CN215408808U - Engine system - Google Patents
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- CN215408808U CN215408808U CN202121151158.0U CN202121151158U CN215408808U CN 215408808 U CN215408808 U CN 215408808U CN 202121151158 U CN202121151158 U CN 202121151158U CN 215408808 U CN215408808 U CN 215408808U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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Abstract
The present invention proposes an engine system comprising: an engine including a cylinder and a crankcase; a turbocharger for supplying compressed air to the cylinders; an oil-gas separator for separating the mixture discharged from the crankcase, wherein the exhaust gas of the oil-gas separator has: a low-load path that exists in a case where the engine is in a low-load section, and that delivers exhaust gas of the gas-oil separator to an intake port of the cylinder; a high-load path that exists with the engine in a high-load section, and that delivers the exhaust gas of the gas-oil separator to an intake port of the turbocharger; and a measurement path which exists in the case of measuring the blow-by gas amount of the engine and which conveys the exhaust gas of the gas-oil separator to a gas flow meter and further to a pressure-adjustable gas tank.
Description
Technical Field
The present disclosure relates to the field of power, and more particularly, to an engine system.
Background
Engines are important components of fuel-powered vehicles that convert chemical energy of the fuel into mechanical energy of the vehicle. The engine is generally composed of a cylinder and a crankcase, fuel is combusted in the cylinder to generate high-temperature and high-pressure gas, the gas pushes a piston to reciprocate, the piston pushes a crankshaft in the crankcase to rotate, and the kinetic energy of the crankshaft is transmitted to wheels through a transmission system (such as an axle) so as to drive the vehicle to run. It is known that the crankcase is not completely sealed with respect to the cylinder, which results in that gases in the cylinder, which contain combustible substances and various harmful substances, will pass into the crankcase, thus endangering the oil and other components in the crankcase, and that these gases need to be removed from the crankcase. However, oil is also often carried over when these gases are removed from the crankcase, resulting in oil loss. Therefore, it is necessary to treat these gases with a separator for recovering the oil and reusing the combustibles carried in these gases. Since the displacement of the gas-oil separator can indirectly reflect the amount of gas which has blown into the crankcase, the displacement of the gas-oil separator is not only an important design parameter of the gas-oil separator, but also an important design parameter of the engine, in particular of the piston system. Whether the exhaust gas amount of the oil separator can be accurately measured or not determines to some extent whether the entire engine system can be reasonably designed or not. However, in the prior art, the exhaust gas quantity of the oil-gas separator is often measured by changing the original path and additionally installing a flow meter on the path, and the inventor finds that a series of influences are generated on the whole engine system by the measuring method, and the influences cause a large deviation between the measured exhaust gas quantity of the oil-gas separator and the exhaust gas quantity of the oil-gas separator under the real condition that the flow meter is not installed, so that a designer cannot design a reasonable oil-gas separator and piston system according to the measured exhaust gas quantity of the oil-gas separator.
Therefore, there is a need in the art for a measure capable of accurately measuring the exhaust gas amount of the oil separator in real situations.
SUMMERY OF THE UTILITY MODEL
In order to solve the above-mentioned problems in the prior art, the present invention provides an engine system including:
an engine including a cylinder and a crankcase;
a turbocharger for supplying compressed air to the cylinders;
an oil-gas separator for separating the mixture discharged from the crankcase, wherein the exhaust gas of the oil-gas separator has:
a low-load path that exists in a case where the engine is in a low-load section, and that delivers exhaust gas of the gas-oil separator to an intake port of the cylinder;
a high-load path that exists with the engine in a high-load section, and that delivers the exhaust gas of the gas-oil separator to an intake port of the turbocharger; and
a measurement path exists in the case of measuring the blow-by gas amount of the engine, which delivers the exhaust gas of the gas-oil separator to a gas flow meter and further to a pressure-adjustable gas tank.
According to an alternative embodiment of the utility model, the load section of the engine during normal operation is formed by the low load section and the high load section.
According to an alternative embodiment of the present invention, the engine system further includes a control unit that adjusts the pressure of the pressure-variable gas tank, the rotation speed of the engine, and the torque in the presence of the measurement path to the pressure of the intake port of the cylinder, the rotation speed of the engine, and the torque in the presence of the low load path, respectively.
According to an alternative embodiment of the utility model, the engine system further comprises a storage unit that stores the pressure of the intake port of the cylinder in the presence of the low load path, and the rotation speed and torque of the engine.
According to an alternative embodiment of the utility model, the engine system further comprises a control unit for adjusting the pressure of the surge tank, the speed and the torque of the engine in the presence of the measurement path to the pressure of the inlet port of the turbocharger, the speed and the torque of the engine in the presence of the high load path, respectively.
According to an alternative embodiment of the utility model, the engine system further comprises a storage unit storing the pressure of the intake port of the turbocharger in the presence of the high load path and the speed and torque of the engine.
According to an alternative embodiment of the utility model, the engine system further comprises a control unit for adjusting the pressure of the pressure-regulated gas tank and the speed and torque of the engine in the presence of the measurement path in order to adjust the internal pressure of the crankcase and the speed and torque of the engine, respectively, to the internal pressure of the crankcase and the speed and torque of the engine in the presence of the low-load path.
According to an alternative embodiment of the utility model, the engine system further comprises a storage unit storing the internal pressure of the crankcase in the presence of the low load path and the rotational speed and torque of the engine.
According to an alternative embodiment of the utility model, the engine system further comprises a control unit for adjusting the pressure of the pressure-regulated gas tank and the speed and torque of the engine in the presence of the measurement path in order to adjust the internal pressure of the crankcase and the speed and torque of the engine, respectively, to the internal pressure of the crankcase and the speed and torque of the engine in the presence of the high-load path.
According to an alternative embodiment of the utility model, the engine system further comprises a storage unit for storing the internal pressure of the crankcase and the rotational speed and torque of the engine in the presence of the high load path.
The utility model may be embodied in the form of exemplary embodiments shown in the drawings. It is to be noted, however, that the drawings are designed solely for purposes of illustration and that any variations which come within the teachings of the utility model are intended to be included within the scope of the utility model.
Drawings
The drawings illustrate exemplary embodiments of the utility model. These drawings should not be construed as necessarily limiting the scope of the utility model, wherein:
FIG. 1 is a schematic layout of various components of an engine system according to the present disclosure, with the path clear for normal engine operation unaffected by operating conditions shown in bold lines and the path clear for different operating conditions shown in dashed lines;
FIG. 2 is a schematic layout of various components of an engine system according to the present disclosure, showing in bold lines the path clear in the low load section of the engine during normal operation, and in dashed lines the broken/blocked path in the low load section;
FIG. 3 is a schematic layout of various components of an engine system according to the present disclosure, showing the path of the engine clear in the high load section during normal operation in bold lines and the broken/blocked path in the high load section in dashed lines; and
FIG. 4 is a schematic layout of various components of an engine system according to the present disclosure, with clear paths shown in bold lines when engine blow-by is measured and broken/blocked paths shown in dashed lines when engine blow-by is measured.
Detailed Description
Further features and advantages of the present invention will become apparent from the following description, which proceeds with reference to the accompanying drawings. Exemplary embodiments of the utility model are illustrated in the drawings and the various drawings are not necessarily drawn to scale. This invention may, however, be embodied in many different forms and should not be construed as necessarily limited to the exemplary embodiments set forth herein. Rather, these exemplary embodiments are provided only to illustrate the present invention and to convey the spirit and substance of the utility model to those skilled in the art.
The system and the device provided by the utility model aim to provide an engine system which can accurately measure the exhaust gas quantity of an oil-gas separator under various working conditions, and is used for gasoline vehicles, diesel vehicles, hybrid vehicles and the like. During operation of the engine, a part of the combustible mixture mixed with combustion products is blown into the crankcase via the piston rings via the cylinder. The mixed gas which has entered the crankcase is purged in time, which accelerates deterioration of the oil, causes corrosion or rusting of the parts, and raises the pressure in the crankcase, thereby causing resistance to downward movement of the piston. In order to avoid this, it is necessary to remove the mixed gas from the crankcase, but the mixed gas often contains various harmful substances so that the mixed gas cannot be directly discharged to the atmosphere, and in addition, the mixed gas may carry a certain amount of oil when leaving the crankcase, so that the direct removal of the mixed gas also results in the waste of the oil and the pollution of the oil to the environment. In order to solve these problems, it is necessary to provide an oil-gas separator for the crankcase, which can separate the mixed gas discharged from the crankcase from the engine oil, return the engine oil to the crankcase to supplement the engine oil, and return the mixed gas to the cylinder for combustion in order to fully utilize the combustibles in the mixed gas. Therefore, it is important to provide the crankcase with a suitable gas-oil separator to ensure proper functioning of the crankcase. The exhaust gas volume of the oil-gas separator is an important parameter for designing the oil-gas separator, and in addition, the exhaust gas of the oil-gas separator is derived from blow-by gas of an engine, so the exhaust gas volume of the oil-gas separator can be regarded as the blow-by gas volume of the engine, and the blow-by gas volume of the engine is an important parameter for designing a piston system of the engine. That is, accurate measurement of the displacement of the gas-oil separator (i.e., the engine blow-by amount) is very important for the design of the gas-oil separator as well as the design of the crankcase and even the entire engine system. In order to solve the problem that the exhaust gas quantity of the oil-gas separator (especially the exhaust gas quantity of the oil-gas separator when an engine is in a low load region) cannot be accurately measured in the prior art, the engine system disclosed by the utility model measures the exhaust gas quantity of the oil-gas separator by using an independent measuring circuit, and does not need to modify an original circuit in the engine system like the prior art, and the measurement accuracy is influenced by modifying the original circuit, so that the engine system disclosed by the utility model can accurately measure the exhaust gas quantity of the oil-gas separator.
An alternative, but non-limiting embodiment of the engine system of the present invention is described in detail below with reference to the accompanying drawings.
As shown in fig. 1, which shows a schematic layout of various components of the engine system of the present invention, the engine system includes a cylinder 110 and a crankcase 120, the cylinder 110 and the crankcase 120 constitute a crankshaft connecting rod mechanism of the engine that converts chemical energy of fuel into mechanical energy of a crankshaft, specifically, fuel is combusted in the cylinder 110 to push a piston to reciprocate, and the piston pushes the crankshaft in the crankcase 120 to rotate, in this way, the chemical energy of fuel is converted into the mechanical energy of the crankshaft, and the engine speed and torque, more specifically, the crankshaft speed and torque can be adjusted by controlling the intake air quantity and the intake oil quantity of the cylinder 110. In addition, in order to extend the life of the engine, oil for lubricating the crankshaft is stored in the crankcase 120. In order to supply sufficient air into the cylinder 110 to adequately combust the fuel, the engine system further includes a turbocharger 130, the turbocharger 130 having a turbine and impeller that are coaxial, and in operation, as indicated by path P1, exhaust gas from the cylinder 110 flows through the turbine to drive rotation thereof, the turbine in turn rotates the impeller, and the rotating impeller compresses air from the atmosphere and feeds the compressed air into the cylinder 110 to enable the cylinder 110 to combust more fuel and output more power. Therefore, the turbocharger 130 is generally driven by the exhaust gas from the cylinder 110, which causes the exhaust gas discharge speed to increase in synchronism with the turbine speed as the engine speed, i.e., crankshaft speed, increases, the impeller compresses more air into the cylinder, and the increased pressure and density of the air combusts more fuel, which in turn increases the amount of fuel and adjusts the engine speed to increase the engine output. In particular, in the configuration shown in fig. 1, in operation, as indicated by paths P2, P3, P4, P5, air filter 140 filters air from the atmosphere to remove particulate impurities from the air, impeller of turbocharger 130 compresses the filtered air, intercooler 180 cools the compressed air to reduce the heat load of the engine and increase the intake air amount, and throttle 150 regulates the flow of the cooled compressed air to supply a metered/predetermined amount of compressed air into cylinder 110. Under this configuration, the rotational speed and torque of the engine can be adjusted by adjusting the opening degree of the throttle valve 150 and the oil intake amount of the cylinder 110.
As described above, the fuel is combusted in the cylinder 110 to generate high-temperature and high-pressure gas to drive the crankshaft to rotate by the piston system. However, as indicated by the path P6, it is inevitable that these high-temperature and high-pressure gases will blow from the cylinder 110 into the crankcase 120 through the gaps of the piston and the cylinder, the piston ring openings, the gaps of the piston ring and the cylinder, and the like. To protect various components and oil in the crankcase 120 from being damaged by high-temperature, high-pressure gases, it is necessary to vent these high-temperature, high-pressure gases. However, these high-temperature and high-pressure gases tend to contain combustibles and may carry oil out of the crankcase 120, and in order to utilize these combustibles and recover the oil, the engine system further includes an air-oil separator 160, and the air-oil separator 160 may separate the air-oil mixture discharged from the crankcase 120 into the gases (containing combustibles) and the oil. In operation, as indicated by path P7, the mixture of air and fuel discharged from the crankcase 120 is delivered to the air-fuel separator 160, and particularly, in order to more smoothly deliver the mixture of air and fuel in the crankcase 120 to the air-fuel separator 160, as indicated by path P9, the filtered air from the air filter 140 may enter the crankcase 120 to avoid the crankcase 120 generating a back pressure that is not conducive to the discharge of the mixture of air and fuel. Then, as indicated by the path P8, the separated oil will be delivered back to the crankcase 120 to achieve oil recovery, and the separated gas will flow along two different paths P10 and P11 depending on the operating conditions of the engine system under normal operation (under normal operation of the engine, the load section of the engine can be divided into a low load section and a high load section), in other words, the gas-oil separator 160 has two exhaust paths, i.e., a path P10 existing when the engine is in the low load section and a path P11 existing when the engine is in the high load section. In addition, as shown in fig. 4, when it is necessary to measure the engine blowby amount, the air-oil separator 160 also has another exhaust path P12, i.e., a path P12 that exists when the engine blowby amount is measured. More specifically, as will be described in further detail with reference to FIG. 2, the exhaust of the air-oil separator 160 will be delivered to the intake port of the cylinder 110, as indicated by path P10, and then into the cylinder 110 for combustion; as will be described in further detail with reference to fig. 3, the exhaust gas of the gas-oil separator 160 will be delivered to the intake port of the turbocharger 130, as indicated by path P11, and then enter the cylinder 110 for combustion after being pressurized by the turbocharger 130, cooled by the intercooler 180, adjusted by the throttle valve 150, as indicated by paths P3, P4, P5; as will be described in further detail with reference to fig. 4, the exhaust gas of the gas-oil separator 160 will be sent to the gas flow meter 210 and the variable pressure gas tank 220 as indicated by a path P12, so as to measure the amount of exhaust gas of the gas-oil separator 160.
Referring to fig. 2, there is shown the exhaust path P10 of the air-oil separator 160 when the engine system is in a low load condition (e.g., the actual load of the engine is less than half full load), when the engine is in a low-load range (e.g., when the vehicle is starting), the throttle valve 150 supplies a small amount of air to the cylinder 110, alternatively, throttle 150 delivers only a portion of the air on path P4 to path P5, and a small amount of air on path P5 will be drawn away by cylinder 110, which will cause the pressure on path P5 to drop (even to a negative pressure) and be lower than the pressure on path P2, this causes the exhaust of the air-oil separator 160 to flow along the path P10 to the lower pressure path P5, rather than along the path P11 to the higher pressure path P2, the exhaust gas will then follow path P5 from the intake port of the cylinder 110 into the cylinder 110 for combustion.
Referring to fig. 3, which shows the exhaust path P11 of the air separator 160 when the engine system is in a high-load condition (e.g., the actual load of the engine is higher than half of full load), when the engine is in a high-load range (e.g., when the vehicle is traveling at high speed), the throttle valve 150 no longer restricts the supply of air from the path P4 to the path P5, and a large amount of exhaust gas generated by the cylinder 110 drives the turbine of the turbocharger 130 to rotate at high speed, thereby bringing the impeller to rotate at high speed, while the impeller rotating at high speed draws a large amount of air from the path P2 to the path P3, thereby causing the pressure on the path P2 to decrease (even to negative pressure) and lower than the pressure on the path P5, which would cause the exhaust gas of the air separator 160 to flow along the path P11 to the path P2 with lower pressure rather than along the path P10 to the path P5 with higher pressure, the exhaust gas will then enter the turbocharger 130 to be pressurized, along path P3 to enter the intercooler 180 to be cooled, along path P4 to enter the throttle 150 to be adjusted, and finally along path P5 to the cylinder 110 to be combusted.
As can be seen from the above description, depending on the load region in which the engine is located, the pressure on the path P5 and the pressure on the path P2 will change inversely, and the exhaust gas of the gas-oil separator 160 will flow spontaneously to the path of lower pressure without human intervention.
Next, referring to fig. 4, which shows the exhaust path P12 of the gas-oil separator 160 when the engine system is in a measuring condition, in which case the path P10 and the path P11 may be intercepted or blocked so that the exhaust gas of the gas-oil separator 160 enters the pressure-adjustable gas tank 220 through the gas flow meter 210 along the path P12, as described in further detail below, by adjusting the gas pressure of the pressure-adjustable gas tank 220 and the rotation speed and torque of the crankshaft, the exhaust gas amount of the gas-oil separator 160 in the low load condition and the high load condition can be accurately measured.
Referring to fig. 4, measurement of the exhaust gas amount of the oil separator 160 in the low load condition will be described. As described above, the only difference between the measurement situation and the low load situation is that the exhaust gas of the oil separator 160 flows to the path P12 instead of the path P10 (in other words, the exhaust gas flows to the gas tank 220 instead of the intake port of the cylinder 110). Therefore, it is possible to measure and record the pressure of the intake port of the cylinder 110 in the low load condition and the torque and the rotation speed of the engine (more specifically, the torque and the rotation speed of the crankshaft), and then, in the measurement condition, adjust the pressure of the gas tank 220 to coincide with the recorded pressure of the intake port of the cylinder 110 in the low load condition, and adjust the torque and the rotation speed of the engine to coincide with the low load condition, whereby the path P12 restores the path P10 in the low load condition and the pressures in the other respective paths also restore the pressures in the low load condition, on the basis of which the gas flow rate measured by the gas flow meter 210 is substantially equal to the gas displacement of the oil separator 160 in the low load condition.
Still referring to fig. 4, measuring the amount of exhaust gas of the oil separator 160 in the high load condition is described. As described above, the only difference between the measurement situation and the high load situation is that the exhaust gas of the air-oil separator 160 flows to the path P12 instead of the path P11 (in other words, the exhaust gas flows to the gas tank 220 instead of the intake port of the turbocharger 130). Therefore, it is possible to measure and record the pressure of the intake port of the turbocharger 130 and the torque and the rotation speed of the engine (more specifically, the torque and the rotation speed of the crankshaft) at the high load, and then, at the measurement, adjust the pressure of the gas tank 220 to coincide with the recorded pressure of the intake port of the turbocharger 130 at the high load, and adjust the torque and the rotation speed of the engine to coincide with the high load, whereby the path P12 restores the path P11 at the high load and the pressures on the other respective paths also restore the pressures at the high load, on the basis of which the gas flow rate measured by the gas flow meter 210 is substantially equal to the gas displacement of the oil separator 160 at the high load.
As is apparent from the above description, by controlling the engine speed and torque to coincide with those in the low load condition and adjusting the pressure of the gas tank 220 to coincide with that of the intake port of the cylinder 110 in the low load condition, the gas flow rate measured by the gas flow meter 210 can be made substantially equal to the exhaust gas amount of the gas-oil separator 160 in the low load condition; also, by controlling the engine speed and torque to coincide with those of the engine under high load and adjusting the pressure of the gas tank 220 to coincide with the pressure of the intake port of the turbocharger 130 under high load, the gas flow rate measured by the gas flow meter 210 can be substantially equal to the exhaust gas amount of the gas-oil separator 160 under high load. Therefore, the engine system can measure the exhaust gas amount of the oil-gas separator 160 under the low load condition and the high load condition by using the independent exhaust path P12, and the exhaust gas flowing to the exhaust path P12 does not flow back to the system, which avoids the influence of the gas flowmeter 210 and the gas tank 220 on the system, so that the engine system can more accurately measure the exhaust gas amount of the oil-gas separator 160 under the low load condition and the high load condition, and the exhaust gas amount can accurately reflect the gas amount entering the crankcase 120, so that the piston system and the oil-gas separator can be more reasonably designed, and the system can obtain longer service life. In other words, the present engine system does not require the measurement of the amount of exhaust gas of the gas-oil separator 160 by additionally installing a flow meter on the exhaust path P11 or the exhaust path P12, whereas if a flow meter is additionally installed on the exhaust path P11 or the exhaust path P12 as described in the background section, the presence of the flow meter has a series of influences on the gas pressure of each path in the system, thereby causing the measured amount of exhaust gas of the gas-oil separator 160 to differ greatly from the actual amount of exhaust gas, so that the amount of gas blowby into the crankcase 120 cannot be accurately reflected, thereby affecting the design of the piston system and the gas-oil separator and thus adversely affecting the service life of the system.
In an alternative embodiment of the engine system of the present invention, the engine system may further include a control unit and a storage unit, wherein the storage unit may store the pressure of the intake port of the cylinder 110 in the low load condition, the rotation speed and torque of the crankshaft in the low load condition, the pressure of the intake port of the turbocharger 130 in the high load condition, and the rotation speed and torque of the crankshaft in the high load condition, the control unit may control the rotation speed and torque of the crankshaft to coincide with the rotation speed and torque of the crankshaft in the low load condition in the measurement condition and adjust the pressure of the gas tank 220 to coincide with the pressure of the intake port of the cylinder 110 in the low load condition to measure the exhaust gas amount of the oil 160 in the low load condition by the gas flow meter 210, and the gas separator control unit may also control the rotation speed and torque of the crankshaft to coincide with the rotation speed and torque of the crankshaft in the high load condition in the measurement condition and adjust the pressure of the gas tank 220 to coincide with the pressure of the cylinder 110 in the high load condition The pressure of the intake port of the turbocharger 130 is uniform so that the exhaust gas amount of the gas-oil separator 160 under a high load condition is measured by the gas flow meter 210.
Further alternatively, the storage unit may also store the internal pressure of the crankcase 120 under a low load condition and the internal pressure of the crankcase 120 under a high load condition. The control unit may also adjust the internal pressure of the crankcase 120 to the internal pressure of the crankcase 120 in the low load situation and adjust the rotational speed and torque of the crankshaft to the rotational speed and torque of the crankshaft in the low load situation by controlling the rotational speed and torque of the crankshaft and the pressure of the gas tank 220 in the measurement situation, so that the amount of exhaust gas of the gas-oil separator 160 in the low load situation is measured by the gas flow meter 210. In addition, the control unit may also adjust the internal pressure of the crankcase 120 to the internal pressure of the crankcase 120 under high load and adjust the rotational speed and torque of the crankshaft to the rotational speed and torque of the crankshaft under high load by controlling the rotational speed and torque of the crankshaft and the pressure of the gas tank 220 under measurement, so that the exhaust gas amount of the gas-oil separator 160 under high load is measured by the gas flow meter 210. In this configuration, the internal pressure of the crankcase 120 in the low load condition or the high load condition is completely reduced, which allows the exhaust gas amount of the gas-oil separator 160 measured in the measurement condition to completely coincide with the exhaust gas amount of the gas-oil separator 160 in the low load condition or the high load condition, thereby enabling a designer to design the piston system of the gas-oil separator 160 more reasonably.
In addition, as shown in fig. 1-4, the engine system may further optionally include a coarse separator 170 disposed on the path P7 (i.e., disposed between the output port of the crankcase 120 and the input port of the air-oil separator 160), and the coarse separator 170 may perform a primary separation on the air-oil mixture discharged from the crankcase 120, so that a part of the oil flows back into the crankcase 120 earlier, and then the air-oil mixture passing through the primary separation enters the air-oil separator 160 for a more thorough separation.
An alternative but non-limiting embodiment of an engine system according to the utility model is described in detail above with the aid of the accompanying drawings. Modifications and additions to the techniques and structures, as well as re-combinations of features in various embodiments, which do not depart from the spirit and substance of the disclosure, will be readily apparent to those of ordinary skill in the art as they are deemed to be within the scope of the utility model. Accordingly, such modifications and additions that can be envisaged within the teachings of the present invention are to be considered as part of the present invention. The scope of the present invention includes equivalents known at the time of filing and equivalents not yet foreseen.
Claims (10)
1. An engine system, comprising:
an engine comprising a cylinder (110) and a crankcase (120);
a turbocharger (130) for supplying compressed air to the cylinder (110);
-an oil-gas separator (160) for separating a mixture discharged from the crankcase (120), characterized in that the exhaust gas of the oil-gas separator (160) has:
a low-load path (P10) that is present in the case where the engine is in a low-load section, and that delivers exhaust gas of the gas-oil separator (160) to an intake port of the cylinder (110);
a high load path (P11) existing in a case where the engine is in a high load section, which delivers the exhaust gas of the gas-oil separator (160) to an intake port of the turbocharger (130); and
a measurement path (P12) which is present in the case of measuring the blow-by gas quantity of the engine and which conveys the exhaust gas of the gas-oil separator (160) to a gas flow meter (210) and further to a pressure-adjustable gas tank (220).
2. The engine system according to claim 1, wherein a load section of the engine at a normal operation is constituted by the low load section and the high load section.
3. An engine system according to claim 1 or 2, characterized in that the engine system further comprises a control unit which adjusts the pressure of the pressure-adjustable gas tank (220), the speed of rotation of the engine and the torque in the presence of the measurement path (P12) to the pressure of the intake port of the cylinder (110), the speed of rotation of the engine and the torque, respectively, in the presence of the low load path (P10).
4. An engine system according to claim 3, characterized in that the engine system further comprises a storage unit which stores the pressure of the intake port of the cylinder (110) in the presence of the low load path (P10) and the speed and torque of the engine.
5. An engine system according to claim 1 or 2, characterized in that the engine system further comprises a control unit which adjusts the pressure of the pressure-adjustable gas tank (220), the rotational speed and the torque of the engine in the presence of the measurement path (P12) to the pressure of the intake port of the turbocharger (130), the rotational speed and the torque of the engine in the presence of the high load path (P11), respectively.
6. The engine system according to claim 5, characterized in that the engine system further comprises a storage unit that stores the pressure of the intake port of the turbocharger (130) in the presence of the high load path (P11) and the speed and torque of the engine.
7. An engine system according to claim 1 or 2, characterized in that the engine system further comprises a control unit which adjusts the pressure of the pressure-regulated gas tank (220) and the speed and torque of the engine in the presence of the measurement path (P12) in order to adjust the internal pressure of the crankcase (120) and the speed and torque of the engine, respectively, to the internal pressure of the crankcase (120) and the speed and torque of the engine in the presence of the low-load path (P10).
8. An engine system according to claim 7, characterized in that the engine system further comprises a storage unit storing the internal pressure of the crankcase (120) in the presence of the low load path (P10) and the rotational speed and torque of the engine.
9. An engine system according to claim 1 or 2, characterized in that the engine system further comprises a control unit which adjusts the pressure of the pressure-regulated gas tank (220) and the speed and torque of the engine in the presence of the measurement path (P12) in order to adjust the internal pressure of the crankcase (120) and the speed and torque of the engine, respectively, to the internal pressure of the crankcase (120) and the speed and torque of the engine in the presence of the high-load path (P11).
10. The engine system of claim 9, further comprising a storage unit that stores the internal pressure of the crankcase (120) in the presence of the high load path (P11) and the speed and torque of the engine.
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| CN202121151158.0U CN215408808U (en) | 2021-05-26 | 2021-05-26 | Engine system |
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| CN202121151158.0U CN215408808U (en) | 2021-05-26 | 2021-05-26 | Engine system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023137587A1 (en) * | 2022-01-18 | 2023-07-27 | Cummins Inc. | Engine system and crankcase ventilation systems |
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2021
- 2021-05-26 CN CN202121151158.0U patent/CN215408808U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023137587A1 (en) * | 2022-01-18 | 2023-07-27 | Cummins Inc. | Engine system and crankcase ventilation systems |
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