EP2305975A2 - Moteur à combustion interne équipé d'une pompe d'alimentation en huile moteur et procédé de chauffage de l'huile moteur d'un tel moteur à combustion interne - Google Patents

Moteur à combustion interne équipé d'une pompe d'alimentation en huile moteur et procédé de chauffage de l'huile moteur d'un tel moteur à combustion interne Download PDF

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Publication number
EP2305975A2
EP2305975A2 EP10154681A EP10154681A EP2305975A2 EP 2305975 A2 EP2305975 A2 EP 2305975A2 EP 10154681 A EP10154681 A EP 10154681A EP 10154681 A EP10154681 A EP 10154681A EP 2305975 A2 EP2305975 A2 EP 2305975A2
Authority
EP
European Patent Office
Prior art keywords
cylinder head
internal combustion
combustion engine
oil
engine according
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.)
Granted
Application number
EP10154681A
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German (de)
English (en)
Other versions
EP2305975B1 (fr
EP2305975A3 (fr
Inventor
Kai Kuhlbach
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.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
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Publication of EP2305975A2 publication Critical patent/EP2305975A2/fr
Publication of EP2305975A3 publication Critical patent/EP2305975A3/fr
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Publication of EP2305975B1 publication Critical patent/EP2305975B1/fr
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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
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • 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
    • F01M5/001—Heating
    • 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
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • 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
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/14—Lubrication of pumps; Safety measures therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/243—Cylinder heads and inlet or exhaust manifolds integrally cast together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0476—Camshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication

Definitions

  • the invention relates to a method for heating the engine oil of such an internal combustion engine.
  • An internal combustion engine of the above type is used as a drive for motor vehicles.
  • the term internal combustion engine includes diesel engines and gasoline engines, but also hybrid internal combustion engines.
  • the cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the piston of each cylinder of an internal combustion engine is axially movably guided in a cylinder tube and limits together with the cylinder tube and the cylinder head the combustion chamber of a cylinder.
  • the piston head forms a part of the combustion chamber inner wall and seals together with the piston rings the combustion chamber against the cylinder block or the crankcase, so that no combustion gases or combustion air enter the crankcase and no oil enters the combustion chamber.
  • the piston serves to transfer the gas forces generated by the combustion to the crankshaft.
  • the piston is articulated by means of a piston pin with a connecting rod, which in turn is movably mounted on the crankshaft.
  • the crankshaft mounted in the crankcase receives the connecting rod forces, which are composed of the gas forces due to the fuel combustion in the combustion chamber and the mass forces due to the non-uniform movement of the engine parts.
  • the oscillating stroke movement of the piston is transformed into a rotating rotational movement of the crankshaft.
  • the crankshaft transmits the torque to the drive train. Part of the energy transferred to the crankshaft is used to drive auxiliary equipment such as the oil pump and the alternator, or to drive the camshaft and thus actuate the valvetrain.
  • the upper crankcase half is formed by the cylinder block.
  • the crankcase is supplemented by the lower half of the crankcase, which can be mounted on the upper crankcase half and serves as an oil sump.
  • the upper crankcase half for receiving the oil pan, i. the lower crankcase half on a flange.
  • a seal is provided in or on the flange surface for sealing the oil sump or the crankcase relative to the environment. The connection is often done by a screw.
  • At least two bearings are provided in the crankcase, which are usually made in two parts and each include a bearing saddle and connectable to the bearing saddle bearing cap.
  • the crankshaft is mounted in the region of the crankshaft journals which are arranged at a distance from one another along the crankshaft axis and are generally designed as thickened shaft shoulders.
  • Bearing caps and bearing saddles can be used as separate components or in one piece with the crankcase, i. the crankcase halves are formed. Between the crankshaft and the bearings bearing shells can be arranged as intermediate elements.
  • each bearing saddle When assembled, each bearing saddle is connected to the corresponding bearing cap.
  • a bearing saddle and a bearing cap form - possibly in cooperation with bearing shells as intermediate elements - a bore for receiving a crankshaft journal.
  • the holes are usually supplied with engine oil, ie lubricating oil, so that ideally forms between the inner surface of each hole and the associated crankshaft journal with rotating crankshaft - similar to a plain bearing - a viable lubricating film.
  • a pump for the delivery of engine oil to the at least two bearings, wherein the pump supplied via the supply line, a main oil gallery, lead from the channels to the at least two camps, with engine oil.
  • the supply line leads according to the prior art of the pump through the cylinder block to Hauptöl request.
  • a main supply channel is often provided, which is aligned along the longitudinal axis of the crankshaft.
  • the main supply channel can be arranged above or below the crankshaft in the crankcase or integrated into the crankshaft.
  • the intended pump must have a sufficiently large flow, d. H. ensure a correspondingly high delivery volume and ensure a sufficiently high oil pressure in the supply system, in particular the main oil gallery.
  • a permanent oil supply of at least two bearings is not required.
  • a permanent supply of oil to the bearings may be detrimental to the pressure in the overall system.
  • a merely regular but not continuous oil supply of the bearings can be advantageous.
  • Another oil supply in the above sense for example, be the oil supply to a camshaft, which is usually stored in a two-piece so-called camshaft.
  • the statements already made with regard to the crankshaft bearing apply analogously.
  • the camshaft receptacle is usually supplied with lubricating oil, to which a supply channel is provided, which branches off in the prior art from the main oil gallery, passes through the cylinder block and extends in overhead camshafts into the cylinder head.
  • the friction in the bearings of the crankshaft which depends largely on the viscosity and thus of the temperature of the oil used, contributes to the fuel consumption of the internal combustion engine.
  • Another sub-task is to show a method for heating the engine oil of such an internal combustion engine.
  • the supply line in the internal combustion engine according to the invention passes through the cylinder head before this line opens into the main oil gallery. Ie. the flow direction of the oil is reversed compared to conventional internal combustion engines. While the engine oil according to the state of Technology flows from the main oil gallery to the cylinder head, it is passed according to the invention from the cylinder head to the main oil gallery.
  • the oil is heated as it passes the cylinder head, providing higher temperature oil to the downstream main gallery and thus to the downstream crankshaft bearings, reducing friction in the bearings and reducing fuel consumption.
  • the cylinder head is thermally highly loaded, especially in comparison to the cylinder block is thermally loaded higher, so that the heating of the oil, d. H. the increase in the oil temperature at a flow through the cylinder head is more pronounced than when flowing through the cylinder block.
  • the inventively designed engine proves to be particularly advantageous during the warm-up phase, in particular after a cold start.
  • d. H After a stoppage of the vehicle, d. H.
  • the oil first flows through the cylinder head, which heats up comparatively quickly as a result of the combustion processes taking place, in particular in comparison to the cylinder block.
  • the oil provided for the lubrication of the crankshaft bearings is also heated faster if, according to the procedure according to the invention, it is first guided through the cylinder head.
  • the engine oil can also be performed in the internal combustion engine according to the invention through the cylinder block, for example, when the supply line to the main oil gallery is passed from the cylinder head through the cylinder block.
  • Heated oil of a higher temperature has a lower viscosity, which lowers the friction of the engine and improves the efficiency.
  • the fuel consumption of the internal combustion engine is noticeably reduced, in particular after a cold start.
  • the internal combustion engine according to the invention solves the problem underlying the invention, namely to provide an internal combustion engine, which is optimized in terms of friction.
  • the portion of the supply line, which passes through the at least one cylinder head, is preferably designed with respect to its primary function, namely the oil heating, d. H. educated.
  • Embodiments of the internal combustion engine in which an oil sump which can be mounted on the upper crankcase half and serves as a lower crankcase half for collecting the engine oil are provided, and the pump delivers oil from the sump via the supply line to the main oil gallery.
  • the crankcase is formed in two parts, wherein the upper crankcase half is supplemented by an oil pan, in which the recirculated oil is collected.
  • the oil pan can on the outside with cooling fins or Be provided stiffening ribs and is preferably made of sheet metal by deep drawing, whereas the upper crankcase half is preferably a casting.
  • crankcase In the design and construction of the crankcase, it is a fundamental goal to achieve the highest possible stiffness to vibration, d. H. Reduce vibrations and thus influence the noise and noise emission favorable.
  • the modular crankcase should preferably be constructed in such a way that the processing of the mounting and sealing surfaces and the assembly can be done in the simplest possible way to reduce costs.
  • Embodiments of the internal combustion engine in which the at least one cylinder head is equipped with a coolant jacket integrated at least partially in the cylinder head are advantageous.
  • the heat released during combustion by the exothermic, chemical conversion of the fuel is partly dissipated via the walls delimiting the combustion chamber to the cylinder head and the cylinder block and partly via the exhaust gas flow to the adjacent components and the environment.
  • a portion of the introduced into the cylinder head heat flow must be withdrawn from the cylinder head again.
  • the liquid cooling ie the formation of a liquid-cooled cylinder head requires the equipment of the cylinder head with a coolant jacket, ie the arrangement of the coolant through the cylinder head leading coolant channels, which causes a complex structure of the cylinder head construction.
  • the mechanically and thermally highly stressed cylinder head is weakened by the introduction of the coolant channels on the one hand in its strength.
  • the heat does not have like the
  • Air cooling are first passed to the cylinder head surface to be dissipated.
  • the heat is already in the interior of the cylinder head to the coolant, usually mixed with additives added water.
  • the coolant is conveyed by means of a pump arranged in the cooling circuit, so that it circulates in the coolant jacket.
  • the heat given off to the coolant is removed in this way from the interior of the cylinder head and removed from the coolant in a heat exchanger again.
  • Liquid cooling is particularly suitable for supercharged internal combustion engines, which require efficient and optimized cooling due to higher exhaust gas temperatures.
  • Embodiments of the internal combustion engine in which the supply line comprises at least two partial supply lines along a section passing through the at least one cylinder head are advantageous.
  • the supply line forks into at least two partial supply lines, i. H. fanned out into several partial supply lines.
  • This increases the overall surface area of the supply line along a portion passing through the at least one cylinder head, thereby assisting heat transfer between the cylinder head and the engine oil contained in the supply line, i. H. is increased.
  • the supply line is optimized according to the embodiment in question at least along a section with respect to their primary function in the cylinder head, namely in terms of their function as a heat exchanger.
  • the heat transfer between the cylinder head and the motor oil present in the supply line can affect both the heat input of the hot exhaust gas stream into the engine oil and - in liquid-cooled cylinder heads - the heat input or heat removal of the coolant in or out of the engine oil.
  • the supply line can split in the cylinder head in two or more partial supply lines, but also outside, ie upstream of the cylinder head. Likewise, the merging of the individual partial supply lines can be made to a common supply line in the cylinder head or downstream of the cylinder head.
  • Embodiments of the internal combustion engine in which the coolant jacket integrated in the at least one cylinder head at least partially also extends between the at least two partial supply lines are advantageous.
  • the coolant jacket also extends between the at least two partial supply lines.
  • the coolant jacket has an imaginary envelope placed around the at least two partial supply lines, ie. H. Envelope passes, d. H. cuts.
  • the coolant jacket or the coolant passed through the cooling channels counteracts overheating and thus premature aging of the engine oil and prevents coking of the oil and the formation of deposits in the supply line, which would reduce the flow cross-section or lead to a closure of the line.
  • Embodiments of the internal combustion engine in which the at least one cylinder head comprises at least two cylinders are advantageous, wherein each cylinder has at least one outlet opening for discharging the exhaust gases from the cylinder and an exhaust pipe connects to each outlet opening, the exhaust pipes of at least two cylinders forming a integrated exhaust manifold merge within the at least one cylinder head to form an overall exhaust gas line.
  • exhaust manifold The combination of exhaust pipes to an overall exhaust line is generally and in the context of the present invention referred to as exhaust manifold.
  • the exhaust gases Downstream of a manifold, the exhaust gases are often supplied to the turbine of an exhaust gas turbocharger and / or one or more exhaust aftertreatment systems.
  • the exhaust gas turbocharger or the closest possible to the outlet of the internal combustion engine endeavors to arrange the exhaust gas turbocharger or the closest possible to the outlet of the internal combustion engine, in order to be able to optimally use the exhaust enthalpy of the hot exhaust gases, which is largely determined by the exhaust pressure and the exhaust gas temperature, and to ensure a fast response of the turbocharger.
  • the way the hot exhaust gases to the various exhaust aftertreatment systems should be as short as possible, so that the exhaust gases are given little time to cool and the exhaust aftertreatment systems reach their operating temperature or light-off as soon as possible, especially after a cold start of the engine.
  • the exhaust pipes are preferably merged within the cylinder head. This measure also allows the densest possible packaging of the drive unit.
  • Embodiments of the cylinder head with, for example, four cylinders arranged in series, in which the exhaust pipes of the outer cylinder and the exhaust pipes of the inner cylinder are each combined to form an overall exhaust line, can also be used to form an internal combustion engine of the type in question.
  • a cylinder head with integrated exhaust manifold is thermally loaded higher than a conventional cylinder head, which is equipped with an external manifold, and provides Therefore, increased cooling requirements, which is why a liquid cooling is advantageous especially in a cylinder head with integrated exhaust manifold.
  • the integration of the manifold helps to further reduce the friction of the internal combustion engine. Because especially in the warm-up phase after a cold start of the internal combustion engine reaches a cylinder head with integrated manifold faster higher temperatures than a conventional cylinder head with an external manifold.
  • Liquid cooling of the cylinder head advantageously serves to limit the temperature increase of the oil upwards and may possibly assist the heating of the oil in the warm-up phase.
  • Embodiments in which the coolant jacket integrated in the at least one cylinder head extends at least partially between the integrated exhaust manifold and the at least one supply line are advantageous. This arrangement of coolant jacket, manifold and conduit ensures that the engine oil does not overheat.
  • the coolant jacket acts as a thermal barrier at high exhaust gas temperatures.
  • the coolant jacket also extends between the integrated exhaust manifold and the at least one supply line. This includes in particular embodiments in which the coolant jacket passes through an imaginary envelope which encloses the manifold and the supply line.
  • Embodiments in which the supply line for supplying engine oil is connected to a camshaft receptacle are advantageous.
  • valves which are movable along their longitudinal axis between a valve-closed position and a valve-open position are generally used for the charge exchange as control members in order to release or obstruct an inlet or outlet opening.
  • valve spring means provided to bias the valve in the direction of valve closing position, and on the other hand valve actuators used to open the valve against the biasing force of the valve spring means.
  • the valve actuator comprises in the present case a camshaft on which a plurality of cams is arranged and which - for example by means of a chain drive - is rotated by the crankshaft in such a way that the cam shaft rotates at half the crankshaft speed.
  • camshafts which are arranged above the mounting surface between the cylinder head and cylinder block and stored in the cylinder head.
  • Overhead camshafts are stored for example in two-piece so-called camshaft shots.
  • the camshaft has at least two bearing points, which are usually designed as thickened shaft shoulders.
  • the camshaft receiving comprises a lower part and an upper part, in which the bearing saddles or bearing caps are arranged.
  • the camshaft is received and stored with their bearings in the bearing saddles and bearing caps.
  • the bearings are supplied with engine oil, so that a revolving camshaft - similar to a plain bearing - forms a viable lubricating film.
  • the supply line with the camshaft receptacle in combination.
  • the supply of the camshaft bearing via supply line with heated engine oil reduces the friction in the bearings of the camshaft and further reduces the friction of the engine. This applies to both the camshaft of the intake valves, d. H. the inlet side as well as for the camshaft of the exhaust valves, d. H. the outlet side.
  • Embodiments in which at least one exhaust-gas turbocharger is provided for charging the internal combustion engine, which comprises a turbine, a compressor and a bearing, are advantageous.
  • a compressor and a turbine are arranged on the same shaft.
  • the shaft is received in a bearing which is located between the turbine and the compressor.
  • the hot exhaust gas flow is supplied to the turbine and relaxes with energy release in this, whereby the shaft is rotated.
  • the energy emitted by the exhaust gas flow to the turbine and finally to the shaft is used to drive the compressor, which is also arranged on the shaft.
  • the compressor conveys and compresses the charge air supplied to it, whereby a charging of the cylinder is achieved.
  • the charge is used primarily to increase the performance of the internal combustion engine.
  • the air required for the combustion process is compressed, whereby each cylinder per cycle can be supplied with a larger air mass. As a result, the fuel mass and thus the medium pressure can be increased.
  • the charge is a suitable means to increase the capacity of an internal combustion engine with unchanged displacement or to reduce the displacement at the same power.
  • the charging leads to an increase in space performance and a lower power mass.
  • the load collective can thus be shifted to higher loads, where the specific fuel consumption is lower. The latter is also referred to as downsizing.
  • Charging therefore supports the constant effort in the development of internal combustion engines to minimize fuel consumption, d. H. to improve the efficiency of the internal combustion engine.
  • the advantage of the exhaust gas turbocharger compared to a mechanical supercharger is that there is no mechanical connection to the power transmission between the supercharger and the internal combustion engine or is required. While a mechanical supercharger obtains the energy required for its drive completely from the internal combustion engine and thus reduces the power provided and in this way adversely affects the efficiency, the exhaust gas turbocharger uses the exhaust gas energy of the hot exhaust gases.
  • Embodiments in which the turbine has a housing for receiving an impeller and the supply line upstream of the main oil gallery are advantageous this turbine housing passes.
  • the turbine housing heats up particularly quickly after a cold start of the internal combustion engine due to the hot exhaust gas flow, so that the housing is suitable for a rapid heat input into the engine oil during the warm-up phase.
  • the guided through the housing oil removes heat from the exhaust gas and thus reduces the temperature, ie the thermal load of the housing.
  • the supply line upstream of the main oil gallery supplies the bearing of the exhaust gas turbocharger with oil.
  • the bearing of the shaft must always be supplied with oil, so that it is advantageous to use the supply line for this, d. H.
  • the supply line can lead through the turbine housing or lead directly from the cylinder head to the camp.
  • Embodiments in which the turbine is provided with a coolant jacket to form a liquid cooling system are advantageous, wherein the coolant jacket is preferably integrated in the turbine housing.
  • the thermal load of the turbine housing is comparatively high.
  • the cooling of the turbine allows a production of the housing made of sheet metal or thermally less resilient materials, which offers cost advantages.
  • the use of cost-intensive - often nickel-containing - materials is no longer necessary or is greatly reduced.
  • Embodiments in which the turbine housing is at least partially made of aluminum are advantageous. This brings cost benefits compared to the use of conventional materials. In addition, the use of aluminum for the manufacture of the turbine housing leads to a lower weight.
  • the second sub-problem underlying the invention namely to show a method for heating the engine oil for an internal combustion engine of the aforementioned type, is achieved by a method which is characterized in that the engine oil is passed through the at least one cylinder head upstream of the at least two bearings ,
  • FIG. 1 schematically shows the fragment of a cylinder head 1 of a first embodiment of the internal combustion engine in a perspective view and in a section perpendicular to the longitudinal axis of the cylinder head first
  • the cylinder head 1 has a plurality of cylinders 14 arranged in series.
  • the combustion chamber 13 of each cylinder 14 is supplied with fresh mixture or fresh air via two inlet channels 12.
  • Two outlet openings per cylinder 14 serve to discharge the exhaust gases, wherein an exhaust pipe 4 connects to each outlet opening.
  • the exhaust pipes 4 of all cylinders 14 lead together to form an integrated exhaust manifold 5 within the cylinder head 1 to form an overall exhaust gas line 6.
  • the in FIG. 1 shown cylinder head 1 is liquid-cooled.
  • the cylinder head 1 is equipped with an integrated coolant jacket 7, which passes coolant 8 through the cylinder head 1.
  • the coolant jacket 7 comprises a coolant jacket 7 arranged above the exhaust manifold 5, ie arranged on the side of the manifold 5 facing away from the cylinder block, and a coolant jacket 7 arranged below the exhaust manifold 5, ie on the side of the manifold 5 facing the cylinder block Cylinder block passes.
  • a supply line 2 leads along the longitudinal axis of the cylinder head 1 through the cylinder head 1 therethrough.
  • the line 2 serves to supply the bearings of a crank shaft received in the crankcase with engine oil 3 (not shown) and extends above the coolant jacket 7, i. the line 2 is arranged on the side facing away from the exhaust manifold 5 side of the coolant jacket 7.
  • each bearing 10 comprises a bearing saddle 11 and a bearing cap.
  • the supply line 2 is in communication with the camshaft receptacle 9 (not shown).
  • the supply of the camshaft bearing 10 via supply line 2 with heated engine oil 3 reduces the friction in the bearings 10 of the camshaft.
  • FIG. 2 schematically shows the fragment of a cylinder head 1 of a second embodiment of the internal combustion engine in a perspective view and in a section perpendicular to the longitudinal axis of the cylinder head first
  • FIG. 1 It should be the differences to the in FIG. 1 Otherwise, reference will be made to FIG. 1 , The same reference numerals have been used for the same components.
  • the integrated for forming a liquid cooling in the cylinder head 1 coolant jacket 7 is disposed substantially above the exhaust manifold 5, i. on the side facing away from the cylinder block (not shown) of the manifold 5 and leads around the manifold 5 to the bottom of the manifold 5.
  • the coolant jacket 7 is interrupted on the underside of the manifold 5 from the supply line 2, i. the coolant jacket 7 extends on both sides of the line 2 and has an opening 16 which is provided adjacent to the entire exhaust line 6 on a longitudinal side of the cylinder head 1 and is closed in the assembled state of the head 1.
  • the introduction of the opening 16 is made for manufacturing reasons and is used for post-processing of the coolant jacket 7. Nevertheless, the opening 16 for removing coolant also remain open, for example, to supply a liquid-cooled turbocharger with coolant.
  • the supply line 2 runs at the in FIG. 2 illustrated embodiment on the cylinder block (not shown) facing side of the manifold 5, ie on the underside of the manifold 5, wherein - in the illustrated section - no portion of the coolant jacket between the manifold 5 and the supply line 2 extends, so that heat from Exhaust flow can pass on the engine oil 3 unhindered.
  • FIG. 3 schematically shows the fragment of a cylinder head 1 of a third embodiment of the internal combustion engine in a perspective view and in a section perpendicular to the longitudinal axis of the cylinder head 1 and in the direction of the longitudinal axis.
  • FIGS. 1 and 2 It should only the differences to those in the FIGS. 1 and 2 Otherwise, reference will be made to FIGS FIGS. 1 and 2 , The same reference numerals have been used for the same components.
  • the supply line 2 runs at the in FIG. 3 shown cylinder head 1 - as in the in FIG. 2 illustrated embodiment - on the cylinder block (not shown) facing side of the manifold 5, ie on the underside of the manifold 5 along the longitudinal axis of the cylinder head 1.
  • the manifold 5 and the supply line 2 are - in the illustrated section - not separated by a coolant jacket.
  • the supply line 2 comes from the cylinder block coming on the underside of the head 1, ie the mounting end face in the cylinder head 1 and leaves the cylinder head 1 at the other end of the line 2 again at the bottom, where it enters the block again (indicated by arrows made).
  • coolant jacket 7 extends both above the exhaust manifold 5, ie on the cylinder block (not shown) side facing away from the manifold 5 and on the underside of the manifold 5.
  • the coolant jacket 7 is on the underside of the manifold 5 - as in FIG. 2 - interrupted by the supply line 2, ie the coolant jacket 7 extends on both sides of the line second
  • each bearing 10 comprises a bearing saddle 11 and a bearing cap (not shown).
  • the camshaft receptacle 9 is arranged for the camshaft of the intake valves, which is also supplied via a further line 15 with lubricating oil.

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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP10154681.0A 2009-10-05 2010-02-25 Moteur à combustion interne équipé d'une pompe d'alimentation en huile moteur et procédé de chauffage de l'huile moteur d'un tel moteur à combustion interne Not-in-force EP2305975B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009045320A DE102009045320A1 (de) 2009-10-05 2009-10-05 Brennkraftmaschine mit Pumpe zur Förderung von Motoröl und Verfahren zur Erwärmung des Motoröls einer derartigen Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP2305975A2 true EP2305975A2 (fr) 2011-04-06
EP2305975A3 EP2305975A3 (fr) 2011-05-11
EP2305975B1 EP2305975B1 (fr) 2018-09-12

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EP10154681.0A Not-in-force EP2305975B1 (fr) 2009-10-05 2010-02-25 Moteur à combustion interne équipé d'une pompe d'alimentation en huile moteur et procédé de chauffage de l'huile moteur d'un tel moteur à combustion interne

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US (1) US7992535B2 (fr)
EP (1) EP2305975B1 (fr)
CN (1) CN201924987U (fr)
DE (1) DE102009045320A1 (fr)

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Also Published As

Publication number Publication date
DE102009045320A1 (de) 2011-04-28
US20110079187A1 (en) 2011-04-07
EP2305975B1 (fr) 2018-09-12
CN201924987U (zh) 2011-08-10
US7992535B2 (en) 2011-08-09
EP2305975A3 (fr) 2011-05-11

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