EP0340205A2 - Moteur à combustion interne refroidi à l'huile - Google Patents

Moteur à combustion interne refroidi à l'huile Download PDF

Info

Publication number: EP0340205A2
Authority: EP; European Patent Office
Prior art keywords: oil; cooling; circuit; internal combustion; combustion engine
Prior art date: 1988-04-29
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.): Granted

Application number

EP89890103A

Other languages

German (de)

English (en)

Other versions

EP0340205B1 (fr

EP0340205A3 (en

Inventor

Assen Dipl.-Ing. Dr. Techn. Valev

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Steyr Daimler Puch AG

Original Assignee

Steyr Daimler Puch AG

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.)

1988-04-29

Filing date

1989-04-10

Publication date

1989-11-02

1989-04-10 Application filed by Steyr Daimler Puch AG filed Critical Steyr Daimler Puch AG

1989-11-02 Publication of EP0340205A2 publication Critical patent/EP0340205A2/fr

1990-03-21 Publication of EP0340205A3 publication Critical patent/EP0340205A3/de

1992-05-13 Application granted granted Critical

1992-05-13 Publication of EP0340205B1 publication Critical patent/EP0340205B1/fr

2009-04-10 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

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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
- F01P9/00—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
- 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
- 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
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
- 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
- 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
- F01P2003/006—Liquid cooling the liquid being 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
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
- F01P2003/027—Cooling cylinders and cylinder heads in parallel
- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P2005/105—Using two or more pumps

Definitions

the invention relates to an oil-cooled internal combustion engine, with an oil pan forming a common oil sump for a lubricating and a cooling oil circuit, the oil circuits having their own oil pumps and the lubricating oil circuit comprising an oil filter and an oil cooler being connected to the cooling oil circuit originating from the oil sump.
DE-A-35 09 095 also includes an oil-cooled internal combustion engine, in which the lubricating oil circuit is arranged in series after the cooling oil circuit, in order to be able to supply heated oil to the lubrication points even while the engine is warming up.
this lubricating oil circuit branches off in front of the oil cooler located in the cooling oil circuit, the lubricating oil temperature remains largely uncontrolled and a desired high-temperature cooling is impossible.
the oil cooler If the oil cooler is in the lubricating oil circuit, it is subject to the lubricating oil pressure and cools the lubricating oil to a temperature that is significantly below the oil sump temperature, whereby the critical engine areas, such as valve webs, nozzle seats and the like, are exposed to excessively hot cooling oil from the oil sump. If, on the other hand, the oil cooler is in the cooling oil circuit, it is pressurized with lower pressure and the critical engine areas can be cooled with cooler oil, but then the lubricating oil temperature corresponds to the oil sump temperature, which can only be brought to a useful value with a very high cooling effort because the oil sump temperature must have lower values.
the invention is therefore based on the object to remedy these defects and to provide an oil-cooled internal combustion engine of the type described, which is distinguished by its effective cooling and allows a functional high-temperature cooling with relatively little construction and construction effort.
the invention solves this problem essentially in that a secondary circuit branches off from the lubricating oil circuit after the oil cooler, which leads as an additional cooling circuit to cooling-intensive engine areas.
This secondary circuit is used in a simple, elegant manner, low-temperature lubricating oil for cooling the critical engine areas, so that sufficient cooling is ensured for these sensitive areas even when the normal cooling circuit is switched to high-temperature cooling.
the peak temperatures of the cylinder heads or other high-temperature engine parts can be reduced to the desired values, but at the same time the mean temperature increases, so that the thermal stresses decrease, the combustion conditions and fuel consumption are improved and the like.
the secondary circuit can include external lines for surface cooling, for example the land areas of a cylinder head and / or inner lines for internal cooling, for example branch lines branching off from the main lubricating oil duct for piston cooling.
the outer and inner lines allow the targeted application of the additional cooling oil and ensure intensive cooling of the endangered areas, whereby the secondary circuit is not a closed circuit, but, depending on the structural conditions, is composed of various secondary and branch lines fed with cool lubricating oil can be set.
the lubricating oil pump is arranged downstream of the oil cooler and the branch of the secondary circuit is arranged, so that the lubricating oil pump sucks in cool oil directly from the oil cooler and quickly feeds it to the lubricating oil channels or the secondary circuit and the suction side horizontal oil cooler can be designed with little effort and thermally favorable.
the cooling oil pump delivers a larger amount of oil than the lubricating oil pump and the excess amount can be removed from the oil cooler and returned to the oil sump bypassing the lubricating oil circuit.
the result is an economical, low-cost cooling system, since the lubricating oil pump working against a high pressure only has to circulate a small amount, which small amount of lubricating oil reduces energy consumption and simplifies the oil cooler and fan.
the larger amount of cooling oil needs to be circulated by the cooling oil pump only with a relatively low back pressure, and the like after flowing through the cooling rooms.
the excess oil corresponding to the delivery difference of the two pumps is separated from the oil passing into the lubricating oil circuit and reaches the oil sump.
the excess oil is brought to a mixing temperature, the actual oil sump temperature, by mixing with the cooler oil flowing out of the lubrication system and from the secondary circuit.
the oil filter downstream of the oil cooler or a riser pipe is in the height range of the oil cooler inflow, so that even when the oil pumps are at a standstill it is impossible for the oil to flow out of the oil cooler.
the cooling oil circuit has a return line bypassing the cooling oil pump with a pressure and / or temperature-controlled shut-off valve, so that the cooling oil circuit can be rationally adapted to different operating states.
shut-off valve is connected to the pressure side of the lubricating oil pump via a control line and opens when the lubricating oil pressure drops below a limit value
this return line allows the cooling oil circuit to be drained quickly when the engine is at a standstill, thereby ensuring a quick and safe oil level check without affecting an oil change or the like .
Emptying the cooling oil circuit after switching off the engine also prevents the formation of oil carbon and the like. at points in the cooling circuit whose temperature continues to rise after the cooling fails due to possible overheating of the engine.
the shut-off valve can also be designed as a control valve and can be controlled as a function of at least one engine identification temperature, as a result of which it is possible to use the cooling in a targeted manner, taking into account the respective operating states.
An oil-cooled internal combustion engine 1 has a lubricating oil circuit 2 with a lubricating oil pump 3 and a cooling oil circuit run 4 with a cooling oil pump 5.
the oil pan 6 of the internal combustion engine 1 forms a common oil sump 7 for both oil circuits 2, 4, the cooling oil circuit 4 starting from the oil sump 7 and the lubricating oil circuit 2, which leads via an oil cooler 8 and an oil filter 9, to the cooling oil circuit 4.
a secondary circuit 10 branches off from the lubricating oil circuit 2 after the lubricating oil pump 3 and serves as an additional cooling oil circuit for cooling tricky, thermally critical engine areas, for which purpose, for example, external lines 10a with spray nozzles 11 for cooling the valve heads of the cylinder heads and inner lines 10b with spray nozzles 12 for piston cooling are provided.
the oil filter 9 of the lubricating oil circuit 2 is in the height range of the oil cooler inflow 8a in order to prevent the oil cooler 8 from being emptied when the pump is stopped and to be able to use the oil cooler 8 as an oil reservoir.
the cooling oil pump 5 sucks the cooling oil in a relatively large amount via a suction line 4a and conveys it with a low back pressure, approximately 0.5 bar, into the cooling oil circuit 4, which leads through suitable cooling jackets and channels 4b around the cylinder liners and into the cylinder heads.
the hot cooling oil leaves the engine block and partly comes back into the oil cooler 8 via a connecting line 4c and partly back into the oil sump 7 via cylinder head outlets 4d, bypassing the lubricating oil circuit 2.
a sprinkler line 4e for sprinkling the capsule wall can emanate from the cylinder head outlets, which sprinkler oil also returns to the oil sump 7 bypassing the lubricating oil circuit 8.
the cooling oil flowing back into the oil sump is cooled to a mixing temperature which corresponds to the temperature of the oil sump only by mixing with the much cooler oil flowing out of the lubrication system and from the secondary circuit 10.
the lubricating oil pump 3 circulates a much smaller amount of oil, about half of the cooling oil pump 5, but with a substantial amount Lich larger back pressure, for example 4.5 bar, only the amount of oil corresponding to the delivery rate of the lubricating oil pump 3 flows into the oil cooler 8 through the connecting line 4c.
This amount of oil can be easily cooled in the oil cooler 8 to the temperature desired for the lubricating oil, so that low-temperature lubricating oil is drawn in by the lubricating oil pump 3 through the suction line 2a from the oil cooler 8 and is conveyed into the lubricating oil circuit 2.
the lubricating oil pump 3 presses the lubricating oil through the oil filter 9, from which it flows into the main lubricating oil channel 2b and through this to the usual lubrication points of the engine 1.
a control valve 13 allows fine tuning of the lubricating oil pressure to the respective lubrication system.
the lubricating oil then returns from the lubrication points into the oil sump 7, where, as already mentioned, it mixes with the hot excess oil from the cooling circuit during the backflow.
the cool lubricating oil from the lubricating oil circuit 2 now also serves to feed the secondary circuit 10, which branches off in front of the oil filter 9.
a part of the secondary circuit 10 can, depending on the respective structural conditions, also be derived directly from the main lubricating oil duct 2b in the form of the branch lines 10b in order to carry out the piston cooling or another internal cooling.
a return line 14 which bypasses the cooling oil pump 4 and has a pressure-controlled shut-off valve 15.
a control line 16 connects the check valve 15 to the pressure side of the lubricating oil pump 3, so that the return line 14 is opened or closed depending on the lubricating oil pressure.
the shut-off valve 15 opens the return line 14 and the cooling oil from the cooling circuit 4 quickly flows back into the oil sump 7, so that the amount of oil present can be checked immediately after the engine has stopped. If the engine is ignited, the lubricating oil pressure rises again above the limit that Check valve 15 blocks the return line 14 and the cooling oil is properly pumped through the cooling oil circuit 4.
the check valve 15 can advantageously also depending on a characteristic engine temperature, for. B. the cylinder head temperature are operated so that the cooling is omitted below a limit temperature and a rapid warm-up of the engine is achieved. If the check valve 15 is designed as a control valve, the cooling oil circuit 4 can be specifically adapted in its cooling effect even to different operating conditions, which affects the combustion conditions, fuel consumption, signs of wear and the like. favorably influenced.
cooling oil and lubricating oil circuit Due to the inventive management of the cooling oil and lubricating oil circuit, wherein above all only a part of the cooling oil quantity passes into the lubricating oil circuit and cool lubricating oil of the lubricating oil circuit is used for additional cooling of thermally critical engine areas, functional high-temperature cooling of the internal combustion engine occurs in a rational manner.

Landscapes

Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
General Engineering & Computer Science (AREA)
Chemical & Material Sciences (AREA)
Combustion & Propulsion (AREA)
Physics & Mathematics (AREA)
Thermal Sciences (AREA)
Lubrication Of Internal Combustion Engines (AREA)
Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Lubricants (AREA)

EP89890103A 1988-04-29 1989-04-10 Moteur à combustion interne refroidi à l'huile Expired - Lifetime EP0340205B1 (fr)

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
AT1103/88		1988-04-29
AT110388		1988-04-29

Publications (3)

Publication Number	Publication Date
EP0340205A2 true EP0340205A2 (fr)	1989-11-02
EP0340205A3 EP0340205A3 (en)	1990-03-21
EP0340205B1 EP0340205B1 (fr)	1992-05-13

Family

ID=3506658

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP89890103A Expired - Lifetime EP0340205B1 (fr)	1988-04-29	1989-04-10	Moteur à combustion interne refroidi à l'huile

Country Status (8)

Country	Link
US (1)	US4926800A (fr)
EP (1)	EP0340205B1 (fr)
JP (1)	JPH066890B2 (fr)
AT (1)	ATE76160T1 (fr)
CA (1)	CA1324040C (fr)
DE (1)	DE58901374D1 (fr)
RU (1)	RU1802852C (fr)
YU (1)	YU60389A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0636772A1 (fr) *	1993-07-27	1995-02-01	Klöckner-Humboldt-Deutz Aktiengesellschaft	Moteur à combustion interne
DE4442221A1 (de) *	1994-11-26	1996-05-30	Kloeckner Humboldt Deutz Ag	Ölgekühlte Hubkolben-Brennkraftmaschine
EP1050569A1 (fr) *	1999-05-06	2000-11-08	Filip Vandeputte	Réfrigérant liquide pour moteurs à combustion interne

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
JPH046526U (fr) *	1990-04-27	1992-01-21
US5072705A (en) *	1991-02-21	1991-12-17	Kenneth Overman	Rotary engine and method
US5669335A (en) *	1994-09-14	1997-09-23	Thomas J. Hollis	System for controlling the state of a flow control valve
US5540203A (en) *	1994-10-05	1996-07-30	Ford Motor Company	Integrated hydraulic system for automotive vehicle
US5657722A (en) *	1996-01-30	1997-08-19	Thomas J. Hollis	System for maintaining engine oil at a desired temperature
US5522351A (en) *	1995-05-22	1996-06-04	Brunswick Corporation	Internal combustion engine temperature control system
IT1308421B1 (it) *	1999-03-11	2001-12-17	Fiat Ricerche	Sistema di raffreddamento per un motore a combustione interna.
DE19955302A1 (de) *	1999-11-17	2001-05-23	Deutz Ag	Flüssigkeitsgekühlte Brennkraftmaschine
US6536381B2 (en)	2001-02-20	2003-03-25	Volvo Trucks North America, Inc.	Vehicle lubricant temperature control
CN1996198B (zh) *	2005-12-31	2010-06-16	比亚迪股份有限公司	一种改进的发动机试验台架机油恒温控制方法及系统
US8375917B1 (en)	2009-07-23	2013-02-19	Gene Neal	Engine oil cooler
RU2484277C2 (ru) *	2011-07-21	2013-06-10	Открытое акционерное общество "Автодизель" (Ярославский моторный завод)	Двигатель внутреннего сгорания
DE102011084632B4 (de) *	2011-10-17	2015-03-05	Ford Global Technologies, Llc	Verfahren zum Erwärmen einer Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens
US8387571B2 (en)	2011-11-04	2013-03-05	Ford Global Technologies, Llc	Oil delivery system
US10428705B2 (en) *	2017-05-15	2019-10-01	Polaris Industries Inc.	Engine
US10550754B2 (en)	2017-05-15	2020-02-04	Polaris Industries Inc.	Engine
USD904227S1 (en)	2018-10-26	2020-12-08	Polaris Industries Inc.	Headlight of a three-wheeled vehicle
DE102019212801A1 (de) *	2019-08-27	2021-03-04	Ford Global Technologies, Llc	Flüssigkeitsgekühlte Brennkraftmaschine mit Ölkreislauf und Verfahren zum Betreiben einer derartigen Brennkraftmaschine
CN113847140B (zh) *	2021-09-08	2023-03-03	东风汽车集团股份有限公司	一种增程器润滑冷却系统、混动汽车和控制方法

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
FR563752A (fr) *	1922-06-22	1923-12-13		Perfectionnements apportés aux procédés de refroidissement et de graissage des moteurs thermiques
FR1088134A (fr) *	1952-12-04	1955-03-03	Daimler Benz Ag	Dispositif de lubrification pour moteurs à combustion interne avec un réfrigérateur de lubrifiant
US3485324A (en) *	1967-11-07	1969-12-23	Allis Chalmers Mfg Co	Piston cooling system
FR2415198A1 (fr) *	1978-01-19	1979-08-17	Honda Motor Co Ltd	Dispositif pour le refroidissement de l'huile d'un moteur
DE2810980A1 (de) *	1978-03-14	1979-09-27	Daimler Benz Ag	Oelgekuehlter verbrennungsmotor
DE2847057A1 (de) *	1978-10-28	1980-05-08	Daimler Benz Ag	Verbrennungskraftmaschine mit kuehlsystem
DE3509095A1 (de) *	1984-04-11	1985-10-17	Volkswagenwerk Ag, 3180 Wolfsburg	Anordnung zur kuehlung und schmierung einer hubkolben-brennkraftmaschine
JPS6235006A (ja) *	1985-08-08	1987-02-16	Honda Motor Co Ltd	内燃エンジンの潤滑装置
JPH07116937B2 (ja) *	1986-05-30	1995-12-18	スズキ株式会社	シリンダヘッド冷却方法
DE3618794A1 (de) *	1986-06-04	1987-12-10	Daimler Benz Ag	Oelgekuehlte brennkraftmaschine
US4708095A (en) *	1986-06-16	1987-11-24	Deere & Company	Combined engine cooling and lube system
DE3633093A1 (de) *	1986-09-29	1988-03-31	Kloeckner Humboldt Deutz Ag	Anordnung zur schmierung und kuehlung einer brennkraftmaschine
DE3633576A1 (de) *	1986-10-02	1988-04-07	Kloeckner Humboldt Deutz Ag	Brennkraftmaschine

1989
- 1989-03-24 YU YU60389A patent/YU60389A/sh unknown
- 1989-04-10 DE DE8989890103T patent/DE58901374D1/de not_active Expired - Fee Related
- 1989-04-10 AT AT89890103T patent/ATE76160T1/de not_active IP Right Cessation
- 1989-04-10 EP EP89890103A patent/EP0340205B1/fr not_active Expired - Lifetime
- 1989-04-12 US US07/336,749 patent/US4926800A/en not_active Expired - Fee Related
- 1989-04-14 RU SU894613833A patent/RU1802852C/ru active
- 1989-04-14 CA CA000596727A patent/CA1324040C/fr not_active Expired - Fee Related
- 1989-04-26 JP JP1104828A patent/JPH066890B2/ja not_active Expired - Lifetime

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0636772A1 (fr) *	1993-07-27	1995-02-01	Klöckner-Humboldt-Deutz Aktiengesellschaft	Moteur à combustion interne
DE4325141A1 (de) *	1993-07-27	1995-02-02	Kloeckner Humboldt Deutz Ag	Brennkraftmaschine
DE4442221A1 (de) *	1994-11-26	1996-05-30	Kloeckner Humboldt Deutz Ag	Ölgekühlte Hubkolben-Brennkraftmaschine
EP1050569A1 (fr) *	1999-05-06	2000-11-08	Filip Vandeputte	Réfrigérant liquide pour moteurs à combustion interne

Also Published As

Publication number	Publication date
EP0340205B1 (fr)	1992-05-13
US4926800A (en)	1990-05-22
YU60389A (sh)	1993-10-20
DE58901374D1 (de)	1992-06-17
JPH01313614A (ja)	1989-12-19
EP0340205A3 (en)	1990-03-21
JPH066890B2 (ja)	1994-01-26
CA1324040C (fr)	1993-11-09
RU1802852C (ru)	1993-03-15
ATE76160T1 (de)	1992-05-15

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