CN108194163B - Wave-proof crankcase ventilation device - Google Patents
Wave-proof crankcase ventilation device Download PDFInfo
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- CN108194163B CN108194163B CN201711403554.6A CN201711403554A CN108194163B CN 108194163 B CN108194163 B CN 108194163B CN 201711403554 A CN201711403554 A CN 201711403554A CN 108194163 B CN108194163 B CN 108194163B
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- 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
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
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- 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
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
Abstract
The invention discloses an anti-wave crankcase ventilation device, and belongs to the technical field of direct injection engines. The high-pressure oil rail comprises a crankcase, an air cylinder body, an air cylinder cover, an oil sprayer, a high-pressure oil rail, an oil tank, an oil conveying pipe, an air inlet pipe and a waste gas turbocharger, wherein an exhaust pipe is arranged on the side wall of the crankcase, the exhaust pipe is connected with an inlet of an air pumping machine, the inner cavity of the air pumping machine is divided into a left cavity and a right cavity through a partition plate, a left impeller and a right impeller are respectively arranged, the left impeller is fixedly connected with a first gear shaft, the first gear shaft rotates through a first bearing and is assembled at one end of a first through hole of the partition plate, the right impeller is fixedly connected with a second gear shaft, the second gear shaft rotates through a second bearing and is assembled at the other end of the partition plate in the first through hole, a. The invention solves the problems that carbon deposition is generated on the inner walls of the throttle valve and the air inlet pipe of the direct injection engine, the exhaust rate of waste gas in the crankcase is low, and the engine oil in the crankcase shakes greatly.
Description
Technical Field
The invention belongs to the technical field of direct injection engines in cylinders, and particularly relates to an anti-wave crankcase ventilation device.
Background
At present, most automobile engines are direct injection engines in cylinders, gasoline is directly injected into the cylinders for combustion, power and torque of the engines during high-speed operation are improved, but problems are caused, such as easy carbon deposition of a throttle valve and an air inlet pipe wall. The reason for the generation of carbon deposition is mainly caused by a crankcase ventilation system of an engine, a small amount of exhaust gas leaked into a crankcase is guided into an air inlet pipe by the crankcase ventilation system and is mixed with newly-entered air to enter a cylinder to participate in combustion, and because a small amount of oil vapor in the crankcase enters the air inlet pipe along with the exhaust gas and passes through a throttle valve, the oil vapor can be condensed into oil droplets and is deposited on the inner wall of the throttle valve or the air inlet pipe. For a natural air suction type engine, gasoline is sprayed into an air inlet pipe by a fuel injector, and the deposited liquid drops can be dissolved and removed by the gasoline, so that long-time deposition of engine oil liquid drops is not easy to generate on the inner wall of a throttle valve or the air inlet pipe. However, the direct injection engine does not have the cleaning effect of the gasoline on the engine oil on the throttle valve or the air inlet pipe, so that the engine oil droplets are deposited on the inner wall of the throttle valve or the air inlet pipe for a long time and form carbon deposition, and therefore, the direct injection engine is easier to form the carbon deposition on the throttle valve and the inner wall of the air inlet pipe than a natural air suction engine, and further influences the opening angle of the throttle valve and the air flow rate in the air inlet pipe. In addition, the purge rate of exhaust gas in the crankcase is low, resulting in a large amount of exhaust gas staying in the crankcase. When the automobile runs, engine oil in the crankcase shakes greatly, and splashed engine oil easily enters the exhaust pipe.
Disclosure of Invention
The invention provides an anti-wave crankcase ventilation device, aiming at solving the defects that carbon deposition is generated on the inner walls of a throttle valve and an air inlet pipe of a direct injection engine, the exhaust rate of waste gas in a crankcase is low, and engine oil in the crankcase shakes greatly in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
a wave-proof crankcase ventilation device comprises a crankcase, a cylinder body, a cylinder cover, an oil sprayer, a high-pressure oil rail, an oil tank, an oil delivery pipe, an air inlet pipe and an exhaust gas turbocharger, wherein the high-pressure oil rail is respectively communicated with each corresponding cylinder oil sprayer in a sealing way through each connecting branch pipe, the oil sprayer is arranged in the cylinder cover, an oil spray nozzle of the oil sprayer extends into a combustion chamber of the cylinder body, the side wall of the cylinder cover is communicated with the air inlet pipe in a sealing way, the exhaust gas turbocharger is arranged in the middle of the air inlet pipe, the lower end of the oil delivery pipe is communicated with an oil pump outlet in the oil tank in a sealing way, a pressurizing pump for secondary pressurization is arranged on the oil delivery pipe, an exhaust pipe is arranged on the side wall of the crankcase and is connected with an inlet of a pump air machine, an inner cavity of the pump air machine is divided into a left cavity and a right cavity through a partition plate, a left impeller and a right, the right impeller is fixedly connected with a second gear shaft, the second gear shaft rotates through a second bearing and is assembled at the other end in the first through hole of the partition plate, and a sealing sheet is arranged between the first gear shaft and the second gear shaft and used for sealing and isolating the left cavity and the right cavity;
the first gear shaft is provided with a first gear and a left impeller at the end part, the second gear shaft is provided with a third gear and a right impeller at the end part, a second through hole of the partition plate is internally and hermetically provided with a third gear shaft, the left end and the right end of the third gear shaft are respectively provided with a second gear and a fourth gear, the second gear is meshed with the first gear, and the fourth gear is meshed with the third gear;
the gas outlet of the left cavity of the gas pumping machine is hermetically connected with a gas delivery branch pipe, the oil outlet of the right cavity of the gas pumping machine is hermetically connected with an oil delivery branch pipe, and the outlet of the gas delivery branch pipe and the outlet of the oil delivery branch pipe are converged together and are hermetically connected with a high-pressure oil rail;
the gas transmission branch pipe is provided with a one-way valve;
the rear section air inlet pipe at the rear part of the exhaust gas turbocharger is communicated with the inlet end of the air guide pipe in a sealing way, the outlet end of the air guide pipe is communicated with the side wall part, opposite to the exhaust pipe, on the crankcase in a sealing way, the air guide pipe is provided with an electric control diversion valve, the electric control diversion valve is connected with an electric control system or a control switch of the engine, and the opening and closing of the electric control diversion valve are controlled by the electric control system of the engine automatically or.
Furthermore, a lower pressing plate is arranged on the inner wall of the crankcase, which is adjacent to the outlet end of the air duct, and a plurality of air vents which are vertical to the surfaces of the two sides of the lower pressing plate are arranged on the lower pressing plate.
Furthermore, the fixed end of the lower pressing plate is positioned at the upper side of the outlet end of the air duct, the free end of the lower pressing plate is positioned in the middle of the crankcase, and meanwhile, the free end of the lower pressing plate is positioned at the lower sides of the outlet end of the air duct and the inlet end of the exhaust tube.
Furthermore, the bottom in the crankcase is provided with a breakwater, the breakwater is arranged below the liquid level of the engine oil, and the breakwater is provided with a plurality of same through holes.
Furthermore, the breakwater is installed in the crankcase in an inclined mode that the front part is low and the rear part is high, and the inclined angle t formed by the breakwater and the horizontal plane is 10-20 degrees.
Further, the diameter of the through hole is 5-10 mm;
the through holes are arranged on the breakwater in a matrix mode, the row spacing y between two adjacent rows of the through holes is equal to (0.1-0.2) s, and the column spacing x between two adjacent rows of the through holes is equal to (0.12-0.2) r, wherein s is the width of the breakwater, and r is the length of the breakwater.
Has the advantages that:
1. compared with the mode of naturally leading the waste gas into the gas inlet pipe by depending on the pressure of the waste gas in the crankcase in the prior art, the invention can obviously improve the pumping capacity and the pumping efficiency of the waste gas.
2. The waste gas entering the high-pressure oil rail is mixed with the secondarily pressurized gasoline to form bubbles in a certain proportion in the high-pressure gasoline, the gas pressure in the bubbles is equivalent to the gasoline pressure, when the high-pressure gasoline mixed with the bubbles is sprayed out from an oil nozzle of an oil sprayer, the pressure is reduced, each bubble is broken and generates certain explosive force, the explosive force acts on surrounding gasoline droplets and breaks up the gasoline droplets, the atomization effect of the gasoline in a combustion chamber is better, the gasoline and air are mixed more fully in the combustion chamber, and the combustion efficiency of an engine is improved.
3. The electronic control diversion valve is automatically controlled by an engine electronic control system or manually controlled by a control switch to be opened, so that air with certain pressure in the rear-section air inlet pipe enters the crankcase from the outlet end of the air guide pipe, and the exhaust gas in the crankcase can more quickly enter the exhaust pipe under the action of the air suction of the air pumping machine, so that the exhaust of the exhaust gas in the crankcase is promoted, the exhaust rate of the exhaust gas in the crankcase is improved, and the amount of the exhaust gas retained in the crankcase is reduced;
4. a part of air at the outlet of the air guide pipe is guided downwards to a position close to the liquid level of the engine oil by using the lower pressing plate, so that more air can sweep the waste gas close to the liquid level of the engine oil, and the waste gas sweeping efficiency at the liquid level of the engine oil is improved; meanwhile, in the process that the lower pressing plate guides air downwards, a part of air can enter the space above the lower pressing plate through the vent holes to clean waste gas in the space;
5. when the engine oil shakes, the engine oil can only pass through the through holes of the wave-proof plates due to the blocking of the wave-proof plates, and the viscosity of the engine oil can enable the engine oil to generate resistance when passing through the through holes, so that the speed of the engine oil passing through each through hole is reduced, and the shaking of the engine oil is reduced;
6. the slope mode that sets up that the front is low back height that the breakwater adopted can weaken the car when accelerating suddenly, and the machine oil liquid level of preventing back lateral wall department from being close the exhaust tube to the machine oil that leads to splashing gets into in the exhaust tube to gushing out to the rear side wall of crankcase.
Drawings
FIG. 1 is a schematic structural view of embodiment 1 of the present invention;
FIG. 2 is an enlarged view of portion A of FIG. 1;
FIG. 3 is a schematic structural view of a separator in example 1 of the present invention;
FIG. 4 is a schematic structural view of embodiment 2 of the present invention;
FIG. 5 is a schematic structural view of embodiment 3 of the present invention;
fig. 6 is a vertical view of a breakwater in example 3 of the present invention;
in the figure: 1-crankcase, 2-cylinder block, 3-cylinder head, 4-fuel injector, 5-high pressure oil rail, 6-fuel tank, 7-fuel delivery pipe, 8-connecting branch pipe, 9-fuel pump, 10-booster pump, 11-exhaust pipe, 12-pump engine, 13-baffle, 131-first through hole, 132-second through hole, 14-left impeller, 15-left impeller, 16-first gear shaft, 17-first bearing, 18-second gear shaft, 19-second bearing, 20-sealing sheet, 21-first gear, 22-third gear, 23-third gear shaft, 24-second gear, 25-fourth gear, 26-fuel delivery branch pipe, 27-fuel delivery branch pipe, 28-one-way valve, 29-air inlet pipe, 291-rear section air inlet pipe, 292-initial section air inlet pipe, 30-exhaust gas turbocharger, 31-air guide pipe, 32-electric control diversion valve, 33-lower pressing plate, 331-vent hole, 34-breakwater and 341-through hole.
Detailed Description
The invention is further illustrated with reference to the following figures and examples.
Embodiment 1 provides an enhanced crankcase ventilation device, as shown in fig. 1, 2, and 3, which includes a crankcase 1, a cylinder block 2, a cylinder head 3, an injector 4, a high-pressure oil rail 5, an oil tank 6, an oil delivery pipe 7, an air inlet pipe 29, and an exhaust turbocharger 30, wherein the high-pressure oil rail 5 is hermetically communicated with each corresponding cylinder injector 4 through each connecting branch pipe 8, the injector 4 is installed in the cylinder head 3, and an oil nozzle thereof extends into a combustion chamber of the cylinder block 2, a side wall of the cylinder head 3 is hermetically communicated with the air inlet pipe 29, the exhaust turbocharger 30 is installed in the middle of the air inlet pipe 29, a lower end of the oil delivery pipe 7 is hermetically communicated with an outlet of an oil pump 9 in the oil tank 6, a pressurizing pump 10 for secondary pressurization is installed on the oil delivery pipe 7, an air exhaust pipe 11 is installed on a side wall of the crankcase 1, the air exhaust pipe 11 is connected with an inlet of the pump 12, the left cavity and the right cavity are respectively provided with a left impeller 14 and a right impeller 15, the left impeller 14 is fixedly connected with a first gear shaft 16, the first gear shaft 16 rotates through a first bearing 17 and is assembled at one end in a first through hole of the partition plate 13, the right impeller 15 is fixedly connected with a second gear shaft 18, the second gear shaft 18 rotates through a second bearing 19 and is assembled at the other end in the first through hole of the partition plate 13, a sealing sheet 20 is arranged between the first gear shaft 16 and the second gear shaft 18, and the left cavity and the right cavity are sealed and isolated by the sealing sheet 20;
a first gear 21 and a left impeller 14 at the end part are arranged on the first gear shaft 16, a third gear 22 and a right impeller 15 at the end part are arranged on the second gear shaft 18, a third gear shaft 23 is assembled in the second through hole of the partition plate 13 in a sealing way, a second gear 24 and a fourth gear 25 are respectively arranged at the left end and the right end of the third gear shaft 23, the second gear 24 is meshed with the first gear 21, and the fourth gear 25 is meshed with the third gear 22;
the air outlet of the left cavity of the pumping machine 12 is hermetically connected with an air delivery branch pipe 26, the oil outlet of the right cavity of the pumping machine 12 is hermetically connected with an oil delivery branch pipe 27, and the outlets of the air delivery branch pipe 26 and the oil delivery branch pipe 27 are converged together and hermetically connected with the high-pressure oil rail 5;
the gas transmission branch pipe 26 is provided with a one-way valve 28;
the rear section air inlet pipe 291 at the rear part of the exhaust gas turbocharger 30 is in sealed communication with the inlet end of the air duct 31, the outlet end of the air duct 31 is in sealed communication with the side wall part of the crankcase 1 opposite to the exhaust pipe 11, the air duct 31 is provided with an electric control diverter valve 32, the electric control diverter valve 32 is connected with an engine electric control system (ECU) or a control switch, and the opening and closing of the electric control diverter valve 32 is automatically controlled by the engine electric control system or is directly controlled manually by the control switch.
The working process of the embodiment 1 is as follows: when the engine works, gasoline is pumped into the oil delivery pipe 7 by the oil pump 9, then the gasoline is pressurized for the second time by the pressure pump 10, because each cylinder injects oil in turn, the gasoline in the oil delivery pipe 7 continuously moves to the right cavity of the gas pumping machine 12 and impacts the right impeller 15, the gasoline passing through the right impeller 15 enters the oil delivery branch pipe 27 and the high-pressure oil rail 5, the gasoline impacts the right impeller 15 to rotate, the right impeller 15 drives the left impeller 14 to rotate through the third gear 22, the fourth gear 25, the second gear 24 and the first gear 21, the left impeller 14 generates suction action and pumps the gas in the crankcase 1 into the left cavity of the gas pumping machine 12, the gas is compressed by the gas pumping machine 12 and then is sent into the gas delivery branch pipe 26, when the pressure at the lower side of the check valve 28 is higher than the pressure at the upper side thereof, the check valve 28 is opened, the waste gas from the crankcase 1 is mixed with the gasoline and then enters the high-pressure oil, and is injected into the combustion chamber of each cylinder block with the injector 4 to participate in combustion.
The gear ratio is set so that the flow rate of the gasoline in the oil delivery pipe 7 and the oil delivery branch pipe 27 and the pumping amount of the left impeller 14 in unit time are in a certain proportion, and the faster the flow rate of the gasoline is, the higher the engine speed is, the more the exhaust gas is blown into the crankcase 1 from the piston rings of the cylinders, and the pumping amount is increased along with the increase of the rotating speeds of the left and right impellers 14 and 15, so that the exhaust gas discharge speed is in direct proportion to the engine speed. Conversely, if the fuel delivery rate decreases and the engine speed decreases, the exhaust gas pumping rate or the exhaust gas discharge rate decreases accordingly. Compared with the prior art that the waste gas is naturally led out to the air inlet pipe 29 by the pressure of the waste gas in the crankcase 1, the pumping capacity and the pumping efficiency of the waste gas can be obviously improved.
The waste gas entering the high-pressure oil rail 5 is mixed with the secondarily pressurized gasoline to form bubbles in a certain proportion in the high-pressure gasoline, the gas pressure in the bubbles is equivalent to the gasoline pressure, when the high-pressure gasoline mixed with the bubbles is sprayed out from the oil nozzle of the oil sprayer 4, the pressure is reduced, each bubble is broken and generates certain explosive force, the explosive force acts on surrounding gasoline droplets and breaks up the droplets, the atomization effect of the gasoline in the combustion chamber of the cylinder body 2 is better, the gasoline and the air are mixed more fully in the combustion chamber, and the combustion efficiency of an engine is improved.
As shown in fig. 1, many engines are now equipped with an exhaust gas turbocharger 30, the exhaust gas turbocharger 30 is generally installed in the middle of the intake pipe 29, and in order of the flow direction of the intake air, the intake pipe in the front of the exhaust gas turbocharger 30 is referred to as an initial stage intake pipe 292, the intake pipe in the rear of the exhaust gas turbocharger 30 is referred to as a rear stage intake pipe 291, the initial stage intake pipe 292 is communicated with the outside atmosphere, the pressure inside the initial stage intake pipe 292 is close to the outside atmospheric pressure, and the internal pressure of the rear stage intake pipe 291 exceeds the outside atmospheric pressure due to the exhaust gas turbocharger 30.
After the engine works for a certain time, the ECU automatically controls or controls the switch to manually control the opening of the electrically controlled diversion valve 32, so that air with a certain pressure in the rear-section air inlet pipe 291 enters the crankcase 1 from the outlet end of the air duct 29, and the exhaust gas in the crankcase 1 enters the exhaust pipe 11 more rapidly by matching with the air suction effect of the air pumping machine 12, thereby promoting the exhaust of the exhaust gas in the crankcase 1, improving the exhaust rate of the exhaust gas in the crankcase 1, and reducing the amount of the exhaust gas retained in the crankcase 1.
In this embodiment 2, a flow-guiding type crankcase ventilation device is proposed, as shown in fig. 4, which includes a crankcase 1, a cylinder block 2, a cylinder head 3, an injector 4, a high-pressure oil rail 5, an oil tank 6, an oil delivery pipe 7, an air inlet pipe 29 and an exhaust turbocharger 30, wherein the high-pressure oil rail 5 is hermetically communicated with each corresponding cylinder injector 4 through each connecting branch pipe 8, the injector 4 is installed in the cylinder head 3, and an oil nozzle thereof extends into a combustion chamber of the cylinder block 2, a side wall of the cylinder head 3 is hermetically communicated with the air inlet pipe 29, the exhaust turbocharger 30 is installed in the middle of the air inlet pipe 29, a lower end of the oil delivery pipe 7 is hermetically communicated with an outlet of an oil pump 9 in the oil tank 6, a pressurizing pump 10 for secondary pressurization is installed on the oil delivery pipe 7, an air extraction pipe 11 is installed on a side wall of the crankcase 1, the air extraction pipe 11 is connected with an inlet, the left cavity and the right cavity are respectively provided with a left impeller 14 and a right impeller 15, the left impeller 14 is fixedly connected with a first gear shaft 16, the first gear shaft 16 rotates through a first bearing 17 and is assembled at one end in a first through hole of the partition plate 13, the right impeller 15 is fixedly connected with a second gear shaft 18, the second gear shaft 18 rotates through a second bearing 19 and is assembled at the other end in the first through hole of the partition plate 13, a sealing sheet 20 is arranged between the first gear shaft 16 and the second gear shaft 18, and the left cavity and the right cavity are sealed and isolated by the sealing sheet 20;
a first gear 21 and a left impeller 14 at the end part are arranged on the first gear shaft 16, a third gear 22 and a right impeller 15 at the end part are arranged on the second gear shaft 18, a third gear shaft 23 is assembled in the second through hole of the partition plate 13 in a sealing way, a second gear 24 and a fourth gear 25 are respectively arranged at the left end and the right end of the third gear shaft 23, the second gear 24 is meshed with the first gear 21, and the fourth gear 25 is meshed with the third gear 22;
the air outlet of the left cavity of the pumping machine 12 is hermetically connected with an air delivery branch pipe 26, the oil outlet of the right cavity of the pumping machine 12 is hermetically connected with an oil delivery branch pipe 27, and the outlets of the air delivery branch pipe 26 and the oil delivery branch pipe 27 are converged together and hermetically connected with the high-pressure oil rail 5;
the gas transmission branch pipe 26 is provided with a one-way valve 28;
the rear section air inlet pipe 291 at the rear part of the exhaust gas turbocharger 30 is in sealed communication with the inlet end of the air duct 31, the outlet end of the air duct 31 is in sealed communication with the side wall part of the crankcase 1 opposite to the exhaust pipe 11, the air duct 31 is provided with an electric control diversion valve 32, the electric control diversion valve 32 is connected with an engine electric control system (ECU) or a control switch, and the opening and closing of the electric control diversion valve 32 is automatically controlled by the engine electric control system or is manually and directly controlled by the control switch;
a lower pressure plate 33 is arranged on the inner wall of the crankcase 1 adjacent to the outlet end of the gas guide pipe 31, and a plurality of vent holes 331 vertical to the surfaces of two sides of the lower pressure plate 33 are arranged on the lower pressure plate 33;
the fixed end of the lower pressing plate 33 is located at the upper side of the outlet end of the air duct 31, the free end of the lower pressing plate 33 is located in the middle of the crankcase 1, and meanwhile, the free end of the lower pressing plate 33 is located at the lower sides of the outlet end of the air duct 31 and the inlet end of the exhaust tube 11.
The working process of the embodiment 2 is as follows: when the engine works, gasoline is pumped into the oil delivery pipe 7 by the oil pump 9, then the gasoline is pressurized for the second time by the pressure pump 10, because each cylinder injects oil in turn, the gasoline in the oil delivery pipe 7 continuously moves to the right cavity of the gas pumping machine 12 and impacts the right impeller 15, the gasoline passing through the right impeller 15 enters the oil delivery branch pipe 27 and the high-pressure oil rail 5, the gasoline impacts the right impeller 15 to rotate, the right impeller 15 drives the left impeller 14 to rotate through the third gear 22, the fourth gear 25, the second gear 24 and the first gear 21, the left impeller 14 generates suction action and pumps the gas in the crankcase 1 into the left cavity of the gas pumping machine 12, the gas is compressed by the gas pumping machine 12 and then is sent into the gas delivery branch pipe 26, when the pressure at the lower side of the check valve 28 is higher than the pressure at the upper side thereof, the check valve 28 is opened, the waste gas from the crankcase 1 is mixed with the gasoline and then enters the high-pressure oil, and is injected into the combustion chamber of each cylinder block with the injector 4 to participate in combustion.
The gear ratio is set so that the flow rate of the gasoline in the oil delivery pipe 7 and the oil delivery branch pipe 27 and the pumping amount of the left impeller 14 in unit time are in a certain proportion, and the faster the flow rate of the gasoline is, the higher the engine speed is, the more the exhaust gas is blown into the crankcase 1 from the piston rings of the cylinders, and the pumping amount is increased along with the increase of the rotating speeds of the left and right impellers 14 and 15, so that the exhaust gas discharge speed is in direct proportion to the engine speed. Conversely, if the fuel delivery rate decreases and the engine speed decreases, the exhaust gas pumping rate or the exhaust gas discharge rate decreases accordingly. Compared with the prior art that the waste gas is naturally led out to the air inlet pipe 29 by the pressure of the waste gas in the crankcase 1, the pumping capacity and the pumping efficiency of the waste gas can be obviously improved.
The waste gas entering the high-pressure oil rail 5 is mixed with the secondarily pressurized gasoline to form bubbles in a certain proportion in the high-pressure gasoline, the gas pressure in the bubbles is equivalent to the gasoline pressure, when the high-pressure gasoline mixed with the bubbles is sprayed out from the oil nozzle of the oil sprayer 4, the pressure is reduced, each bubble is broken and generates certain explosive force, the explosive force acts on surrounding gasoline droplets and breaks up the droplets, the atomization effect of the gasoline in the combustion chamber of the cylinder body 2 is better, the gasoline and the air are mixed more fully in the combustion chamber, and the combustion efficiency of an engine is improved.
As shown in fig. 4, many engines are now equipped with an exhaust gas turbocharger 30, the exhaust gas turbocharger 30 is generally installed in the middle of the intake pipe 29, and in order of the flow direction of the intake air, the intake pipe in the front of the exhaust gas turbocharger 30 is referred to as an initial stage intake pipe 292, the intake pipe in the rear of the exhaust gas turbocharger 30 is referred to as a rear stage intake pipe 291, the initial stage intake pipe 292 is communicated with the outside atmosphere, the pressure inside the initial stage intake pipe 292 is close to the outside atmospheric pressure, and the internal pressure of the rear stage intake pipe 291 exceeds the outside atmospheric pressure due to the exhaust gas turbocharger 30.
After the engine works for a certain time, the ECU automatically controls or controls the switch to manually control the opening of the electrically controlled diversion valve 32, so that air with a certain pressure in the rear-section air inlet pipe 291 enters the crankcase 1 from the outlet end of the air duct 29, and the exhaust gas in the crankcase 1 enters the exhaust pipe 11 more rapidly by matching with the air suction effect of the air pumping machine 12, thereby promoting the exhaust of the exhaust gas in the crankcase 1, improving the exhaust rate of the exhaust gas in the crankcase 1, and reducing the amount of the exhaust gas retained in the crankcase 1.
As shown in fig. 4, a lower pressing plate 33 is fixedly connected to an inner wall of the crankcase 1 adjacent to the outlet end of the air duct 31, a fixed end of the lower pressing plate 33 is located at an upper side of the outlet end of the air duct 31, a free end of the lower pressing plate 33 is located at a middle of the crankcase 1, at a lower side of the outlet end of the air duct 31 and at an inlet end of the air exhaust pipe 11, a plurality of air vents 331 are provided on the lower pressing plate 33, the air from the air duct 31 enters the crankcase 1 from the outlet end of the air duct 31, a part of the air flows downward to a position adjacent to the liquid level of the engine oil (as shown by arrows in fig. 1) under the action of the lower pressing plate 33, and then flows upward to the inlet end of the air exhaust pipe 11 after passing under the free end of the lower. Another part of the air passes through the ventilation holes 331 and then flows through the upper space of the crankcase 1, thereby blowing out the exhaust gas in the upper space of the lower platen 33 inside the crankcase 1.
Utilize this lower pressure plate 33 can be with the partly air of air duct 31 export downwardly directed to neighbouring engine oil liquid level department, make more air can clean the waste gas of neighbouring engine oil liquid level department, improved the waste gas cleaning efficiency of engine oil liquid level department. Meanwhile, in the process of guiding the air downward by the lower platen 33, a part of the air can be introduced into the space above the lower platen 33, and the exhaust gas in the space can be cleaned.
Embodiment 3 provides an enhanced crankcase ventilation device, as shown in fig. 5, which includes a crankcase 1, a cylinder block 2, a cylinder head 3, fuel injectors 4, a high-pressure fuel rail 5, a fuel tank 6, a fuel delivery pipe 7, an air intake pipe 29, and an exhaust turbocharger 30, wherein the high-pressure fuel rail 5 is hermetically communicated with the corresponding fuel injectors 4 through connecting branch pipes 8, the fuel injectors 4 are installed in the cylinder head 3, and fuel nozzles thereof extend into a combustion chamber of the cylinder block 2, a side wall of the cylinder head 3 is hermetically communicated with the air intake pipe 29, the exhaust turbocharger 30 is installed in the middle of the air intake pipe 29, a lower end of the fuel delivery pipe 7 is hermetically communicated with an outlet of a fuel pump 9 in the fuel tank 6, a pressurizing pump 10 for secondary pressurization is installed on the fuel delivery pipe 7, an air extraction pipe 11 is installed on a side wall of the crankcase 1, the air extraction pipe 11 is connected with an inlet of the pump 12, an, the left cavity and the right cavity are respectively provided with a left impeller 14 and a right impeller 15, the left impeller 14 is fixedly connected with a first gear shaft 16, the first gear shaft 16 rotates through a first bearing 17 and is assembled at one end in a first through hole of the partition plate 13, the right impeller 15 is fixedly connected with a second gear shaft 18, the second gear shaft 18 rotates through a second bearing 19 and is assembled at the other end in the first through hole of the partition plate 13, a sealing sheet 20 is arranged between the first gear shaft 16 and the second gear shaft 18, and the left cavity and the right cavity are sealed and isolated by the sealing sheet 20;
a first gear 21 and a left impeller 14 at the end part are arranged on the first gear shaft 16, a third gear 22 and a right impeller 15 at the end part are arranged on the second gear shaft 18, a third gear shaft 23 is assembled in the second through hole of the partition plate 13 in a sealing way, a second gear 24 and a fourth gear 25 are respectively arranged at the left end and the right end of the third gear shaft 23, the second gear 24 is meshed with the first gear 21, and the fourth gear 25 is meshed with the third gear 22;
the air outlet of the left cavity of the pumping machine 12 is hermetically connected with an air delivery branch pipe 26, the oil outlet of the right cavity of the pumping machine 12 is hermetically connected with an oil delivery branch pipe 27, and the outlets of the air delivery branch pipe 26 and the oil delivery branch pipe 27 are converged together and hermetically connected with the high-pressure oil rail 5;
the gas transmission branch pipe 26 is provided with a one-way valve 28;
the rear section air inlet pipe 291 at the rear part of the exhaust gas turbocharger 30 is in sealed communication with the inlet end of the air duct 31, the outlet end of the air duct 31 is in sealed communication with the side wall part of the crankcase 1 opposite to the exhaust pipe 11, the air duct 31 is provided with an electric control diversion valve 32, the electric control diversion valve 32 is connected with an engine electric control system (ECU) or a control switch, and the opening and closing of the electric control diversion valve 32 is automatically controlled by the engine electric control system or is manually and directly controlled by the control switch;
a lower pressure plate 33 is arranged on the inner wall of the crankcase 1 adjacent to the outlet end of the gas guide pipe 31, and a plurality of vent holes 331 vertical to the surfaces of two sides of the lower pressure plate 33 are arranged on the lower pressure plate 33;
the fixed end of the lower pressing plate 33 is positioned at the upper side of the outlet end of the air duct 31, the free end of the lower pressing plate 33 is positioned in the middle of the crankcase 1, and meanwhile, the free end of the lower pressing plate 33 is positioned at the lower sides of the outlet end of the air duct 31 and the inlet end of the exhaust tube 11;
the bottom in the crankcase 1 is provided with a breakwater 34, the breakwater 34 is arranged below the liquid level of the engine oil, and the breakwater 34 is provided with a plurality of same through holes 341;
the breakwater 34 is installed in the crankcase 1 in an inclined manner of low front and high rear (the front is the direction of the head of the automobile, and the rear is the direction of the tail of the automobile), and the inclination angle t formed by the breakwater 34 and the horizontal plane is 10-20 degrees;
the diameter of the through hole 341 is 5-10 mm;
as shown in fig. 6, the through holes 341 are arranged on the breakwater 34 in a matrix manner, a row spacing y between two adjacent rows of the through holes 341 is (0.1-0.2) × s, and a column spacing x between two adjacent rows of the through holes 341 is (0.12-0.2) × r, where s is the width of the breakwater and r is the length of the breakwater.
The working process of the embodiment 3 is as follows: when the engine works, gasoline is pumped into the oil delivery pipe 7 by the oil pump 9, then the gasoline is pressurized for the second time by the pressure pump 10, because each cylinder injects oil in turn, the gasoline in the oil delivery pipe 7 continuously moves to the right cavity of the gas pumping machine 12 and impacts the right impeller 15, the gasoline passing through the right impeller 15 enters the oil delivery branch pipe 27 and the high-pressure oil rail 5, the gasoline impacts the right impeller 15 to rotate, the right impeller 15 drives the left impeller 14 to rotate through the third gear 22, the fourth gear 25, the second gear 24 and the first gear 21, the left impeller 14 generates suction action and pumps the gas in the crankcase 1 into the left cavity of the gas pumping machine 12, the gas is compressed by the gas pumping machine 12 and then is sent into the gas delivery branch pipe 26, when the pressure at the lower side of the check valve 28 is higher than the pressure at the upper side thereof, the check valve 28 is opened, the waste gas from the crankcase 1 is mixed with the gasoline and then enters the high-pressure oil, and is injected into the combustion chamber of each cylinder block with the injector 4 to participate in combustion.
The gear ratio is set so that the flow rate of the gasoline in the oil delivery pipe 7 and the oil delivery branch pipe 27 and the pumping amount of the left impeller 14 in unit time are in a certain proportion, and the faster the flow rate of the gasoline is, the higher the engine speed is, the more the exhaust gas is blown into the crankcase 1 from the piston rings of the cylinders, and the pumping amount is increased along with the increase of the rotating speeds of the left and right impellers 14 and 15, so that the exhaust gas discharge speed is in direct proportion to the engine speed. Conversely, if the fuel delivery rate decreases and the engine speed decreases, the exhaust gas pumping rate or the exhaust gas discharge rate decreases accordingly. Compared with the mode of naturally leading the waste gas to the air inlet pipe 29 by depending on the pressure of the waste gas in the crankcase 1 in the prior art, the invention can obviously improve the pumping capacity and the pumping efficiency of the waste gas.
The waste gas entering the high-pressure oil rail 5 is mixed with the secondarily pressurized gasoline to form bubbles in a certain proportion in the high-pressure gasoline, the gas pressure in the bubbles is equivalent to the gasoline pressure, when the high-pressure gasoline mixed with the bubbles is sprayed out from the oil nozzle of the oil sprayer 4, the pressure is reduced, each bubble is broken and generates certain explosive force, the explosive force acts on surrounding gasoline droplets and breaks up the droplets, the atomization effect of the gasoline in the combustion chamber of the cylinder body 2 is better, the gasoline and the air are mixed more fully in the combustion chamber, and the combustion efficiency of an engine is improved.
As shown in fig. 5, many engines are now equipped with an exhaust gas turbocharger 30, the exhaust gas turbocharger 30 is generally installed in the middle of the intake pipe 29, and in order of the flow direction of the intake air, the intake pipe in the front of the exhaust gas turbocharger 30 is referred to as an initial stage intake pipe 292, the intake pipe in the rear of the exhaust gas turbocharger 30 is referred to as a rear stage intake pipe 291, the initial stage intake pipe 292 is communicated with the outside atmosphere, the pressure inside the initial stage intake pipe 292 is close to the outside atmospheric pressure, and the internal pressure of the rear stage intake pipe 291 exceeds the outside atmospheric pressure due to the exhaust gas turbocharger 30.
After the engine works for a certain time, the ECU automatically controls or controls the switch to manually control the opening of the electrically controlled diversion valve 32, so that air with a certain pressure in the rear-section air inlet pipe 291 enters the crankcase 1 from the outlet end of the air duct 29, and the exhaust gas in the crankcase 1 enters the exhaust pipe 11 more rapidly by matching with the air suction effect of the air pumping machine 12, thereby promoting the exhaust of the exhaust gas in the crankcase 1, improving the exhaust rate of the exhaust gas in the crankcase 1, and reducing the amount of the exhaust gas retained in the crankcase 1.
As shown in fig. 5, a lower pressing plate 33 is fixedly connected to an inner wall of the crankcase 1 adjacent to the outlet end of the air duct 31, a fixed end of the lower pressing plate 33 is located at an upper side of the outlet end of the air duct 31, a free end of the lower pressing plate 33 is located at a middle of the crankcase 1, at a lower side of the outlet end of the air duct 31 and at an inlet end of the air exhaust pipe 11, a plurality of air vents 331 are provided on the lower pressing plate 33, the air from the air duct 31 enters the crankcase 1 from the outlet end of the air duct 31, a part of the air flows downward to a position adjacent to the liquid level of the engine oil (as shown by arrows in fig. 5) under the action of the lower pressing plate 33, and then flows upward to the inlet end of the air exhaust pipe 11 after passing under the free end of the lower. Another part of the air passes through the ventilation holes 331 and then flows through the upper space of the crankcase 1, thereby blowing out the exhaust gas in the upper space of the lower platen 33 inside the crankcase 1.
Utilize this lower pressure plate 33 can be with the partly air of air duct 31 export downwardly directed to neighbouring engine oil liquid level department, make more air can clean the waste gas of neighbouring engine oil liquid level department, improved the waste gas cleaning efficiency of engine oil liquid level department. Meanwhile, in the process of guiding the air downward by the lower platen 33, a part of the air can be introduced into the space above the lower platen 33, and the exhaust gas in the space can be cleaned.
As shown in fig. 5, when oil sloshes, the oil can only pass through the through holes 341 thereon due to the blocking of the breakwater 34, and the viscosity of the oil causes resistance when passing through each through hole 341, thereby reducing the speed of the oil passing through each through hole 341 and thus reducing sloshing of the oil.
As shown in fig. 5, the connection point of the air duct 31 and the crankcase 1 is located on the front side wall of the engine (i.e. the side of the engine facing the front of the automobile), the connection point of the air exhaust duct 11 and the crankcase 1 is located on the rear side wall of the engine (i.e. the side of the engine facing the rear of the automobile), the breakwater 34 is inclined in the crankcase 1, i.e. the connection point of the breakwater 34 and the front side of the engine is low, the connection point of the breakwater 34 and the rear side of the engine is high, and the inclination angle t is 10-20 degrees. The inclined mode of low front and high rear can weaken the phenomenon that the oil level rushes to the rear side wall of the crankcase 1 when the automobile is accelerated suddenly, and prevent the oil level at the rear side wall from approaching the inlet of the exhaust pipe 11, so that splashed oil enters the exhaust pipe 11.
The limitation of the protection scope of the present invention is understood by those skilled in the art, and various modifications or changes which can be made by those skilled in the art without inventive efforts based on the technical solution of the present invention are still within the protection scope of the present invention.
Claims (1)
1. The utility model provides an anti-wave type crankcase ventilation unit, it includes crankcase (1), cylinder block (2), cylinder head (3), sprayer (4), high-pressure oil rail (5), oil tank (6), defeated oil pipe (7), intake pipe (29) and exhaust gas turbo charger (30), high-pressure oil rail (5) are sealed the intercommunication with each jar sprayer (4) that correspond respectively through each connecting branch pipe (8), sprayer (4) are installed in cylinder head (3), and in its fuel sprayer stretches into the combustion chamber of cylinder block (2), cylinder head (3) lateral wall and intake pipe (29) are sealed the intercommunication, exhaust gas turbo charger (30) have been installed at intake pipe (29) middle part, oil pump (9) export in defeated oil pipe (7) lower extreme and oil tank (6) are sealed the intercommunication, defeated oil pipe (7) facial make-up and are equipped with pressurized force (10) of secondary, its characterized in that: the side wall of the crankcase (1) is provided with an exhaust pipe (11), the exhaust pipe (11) is connected with an inlet of an air pumping machine (12), an inner cavity of the air pumping machine (12) is divided into a left cavity and a right cavity through a partition plate (13), a left impeller (14) and a right impeller (15) are respectively arranged in the left cavity and the right cavity, the left impeller (14) is fixedly connected with a first gear shaft (16), the first gear shaft (16) rotates through a first bearing (17) and is assembled at one end in a first through hole of the partition plate (13), the right impeller (15) is fixedly connected with a second gear shaft (18), the second gear shaft (18) rotates through a second bearing (19) and is assembled at the other end in the first through hole of the partition plate (13), a sealing sheet (20) is arranged between the first gear shaft (16) and the second gear shaft (18), and the left side is driven by the sealing sheet (20), the right two cavities are sealed and isolated;
the first gear shaft (16) is provided with a first gear (21) and a left impeller (14) at the end part, the second gear shaft (18) is provided with a third gear (22) and a right impeller (15) at the end part, a third gear shaft (23) is hermetically assembled in a second through hole of the partition plate (13), the left end and the right end of the third gear shaft (23) are respectively provided with a second gear (24) and a fourth gear (25), the second gear (24) is meshed with the first gear (21), and the fourth gear (25) is meshed with the third gear (22);
the air outlet of the left cavity of the pumping machine (12) is hermetically connected with the air delivery branch pipe (26), the oil outlet of the right cavity of the pumping machine (12) is hermetically connected with the oil delivery branch pipe (27), and the outlet of the air delivery branch pipe (26) and the outlet of the oil delivery branch pipe (27) are converged together and are hermetically connected with the high-pressure oil rail (5);
the gas transmission branch pipe (26) is provided with a one-way valve (28);
the rear section air inlet pipe (291) at the rear part of the exhaust gas turbocharger (30) is communicated with the inlet end of the air guide pipe (31) in a sealing way, the outlet end of the air guide pipe (31) is communicated with the side wall part, opposite to the exhaust pipe (11), on the crankcase (1) in a sealing way, the air guide pipe (31) is provided with an electric control diversion valve (32), the electric control diversion valve (32) is connected with an engine electric control system or a control switch, and the opening and closing of the electric control diversion valve (32) are controlled by the engine electric control system automatically or manually;
a lower pressing plate (33) is arranged on the inner wall of the crankcase (1) adjacent to the outlet end of the air duct (31), and a plurality of vent holes (331) vertical to the surfaces of two sides of the lower pressing plate (33) are arranged on the lower pressing plate (33); the fixed end of the lower pressing plate (33) is positioned at the upper side of the outlet end of the air duct (31), the free end of the lower pressing plate (33) is positioned in the middle of the crankcase (1), and meanwhile, the free end of the lower pressing plate (33) is positioned at the lower side of the outlet end of the air duct (31) and the inlet end of the exhaust tube (11).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711403554.6A CN108194163B (en) | 2017-12-22 | 2017-12-22 | Wave-proof crankcase ventilation device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711403554.6A CN108194163B (en) | 2017-12-22 | 2017-12-22 | Wave-proof crankcase ventilation device |
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| CN108194163A CN108194163A (en) | 2018-06-22 |
| CN108194163B true CN108194163B (en) | 2020-09-15 |
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| Application Number | Title | Priority Date | Filing Date |
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Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004031281B4 (en) * | 2004-06-29 | 2016-09-15 | Man Truck & Bus Ag | Device for returning crankcase ventilation gases into the combustion chamber of a supercharged internal combustion engine |
| JP4329084B2 (en) * | 2005-11-04 | 2009-09-09 | 株式会社デンソー | Control device for accumulator fuel system |
| US8807097B2 (en) * | 2010-01-27 | 2014-08-19 | Cummins Filtration Ip Inc. | Closed crankcase ventilation system |
| CN202557288U (en) * | 2012-04-27 | 2012-11-28 | 亚普汽车部件股份有限公司 | Plastic fuel tank wave-proof plate |
| KR101484209B1 (en) * | 2013-03-27 | 2015-01-21 | 현대자동차 주식회사 | Blow-by gas recirculating system for internal combustion engine |
| US9279372B2 (en) * | 2013-06-27 | 2016-03-08 | Serge V. Monros | Multi-fuel system for internal combustion engines |
| DE202015105509U1 (en) * | 2015-10-19 | 2016-10-20 | Herbert Hauptkorn | Internal combustion engine, in particular for a motor vehicle |
| CN205269245U (en) * | 2016-01-12 | 2016-06-01 | 浙江天创环境科技有限公司 | Desulfurizing tower exhaust pass defogging device with guide plate |
| US9683483B1 (en) * | 2016-03-17 | 2017-06-20 | Ford Global Technologies, Llc | Exhaust leakage management |
| US20170314432A1 (en) * | 2016-05-02 | 2017-11-02 | Ford Global Technologies, Llc | System for Reverse Crankcase Ventilation During Boosted Engine Operation |
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