CN213871231U

CN213871231U - Pressure balance valve for engine crankcase

Info

Publication number: CN213871231U
Application number: CN202022771435.XU
Authority: CN
Inventors: 汤子龙
Original assignee: Suzhou Maitian Industrial Equipment Co ltd
Current assignee: Suzhou Maitian Industrial Equipment Co ltd
Priority date: 2020-11-26
Filing date: 2020-11-26
Publication date: 2021-08-03
Anticipated expiration: 2030-11-26

Abstract

An engine crankcase pressure balance valve characterized in that: including tee bend part, first check valve and second check valve, wherein: the three-way component is provided with three interfaces, the first one-way valve is a one-way valve with fixed one-way conduction starting pressure, the second one-way valve is a one-way valve with adjustable one-way conduction starting pressure, the air outlet of the first one-way valve is in butt joint with the first interface of the three-way component, and the air outlet of the second one-way valve is in butt joint with the second interface of the three-way component. According to the scheme, the three-way component is combined with the two one-way valves, and is arranged between the air inlet channel of the air cylinder and the crankcase when in use, so that the pressure balance of the air pressure in the crankcase of the engine under a micro-negative pressure state can be maintained. Because the air pressure in the crankcase is maintained in a micro-negative pressure state and the fluctuation is small during the operation of the engine, the power output of the engine is stable, the oil consumption is reduced, and the consumption of the engine oil which is mixed into the crankcase from the cylinder is reduced.

Description

Pressure balance valve for engine crankcase

Technical Field

The utility model relates to an internal combustion engine field, in particular to pressure balance valve of engine crankcase. The pressure balance valve can be used for maintaining the pressure balance of the engine crankcase in a micro-negative pressure state.

Background

The volume of the crankcase is usually not very large, limited by the volume of the engine itself. However, when the engine is in operation, the pressure in the crankcase varies greatly due to the up and down movement of the piston. Practice proves that pressure changes in an engine crankcase have great influence on the power stability, oil consumption and engine oil channeling of the engine.

A patent No. 2017202557860 entitled "an engine crankcase capable of maintaining pressure balance" was issued by chinese patent CN206582002U in 2017, 10 and 24. This patent specifically designs a pressure balance chamber for maintaining pressure balance in the crankcase and communicates the pressure balance chamber with the crankcase via a conduit to reduce pressure fluctuations in the crankcase during engine operation by expanding the volume of the crankcase. Although the solution of this patent is simple, it is not a good solution to add a pressure balancing chamber in an engine whose volume is limited, and secondly the patent is directed to a naturally aspirated engine, which is less effective for a turbocharged engine.

In view of the above, the present invention provides a better solution to the problem of gas pressure balance in the engine crankcase, and particularly to a gas pressure balance problem in the engine crankcase with turbo-charging.

Disclosure of Invention

The utility model provides a pressure balance valve of engine crankcase, its purpose is to solve current engine crankcase pressure balance solution effect poor, the pressure balance problem of solution worm wheel increase engine crankcase that more can not be fine.

In order to achieve the above purpose, the utility model adopts the technical scheme that: an engine crankcase pressure balance valve, its innovation lies in: including tee bend part, first check valve and second check valve, wherein:

the three-way component is provided with three interfaces, namely a first interface, a second interface and a third interface, and the three interfaces are communicated with each other in the three-way component.

The first one-way valve is a one-way valve with fixed one-way conduction starting pressure and is provided with an air inlet and an air outlet.

The second one-way valve is a one-way valve with adjustable one-way conduction starting pressure and is provided with an air inlet and an air outlet.

The air outlet of the first one-way valve is in butt joint with the first interface of the three-way component, and the air outlet of the second one-way valve is in butt joint with the second interface of the three-way component; and the air inlet of the first check valve is used as a first air inlet of the engine crankcase pressure balance valve, the air inlet of the second check valve is used as a second air inlet of the engine crankcase pressure balance valve, and the third interface of the three-way component is used as an air outlet of the engine crankcase pressure balance valve, so that the engine crankcase pressure balance valve structure is formed.

The relevant content in the above technical solution is explained as follows:

1. in the above scheme, the third interface of the three-way component is connected with a connector, and the connector is used as a pipeline connector on the third interface of the three-way component.

2. In the above scheme, the first check valve includes a first valve body, a first valve core and a first spring, the first valve core is provided with a first valve core seat in the first valve body, the center of the first valve core seat is provided with a first conduction port, and the first spring presses the first valve core in an assembled state, so that the first valve core is forced to be located on the first valve core seat and blocks the first conduction port.

3. In the above scheme, the second one-way valve includes a second valve body, a second valve core, a second spring and an adjusting nut, a second valve core seat is arranged in the second valve body for the second valve core, a second conduction port is arranged in the center of the second valve core seat, the adjusting nut is pressed against the second valve core through the second spring in an assembling state to force the second valve core to be located on the second valve core seat and block the second conduction port, the adjusting nut is in threaded connection with the second valve body in a direction acting on the second spring, and the pre-pressure of the second spring can be adjusted by rotating the adjusting nut, so that the one-way conduction opening pressure is adjustable.

The design concept and effect of the utility model are: in order to solve current engine crankcase pressure balance solution effect poor, the solution worm wheel that more can not be fine increases the pressure balance problem of engine crankcase, the utility model discloses a tee bend part and a one-way conduction opening pressure make up for adjustable check valve for fixed check valve and a one-way conduction opening pressure, have constituted an engine crankcase pressure balance valve. When in use, the pressure balancing device is arranged between the air inlet channel of the cylinder and the crankcase, so that the pressure in the crankcase of the engine can be kept in pressure balance under a micro-negative pressure state. The air pressure in the crankcase is maintained in a micro negative pressure state during the operation of the engine, so that the power of the engine is stable, and the linearity and balance of power output are kept. Because the fluctuation of the air pressure in the crankcase is reduced during the operation of the engine, the oil consumption can be reduced, and the consumption of the engine oil which flows into the crankcase from the cylinder is reduced. In a word, the utility model discloses simple structure, reasonable in design thinks about ingeniously, has substantive characteristics and technological progress.

Drawings

FIG. 1 is a schematic diagram of a prior art worm gear for increasing engine crankcase pressure;

FIG. 2 is a schematic diagram of the pressure balance of the engine crankcase increased by the rear worm gear according to the present invention;

FIG. 3 is a schematic structural view of the pressure balance valve of the engine crankcase of the present invention;

FIG. 4 is a schematic view of a first check valve of the present invention;

fig. 5 is a schematic view of a second check valve of the present invention.

In the above drawings: 1. an intake air filter; 2. a worm wheel booster pump; 3. a damper; 4. an air chamber; 5. a first conduit; 6. a second conduit; 7. a cylinder; 8. a piston; 9. an intake valve; 10. an exhaust valve; 11. a connecting rod; 12. a crankshaft; 13. a crankcase; 14. a crankcase pressure balancing valve; 15. a tee member; 16. a first check valve; 17. a second one-way valve; 18. a connector; 19. a first valve body; 20. a first valve spool; 21. a first spring; 22. a first valve core seat; 23. a second valve body; 24. a second valve core; 25. a second spring; 26. adjusting the nut; 27. a second spool seat.

Detailed Description

The invention will be further described with reference to the following drawings and examples:

example (b): engine crankcase pressure balance valve

As shown in fig. 3-5, the engine crankcase pressure balance valve is mainly composed of a three-way component 15, a first check valve 16, a second check valve 17 and a connecting head 18 (see fig. 3), wherein:

the three-way part 15 has three ports (see fig. 3), i.e., a first port, a second port, and a third port, which communicate with each other within the three-way part 15.

The first check valve 16 is a check valve whose one-way conduction opening pressure is fixed, and the first check valve 16 has an air inlet and an air outlet. In this embodiment, the first check valve 16 includes a first valve body 19, a first valve core 20, and a first spring 21 (see fig. 4), a first valve core seat 22 is disposed in the first valve body 19 for the first valve core 20, a first conduction port is disposed at the center of the first valve core seat 22, and in an assembled state, the first spring 21 presses the first valve core 20 to force the first valve core 20 to be located on the first valve core seat 22 and block the first conduction port.

The second check valve 17 is a check valve whose one-way communication opening pressure is adjustable, and the second check valve 17 has an air inlet and an air outlet. In the present embodiment, the second check valve 17 includes a second valve body 23, a second valve core 24, a second spring 25 and an adjusting nut 26 (see fig. 5), a second valve core seat 27 is provided in the second valve body 23 for the second valve core 24, a second conduction opening is provided in the center of the second valve core seat 27, the adjusting nut 26 presses the second valve core 24 through the second spring 25 in the assembled state, the second valve core 24 is forced to be located on the second valve core seat 27, and the second conduction opening is blocked, the adjusting nut 26 is screwed in the direction acting on the second spring 25 relative to the second valve body 23, and the pre-pressure of the second spring 25 can be adjusted by rotating the adjusting nut 26, so that the check valve with adjustable one-way conduction opening pressure is formed.

The air outlet of the first one-way valve 16 is butted with the first interface of the three-way component 15 (see fig. 3), and the air outlet of the second one-way valve 17 is butted with the second interface of the three-way component 15 (see fig. 3). An air inlet of the first check valve 16 is used as a first air inlet of the engine crankcase pressure balance valve, an air inlet of the second check valve 17 is used as a second air inlet of the engine crankcase pressure balance valve, a third interface of the three-way component 15 is connected with a connector 18, and the connector 18 is used as a pipeline connector on the third interface of the three-way component 15. The air outlet of the connecting head 18 is used as the air outlet of the pressure balance valve of the engine crankcase, so that the structure of the pressure balance valve of the engine crankcase is formed.

The embodiment of the utility model provides a theory of operation under the user state describes as follows:

referring to fig. 2, fig. 2 is a schematic diagram of the pressure balance of the crankcase of the engine using the rear worm gear of the present invention. As can be seen from fig. 2, the engine crankcase pressure balance valve 14 of the present embodiment is connected between the crankcase 13 and one of the intake ports of the turbo booster pump 2 through a first pipe. Under the idle state of the worm booster pump 2, the air chamber 4 is in a negative pressure state, and the first path of waste gas of the crankcase 13 enters the cylinder 7 through the second pipeline, the air chamber 4 and the inlet valve 9. Meanwhile, the second path of the waste gas in the crankcase 13 passes through the first pipeline 5, the first check valve 16 (at this time, the first check valve 16 is opened, and the second check valve 17 is closed), the worm wheel booster pump 2, the air door 3, the air chamber 4 and the inlet valve 9 and enters the cylinder 7. Because the first exhaust gas and the second exhaust gas supply have a suction effect on the crankcase 13, the air pressure in the crankcase 13 is balanced in a fluctuation under a micro-negative pressure state. Under the state that worm wheel booster pump 2 worked, because worm wheel booster pump 2 is high-speed rotatory, air chamber 4 is the malleation state, and second pipeline 6 is not logical (in fact be equipped with the check valve between crankcase 13 and the second pipeline 6, not drawn in fig. 2, this check valve is the malleation state at air chamber 4 and is obstructed), and the waste gas of crankcase 13 can only get into cylinder 7 through first pipeline 5, first check valve 16, worm wheel booster pump 2, air door 3, air chamber 4, (air) intake valve 9. The negative pressure of the crankcase 13 is increased due to the high-speed rotation of the worm booster pump 2, so that the resistance of the piston 8 which moves upwards to overcome the negative pressure is increased, at the moment, the second one-way valve 17 on the engine crankcase pressure balance valve 14 is automatically opened, air is supplemented from the outside, the trend of increasing the negative pressure of the crankcase 13 is balanced, and the air pressure in the crankcase 13 is maintained to be in fluctuation balance under a micro-negative pressure state. The advantage of maintaining the pressure in the crankcase 13 in a slightly negative pressure state is that the exhaust gas in the crankcase 13 is discharged smoothly, and the resistance of the piston 8 to the operation is reduced during the operation of the engine. Therefore, use the utility model discloses the power of engine is stable behind engine crankcase pressure balance valve 14, can reduce oil consumption, reduces the consumption that machine oil scurried into the crankcase from the cylinder.

FIG. 1 is a schematic diagram of a prior art worm gear increasing engine crankcase pressure. The use effect of the utility model can be further confirmed by comparison. And will not be described in detail herein.

As can be seen from the above description of the operation principle, the negative pressure conducting threshold of the second check valve 17 is larger than that of the first check valve 16. The negative pressure conducting threshold value of the second check valve 17 is adjustable to meet the requirements of different engine displacements, such as 1.5T, 2.0T, 3.0T and the like.

It can be seen from the above description of the working principle that the engine crankcase pressure balance valve 14 of the present invention can be applied to not only a turbocharged engine but also a naturally aspirated engine. But the effect is more prominent when the engine is applied to a turbo-charged engine.

The above embodiment shows a specific structure, for example, the first check valve 16 includes a first valve body 19, a first valve core 20 and a first spring 21 (see fig. 4), and the second check valve 17 includes a second valve body 23, a second valve core 24, a second spring 25 and an adjusting nut 26 (see fig. 5). However, the present invention is not limited to this, and the first check valve 16 may be a check valve whose opening pressure is fixed, and the second check valve 17 may be a check valve whose opening pressure is adjustable. Other variations of the specific configuration of the first one-way valve 16 and the second one-way valve 17 are possible, as will be understood and appreciated by those skilled in the art.

The above embodiments are only for illustrating the technical concept and features of the present invention, and the purpose of the embodiments is to enable people skilled in the art to understand the contents of the present invention and to implement the present invention, which cannot limit the protection scope of the present invention. All equivalent changes and modifications made according to the spirit of the present invention should be covered by the protection scope of the present invention.

Claims

1. An engine crankcase pressure balance valve characterized in that: comprising a three-way component (15), a first one-way valve (16) and a second one-way valve (17), wherein:

the three-way component (15) is provided with three interfaces, namely a first interface, a second interface and a third interface, and the three interfaces are communicated with each other in the three-way component (15);

the first one-way valve (16) is a one-way valve with fixed one-way conduction opening pressure, and the first one-way valve (16) is provided with an air inlet and an air outlet;

the second one-way valve (17) is a one-way valve with adjustable one-way conduction starting pressure, and the second one-way valve (17) is provided with an air inlet and an air outlet;

an air outlet of the first one-way valve (16) is in butt joint with a first interface of the three-way component (15), and an air outlet of the second one-way valve (17) is in butt joint with a second interface of the three-way component (15); the air inlet of the first check valve (16) is used as a first air inlet of the engine crankcase pressure balance valve, the air inlet of the second check valve (17) is used as a second air inlet of the engine crankcase pressure balance valve, and the third port of the three-way component (15) is used as an air outlet of the engine crankcase pressure balance valve, so that the engine crankcase pressure balance valve structure is formed.

2. The engine crankcase pressure balancing valve of claim 1, wherein: and a connector (18) is connected to the third interface of the three-way component (15), and the connector (18) is used as a pipeline connector on the third interface of the three-way component (15).

3. The engine crankcase pressure balancing valve of claim 1, wherein: the first one-way valve (16) comprises a first valve body (19), a first valve core (20) and a first spring (21), a first valve core seat (22) is arranged in the first valve body (19) aiming at the first valve core (20), a first conduction opening is formed in the center of the first valve core seat (22), and the first spring (21) presses the first valve core (20) in an assembling state to force the first valve core (20) to be located on the first valve core seat (22) and block the first conduction opening.

4. The engine crankcase pressure balancing valve of claim 1, wherein: the second one-way valve (17) comprises a second valve body (23), a second valve core (24), a second spring (25) and an adjusting nut (26), a second valve core seat (27) is arranged in the second valve body (23) and is opposite to the second valve core (24), a second conduction opening is formed in the center of the second valve core seat (27), the adjusting nut (26) is pressed against the second valve core (24) through the second spring (25) in an assembling state, the second valve core (24) is forced to be located on the second valve core seat (27) and blocks the second conduction opening, the adjusting nut (26) is in threaded connection relative to the second valve body (23) in the direction acting on the second spring (25), and the pre-pressure of the second spring (25) can be adjusted by rotating the adjusting nut (26), so that the one-way conduction opening pressure is adjustable.