CN210948836U - Crankcase ventilation system, engine assembly and fuel-oil type vehicle - Google Patents
Crankcase ventilation system, engine assembly and fuel-oil type vehicle Download PDFInfo
- Publication number
- CN210948836U CN210948836U CN201921302558.XU CN201921302558U CN210948836U CN 210948836 U CN210948836 U CN 210948836U CN 201921302558 U CN201921302558 U CN 201921302558U CN 210948836 U CN210948836 U CN 210948836U
- Authority
- CN
- China
- Prior art keywords
- detection
- crankcase
- connector
- ventilation pipe
- joint
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The application provides a crankcase ventilation system, engine assembly and fuel type vehicle. The system comprises a first ventilation pipe, one end of the first ventilation pipe is connected with an air filter, and the other end of the first ventilation pipe is connected with a PCV (positive crankcase ventilation) valve of a crankcase; one end of the second ventilation pipe is connected with the crankcase, and the other end of the second ventilation pipe is connected with the engine and used for sucking gas in the crankcase into a combustion chamber of the engine under the idling working condition; and the detection assembly comprises a detection pipeline and a detection device, the detection pipeline and the first ventilation pipe are arranged in a split manner, the detection pipeline is configured to allow external air to enter the detection pipeline when the first ventilation pipe is disconnected or has a disconnection trend under an idle working condition, and then the external air enters a combustion chamber of the engine through the second ventilation pipe so as to change the air-fuel ratio under the idle working condition, and the detection device is used for acquiring the air-fuel ratio. The scheme can detect whether the first ventilation pipe is disengaged or has a disengagement trend under the idling condition.
Description
Technical Field
The application relates to the technical field of ventilation pipe disengagement detection, in particular to a crankcase ventilation system, an engine assembly and a fuel type vehicle.
Background
GB18352.6-2016 limit for light vehicle pollutant emissions and methods of measurement (sixth stage of china) clearly defines that the tubes of crankcase ventilation systems need to be kept intact and must be diagnosed for disconnection if they cannot be exempted.
The pipelines of crankcase ventilation systems are usually neglected to install during maintenance, are intentionally disconnected when the passage is frozen, or are loosened at the joints of the pipelines due to long-term bumping and shaking, which cause environmental pollution, so that the pipelines of crankcase ventilation systems have to be diagnosed for disconnection, which is clear in GB 18352.6-2016.
At present, the disconnection detection mode of the pipeline of the crankcase ventilation system mainly comprises a pressure sensor type detection mode and a current type detection mode. The pressure sensor is used for detecting the air pressure in the pipeline, under the normal working condition, the air pressure in the pipeline is negative pressure, and when the pipeline is disconnected, the pressure in the pipeline is close to the atmospheric pressure, so that whether the pipeline is disconnected or not can be judged. The current detection is realized by arranging a circuit, and when the circuit is disconnected, the gas pipeline can be judged to be disconnected or the risk of disconnection exists.
SUMMERY OF THE UTILITY MODEL
The application provides a crankcase ventilation system, an engine assembly and a fuel-oil type vehicle, aiming at detecting whether a pipeline of the crankcase ventilation system is disconnected or whether a disconnection risk exists.
Specifically, the method is realized through the following technical scheme:
a crankcase ventilation system comprising:
one end of the first ventilation pipe is connected with the air filter, and the other end of the first ventilation pipe is connected with a PCV (positive crankcase ventilation) valve of the crankcase;
one end of the second ventilation pipe is connected with the crankcase, and the other end of the second ventilation pipe is connected with the engine and used for sucking gas in the crankcase into a combustion chamber of the engine under the idling working condition; and
the detection assembly is used for detecting the disengagement or disengagement trend of the first ventilation pipe by changing and acquiring the air-fuel ratio under the idle working condition, the detection assembly comprises a detection pipeline and a detection device, the detection pipeline and the first ventilation pipe are arranged in a split mode, the detection pipeline is configured to allow external air to enter the detection pipeline when the first ventilation pipe is disengaged or has the disengagement trend under the idle working condition, and further enters a combustion chamber of an engine through the second ventilation pipe to change the air-fuel ratio under the idle working condition, and the detection device is used for acquiring the air-fuel ratio.
Optionally, the first vent tube comprises a first female connector, the air filter comprises a first male connector and a first connector, the first female connector is connected with the first male connector,
the detection pipeline comprises a first detection joint and a second detection joint, the first connecting piece is connected with the first detection joint and seals the first detection joint, the first connecting piece and the first female joint are relatively fixed, the second detection joint is connected with the crankcase, and the disengagement stroke of the first female joint and the first male joint is larger than or equal to that of the first detection joint and the first connecting piece.
Optionally, the first female connector includes a first communication port disposed on a side wall, the first communication port is used for communicating the first detection connector and the first male connector,
crankcase ventilation system still including sealed first female joint with a plurality of first sealing washer between the first male joint, a plurality of first sealing washers set up respectively in the both sides of first communication opening.
Optionally, the first ventilation pipe comprises a first female connector, the air filter comprises a first male connector, the first female connector is connected with the first male connector, the first female connector comprises a first communication port arranged on the side wall,
the detection pipeline comprises a first detection joint and a second detection joint, the first detection joint and the first female joint are relatively fixed and are communicated with the first ventilation pipe through the first communication port, the second detection joint is connected with the crankcase,
crankcase ventilation system still including sealed first male joint with a plurality of first sealing washer in clearance between the first female joint, it is a plurality of first sealing washer set up respectively in the both sides of first opening of communicating.
Optionally, the first ventilation pipe further comprises a second female joint, the PCV valve comprises a second male joint, the second female joint is connected with the second male joint, the second detection joint is fixed relative to the second female joint and is connected with a crankcase,
the disengaging stroke of the second female joint and the second male joint is larger than or equal to the disengaging stroke of the second detection joint and the crankcase.
Optionally, the second female connector includes a second communication port disposed on the side wall, the second communication port is used for communicating the second detection connector with the second male connector,
the crankcase ventilation system further comprises a plurality of second sealing rings for sealing a gap between the second male connector and the second female connector, and the second sealing rings are arranged on two sides of the second communication port respectively.
Optionally, the first ventilation pipe comprises a second female connector, the crankcase ventilation system further comprises a second male connector and a third male connector, the second female connector is connected with the PCV valve through the second male connector, the second detection connector is communicated with a crankcase through the third male connector,
the second detection joint and the second female joint are kept relatively fixed, and the disengaging stroke of the second female joint and the second male joint is smaller than or equal to the disengaging stroke of the second detection joint and the third male joint.
Optionally, the second male connector and the third male connector are arranged into an integrated structure.
Optionally, the detection pipeline and the first ventilation pipe extend along the same direction and are arranged in parallel.
Optionally, the crankcase ventilation system further comprises a fixing assembly for keeping the first ventilation pipe and the detection pipeline fixed relative to each other.
Optionally, the fixing component includes at least one of:
the pipe clamp is clamped between the first ventilation pipe and the detection pipeline;
the first ventilation pipe and the detection pipeline are wrapped in the heat shrinkage pipe;
the first ventilation pipe and the detection pipeline are sleeved in the protective sleeve.
An engine assembly comprising the crankcase ventilation system of any one of the above.
A fuel-oil type vehicle comprises the engine assembly.
The technical scheme provided by the application can achieve the following beneficial effects:
the application provides in a first aspect a crankcase ventilation system comprising a detection duct for detecting whether a first ventilation duct is disengaged or at risk of disengagement during idle conditions. The detection pipeline is configured to allow external air to enter the detection pipeline when the first ventilation pipe is disconnected or has a disconnection trend under an idle working condition, and then the external air enters a combustion chamber of the engine through the second ventilation pipe, so that the air-fuel ratio under the idle working condition is changed, and the air-fuel ratio is obtained through the detection device. This allows the first ventilation tube to be tested for detachment or for the risk of detachment.
A second aspect of the present application provides an engine assembly including a crankcase ventilation system. The detection assembly in the crankcase ventilation system can detect whether the first ventilation pipe is detached or at risk of detachment.
A second aspect of the present application provides a fuel-type vehicle including an engine assembly. The engine assembly includes a crankcase ventilation system in which a detection assembly enables detection of whether the first ventilation duct is disengaged or at risk of disengagement.
Drawings
FIG. 1 illustrates a schematic view of a crankcase ventilation system shown in an exemplary embodiment of the present application;
FIG. 2 illustrates a schematic connection of a first vent line to a test line in accordance with an exemplary embodiment of the present application;
FIG. 3 illustrates a further schematic connection of the first vent line to the test line shown in an exemplary embodiment of the present application;
fig. 4 shows a schematic connection diagram of a second female connection of a first vent line to a second test connection of a test line according to an exemplary embodiment of the present application.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Unless otherwise defined, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. The use of "first," "second," and similar terms in the description and claims of this application do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. "plurality" or "a number" means two or more. Unless otherwise specified, "front", "back", "lower" and/or "upper", "top", "bottom", and the like are for ease of description only and are not limited to one position or one spatial orientation. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect.
The present application provides a crankcase ventilation system (hereinafter referred to as system) that is disposed within an engine assembly of a fuel-fired vehicle.
Referring to FIG. 1, FIG. 1 illustrates a schematic diagram of a crankcase ventilation system according to an exemplary embodiment of the present application.
The system includes an air cleaner 10, a crankcase 20, and an engine 30. The gas in the air filter 10 enters the engine 30 through the main line 40 to be combusted. The main line 40 is provided with a turbocharger 41 and a throttle valve 42 in this order, and the turbocharger 41 can increase the pressure of the gas in the main line 40 and further adjust the opening of the throttle valve 42, thereby adjusting the amount of intake air from the main line 40 into the combustion chamber of the engine 30.
The system further includes a first ventilation pipe 50 and a second ventilation pipe 60, the first ventilation pipe 50 is connected to the air filter 10 at one end and to an intake side of the turbocharger 41, and is connected to a Positive Crankcase Ventilation (PCV) valve 22 of the crankcase 20 at the other end. During the engine running condition, the gas in the crankcase 20 enters the main pipeline 40 through the PCV valve 22 and the first ventilation pipe 50, is pressurized by the turbocharger 41, and is sent to the combustion chamber of the engine 30. Under engine idle conditions, the first vent line 50 is controlled by the PCV valve to allow no gas to pass through.
The second ventilation pipe 60 has one end connected to the crankcase 20 and the other end connected to an intake side of a combustion chamber of the engine 30, and is configured to draw gas in the crankcase 20 into the combustion chamber of the engine 30 under an idle condition of the engine.
The system further includes a third ventilation duct 70, the third ventilation duct 70 being used to replenish fresh air into the crankcase 20. One end of the third ventilation pipe 70 is connected to the air filter 10, and the other end is connected to the crankcase 20 through a one-way valve 71, wherein the one-way valve 71 enables the air in the third ventilation pipe 70 to flow only in one direction.
The system also includes a detection assembly for detecting a tendency of the first vent tube 50 to disengage or disengage. The term "detached" here means that the first ventilation pipe 50 has been detached from the air cleaner 10 and/or the PCV valve 22 of the crankcase 20, and the "detachment tendency" means that the first ventilation pipe 50 is displaced from the air cleaner 10 and/or the PCV valve 22 of the crankcase 20 so as to be detached, but has not yet been detached.
In the present application, the detection module is used to detect the tendency of disengagement or disengagement of the first ventilation pipe 50 by changing and acquiring the air-fuel ratio of the combustion chamber of the engine 30 under idle conditions, that is, the detection module is used to detect the tendency of disengagement or disengagement of the first ventilation pipe 50 under idle conditions.
Specifically, the detection assembly includes a detection line 80 and a detection device (not shown). The detection pipeline 80 is separated from the first ventilation pipe 50, and the detection pipeline 80 is configured to allow external air to enter the detection pipeline 80 when the first ventilation pipe 50 is disconnected or has a disconnection trend under an idle condition, and further enter a combustion chamber of the engine 30 through the second ventilation pipe 60 so as to change an air-fuel ratio under the idle condition, and the air-fuel ratio is obtained through a detection device. When the result of the acquired air-fuel ratio increases, it can be determined that the first ventilation pipe 50 has been detached or that there is a risk of detachment.
As can be seen from the above description, by providing the detection assembly, it can be determined that the first ventilation pipe has been detached or there is a detachment risk when the air-fuel ratio of the engine combustion chamber is increased under the idle condition, so that the detachment or detachment tendency of the first ventilation pipe 50 can be detected.
The first vent line 50 includes a first female joint connected to the air cleaner 10 and a second female joint connected to the PCV valve 22 of the crankcase 20. The detection pipeline 80 includes a first detection joint and a second detection joint respectively disposed at both ends. The first detection joint is used for detecting the disengagement and disengagement trend of the first female joint, and the second detection joint is used for detecting the disengagement and disengagement trend of the second female joint.
In the present application, there are various arrangements of the first vent line 50 and the detection line 80, and the arrangement of both will be described in detail below.
In one example, referring to fig. 2, the first vent pipe 50 includes a first female connector 500 and a second female connector 502, the air filter 10 includes a first male connector 100 and a first connector 102, the first female connector 500 is connected to the first male connector 100, and the second female connector 502 is connected to the PCV valve 22 of the crankcase 20. The first female joint 500 and the first male joint 100 may be sealed by a first sealing ring 90, and the second female joint 502 and the PCV valve 22 of the crankcase 20 may be sealed by a second sealing ring 92.
The detection pipeline 80 comprises a first detection joint 800 and a second detection joint 802, wherein the first detection joint 800 is connected with the first connecting piece 102, and after the connection, the first connecting piece 102 blocks the first detection joint 800. The gap between the first connector 102 and the first test connection 800 may be sealed by a sealing member or may be maintained by an interference fit. The second detection joint 802 communicates with the crankcase 20.
The first detecting connector 800 is fixed relative to the first female connector 500, and is used for driving the first detecting connector 800 to generate a disengaging stroke relative to the first connector 102 when the first female connector 500 disengages from or has a disengaging tendency relative to the first male connector 100. The manner of holding the first detection joint 800 and the first female joint 500 relatively fixed is not limited, for example, the first detection joint 800 and the first female joint 500 may be welded and fixed by welding, and for example, the first detection joint 800 and the first female joint 500 may also be provided as an integral structure shown in fig. 2.
The disengagement stroke of the first female connector 500 from the first male connector 100 is greater than or equal to the disengagement stroke of the first detection connector 800 from the first connection member 102. When the first female connector 500 is disconnected from the first male connector 100 or has a disconnection tendency, the first detection connector 800 and the first connecting member 102 may be disconnected first, and the external air may enter the detection pipeline 80 from the first detection connector 800 and enter the combustion chamber of the engine 30 through the second detection connector 802, the crankcase 20 and the second ventilation pipe 60, so that the air-fuel ratio under the idle condition may be changed, and the disconnection or disconnection tendency of the first female connector 500 and the first male connector 100 may be detected.
In the example shown in fig. 2, the first female connector 500 and the first male connector 100 are hollow connectors, and the connection therebetween can ensure the circulation of gas. The first connecting member 102 is a solid structure, has no gas flow, and is used for connecting and plugging the first detection connector 800.
Further, the first female connector 500 may further include a first communication port 500a, the first communication port 500a being provided at a side wall of the first female connector 500, the first communication port 500a being for communicating the air filter 10 with the detection line 80. Specifically, the sidewall of the first detection connector 800 is provided with a first opening 800a, the sidewall of the first male connector 100 is provided with a second opening 100a, and two ends of the first communication opening 500a are respectively communicated with the first opening 800a and the second opening 100 a. The first sealing rings 90 are provided in plural, and the plural first sealing rings 90 are respectively provided on both sides of the first communication port 500 a.
It can be seen that the first communication port 500a can be still detected when the first female connector 500 is disconnected from the first male connector 100 and the first detection connector 800 is not disconnected from the first connector 102. At this time, the outside air may enter the detection line 80 through the first communication port 500a, and enter the combustion chamber of the engine 30 via the crankcase 20 and the second ventilation duct 60.
On the other hand, the provision of the first communication port 500a also ensures that the first female connector 500 and the first male connector 100 are assembled in place, that is, in the state of being installed in place, the first male connector 100 should be inserted into the innermost side of the first female connector 500 to be in sealing engagement with the innermost first seal ring 90, otherwise, the gas in the first vent pipe 50 enters the detection pipe 80 through the first communication port 500a, resulting in an increase in the air-fuel ratio of the combustion chamber.
For another example, referring to fig. 3, the first vent line 50 includes a first female connector 500 and a second female connector 502, the first female connector 500 is connected to the air cleaner 10, and the second female connector 502 is connected to the PCV valve 22 of the crankcase 20. Test line 80 includes a first test connection 800 and a second test connection 802.
The air filter 10 includes a first male connector 100, and a first female connector 500 is in communication with the first male connector 100. The first female connector 500 includes a first communication hole 500a formed in a sidewall thereof, and the first sensing connector 800 is fixed to the first female connector 500 and connected to the first vent pipe 50 at the first communication hole 500 a. The second detection joint 802 communicates with the crankcase 20.
The crankcase ventilation system further includes a plurality of first sealing rings 90 sealing a gap between the first male connector 100 and the first female connector 500, and the plurality of first sealing rings 90 are respectively disposed at both sides of the first communication port 500 a.
When the first female connector 500 is disconnected from the first male connector 100, external air can enter the detection line 80 from the first detection connector 800 through the first communication port 500a, and then enter the combustion chamber of the engine 30 through the second detection connector 802, the crankcase 20 and the second ventilation pipe 60, so as to change the air-fuel ratio in the idle condition.
Fig. 2 and 3 respectively show the connection mode of the first detection connector 800 when the detection pipeline 80 is used for detecting that the first female connector 500 is disconnected from the first male connector 100 or has a disconnection tendency. Additionally, the detection line 80 may also be used to detect a tendency for the first vent line 50 to disengage or disengage from the PCV valve 22 of the crankcase 20.
As an example, with continued reference to FIG. 3, the PCV valve 22 comprises a second male connector 200, and a second female connector 502 coupled to the second male connector 200. The second detection joint 800 of the detection pipeline 80 and the second female joint 502 are relatively fixed, and are used for driving the second detection joint 800 to be disconnected firstly when the second female joint 502 is disconnected from the second male joint 200 or has a disconnection tendency. The second detection joint 800 communicates with the crankcase 20.
The disengagement stroke of the second female connector 502 from the second male connector 200 is greater than or equal to the disengagement stroke of the second sensing connector 802 from the crankcase 20. When the second female connector 502 is disconnected or has a tendency to be disconnected from the second male connector 200, the second detection connector 800 is disconnected from the crankcase 20 first, so that the external air enters the crankcase 20 and enters the combustion chamber of the engine 30 through the second ventilation pipeline 60, and the air-fuel ratio of the combustion chamber of the engine 30 is changed.
Further, the second female joint 502 includes a second communication port 502a provided in the side wall, and the second communication port 502a is used to communicate the detection line 80 and the PCV valve 22. Specifically, the second detection connector 802 includes a third opening 802a disposed on the side wall, the second male connector 200 includes a fourth opening 200a disposed on the side wall, and two ends of the second communication opening 502a are respectively communicated with the third opening 802a and the fourth opening 200 a.
The crankcase ventilation system further includes a plurality of second sealing rings 92 that seal a gap between the second male connector 200 and the second female connector 502, and the plurality of second sealing rings 92 are provided on both sides of the second communication port 502a, respectively.
It is understood that the second communication port 502a, the third opening 802a and the fourth opening 200a are provided so that the second female connector 502 can perform a detection function when the second male connector 200 is disconnected from the second female connector 802 and the crankcase 20 is not disconnected. At this time, the outside air may enter the detection line 80 through the second communication port 502a, and enter the combustion chamber of the engine 30 via the crankcase 20 and the second ventilation duct 60.
On the other hand, providing the second communication port 502a, the third opening 802a, and the fourth opening 200a also ensures that the second male connector 200 is mounted in place. Otherwise, the gas in the first ventilation pipe 50 enters the crankcase 20 through the fourth opening 200a, the second communication port 502a, and the third opening 802a, changing the air-fuel ratio of the combustion chamber.
For another example, referring to FIG. 4, the first vent line 50 includes a second female connector 502, the crankcase ventilation system further includes a second male connector 200 and a third male connector 300, the second female connector 502 is connected to the PCV valve 22 through the second male connector, and the second test connector 802 is in communication with the crankcase 20 through the third male connector 300. The second test connection 802 and the second female connection 502 are fixed relatively, which may be welding, in this example, the second test connection 802 and the second female connection 502 are configured as an integral structure.
The disengagement stroke of the second female connector 502 from the second male connector 200 is less than or equal to the disengagement stroke of the second test connector 802 from the third male connector 300. When the second female connector 500 is disconnected from the second male connector 200 or has a disconnection tendency, the second detection connector 802 is disconnected from the third male connector 300 first, and at this time, the external air enters the combustion chamber of the engine 30 through the third male connector 300, the crankcase 20, and the second vent pipe 60, so that the air-fuel ratio in the idle condition can be changed.
In the example shown in fig. 4, the second detection connector 802 is provided in an integral structure with the second female connector 500, and the second male connector 200 is provided in an integral structure with the third male connector 300. With the second male connector 200 and the third male connector 300 of an integrated structure, the sensitivity of the detection pipeline 80 can be improved, and when the second female connector 500 is disconnected from the second male connector 200 or has a disconnection tendency, the second detection connector 802 and the third male connector 300 can accurately detect the risk in time. In addition, the compactness of the whole structure of the crankcase ventilation system can be improved.
In the example shown in fig. 2 to 4, the detection pipeline 80 may extend in the same direction as the first ventilation pipe 60 and be arranged in parallel, so that the space occupied by the detection pipeline 80 in the engine assembly may be reduced, and the arrangement of the detection pipeline 80 may be facilitated.
The second male connector 200 and the second female connector 502, and the third male connector 300 and the second detection connector 802 may be sealed by sealing rings.
In order to further ensure the accuracy of the detection line 80, the crankcase ventilation system further comprises a fixing component for keeping the first ventilation pipe 60 fixed relative to the detection line 80.
In one example, the securing assembly may include a tube clamp that clamps the first vent line 60 and the test line 80 such that they remain relatively fixed.
As another example, the securing assembly may further include a heat shrink tubing within which the first ventilation tube 60 and the detection tubing 80 are wrapped. The heat shrinkable tube shrinks when heated, thereby fixing the first ventilation tube 60 and the detection tube 80 relative to each other.
In other examples, the fixing assembly may further include a sheath, and the first ventilation tube 60 and the detection tube 80 are both disposed in the sheath. The sheath can be made of EPDM (ethylene propylene rubber) sheath or aluminum foil sheath.
It should be understood that the securing assembly is not limited to the above-illustrated arrangement, and that straps, tapes, etc. may also be used to bundle the first vent tube 60 with the test line 80, for example.
The detection device in the detection line 80 may be implemented by an ECU (Electronic Control Unit), which detects a change in the amount of intake air in the combustion chamber and gives an alarm when the air-fuel ratio is abnormal.
A second aspect of the present application provides an engine assembly including a crankcase ventilation system. The detection assembly in the crankcase ventilation system allows detection of whether the first ventilation duct 50 is or is at risk of disengagement.
A second aspect of the present application provides a fuel-type vehicle including an engine assembly. The engine assembly includes a crankcase ventilation system in which a detection assembly can effect detection of whether the first ventilation duct 50 is or is at risk of disengagement.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the scope of protection of the present application.
Claims (11)
1. A crankcase ventilation system, comprising:
a first ventilation pipe (50) having one end connected to the air filter (10) and the other end connected to a PCV valve (22) of the crankcase (20);
one end of the second ventilation pipe (60) is connected with the crankcase (20), the other end of the second ventilation pipe is connected with the engine (30), and the second ventilation pipe is used for sucking gas in the crankcase (20) into a combustion chamber of the engine (30) under the idle working condition; and the detection assembly is used for detecting the disengagement or disengagement trend of the first ventilation pipe (50) by changing and acquiring the air-fuel ratio under the idle working condition, the detection assembly comprises a detection pipeline (80) and a detection device, the detection pipeline (80) is separately arranged from the first ventilation pipe (50), the detection pipeline (80) is configured to allow external gas to enter the detection pipeline (80) when the first ventilation pipe (50) is disengaged or has the disengagement trend under the idle working condition, and further enter a combustion chamber of an engine (30) through the second ventilation pipe (60) to change the air-fuel ratio under the idle working condition, and the detection device is used for acquiring the air-fuel ratio.
2. The crankcase ventilation system according to claim 1, wherein the first ventilation duct (50) includes a first female connector (500), the air filter (10) includes a first male connector (100) and a first connector (102), the first female connector (500) is connected with the first male connector (100),
the detection pipeline (80) comprises a first detection joint (800) and a second detection joint (802), the first connecting piece (102) is connected with the first detection joint (800) and seals the first detection joint (800), the first connecting piece (102) and the first female joint (500) are kept relatively fixed, the second detection joint (802) is connected with a crankcase (20), and the disengagement stroke of the first female joint (500) and the first male joint (100) is larger than or equal to that of the first detection joint (800) and the first connecting piece (102).
3. The crankcase ventilation system according to claim 1, wherein the first ventilation pipe (50) includes a first female connector (500), the air cleaner (10) includes a first male connector (100), the first female connector (500) is connected to the first male connector (100), the first female connector (500) includes a first communication port (500a) provided in a side wall,
the detection pipeline (80) comprises a first detection joint (800) and a second detection joint (802), the first detection joint (800) and the first female joint (500) are relatively fixed and are communicated with the first ventilation pipe (50) through the first communication port (500a), the second detection joint (802) is connected with a crankcase (20),
the crankcase ventilation system further comprises a plurality of first sealing rings (90) for sealing a gap between the first male connector (100) and the first female connector (500), and the first sealing rings (90) are respectively arranged on two sides of the first communication port (500 a).
4. The crankcase ventilation system according to any one of claims 2-3, wherein the first ventilation pipe (50) further includes a second female connector (502), the PCV valve includes a second male connector (200), the second female connector (502) is connected with the second male connector (200), the second detection connector (802) is held relatively fixed with the second female connector (502) and is connected with a crankcase (20),
the disengagement stroke of the second female connector (502) and the second male connector (200) is greater than or equal to the disengagement stroke of the second detection connector (802) and the crankcase (20).
5. The crankcase ventilation system according to any one of claims 2 to 3, wherein the first ventilation pipe (50) includes a second female connector (502), the crankcase ventilation system further includes a second male connector (200) and a third male connector (300), the second female connector (502) is connected with the PCV valve (22) through the second male connector (200), the second detection connector (802) is communicated with a crankcase (20) through the third male connector (300),
the second detection connector (802) and the second female connector (502) are kept relatively fixed, and the stroke of disconnecting the second female connector (502) from the second male connector (200) is less than or equal to the stroke of disconnecting the second detection connector (802) from the third male connector (300).
6. The crankcase ventilation system of claim 5, wherein the second male connector (200) and the third male connector (300) are provided as a unitary structure.
7. The crankcase ventilation system according to claim 1, wherein the detection duct (80) extends in the same direction as the first ventilation duct (50) and is arranged in parallel.
8. The crankcase ventilation system of claim 1, further comprising a securing assembly for maintaining the first ventilation tube (50) fixed relative to the detection conduit (80).
9. The crankcase ventilation system of claim 8, wherein the stationary assembly comprises at least one of:
a pipe clamp clamped between the first vent pipe (50) and the detection pipeline (80);
the first ventilation pipe (50) and the detection pipeline (80) are wrapped in the heat shrinkage pipe;
the first ventilation pipe (50) and the detection pipeline (80) are sleeved in the sheath.
10. An engine assembly comprising the crankcase ventilation system of any one of claims 1-9.
11. A fuel-fired vehicle comprising the engine assembly of claim 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921302558.XU CN210948836U (en) | 2019-08-12 | 2019-08-12 | Crankcase ventilation system, engine assembly and fuel-oil type vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921302558.XU CN210948836U (en) | 2019-08-12 | 2019-08-12 | Crankcase ventilation system, engine assembly and fuel-oil type vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210948836U true CN210948836U (en) | 2020-07-07 |
Family
ID=71373597
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921302558.XU Active CN210948836U (en) | 2019-08-12 | 2019-08-12 | Crankcase ventilation system, engine assembly and fuel-oil type vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210948836U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110410174A (en) * | 2019-08-12 | 2019-11-05 | 上海大创汽车技术有限公司 | Crankcase ventilation system, engine assembly and fuel combustion type vehicle |
-
2019
- 2019-08-12 CN CN201921302558.XU patent/CN210948836U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110410174A (en) * | 2019-08-12 | 2019-11-05 | 上海大创汽车技术有限公司 | Crankcase ventilation system, engine assembly and fuel combustion type vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9765721B2 (en) | Closed breather disconnection detection method | |
| CN208236478U (en) | crankcase ventilation system and automobile with the crankcase ventilation system | |
| US20190285018A1 (en) | System and method for intake air filter diagnostic | |
| US7167794B2 (en) | Control apparatus for an internal combustion engine | |
| CN210948836U (en) | Crankcase ventilation system, engine assembly and fuel-oil type vehicle | |
| WO2019047621A1 (en) | Pipeline detection device and method | |
| CN109026277A (en) | Internal combustion engine crankcase ventilation system leakage monitoring structure and its monitoring method | |
| CN109441671A (en) | A kind of low diagnostic system and method that pipeline is desorbed of engine | |
| CN113302382A (en) | Method and device for checking the functionality of a crankcase ventilation system of an internal combustion engine | |
| US9091611B2 (en) | Leak detection system with secure sealing mechanism | |
| JPH0972256A (en) | Intake device in multicylinder internal combustion engine | |
| US9664078B2 (en) | PCV channel disconnect detection device and method | |
| CN210829437U (en) | Crankcase ventilation heater integrated with one-way valve | |
| CN109268140A (en) | A kind of crankcase bleed pipe disconnection trouble-shooter | |
| US20190316500A1 (en) | Pcv valve coupling structure | |
| CN110410174A (en) | Crankcase ventilation system, engine assembly and fuel combustion type vehicle | |
| US9983088B2 (en) | Engine ventilation system diagnostics using pressure measurement | |
| US10662836B2 (en) | Integrated heater and pressure sensor for PCV system | |
| CN209069528U (en) | Intercooler cubing | |
| CN208364203U (en) | crankcase ventilation pipeline | |
| CN109989803B (en) | Device for discharging blow-by gas in the crankcase of an internal combustion engine | |
| CN207437160U (en) | A kind of crankcase ventilation system | |
| CN114320526A (en) | Crankcase ventilation system and air leakage diagnosis method thereof | |
| CN207761749U (en) | PCV valve pipe | |
| CN218543283U (en) | Integrated form check valve structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |