DE1057822B - Oil circulation system in internal combustion engines, especially for all-terrain vehicles - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY

GERMAN

PATENT OFFICE

PATENT 1 057 REGISTRATION DAY:

NOTICE
THE REGISTRATION
AND ISSUE OF
EDITORIAL:

ISSUE OF
PATENT LETTERING:

kl. 46 c ¹ 2

INTERNAT. KL. F 02 f 8 DECEMBER 1955

May 21, 1959

FEBRUARY 2, 1961 DIVERSE

EDITORIAL

(M 28997 I a / 46 c ')

The invention relates to a circulation system in internal combustion engines, in particular those for all-terrain vehicles, and has the purpose of keeping the oil circulating even on steep ascent and descent Maintain security.

For off-road vehicles, such as ζ. Β All-terrain trucks, the supply of the engine with pressurized oil must work properly even when the vehicle is in extreme inclination (approx. ± 40 ^{fl / o).} This means that the oil level in the engine due to the inclination of the vehicle must never move so far that engine parts are caught beating excessively in the oil, which would next \ ^r the machine erölung a strong Verschaumung the oil result. Also, the sealing of the motor against oil leakage must not be wetted, especially if this is not caused by seals running on the shaft, but by slinging and conveying elements such as splash rings and return threads.

In order to meet these requirements, it has already been proposed to move the oil pan towards To divide the crankshaft axis into two chambers and to provide a pump that constantly pumps oil one chamber promotes to the other. With this system, which works satisfactorily in itself, lies however, one chamber is deeper than the other, so that the overall height of the motor is large

To avoid this disadvantage, the oil pan has already been subdivided in such a way that on the two Separate oil collecting spaces created at the ends of the oil pan from each of which a backing pump pumped the oil into the main room located between the end spaces promotes and from this another oil pump sucks in the lubricating oil and to the consumption points presses (dry sump lubrication). However, an additional suction pump is required here. Besides that the oil pan is difficult to manufacture.

In another known embodiment, although the oil pan extends over the entire length of the Crankcase, and it is also divided into two chambers, namely a front one, by a horizontal partition and a rear chamber. Additional oil catchment pockets are arranged above these two chambers, which cause the oil dripping from the lubrication points only to the rear oil chamber is discharged. In addition, the two chambers are permanently connected to one another. Through this the normally unavoidable oil consumption becomes noticeable in both chambers, so that so the other chamber is also subject to the risk of the oil level as a result of ongoing oil consumption drops until no more oil can be pumped to the bearings. Another disadvantage of this oil circulation system

for internal combustion engines,

especially for all-terrain

vehicles

Patented for:

Maschinenfabrik Augsburg-Nürnberg AG _r branch office,

Nuremberg

Dipl.-Ing. Heribert Kubis, Nuremberg,
has been named as the inventor

well-known oil pan is that the oil in the two chambers only in one direction of inclination at the same time, but not back in both directions. can be held. The known construction therefore requires a relatively deep design of the oil pan.

Another similar suction system is a multiple dry sump system of pumps and connected pipelines. So here are two double oil pumps, and one each one for the pressure oil supply and the oil suction from the front and rear oil chambers in the oil pan necessary to secure the oil supply to the engine. As with this construction the oil level as a result of the oil consumption drops and for this reason the suction pipe of the pressure pumps is safe Must have immersion depth, a correspondingly deep design of the tub is required.

This known design is therefore expensive and complicated.

The object of the invention is to provide a simpler construction with the same advantageous mode of operation to eliminate the shortcomings of the aforementioned known oil circulation systems. The invention solves this problem with an oil circulation system in internal combustion engines, especially for off-road vehicles Vehicles in which the oil pan in the direction of the crankshaft axis through one of the continuous oil pan bottom rising partition is divided into two at least approximately the same chambers and a pump constantly pumps oil from one chamber to the other, from which the latter a second Pump delivers oil to the lubrication points, whereby the

009 696/354

Claims (3)

The upper end of the partition is followed by a retaining wall which, starting from the partition, covers a substantial part of the top of the one chamber, in that the partition does not allow any direct oil exchange between the chambers in a manner known per se and that the retaining wall from which Starting from the partition wall, it also covers a substantial part of the upper side of the other chamber, the suction pipe of the pump engaging in a manner known per se in the part of the chamber not covered by the baffle. The oil circulation system according to the invention works perfectly with only one circulation pump, even when the engine is tilted at great angles. The fact that the entire oil pan surface of the engine can be designed as an oil container results in an extremely flat oil pan which can be brought directly to the connecting rod circuit, so that the engine has the greatest possible ground clearance and a low overall height. The manufacture of the oil pan and its connection to the crankcase is simple. Another advantage of the invention is that oil is retained in the two chambers not only when driving uphill but also when driving downhill. So it will remain in the vessel-like chambers with every driving situation oil. The oil consumption losses, which cannot be avoided per se during oil circulation, are also only noticeable in the chamber from which there is no direct oil pressure delivery to the bearing points. In the drawing, an embodiment of the invention is shown in a longitudinal section through the lower part of the crankcase and the oil pan. On the crankcase 1, which is used to hold the crankshaft 2, the oil pan 3 is attached at the bottom. The very flat oil pan 3, which takes up the entire length of the crankcase, is divided by a central partition 4 into two identical or approximately identical chambers 5 and 6. At the top of the partition wall 4 closes a horizontal stowage wall 7, which half covers the chambers 5, 6. The coverage of the chambers by the retaining wall can also be more or less than half. Each chamber is advantageously covered to about one to two thirds of its base area. The height of the retaining wall 7 is such that the connecting rods, indicated by 8, still have enough leeway. The oil is filled into the left-hand chamber 5 in an amount of, for example, 20 l and overflows via the retaining wall 7 into the right-hand chamber 6. When traveling horizontally, oil levels are then set in chambers 5, 6, as shown by lines A and B. The oil level in chamber 6 can, after a corresponding operating time, drop as a result of oil consumption down to line B1 (still 14 liters of oil filling). When the engine is running, a circulation pump 9 sucks in oil from the chamber 6 via a line 10 and continuously conveys it through a line 11 into the chamber 5. A pressure pump 12 sucks over from the chamber 5, which is thus always sufficiently filled with oil a suction line 13 supplies the oil used for lubrication and presses it to the lubrication points of the engine. The pumps 9 and 12 are combined to form a structural unit and are arranged at a point at which they can be easily driven by the crankshaft 2. The retaining wall 7 ensures that when the car is traveling uphill or downhill, so much oil is always retained in the higher chamber that the oil in the lower chamber does not reach the engine seals. In addition, the baffle 7 prevents the connecting rod from hitting the lubricating oil in an inadmissible manner. When the car is traveling at a 40% incline ίο, a level along the line a, b appears in chamber 5 at 20 and 141 oil filling. In chamber 6 the oil level then runs at 20 liters of oil filling according to the line (J1 and at 14 1 according to line bv). When the car is traveling with a 40% gradient, a level is adjusted in chamber 5 at 20 liters of oil filling line a2 and at 14 1 a mirror after line b2. In the chamber 6 the oil level then runs at 20 and 14 1 oil filling according to the line az, by the crankshaft 2 cannot be wetted by the oil both when driving uphill and downhill. In the new oil circulation system, the entire oil pan surface is used to accommodate the lubricating oil. Due to the extremely flat oil pan, it can also be used in the same advantageous manner in underfloor vehicles : 1. Oil circulation system in internal combustion engines, especially for off-road vehicles the oil pan in the direction of the crankshaft axis through one of the continuous oil pan floor rising partition is divided into two at least approximately equal chambers and one Pump constantly pumps oil from one chamber to the other, from which the latter a second Pump conveys oil to the lubrication points, with a retaining wall at the upper end of the partition wall adjoins which, starting from the partition wall, a substantial part of the top of the covers a chamber, characterized in that the partition (4) in a manner known per se no direct oil exchange between the chambers (5, 6) and that the retaining wall (7), starting from the partition (4), also a substantial part of the top of the other chamber covered, in each case the suction pipe (10 or '13) of the pump (9 or 12) in a known per se Way into the part of the chamber (6 or 5) not covered by the retaining wall. 2. oil circulation system according to claim 1, characterized in that the baffle (7) in itself known way runs parallel to the crankshaft axis. 3. oil circulation system according to claim 1 or 2, characterized in that the baffle (7) each Chamber (5, 6). covers one to two thirds of its upper side. - Considered publications: German Patent No. 725 831;
U.S. Patent No. 2,440,815;
"Automobiltechnisches Handbuch" by Bussien, 16th edition, 1945, pp. 873 to 875; Book by H. Kremser, "The structure of high-speed internal combustion engines", 1942, p. 149 and.160. 1 sheet of drawings © 909 527/236 5. 59 (009 696/354 1.61)