WO2009071015A1 - Dispositif de refroidissement et de lubrification des pistons pour moteur - Google Patents

Dispositif de refroidissement et de lubrification des pistons pour moteur Download PDF

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Publication number
WO2009071015A1
WO2009071015A1 PCT/CN2008/072897 CN2008072897W WO2009071015A1 WO 2009071015 A1 WO2009071015 A1 WO 2009071015A1 CN 2008072897 W CN2008072897 W CN 2008072897W WO 2009071015 A1 WO2009071015 A1 WO 2009071015A1
Authority
WO
WIPO (PCT)
Prior art keywords
hole
orifice
main bearing
axis
bore
Prior art date
Application number
PCT/CN2008/072897
Other languages
English (en)
Chinese (zh)
Inventor
Yuchun Zhang
Original Assignee
Chery Automobile Co., Ltd.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Chery Automobile Co., Ltd. filed Critical Chery Automobile Co., Ltd.
Publication of WO2009071015A1 publication Critical patent/WO2009071015A1/fr

Links

Classifications

    • 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
    • F01P3/06—Arrangements for cooling pistons
    • F01P3/08—Cooling of piston exterior only, e.g. by jets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/08—Lubricating systems characterised by the provision therein of lubricant jetting means
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F01M2001/066—Connecting rod with passageways
    • 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
    • F01M2011/026—Arrangements of lubricant conduits for lubricating crankshaft bearings

Definitions

  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the aperture of the first end opening of the orifice is smaller than the aperture of the opening of the second end thereof.
  • the orifice comprises two straight holes of different diameters.
  • the two straight holes have a tapered transition hole between them.
  • the orifice includes a straight bore communicating with the second bore, and a tapered bore communicating with the cylinder bore.
  • the orifice has a pore size ranging from 1 mm to 3 mm.
  • 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. .
  • 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.
  • 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.
  • 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
  • FIG. 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 .
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • the orifice 30 includes two straight holes of a large aperture section and a small aperture section.
  • 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.
  • the orifice 30 includes a large aperture section and a tapered section respectively at both ends.
  • the large diameter section is mainly for improving the economical efficiency of machining
  • 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.
  • 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.
  • 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 ⁇ 1 ⁇ 3 mm, and the diameter of the orifice used in the present invention is ⁇ 1.5 mm, generally not exceeding ⁇ 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.
  • 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.
  • 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
  • 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
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

Dispositif de refroidissement et de lubrification des pistons pour moteur, comprenant un bloc-cylindres (10) et des coussinets principaux (50) logés dans des évidements (40) de paliers principaux. Le bloc-cylindres (10) est doté d'un conduit principal (20) de lubrification des paliers qui est mis en communication avec un conduit principal (1) d'huile. Une extrémité du conduit principal (20) de lubrification des paliers s'ouvre sur l'évidement (40) de palier principal. Le coussinet principal (50) présente deux trous débouchants, un premier trou (51) et un deuxième trou (52), dirigés suivant l'épaisseur du coussinet principal (50), et une rainure (53) à huile faisant communiquer ledit premier trou (51) avec ledit deuxième trou (52). Le premier trou (51) est mis en communication avec le conduit principal (20) de lubrification des paliers. Un orifice (30) est en outre pratiqué dans le bloc-cylindres (10). La première extrémité de l'orifice (30) est mise en communication avec le deuxième trou (52) et sa deuxième extrémité est mise en communication avec l'alésage de cylindre du bloc-cylindres (10), de telle sorte que du lubrifiant puisse être projeté vers le piston à partir de l'orifice (30). Le présent dispositif de refroidissement et de lubrification utilise un orifice (30) autre que la buse d'un clapet anti-retour pour injecter du lubrifiant vers le piston afin de réaliser le refroidissement et la lubrification.
PCT/CN2008/072897 2007-11-07 2008-10-31 Dispositif de refroidissement et de lubrification des pistons pour moteur WO2009071015A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN2007101353782A CN101158299B (zh) 2007-11-07 2007-11-07 一种发动机气缸体润滑油道
CN200710135378.2 2007-11-07

Publications (1)

Publication Number Publication Date
WO2009071015A1 true WO2009071015A1 (fr) 2009-06-11

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Application Number Title Priority Date Filing Date
PCT/CN2008/072897 WO2009071015A1 (fr) 2007-11-07 2008-10-31 Dispositif de refroidissement et de lubrification des pistons pour moteur

Country Status (2)

Country Link
CN (1) CN101158299B (fr)
WO (1) WO2009071015A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3139599A1 (fr) * 2022-09-13 2024-03-15 Psa Automobiles Sa Moteur a combustion interne comportant un carter-cylindres et des gicleurs d’huile formant une seule et meme piece

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101158299B (zh) * 2007-11-07 2012-05-23 奇瑞汽车股份有限公司 一种发动机气缸体润滑油道
JP5535683B2 (ja) * 2010-02-25 2014-07-02 三菱重工業株式会社 内燃機関の主軸受
CN103498734B (zh) * 2013-09-26 2018-04-10 浙江吉利控股集团有限公司 气缸体主轴承座及气缸体冷却系统
CN108194161B (zh) * 2017-12-22 2020-12-29 重庆长安汽车股份有限公司 一种发动机润滑油道过滤结构
CN109630253B (zh) * 2018-12-13 2020-06-02 潍柴动力股份有限公司 一种发动机油路结构及发动机

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CN1030631A (zh) * 1987-07-13 1989-01-25 苏舍兄弟有限公司 带有至少一汽缸衬的往复式内燃机
JPH05187310A (ja) * 1992-01-14 1993-07-27 Mazda Motor Corp 多気筒エンジンのシリンダーブロックおよびその鋳造装置
US6237548B1 (en) * 1998-08-22 2001-05-29 Cummins Engine Company Ltd. Flow control for an oil nozzle
US6739291B2 (en) * 2001-08-31 2004-05-25 Honda Giken Kogyo Kabushiki Kaisha Piston cooling device for multicylinder engine
JP2004346766A (ja) * 2003-05-20 2004-12-09 Toyota Motor Corp 内燃機関のオイル供給装置
CN1786449A (zh) * 2004-12-06 2006-06-14 奇瑞汽车有限公司 一种发动机缸体总成的润滑油路
JP2007146780A (ja) * 2005-11-29 2007-06-14 Hino Motors Ltd エンジンの潤滑構造
CN200955449Y (zh) * 2006-09-05 2007-10-03 沈阳华晨金杯汽车有限公司 汽车发动机气缸体油路结构
CN101158299A (zh) * 2007-11-07 2008-04-09 奇瑞汽车有限公司 一种发动机气缸体润滑油道

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CN200955418Y (zh) * 2006-06-27 2007-10-03 奇瑞汽车有限公司 一种汽车发动机润滑系统
CN201133270Y (zh) * 2007-12-26 2008-10-15 奇瑞汽车股份有限公司 一种新型发动机气缸体润滑油道

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1030631A (zh) * 1987-07-13 1989-01-25 苏舍兄弟有限公司 带有至少一汽缸衬的往复式内燃机
JPH05187310A (ja) * 1992-01-14 1993-07-27 Mazda Motor Corp 多気筒エンジンのシリンダーブロックおよびその鋳造装置
US6237548B1 (en) * 1998-08-22 2001-05-29 Cummins Engine Company Ltd. Flow control for an oil nozzle
US6739291B2 (en) * 2001-08-31 2004-05-25 Honda Giken Kogyo Kabushiki Kaisha Piston cooling device for multicylinder engine
JP2004346766A (ja) * 2003-05-20 2004-12-09 Toyota Motor Corp 内燃機関のオイル供給装置
CN1786449A (zh) * 2004-12-06 2006-06-14 奇瑞汽车有限公司 一种发动机缸体总成的润滑油路
JP2007146780A (ja) * 2005-11-29 2007-06-14 Hino Motors Ltd エンジンの潤滑構造
CN200955449Y (zh) * 2006-09-05 2007-10-03 沈阳华晨金杯汽车有限公司 汽车发动机气缸体油路结构
CN101158299A (zh) * 2007-11-07 2008-04-09 奇瑞汽车有限公司 一种发动机气缸体润滑油道

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3139599A1 (fr) * 2022-09-13 2024-03-15 Psa Automobiles Sa Moteur a combustion interne comportant un carter-cylindres et des gicleurs d’huile formant une seule et meme piece

Also Published As

Publication number Publication date
CN101158299A (zh) 2008-04-09
CN101158299B (zh) 2012-05-23

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