 8 provided at a lower part of the cylinder block 5 , an oil pan 9 integrally formed in the lower part of the crankcase 8 , and a chain case 10 (refer to FIG. 5 , FIG. 10 and FIG. 13 ). The oil pan 9 has an oil storage chamber which stores the lubricating oil therein.
- intake ports 11 and exhaust ports 12 communicating with combustion chambers of the respective cylinders are arranged (refer to FIG. 5 ).
- An intake manifold is connected to the intake ports 11 of the respective cylinders.
- an exhaust manifold is connected to the exhaust ports 12 of the respective cylinders.
- An intake pipe defining an intake passage is connected to the intake manifold.
- An air cleaner 4 , an intake compressor of the turbocharger T, an intercooler, and an electronic throttle 13 are provided in the intake pipe (refer to FIG. 5 ).
- the intake manifold includes a surge tank that reduces the pressure fluctuation of the intake (supercharged intake) passed through a throttle valve 14 of the electronic throttle 13 , and a plurality of intake branch pipes (refer to FIG. 5 ).
- a plurality of intake branch passages communicating with the intake ports 11 of the respective cylinders are defined. Also, these intake branch passages are branched to the respective cylinders at each intake branching section arranged upstream end of the intake manifold.
- An exhaust pipe defining an exhaust passage is connected to a downstream end of the exhaust manifold.
- an exhaust turbine of the turbocharger T an exhaust purifying device (catalyst), a muffler and the like are installed.
- the exhaust manifold includes a plurality of exhaust branch pipes and an exhaust confluent section arranged downstream end of these exhaust branch pipes.
- Each branch pipe defines an exhaust branch passages communicating with the intake ports 11 of the respective cylinders. Also, in the downstream section of the exhaust manifold, the exhaust confluent section that gathers the exhaust gas respectively discharged from the respective cylinders is arranged.
- cylinder bores Four combustion chambers (cylinder bores) are formed in the cylinder block 5 . Inside the respective cylinder bores, pistons 17 connected to a crankshaft 16 through connecting rods 15 . In the cylinder block 5 and the cylinder head 6 , water jackets (not illustrated) through which the coolant cooling respective cooled portions of the engine E circulates are arranged.
- At least one intake ports 11 independently connecting with the combustion chamber of one cylinder are arranged.
- intake valves 18 that respectively open/close the intake port openings of the respective cylinders are installed.
- At least one exhaust ports 12 that independently connect with the combustion chamber of one cylinder are arranged.
- exhaust valves 19 that respectively open/close exhaust port openings of the respective cylinders are installed.
- the intake valves 18 are configured so that the opening/closing motion thereof is controlled by intake cams 22 arranged on an intake camshaft 21 rotatably supported on the cylinder head 6 corresponding to the intake valves 18 of the respective cylinders (refer to FIG. 5 ).
- the exhaust valves 19 are configured so that the opening/closing motion thereof is controlled by exhaust cams 24 arranged on an exhaust camshaft 23 rotatably supported on the cylinder head 6 corresponding to the exhaust valves 19 of the respective cylinders (refer to FIG. 5 ).
- the intake and exhaust camshafts 21 , 23 rotate in a fixed direction synchronizing with the crankshaft 16 of the engine E. These intake and exhaust camshafts 21 , 23 are synchronously driven with the crankshaft 16 so as to rotate once as the crankshaft 16 rotates twice.
- a plurality of spark plugs igniting the air fuel mixture having flown into the combustion chambers of the respective cylinders and a plurality of injectors (fuel injection valves of an in-port injecting type) injecting the fuel to the intake ports 11 of the respective cylinders are attached. Further, in the case of an injector (fuel injection valve) of an in-cylinder directly injecting type, fuel is injected to the intake having flown into the combustion chambers of the respective cylinders.
- the intercooler is a heat exchanger for cooling supercharged intake air (supercharged air, compressed air) with the coolant (or cooling air) which is a cooling medium and cools the supercharged intake.
- the outlet end of the intercooler is connected to the throttle body of the electronic throttle 13 through the intake pipe.
- the cooler core heat exchanging section
- the heat exchanger tube of the intercooler may also be used.
- the electronic throttle 13 includes a throttle body that constitutes a part of the intake pipe, a throttle valve 14 rotatably stored in the inside of the throttle body and adjusting (regulating) the flow rate of the intake fed from the intake compressor to the respective cylinders of the engine E, an electric actuator (not illustrated) opening/closing the throttle valve 14 , and a throttle opening sensor (not illustrated) outputting a signal corresponding to the opening of the throttle valve 14 (throttle opening) to an engine control device (electronic control unit: ECU).
- ECU electronic control unit
- the electric actuator has a throttle motor (electric motor) generating the power torque to rotationally drive the throttle valve 14 when electric power is received, a speed reducing mechanism reducing the speed of rotation of an output shaft of the throttle motor and transmitting the same to a rotary shaft of the throttle valve 14 , and the like.
- a throttle motor electric motor
- a speed reducing mechanism reducing the speed of rotation of an output shaft of the throttle motor and transmitting the same to a rotary shaft of the throttle valve 14 , and the like.
- a blow-by gas ventilation device is arranged which recirculates the blow-by gas to the intake passage of the engine E.
- the blow-by gas flows out into the crankcase 8 from the gap between the cylinder wall surface of the cylinder block 5 and the outer peripheral surface of the piston 17 .
- the blow-by gas ventilation device is configured to draw out the blow-by gas generated in the inside (crank chamber 25 ) of the crankcase 8 , to recirculate the same to the intake passage of the engine E, to re-combust the same in the respective cylinders of the engine E, to introduce fresh air filtered by the air cleaner 4 to the crankcase 8 , and to ventilate the inside of the crank chamber 25 .
- the intake passage of the engine E includes a first intake passage 31 introducing the intake air passed through the air cleaner 4 to the intake compressor of the turbocharger T, a second intake passage 32 introducing the intake air compressed by the intake compressor to the throttle valve 14 of the electronic throttle 13 , and a third intake passage 33 supplying the intake air of which flow rate is adjusted by the throttle valve 14 to the respective cylinders and the intake ports 11 of the engine E (refer to FIG. 5 ).
- the first intake passage 31 communicates with the outside (atmospheric air) through an outside air introduction port of the air cleaner 4 .
- the second intake passage 32 communicates with the first intake passage 31 through the intake passage inside the intake compressor of the turbocharger T.
- the third intake passage 33 communicates with the second intake passage 32 through the intake passage (throttle bore) inside the throttle body of the electronic throttle 13 .
- the blow-by gas ventilation device includes a fresh air introduction passage 34 and a blow-by gas reduction passage 35 for preventing sucking-up of the lubricating oil (refer to FIG. 5 ).
- the fresh air introduction passage 34 connects the first intake passage 31 ) and a valve gear chamber 27 .
- the valve gear chamber 27 is defined between the cylinder head 6 and the head cover 7 and communicates with the crank chamber 25 through a connecting passage 26 (refer to FIG. 5 ).
- the blow-by gas reduction passage 35 connects the crank chamber 25 to the third intake passage 33 .
- the turbocharger T includes the intake compressor (an impellor 41 , a housing 42 ) arranged in the middle of the intake pipe through which the intake flows from the air cleaner 4 to the throttle body and the surge tank of the intake manifold, and an exhaust turbine (an impellor 43 , a housing 44 , a shaft 45 ) arranged in the middle of the exhaust pipe through which the exhaust flows from the exhaust gathering section of the exhaust manifold to the catalyst.
- a center housing 46 is installed between the housing 42 of the intake compressor and the housing 44 of the exhaust turbine.
- the shaft 45 and the impellor 41 When the impellor 43 is rotationally driven by exhaust energy (exhaust pressure), the shaft 45 and the impellor 41 also rotate, and the impellor 41 compresses the intake air and feeds the same into the combustion chambers of the engine E.
- the intake compressor includes the impellor (compressor impellor) 41 rotatable around the rotation axis of the shaft 45 , and the housing (compressor housing) 42 installed so as to surround the periphery of the impellor 41 .
- the housing 42 is formed of metal or synthetic resin.
- the housing 44 of the exhaust turbine and the center housing 46 are formed of a heat resistant metal (for example a heat resistant aluminum alloy, a heat resistant steel, and the like). Also, in the housing 44 and the center housing 46 , water jackets W 1 , W 2 through which the coolant cooling the turbocharger T circulates are formed.
- a heat resistant metal for example a heat resistant aluminum alloy, a heat resistant steel, and the like.
- first and second bearing holes extending in the rotation axis direction of the shaft 45 are formed. Inside these first and second bearing holes, first and second radial bearings 47 are held respectively.
- the shaft 45 is rotatably supported by the bearings 47 in a bearing storage chamber 48 .
- the bearing storage chamber 48 is separated into an intake bearing storing chamber and an exhaust bearing storing chamber by a seal member.
- an oil supply section is arranged which supplies lubricating oil from an oil pump to the bearing storage chamber 48 .
- the oil supply section includes an oil pouring port 51 , an oil introduction passage (oil supply passage) 52 to which the lubricating oil is introduced from the oil pouring port 51 , an oil distribution passage (oil supply passage) 53 that distributes and supplies the lubricating oil from the oil introduction passage 52 to the respective bearings 47 , and an oil discharge port 54 for discharging the lubricating oil from the bearing storage chamber 48 toward the oil pan 9 .
- the engine lubricating device includes an oil circulation passage that circulates and supplies the lubricating oil stored in the oil pan 9 to the turbocharger T and the engine E.
- An oil pump 55 generates a circulation flow of the lubricating oil in the oil circulation passage, and a second oil cooler 56 for cooling the lubricating oil which has not lubricated the engine E by utilizing the coolant.
- the oil pump 55 is attached to the cylinder block 5 of the engine E. This oil pump 55 is rotationally driven synchronizing with the rotation of the crankshaft 16 of the engine E, and forcibly circulates the lubricating oil into the oil circulation passage. This oil pump 55 sucks the lubricating oil stored in the oil pan 9 , pressurizes the lubricating oil and discharges the same to the oil circulation passage side.
- the second oil cooler 56 is attached to the cylinder block 5 of the engine E.
- the second oil cooler 56 includes an inner pipe and an outer pipe arranged so as to cover the outer periphery of the inner pipe.
- a coolant circulation passage is formed between the outer periphery of the inner pipe and the outer pipe.
- an oil introduction pipe is arranged which introduces the lubricating oil from the engine E into the oil cooling passage.
- an oil lead-out pipe is arranged which leads-out the lubricating oil from the oil cooling passage into the oil pan 9 .
- a coolant introduction pipe is arranged which introduces the coolant from a radiator 57 and a water pump 58 into the coolant circulation passage.
- a coolant lead-out pipe is arranged which leads out the coolant from the coolant circulation passage to the engine E or the radiator 57 .
- inner fins improving the heat exchange performance may be installed in the oil cooling passage or the coolant circulation passage.
- the second oil cooler 56 is a heat exchanger for cooling lubricating oil which circulates through the oil circulation passage.
- the second oil cooler 56 cools the lubricating oil so that the lubricating oil temperature falls within a predetermined temperature range (for example 60-80° C.).
- a predetermined temperature range for example 60-80° C.
- the oil circulation passage includes an oil supply passage that supplies the lubricating oil to the engine E and the turbocharger T, and an oil discharge passage that returns lubricating oil (lubricating oil after lubricating supercharger) having lubricated the respective lubricating portions of the turbocharger T and lubricating oil (lubricating oil after lubricating internal combustion engine) having lubricated the respective lubricating portions of the engine E to the inside of the oil storage chamber of the oil pan 9 of the engine E.
- lubricating oil lubricating oil after lubricating supercharger
- lubricating oil lubricating oil after lubricating internal combustion engine
- the oil supply passage includes a first oil supply passage 59 that supplies lubricating oil to the turbocharger T, a second oil supply passage 60 that supplies lubricating oil to the engine E (refer to FIG. 1 and FIG. 2 ).
- the sliding section between the shaft 45 and the two bearings 47 is lubricated.
- the sliding section between respective cylinder wall surfaces of the cylinder block 5 and the outer peripheral surfaces of the respective pistons 17 , the intake valve gear mechanism between the intake cam 22 and the intake valves 18 , the exhaust valve gear mechanism between the exhaust cams 24 and the exhaust valves 19 are lubricated.
- the oil discharge passage includes a first oil discharge passage 61 that leads the lubricating oil into the oil cooling passage of the first oil cooler 1 , a second oil discharge passage 62 that leads the lubricating oil into the oil pan 9 , a third oil discharge passage 63 that leads lubricating oil into the oil cooling passage of the second oil cooler 56 , a fourth oil discharge passage 64 that leads the lubricating oil into the oil pan 9 (refer to FIG. 1 and FIG. 2 ).
- the first oil discharge passage 61 is connected to the first oil supply passage 59 through the turbocharger T.
- the second oil discharge passage 62 is connected to the first oil discharge passage 61 through the oil cooling passage of the first oil cooler 1 .
- the third oil discharge passage 63 is connected to the second oil supply passage 60 through the engine E.
- the fourth oil discharge passage 64 is connected to the third oil discharge passage 63 through the oil cooling passage of the second oil cooler 56 .
- the engine cooling device includes the radiator 57 , a coolant circulation passage (circuit) that circulates and supplies the coolant to the engine E and the turbocharger T, and the water pump 58 that generates a circulation flow of the coolant in the coolant circulation passage.
- the engine E has portions exposed to the combustion heat and exhaust heat out of the cylinder block 5 and the cylinder head 6 .
- water jackets are arranged through which the coolant is circulated.
- the water jackets are arranged so as to surround the periphery of the cylinder bores of the respective cylinders and the periphery of the exhaust ports 12 of the respective cylinders.
- turbocharger T has portions exposed to the exhaust heat out of the housing 44 and the center housing 46 .
- water jackets W 1 , W 2 are arranged through which the coolant cooling the housing 44 and the center housing 46 are circulated.
- the water jackets W 1 , W 2 are arranged so as to surround the periphery of the exhaust passage through which the exhaust gas circulates.
- the radiator 57 is a heat exchanger that cools the coolant sucked by the water pump 58 .
- the radiator 57 includes a plurality of tubes through which the coolant circulates, an upper head tank connected to the tubes and a lower head tank connected to the tubes.
- the radiator 57 cools the coolant circulating through the coolant circulation passage to a predetermined temperature range (for example 60-80° C.) by heat-exchanging.
- the coolant of the predetermined temperature range is circulated and supplied to the water jackets of the engine E, the water jackets W 1 , W 2 of the turbocharger T and the first oil cooler 1 .
- the water pump 58 is attached to the cylinder block 5 of the engine E.
- the water pump 58 is a coolant pump that generates a circulation flow of the coolant in the coolant circulation passage.
- the water pump 58 sucks the coolant cooled by the radiator 57 , pressurizes the sucked coolant and feeds the same to the coolant circulation passage.
- the coolant circulation passage includes a coolant supply passage that supplies the coolant discharged from the water pump 58 to the engine E and the turbocharger T, and a coolant discharge passage that returns the coolant to the upper head tank of the radiator 57 .
- the coolant supply passage includes first and second coolant passages.
- the first coolant passage includes a first coolant supply passage 71 that supplies the coolant from the water pump 58 to the engine E, and a second coolant supply passage 72 that supplies the coolant from the water pump 58 to the turbocharger T.
- the second coolant passage includes a third coolant supply passage 73 that supplies the coolant from the water pump 58 to the first oil cooler 1 .
- the first coolant supply passage 71 connects the water pump 58 to the engine E.
- the second coolant supply passage 72 branches from a first branch section 71 a of the first coolant supply passage 71 and connects the first branch section 71 a to the turbocharger T.
- the third coolant supply passage 73 branches from a second branch section 71 b of the first coolant supply passage 71 and connects the second branch section 71 b to the coolant circulation passage of the first oil cooler 1 .
- the third coolant supply passage 73 is separated from the second coolant supply passage 72 , and is connected to the second coolant supply passage 72 in parallel.
- the coolant discharge passage includes a first coolant discharge passage 74 that returns the coolant from the engine E to the upper head tank of the radiator 57 , a second coolant discharge passage 75 that returns the coolant from the turbocharger T to the upper head tank of the radiator 57 , and a third coolant discharge passage 76 that returns the coolant from the oil cooling passage of the first oil cooler 1 to the upper tank of the radiator 57 .
- the first coolant discharge passage 74 is connected to the first coolant supply passage 71 through the engine E.
- the second coolant discharge passage 75 joins the first coolant discharge passage 74 at a first joining section 74 a located upstream of the radiator 57 , and connects the turbocharger T to the first joining section 74 a.
- the third coolant discharge passage 76 joins the first coolant discharge passage 74 at a second joining section 74 b located upstream of the radiator 57 and downstream of the first joining section 74 a .
- the third coolant discharge passage 76 connects the coolant circulation passage of the first oil cooler 1 to the second joining section 74 b.
- the detail of the first oil cooler 1 will be described based on FIG. 1 to FIG. 4B .
- the first oil cooler 1 is a heat exchanger for cooling the lubricating oil which has lubricated the turbocharger T by utilizing the coolant discharged from the water pump 58 .
- the first oil cooler 1 includes an inner pipe 81 defining an oil cooling passage 68 , and an outer pipe 82 arranged around the outer peripheral of the inner pipe 81 .
- a coolant circulation passage 78 is defined between the outer periphery of the inner pipe 81 and the outer pipe 82 .
- an oil introduction pipe 67 is arranged which introduces the lubricating oil from the first oil discharge passage 61 into the oil cooling passage 68 .
- an oil lead-out pipe 69 is arranged which leads out the oil from the oil cooling passage 68 into the oil pan 9 through the second oil discharge passage 62 .
- the oil introduction pipe 67 is connected to an oil inlet section at the upstream end of the oil cooling passage 68 of the first oil cooler 1 .
- the oil lead-out pipe 69 is connected to an oil outlet section at the downstream end of the oil cooling passage 68 of the first oil cooler 1 .
- inner fins improving the heat exchange performance may be installed in the oil cooling passage 68 .
- a coolant introduction pipe 77 is arranged which introduces the coolant from the third coolant supply passage 73 into the coolant circulation passage 78 .
- a coolant lead-out pipe 79 is arranged which leads out the coolant from the coolant circulation passage 78 to the upper head tank of the radiator 57 through the third coolant discharge passage 76 and the first coolant discharge passage 74 .
- the coolant introduction pipe 77 is connected to the coolant inlet section at the upstream end of the coolant circulation passage 78 of the first oil cooler 1 .
- the coolant lead-out pipe 79 is connected to the coolant outlet section at the downstream end of the coolant circulation passage 78 of the first oil cooler 1 .
- inner fins improving the heat exchange performance may be installed in the coolant circulation passage 78 .
- the first oil cooler 1 is configured to cool the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of the oil cooler 1 , and the coolant flows from the other side to one side of the first oil cooler 1 .
- the inside temperature of the bearing storage chamber 48 of the turbocharger T is comparatively high, the lubricating oil is liable to become a mist form. Also, when the particle size of the mist becomes small, the surface area increases and the reaction with oxygen becomes quick, and therefore deterioration of the lubricating oil is promoted. Accordingly, it is necessary to cool and liquefy the oil mist to separate from the air.
- the oil mist separator 2 for separating the oil mist and the air is installed.
- the oil mist separator 2 because the lubricating oil returns into the oil pan 9 after liquefied by the oil mist separator 2 , the oil-deterioration-suppressing effect can be secured.
- the oil cooler 1 includes the oil cooling passage 68 , the coolant circulation passage 78 and the oil mist separator 2 .
- the oil cooling passage 68 is connected between the first and second oil discharge passages 61 , 62 .
- the lubricating oil is cooled by utilizing the coolant introduced from the third coolant supply passage 73 into the coolant circulation passage 78 .
- the oil mist separator 2 captures the oil mist in the oil cooling passage 68 .
- the oil mist separator 2 has an oil mist filter 83 that gathers and liquefies the oil mist in the air, and separates the oil mist (liquid component) and the air (gas component) from each other.
- the oil mist separator 2 may have a plurality of collision plates 84 which project into the oil cooling passage 68 so as to thermally contact the lubricating oil which has lubricated the turbocharger T.
- These collision plates 84 are formed integrally on the inner peripheral surface of the inner pipe 81 .
- the collision plates 84 project from the inner wall surfaces of the inner pipe 81 to the oil cooling passage 68 .
- the collision plates 84 are disposed alternately along the flow direction of the lubricating oil.
- the oil mist separator 2 may have a plurality of collision plates 85 in addition to the collision plates 84 described above.
- the collision plates 85 projects from an outer wall surface of the inner pipe 81 to the coolant circulation passage 78 .
- collision plates 84 , 85 are mutually continuously connected to each other, and are formed integrally on the inner peripheral surface and the outer peripheral surface of the inner pipe 81 .
- the projecting ends of the collision plates 84 project into the oil cooling passage 68
- the projecting ends of the collision plates 85 project into the coolant circulation passage 78
- the heat received from the lubricating oil can be efficiently radiated to the coolant.
- the oil mist separator 2 installed in the inside of the oil cooler 1 may be the oil mist filter 83 or collision plates 84 , 85 .
- the oil pump 55 rotationally driven by the crankshaft 16 of the engine E operates to pump up the lubricating oil stored in the oil storage of the oil pan 9 .
- the lubricating oil discharged from the oil pump 55 is distributed and supplied to the turbocharger T and the engine E through the first oil supply passage 59 or the second oil supply passage 60 .
- the lubricating oil introduced into the oil introduction passage 52 is distributed by the oil distribution passage 53 to the intake bearing storage chamber and the exhaust bearing storage chamber of the bearing storage chamber 48 .
- the respective bearings 47 are lubricated by the lubricating oil supplied from the first oil supply passage 59 . Then, the lubricating oil is led out from the oil discharge port 54 into the first oil discharge passage 61 .
- the lubricating oil led out from the oil discharge port 54 flows through the first oil discharge passage 61 toward the oil cooling passage 68 of the oil cooler 1 .
- the lubricating oil is thereafter led out from the oil cooling passage 68 into the second oil discharge passage 62 .
- the lubricating oil led out from the oil cooler 1 flows through the second oil discharge passage 62 , and is returned into the oil storage chamber of the oil pan 9 of the engine E.
- the water pump 58 circulates the coolant cooled by the radiator 57 through the coolant circulation passage. Because the water pump 58 also operates during operation of the engine E, the coolant discharged from water pump 58 is circulated and supplied into the water jackets of the engine E through the first coolant supply passage 71 .
- the coolant introduced into the water jackets of the engine E cools the engine E (for example, the cylinder block 5 and the cylinder head 6 exposed to the combustion heat and exhaust heat). Then, the coolant is introduced into the first coolant discharge passage 74 . Further, the coolant flowing through the first coolant discharge passage 74 is introduced into the radiator 57 and the water pump 58 .
- the second coolant supply passage 72 branches from the first branch section 71 a in the middle of the first coolant supply passage 71 , and the second coolant discharge passage 75 joins the first coolant discharge passage 74 at the first joining section 74 a.
- the coolant introduced into the second coolant supply passage 72 passes through the second coolant supply passage 72 , and is circulated and supplied into the water jackets W 1 , W 2 of the turbocharger T for cooling the turbocharger T.
- the coolant introduced into the water jackets W 1 , W 2 of the turbocharger T cools the respective portions of the turbocharger T (for example, the housing 44 and the center housing 46 exposed to the exhaust heat), and is thereafter led out from the water jacket W 2 of the turbocharger T into the second coolant discharge passage 75 .
- the coolant led out from the turbocharger T passes through the second coolant discharge passage 75 and joins the coolant flowing through the first coolant discharge passage 74 at the first joining section 74 a .
- the coolant is thereafter introduced to the radiator 57 and the water pump 58 .
- the third coolant supply passage 73 branches from the second branch section 71 b of the first coolant supply passage 71 .
- the third coolant discharge passage 76 joins the first coolant discharge passage 74 at the second joining section 74 b.
- the coolant introduced from the first coolant supply passage 71 into the third coolant supply passage 73 passes through the third coolant supply passage 73 , and is circulated and supplied into the coolant circulation passage 78 of the first oil cooler 1 for cooling the lubricating oil which has lubricated the turbocharger T.
- the coolant introduced into the coolant circulation passage 78 of the oil cooler 1 cools the lubricating oil which circulates through the oil cooling passage 68 of the first oil cooler 1 , and is thereafter led out from the oil cooling passage 68 of the oil cooler 1 into the third coolant discharge passage 76 .
- the coolant led out from the coolant circulation passage 78 of the oil cooler 1 passes through the third coolant discharge passage 76 , and joins the coolant flowing through the first coolant discharge passage 74 at the second joining section 74 b . Thereafter, the coolant is introduced to the radiator 57 and the water pump 58 .
- the oil-deterioration-suppressing effect can be improved even with the coolant of a small amount.
- the coolant which has cooled the turbo supercharger is introduced from the second coolant supply passage to the oil cooler.
- the coolant introduced to the oil cooler 1 has not cooled the high temperature sections such as the housing 44 and the center housing 46 of the turbocharger T. Therefore, the coolant temperature becomes lower than that of conventional oil cooling systems.
- the oil cooler 1 is located downstream of the water pump 58 , even when the shape of the coolant circulation passage 78 of the first oil cooler 1 is made complicated with a large pressure loss, the pressure in the coolant circulation passage 78 of the first oil cooler 1 becomes positive pressure, so that no cavitation occurs.
- a complicated shape such as a fin shape can be employed.
- a more efficient oil cooler 1 can be achieved which cools the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of the oil cooler 1 , and the coolant flows from the other side to one side of the oil cooler 1 .
- the temperature of the coolant circulated and supplied to the coolant circulation passage 78 of the oil cooler 1 can be lowered, and the oil cooler 1 can have a structure having excellent cooling efficiency. Therefore, the temperature of the oil after lubricating supercharger can be lowered, and the coolant amount can be reduced.
- the first oil cooler 1 can be individually installed for cooling the lubricating oil after lubricating a supercharger. It is also possible to integrate the second oil cooler 56 and the first oil cooler 1 as shown in FIG. 2 so that increase of the number of pieces of components can be suppressed.
- FIG. 5 and FIG. 6 show an oil cooling system for a supercharged engine according to a second embodiment.
- the oil cooling system for a supercharged engine of the present embodiment is applied to a supercharged engine in which a turbocharger T is mounted on an engine E for a vehicle, and includes a supercharged engine lubricating device that circulates and supplies lubricating oil for lubricating the engine E and the turbocharger T.
- An engine cooling device circulates and supplies coolant to the engine E and the turbocharger T.
- the first oil cooler 1 cools the lubricating oil which has lubricated the supercharger by heat exchanging.
- the first to third intake passages 31 to 33 supply intake air passed through the air cleaner 4 into the combustion chambers through the intake compressor of the turbocharger T, the intercooler, the throttle valve 14 of the electronic throttle 13 , the surge tank, the intake manifold, and the intake port 11 of the cylinder head 6 .
- the fresh air passed through the air cleaner 4 is introduced from the fresh air introduction passage 34 to the crankcase 8 so as to ventilate the inside of the crank chamber 25 .
- the lubricating oil after lubricating supercharger becomes high temperature and reacts with oxygen in the fresh air. It is likely that deterioration of the lubricating oil may proceed.
- the crankcase ventilation system includes the fresh air introduction passage 34 branching from the first intake passage 31 that introduces the fresh air passed through the air cleaner 4 into the housing 42 of the intake compressor of the turbo supercharger T.
- This fresh air introduction passage 34 connects the air cleaner 4 to the valve gear chamber 27 of the engine E.
- valve gear chamber 27 is formed between the cylinder head 6 and the head cover 7 of the engine E.
- the intake valve gear mechanism opens/closes the intake valves 18 of the respective cylinders.
- the exhaust valve gear mechanism opens/closes the exhaust valves 19 of the respective cylinders.
- the crankcase ventilation system includes the blow-by gas reduction passage 35 that connects the valve gear chamber 27 that communicates with the inside (the crank chamber 25 ) of the crankcase 8 through the connecting passage 26 to the intake passage (the third intake passage 33 ) on the downstream side of the throttle valve 14 of the electronic throttle 13 in the flow direction of the intake each other, and a check valve 36 that is installed in the middle of this negative pressure time blow-by gas reduction passage 35 and prevents back flow of the blow-by gas from the third intake passage 33 side toward the valve gear chamber 27 .
- the negative pressure time blow-by gas reduction passage 35 is a passage for recirculating the blow-by gas from the valve gear chamber 27 to the third intake passage 33 .
- crankcase ventilation system includes a second blow-by gas reduction passage 37 and the negative pressure generating device 38 .
- the negative pressure generating device 38 an electric pump, a mechanical pump, negative pressure of supercharger, and the like are utilized.
- blow-by gas is sucked from the valve gear chamber 27 through the blow-by gas reduction passage 35 . Then, the blow-by gas is discharged into the intake air that flows through the third intake passage 33 .
- the fresh air passed through the air cleaner 4 is led from the first intake passage 31 into the valve gear chamber 27 through the fresh air introduction passage 34 . Thereafter, the fresh air is led from the valve gear chamber 27 to the crank chamber 25 of the crankcase 8 through the connecting passage 26 .
- the blow-by gas can be recirculated to the intake system of the engine E, and the fresh air passed through the air cleaner 4 can be introduced into the crank chamber 25 of the crankcase 8 to ventilate the crank chamber 25 .
- the negative pressure is generated in the second blow-by gas reduction passage 37 by operating the negative pressure generating device 38 .
- the check valve 36 is closed by the pressure difference between the front and back thereof.
- blow-by gas is sucked from the valve gear chamber 27 through the second blow-by gas reduction passage 37 by the negative pressure generated by the negative pressure generating device 38 . Then, the sucked blow-by gas is discharged into the intake air that flows through the first intake passage 31 .
- the fresh air passed through the air cleaner 4 is led from the first intake passage 31 into the valve gear chamber 27 through the fresh air introduction passage 34 . Then, the fresh air is led from the valve gear chamber 27 to the crank chamber 25 of the crankcase 8 through the connecting passage 26 .
- the blow-by gas can be recirculated to the intake system of the engine E, and the blow-by gas in the crank chamber 25 of the crankcase 8 can be ventilated.
- the blow-by gas reduction passage 37 is connected to the fresh air introduction passage 34 of the first intake passage 31 , the blow-by gas sucked from the second blow-by gas reduction passage 37 into the first intake passage 31 can be prevented from being mixed with the fresh air introduced from the first intake passage 31 to the fresh air introduction passage 34 .
- the references “ ⁇ ” show a case where the ventilation and the cooling of the lubricating oil are performed.
- the references “ ⁇ ” show a case where only the ventilation by negative pressure is performed.
- the references “ ⁇ ” shows a case where the ventilation by the negative pressure and the supercharging pressure is performed.
- the blow-by gas generated in the crankcase 8 can be recirculated to the intake passage of the engine E, and the clean fresh air passed through the air cleaner 4 can be introduced into the crankcase 8 to ventilate the crank chamber 25 .
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first embodiment.
- FIG. 7 shows an oil cooling system for a supercharged engine according to a third embodiment.
- a negative pressure generating device of the present embodiment includes an intake recirculation passage 39 , a flow rate control device 91 that adjusts the flow rate of the intake air circulating through the intake recirculation passage 39 , and an ejector 92 that generates negative pressure in the second blow-by gas reduction passage 37 .
- the intake recirculation passage 39 is arranged so as to return the intake air from the second intake passage 32 to the first intake passage 31 . Therefore, when the intake compressor starts supercharging and the pressure of the second intake passage 32 becomes positive pressure, a part of the intake air recirculates to the first intake passage 31 through the intake recirculation passage 39 .
- the negative pressure can be generated in the second blow-by gas reduction passage 37 by the ejector 92 .
- the magnitude of the generated negative pressure can be set optionally and the intake air amount of the engine E and the rotational speed of the turbocharger T can be controlled by the flow rate control device 91 .
- the blow-by gas generated in the crankcase 8 can be recirculated to the intake passage of the engine E.
- the fresh air passed through the air cleaner 4 can be introduced into the crankcase 8 to ventilate the crank chamber 25 .
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first and second embodiments.
- FIG. 8 to FIG. 10 show an oil cooling system for a supercharged engine according to a fourth embodiment.
- the oil cooling system for a supercharged engine of the present embodiment includes the first oil cooler 1 , an oil mist separator 3 disposed downstream of the first oil cooler 1 , an lubricating oil supply passage including the first oil supply passage 59 , an oil discharge passage including the first and second oil discharge passages 61 , 62 , a coolant supply passage including the third coolant supply passage 73 , and a coolant discharge passage including the third coolant discharge passage 76 .
- the first oil cooler 1 includes the inner pipe 81 defining the oil cooling passage 68 , and the outer pipe 82 defining the coolant circulation passage 78 between the outer periphery of the inner pipe 81 and the outer pipe.
- the oil introduction pipe is arranged which introduces the lubricating oil from the first oil discharge passage 61 into the oil cooling passage 68 .
- the oil lead-out pipe is arranged which leads out the oil from the oil cooling passage 68 to the second oil discharge passage 62 .
- inner fins improving the heat exchange performance may be installed inside the oil cooling passage 68 .
- the coolant introduction pipe 77 is arranged which introduces the coolant from the third coolant supply passage 73 into the coolant circulation passage 78 .
- a coolant lead-out pipe 79 is arranged which leads out the coolant from the coolant circulation passage 78 to the upper head tank of the radiator 57 through the third coolant discharge passage 76 and the first coolant discharge passage 74 .
- inner fins improving the heat exchange performance may be installed inside the coolant circulation passage 78 .
- the first oil cooler 1 is configured to cool the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of the oil cooler 1 , and the coolant flows from the other side to one side of the oil cooler 1 .
- the oil mist particle size enlarging effect in the inside of the crankcase 8 of the engine E shown in the graph of FIG. 9 can be utilized in addition to the effect of the oil mist filter 83 and the plurality of first and second collision plates 84 (refer to FIG. 3A , FIG. 3B , FIG. 4A and FIG. 4B ) similar to the first embodiment.
- the graph of FIG. 9 shows that the particle size of the oil mist is enlarged after the oil mist passes through the connecting passage 26 . It is considered that the oil mist with small particle size is adsorbed by the oil mist with comparatively large particle size that scatters in the connecting passage 26 .
- the particle size of the oil mist generated in the turbocharger T is enlarged, the surface area of the oil mist is reduced, the oil mist returns to the chain case 10 , and the oil-deterioration-suppressing effect can be secured without increasing the number of the components and the cost.
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to third embodiments.
- FIG. 11 shows an oil cooling system for a supercharged engine according to a fifth embodiment.
- the oil cooling system for a supercharged engine of the present embodiment includes the first oil cooler 1 , an oil supply passage including the first oil supply passage 59 , an oil discharge passage including the first and second oil discharge passages 61 , 62 , a coolant supply passage including the third coolant supply passage 73 , and a coolant discharge passage including the third coolant discharge passage 76 .
- the turbocharger T includes the intake impellor 41 , the housing 42 , the exhaust turbine (the impellor 43 , the housing 44 , the shaft 45 ), and the center housing 46 installed between the housings 42 , 44 .
- the water jackets W 1 , W 2 are formed in the housing 44 and the center housing 46 . In FIG. 11 , the water jacket W 1 is not shown.
- This center housing 46 By the center housing 46 , two bearings 47 are supported respectively.
- an oil supply section is arranged which supplies the lubricating oil from the oil pump 55 to the bearing storage chamber 48 .
- This oil supply section has the oil pouring port 51 , the oil introduction passage 52 , the oil distribution passage 53 , the oil discharge port 54 and the like.
- the oil cooler 1 includes the oil cooling passage 68 through which the lubricating oil from the first oil discharge passage 61 circulates, and the coolant circulation passage 78 through which the coolant of a low temperature from the third coolant supply passage 73 circulates.
- the oil cooler 1 heat-exchanges the lubricating oil that flows the oil cooling passage 68 with the coolant that flows through the coolant circulation passage 78 , so that the lubricating oil is cooled.
- an oil introduction section is arranged which introduces the lubricating oil from the first oil discharge passage 61 into the oil cooling passage 68 .
- an oil lead-out section is arranged which leads out the lubricating oil from the oil cooling passage 68 to the second oil discharge passage 62 .
- the oil cooling passage 68 is defined by a U-shaped heat transfer pipe 93 .
- the lubricating oil after lubricating supercharger stays inside a U-shape section 94 of the oil cooling passage 68 , and therefore a liquid seal section 95 is formed. Because the bearing storage chamber 48 and the first oil discharge passage 61 are shut off from the crank chamber 25 of the crankcase 8 by the liquid seal section 95 , it can be avoided that the fresh air introduced to the crankcase 8 enters the bearing storage chamber 48 and the lubricating oil after lubricating supercharger is oxidized and deteriorated in the bearing storage chamber 48 .
- the liquid seal section 95 also has the function of the oil mist separator 3 of the fourth embodiment.
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to fourth embodiments.
- FIG. 12 shows an oil cooling system for a supercharged engine according to a sixth embodiment.
- the downstream side end of the oil cooling passage 68 and the second oil discharge passage 62 of the first oil cooler 1 are connected to each other on the level lower than the oil surface (liquid surface level) of the oil stored in the oil pan 9 in the vertical direction (gravitational direction).
- a liquid seal section 96 that shuts off the bearing storage chamber 48 and the first oil discharge passage 61 from the crank chamber 25 is formed in the oil cooling passage 68 and the second oil discharge passage 62 , the effects of the fifth embodiment described above can be secured.
- This liquid seal section 96 has also the function of the oil mist separator 2 of the first embodiment.
- the lubricating oil after lubricating supercharger is mixed directly with the lubricating oil stored in the oil storage chamber of the oil pan 9 , the lubricating oil after lubricating supercharger is not exposed to the fresh air in the crank chamber 25 of the crankcase 8 , and the oil temperature of the lubricating oil after lubricating supercharger is equalized and lowered. As a result, a higher oil-deterioration-suppressing effect can be secured.
- the temperature of the lubricating oil inside the oil cooling passage 68 and the second oil discharge passage 62 can be lowered to the vicinity of the oil temperature or to the same oil temperature of the oil inside the oil storage chamber of the oil pan 9 .
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to fifth embodiments.
- FIG. 13 shows an oil cooling system for a supercharged engine according to a seventh embodiment.
- the oil cooling system is applied to an engine E having a first partition wall 97 and a second partition wall 98 .
- the oil cooling system has an oil supply passage including the first oil supply passage 59 , an oil discharge passage including the first and second oil discharge passages 61 , 62 , a coolant supply passage including the third coolant supply passage 73 , and a coolant discharge passage including the third coolant discharge passage 76 .
- the first partition wall 97 partitions the internal space of the engine E into the inside of the chain case 10 and the valve gear chamber 27 so that the inside of the chain case 10 and the valve gear chamber 27 do not communicate with each other.
- the upper end of this first partition wall 97 is hermetically in contact with the ceiling wall surface of the head cover 7 , and the lower end is hermetically in contact with the upper end surface of the cylinder head 6 .
- the second partition wall 98 partitions the internal space of the engine E into the inside of the chain case 10 and the inside (the crank chamber 25 ) of the crankcase 8 so that the inside of the chain case 10 and the inside of the crankcase 8 do not communicate with each other.
- a lower end 99 of the second partition wall 98 is disposed at a position below the oil surface (liquid surface level) of the lubricating oil stored in the oil storage chamber of the oil pan 9 in the vehicle vertical direction (gravitational direction), which is a position lower than the oil surface (liquid surface level) of the lubricating oil and above the bottom surface of the oil pan 9 in the vehicle vertical direction (gravitational direction).
- the gap between the lower end 99 of the second partition wall 98 and the bottom surface of the oil pan 9 opens, and the oil storage chamber on the left side in the drawing of the second partition wall 98 and the oil storage chamber on the right side (crank chamber side) in the drawing of the second partition wall 98 communicate with each other.
- the engine E includes a liquid seal section 100 that shuts off the communication state between the crank chamber 25 of the crankcase 8 , the valve gear chamber 27 and the inside of the chain case 10 by the lubricating oil inside the oil pan 9 .
- This liquid seal section 100 functions also as the oil mist separator 3 of the fourth embodiment.
- the liquid seal section 100 is formed which shuts off the inside (the crank chamber 25 ) of the crankcase 8 and the valve gear chamber 27 from the inside of the chain case 10 by the lubricating oil stored inside the oil storage chamber of the oil pan 9 , and oxidation and deterioration of the lubricating oil caused as the fresh air introduced to the inside of the crankcase 8 enters the bearing storage chamber 48 can be prevented. As a result, an oil-deterioration-suppressing effect can be secured.
- the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to sixth embodiments.
- turbocharger As the supercharger, a turbocharger (turbo supercharger) of an electric type (assist supercharge type), which drives the exhaust turbine and the intake compressor by utilizing the drive force of the electric motor, may be used. Further, as the supercharger, an electric type intake compressor and an engine drive type supercharger (mechanical supercharger) also may be used.
- a multi-plate layered type may be employed as the lubricating oil cooling device. Also, in the oil cooling passage formed between adjacent two metal formed plates, offset type corrugated fins may be inserted and arranged.
- lubricating oil cooler that cools the lubricating oil by utilizing the coolant with parallel flows in which the lubricating oil and the coolant flow from one side to the other side of the lubricating oil after lubricating supercharger cooler.
- a cyclone separator which generates a swirl flow in the inside and separates the liquid component and the gas component from the oil mist by centrifugal separation, may be employed.
- the chain cover becomes a belt cover or an engine cover.
- an intake valve gear mechanism that variably changes the valve timing of the intake valve 18 or an exhaust valve gear mechanism that variably changes the valve timing of the exhaust valve 19 in the inside of the valve gear chamber 27 .
- an intake valve gear mechanism that variably changes the valve timing of the intake valve 18 or an exhaust valve gear mechanism that variably changes the valve timing of the exhaust valve 19 in the inside of the valve gear chamber 27 .
- an exhaust valve gear mechanism that variably changes the valve timing of the exhaust valve 19 in the inside of the valve gear chamber 27 .
- a direct drive type but also a locker arm type valve gear mechanism may be employed.
- the oil cooler 1 may be connected to the downstream side in the flow direction of the coolant of the radiator such as a heat exchanger for heating (heat core) that heats air supplied into a cabin of the vehicle by the heat of the coolant.
- a heat exchanger for heating heat core
- first and second intake ports which are independently connected to one cylinder in the cylinder head of the internal combustion engine, and to install two first and second intake valves opening/closing the first and second intake port openings at the combustion chamber side end of these first and second intake ports.
- one or two intake cams which determine the opening/closing timing (valve timing) of the two first and second intake valves, are arranged.
- first and second exhaust ports which are independently connected to one cylinder in the cylinder head of the internal combustion engine, and to install two first and second exhaust valves opening/closing the first and second exhaust port openings at the combustion chamber side end of these first and second exhaust ports.
- one or two exhaust cams which determine the opening/closing timing (valve timing) of the two first and second exhaust valves, are arranged.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
Abstract
In an oil cooling system for a supercharged engine, coolant is introduced from a third coolant supply passage that branches from a first coolant supply passage into a coolant circulation passage of an oil cooler. The coolant has not cooled an engine and a turbocharger. By efficiently cooling lubricating oil (lubricating oil after lubricating supercharger) having lubricated the respective cooled portions of the turbocharger, oil-deterioration-suppressing effect can be improved even with the coolant of a small amount.
Description
- This application is based on Japanese Patent Application No. 2014-120416 filed on Jun. 11, 2014, the disclosure of which is incorporated herein by reference.
- The present invention relates to an oil cooling system for a supercharged engine which has a supercharger.
- It is known that a blow-by gas leaking out from a combustion chamber to a crankcase through a gap between a cylinder wall surface and an outer peripheral surface of a piston deteriorates the engine oil (lubricating oil) stored in an oil pan arranged lower than a crankcase.
- In order to suppress the oil deterioration, JP-2011-094557A shows a positive crankcase ventilation system in which a fresh air passed through an air cleaner is introduced into the crankcase at a time of supercharging, so as to ventilate the blow-by gas.
- JP-2000-199415A shows an oil cooling system for a supercharged engine, which includes an oil supply passage for supplying an lubricating oil from the engine to a supercharger, an oil drain passage for returning the lubricating oil from the supercharger to an oil pan, a first coolant passage for supplying the coolant to the supercharger, and a second coolant passage for discharging the coolant from the supercharger.
- In the oil cooling system for a supercharged engine shown in JP-2000-199415A, an oil drain passage where the lubricating oil which has already lubricated the supercharger flows and the second coolant passage where the coolant which has already cooled the supercharger flows are defined by metal pipes. These metal pipes are tightly connected to each other, and thereby the cooling device is constituted. Thus, because the lubricating oil which has lubricated the supercharger is cooled, deterioration of the lubricating oil is suppressed.
- However, in the positive crankcase ventilation system shown in JP-2011-094557A, when the operation state of the engine becomes a high load state, the temperature of the housing of the turbo supercharger rises due to the heat receiving from the exhaust gas. The temperature of the lubricating oil which has lubricated the lubricating portion of the turbo supercharger became comparatively high also due to the temperature rise of the housing. The excessively high temperature lubricating oil is easily oxidized and deteriorated.
- Further, when the fresh air is introduced into the crankcase, a deterioration of the lubricating oil is promoted by the fresh air.
- Although the suppression of lubricating oil deterioration is expected by combining the positive crankcase ventilation system shown in JP-2011-094557A and the oil cooling system shown in JP-2000-199415A, the coolant which has cooled the supercharger is introduced into the supercharger cooling device through the second coolant passage. In other words, the coolant flowing into the supercharger cooling device cools the lubricating oil which has lubricated the supercharger by the coolant. Therefore, the lubricating oil cooling effect was inferior, and the coolant of a large flow rate was required for cooling the lubricating oil so as to secure the oil-deterioration-suppressing effect.
- It is an object of the present disclosure to provide an oil cooling system for a supercharged engine capable of improving the oil-deterioration-suppressing effect even with the coolant of a small amount by utilizing a coolant which has not cooled an internal combustion engine or a supercharger, or a coolant which will not pass through the internal combustion engine or the supercharger.
- According to the oil cooling system of the present invention, the lubricating oil which has lubricated a supercharger is cooled by a coolant which has not cooled an internal combustion engine or a supercharger, or a coolant which will not pass the internal combustion engine or the super charger. Therefore, the oil-deterioration-suppressing effect can be improved even with the coolant of a small amount.
- The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description made with reference to the accompanying drawings. In the drawings:
-
FIG. 1 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (first embodiment); -
FIG. 2 is a configuration diagram showing a schematic configuration of the oil cooling system for a supercharged engine (first embodiment); -
FIG. 3A is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment); -
FIG. 3B is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment); -
FIG. 4A is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment); -
FIG. 4B is a schematic view showing a lubricating oil after lubricating supercharger cooler (first embodiment); -
FIG. 5 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (second embodiment); -
FIG. 6 is a graph showing a relation between the operation time of a supercharged engine and the oil deterioration degree (second embodiment); -
FIG. 7 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (third embodiment); -
FIG. 8 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (fourth embodiment); -
FIG. 9 is a graph showing a relation between the oil mist amount and the particle size (fourth embodiment); -
FIG. 10 is a configuration diagram showing a schematic configuration of a supercharged engine (fourth embodiment); -
FIG. 11 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (fifth embodiment); -
FIG. 12 is a configuration diagram showing a schematic configuration of an oil cooling system for a supercharged engine (sixth embodiment); and -
FIG. 13 is a configuration diagram showing a schematic configuration of a supercharged engine (seventh embodiment). - Embodiments of the present disclosure will be described in detail based on the drawings.
-
FIG. 1 andFIG. 2 show an oil cooling system for a supercharged engine to which an aspect of the present disclosure is applied.FIGS. 3A and 3B andFIGS. 4A and 4B show afirst oil cooler 1 which cools a lubricating oil which has lubricated a supercharger. Thefirst oil cooler 1 is incorporated into an oil cooling system for a supercharged engine. - The oil cooling system for a supercharged engine of the present embodiment is applied to a supercharged engine in which a turbocharger T is mounted on an internal combustion engine E. The oil cooling system is provided with an engine lubricating device, an engine cooling device, and the
first oil cooler 1. The engine lubricating device is a system that circulates and supplies a lubricating oil (engine oil) to the engine E and the turbocharger T. - The engine cooling device is a system that circulates and supplies a cooling liquid (engine coolant) cooling respective portions of the engine E and respective portions of the turbocharger T.
- The
first oil cooler 1 is a heat exchanger for cooling the lubricating oil of comparatively high temperature. The lubricating oil receives the exhaust heat from the turbocharger T. The engine coolant cools the lubricating oil in an oil cooling passage between an oil inlet and an oil outlet. - Also, if required, an
oil mist separator 2 is installed inside of the oil cooler 1 (refer toFIG. 3A ,FIG. 3B ,FIG. 4A andFIG. 4B ). Further, if required, anoil mist separator 3 is installed outside of the oil cooler 1 (refer toFIG. 8 ). - The engine E is an engine for an automobile. The engine E includes a plurality of cylinders #1-#4, and employs a multiple cylinder gasoline engine (in-line 4-cylinder engine) that generates output by thermal energy obtained by combusting air fuel mixture of clean air (fresh air) filtered by an air cleaner 4 (refer to
FIG. 5 ) and fuel injected from an injector in a combustion chamber. However, the engine E is not limited to a multiple cylinder gasoline engine, and a multiple cylinder diesel engine may be also applied. - Also, for the engine E, a 4-cycle engine is employed which repeats 4 strokes of an intake stroke, compression stroke, combustion (explosion) stroke, and exhaust stroke.
- The engine E includes a
cylinder block 5 in which a plurality of cylinders are defined in line, acylinder head 6 joined to the upper part of thecylinder block 5, and ahead cover 7 attached to the upper end of thecylinder head 6. Also, the engine E includes acrankcase 8 provided at a lower part of thecylinder block 5, anoil pan 9 integrally formed in the lower part of thecrankcase 8, and a chain case 10 (refer toFIG. 5 ,FIG. 10 andFIG. 13 ). Theoil pan 9 has an oil storage chamber which stores the lubricating oil therein. - In the
cylinder head 6 of the engine E,intake ports 11 andexhaust ports 12 communicating with combustion chambers of the respective cylinders are arranged (refer toFIG. 5 ). An intake manifold is connected to theintake ports 11 of the respective cylinders. Also, an exhaust manifold is connected to theexhaust ports 12 of the respective cylinders. An intake pipe defining an intake passage is connected to the intake manifold. Anair cleaner 4, an intake compressor of the turbocharger T, an intercooler, and anelectronic throttle 13 are provided in the intake pipe (refer toFIG. 5 ). - The intake manifold includes a surge tank that reduces the pressure fluctuation of the intake (supercharged intake) passed through a
throttle valve 14 of theelectronic throttle 13, and a plurality of intake branch pipes (refer toFIG. 5 ). - In the plurality of intake branch pipes, a plurality of intake branch passages communicating with the
intake ports 11 of the respective cylinders are defined. Also, these intake branch passages are branched to the respective cylinders at each intake branching section arranged upstream end of the intake manifold. - An exhaust pipe defining an exhaust passage is connected to a downstream end of the exhaust manifold. In the exhaust pipe, an exhaust turbine of the turbocharger T, an exhaust purifying device (catalyst), a muffler and the like are installed.
- The exhaust manifold includes a plurality of exhaust branch pipes and an exhaust confluent section arranged downstream end of these exhaust branch pipes.
- Each branch pipe defines an exhaust branch passages communicating with the
intake ports 11 of the respective cylinders. Also, in the downstream section of the exhaust manifold, the exhaust confluent section that gathers the exhaust gas respectively discharged from the respective cylinders is arranged. - Four combustion chambers (cylinder bores) are formed in the
cylinder block 5. Inside the respective cylinder bores,pistons 17 connected to acrankshaft 16 through connectingrods 15. In thecylinder block 5 and thecylinder head 6, water jackets (not illustrated) through which the coolant cooling respective cooled portions of the engine E circulates are arranged. - In the
cylinder head 6, at least oneintake ports 11 independently connecting with the combustion chamber of one cylinder are arranged. At theintake ports 11 of the respective cylinders,intake valves 18 that respectively open/close the intake port openings of the respective cylinders are installed. - Also, in the
cylinder head 6, at least oneexhaust ports 12 that independently connect with the combustion chamber of one cylinder are arranged. At theexhaust ports 12 of the respective cylinders,exhaust valves 19 that respectively open/close exhaust port openings of the respective cylinders are installed. - The
intake valves 18 are configured so that the opening/closing motion thereof is controlled byintake cams 22 arranged on anintake camshaft 21 rotatably supported on thecylinder head 6 corresponding to theintake valves 18 of the respective cylinders (refer toFIG. 5 ). - On the other hand, the
exhaust valves 19 are configured so that the opening/closing motion thereof is controlled byexhaust cams 24 arranged on anexhaust camshaft 23 rotatably supported on thecylinder head 6 corresponding to theexhaust valves 19 of the respective cylinders (refer toFIG. 5 ). - The intake and
exhaust camshafts crankshaft 16 of the engine E. These intake andexhaust camshafts crankshaft 16 so as to rotate once as thecrankshaft 16 rotates twice. - Also, to the
cylinder head 6, a plurality of spark plugs igniting the air fuel mixture having flown into the combustion chambers of the respective cylinders and a plurality of injectors (fuel injection valves of an in-port injecting type) injecting the fuel to theintake ports 11 of the respective cylinders are attached. Further, in the case of an injector (fuel injection valve) of an in-cylinder directly injecting type, fuel is injected to the intake having flown into the combustion chambers of the respective cylinders. - The intercooler is a heat exchanger for cooling supercharged intake air (supercharged air, compressed air) with the coolant (or cooling air) which is a cooling medium and cools the supercharged intake. The outlet end of the intercooler is connected to the throttle body of the
electronic throttle 13 through the intake pipe. - Also, as the respective cooled portions of the turbocharger T, the cooler core (heat exchanging section) or the heat exchanger tube of the intercooler may also be used.
- The
electronic throttle 13 includes a throttle body that constitutes a part of the intake pipe, athrottle valve 14 rotatably stored in the inside of the throttle body and adjusting (regulating) the flow rate of the intake fed from the intake compressor to the respective cylinders of the engine E, an electric actuator (not illustrated) opening/closing thethrottle valve 14, and a throttle opening sensor (not illustrated) outputting a signal corresponding to the opening of the throttle valve 14 (throttle opening) to an engine control device (electronic control unit: ECU). - Also, the electric actuator has a throttle motor (electric motor) generating the power torque to rotationally drive the
throttle valve 14 when electric power is received, a speed reducing mechanism reducing the speed of rotation of an output shaft of the throttle motor and transmitting the same to a rotary shaft of thethrottle valve 14, and the like. - In the engine E, a blow-by gas ventilation device is arranged which recirculates the blow-by gas to the intake passage of the engine E. The blow-by gas flows out into the
crankcase 8 from the gap between the cylinder wall surface of thecylinder block 5 and the outer peripheral surface of thepiston 17. - The blow-by gas ventilation device is configured to draw out the blow-by gas generated in the inside (crank chamber 25) of the
crankcase 8, to recirculate the same to the intake passage of the engine E, to re-combust the same in the respective cylinders of the engine E, to introduce fresh air filtered by theair cleaner 4 to thecrankcase 8, and to ventilate the inside of thecrank chamber 25. - The intake passage of the engine E includes a
first intake passage 31 introducing the intake air passed through theair cleaner 4 to the intake compressor of the turbocharger T, asecond intake passage 32 introducing the intake air compressed by the intake compressor to thethrottle valve 14 of theelectronic throttle 13, and athird intake passage 33 supplying the intake air of which flow rate is adjusted by thethrottle valve 14 to the respective cylinders and theintake ports 11 of the engine E (refer toFIG. 5 ). - The
first intake passage 31 communicates with the outside (atmospheric air) through an outside air introduction port of theair cleaner 4. - The
second intake passage 32 communicates with thefirst intake passage 31 through the intake passage inside the intake compressor of the turbocharger T. - The
third intake passage 33 communicates with thesecond intake passage 32 through the intake passage (throttle bore) inside the throttle body of theelectronic throttle 13. - The blow-by gas ventilation device includes a fresh
air introduction passage 34 and a blow-bygas reduction passage 35 for preventing sucking-up of the lubricating oil (refer toFIG. 5 ). - The fresh
air introduction passage 34 connects the first intake passage 31) and avalve gear chamber 27. Thevalve gear chamber 27 is defined between thecylinder head 6 and thehead cover 7 and communicates with thecrank chamber 25 through a connecting passage 26 (refer toFIG. 5 ). - The blow-by
gas reduction passage 35 connects thecrank chamber 25 to thethird intake passage 33. - The turbocharger T includes the intake compressor (an
impellor 41, a housing 42) arranged in the middle of the intake pipe through which the intake flows from theair cleaner 4 to the throttle body and the surge tank of the intake manifold, and an exhaust turbine (animpellor 43, ahousing 44, a shaft 45) arranged in the middle of the exhaust pipe through which the exhaust flows from the exhaust gathering section of the exhaust manifold to the catalyst. In the turbocharger T, acenter housing 46 is installed between thehousing 42 of the intake compressor and thehousing 44 of the exhaust turbine. - When the
impellor 43 is rotationally driven by exhaust energy (exhaust pressure), theshaft 45 and theimpellor 41 also rotate, and theimpellor 41 compresses the intake air and feeds the same into the combustion chambers of the engine E. - The intake compressor includes the impellor (compressor impellor) 41 rotatable around the rotation axis of the
shaft 45, and the housing (compressor housing) 42 installed so as to surround the periphery of theimpellor 41. Thehousing 42 is formed of metal or synthetic resin. - The
housing 44 of the exhaust turbine and thecenter housing 46 are formed of a heat resistant metal (for example a heat resistant aluminum alloy, a heat resistant steel, and the like). Also, in thehousing 44 and thecenter housing 46, water jackets W1, W2 through which the coolant cooling the turbocharger T circulates are formed. - In the
center housing 46, first and second bearing holes extending in the rotation axis direction of theshaft 45 are formed. Inside these first and second bearing holes, first and secondradial bearings 47 are held respectively. - In the turbocharger T of the present embodiment, the
shaft 45 is rotatably supported by thebearings 47 in a bearingstorage chamber 48. Also, the bearingstorage chamber 48 is separated into an intake bearing storing chamber and an exhaust bearing storing chamber by a seal member. - In the
center housing 46, an oil supply section is arranged which supplies lubricating oil from an oil pump to the bearingstorage chamber 48. - The oil supply section includes an
oil pouring port 51, an oil introduction passage (oil supply passage) 52 to which the lubricating oil is introduced from theoil pouring port 51, an oil distribution passage (oil supply passage) 53 that distributes and supplies the lubricating oil from theoil introduction passage 52 to therespective bearings 47, and anoil discharge port 54 for discharging the lubricating oil from the bearingstorage chamber 48 toward theoil pan 9. - Next, the detail of an engine lubricating device of the present embodiment will be described briefly based on
FIG. 1 toFIG. 4 . - The engine lubricating device includes an oil circulation passage that circulates and supplies the lubricating oil stored in the
oil pan 9 to the turbocharger T and the engine E.An oil pump 55 generates a circulation flow of the lubricating oil in the oil circulation passage, and asecond oil cooler 56 for cooling the lubricating oil which has not lubricated the engine E by utilizing the coolant. - The
oil pump 55 is attached to thecylinder block 5 of the engine E. Thisoil pump 55 is rotationally driven synchronizing with the rotation of thecrankshaft 16 of the engine E, and forcibly circulates the lubricating oil into the oil circulation passage. Thisoil pump 55 sucks the lubricating oil stored in theoil pan 9, pressurizes the lubricating oil and discharges the same to the oil circulation passage side. - The
second oil cooler 56 is attached to thecylinder block 5 of the engine E. Thesecond oil cooler 56 includes an inner pipe and an outer pipe arranged so as to cover the outer periphery of the inner pipe. A coolant circulation passage is formed between the outer periphery of the inner pipe and the outer pipe. - At the upstream end of the inner pipe, an oil introduction pipe is arranged which introduces the lubricating oil from the engine E into the oil cooling passage. Also, at the downstream end of the inner pipe, an oil lead-out pipe is arranged which leads-out the lubricating oil from the oil cooling passage into the
oil pan 9. - At the upstream end of the outer pipe, a coolant introduction pipe is arranged which introduces the coolant from a
radiator 57 and awater pump 58 into the coolant circulation passage. Also, at the downstream end of the outer pipe, a coolant lead-out pipe is arranged which leads out the coolant from the coolant circulation passage to the engine E or theradiator 57. - Further, inner fins improving the heat exchange performance may be installed in the oil cooling passage or the coolant circulation passage.
- The
second oil cooler 56 is a heat exchanger for cooling lubricating oil which circulates through the oil circulation passage. - The
second oil cooler 56 cools the lubricating oil so that the lubricating oil temperature falls within a predetermined temperature range (for example 60-80° C.). Thus, by circulating and supplying the lubricating oil to the turbocharger T and the engine E, the lubricating portions of the turbocharger T and the lubricating portions of the engine E are effectively cooled and lubricated. - The oil circulation passage includes an oil supply passage that supplies the lubricating oil to the engine E and the turbocharger T, and an oil discharge passage that returns lubricating oil (lubricating oil after lubricating supercharger) having lubricated the respective lubricating portions of the turbocharger T and lubricating oil (lubricating oil after lubricating internal combustion engine) having lubricated the respective lubricating portions of the engine E to the inside of the oil storage chamber of the
oil pan 9 of the engine E. - The oil supply passage includes a first
oil supply passage 59 that supplies lubricating oil to the turbocharger T, a secondoil supply passage 60 that supplies lubricating oil to the engine E (refer toFIG. 1 andFIG. 2 ). - In the turbocharger T, the sliding section between the
shaft 45 and the twobearings 47 is lubricated. - Also, in the engine E, the sliding section between respective cylinder wall surfaces of the
cylinder block 5 and the outer peripheral surfaces of therespective pistons 17, the intake valve gear mechanism between theintake cam 22 and theintake valves 18, the exhaust valve gear mechanism between theexhaust cams 24 and the exhaust valves 19 (refer toFIG. 5 ) are lubricated. - The oil discharge passage includes a first
oil discharge passage 61 that leads the lubricating oil into the oil cooling passage of thefirst oil cooler 1, a secondoil discharge passage 62 that leads the lubricating oil into theoil pan 9, a thirdoil discharge passage 63 that leads lubricating oil into the oil cooling passage of thesecond oil cooler 56, a fourthoil discharge passage 64 that leads the lubricating oil into the oil pan 9 (refer toFIG. 1 andFIG. 2 ). - The first
oil discharge passage 61 is connected to the firstoil supply passage 59 through the turbocharger T. - The second
oil discharge passage 62 is connected to the firstoil discharge passage 61 through the oil cooling passage of thefirst oil cooler 1. - The third
oil discharge passage 63 is connected to the secondoil supply passage 60 through the engine E. - The fourth
oil discharge passage 64 is connected to the thirdoil discharge passage 63 through the oil cooling passage of thesecond oil cooler 56. - Next, the detail of the engine cooling device will be described briefly based on
FIG. 1 . - The engine cooling device includes the
radiator 57, a coolant circulation passage (circuit) that circulates and supplies the coolant to the engine E and the turbocharger T, and thewater pump 58 that generates a circulation flow of the coolant in the coolant circulation passage. - The engine E has portions exposed to the combustion heat and exhaust heat out of the
cylinder block 5 and thecylinder head 6. In the engine E, water jackets are arranged through which the coolant is circulated. The water jackets are arranged so as to surround the periphery of the cylinder bores of the respective cylinders and the periphery of theexhaust ports 12 of the respective cylinders. - Also, the turbocharger T has portions exposed to the exhaust heat out of the
housing 44 and thecenter housing 46. In the turbocharger T, water jackets W1, W2 are arranged through which the coolant cooling thehousing 44 and thecenter housing 46 are circulated. The water jackets W1, W2 are arranged so as to surround the periphery of the exhaust passage through which the exhaust gas circulates. - The
radiator 57 is a heat exchanger that cools the coolant sucked by thewater pump 58. - The
radiator 57 includes a plurality of tubes through which the coolant circulates, an upper head tank connected to the tubes and a lower head tank connected to the tubes. - The
radiator 57 cools the coolant circulating through the coolant circulation passage to a predetermined temperature range (for example 60-80° C.) by heat-exchanging. The coolant of the predetermined temperature range is circulated and supplied to the water jackets of the engine E, the water jackets W1, W2 of the turbocharger T and thefirst oil cooler 1. - The
water pump 58 is attached to thecylinder block 5 of the engine E. Thewater pump 58 is a coolant pump that generates a circulation flow of the coolant in the coolant circulation passage. Thewater pump 58 sucks the coolant cooled by theradiator 57, pressurizes the sucked coolant and feeds the same to the coolant circulation passage. - The coolant circulation passage includes a coolant supply passage that supplies the coolant discharged from the
water pump 58 to the engine E and the turbocharger T, and a coolant discharge passage that returns the coolant to the upper head tank of theradiator 57. - The coolant supply passage includes first and second coolant passages. The first coolant passage includes a first
coolant supply passage 71 that supplies the coolant from thewater pump 58 to the engine E, and a secondcoolant supply passage 72 that supplies the coolant from thewater pump 58 to the turbocharger T. The second coolant passage includes a thirdcoolant supply passage 73 that supplies the coolant from thewater pump 58 to thefirst oil cooler 1. - The first
coolant supply passage 71 connects thewater pump 58 to the engine E. - The second
coolant supply passage 72 branches from afirst branch section 71 a of the firstcoolant supply passage 71 and connects thefirst branch section 71 a to the turbocharger T. - The third
coolant supply passage 73 branches from asecond branch section 71 b of the firstcoolant supply passage 71 and connects thesecond branch section 71 b to the coolant circulation passage of thefirst oil cooler 1. The thirdcoolant supply passage 73 is separated from the secondcoolant supply passage 72, and is connected to the secondcoolant supply passage 72 in parallel. - The coolant discharge passage includes a first
coolant discharge passage 74 that returns the coolant from the engine E to the upper head tank of theradiator 57, a secondcoolant discharge passage 75 that returns the coolant from the turbocharger T to the upper head tank of theradiator 57, and a thirdcoolant discharge passage 76 that returns the coolant from the oil cooling passage of thefirst oil cooler 1 to the upper tank of theradiator 57. - The first
coolant discharge passage 74 is connected to the firstcoolant supply passage 71 through the engine E. - The second
coolant discharge passage 75 joins the firstcoolant discharge passage 74 at a first joiningsection 74 a located upstream of theradiator 57, and connects the turbocharger T to the first joiningsection 74 a. - The third
coolant discharge passage 76 joins the firstcoolant discharge passage 74 at a second joiningsection 74 b located upstream of theradiator 57 and downstream of the first joiningsection 74 a. The thirdcoolant discharge passage 76 connects the coolant circulation passage of thefirst oil cooler 1 to the second joiningsection 74 b. - The detail of the
first oil cooler 1 will be described based onFIG. 1 toFIG. 4B . - The
first oil cooler 1 is a heat exchanger for cooling the lubricating oil which has lubricated the turbocharger T by utilizing the coolant discharged from thewater pump 58. - The
first oil cooler 1 includes aninner pipe 81 defining anoil cooling passage 68, and anouter pipe 82 arranged around the outer peripheral of theinner pipe 81. Acoolant circulation passage 78 is defined between the outer periphery of theinner pipe 81 and theouter pipe 82. - At the upstream end of the
inner pipe 81, anoil introduction pipe 67 is arranged which introduces the lubricating oil from the firstoil discharge passage 61 into theoil cooling passage 68. Also, at the downstream end of theinner pipe 81, an oil lead-outpipe 69 is arranged which leads out the oil from theoil cooling passage 68 into theoil pan 9 through the secondoil discharge passage 62. - The
oil introduction pipe 67 is connected to an oil inlet section at the upstream end of theoil cooling passage 68 of thefirst oil cooler 1. Also, the oil lead-outpipe 69 is connected to an oil outlet section at the downstream end of theoil cooling passage 68 of thefirst oil cooler 1. - Further, inner fins improving the heat exchange performance may be installed in the
oil cooling passage 68. - At the upstream end of the
outer pipe 82, acoolant introduction pipe 77 is arranged which introduces the coolant from the thirdcoolant supply passage 73 into thecoolant circulation passage 78. Also, at the downstream end of theouter pipe 82, a coolant lead-outpipe 79 is arranged which leads out the coolant from thecoolant circulation passage 78 to the upper head tank of theradiator 57 through the thirdcoolant discharge passage 76 and the firstcoolant discharge passage 74. - The
coolant introduction pipe 77 is connected to the coolant inlet section at the upstream end of thecoolant circulation passage 78 of thefirst oil cooler 1. Also, the coolant lead-outpipe 79 is connected to the coolant outlet section at the downstream end of thecoolant circulation passage 78 of thefirst oil cooler 1. - Further, inner fins improving the heat exchange performance may be installed in the
coolant circulation passage 78. - Also, the
first oil cooler 1 is configured to cool the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of theoil cooler 1, and the coolant flows from the other side to one side of thefirst oil cooler 1. - While the engine is operated, particularly when the engine E is in a heavy load state, majority of the lubricating oil after lubricating turbocharger T becomes oil mist of a high temperature. The oil mist flows into the first
oil discharge passage 61. Since the oil mist is at a high temperature and in a state of having large surface area, oxidation and deterioration of the lubricating oil stored in theoil pan 9 are promoted when the oil mist returns into theoil pan 9 of the engine E. - More specifically, because the inside temperature of the bearing
storage chamber 48 of the turbocharger T is comparatively high, the lubricating oil is liable to become a mist form. Also, when the particle size of the mist becomes small, the surface area increases and the reaction with oxygen becomes quick, and therefore deterioration of the lubricating oil is promoted. Accordingly, it is necessary to cool and liquefy the oil mist to separate from the air. - Therefore, in the present embodiment, as shown in
FIG. 3A , in theoil cooling passage 68 inside of thefirst oil cooler 1, theoil mist separator 2 for separating the oil mist and the air is installed. Thus, in thefirst oil cooler 1 of the present embodiment, because the lubricating oil returns into theoil pan 9 after liquefied by theoil mist separator 2, the oil-deterioration-suppressing effect can be secured. - The
oil cooler 1 includes theoil cooling passage 68, thecoolant circulation passage 78 and theoil mist separator 2. Theoil cooling passage 68 is connected between the first and secondoil discharge passages coolant supply passage 73 into thecoolant circulation passage 78. Theoil mist separator 2 captures the oil mist in theoil cooling passage 68. - As shown in
FIG. 3B , theoil mist separator 2 has anoil mist filter 83 that gathers and liquefies the oil mist in the air, and separates the oil mist (liquid component) and the air (gas component) from each other. - Also, as shown in
FIG. 4A , theoil mist separator 2 may have a plurality ofcollision plates 84 which project into theoil cooling passage 68 so as to thermally contact the lubricating oil which has lubricated the turbocharger T. Thesecollision plates 84 are formed integrally on the inner peripheral surface of theinner pipe 81. Also, thecollision plates 84 project from the inner wall surfaces of theinner pipe 81 to theoil cooling passage 68. Thecollision plates 84 are disposed alternately along the flow direction of the lubricating oil. - Also, as shown in
FIG. 4B , theoil mist separator 2 may have a plurality ofcollision plates 85 in addition to thecollision plates 84 described above. Thecollision plates 85 projects from an outer wall surface of theinner pipe 81 to thecoolant circulation passage 78. - Also, the
collision plates inner pipe 81. - In this case, the projecting ends of the
collision plates 84 project into theoil cooling passage 68, the projecting ends of thecollision plates 85 project into thecoolant circulation passage 78, and therefore the heat received from the lubricating oil can be efficiently radiated to the coolant. Thus, an effect as the inner fins improving the heat exchange efficiency of the lubricating oil and coolant can be secured, and the lubricating oil after lubricating supercharger can be cooled more efficiently. - As described above, the
oil mist separator 2 installed in the inside of theoil cooler 1 may be theoil mist filter 83 orcollision plates oil discharge passages oil cooling passage 68 are not clogged with the lubricating oil, it is necessary to sufficiently reduce the pressure loss of the lubricating oil that circulates through the first and secondoil discharge passages oil cooling passage 68. - The operation of the oil cooling system of the present embodiment will be described based on
FIG. 1 . - When operation of the engine E is started, the
oil pump 55 rotationally driven by thecrankshaft 16 of the engine E operates to pump up the lubricating oil stored in the oil storage of theoil pan 9. - Then, the lubricating oil discharged from the
oil pump 55 is distributed and supplied to the turbocharger T and the engine E through the firstoil supply passage 59 or the secondoil supply passage 60. - The lubricating oil introduced into the
oil introduction passage 52 is distributed by theoil distribution passage 53 to the intake bearing storage chamber and the exhaust bearing storage chamber of the bearingstorage chamber 48. Therespective bearings 47 are lubricated by the lubricating oil supplied from the firstoil supply passage 59. Then, the lubricating oil is led out from theoil discharge port 54 into the firstoil discharge passage 61. - The lubricating oil led out from the
oil discharge port 54 flows through the firstoil discharge passage 61 toward theoil cooling passage 68 of theoil cooler 1. The lubricating oil is thereafter led out from theoil cooling passage 68 into the secondoil discharge passage 62. Then, the lubricating oil led out from theoil cooler 1 flows through the secondoil discharge passage 62, and is returned into the oil storage chamber of theoil pan 9 of the engine E. - The
water pump 58 circulates the coolant cooled by theradiator 57 through the coolant circulation passage. Because thewater pump 58 also operates during operation of the engine E, the coolant discharged fromwater pump 58 is circulated and supplied into the water jackets of the engine E through the firstcoolant supply passage 71. - Then, the coolant introduced into the water jackets of the engine E cools the engine E (for example, the
cylinder block 5 and thecylinder head 6 exposed to the combustion heat and exhaust heat). Then, the coolant is introduced into the firstcoolant discharge passage 74. Further, the coolant flowing through the firstcoolant discharge passage 74 is introduced into theradiator 57 and thewater pump 58. - The second
coolant supply passage 72 branches from thefirst branch section 71 a in the middle of the firstcoolant supply passage 71, and the secondcoolant discharge passage 75 joins the firstcoolant discharge passage 74 at the first joiningsection 74 a. - The coolant introduced into the second
coolant supply passage 72 passes through the secondcoolant supply passage 72, and is circulated and supplied into the water jackets W1, W2 of the turbocharger T for cooling the turbocharger T. - The coolant introduced into the water jackets W1, W2 of the turbocharger T cools the respective portions of the turbocharger T (for example, the
housing 44 and thecenter housing 46 exposed to the exhaust heat), and is thereafter led out from the water jacket W2 of the turbocharger T into the secondcoolant discharge passage 75. - The coolant led out from the turbocharger T passes through the second
coolant discharge passage 75 and joins the coolant flowing through the firstcoolant discharge passage 74 at the first joiningsection 74 a. The coolant is thereafter introduced to theradiator 57 and thewater pump 58. - The third
coolant supply passage 73 branches from thesecond branch section 71 b of the firstcoolant supply passage 71. The thirdcoolant discharge passage 76 joins the firstcoolant discharge passage 74 at the second joiningsection 74 b. - The coolant introduced from the first
coolant supply passage 71 into the thirdcoolant supply passage 73 passes through the thirdcoolant supply passage 73, and is circulated and supplied into thecoolant circulation passage 78 of thefirst oil cooler 1 for cooling the lubricating oil which has lubricated the turbocharger T. - The coolant introduced into the
coolant circulation passage 78 of theoil cooler 1 cools the lubricating oil which circulates through theoil cooling passage 68 of thefirst oil cooler 1, and is thereafter led out from theoil cooling passage 68 of theoil cooler 1 into the thirdcoolant discharge passage 76. - The coolant led out from the
coolant circulation passage 78 of theoil cooler 1 passes through the thirdcoolant discharge passage 76, and joins the coolant flowing through the firstcoolant discharge passage 74 at the second joiningsection 74 b. Thereafter, the coolant is introduced to theradiator 57 and thewater pump 58. - By efficiently cooling the lubricating oil which has lubricated the turbocharger T by utilizing the coolant which has not passed through the engine E and the turbocharger T, the oil-deterioration-suppressing effect can be improved even with the coolant of a small amount.
- In the oil cooling system shown in JP-2000-199415A, it is configured that the coolant which has cooled the turbo supercharger is introduced from the second coolant supply passage to the oil cooler. However, in the oil cooling system of the present embodiment, the coolant introduced to the
oil cooler 1 has not cooled the high temperature sections such as thehousing 44 and thecenter housing 46 of the turbocharger T. Therefore, the coolant temperature becomes lower than that of conventional oil cooling systems. - Also, because the
oil cooler 1 is located downstream of thewater pump 58, even when the shape of thecoolant circulation passage 78 of thefirst oil cooler 1 is made complicated with a large pressure loss, the pressure in thecoolant circulation passage 78 of thefirst oil cooler 1 becomes positive pressure, so that no cavitation occurs. Thus, a complicated shape such as a fin shape can be employed. - Furthermore, a more
efficient oil cooler 1 can be achieved which cools the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of theoil cooler 1, and the coolant flows from the other side to one side of theoil cooler 1. - As described above, in the oil cooling system for a supercharged engine of the present embodiment, the temperature of the coolant circulated and supplied to the
coolant circulation passage 78 of theoil cooler 1 can be lowered, and theoil cooler 1 can have a structure having excellent cooling efficiency. Therefore, the temperature of the oil after lubricating supercharger can be lowered, and the coolant amount can be reduced. - Also, the
first oil cooler 1 can be individually installed for cooling the lubricating oil after lubricating a supercharger. It is also possible to integrate thesecond oil cooler 56 and thefirst oil cooler 1 as shown inFIG. 2 so that increase of the number of pieces of components can be suppressed. - While the engine is operated, particularly when the engine operation condition is under a heavy load, majority of the lubricating oil after lubricating supercharger becomes oil mist of a high temperature by the heat of the exhaust gas. In the
first oil cooler 1 shown inFIGS. 3A to 4B , after the oil mist is liquefied by the oil mist separator, the lubricating oil is returned to theoil pan 9. Therefore the oil-deterioration-suppressing effect can be improved. -
FIG. 5 andFIG. 6 show an oil cooling system for a supercharged engine according to a second embodiment. - The reference signs same as those of the first embodiment show the same configuration or function, and description thereof will be omitted.
- The oil cooling system for a supercharged engine of the present embodiment is applied to a supercharged engine in which a turbocharger T is mounted on an engine E for a vehicle, and includes a supercharged engine lubricating device that circulates and supplies lubricating oil for lubricating the engine E and the turbocharger T. An engine cooling device circulates and supplies coolant to the engine E and the turbocharger T. The
first oil cooler 1 cools the lubricating oil which has lubricated the supercharger by heat exchanging. The first tothird intake passages 31 to 33 supply intake air passed through theair cleaner 4 into the combustion chambers through the intake compressor of the turbocharger T, the intercooler, thethrottle valve 14 of theelectronic throttle 13, the surge tank, the intake manifold, and theintake port 11 of thecylinder head 6. - Conventionally, for suppressing deterioration of lubricating oil, the fresh air passed through the
air cleaner 4 is introduced from the freshair introduction passage 34 to thecrankcase 8 so as to ventilate the inside of thecrank chamber 25. However, in the supercharged engine in which the turbo supercharger T is mounted on the engine E, the lubricating oil after lubricating supercharger becomes high temperature and reacts with oxygen in the fresh air. It is likely that deterioration of the lubricating oil may proceed. - Therefore, it is necessary to improve the lubricating oil-deterioration-suppressing effect by combining the first embodiment and a crankcase ventilation system.
- The crankcase ventilation system includes the fresh
air introduction passage 34 branching from thefirst intake passage 31 that introduces the fresh air passed through theair cleaner 4 into thehousing 42 of the intake compressor of the turbo supercharger T. This freshair introduction passage 34 connects theair cleaner 4 to thevalve gear chamber 27 of the engine E. - Also, the
valve gear chamber 27 is formed between thecylinder head 6 and thehead cover 7 of the engine E. The intake valve gear mechanism opens/closes theintake valves 18 of the respective cylinders. The exhaust valve gear mechanism opens/closes theexhaust valves 19 of the respective cylinders. - Also, the crankcase ventilation system includes the blow-by
gas reduction passage 35 that connects thevalve gear chamber 27 that communicates with the inside (the crank chamber 25) of thecrankcase 8 through the connectingpassage 26 to the intake passage (the third intake passage 33) on the downstream side of thethrottle valve 14 of theelectronic throttle 13 in the flow direction of the intake each other, and acheck valve 36 that is installed in the middle of this negative pressure time blow-bygas reduction passage 35 and prevents back flow of the blow-by gas from thethird intake passage 33 side toward thevalve gear chamber 27. - The negative pressure time blow-by
gas reduction passage 35 is a passage for recirculating the blow-by gas from thevalve gear chamber 27 to thethird intake passage 33. - Also, the crankcase ventilation system includes a second blow-by
gas reduction passage 37 and the negativepressure generating device 38. - In the present embodiment, as the negative
pressure generating device 38, an electric pump, a mechanical pump, negative pressure of supercharger, and the like are utilized. - When the engine E is operated in a low load state, the pressure of the
third intake passage 33 downstream of thethrottle valve 14 becomes negative pressure. At this time, thecheck valve 36 is opened by the pressure difference between the front and back thereof. - Thus, the blow-by gas is sucked from the
valve gear chamber 27 through the blow-bygas reduction passage 35. Then, the blow-by gas is discharged into the intake air that flows through thethird intake passage 33. - The fresh air passed through the
air cleaner 4 is led from thefirst intake passage 31 into thevalve gear chamber 27 through the freshair introduction passage 34. Thereafter, the fresh air is led from thevalve gear chamber 27 to the crankchamber 25 of thecrankcase 8 through the connectingpassage 26. Thus, the blow-by gas can be recirculated to the intake system of the engine E, and the fresh air passed through theair cleaner 4 can be introduced into thecrank chamber 25 of thecrankcase 8 to ventilate thecrank chamber 25. - Also, when the engine E is operated in a high load state and the pressure of the
third intake passage 33 becomes positive pressure, the negative pressure is generated in the second blow-bygas reduction passage 37 by operating the negativepressure generating device 38. At this time, thecheck valve 36 is closed by the pressure difference between the front and back thereof. - Thus, the blow-by gas is sucked from the
valve gear chamber 27 through the second blow-bygas reduction passage 37 by the negative pressure generated by the negativepressure generating device 38. Then, the sucked blow-by gas is discharged into the intake air that flows through thefirst intake passage 31. - The fresh air passed through the
air cleaner 4 is led from thefirst intake passage 31 into thevalve gear chamber 27 through the freshair introduction passage 34. Then, the fresh air is led from thevalve gear chamber 27 to the crankchamber 25 of thecrankcase 8 through the connectingpassage 26. Thus, the blow-by gas can be recirculated to the intake system of the engine E, and the blow-by gas in thecrank chamber 25 of thecrankcase 8 can be ventilated. - Also, since the
check valve 36 is in a closed state during the supercharging of the engine E, the back flow in the blow-bygas reduction passage 35 can be prevented. - Further, because the second blow-by
gas reduction passage 37 is connected to the freshair introduction passage 34 of thefirst intake passage 31, the blow-by gas sucked from the second blow-bygas reduction passage 37 into thefirst intake passage 31 can be prevented from being mixed with the fresh air introduced from thefirst intake passage 31 to the freshair introduction passage 34. - In
FIG. 6 , the references “▪” show a case where the ventilation and the cooling of the lubricating oil are performed. The references “⋄” show a case where only the ventilation by negative pressure is performed. The references “□” shows a case where the ventilation by the negative pressure and the supercharging pressure is performed. - Therefore, the blow-by gas generated in the
crankcase 8 can be recirculated to the intake passage of the engine E, and the clean fresh air passed through theair cleaner 4 can be introduced into thecrankcase 8 to ventilate thecrank chamber 25. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first embodiment.
-
FIG. 7 shows an oil cooling system for a supercharged engine according to a third embodiment. - The reference signs same as those of the first and second embodiments show a same configuration or function, and description thereof will be omitted.
- A negative pressure generating device of the present embodiment includes an
intake recirculation passage 39, a flowrate control device 91 that adjusts the flow rate of the intake air circulating through theintake recirculation passage 39, and anejector 92 that generates negative pressure in the second blow-bygas reduction passage 37. - As described above, in the negative pressure generating device of the present embodiment, the
intake recirculation passage 39 is arranged so as to return the intake air from thesecond intake passage 32 to thefirst intake passage 31. Therefore, when the intake compressor starts supercharging and the pressure of thesecond intake passage 32 becomes positive pressure, a part of the intake air recirculates to thefirst intake passage 31 through theintake recirculation passage 39. The negative pressure can be generated in the second blow-bygas reduction passage 37 by theejector 92. At this time, the magnitude of the generated negative pressure can be set optionally and the intake air amount of the engine E and the rotational speed of the turbocharger T can be controlled by the flowrate control device 91. - Therefore, similarly to the second embodiment, in both cases of the supercharging and the natural intake of the engine E, the blow-by gas generated in the
crankcase 8 can be recirculated to the intake passage of the engine E. The fresh air passed through theair cleaner 4 can be introduced into thecrankcase 8 to ventilate thecrank chamber 25. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first and second embodiments.
-
FIG. 8 toFIG. 10 show an oil cooling system for a supercharged engine according to a fourth embodiment. - The reference signs same as those of the first to third embodiments show the same configuration or function, and description thereof will be omitted.
- The oil cooling system for a supercharged engine of the present embodiment includes the
first oil cooler 1, anoil mist separator 3 disposed downstream of thefirst oil cooler 1, an lubricating oil supply passage including the firstoil supply passage 59, an oil discharge passage including the first and secondoil discharge passages coolant supply passage 73, and a coolant discharge passage including the thirdcoolant discharge passage 76. - The
first oil cooler 1 includes theinner pipe 81 defining theoil cooling passage 68, and theouter pipe 82 defining thecoolant circulation passage 78 between the outer periphery of theinner pipe 81 and the outer pipe. - At the upstream end of the
inner pipe 81, the oil introduction pipe is arranged which introduces the lubricating oil from the firstoil discharge passage 61 into theoil cooling passage 68. Also, at the downstream end of theinner pipe 81, the oil lead-out pipe is arranged which leads out the oil from theoil cooling passage 68 to the secondoil discharge passage 62. Further, inner fins improving the heat exchange performance may be installed inside theoil cooling passage 68. - At the upstream end of the
outer pipe 82, thecoolant introduction pipe 77 is arranged which introduces the coolant from the thirdcoolant supply passage 73 into thecoolant circulation passage 78. Also, at the downstream end of theouter pipe 82, a coolant lead-outpipe 79 is arranged which leads out the coolant from thecoolant circulation passage 78 to the upper head tank of theradiator 57 through the thirdcoolant discharge passage 76 and the firstcoolant discharge passage 74. Further, inner fins improving the heat exchange performance may be installed inside thecoolant circulation passage 78. - Also, the
first oil cooler 1 is configured to cool the lubricating oil utilizing the coolant by a convectional flow in which the lubricating oil flows from one side to the other side of theoil cooler 1, and the coolant flows from the other side to one side of theoil cooler 1. - Even when the
oil mist separator 3 is installed in the middle of the secondoil discharge passage 62 as shown inFIG. 8 , its effect is exerted. In this case, the oil mist particle size enlarging effect in the inside of thecrankcase 8 of the engine E shown in the graph ofFIG. 9 can be utilized in addition to the effect of theoil mist filter 83 and the plurality of first and second collision plates 84 (refer toFIG. 3A ,FIG. 3B ,FIG. 4A andFIG. 4B ) similar to the first embodiment. The graph ofFIG. 9 shows that the particle size of the oil mist is enlarged after the oil mist passes through the connectingpassage 26. It is considered that the oil mist with small particle size is adsorbed by the oil mist with comparatively large particle size that scatters in the connectingpassage 26. - By connecting the second
oil discharge passage 62 to thechain case 10 of the engine E as shown inFIG. 10 , the particle size of the oil mist generated in the turbocharger T is enlarged, the surface area of the oil mist is reduced, the oil mist returns to thechain case 10, and the oil-deterioration-suppressing effect can be secured without increasing the number of the components and the cost. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to third embodiments.
-
FIG. 11 shows an oil cooling system for a supercharged engine according to a fifth embodiment. - The oil cooling system for a supercharged engine of the present embodiment includes the
first oil cooler 1, an oil supply passage including the firstoil supply passage 59, an oil discharge passage including the first and secondoil discharge passages coolant supply passage 73, and a coolant discharge passage including the thirdcoolant discharge passage 76. - The turbocharger T includes the
intake impellor 41, thehousing 42, the exhaust turbine (theimpellor 43, thehousing 44, the shaft 45), and thecenter housing 46 installed between thehousings - The water jackets W1, W2 are formed in the
housing 44 and thecenter housing 46. InFIG. 11 , the water jacket W1 is not shown. - By the
center housing 46, twobearings 47 are supported respectively. In thiscenter housing 46, an oil supply section is arranged which supplies the lubricating oil from theoil pump 55 to the bearingstorage chamber 48. This oil supply section has theoil pouring port 51, theoil introduction passage 52, theoil distribution passage 53, theoil discharge port 54 and the like. - The
oil cooler 1 includes theoil cooling passage 68 through which the lubricating oil from the firstoil discharge passage 61 circulates, and thecoolant circulation passage 78 through which the coolant of a low temperature from the thirdcoolant supply passage 73 circulates. Theoil cooler 1 heat-exchanges the lubricating oil that flows theoil cooling passage 68 with the coolant that flows through thecoolant circulation passage 78, so that the lubricating oil is cooled. - At the upstream end of the
oil cooling passage 68, an oil introduction section is arranged which introduces the lubricating oil from the firstoil discharge passage 61 into theoil cooling passage 68. Also, at the downstream end of theoil cooling passage 68, an oil lead-out section is arranged which leads out the lubricating oil from theoil cooling passage 68 to the secondoil discharge passage 62. - Further, in the
first oil cooler 1, theoil cooling passage 68 is defined by a U-shapedheat transfer pipe 93. Thus, the lubricating oil after lubricating supercharger stays inside aU-shape section 94 of theoil cooling passage 68, and therefore aliquid seal section 95 is formed. Because the bearingstorage chamber 48 and the firstoil discharge passage 61 are shut off from thecrank chamber 25 of thecrankcase 8 by theliquid seal section 95, it can be avoided that the fresh air introduced to thecrankcase 8 enters the bearingstorage chamber 48 and the lubricating oil after lubricating supercharger is oxidized and deteriorated in the bearingstorage chamber 48. - Also, because it takes time for the lubricating oil staying inside the
U-shape section 94 of theoil cooling passage 68 before flowing out again from the downstream side of theliquid seal section 95, the lubricating oil is cooled during that time, and the temperature of the lubricating oil can be further lowered. Further, because the oil mist generated in the turbocharger T can be also trapped by theliquid seal section 95, theliquid seal section 95 also has the function of theoil mist separator 3 of the fourth embodiment. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to fourth embodiments.
-
FIG. 12 shows an oil cooling system for a supercharged engine according to a sixth embodiment. - In the oil cooling system for a supercharged engine of the present embodiment, the downstream side end of the
oil cooling passage 68 and the secondoil discharge passage 62 of thefirst oil cooler 1 are connected to each other on the level lower than the oil surface (liquid surface level) of the oil stored in theoil pan 9 in the vertical direction (gravitational direction). Thus, because aliquid seal section 96 that shuts off the bearingstorage chamber 48 and the firstoil discharge passage 61 from thecrank chamber 25 is formed in theoil cooling passage 68 and the secondoil discharge passage 62, the effects of the fifth embodiment described above can be secured. Thisliquid seal section 96 has also the function of theoil mist separator 2 of the first embodiment. - Further, because the lubricating oil after lubricating supercharger is mixed directly with the lubricating oil stored in the oil storage chamber of the
oil pan 9, the lubricating oil after lubricating supercharger is not exposed to the fresh air in thecrank chamber 25 of thecrankcase 8, and the oil temperature of the lubricating oil after lubricating supercharger is equalized and lowered. As a result, a higher oil-deterioration-suppressing effect can be secured. - More specifically, the temperature of the lubricating oil inside the
oil cooling passage 68 and the secondoil discharge passage 62 can be lowered to the vicinity of the oil temperature or to the same oil temperature of the oil inside the oil storage chamber of theoil pan 9. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to fifth embodiments.
-
FIG. 13 shows an oil cooling system for a supercharged engine according to a seventh embodiment. - In addition to the configuration of
FIG. 10 of the fourth embodiment, the oil cooling system is applied to an engine E having afirst partition wall 97 and asecond partition wall 98. The oil cooling system has an oil supply passage including the firstoil supply passage 59, an oil discharge passage including the first and secondoil discharge passages coolant supply passage 73, and a coolant discharge passage including the thirdcoolant discharge passage 76. - The
first partition wall 97 partitions the internal space of the engine E into the inside of thechain case 10 and thevalve gear chamber 27 so that the inside of thechain case 10 and thevalve gear chamber 27 do not communicate with each other. The upper end of thisfirst partition wall 97 is hermetically in contact with the ceiling wall surface of thehead cover 7, and the lower end is hermetically in contact with the upper end surface of thecylinder head 6. - The
second partition wall 98 partitions the internal space of the engine E into the inside of thechain case 10 and the inside (the crank chamber 25) of thecrankcase 8 so that the inside of thechain case 10 and the inside of thecrankcase 8 do not communicate with each other. - Further, a
lower end 99 of thesecond partition wall 98 is disposed at a position below the oil surface (liquid surface level) of the lubricating oil stored in the oil storage chamber of theoil pan 9 in the vehicle vertical direction (gravitational direction), which is a position lower than the oil surface (liquid surface level) of the lubricating oil and above the bottom surface of theoil pan 9 in the vehicle vertical direction (gravitational direction). Thus, the gap between thelower end 99 of thesecond partition wall 98 and the bottom surface of theoil pan 9 opens, and the oil storage chamber on the left side in the drawing of thesecond partition wall 98 and the oil storage chamber on the right side (crank chamber side) in the drawing of thesecond partition wall 98 communicate with each other. - Also, the engine E includes a
liquid seal section 100 that shuts off the communication state between thecrank chamber 25 of thecrankcase 8, thevalve gear chamber 27 and the inside of thechain case 10 by the lubricating oil inside theoil pan 9. Thisliquid seal section 100 functions also as theoil mist separator 3 of the fourth embodiment. - With the configuration described above, the
liquid seal section 100 is formed which shuts off the inside (the crank chamber 25) of thecrankcase 8 and thevalve gear chamber 27 from the inside of thechain case 10 by the lubricating oil stored inside the oil storage chamber of theoil pan 9, and oxidation and deterioration of the lubricating oil caused as the fresh air introduced to the inside of thecrankcase 8 enters the bearingstorage chamber 48 can be prevented. As a result, an oil-deterioration-suppressing effect can be secured. - As described above, the oil cooling system for a supercharged engine of the present embodiment exerts effects similar to those of the first to sixth embodiments.
- As the supercharger, a turbocharger (turbo supercharger) of an electric type (assist supercharge type), which drives the exhaust turbine and the intake compressor by utilizing the drive force of the electric motor, may be used. Further, as the supercharger, an electric type intake compressor and an engine drive type supercharger (mechanical supercharger) also may be used.
- As the lubricating oil cooling device, a multi-plate layered type may be employed. Also, in the oil cooling passage formed between adjacent two metal formed plates, offset type corrugated fins may be inserted and arranged.
- Further, it is also possible to employ an lubricating oil cooler that cools the lubricating oil by utilizing the coolant with parallel flows in which the lubricating oil and the coolant flow from one side to the other side of the lubricating oil after lubricating supercharger cooler.
- As the
oil mist separator - It is also possible to employ a timing belt and belt pulleys which drive and connect the
crankshaft 16 and the intake andexhaust cam shafts - It is also possible to store (accommodate) an intake valve gear mechanism that variably changes the valve timing of the
intake valve 18 or an exhaust valve gear mechanism that variably changes the valve timing of theexhaust valve 19 in the inside of thevalve gear chamber 27. Further, not only a direct drive type but also a locker arm type valve gear mechanism may be employed. - The
oil cooler 1 may be connected to the downstream side in the flow direction of the coolant of the radiator such as a heat exchanger for heating (heat core) that heats air supplied into a cabin of the vehicle by the heat of the coolant. - It is also possible to arrange two first and second intake ports which are independently connected to one cylinder in the cylinder head of the internal combustion engine, and to install two first and second intake valves opening/closing the first and second intake port openings at the combustion chamber side end of these first and second intake ports.
- In this case, on the
intake cam shaft 21, one or two intake cams, which determine the opening/closing timing (valve timing) of the two first and second intake valves, are arranged. - It is also possible to arrange two first and second exhaust ports which are independently connected to one cylinder in the cylinder head of the internal combustion engine, and to install two first and second exhaust valves opening/closing the first and second exhaust port openings at the combustion chamber side end of these first and second exhaust ports.
- In this case, on the
exhaust cam shaft 23, one or two exhaust cams, which determine the opening/closing timing (valve timing) of the two first and second exhaust valves, are arranged.
Claims (14)
1. An oil cooling system for a supercharged engine in which a supercharger is mounted on an internal combustion engine, comprising:
an oil supply passage that supplies lubricating oil to the supercharger;
an oil discharge passage that returns the lubricating oil which has lubricated the supercharger to the inside of the internal combustion engine;
an oil cooling device that is installed in the oil discharge passage and cools the lubricating oil which has lubricated the supercharger by utilizing coolant;
a first coolant passage that supplies coolant at least to the supercharger; and
a second coolant passage that branches from the first coolant passage on the upstream side of the supercharger in the flow direction of the coolant, and supplies the coolant to the oil cooling device.
2. The oil cooling system for a supercharged engine according to claim 1 , wherein
the oil discharge passage comprises a first oil discharge passage that leads lubricating oil which has lubricated the supercharger to the oil cooling device, and a second oil discharge passage that leads the lubricating oil having been cooled in the inside of the oil cooling device to the inside of an oil pan formed in a crankcase of the internal combustion engine.
3. The oil cooling system for a supercharged engine according to claim 1 , further comprising:
a first intake passage that supplies intake air having passed through an air cleaner of the internal combustion engine to the supercharger;
a second intake passage that supplies the intake air having been compressed by the supercharger to a throttle valve of the internal combustion engine;
a third intake passage that supplies the intake air of which flow rate has been adjusted by the throttle valve to cylinders of the internal combustion engine;
a fresh air introduction passage that branches from the first intake passage and connects the air cleaner and a valve gear chamber of the internal combustion engine to each other;
a first blow-by gas reduction passage that connects the crankcase and the third intake passage;
a check valve that is arranged in the blow-by gas reduction passage and prevents back flow of blow-by gas that flows from the third intake passage to the crankcase;
a second blow-by gas reduction passage that connects is connected from any position communicating with the inside of the crankcase to the first intake passage on the downstream side of a branch position of the fresh air introduction passage; and
a negative pressure generating device that is installed in the second blow-by gas reduction passage and generates negative pressure in the second blow-by gas reduction passage.
4. The oil cooling system for a supercharged engine according to claim 3 , wherein,
the negative pressure generating device comprises:
an intake reduction passage that branches from the second intake passage is connected to the first intake passage for returning the intake air from the downstream side to the upstream side of the supercharger;
a flow rate control device that adjusts the flow rate of intake air circulating through the intake reduction passage; and
an ejector that generates negative pressure in the second blow-by gas reduction passage.
5. The oil cooling system for a supercharged engine according to claim 1 , wherein
the first coolant passage has a first coolant supply passage that supplies coolant to the internal combustion engine and a second coolant supply passage that branches from the first coolant supply passage and supplies the coolant to the supercharger; and
the second coolant passage has a third coolant supply passage that branches from the first coolant supply passage.
6. The oil cooling system for a supercharged engine according to claim 1 , wherein
the oil cooling device has an oil cooling passage which is connected to the oil discharge passage and through which lubricating oil cooled by utilizing coolant introduced from the third coolant passage circulates, and an oil mist separator that captures oil mist in the oil cooling passage.
7. The oil cooling system for a supercharged engine according to claim 6 , wherein
the oil mist separator has collision plates that project to the inside of the oil cooling passage so as to be thermally in contact with lubricating oil which has lubricated the supercharger.
8. The oil cooling system for a supercharged engine according to claim 6 , wherein
the oil mist separator has a coolant circulation passage through which the coolant cooling the lubricating oil circulating through the oil cooling passage circulates, and collision plates that project to the inside of the coolant circulation passage so as to be thermally in contact with the coolant circulating through the coolant circulation passage.
9. The oil cooling system for a supercharged engine according to claim 6 , wherein
the oil cooling device has an oil cooling passage which is connected to the oil discharge passage and through which lubricating oil cooled by utilizing coolant introduced from the third coolant passage circulates;
the oil discharge passage has a first oil discharge passage that leads lubricating oil having which has lubricated the supercharger into the oil cooling device, and a second oil discharge passage that leads the lubricating oil which has been cooled in the oil cooling device into an oil pan formed in a crankcase of the internal combustion engine; and
the engine has a liquid seal section that is arranged in at least one passage out of the oil cooling passage, the first oil discharge passage, and the second oil discharge passage and shuts off the communicating state between the supercharger and the inside of the crankcase by lubricating oil staying in the middle of the at least one passage.
10. The oil cooling system for a supercharged engine according to claim 9 , wherein
the liquid seal section is arranged with at least one passage out of the oil cooling passage, the first oil discharge passage, and the second oil discharge passage being U-shaped.
11. The oil cooling system for a supercharged engine according to claim 10 , wherein
the liquid seal section is arranged with the downstream end of the second oil discharge passage being connected to a position below the liquid surface of lubricating oil stored inside the oil pan.
12. The oil cooling system for a supercharged engine according to claim 1 , wherein
the oil discharge passage has a first oil discharge passage that leads lubricating oil having lubricated the supercharger into the oil cooling device, a second oil discharge passage that leads the lubricating oil having been cooled in the inside of the oil cooling device into an oil pan formed in a crankcase of the internal combustion engine, and an oil mist separator that is installed in the second oil discharge passage and captures oil mist in the second oil discharge passage.
13. The oil cooling system for a supercharged engine according to claim 12 , wherein
the oil cooling device has an oil cooling passage which is connected to the oil discharge passage and through which lubricating oil cooled by utilizing coolant introduced from the third coolant passage circulates, and an oil mist separator that captures oil mist in the oil cooling passage; and
the oil mist separator is configured so that the oil cooling passage or the second oil discharge passage communicates with a chain case of the internal combustion engine.
14. The oil cooling system for a supercharged engine according to claim 13 , wherein
the internal combustion engine has a first partition wall that partitions the internal space of the internal combustion engine into the chain case and the valve gear chamber, and a second partition wall that partitions the internal space of the internal combustion engine into the crankcase and the chain case;
the second partition wall has a lower end at a position below the liquid surface of lubricating oil in the oil pan; and
the internal combustion engine has a liquid seal section that shuts off the communicating state between the crankcase and the chain case by lubricating oil in the oil pan.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014120416A JP2016000963A (en) | 2014-06-11 | 2014-06-11 | Oil cooling system of engine with turbocharger |
JP2014-120416 | 2014-06-11 |
Publications (1)
Publication Number | Publication Date |
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US20150361839A1 true US20150361839A1 (en) | 2015-12-17 |
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ID=54706944
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US14/734,449 Abandoned US20150361839A1 (en) | 2014-06-11 | 2015-06-09 | Oil cooling system for supercharged engine |
Country Status (3)
Country | Link |
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US (1) | US20150361839A1 (en) |
JP (1) | JP2016000963A (en) |
DE (1) | DE102015109137A1 (en) |
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US20170114684A1 (en) * | 2015-10-27 | 2017-04-27 | Suzuki Motor Corporation | Engine lubrication structure and motorcycle |
US20170114707A1 (en) * | 2015-10-27 | 2017-04-27 | Suzuki Motor Corporation | Saddle-ridden type vehicle |
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US20180171863A1 (en) * | 2016-12-15 | 2018-06-21 | Deutz Aktiengesellschaft | Internal combustion engine |
US10267269B1 (en) * | 2013-12-09 | 2019-04-23 | High Output Technology, LLC | Venting method for engine crankcases |
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US11261780B2 (en) * | 2018-10-31 | 2022-03-01 | Kubota Corporation | Engine equipped with supercharger |
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JP3837947B2 (en) | 1998-12-29 | 2006-10-25 | スズキ株式会社 | Turbocharged engine |
JP5289276B2 (en) | 2009-09-30 | 2013-09-11 | 愛三工業株式会社 | Blow-by gas reduction device |
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2014
- 2014-06-11 JP JP2014120416A patent/JP2016000963A/en active Pending
-
2015
- 2015-06-09 US US14/734,449 patent/US20150361839A1/en not_active Abandoned
- 2015-06-10 DE DE102015109137.2A patent/DE102015109137A1/en not_active Withdrawn
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Also Published As
Publication number | Publication date |
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JP2016000963A (en) | 2016-01-07 |
DE102015109137A1 (en) | 2015-12-17 |
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