WO2009071015A1

WO2009071015A1 - Piston cooling and lubricating device for engine

Info

Publication number: WO2009071015A1
Application number: PCT/CN2008/072897
Authority: WO
Inventors: Yuchun Zhang
Original assignee: Chery Automobile Co., Ltd.
Priority date: 2007-11-07
Filing date: 2008-10-31
Publication date: 2009-06-11
Also published as: CN101158299A; CN101158299B

Abstract

A piston cooling and lubricating device for engine includes a cylinder block (10) and main bushings (50) set in main bearing holes (40). The cylinder block (10) has a main bearing lubricating passage (20) which is communicated with a main oil passage (1). One end of the main bearing lubricating passage (20) opens to the main bearing hole (40). The main bushing (50) has two through holes, a first hole (51) and a second hole (52), along the thickness direction of the main bushing (50), and an oil slot (53) communicated said first hole (51) with said second hole (52). The first hole (51) is communicated with the main bearing lubricating passage (20). An orifice (30) is further included in the cylinder block (10). The first end of the orifice (30) is communicated with the second hole (52) and its second end is communicated with the cylinder bore of the cylinder block (10), so that lubricant can be jetted to the piston from the orifice (30). This cooling and lubricating device utilizes an orifice (30) other than a nozzle of a one-way valve to inject lubricant to the piston to realize cooling and lubrication.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention This application claims priority to Chinese Patent Application No. 200710135378.2, entitled "An Engine Cylinder Lubricating Oil Lane", filed on November 7, 2007, the entire disclosure of which is incorporated herein by reference. The content is incorporated herein by reference. Technical field

The present invention is in the field of engine technology and, in particular, relates to a forced cooling lubrication device for a supercharged engine piston. Background technique

Traditionally, naturally aspirated gasoline engine pistons rely on the crank linkage to splash the lubricating oil to meet the cooling and lubrication requirements without the need for separate forced cooling lubrication. With the development of technology, the engine uses various advanced technologies to improve engine performance. Among them, supercharging is one of the advanced technologies, which can make the engine lighter and improve the economy of the engine.

The advent of supercharging technology has led to a significant increase in the power of the engine, which has also led to a significant increase in the thermal load of the engine. If the cooling and lubrication of the piston does not take measures, a malfunction such as a pull cylinder will occur. The piston of a general supercharged engine is cooled and lubricated. The cooling oil hole is opened through the cylinder block, and then a nozzle with a check valve is installed. When the engine is operated under certain conditions and needs lubrication, the one-way valve opens to inject oil into the piston skirt. Cooling lubrication is achieved by removing the temperature of the piston surface by the lubricating oil.

However, when this nozzle with a check valve is installed, the machining of the cylinder block is complicated, the number of components is increased, and the manufacturing cost of the entire engine is increased. Summary of the invention

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine piston cooling and lubricating device which can realize piston cooling and lubrication of a supercharged engine without increasing the amount of machining of the cylinder block and reducing the number of parts.

In order to achieve the above object, the present invention provides an engine piston cooling and lubricating device, comprising a cylinder block having a main bearing lubricating oil passage communicating with a main oil passage, wherein one end of the main bearing lubricating oil passage is open to the main bearing a hole wall of the hole; the main bearing bush is mounted in the main bearing hole; the main bearing bush has a first hole and a second hole penetrating therethrough in the thickness direction, and extending in the axial direction and communicating with the first hole and An oil groove of the second hole; the first hole communicates with the lubricating oil passage of the main bearing; The cylinder block further includes an orifice, the first end of the orifice communicates with the second hole, and the second end communicates with the cylinder bore of the cylinder block, so that lubricating oil is sprayed from the orifice To the piston.

Preferably, the aperture of the first end opening of the orifice is smaller than the aperture of the opening of the second end thereof. Preferably, the orifice comprises two straight holes of different diameters.

Preferably, the two straight holes have a tapered transition hole between them.

Preferably, the orifice includes a straight bore communicating with the second bore, and a tapered bore communicating with the cylinder bore.

Preferably, the orifice has a pore size ranging from 1 mm to 3 mm.

Preferably, the angle between the axis of the orifice and the projection of the axis of the cylinder bore is in the range defined by the axis of the cylinder bore and the axis of the main bearing bore. To 75. .

Preferably, the projection of the axis of the orifice substantially coincides with the projection of the axis of the cylinder bore in a plane perpendicular to the axis of the main bearing bore.

As can be seen from the above technical solution, the present invention replaces the nozzle of the prior art check valve with an orifice, which simplifies the machining of the cylinder block, reduces the number of parts, and greatly reduces the manufacturing cost of the engine. Since the oil pressure must be higher than a certain pressure, the check valve is opened, and the orifice is always open. Therefore, the throttle orifice has an effect on the engine oil pressure at low engine speed. This problem can be solved by controlling the diameter of the orifice. Since the aperture is relatively small, it can have the same effect as the nozzle. Adjust the angle of inclination of the orifice so that the direction of the outlet points in the direction of the piston to ensure that the lubricant can be sprayed onto the target, ie the piston, for optimum cooling and lubrication. DRAWINGS

Figure 1 is an isometric view of the cylinder block;

Figure 2 is an isometric view of the main shaft of the cylinder block assembly;

Figure 3 is a cross-sectional view of the piston cooling orifice;

3a, 3b and 3c are respectively three structural enlarged views of the piston cooling orifice of Fig. 3; Figs. 4 and 5 are respectively a cross-sectional view taken along line A--A of Fig. 3, wherein Fig. 5 is a schematic view of the assembled main bearing bush . Detailed ways

Figure 1 shows an isometric view of the cylinder block 10. The high-pressure oil pumped by the oil pump enters the main oil passage 1 which runs through the front and rear ends of the engine. The main oil passage 1 introduces the oil into the main bearing lubricating oil passage 20, and the main bearing lubricating oil passage. 20 is in communication with the main bearing bore 40, i.e., the main bearing lube runner 20 extends to the bore wall of the main bearing bore 40. An orifice 30 is also formed in the main bearing bore 40, and the orifice 30 is located on the side of the main bearing lubrication passage 20. a first hole 51, a second hole 52, and an oil groove 53 communicating the first hole 51 and the second hole 52 are formed in the hole wall of the main bearing pad 50 mounted on the main bearing hole 40; that is, the first hole 51 and the first hole The two holes 52 are defined in the oil groove 53, and the oil groove 53 is annularly opened along the working surface of the main bearing shell 50. The first hole 51 and the second hole 52 pass through the main bearing shell 50 to connect the inner and outer walls thereof, and the first hole 51 and The second holes 52 are respectively connected to the main shaft lubricating oil passage 20 and the orifice 30, and the outlet port of the orifice 30 is directed in the direction in which the piston is located.

Figure 2 is an isometric view of the main shaft of the cylinder block assembly, the oil groove 53 of the upper main bearing shell 50 communicates with the first hole 51 of the upper main bearing shell 50, and the second hole 52 of the upper main bearing shell 50 is in Fig. 1 The orifice 30 for piston cooling is connected, so that the high-pressure oil first enters the oil groove 53 of the main bearing shell 50 along the passage to satisfy the lubrication of the main bearing, and simultaneously enters the orifice 30 and is sprayed to the bottom of the piston to satisfy the cooling of the piston. lubricating. When the diameter of the orifice 30 is small to a certain extent, the oil pressure in each part of the oil passage will meet the engine design requirements. If the flow rate of the lubricating oil passing through the orifice 30 also satisfies the piston cooling and lubrication requirements, the orifice 30 is It can replace the nozzle with check valve.

3 is a cross-sectional view of the orifice 30 cut along the theoretical plane in which the axis 2 of the cylinder bore 3 and the axis 41 of the main bearing bore 40 are located, wherein FIGS. 3a, 3b, and 3c are different embodiments. Three enlarged cross-sectional shapes of the orifice 30.

As shown in Figs. 3a, 3b, and 3c, the orifice 30 is at the oil inlet to the oil outlet side of the autonomous shaft hole 40, and its diameter is reduced from large to small.

As shown in Fig. 3a, the orifice 30 includes two straight holes of a large aperture section and a small aperture section.

As shown in Fig. 3b, the orifice 30 includes a large bore section at both ends and a straight bore of a small bore section with a tapered bore section as a transition therebetween.

As shown in Fig. 3c, the orifice 30 includes a large aperture section and a tapered section respectively at both ends. In the above three embodiments, the large diameter section is mainly for improving the economical efficiency of machining, and the small diameter section is mainly used for throttling. The length of the small diameter section is designed to be shorter, and the length of the large diameter section is designed to be longer. The better the economics of machining. At the same time, the damping loss along the small diameter section itself is reduced, and the effective height of the high pressure oil to be ejected therefrom will increase. The local damping loss will inevitably occur when the diameter changes from large to small. The local damping loss caused by different cross-section variations is also different. The shape in Figure 3a produces the largest local damping loss, and the local damping loss generated by the b and c shapes is equivalent. However, the c shape has a smaller diameter hole than the b shape, and is the end of the orifice when it is changed from a large diameter to a corresponding small diameter. Based on several factors, it can be seen that the advantages and disadvantages of the three different cross-section shapes are as follows:

The embodiment provided in Fig. 3a has a simple shape and structure, has no tapered holes, and is economical in machining, but the sum of local damping loss and damping along the path is larger than that of Figs. 3b and 3c;

The shape of the embodiment provided in Figure 3b adds a tapered bore transition relative to the embodiment provided in Figure 3a such that the local damping loss can be reduced, so that the sum of local damping loss and path damping loss is less than the embodiment provided in Figure 3a. , but the machining economy is worse than the embodiment provided in Figure 3a;

The shape of the embodiment provided in Figure 3c is minimal relative to the sum of the local damping loss and the path damping loss of the embodiment provided in Figures 3a, 3b, but is less economical than the embodiment provided in Figure 3b due to the tapered bore The end of the orifice is the end of the orifice, while the tolerance of the small diameter section of the orifice is high, so the embodiment provided in Figure 3c is more difficult to control during machining.

The diameter of the orifice 30 is φ 1 ~ 3 mm, and the diameter of the orifice used in the present invention is φ 1.5 mm, generally not exceeding Φ 3 mm, and the diameter of the orifice 30 is closely related to the oil passage arrangement of the entire engine, if design The diameter does not meet the requirements, can be changed by changing the diameter, changing the performance of the oil pump, changing other oil passage arrangements.

The angle between the axis 31 of the orifice 30 and the axis 2 of the cylinder bore 3 in the plane is 15° < r < 75. The plane is a plane passing through the axis 2 of the cylinder bore 3 and the axis 41 of the main shaft 40 at the same time.

In a plane perpendicular to the axis 41 of the main bearing bore 40, the axis 31 of the orifice 30 coincides with or forms an angle close to the coincidence of the axis 2 of the cylinder bore 3.

As shown in FIG. 3, r is the projection angle of the axis 31 of the orifice 30 and the axis 2 of the cylinder bore 3 on the plane, and the angle r is related to the center distance of the cylinder bore 3 and the diameter of the cylinder bore 3, when the cylinder When the center distance of the hole 3 and the diameter of the cylinder hole are constant, by changing the r angle, one can always find the most The good r angle makes the piston cooling and lubrication the best. In a plane perpendicular to the axis 41 of the main bearing bore 40, the projection line of the axis 31 of the orifice 30 and the axis 2 of the cylinder bore 3 can also be designed at an angle, but the angle change in this plane is subject to change. The limitation of the structure of the bearing hole 40 is small. 4 is perpendicular to the axis 41 of the main bearing bore 40, from which it can be seen that the projection of the axis 31 of the current legend orifice 30 and the axis 2 of the cylinder bore 3 coincides exactly in this plane, depending on the product requirements. Design a certain angle of inclination, so that the angle of the two directions is combined to form a spatial angle, which makes it easier to meet the cooling and lubrication requirements of the piston. Of course, the spatial angle requires more complicated process equipment for machining. Therefore, only the inclination angle r is designed in the section of Fig. 3 in the product of the invention; the projection angle in the section of Fig. 4 is zero, that is, the orifice The axis 31 of the 30 coincides with the projection line of the axis 2 of the cylinder bore 3.

In the above description, only the illustrated in-line four-cylinder engine block is taken as an example, and it can be implemented in a cylinder block of another configuration such as a V-type engine block.

Claims

Rights request

1. An engine piston cooling and lubricating device, comprising:

a cylinder block having a main bearing lubricating oil passage communicating with the main oil passage, wherein one end of the main bearing lubricating oil passage is opened at a hole wall of the main shaft hole;

a main bearing bush mounted in the main bearing bore; the main bearing bush having a first hole and a second hole penetrating therethrough in a thickness direction, and an oil groove extending in the axial direction and communicating the first hole and the second hole The first hole communicates with the main bearing lubricating oil passage;

The cylinder block further includes an orifice, the first end of the orifice communicates with the second hole, and the second end communicates with the cylinder bore of the cylinder block, so that lubricating oil is sprayed from the orifice To the piston.

2. The engine piston cooling and lubricating device according to claim 1, wherein a diameter of the first end opening of the orifice is smaller than an aperture of the second end opening.

3. The engine piston cooling and lubricating device according to claim 2, wherein the orifice comprises two straight holes having different diameters.

4. The engine piston cooling and lubricating device according to claim 3, wherein the two straight holes further have a tapered transition hole.

5. The engine piston cooling and lubricating device according to claim 2, wherein the orifice comprises a straight hole communicating with the second hole, and a tapered hole communicating with the cylinder hole.

The engine piston cooling and lubricating device according to any one of claims 1 to 5, wherein the orifice has a diameter ranging from 1 mm to 3 mm.

The engine piston cooling and lubricating device according to any one of claims 1 to 5, wherein said orifice is defined on a plane defined by an axis of said cylinder bore and an axis of said main bearing bore The angle between the axis of the cylinder and the axis of the cylinder bore is in the range of fifteen. To 75. .

8. The engine piston cooling and lubricating device according to claim 7, wherein a projection of an axis of the orifice and an axis of the cylinder bore is substantially in a plane perpendicular to an axis of the main bearing bore Coincidentally.