CN109854338B - Crankshaft ventilation system, turbocharged engine and automobile - Google Patents
Crankshaft ventilation system, turbocharged engine and automobile Download PDFInfo
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- CN109854338B CN109854338B CN201910146592.0A CN201910146592A CN109854338B CN 109854338 B CN109854338 B CN 109854338B CN 201910146592 A CN201910146592 A CN 201910146592A CN 109854338 B CN109854338 B CN 109854338B
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Abstract
The application provides a crankshaft ventilation system, a turbocharged engine and an automobile, and relates to the technical field of turbocharged engines, wherein the crankshaft ventilation system is applied to the turbocharged engine and comprises an oil-gas separator and a direction control assembly, and the direction control assembly is respectively communicated with an air inlet manifold of the turbocharged engine, a turbocharger of the turbocharged engine and the oil-gas separator through pipelines; the direction control assembly controls the gas separated from the oil-gas separator to flow to the intake manifold or the turbocharger according to the working state of the turbocharger. This application has realized that a bent axle ventilation system replaces current two bent axle ventilation systems owing to increased the direction control subassembly, and has solved the ventilation problem of turbocharged engine crankcase, consequently can effectively reduce the high cost problem that two bent axle ventilation systems brought, and a bent axle ventilation system occupation space is less, and connecting line is less, is favorable to small-size turbocharged engine's development and use.
Description
Technical Field
The invention relates to the technical field of turbocharged engines, in particular to a crankshaft ventilation system, a turbocharged engine and an automobile.
Background
Turbocharged engine crankcase ventilation systems are used to separate turbocharged engine crankcase blowby gases. In extreme climates, however, a crankcase ventilation system of the turbocharged engine is easily blocked due to icing and the like; if the blow-by gas is not led out in time, the pressure in the crankcase is too high due to long-time work of the turbocharged engine, and the phenomena of gas leakage and oil leakage of each joint part are easy to generate; in severe cases, the hole plug of the turbocharged engine can jump out due to overlarge pressure in the turbocharged engine, and the running safety of the turbocharged engine is endangered.
The problem of turbo-charged engine crankcase ventilation is solved among the technical scheme that has now, two bent axle ventilation systems of general design separate the oil-gas mixture who gets into air intake manifold and turbo-charger respectively, and the rethread gets into turbo-charged engine burning from air intake manifold and turbo-charger respectively. However, the scheme has higher cost, the two crankshaft ventilation systems occupy larger space, and the connecting pipelines are more, so the scheme is not beneficial to the development and the use of the small turbocharged engine.
Disclosure of Invention
The invention aims to provide a crankshaft ventilation system, a turbocharged engine and an automobile, so as to solve one of the technical problems.
In a first aspect, the application provides a crankshaft ventilation system, which is applied to a turbocharged engine, and comprises an oil-gas separator and a direction control assembly, wherein the direction control assembly is respectively communicated with an air inlet manifold of the turbocharged engine, a turbocharger of the turbocharged engine and the oil-gas separator through pipelines;
the direction control assembly controls the gas separated from the oil-gas separator to flow to the intake manifold or the turbocharger according to the working state of the turbocharger.
In combination with the first aspect, the present application provides a first possible implementation manner of the first aspect, wherein the direction control assembly includes a first connection pipe, a second connection pipe, and a third connection pipe, the first connection pipe is used for communicating the intake manifold with the turbocharger;
the second connecting pipe is a reducing pipe, a thick opening end of the reducing pipe is communicated with the oil-gas separator, and a thin opening end of the reducing pipe is communicated with the first connecting pipe;
the third connecting pipe is an expanding pipe, a thick opening end of the expanding pipe is communicated with the first connecting pipe, and a thin opening end of the expanding pipe is communicated with the oil-gas separator.
In combination with the first possible implementation manner of the first aspect, the present application provides a second possible implementation manner of the first aspect, wherein the direction control assembly includes a first connection pipe, a second connection pipe disposed on a side wall of the first connection pipe, a first valve disposed on the second connection pipe, a third connection pipe disposed on a side wall of the first connection pipe, a second valve disposed on the third connection pipe, and a partition plate;
the partition plate is disposed inside the first connection pipe to divide the first connection pipe into a first region and a second region, which are independent, wherein the first region of the first connection pipe is communicated with the intake manifold, and the second region of the first connection pipe is communicated with the turbocharger;
the second connecting pipe is communicated with the first area of the first connecting pipe and the oil-gas separator, and the third connecting pipe is communicated with the second area of the first connecting pipe and the turbocharger;
when the turbocharger is closed, the first valve is opened, the second valve is closed, and the oil-gas separator is communicated with the first area of the first connecting pipe through the second connecting pipe;
when the turbocharger is started, the first valve is closed, the second valve is opened, and therefore the oil-gas separator is communicated with the second area of the first connecting pipe through the third connecting pipe.
In combination with the first possible implementation manner or the second possible implementation manner of the first aspect, the present application provides a third possible implementation manner of the first aspect, wherein a thermostatic mechanism is further included, and the thermostatic mechanism is disposed outside a pipeline between the oil separator and the direction control assembly and is used for adjusting the temperature of the gas separated from the oil separator.
With reference to the first possible implementation manner, the second possible implementation manner, or the third possible implementation manner of the first aspect, the present application provides a fourth possible implementation manner of the first aspect, wherein the thermostatic mechanism is a constant-temperature water tank that heats or cools the gas by inflow or outflow of a cooling liquid in the turbocharged engine.
In a second aspect, the present application provides a turbocharged engine including a crank ventilation system as described above.
In combination with the second aspect, the present application provides a first possible implementation manner of the second aspect, wherein an intercooler is disposed between the intake manifold and the turbocharger, and the intercooler is used for cooling the air pressurized by the turbocharger.
In combination with the first possible implementation manner of the second aspect, the present application provides a second possible implementation manner of the second aspect, wherein the oil separator is provided at an upper portion of the turbocharged engine.
With reference to the first possible implementation manner or the second possible implementation manner of the second aspect, the present application provides a third possible implementation manner of the second aspect, where the third possible implementation manner further includes: a muffler, a throttle and an air filter;
the silencer is connected with the turbocharger; the throttle valve is arranged between the intercooler and the intake manifold; the turbocharger is also connected with the air filter.
In a third aspect, the present application provides an automobile comprising a crankshaft ventilation system as described above; or a turbocharged engine as described above.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a crankshaft ventilation system, a turbocharged engine and an automobile, wherein the crankshaft ventilation system is applied to the turbocharged engine, comprises an oil-gas separator and a direction control assembly, and the direction control assembly is respectively communicated with an air inlet manifold of the turbocharged engine, a turbocharger of the turbocharged engine and the oil-gas separator through pipelines; the direction control assembly controls the gas separated from the oil-gas separator to flow to the intake manifold or the turbocharger according to the working state of the turbocharger. Therefore, analysis shows that in the crankshaft ventilation system provided by the invention, because the direction control assembly is added, the crankshaft ventilation system can replace a double-crankshaft ventilation system in the prior art, and the effect of solving the ventilation problem of the crankcase of the turbocharged engine is basically the same as that of the double-crankshaft ventilation system, so that the problem of high cost caused by the double-crankshaft ventilation system in the prior art can be effectively reduced, and the crankshaft ventilation system occupies a small space and is less in connecting pipeline, thereby being beneficial to development and use of a small turbocharged engine.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic structural view of a first crankshaft ventilation system provided in an embodiment of the present application;
FIG. 2 is an enlarged schematic view of the structure at A in FIG. 1;
FIG. 3 is a schematic structural diagram of a second crankshaft ventilation system provided in an embodiment of the present application;
FIG. 4 is an enlarged view of the structure at B in FIG. 3;
FIG. 5 is a schematic diagram of a portion of a turbocharged engine provided by an embodiment of the present application;
FIG. 6 is an enlarged view of the structure at C in FIG. 5;
FIG. 7 is a schematic structural diagram of a turbocharged engine provided by an embodiment of the present application when the turbocharger is not in operation;
FIG. 8 is an enlarged view of the structure of FIG. 7 at D;
FIG. 9 is a schematic structural diagram of a turbocharged engine during operation of a turbocharger according to an embodiment of the present disclosure;
fig. 10 is an enlarged schematic view of fig. 9 at E.
In the figure: 1-an oil-gas separator; 2-a directional control assembly; 201, 211-first connection pipe; 202, 212-second connecting pipe; 203, 213-third connecting pipe; 214-a first valve; 215-a second valve; 216-a separator; 3-a turbocharged engine; 4-an intake manifold; 5-a turbocharger; 6-constant temperature water tank; 7-an intercooler; 8, a silencer; 9-a throttle valve; 10-air filter.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention.
The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention.
All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", "in", "out", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
A crankcase ventilation system of the turbocharged engine is easy to block due to icing and the like in extreme climates; if the blow-by gas is not led out in time, the pressure in the crankcase is too high due to long-time work of the turbocharged engine, and the phenomena of gas leakage and oil leakage of each joint part are easy to generate; in severe cases, the hole plug of the turbocharged engine can jump out due to overlarge pressure in the turbocharged engine, and the running safety of the turbocharged engine is endangered. The problem of turbo-charged engine crankcase ventilation is solved among the technical scheme that has now, two bent axle ventilation systems of general design separate the oil gas mixture who gets into air intake manifold and turbo-charger respectively, and the rethread gets into turbo-charged engine burning from air intake manifold and turbo-charger respectively. However, the scheme has higher cost, the two crankshaft ventilation systems occupy larger space, and the connecting pipelines are more, so the scheme is not beneficial to the development and the use of the small turbocharged engine. Based on this, the present application provides a crankshaft ventilation system to solve one of the above existing technical problems.
The first embodiment is as follows:
as shown in fig. 1 and 2, fig. 1 is a schematic structural diagram illustrating a first crankshaft ventilation system provided in an embodiment of the present application; fig. 2 is an enlarged schematic view of a portion a in fig. 1.
The first crankshaft ventilation system is applied to a turbocharged engine 3, and comprises an oil-gas separator 1 and a direction control assembly 2, wherein the direction control assembly 2 is respectively communicated with an air inlet manifold 4 of the turbocharged engine 3, a turbocharger 5 of the turbocharged engine 3 and the oil-gas separator 1 through pipelines; wherein, the direction control component 2 controls the gas separated from the oil-gas separator 1 to flow to the intake manifold 4 or the turbocharger 5 according to the working state of the turbocharger 5.
Therefore, analysis shows that in the crankshaft ventilation system provided by the invention, the direction control assembly 2 is additionally arranged, so that a crankshaft ventilation system can replace a double-crankshaft ventilation system in the prior art, and the problem of crankcase ventilation of the turbocharged engine 3 is solved, so that the problem of high cost caused by the double-crankshaft ventilation system in the prior art can be effectively reduced, and the crankshaft ventilation system occupies a small space and is provided with fewer connecting pipelines, thereby being beneficial to development and use of a small turbocharged engine 3.
It is added that when the rotation speed of the turbocharged engine 3 is lower than 1500 revolutions, the turbocharger 5 does not work, and at the moment, the gas separated by the oil-gas separator 1 enters the intake manifold 4 through the direction control assembly 2; when the rotation speed of the turbocharged engine 3 is higher than 1500 revolutions, the turbocharger 5 works, and at the moment, the gas separated by the oil-gas separator 1 enters the turbocharger 5 through the direction control assembly 2.
The direction control assembly 2 includes a first connection pipe 201, a second connection pipe 202, and a third connection pipe 203, and the first connection pipe 201 is used to communicate the intake manifold 4 with the turbocharger 5.
In the embodiment of the present application, the first connection pipe 201 is cylindrical, and the aperture of the first connection pipe is larger than that of the pipeline, so that the first connection pipe 201 can be directly sleeved on the pipeline connecting the intake manifold 4 and the turbocharger 5, which is convenient for connection. However, the manner in which the first connection pipe 201 connects the intake manifold 4 and the turbocharger 5 is not limited to this, and will not be described in detail.
It should be added that the principle of the direction control assembly 2 is similar to that of a venturi tube and will not be described in detail here.
The second connection pipe 202 is a reducer, a wide opening end of the reducer is communicated with the oil-gas separator 1, and a narrow opening end of the reducer is communicated with the first connection pipe 201.
The third connecting pipe 203 is a divergent pipe, a thick opening end of the divergent pipe is communicated with the first connecting pipe 201, and a thin opening end of the divergent pipe is communicated with the oil-gas separator 1.
When the rotating speed of the turbocharged engine 3 is lower than 1500 revolutions, the turbocharger 5 does not work, and after the gas comes out of the oil-gas separator 1, the gas directly flows into the intake manifold 4 through the second connecting pipe 202; when the rotation speed of the turbocharged engine 3 is higher than 1500 rpm, the turbocharger 5 operates and generates gas flowing at a high speed, and the separated gas flows into the turbocharger 5 through the third connection pipe 203.
Preferably, the crankshaft ventilation system provided by the embodiment of the application further comprises a thermostatic mechanism, wherein the thermostatic mechanism is arranged outside a pipeline between the oil separator 1 and the direction control assembly 2 and is used for adjusting the temperature of the gas separated from the oil separator 1.
Preferably, the constant temperature mechanism is a constant temperature water tank 6, and the constant temperature water tank 6 heats or cools the gas by inflow or outflow of the coolant in the turbocharged engine 3.
It should be noted that, the constant temperature mechanism in the embodiment of the present application is the constant temperature water tank 6, one end of the constant temperature water tank 6 is provided with a water inlet and a water outlet, and the water inlet and the water outlet are respectively communicated with the turbocharged engine 3, and a loop is formed by the inflow and the outflow of the coolant in the turbocharged engine 3, so as to heat or cool the gas in the pipeline. However, the thermostat mechanism is not limited thereto and will not be described in detail herein.
Because the separated gas is heated by the cooling liquid of the turbocharged engine 3, the risk of freezing of the separated gas can be effectively avoided. In addition, when the ambient temperature is high or the load on the turbocharged engine 3 is large, the coolant can cool the separated gas, and the cooled separated gas can lower the temperature of the mixed gas entering the turbocharged engine 3, thereby contributing to the suppression of NOXGas is generated, and then the generation of exhaust pollutants is effectively reduced.
In conclusion, the first crankshaft ventilation system adopts the direction control component 2 similar to the Venturi tube, so that the problem of incomplete ventilation of the crankshaft of the turbocharged engine 3 is solved, one crankshaft ventilation system can replace a double-crankshaft ventilation system, and the problem of high cost caused by the double-crankshaft ventilation system is effectively reduced; one crankshaft ventilation system occupies a small space, and the connecting pipelines are few, so that the development and the use of the small turbocharged engine 3 are facilitated; the separated gas is heated by adopting the cooling liquid of the turbocharged engine 3, so that the problem of blockage of a crankshaft ventilation system due to icing is avoided; on the other hand, when the ambient temperature is high or the load on the turbocharged engine 3 is large, the coolant can cool the separated gas, and the cooled separated gas can lower the temperature of the mixed gas entering the turbocharged engine 3, which contributes to the suppression of NOXThe generation of gas reduces the generation of exhaust pollutants.
Example two:
as shown in fig. 3 and 4, fig. 3 is a schematic structural diagram of a second crankshaft ventilation system according to an embodiment of the present application; fig. 4 is an enlarged schematic view of a portion B in fig. 3.
The second crankshaft ventilation system is applied to a turbocharged engine 3, comprises an oil-gas separator 1 and a direction control assembly 2, wherein the direction control assembly 2 is respectively communicated with an air inlet manifold 4 of the turbocharged engine 3, a turbocharger 5 of the turbocharged engine 3 and the oil-gas separator 1 through pipelines;
the direction control assembly 2 controls the gas separated from the oil-gas separator 1 to flow to the air inlet manifold 4 or the turbocharger 5 according to the working state of the turbocharger 5;
specifically, the direction control assembly 2 includes a first connection pipe 211, a second connection pipe 212 disposed on a sidewall of the first connection pipe 211, a first valve 214 disposed on the second connection pipe 212, a third connection pipe 213 disposed on a sidewall of the first connection pipe 211, a second valve 215 disposed on the third connection pipe 213, and a partition 216;
a partition plate 216 is provided inside the first connection pipe 211, dividing the first connection pipe 211 into independent first and second regions, wherein the first region of the first connection pipe 211 communicates with the intake manifold 4 and the second region of the first connection pipe 211 communicates with the turbocharger 5;
the second connection pipe 212 communicates the first region of the first connection pipe 211 with the gas-oil separator 1, and the third connection pipe 213 communicates the second region of the first connection pipe 211 with the turbocharger 5;
when the turbocharger 5 is closed, the first valve 214 is opened and the second valve 215 is closed, so that the oil separator 1 communicates with the first region of the first connection pipe 211 through the second connection pipe 212;
when the turbocharger 5 is opened, the first valve 214 is closed and the second valve 215 is opened, so that the oil separator 1 is communicated with the second region of the first connection pipe 211 through the third connection pipe 213.
In the embodiment of the present application, when the rotation speed of the turbocharged engine 3 is lower than 1500 rpm, the turbocharger 5 does not operate, and after the gas exits from the gas-oil separator 1, the first valve 214 is opened, the second valve 215 is closed, and the gas directly flows into the intake manifold 4 through the second connection pipe 212; when the speed of the turbocharged engine 3 is higher than 1500 rpm, the turbocharger 5 operates, the second valve 215 is opened, the first valve 214 is closed, and the gas flows directly into the turbocharger 5 through the third connection pipe 213.
Furthermore, the crankshaft ventilation system provided by the embodiment of the application further comprises a constant temperature mechanism, wherein the constant temperature mechanism is arranged outside a pipeline between the oil-gas separator 1 and the direction control assembly 2 and is used for adjusting the temperature of the gas separated from the oil-gas separator 1;
specifically, the constant temperature mechanism is a constant temperature water tank 6, and the constant temperature water tank 6 heats or cools the gas by inflow or outflow of the coolant in the turbocharged engine 3.
The second crankshaft ventilation system provided in the embodiment of the present invention can solve the same technical problems as the first crankshaft ventilation system, and the technical effects can be the same, which are not described herein again.
Example three:
as shown in fig. 5 and 6, fig. 5 is a partial schematic structural diagram of a turbocharged engine provided by the embodiment of the present application; fig. 6 is an enlarged schematic view of the structure at C in fig. 5.
A turbocharged engine 3 includes a first crankshaft ventilation system.
Besides, the turbocharged engine 3 may also include the second crankshaft ventilation system, but since the functional effects of the first crankshaft ventilation system and the second crankshaft ventilation system are the same, the turbocharged engine 3 with the first crankshaft ventilation system is only taken as an example in the embodiment of the present application.
Preferably, an intercooler 7 is provided between the intake manifold 4 and the turbocharger 5, and the intercooler 7 is used for cooling the air pressurized by the turbocharger 5.
In the embodiment of the application, when the rotating speed of the turbocharged engine 3 is higher than 1500 revolutions, the turbocharger 5 works, gas is filtered by the oil-gas separator 1, heated or cooled by the constant-temperature water tank 6, enters the turbocharger 5 through the direction control assembly 2, is pressurized by the turbocharger 5, is cooled by the intercooler 7, enters the intake manifold 4, and then enters the turbocharged engine 3.
Preferably, the oil separator 1 is provided at an upper portion of the turbocharged engine 3.
Because the gas density is low, the gas can flow out after being separated by the oil-gas separator 1, and further, the oil-gas separator 1 is arranged at the upper part of the turbocharged engine 3, so that the gas can better enter the oil-gas separator 1.
Preferably, the method further comprises the following steps: a muffler 8, a throttle valve 9 and an air filter 10;
the muffler 8 is connected with the turbocharger 5; the throttle valve 9 is disposed between the intercooler 7 and the intake manifold 4; the turbocharger 5 is also connected to an air filter 10.
In practical applications, the turbocharged engine 3 provided in the embodiment of the present application may further include: a muffler 8, a throttle 9 and an air filter 10. During actual assembly, the silencer 8 is connected with the turbocharger 5 and arranged on the air outlet pipeline; the throttle valve 9 is disposed between the intercooler 7 and the intake manifold 4; the turbocharger 5 is also connected to an air filter 10 and is disposed in the intake air line.
The turbocharged engine 3 in the embodiment of the present application includes the crankshaft ventilation system in any of the embodiments described above, and therefore has all the advantages of the crankshaft ventilation system, and will not be described herein again.
Based on the same technical concept, the embodiment of the application also provides an automobile.
The automobile in the embodiment of the application comprises the crankshaft ventilation system in any one embodiment; or the turbocharged engine 3 of any of the above embodiments, and thus has all the benefits of the crankshaft ventilation system or the turbocharged engine 3, and will not be described herein again.
The operation of the turbocharged engine 3 using the first crankshaft ventilation system is as follows:
as shown in fig. 7, 8, 9 and 10, fig. 7 is a schematic structural diagram of a turbocharged engine provided by an embodiment of the present application when a turbocharger is not in operation; FIG. 8 is an enlarged view of the structure of FIG. 7 at D; FIG. 9 is a schematic structural diagram of a turbocharged engine during operation of a turbocharger according to an embodiment of the present disclosure; fig. 10 is an enlarged schematic view of fig. 9 at E.
As shown in FIG. 7 and FIG. 8, the flow direction of the oil-gas mixture from the crankshaft ventilation system after being filtered by the oil-gas separator is shown by the arrow in the figure.
When the turbocharger 5 is not operating:
after being filtered by the oil-gas separator 1, the gas is heated or cooled by the constant-temperature water tank 6, enters the air inlet manifold 4 through the direction control assembly 2, and then enters the turbocharged engine 3.
As shown in fig. 9 and 10, the flow direction of the oil-gas mixture from the crankshaft ventilation system after being filtered by the oil-gas separator is shown by an arrow in the figure.
When the turbocharger 5 is in operation:
the gas is filtered by the oil-gas separator 1, heated or cooled by the constant-temperature water tank 6, enters the turbocharger 5 through the direction control assembly 2, is pressurized by the turbocharger 5, is cooled by the intercooler 7, enters the intake manifold 4, and then enters the turbocharged engine 3.
In summary, the direction control assembly 2 can control whether the gas separated from the gas-oil separator 1 flows to the turbocharger 5 according to the working state of the turbocharger 5; specifically, when the turbocharger 5 is in a non-operating state, the gas separated from the gas-oil separator 1 flows into the intake manifold 4, and further flows into the turbocharged engine 3; when the turbocharger 5 is in a working state, the gas separated from the oil-gas separator 1 flows into the turbocharger 5, then flows into the intake manifold 4 through the intercooler 7, and further flows into the turbocharged engine 3.
The flow direction of the coolant in the constant-temperature water tank 6 is the same regardless of whether the turbocharger 5 is in a non-operating state or in an operating state, and the same effect is obtained.
Coolant flow direction of the constant temperature water tank 6: the coolant in the constant temperature water tank 6 flows into the turbocharged engine 3 from the coolant in the turbocharged engine 3, and then flows into the turbocharged engine 3 after being heated or cooled.
In an extremely cold area, when the turbo supercharged engine 3 is started and the turbocharger 5 does not work, the temperature of the cooling liquid rises rapidly, the cooling liquid flows through the constant temperature water tank 6 and heats the gas, so that the frozen gas is melted, and the blocked pipeline is unblocked again, thereby effectively avoiding the phenomenon that the gas is frozen due to cold weather in the pipeline between the oil-gas separator 1 and the throttle valve 9.
In a high-temperature area or after the turbocharged engine 3 works for a period of time under a high load, when the gas separated by the oil-gas separator 1 passes through the constant-temperature water tank 6, the temperature of the cooling liquid is lower than the gas temperature, the separated gas is cooled, and the separated gas is mixed with fresh gas to reduce the gas temperature, so that the gas entering the turbocharged engine 3 is effectively prevented from being too high in temperature, and NO is effectively inhibitedXThe generation of gas reduces the generation of exhaust pollutants.
Compared with the prior art, the invention has the following advantages:
the invention provides a crankshaft ventilation system, a turbocharged engine and an automobile, wherein a direction control assembly is added in the crankshaft ventilation system, so that the problem of incomplete ventilation of a crankshaft of the turbocharged engine is solved, a crankshaft ventilation system can replace a double-crankshaft ventilation system, and the problem of high cost caused by the double-crankshaft ventilation system is effectively reduced; and one crankshaft ventilation system occupies a small space, and the connecting pipelines are few, so that the development and the use of a small turbocharged engine are facilitated. In addition, a constant temperature mechanism is additionally arranged in the crankshaft ventilation system, and then the constant temperature mechanism heats the separated gas by using the cooling liquid of the turbocharged engine, so that the problem of blockage of the crankshaft ventilation system due to icing is avoided; on the other hand, when the environmental temperature is high or the load of the turbocharged engine is large, the coolant can cool the separated gas, and the cooled separated gas can reduce the temperature of the mixed gas entering the turbocharged engine, which is beneficial to inhibiting NOXThe generation of gas reduces the generation of exhaust pollutants.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A crankshaft ventilation system is applied to a turbocharged engine, comprises an oil-gas separator and is characterized by further comprising a direction control assembly, wherein the direction control assembly is respectively communicated with an air inlet manifold of the turbocharged engine, a turbocharger of the turbocharged engine and the oil-gas separator through pipelines;
the direction control assembly controls the gas separated from the oil-gas separator to flow to the intake manifold or the turbocharger according to the working state of the turbocharger;
the direction control assembly comprises a first connecting pipe, a second connecting pipe and a third connecting pipe, and the first connecting pipe is used for communicating the air inlet manifold with the turbocharger;
the second connecting pipe is a reducing pipe, a thick opening end of the reducing pipe is communicated with the oil-gas separator, and a thin opening end of the reducing pipe is communicated with the first connecting pipe;
the third connecting pipe is an expanding pipe, a thick opening end of the expanding pipe is communicated with the first connecting pipe, and a thin opening end of the expanding pipe is communicated with the oil-gas separator.
2. The crankshaft ventilation system of claim 1, further comprising a thermostatic mechanism disposed outside of a duct between the gas-oil separator and the directional control assembly for regulating a temperature of gas separated from the gas-oil separator.
3. The crankshaft ventilation system of claim 2, wherein the thermostatic mechanism is a thermostatic waterbox that heats or cools the gas by inflow or outflow of a coolant in the turbocharged engine.
4. A turbocharged engine including a crank ventilation system as claimed in any one of claims 1 to 3.
5. The turbocharged engine of claim 4, wherein an intercooler is arranged between the intake manifold and the turbocharger for cooling the gas pressurized by the turbocharger.
6. The turbocharged engine of claim 4, wherein the oil separator is disposed at an upper portion of the turbocharged engine.
7. The turbocharged engine of claim 5, further comprising a muffler, a throttle and an air filter;
the silencer is connected with the turbocharger; the throttle valve is arranged between the intercooler and the intake manifold; the turbocharger is also connected with the air filter.
8. An automobile, characterized by comprising the crank ventilation system according to any one of claims 1 to 3;
or a turbocharged engine as claimed in any one of claims 4 to 7.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910146592.0A CN109854338B (en) | 2019-02-27 | 2019-02-27 | Crankshaft ventilation system, turbocharged engine and automobile |
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| CN201910146592.0A CN109854338B (en) | 2019-02-27 | 2019-02-27 | Crankshaft ventilation system, turbocharged engine and automobile |
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| CN109854338B true CN109854338B (en) | 2020-09-08 |
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Citations (5)
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| DE102004013763A1 (en) * | 2004-03-20 | 2005-10-13 | Audi Ag | Automotive piston engine has crankcase air bleed pipe via oil trap to carburettor inlet |
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| CN202081932U (en) * | 2011-04-28 | 2011-12-21 | 长城汽车股份有限公司 | Pressure adjusting system of supercharged engine crankcase of automobile |
| CN102410073A (en) * | 2011-12-26 | 2012-04-11 | 重庆普什机械有限责任公司 | Constant temperature water tank structure of diesel engine |
| CN207437161U (en) * | 2017-11-18 | 2018-06-01 | 重庆长安汽车股份有限公司 | A kind of crankcase ventilation system of engine with supercharger |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4557826B2 (en) * | 2005-07-11 | 2010-10-06 | 日産自動車株式会社 | Intake device |
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2019
- 2019-02-27 CN CN201910146592.0A patent/CN109854338B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004013763A1 (en) * | 2004-03-20 | 2005-10-13 | Audi Ag | Automotive piston engine has crankcase air bleed pipe via oil trap to carburettor inlet |
| CN1983097A (en) * | 2005-12-16 | 2007-06-20 | 比亚迪股份有限公司 | Cooling-liquid temperature adjuster of engine |
| CN202081932U (en) * | 2011-04-28 | 2011-12-21 | 长城汽车股份有限公司 | Pressure adjusting system of supercharged engine crankcase of automobile |
| CN102410073A (en) * | 2011-12-26 | 2012-04-11 | 重庆普什机械有限责任公司 | Constant temperature water tank structure of diesel engine |
| CN207437161U (en) * | 2017-11-18 | 2018-06-01 | 重庆长安汽车股份有限公司 | A kind of crankcase ventilation system of engine with supercharger |
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| CN109854338A (en) | 2019-06-07 |
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