US20160237867A1

US20160237867A1 - Oil pan and engine assembly including the oil pan

Info

Publication number: US20160237867A1
Application number: US14/725,137
Authority: US
Inventors: Akram R. Zahdeh; Amrita R. Wadhwa; Richard A. Barkman; Constantin Puiu
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2015-02-12
Filing date: 2015-05-29
Publication date: 2016-08-18
Also published as: DE102016101858A1; CN105888767A

Abstract

An engine assembly includes an oil pan having an oil pan body. The oil pan body includes an inner pan surface defining a cavity configured to collect oil and an outer pan surface opposite the inner pan surface. The engine assembly further includes a heat exchanger disposed within the cavity. The heat exchanger is submerged in the oil collected in the cavity of the oil pan and can receive a heat transfer fluid in order to facilitate heat transfer between the oil in the cavity and the heat transfer fluid flowing through the heat exchanger.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 62/115,358, filed Feb. 12, 2015, which is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates to an oil pan and an engine assembly including the oil pan.

BACKGROUND

An oil pan can collect oil used to lubricate an internal combustion engine. During operation of the internal combustion engine, oil may circulate within the internal combustion engine to lubricate moving components of the internal combustion engine, dissipate thermal energy, and protect against wear of the internal combustion engine. After lubricating the moving parts of the engine, the oil is collected by the oil pan.

SUMMARY

To maximize fuel efficiency when an internal combustion engine is warming up, the oil in the oil pan should be heated to an optimum temperature as quickly as possible. When the oil is at its optimum temperature, fuel dilution in the oil can be minimized. In addition, the moisture in the oil can be minimized by maintaining the oil temperature at its optimum level, thereby maximizing the engine oil life. Accordingly, the presently disclosed engine assembly includes an oil pan capable of minimizing the time it takes to heat the oil when the internal combustion engine is warming up. In an embodiment, an engine assembly includes an oil pan having an oil pan body. The oil pan body includes an inner pan surface defining a cavity configured to collect oil and an outer pan surface opposite the inner pan surface. The engine assembly further includes a heat exchanger disposed within the cavity. The heat exchanger is submerged in the oil collected in the cavity of the oil pan and can receive a heat transfer fluid in order to facilitate heat transfer between the oil in the cavity and the heat transfer fluid flowing through the heat exchanger. It is contemplated that the heat exchanger may be positioned under the pump intake of an oil pump inside the cavity of the oil pan, thereby facilitating cooling or heating of the oil independently of the oil pump flowrate. Alternately, the pump pickup tube inlet may be located below the heat exchanger to maximize oil flow through the heat exchanger. Because the heat exchanger is disposed inside the cavity, the oil pan body can be wholly or partly made of a light weight material, such as a polymer, a composite material, or any suitable polymeric material. The present disclosure also relates to a vehicle including the engine assembly described above.
The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the teachings when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a vehicle including an engine assembly in accordance with an embodiment of the present disclosure, wherein the engine assembly includes an oil pan;

FIG. 2 is a schematic, perspective view of the oil pan shown in FIG. 1, wherein the oil pan includes a heat exchanger;

FIG. 3 is a schematic, top view of the oil pan of FIG. 2;

FIG. 4 is a schematic, perspective view of the oil pan without the heat exchanger; and

FIG. 5 is a schematic, cross-sectional view of the oil pan shown in FIG. 2, taken along section line 5-5 of FIG. 3.

DETAILED DESCRIPTION

Referring to the drawings, wherein like reference numbers correspond to like or similar components throughout the several figures, referring to FIGS. 1-5, a vehicle 10, such as a car, includes an engine assembly 12. The engine assembly 12 includes an internal combustion engine 14 configured to propel the vehicle 10. The internal combustion engine 14 employs oil O for lubrication, among other things. The engine assembly 12 further includes an oil pan 16 coupled to the internal combustion engine 14. As a consequence, oil O can flow between the internal combustion engine 14 and the oil pan 16. Specifically, the oil O used to lubricate the internal combustion engine 14 can flow to the oil pan 16. The oil pan 16 then collects the oil O. The engine assembly 12 further includes an oil pump 18 coupled to the oil pan 16. Consequently, the oil pump 18 can move the oil O from the oil pan 16 back to the internal combustion engine 14 as well as to other vehicle components. The oil pump 18 includes a pump intake 19, such as a channel, a pipe, or a conduit, configured to receive the oil O in the cavity 44. The pump intake 19 is in fluid communication with the cavity 44 (specifically the first compartment 54) in order to allow oil O to flow from the cavity 44 (specifically the first compartment 54) into the oil pump 18. The oil pump 18 is at least partially disposed inside the cavity 44.
To maximize fuel efficiency when the internal combustion engine 14 is warming up, the oil O in the oil pan 16 should be heated to an optimum temperature as quickly as possible. When the oil O is at its optimum temperature, fuel dilution in the oil can be minimized. Additionally, the moisture in the oil O can be minimized by maintaining the oil temperature at its optimum level, thereby maximizing the engine oil life. The oil pan 16 of the engine assembly 12 can minimize the time it takes to heat the oil O when the internal combustion engine 14 is warming up as discussed below.
The oil pan 16 is configured to hold the oil O and includes an oil pan body 36 having a plurality of walls 38. For example, in the depicted embodiment, the oil pan body 36 includes at least one sidewall 38 a defining the perimeter of the oil pan 16 and at least one bottom wall 38 b coupled to the sidewalls 38 a. The sidewalls 38 include a top wall portion 38 c. The oil pan body 36 defines an inner pan surface 40 and an outer pan surface 42 opposite the inner pan surface 40. The inner pan surface 40 defines the open cavity 44 configured, shaped, and sized to collect and hold the oil O. The oil pan body 36 may be wholly or partly made of a polymeric material, such as a polymeric composite material, in order to minimize costs. Alternatively, the oil pan body 36 may be wholly or partly made of a metallic material, such as a casted metal (e.g., cast iron) in order to enhance the structural integrity of the oil pan 16.
The oil pan 16 includes a dividing wall 53 coupled to at least one of the walls 38. For example, the dividing wall 53 can be coupled to the sidewall 38 a and/or the bottom wall 38 b. Regardless, the dividing wall 53 divides the cavity 44 into the first compartment 54 and a second compartment 56. The second compartment 56 is larger than the first compartment 54. In other words, the first compartment 54 has a volume (i.e., the first volume) that is less than the volume (i.e., the second volume) of the second compartment 56 in order to minimize the time it takes to warm up the oil O in the oil pan 16, because the oil O is first heated or cooled in the first compartment 54 as discussed in detail below. As a non-limiting example, the volume of the first compartment 54 may range between ¼ to ⅕ of the total volume of the cavity 44, whereas the volume of the second compartment 56 may range between ¾ and ⅘ of the total volume of the cavity 44. These volume ranges ensure that the oil O in the first compartment 54 is heated (or cooled) as quickly as possible, because the first compartment 54, which is the smaller compartment, is used to warm up the oil O. Warming up the oil O first in the first compartment 54 helps reduce friction in the internal combustion engine 14. Accordingly, the oil O should initially be directed to the first compartment 54.
The oil pan 16 further includes a drip pan 60 to direct the oil O stemming from other vehicle components, such as the internal combustion engine 14, into the first compartment 54. The drip pan 60 is coupled to the sidewall 38 a and is at least partly disposed within the cavity 44. Moreover, the drip pan 60 is obliquely angled relative to the sidewall 38 a and may extend along the entire length of the second compartment 56 in order to direct the oil O toward the first compartment 54. At least a portion of the drip pan 60 is disposed over the dividing wall 53. However, the drip pan 60 is spaced apart from the dividing wall 53 so as to define a gap G therebetween. Instead of (or in addition to) the drip pan 60, the oil pan 16 may include diverters to direct the oil O toward the first compartment 54. The gap G allows oil O to flow over the dividing wall 53 when the amount of oil O in either the first compartment 54 or the second compartment 56 reaches a certain level. The height of the sidewall 38 a (i.e., the first height H1) is greater than the height of the dividing wall 53 (i.e., the second height H2) in order to allow the oil pan 16 to hold the oil O even while the oil O is flowing over the dividing wall 53 through the gap G.
The oil pan 16 has a compartment opening 58, such as a thru-hole, extending through the dividing wall 53, and the engine assembly 12 includes a valve 62 coupled to the dividing wall 53 in order to open or close the compartment opening 58. Thus, the valve 62 is at least partly disposed within the compartment opening 58 and may be a flapper valve or any kind of valve suitable to block fluid flow (e.g., oil flow) between the first compartment 54 and the second compartment 56 via the compartment opening 58. Accordingly, the valve 62 can move between an open position and a closed position. When the valve 62 is in the open position, the first compartment 54 is in fluid communication with the second compartment 56 through compartment opening 58 and, therefore, the oil O can flow between the first compartment 54 and the second compartment 56 via the compartment opening 58. In the closed position, the valve 62 blocks fluid flow between the first compartment 54 and the second compartment 56.
The engine assembly 12 includes a heat exchanger 32 disposed within the first compartment 54. The heat exchanger 32 is placed directly under the pump intake 19 of the oil pump 18 in order to reduce heat losses to the atmosphere. Alternately, the pick-up tube may extend through the heat exchanger so that the pick-up tube inlet is below the heat exchanger to ensure all oil drawn into the pick-up tube has passed through the heat exchanger. This may be facilitated by a pick-up tube integrated with the heat exchanger and sealed to the pump when the oil pan is assembled to the engine. When the first compartment 54 is filled with oil O, the heat exchanger 32 may be submerged in the oil O. Because the heat exchanger 32 is disposed inside the cavity 44, the oil pan body 36 can be wholly or partly made of a light weight material, such as a polymer, a composite material, or any suitable polymeric material. Using a light weight material for the oil pan 16 enhances the fuel economy of the vehicle 10. The heat exchanger 32 is disposed closer to the bottom wall 38 b of the oil pan body 36 than to the top wall portion 38 c in order to facilitate heat transfer between the oil O in the cavity 44 and heat transfer fluid F flowing through the heat exchanger 32. Further, the heat exchanger 32 may include a plurality of tubes 64 extending through the first compartment 54. Each tube 64 is configured to carry the heat transfer fluid F. Accordingly, the heat transfer fluid F can flow through the tubes 64 of the heat exchanger 32 in order to facilitate heat transfer between the oil O in the first compartment 54 and the heat transfer fluid F flowing through the heat exchanger 32. The heat exchanger 32 further includes a bar 76 interconnecting the tubes 64. Fasteners 72 extend through the bar 76 and into the oil pan body 36 inside the cavity 44 in order to couple the heat exchanger 32 (and the tubes 64) to the oil pan body 36.
The heat exchanger 32 can be at least partially disposed between the oil pump 18 and the bottom wall 38 b in order to facilitate heat transfer between the heat transfer fluid F and the oil O. Specifically, the heat exchanger 32 can be placed directly under the pump intake 19 in order to facilitate heat transfer between the heat transfer fluid F flowing through the heat exchanger 32 and the oil O in the cavity 44 independently of the oil pump flowrate.
The oil pan 16 defines a wall opening 66 (FIG. 4) extending through the oil pan body 36. In the depicted embodiment, the wall opening 66 extends through one of the walls 38. For example, the wall opening 66 can extend through one of the sidewalls 38 a of the oil pan body 36. The wall opening 66 leads to the cavity 44 (e.g., the first compartment 54) and is configured, shaped, and sized to partially receive the heat exchanger 32. Accordingly, the heat exchanger 32 is partially disposed through the wall opening 66 and outside the cavity 44 of the oil pan body 36. In other words, a portion of the heat exchanger 32 extends through the wall opening 66. The oil pan 16 also includes a liquid-impermeable seal 68 coupled to the oil pan body 36 and disposed around the wall opening 66 in order to inhibit the mixture of the heat transfer fluid F flowing through the heat exchanger 32 and the oil O disposed in the cavity 44 of the oil pan 16. Specifically, the liquid-impermeable seal 68 at least partially surrounds the heat exchanger 32 (especially the portion of the heat exchanger 32 extending through the wall opening 66) in order to prevent the heat transfer fluid F from leaking into the cavity 44. The portion of the heat exchanger 32 disposed outside the cavity 44 is referred to as the outer exchanger portion 70 (FIG. 2). The liquid-impermeable seal 68 can be made of any suitable liquid-impermeable material, such as rubber. The outer exchanger portion 70 extends beyond the boundaries of the wall opening 66 in order to prevent leaks of heat transfer fluid F into the cavity 44 of the oil pan 16. A plurality of fasteners 72, such as screws or bolts, can extend through the outer exchanger portion 70 and the oil pan body 36 in order to couple the heat exchanger 32 to the oil pan body 36. The oil pan body 36 includes a plurality of holes 74 (FIG. 4) configured, shaped, and sized to receive the fasteners 72. The holes 74 are arranged around the wall opening 66, and each extends through the outer pan surface 42 and the inner pan surface 40.
Fasteners 72 can also extend through an inlet 46 and the outer exchanger portion 70 in order to couple the inlet 46 to the outer exchanger portion 70. Moreover, fasteners 72 can extend through an outlet 48 and the outer exchanger portion 70 in order to couple the outlet 48 to the outer exchanger portion 70. The inlet 46 is in fluid communication with the tubes 64. The outlet 48 is also in fluid communication with the tubes 64. At least a portion of the inlet 46 extends through the top wall portion 38 c of the oil pan body 36 in order to fix the inlet 46 relative to the oil pan body 36. At least a portion of the outlet 48 extends through the top wall portion 38 c of the oil pan body 36 in order to fix the outlet 48 relative to the oil pan body 36.
The engine assembly 12 further includes a heat transfer fluid source 22 capable of holding the heat transfer fluid F. The heat transfer fluid F can be any fluid (e.g., liquid) suitable for transferring heat. As a non-limiting example, the heat transfer fluid F may be a coolant, such as ethylene glycol. The fluid source 22 is in fluid communication with an input passageway 24 (e.g., conduit, tube, pipe, etc.). The input passageway 24 is outside the oil pan 16 and is fluidly coupled between the oil pan 16 and the fluid source 22. Accordingly, the heat transfer fluid F can flow from the fluid source 22 to the oil pan 16. A fluid transfer pump 26 is also coupled to the input passageway 24 in order to move the heat transfer fluid F from the fluid source 22 to the oil pan 16 through the input passageway 24.
The input passageway 24 is in thermal communication with a heat source 28. As a consequence, the heat source 28 can heat the heat transfer fluid F flowing through the input passageway 24. As non-limiting examples, the heat source 28 can be an exhaust manifold, an exhaust gas recirculation system, a turbocharger, an engine block, an engine head, or a combination thereof. Regardless of the kind of heat source 28 used, heat H can be transferred between the heat transfer fluid F flowing through the input passageway 24 and the heat source 28.
The input passageway 24 is in thermal communication with a cooling source 30. As a consequence, the cooling source 30 can cool the heat transfer fluid F flowing through the input passageway 24. As a non-limiting example, the cooling source 30 can be the cooling system of the vehicle 10. Irrespective of the kind of cooling source 30 used, heat H can be transferred between the heat transfer fluid F flowing through the input passageway 24 and the cooling source 30.
The inlet 46 of the heat exchanger 32 may be a pipe, tube or any suitable conduit, and is in fluid communication with the fluid source 22 through the input passageway 24. Therefore, the heat transfer fluid F can flow between the fluid source 22 and the heat exchanger 32. Further, the outlet 48 of the heat exchanger 32 may be a pipe, tube or any suitable conduit, and is in fluid communication with the output passageway 34. Thus, the heat transfer fluid F can flow from the heat exchanger 32 to an output passageway 34 after the heat has been transferred between the oil O in the first compartment 54 of the oil pan 16 and the heat transfer fluid F flowing through the heat exchanger 32. Because the oil O in the oil pan 16 can be cooled by exchanging heat from the heat transfer fluid F, the engine assembly 12 does not need an oil cooler. Thus, the engine assembly 12 (and therefore the vehicle 10) does not have an oil cooler for cooling the oil O in the oil pan 16. However, the second compartment 56 may also include a heat exchanger for cooling or heating the oil O.
The heat exchanger 32 is in fluid communication with the input passageway 24. Accordingly, the heat transfer fluid F can flow between the input passageway 24 and the heat exchanger 32. While flowing through the heat exchanger 32, heat can be transferred between the oil O in the first compartment 54 and the heat transfer fluid F flowing through the heat exchanger 32. The engine assembly 12 also includes the output passageway 34 (e.g., conduit, tube, pipe, etc.) outside the oil pan 16. The output passageway 34 is in fluid communication with the heat exchanger 32. Accordingly, the heat transfer fluid F can flow between the heat exchanger 32 and the output passageway 34 once heat has been transferred between the heat transfer fluid F flowing through the heat exchanger 32 and the oil O disposed in the oil pan 16. It is contemplated that the oil pan 16 may include one or more heat exchangers 32. Regardless of the quantity, the flowrate of the heat transfer fluid F flowing through the heat exchanger 32 can be adjusted by varying the power output of the fluid transfer pump 26 (i.e., the pump power).
The engine assembly 12 further includes a controller 50 in communication (e.g., electronic communication) with the fluid transfer pump 26. Accordingly, the controller 50 may alternatively be referred to as a thermal control module and can command the fluid transfer pump 26 to adjust its power output (i.e., pump power). The controller 50 may include hardware elements such as a processor (P), memory (M), circuitry including but not limited to a timer, oscillator, analog-to-digital (A/D) circuitry, digital-to-analog (D/A) circuitry, a digital signal processor, and any necessary input/output (I/O) devices and other signal conditioning and/or buffer circuitry. The memory (M) may include tangible, non-transitory memory such as read only memory (ROM), e.g., magnetic, solid-state/flash, and/or optical memory, as well as sufficient amounts of random access memory (RAM), electrically-erasable programmable read-only memory (EEPROM), and the like. The controller 50 can send a signal (i.e., the power command signal P_C) to the fluid transfer pump 26 in order to increase or decrease its pump power. In other words, the controller 50 is programmed to adjust the pump power of the fluid transfer pump 26 in order to adjust the flowrate of the heat transfer fluid F flowing through the heat exchanger 32.
The engine assembly 12 further includes a temperature sensor 52 in communication (e.g., electronic communication) with the controller 50. The temperature sensor 52 may be a thermocouple or any other sensor suitable for measuring the temperature of the oil O. In the depicted embodiment, the temperature sensor 52 is disposed inside the first compartment 54 and can therefore measure the temperature of the oil O in the first compartment 54. The controller 50 is programmed to receive a signal (i.e., the temperature signal T) from the temperature sensor 52, which is indicative of the temperature of the oil O in the first compartment 54.
The controller 50 is also in communication (e.g., electronic communication) with the valve 62. Accordingly, the controller 50 can command the valve 62 to move between the open and closed positions. Specifically, the controller 50 is programmed to send a signal (i.e., valve signal V) to the valve 62, thereby causing the valve 62 to move either to the open position or the closed position. For example, the controller 50 can be programmed to command the valve 62 to move from the closed position to the open position when the temperature of the oil O in the first compartment 54 is greater than a predetermined temperature (i.e., the first predetermined temperature). Further, the controller 50 can be programmed to command the fluid transfer pump 26 to adjust (e.g., increase) its pump power in order to adjust (e.g., increase) the flowrate of the heat transfer fluid F when the temperature of the oil O in the first compartment 54 is greater than another predetermined temperature (i.e., the second predetermined temperature). The second predetermined temperature may be greater than the first predetermined temperature.
Before starting the internal combustion engine 14, the oil level may be above the height of the dividing wall 53 (i.e., the second height H2). Thus, when the internal combustion engine 14 is off, the oil O can flow between the first compartment 54 and the second compartment 56 over the dividing wall 53. However, at this juncture, the valve 62 is in the closed position. Accordingly, the oil O cannot flow between the first compartment 54 and the second compartment 56 through the compartment opening 58. After the internal combustion engine 14 is started, the oil pump 18 moves some of the oil O out of the oil pan 16 and, therefore, the oil level decreases. At this point, the oil level does not reach the height of the dividing wall 53 (i.e., the second height H2). Because at this point the valve 62 is still in the closed position, the oil O does not flow between the first compartment 54 and the second compartment 56 (either over the dividing wall 53 or through the compartment opening 58).
As the internal combustion engine 14 keeps running, the heat transfer fluid F is heated or cooled before being introduced into the heat exchanger 32. To heat the heat transfer fluid F, heat can be transferred from the heat source 28 (e.g., exhaust manifold) to the heat transfer fluid F while the heat transfer fluid F is flowing through the input passageway 24 as discussed above. To cool the heat transfer fluid F, heat can be transferred from the heat transfer fluid F to the cooling source 30 while the heat transfer fluid F flows through the input passageway 24. The heated or cooled heat transfer fluid F is then introduced into the heat exchanger 32 while the oil O is in the first compartment 54 of the oil pan 16. At this juncture, the heat transfer fluid F flows through the heat exchanger 32 from the inlet 46 to the outlet 48. While the heat transfer fluid F flows through the heat exchanger 32, heat is transferred between the oil O disposed in the first compartment 54 of the oil pan 16 and the heat transfer fluid F flowing through the heat exchanger 32 in order to cool or warm up the oil O. Due to the heat transfer facilitated by the heat exchanger 32, the temperature of the oil O in the first compartment 54 eventually reaches its optimum temperature (i.e., the first predetermined temperature). Once the temperature sensor 52 detects that the oil O in the first compartment 14 has reached the optimum temperature (i.e., the first predetermined temperature), the controller 50 receives a signal (i.e., the temperature signal T) from the temperature sensor 52. Upon receipt of this temperature signal T, the controller 50 commands the valve 62 to move from the closed position to the open position. In response, the valve 62 moves from the closed position to the open position, thereby allowing the oil O to flow between the first compartment 54 and the second compartment 56 through the compartment opening 58. If the temperature of the oil O exceeds an optimum temperature range, the flowrate of the heat transfer fluid F may be increased to cool the oil O in the oil pan 16. For example, if the temperature of the oil O exceeds a maximum threshold temperature (i.e., the second predetermined temperature) as measured by the temperature sensor 52, then the controller 50 can command the fluid transfer pump 26 to increase its pump power in order to increase the flowrate of the heat transfer fluid F flowing through the heat exchanger 32. The increased flowrate of the heat transfer fluid F can help cool off the oil O in the oil pan 16 until the temperature of the oil O is less than the maximum threshold temperature (i.e., the second predetermined temperature).
While the best modes for carrying out the teachings have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the teachings within the scope of the appended claims.

Claims

1. An engine assembly, comprising:

an oil pan including an oil pan body, wherein the oil pan body includes:

an inner pan surface defining a cavity configured to collect oil;

an outer pan surface opposite the inner pan surface;

a heat exchanger disposed within the cavity, wherein the heat exchanger is configured to be submerged in the oil collected in the cavity of the oil pan; and

wherein the heat exchanger is configured to receive a heat transfer fluid in order to facilitate heat transfer between the oil in the cavity and the heat transfer fluid flowing through the heat exchanger.

2. The engine assembly of claim 1, wherein the oil pan body defines a wall opening extending therethrough, the wall opening partially receives the heat exchanger such that the heat exchanger is partially disposed outside the cavity.

3. The engine assembly of claim 2, wherein the oil pan body includes a sidewall, and the wall opening extends through the sidewall.

4. The engine assembly of claim 3, further comprising a liquid-impermeable seal coupled to the oil pan body, wherein the liquid-impermeable seal is disposed around the wall opening.

5. The engine assembly of claim 4, wherein the heat exchanger partly extends through the wall opening, and the liquid-impermeable seal at least partially surrounds the heat exchanger.

6. The engine assembly of claim 5, wherein the heat exchanger includes an outer exchanger portion disposed outside the cavity, and the engine assembly further includes a plurality of fasteners extending through the outer exchanger portion and the oil pan body in order to couple the heat exchanger to the oil pan body.

7. The engine assembly of claim 1, wherein the heat exchanger includes a plurality of tubes configured to receive the heat transfer fluid and a bar interconnecting the plurality of tubes.

8. The engine assembly of claim 7, further comprising a plurality of fasteners extending through the bar and into the oil pan body inside the cavity in order to couple the heat exchanger to the oil pan body.

9. The engine assembly of claim 7, further comprising an inlet in fluid communication with the plurality of tubes and an outlet in fluid communication with the plurality of tubes.

10. The engine assembly of claim 9, wherein the oil pan body includes a bottom wall, the sidewall includes a top wall portion opposite the bottom wall, and the heat exchanger is closer to the bottom wall than to the top wall portion.

11. The engine assembly of claim 10, wherein each of the inlet and outlet extends through the top wall portion.

12. The engine assembly of claim 10, further comprising an oil pump at least partially disposed inside the cavity, and the heat exchanger is at least partially disposed between the oil pump and the bottom wall of the oil pan body.

13. The engine assembly of claim 1, wherein the oil pan body is at least partly made of a polymeric material.

14. An oil pan, comprising:

an oil pan body defining a cavity configured to collect oil, wherein the oil pan body includes:

a sidewall;

a bottom wall coupled to the sidewall; and

a wall opening formed by the oil pan body and extending through the sidewall;

a heat exchanger at least partially disposed inside the cavity, wherein the heat exchanger at least partially extends through the wall opening; and

15. The oil pan of claim 14, further comprising a liquid-impermeable seal disposed around the wall opening.

16. The oil pan of claim 15, wherein the heat exchanger includes an outer exchanger portion disposed outside the cavity.

17. The oil pan of claim 16, further comprising a plurality of fasteners extending through the outer exchanger portion and the oil pan body in order to couple the heat exchanger to the oil pan body.

18. The oil pan of claim 14, wherein the oil pan body is at least partially made of a polymeric material.

19. A vehicle, comprising:

an oil pan including an oil pan body, wherein the oil pan body includes:

an inner pan surface defining a cavity collecting oil;

an outer pan surface opposite the inner pan surface;

a heat exchanger disposed within the cavity, wherein the heat exchanger is submerged in the oil collected in the cavity of the oil pan; and

20. The vehicle of claim 19, wherein the oil pan body defines a wall opening extending therethrough, and the wall opening partially receives the heat exchanger such that the heat exchanger is partially disposed outside the cavity.