EP1229218B1 - Automatische Ölstandsteurungvorrichtung für eine Brennkraftmaschine - Google Patents

Automatische Ölstandsteurungvorrichtung für eine Brennkraftmaschine Download PDF

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Publication number
EP1229218B1
EP1229218B1 EP20020290232 EP02290232A EP1229218B1 EP 1229218 B1 EP1229218 B1 EP 1229218B1 EP 20020290232 EP20020290232 EP 20020290232 EP 02290232 A EP02290232 A EP 02290232A EP 1229218 B1 EP1229218 B1 EP 1229218B1
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EP
European Patent Office
Prior art keywords
oil
point
engine
sump
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP20020290232
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English (en)
French (fr)
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EP1229218A1 (de
Inventor
Gérard Desplanches
Gérard Robcis
Jacques Lombardin
Pierre Vaillard
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.)
Renault SAS
Original Assignee
Renault SAS
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Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP1229218A1 publication Critical patent/EP1229218A1/de
Application granted granted Critical
Publication of EP1229218B1 publication Critical patent/EP1229218B1/de
Anticipated expiration legal-status Critical
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
    • 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
    • F01M11/06—Means for keeping lubricant level constant or for accommodating movement or position of machines or engines
    • 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
    • F01M11/04—Filling or draining lubricant of or from machines or engines
    • F01M11/0458—Lubricant filling and draining
    • F01M2011/0466—Filling or draining during running

Definitions

  • the invention relates to an automatic device for regulating the oil level in a 4-stroke heat engine.
  • the invention aims to satisfy this need.
  • the oil discharge point is located approximately at the barycentric point of the positions of the level of regulation of the oil contained in the crankcase.
  • the barycentric point is the point of intersection of the planes occupied by the surface of the oil contained in the crankcase for different plates of the parked vehicle.
  • the oil control level is the oil level set by the exhaust point in the crankcase.
  • the oil transfer and discharge means comprise a double pump, that is to say a pumping device combining two pumps mechanically mounted on a common drive shaft.
  • the control means may consist, at least in part, of the electronic control unit of the engine usually mounted on most current motor vehicles.
  • the device of the invention introduces into the engine a quantity of oil whose value is limited. Indeed, by construction, the level that can reach the oil in the engine can not exceed the level of the evacuation point provided in the housing. As soon as the oil level reaches this point of discharge, the overflow of oil is evacuated and returned to the reserve. In the preferred case where the evacuation point is located at the barycentric point, the amount of oil introduced will be insensitive to the attitude of the vehicle at the time of the operation.
  • the device of the invention thus makes it possible to guard against the risk of overfilling in engine oil.
  • the frequency and the duration of the back-up operations can be easily determined and programmed in the control means according to the normal consumption of engine oil and by making sure that the energy consumed (proportional to the duration of the engine) operation) by each operation is compatible with the energy reserves available on the vehicle when stopped, that is to say, usually, with the capacity of the battery.
  • FIG. 1 is a schematic view of a device according to the invention, while the Figures 2 to 5 illustrate an alternative embodiment of this device.
  • the figure 1 shows the engine 1 of a vehicle (not shown) having, in a conventional manner, an oil sump 2 at its lower part.
  • This housing houses an oil refill point 3 and a point 4 for evacuating a possible overflow of oil.
  • the evacuation point 4 is located at the barycentric point of the planes (shown in dotted line) occupied by the surface of the oil at the oil control level and for different plates of the vehicle (three plates only have been shown in the figure).
  • the booster point 3 is connected to the lower part of an oil reservoir 5 by a pipe 6 through a non-return valve 7 and the first pump 8 of a double pump 9.
  • the evacuation point 4 is connected to the upper part of the reserve 5 by a pipe 10 through a non-return valve 11 and the second pump 12 of the double pump 9.
  • the two pumps 8 and 12 are mounted on a common shaft which is rotated by an electric gear motor 13.
  • the two pumps, which rotate in the same direction at the same speed, have, by construction, different flow capacities, the flow capacity of the second pump 12 being greater than that of the first pump 8 and this regardless of the viscosity difference between the oil from the reserve 5 and the oil from the housing 2.
  • the pump 12 if it n is not self-priming, must be located at a level below that of the evacuation point 4 to ensure that it is primed regardless of the attitude of the vehicle. This condition disappears if the pump 12 is self-priming.
  • the pipes 6 and 10 pass through the housing wall by sealed passages.
  • the two check valves 7 and 11 may be of the ball and spring type as illustrated. It should be noted that the function of the valve 7 is to prevent the oil contained in the reserve 5 from flowing, under the effect of gravity, into the casing 2 through the pump 8 at a standstill. when all or part of this The oil is at a level higher than the maximum level of the oil contained in the housing which is usually the case when, as illustrated, the reserve 5 is located at a level higher than said maximum level of oil in the housing. For this purpose the calibration of the spring of the valve 7 must be sufficient to withstand the pressure difference generated by the maximum possible difference of the oil levels in the reserve 5, on the one hand, and in the casing 2, on the other hand go. For its part, the valve 11 has the function of preventing an intake of air by the engine operating under the effect of the reduced pressure in the housing.
  • the reserve 5 can have any capacity of oil sufficient to provide the supplement for a desired mileage.
  • a capacity of two or three liters is usually sufficient for a mileage of 40,000 to 60,000 kilometers based on an average oil consumption of 0.05 liters / 1000 kilometers.
  • the reserve 5 is provided at its upper part with an air intake 15 preventing its internal volume from being depressed when oil is withdrawn by the pump 8.
  • the device also comprises a control unit 14 of the electric gear motor 13, which consists of the electronic control unit of the engine usually mounted on most current vehicles after suitable programming thereof.
  • the device of the invention is triggered when the engine, after a period of operation, is stopped for a time t (for example of the order of 15 to 20 minutes) sufficient to ensure the return of the oil contained in the engine at the bottom of the crankcase and provided that, moreover, the vehicle has traveled a certain mileage (for example between 1000 and 2000 km) since its commissioning or the previous oil make-up operation and that the temperature of engine water is greater than, for example, 70 ° C, to be sure that at least 95% of the oil is returned to the crankcase at the bottom of the engine.
  • a water temperature of 70 ° C is usually an oil temperature of 40 to 80 ° C.
  • control unit 14 triggers the operation of the reduction motor 13 and, therefore, of the double pump 9, and this for a predetermined duration, for example of 1 minute.
  • the double pump used had the following flow rates, depending on the temperature, for a 5W30 oil: Oil temperature Booster pump flow 8 (l / min) * Evacuation pump flow 12 (l / min) ° -25 ° C 0.228 1.27 0 ° C 0.244 1.37 + 20 ° C 0.228 1.27 + 40 ° C 0,204 1.15 + 50 ° C 0.156 0.88 + 80 ° C 0.044 0.25 (*) measured values (°) estimated values
  • the flow rate of the booster pump 8 is sufficient to ensure in 1 minute, or even less, an extra oil sufficient to offset a normal oil consumption (0.05 liter / 1000 km) or even increased.
  • the Figures 2 to 5 illustrate an alternative embodiment of the device of the figure 1 .
  • the assembly constituted by the geared motor 13, the double pump 9 and the valves 7 and 11 is replaced by a piston pump 20 and double chamber 21, 22, four ball valves 23-26 and a electric motor 27 driving a wheel 28 associated with a rod 29 driving the rod 30 of the piston 20 of the pump in a back and forth motion.
  • the Figures 2 to 5 illustrate various phases of operation of this variant during an oil makeup operation.
  • the piston 20 is at the end of the stroke, the volume of the chamber 21 being at its minimum and the chamber 22 being completely filled with oil previously sucked from the reserve 5 via the valve 23.
  • the figure 3 illustrates the retraction phase of the piston.
  • the oil contained in the chamber 22 is injected into the oil sump 2 of the engine, while, simultaneously, the possible overflow of oil arriving at the point 4 of evacuation is sucked into the chamber 21 via the conduit 10 and the valve 25.
  • the figure 4 shows the piston in full retraction position.
  • the chamber 22 is reduced to its minimum volume and the chamber 21 contains an amount of oil corresponding to the overflow reached the point 4 of discharge during the injection of the oil.
  • the figure 5 illustrates the advance phase of the piston. During this phase, the oil contained in the chamber 21 is discharged into the reserve 5 via the valve 26, while the chamber 22 fills with oil sucked from the reserve 5.
  • the pump 19 has the capacity to evacuate from the oil sump, via point 4 and the duct 10, a maximum oil flow greater than the makeup oil flow injected into the casing 2 via the duct 6, thus avoiding any risk of overfilling.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (6)

  1. Automatische Vorrichtung zum Nachfüllen von Öl in die Ölwanne (2) des Verbrennungsmotors eines Kraftfahrzeugs, die einen Ölvorrat (5) aufweist, der durch einen ersten Rohransatz (6) mit einer Ölnachfüllstelle (3) in der Wanne verbunden ist, und durch einen zweiten Rohransatz (10) mit einer Ableitstelle (4) des eventuellen Ölüberschusses in die Wanne, dadurch gekennzeichnet, dass sie ferner Folgendes aufweist:
    Mittel (8, 12, 14), die es gleichzeitig erlauben, Öl ausgehend von dem Vorrat zu der Ölnachfüllstelle zu transferieren und gleichzeitig den eventuellen Ölüberschuss über die Ableitstelle in Richtung des Vorrats abzuleiten, wobei der Öldurchsatz, der über die Mittel ableitbar ist, größer ist als der nachgefüllte Öldurchsatz; und
    Mittel zum Steuern der Transfer- und Ableitungsmittel, die das Ingangsetzen dieser Letzteren nach einer vorbestimmten Dauer ab dem Stillstehen des Motors sicherstellen und vorausgesetzt, dass (a) die Öltemperatur in der Wanne oder die Kühlwassertemperatur des Motors in einem vorbestimmten Temperaturbereich liegt und (b) von dem Fahrzeug seit der Inbetriebnahme des Fahrzeugs oder dem vorhergehenden Ölnachfüllvorgang eine vorbestimmte Mindeststrecke in Kilometern zurückgelegt wurde.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Ölableitstelle (4) in etwa an dem baryzentrischen Punkt der Positionen des Regulierniveaus des in der Wanne enthaltenen Öls liegt.
  3. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Öltransfer- und Ölableitungsmittel eine doppelte Kreiselpumpe (9) aufweisen.
  4. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Öltransfer- und Ölableitungsmittel eine Pumpe (19) mit Kolben (20) und doppelter Kammer (21, 22) aufweisen.
  5. Vorrichtung nach Anspruch 3 oder 4, dadurch gekennzeichnet, dass die Pumpe mit Ventilen (7, 11, 23-26) verbunden ist.
  6. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Steuermittel zumindest teilweise aus der elektronischen Steuereinheit (14) des Motors des Kraftfahrzeugs bestehen.
EP20020290232 2001-02-05 2002-02-01 Automatische Ölstandsteurungvorrichtung für eine Brennkraftmaschine Expired - Lifetime EP1229218B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0101502A FR2820458B1 (fr) 2001-02-05 2001-02-05 Dispositif automatique de regulation du niveau d'huile dans un moteur thermique a 4 temps
FR0101502 2001-02-05

Publications (2)

Publication Number Publication Date
EP1229218A1 EP1229218A1 (de) 2002-08-07
EP1229218B1 true EP1229218B1 (de) 2009-06-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20020290232 Expired - Lifetime EP1229218B1 (de) 2001-02-05 2002-02-01 Automatische Ölstandsteurungvorrichtung für eine Brennkraftmaschine

Country Status (3)

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EP (1) EP1229218B1 (de)
DE (1) DE60232614D1 (de)
FR (1) FR2820458B1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107345493B (zh) * 2016-05-05 2020-07-28 上海汽车集团股份有限公司 一种发动机润滑系统的调节润滑油液面的方法
CN108590805B (zh) * 2018-03-29 2020-02-21 华为技术有限公司 一种发动机润滑系统及其补油、装配方法、发动机
CN119957344B (zh) * 2025-01-14 2025-11-04 比亚迪股份有限公司 油路系统、动力总成和车辆

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2601133A1 (de) * 1976-01-14 1977-07-21 Motoren Turbinen Union Anlage zur versorgung einer brennkraftmaschine mit schmieroel
JPS5521225A (en) 1978-07-31 1980-02-15 Matsushita Electric Works Ltd Production of compound for phenolic resin formation material
JPS5826519A (ja) 1981-08-07 1983-02-17 日本電気株式会社 ガスダム付スタッブケ−ブルの気密保持構造
JPH01305117A (ja) * 1988-05-31 1989-12-08 Honda Motor Co Ltd 内燃機関用オイルパン構造
JPH082934B2 (ja) 1989-05-30 1996-01-17 三菱化学株式会社 ゴム変性スチレン系樹脂の製造方法及び樹脂組成物
JP3271037B2 (ja) * 1994-05-26 2002-04-02 日石三菱株式会社 内燃機関用潤滑油の補給方法及び装置
FR2729714B1 (fr) 1995-01-20 1997-04-25 Caquot Jean Pierre Dispositif de controle, de mise a niveau et de vidange de la reserve d'huile du moteur d'un vehicule
FR2735814B1 (fr) 1995-06-22 1997-10-17 Faugere Andre Dispositif de retablissement du niveau d'huile dans un carter de vehicule automobile
US5964318A (en) * 1998-01-12 1999-10-12 The Lubrizol Corporation System for maintaining the quality and level of lubricant in an engine
FR2803873B1 (fr) * 2000-01-14 2002-03-08 Renault Dispositif et procede de regulation du niveau de l'huile dans un carter de moteur thermique

Also Published As

Publication number Publication date
FR2820458B1 (fr) 2003-06-20
EP1229218A1 (de) 2002-08-07
FR2820458A1 (fr) 2002-08-09
DE60232614D1 (de) 2009-07-30

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