Patent Application
20080011264
The foregoing and further features and advantages of the invention will become apparent from the following description of example embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein:
Example embodiments of the invention will be described below with reference to the accompanying drawings.
An oil return structure of the invention that is applied to a V-type engine (internal combustion engine) for automobile will be described below.
First, an overall structure of the V-type engine E (hereinafter sometimes referred to as engine) is described with reference to
The engine E has a pair of banks 2L and 2R above a cylinder block 1. The banks 2L and 2R protrude to form a V-shape. The banks 2L and 2R have cylinder heads 3L and 3R and head covers 4L and 4R, respectively. The cylinder heads 3L and 3R are disposed on the upper end of the cylinder block 1. The head covers 4L and 4R are mounted to the respective top ends of the cylinder heads 3L and 3R. In the cylinder block 1, plural pairs of cylinders 5L and 5R, . . . (e.g. three cylinders for each bank 2L, 2R) are disposed with a predetermined angle (e.g. 90 degrees) between the paired cylinders. Pistons 51L and 51R . . . are accommodated in the corresponding cylinders 5L and 5R . . . such that each piston can reciprocate. The pistons 51L and 51R . . . are connected to a crankshaft C respectively through connecting rods 52L and 52R . . . such that power is transmitted from each piston to the crankshaft C.
A crankcase 6 is mounted to the underside of the cylinder block 1. An internal space, which extends from the lower part of the cylinder block 1 to the crankcase 6, forms a crank chamber 61. An oil pan 11 is disposed below the crankcase 6. The oil pan 11 is designed to hold oil that is used to lubricate and cool moving (sliding) engine E parts. The oil return structure in the engine E for returning oil to the oil pan 11 will be discussed later.
Intake valves 32L and 32R for opening or closing respective intake ports 31L and 31R are assembled to the cylinder heads 3L and 3R. In turn, exhaust valves 34L and 34R for opening or closing respective exhaust ports 33L and 33R are assembled to the cylinder heads 3L and 3R. Cam chambers 41L and 41R are defined respectively between the cylinder head 3L and the head cover 4L and between the cylinder head 3R and the head cover 4R. Camshafts 35L and 36L and camshafts 35R and 36R are located in the respective cam chambers 41L and 41R. Rotations of these camshafts 35L, 35R, 36L, 36R allow the associated valves 32L, 32R, 34L, 34R to operate to the open or closed position.
An oil return hole 1b is formed in the one of the banks of the engine E (left bank 2L in this embodiment). The oil return hole 1b is designed to return (recover) oil, used for lubricating a valve driving system in the engine E, to the oil pan 11. The oil return hole 1b extends through the cylinder head 3L to the upper part of the cylinder block 1. An upper end of the oil return hole 1b is open to the cam chamber 41L, while a lower end thereof is open to the crank chamber 61. This allows oil, which has been delivered to the cam chamber 41L and that has lubricated the valve driving system, to drop back down into the oil pan 11 through the oil return hole 1b. Oil flowing out of the bottom end of the oil return hole 1b drops down into the oil pan 11 through the crank chamber 61. An oil discharge pipe 94 of a PCV system 9 is inserted into a part of the oil return hole 1b. The PCV system 9 will be discussed later.
Intake manifolds 7L and 7R associated with the banks 2L and 2R are disposed on the upper inner sides of the corresponding banks (the side closer to a space between the banks). The respective downstream ends of the intake manifolds 7L and 7R communicate with the associated intake ports 31L and 31R. The intake manifolds 7L and 7R also communicate with an intake pipe 74 having a surge tank 72 and a throttle valve 73. The intake pipe 74 is shared between the banks. An air cleaner 75 is provided upstream of the intake pipe 74. Air introduced from the air cleaner 75 into the intake pipe 74 is directed through the surge tank 72 to the intake manifolds 7L and 7R.
Injectors (fuel injection valves) 76L and 76R are respectively provided on the intake manifolds 7L and 7R. Air directed into the intake manifolds 7L and 7R is mixed with fuel sprayed from the injectors 76L and 76R. This air-fuel mixture is directed to combustion chambers 77L and 77R when the intake valves 32L and 32R open. Ignition plugs 78L and 78R are individually disposed on the top of the combustion chambers 77L and 77R.
In the combustion chambers 77L and 77R, the ignition plugs 78L and 78R ignite the air-fuel mixture, and combustion gas is produced by burning the air-fuel mixture. This combustion gas is discharged as exhaust gas to exhaust manifolds 8L and 8R, when the exhaust valves 34L and 34R open. The exhaust manifolds 8L and 8R connect to exhaust pipes 81L and 81R, respectively. The exhaust pipes 81L and 81R connect to a common collecting exhaust pipe 82. A three-way catalytic converter 83 is provided on the collecting exhaust pipe 82. Exhaust gas, discharged to the exhaust manifolds 8L and 8R, passes through the exhaust pipes 81L and 81R and the collecting exhaust pipe 82, and is emitted outside. When exhaust gas passes through the catalytic converter 83, the catalytic converter 83 purifies the exhaust gas by removing HC, CO, and NOx.
The engine E is provided with the PCV system 9. Blow-by gas flows through a gap between the inner surface of the cylinder 5L and the outer surface of the piston 51L and a gap between the inner surface of the cylinder 5R and the outer surface of the piston 51R and through the crank chamber 61. The PCV system 9 is designed to direct such blow-by gas to the intake system.
The PCV system 9 has an oil separator 91 disposed on the cylinder block 1 between the banks 2L and 2R. The oil separator 91 includes a separator case 92, as well as a blow-by gas introducing pipe 93, an oil discharge pipe 94, and a blow-by gas discharge pipe 95, which are individually connected to the separator case 92.
The separator case 92 separates vaporized oil from blow-by gas drawn through the crank chamber 61 by the blow-by gas introducing pipe 93. The separator case 92 is mounted on a horizontal top surface of the cylinder block 1 between the banks 2L and 2R with a bolt or other means. The separator case 92 has a punching plate and a baffle plate therein, forming a blow-by gas flow passage. So-called inertial impaction works to trap vaporized oil in the separator case 92.
The blow-by gas introducing gas pipe 93 is designed to draw blow-by gas flowing through the crank chamber 61 and direct the blow-by gas into the separator case 92. An upstream end of the blow-by gas introducing pipe 93 connects to the top surface of the cylinder block 1 between the banks. More specifically, the cylinder block 1 has a blow-by gas recovery passage 1a therein. One end of the blow-by gas recovery passage 1a is open to the crank chamber 61, while the other end thereof is open to the top surface of the cylinder block 1 between the banks. The upstream end of the blow-by gas introducing pipe 93 communicates with the blow-by gas recovery passage 1a. This allows blow-by gas in the crank chamber 61 to be directed from the blow-by gas recovery passage 1a via the blow-by introducing pipe 93 into the separator case 92.
The blow-by gas discharge pipe 95 directs blow-by gas, whose oil content has been separated and removed in the separator case 92, to the intake system in the engine E. A downstream end of the blow-by gas discharge pipe 95 connects to the surge tank 72 in order to return blow-by gas to the intake system through the surge tank 72. A PCV valve 98 is provided at the upstream end of the blow-by discharge pipe 95. When the PCV valve 98 opens due to intake-manifold vacuum, blow-by gas flows out of the separator case 92 to the blow-by gas discharge pipe 95 and is directed to the surge tank 72.
The oil discharge pipe 94 returns both oil and vaporized oil, which has been separated and removed from blow-by gas in the separator case 92, to the oil pan 11. The oil discharge pipe 94 serves as an oil return passage (oil recovery passage) for returning oil to an oil reservoir 14 in the oil pan 11, as will be discussed later. The oil discharge pipe 94 is disposed across the exterior and the interior of the engine E. More specifically, the oil discharge pipe 94 is directed from the exterior to the interior of the engine E via a through hole 1c formed on the rear surface of the left bank 2L of the engine E. Outside the engine E, the oil discharge pipe 94 extends from an oil discharge port to the through hole 1c, the oil discharge port being formed on the side surface of the separator case 92. An intermediate part of the oil discharge pipe 94 is connected to the interior of the engine E via the through hole 1c, while sealing a gap between the pipe 94 and the hole 1c. In turn, inside the engine E, the oil discharge pipe 94 extends from the through hole 1c to the oil reservoir 14 in the oil pan 11. A part of the oil discharge pipe 94, which is located in the left bank 2L, is inserted into the oil return hole 1b. The other part of the oil discharge pipe 94, which is downstream of the oil return hole 1b, extends from the bottom end of the hole 1b through the crank chamber 61. In the crank chamber 61, the downstream portion of the oil discharge pipe 94 is located along the inner wall of the crankcase 6 to avoid interference with components therein. The downstream end of the oil discharge pipe 94 is located within the oil reservoir 14 in the oil pan 11, which will be discussed later.
As described above, the oil discharge pipe 94 extends from the oil discharge port of the separator case 92 through the exterior of the engine E, the through hole 1c, the oil return hole 1b, and the crank chamber 61 to the oil reservoir 14. Oil separated from blow-by gas in the separator case 92 is returned to the oil pan 11 through the oil discharge pipe 94. The interior of the engine E has a double pipe structure in which the oil discharge pipe 94 is inserted into the oil return hole 1b. First oil returns to the oil pan 11 through the oil return hole 1b after being delivered to the cylinder head 3L (cam chamber 41L) and lubricating the valve driving mechanism. Second oil returns to the oil pan 11 through the oil discharge pipe 94 after being separated from blow-by gas in the separator case 92. The double pipe structure is designed to prevent mixing of the first oil with the second oil.
The engine E has a fresh air introducing path therein for introducing fresh air into the crank chamber 61. As blow-by gas is recirculated in the described manner, fresh air is introduced from the fresh air introducing path into the crank chamber 61 for ventilation.
The oil return structure in the engine E for returning oil to the oil pan 11 (oil recovery structure) is now described in details.
As shown in
The oil pan 11 holds oil that is used to lubricate and cool the moving parts of the engine E. Oil collected in the oil pan 11 is delivered to the respective parts of the engine E by an oil pump (not shown) when the engine E is running. After lubricating and cooling the parts of the engine E, oil returns to and is collected in the oil pan 11. For example, oil is delivered to the cylinder heads 3L and 3R (cam chambers 41L and 41R) and lubricates the valve driving system in the engine E. Then, the oil drops back down into the oil pan 11. Portion of the oil delivered to the cylinder head 3L and used for lubricating the valve driving system flows through the oil return hole 1b back to the oil pan 11. In contrast, oil is separated from blow-by gas in the separator case 92 of the oil separator 91 in the PCV system 9, and then flows through the oil discharge pipe 94 back to the oil pan 11.
The upper case 12 has an oil reservoir 14 at one of its corners. The oil reservoir 14 temporarily holds the oil to flow back to the oil pan 11 in the manner described as follows. The oil reservoir 14 is provided adjacent to the upper chamber 17. More specifically, the oil reservoir 14 has an inward portion (facing the upper chamber 17 or the right portion in
The oil reservoir 14 has a bottom surface 14c. An oil drain hole (oil discharge hole) 14a is formed on the bottom surface 14c at the inwardly protruding portion of the oil reservoir 14. The oil reservoir 14 communicates with the lower chamber 18 through the oil drain hole 14a. In the oil pan structure, the oil reservoir 14 protrudes inward, and has the oil drain hole 14a on the bottom surface 14c at its inwardly-protruding portion. The oil drain hole 14a is a through hole that extends through the bottom surface 14c. In this embodiment, the through hole extends in the direction to remove a die-casting mold for the oil pan 11. The oil drain hole 14a is formed when the oil pan is removed from the die-casting mold when the oil pan is formed. There is thus no need for additional machining process, such as drilling, to form the oil drain hole 14a, thereby reducing total machining costs. In addition, by forming the oil drain hole 14a by taking advantage of molding, the cross-sectional shape of the oil drain hole 14a is not limited to circle. This provides greater flexibility in selecting the shape of the hole. An open area of the oil drain hole 14a is predetermined based on the amount of oil flowing back to the oil reservoir 14 and the amount of oil flowing out of the oil drain 14a, in order to satisfy a relationship of the oil level positions between within and outside the oil reservoir 14. This relationship will be discussed later.
The downstream end of the oil discharge pipe 94, extends from the separator case 92 of the oil separator 91 in the PCV system 9, and is introduced into the oil reservoir 14. The oil reservoir 14 collects oil that has flowed back from the separator case 92 through the oil discharge pipe 94. The oil reservoir 14 is provided below the oil return hole 1b. This permits some oil, which flows back through the oil return hole 1b and the crank chamber 61, to drop into the oil reservoir 14, and to be held therein. In addition, some oil, which drops down toward the oil pan 11, can also be reserved in the oil reservoir 14.
The oil level positions within and outside the oil reservoir 14 in the oil pan 11 in the described configuration satisfy the following relationship. The level of oil held within the oil reservoir 14 in the oil pan 11 is hereinafter referred to as “oil level in the oil reservoir.” The level of oil held between the outside of the oil reservoir 14 and the inside of the oil pan 11 is hereinafter referred to as “oil level in the oil pan.”
As shown in
As shown in
In turn, when the engine E is running, the oil level F2 in the oil reservoir 14 is predetermined to satisfy the relationship that the oil level F2 is above the downstream end 94a of the oil discharge pipe 94. In other words, even when the oil level F1 in the oil pan 11 is lowered when the engine E is running, the downstream end 94a of the oil discharge pipe 94 remains submerged in oil in the oil reservoir 14. Thereby, oil, which flows through the oil discharge pipe 94 back to the oil reservoir 14, clogs the downstream end 94a of the oil discharge pipe 94. This prevents backflow of blow-by gas through the oil discharge pipe 94 toward the separator case 92 when the engine E is running. Accordingly, blow-by gas containing a large amount of vaporized oil is prevented from flowing into the intake system. The oil reservoir 14 may be provided on the upper part of the oil pan 11, so that the oil discharge pipe 94 is located where it does not interfere with the components in the crankcase 6.
The first embodiment describes the two-part structure of the oil pan 11 in which the oil pan 11 is divided into the upper case 12 and the lower case 13. Alternatively, the oil pan structure may be modified (e.g. one piece molding structure). Also, in the first embodiment, the oil reservoir 14 is provided at one of the corners of the upper case 12 in the oil pan 11. Alternatively, the oil reservoir may be provided at a different location (e.g. on one side of the upper case 12).
Further, in the first embodiment, the oil discharge pipe 94 in the PCV system 9 is located within the oil return hole 1b. Alternatively, the oil discharge pipe 94 may be located outside the oil return hole 1b. Still further, in the first embodiment, the oil return hole 1b may extend through the cylinder head 3L across the upper part of the cylinder block 1. However, the location of the oil return hole 1b is not specifically limited. For example, the oil return hole 1b may extend through the cylinder head 3L, the cylinder block 1, and the crankcase 6. Alternatively, no oil return hole may be formed.
In the first embodiment, the oil discharge pipe 94 serves as an oil return passage for returning oil from the upper part of the engine E to the oil reservoir 14 in the oil pan 11, that is, the oil discharge pipe 9 allows oil to flow from the oil separator 91 in the PCV system 9 back to the oil reservoir 14. Alternatively, any members, other than the oil discharge pipe, may be used as the oil return passage. According to the first embodiment, oil returns from the upper part of the engine E through the oil return passage to the oil reservoir 14 in the oil pan 11. However, it is not necessary to have the oil flow back from the oil separator 91 in the PCV system 9.
For example, oil returning from the upper part of the engine E to the oil reservoir 14 may include oil which flows from the cylinder head in the engine E back to the oil reservoir 14 after the oil is delivered to the cylinder head and lubricates the valve driving system. In this case, first oil returning from the cylinder head may join second oil returning from the separator 91 in the PCV system 9, as shown in
To be briefly described, the variation shown in
The upper end of the oil return hole 1b is open to the cam chamber 41L, while the lower end thereof connects to the upstream end of the oil return pipe 101. The oil return pipe 101 extends from the bottom end of the oil return hole 1b to the oil reservoir 14 in the oil pan 11. A downstream end 101a of the oil return pipe 101 is submerged in oil in the oil reservoir 14. The difference between the oil discharge pipe 94′ and the oil discharge pipe 94 described in the first embodiment is that the pipe 94′ extends from the oil discharge port of the oil separator 91 to a meeting point 1d where the pipe 94′ and the oil return hole 1b meet. At the meeting point 1d, the oil discharge pipe 94′ communicates with the oil return hole 1b. First oil returns from the oil separator 91 in the PCV system 9 through the oil discharge pipe 94′ to the oil reservoir 14. Second oil returns through the oil return hole 1b to the oil reservoir 14 after being delivered to the cylinder head 3L and lubricating the valve driving system. This variation allows the first oil to join the second oil at the meeting point 1d. The combined first and second oil passes through the oil return hole 1b and the oil return pipe 101, and is collected in the oil reservoir 14 in the oil pan 11.
In the first embodiment, a V-type engine is employed. Alternatively, other types of engine may be used (e.g. in-line engine). For example, the invention may also be employed in an engine that is not provided with a PCV system. Further, according to the first embodiment, the separator case of the oil separator in the PCV system is provided outside the engine. Alternatively, the separator case of the oil separator in the PCV system may be provided inside the engine. As shown in
Further, in the first embodiment, the single oil reservoir is solely provided in the oil pan. Alternatively, multiple oil reservoirs may be provided in the oil pan. For example, in the aforementioned case where the first oil to return from the cylinder head and the second oil to return from the PCV system separately flows through the different passages, individual oil reservoirs may be provided to reserve the first oil and the second oil therein. As described above, the V-type engine may be provided with separate PCV systems for the left and right banks, each PCV system having the oil separator including the separator case. In such case, as shown in
The other variation shown in
In the engine E, the respective banks 2L and 2R are provided with oil return holes 1bL and 1bR. The oil return holes 1bL and 1bR are designed to return oil, used for lubricating the valve driving system of the engine E, to the oil pan 11. Upper ends of the respective oil return holes 1bL and 1bR are open to the cam chambers 41L and 41R, while lower ends thereof are open to the crank chamber 61. This allows oil, which has been delivered to the cam chambers 41L and 41R and lubricated the valve driving system, to drop back down into the oil pan 11 through the oil return holes 1bL and 1bR. Oil flowing out of the bottom ends of the oil return holes 1bL and 1bR drops down into the oil pan 11 through the crank chamber 61.
The engine E is provided with the separate PCV systems 9L and 9R for each bank 2L and 2R of the engine E. Each PCV system includes an oil-separator 91L, 91R and a separator case 92L, 92R. More specifically, the respective separator cases 92L and 92R are mounted to the inner surface (underside) of the head covers 4L and 4R. Oil discharge pipes 94L and 94R connect to the separator cases 92L and 92R, respectively. The oil discharge pipes 94L and 94R are designed to return oil, separated from blow-by gas in the separator cases 92L and 92R, to the oil pan 11. Blow-by gas discharge pipes 95L and 95R connect to the separator cases 92L and 92R, respectively. The blow-by gas discharge pipes 95L and 95R are designed to direct blow-by gas, whose oil content is separated and removed, to the intake system of the engine E. PCV valves 98L and 98R are provided at the respective upstream ends of the blow-by gas discharge pipes 95L and 95R. The separator cases 92L and 92R have respective blow-by gas introducing holes (not shown) for directing blow-by gas, which are drawn through the crank chamber 61, into the separator cases 92L and 92R.
The oil reservoirs 14L and 14R are formed respectively on the left end and the right end of the upper case 12 in the oil pan 11. The oil reservoirs 14L and 14R are the same as the oil reservoir 14 in the first embodiment (see
The oil discharge pipes 94L and 94R are located inside the engine E. The oil discharge pipes 94L and 94R extend from the oil discharge ports of the separator cases 92L and 92R to the oil reservoirs 14L and 14R in the oil pan 11, respectively. Parts of the oil discharge pipes 94L and 94R, which are located in the banks 2L and 2R, are inserted into the oil return holes 1bL and 1bR, respectively. The other parts of the oil discharge pipes 94L and 94R, which are downstream of the oil return holes 1bL and 1bR, extend from the bottom ends thereof respectively through the crank chamber 61. In the crank chamber 61, the downstream portions of the oil discharge pipes 94L and 94R are located along the inner walls of the crankcase 6 respectively to avoid interference with components therein. The respective downstream ends of the oil discharge pipes 94L and 94R are introduced into the oil reservoirs 14L and 14R in the oil pan 11.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2006-190637 | Jul 2006 | JP | national |
