DE112017006443T5 - Motor circuit with adjustable heating characteristic - Google Patents

Abstract

The present invention relates to an engine circuit (1) having an adjustable heating characteristic, wherein in cases where the internal combustion engines are cold and at low rotational speeds of these engines is prevented that the exhaust gas, which comes from the combustion chamber to the side of the crank chamber, in the area in which it is mixed with EGR gas freezes.

Description

Field of the invention

The present invention relates to an engine circuit having an adjustable heating characteristic, wherein in cases where the internal combustion engines are cold and low speeds of these motors is prevented, the exhaust gas coming from the combustion chamber to the side of the crank chamber in the region where the exhaust gas with EGR Gas is mixed, freezes.

Technical background

In gasoline and diesel internal combustion engines, combustion produces harmful gases such as carbon monoxide (CO), nitrogen oxide (NOx), and hydrocarbons (HC). The immediate release of the harmful gases produced as a result of combustion is prohibited and quite threatening to the environment and the health of living things. The harmful gases resulting from combustion must be reduced to levels that do not harm the environment before emission. There are many systems and applications that serve to reduce harmful gases in internal combustion engine vehicles to acceptable levels. One of these applications is the exhaust gas recirculation (EGR) system. In the EGR system, some of the exhaust gases are returned to the combustion chamber. The gases recaptured in the combustion process do not burn in the engine but reduce the combustion temperature in the engine, thus preventing the harmful gases from being expelled through the exhaust system. With the EGR system, the combustion temperature in the engine is reduced and the production of nitrogen oxide decreases.

There are basically two different EGR systems in use today. The first of these systems is the High Pressure EGR System (HP EGR System), in which the exhaust gas is supplied directly from the exhaust manifold. The second system, on the other hand, is the Low Pressure EGR System (Low Pressure EGR System), in which the EGR system operates on the principle that the exhaust gas downstream of the Diesel Particulate Filter (DPF ), wherein the gas is supplied to the compressor of the turbocharger. Said EGR system returns a portion of the exhaust gas to the combustion chamber to achieve the required vehicle emission standards, thereby reducing NOx (nitrogen oxide variant) emissions in the engine. As mentioned above, the LP (low pressure) AGR system operates based on the principle that the exhaust gas is withdrawn after the DPF (Diesel Particulate Filter), with the gas being supplied in front of the compressor of the turbocharger.

In the low pressure (LP) EGR system, as the EGR gas passes through the diesel particulate filter, the fresh air filtered upstream of the compressor is mixed with the EGR gas via the vacuum force generated by the compressor, and thus the fresh air and exhaust gas mixture is properly mixed in the engine provided. Further, all of the exhaust gas energy is transferred to the compressor via the turbine, and thus there is no loss of efficiency of the engine because the exhaust gas is not distributed to two lines entering the turbine and the EGR system as in a high pressure EGR system. Lead to system.

In internal combustion engines, apart from the EGR system, there is a crankcase ventilation system. However, the crankcase ventilation system operates on the principle that the oil in the exhaust gas, which comes from piston skirt to the crank chamber, is separated in a certain amount by means of different separation mechanisms, and then returned to the engine air intake. The exhaust gas containing a high content of engine oil passes through the passages opening from the crank chamber along the engine block and the cylinder head to the engine cover, whereby said gas is introduced into the crank chamber ventilation system. The crankcase ventilation system generally causes the high engine oil content exhaust gas to pass through a labyrinthine system and thus allows the oil molecules to separate from the exhaust gas as well as the separated engine oil via the ducts, in turn, to the crank chamber along the engine become.

Due to emission regulations, the filtered exhaust gas can not be released to the environment, it is mixed with fresh air before the compressor and returned to the combustion chamber by means of the engine air intake. As a result of this process, the EGR gas is filtered as it passes through the diesel particulate filter and mixed with fresh air before the compressor, whereupon it enters the engine. Further, all of the exhaust gas energy is transferred to the compressor via the turbine, and thus there is no loss of efficiency of the engine because the exhaust gas is not distributed to two lines entering the turbine and the EGR system as in a high pressure EGR system. Lead to system.

The biggest problem in the prior art relates to crankcase gas venting systems, where freezing of the crankcase gas occurs in cold weather before it reaches the compressor during mixing to the engine air intake area, and Flow line cross-section of the crankcase gas partially or completely closes. In this case, the recirculation of the crankcase gas, which escapes into the engine toward the engine air intake, is limited due to the frozen lines, which in turn causes the crank chamber to remain as a closed volume and increase the gas pressures in the crank chamber, and this leads to various damage or damage a loss of power of the engine.

US patent application no. US2010229537 (A1) of the prior art discloses a crankcase ventilation system. In this invention, the crankcase ventilation tube is combined with the exhaust pipe. At this connection point, the ventilation pipe is heated by the exhaust gas. This prior art document belongs to the same technical field as the present invention and is directed to a similar purpose, and is similar to the present invention in terms of eliminating a need for an additional heater and heating the crankcase ventilation line (or pipe) the exhaust gas. However, in the prior art document, the crankcase gas is discharged into the environment via the exhaust pipe. Here, no solution of the technical problem described in the present invention is offered. However, in the present invention, the freezing that occurs while the crankcase gas is mixed with compressor intake air is prevented by means of the EGR gas.

US patent application no. US6412479 (B1) of the prior art discloses a system used for heating the crankcase ventilation system. In this invention, a pipe is connected to the crankcase ventilation system, one end of which is connected to the heating system (one of the preferences is the exhaust gas). This ventilation outlet is heated by the exhaust gas. This prior art document relates to the same technical field as the present invention and is directed to a similar purpose, and is similar to the present invention in terms of the characteristics of eliminating the need for an additional heater, making a pressure measurement in the vent line and the Heating the crankcase conduit (or tube) by means of the exhaust gas. However, in the prior art document, the crankcase is preferably heated by a heater passing through the exhaust gas. There is a need for an additional component. In the present invention, however, the freezing of the crankcase gas is prevented by the structure of the system itself with the direct contact of the EGR gas without any additional component.

US patent application no. US2010313830 (A1) of the prior art discloses a crankcase ventilation system. In this invention, the crankcase ventilation line is connected at one point to the exhaust gas circulation line. However, such a combination does not include a heating function. This prior art document relates to the same technical field as the present invention and is directed to a similar purpose, and is similar to the present invention in terms of the characteristics of combining the crankcase ventilation line with the exhaust gas. Nevertheless, this prior art document relates to a motor ventilation duct. Therefore, it is not directly related to the technical problem described in the present invention.

Prior art Canadian Patent Application No. CA2583618 (A1) discloses a crankcase ventilation system. In this invention, the air within the crankcase is heated by the exhaust gas. Thus, the expected freezing problems are prevented. This prior art document relates to the same technical field as the present invention and is directed to a similar purpose. In addition, it is similar to the present invention in terms of the properties of eliminating the need for an additional heater and heating the crankcase ventilation pipe (or pipe) by means of the exhaust gas. In this document from the prior art, however, the fresh air is heated by a heater and fed to the crank chamber. There is a need for an additional component. In contrast, in the present invention, the fresh air is not heated, but instead, the crankcase gas is heated by the construction of the emission system itself by being brought into direct contact with the EGR gas.

In the applications currently used, the heating of the crankcase gas is usually carried out with an additional heater, which in turn leads not only to any failures, but also to additional costs. In the existing applications, no system is known in which the EGR gas is guided by means of a guide to the crankcase outlet in the area where crankcase gas and EGR gas meet, thus preventing the crankcase gas outlet from freezing.

Objects of the invention

The object of the present invention is to provide an engine circuit having an adjustable heating characteristic that allows the crankcase gas to be continuously supplied to the intake passage.

Another object of the present invention is to provide an engine cycle having an adjustable heating characteristic in which the problem of freezing in the crankcase gas outlet by passing the EGR gas is prevented.

Presentation of the invention

There is in the engine cycle a variable heating motor realized in order to achieve the objects of the present invention and defined in the first claim and the other dependent claims. In this engine, the gases that are produced as a result of combustion are removed from the engine through the exhaust pipe. The engine is provided with an EGR conduit and also a crankcase gas line into which the gases which escape to the crank chamber as a result of the combustion are directed. In addition to these lines, the engine is further provided with a fresh air line. The area where EGR line, crankcase gas line, and fresh air line meet is the mixing area. In this section, the exhaust gas from the EGR passage and the crank chamber passage are mixed with the air from the fresh air passage and then returned to the intake passage. However, if the engine is cold, it will come at the end of the crankcase gas line provided in the mixing line, i. at the line mouth of the crankcase gas, to a freezing, and the crankcase gas line closes due to said icing. In the mixing area is a guide to prevent this problem of icing. This baffle is below the preferred angle as dictated by the control unit and directs the exhaust gas from the exhaust duct directly to the crankcase gas conduit opening, thereby solving the icing problem that occurs or is likely to occur in that area, and thus defrosting.

Detailed description of the invention

• 1 eine schematische Ansicht eines Motorkreislaufs mit verstellbarer Erwärmungseigenschaft ist;
• 2 eine schematische Ansicht des in 1 gezeigten Bereichs K ist.

The variable heating-ability engine cycle developed to solve the objects of the present invention is illustrated in the accompanying drawings, in which:

• 1 a schematic view of an engine circuit with adjustable heating characteristic is;
• 2 a schematic view of the in 1 shown area K is.

1

Motorkreislauf mit verstellbarer Erwärmungseigenschaft

2

Motor

3

Abgasleitung

4

Turbine

5

AGR-Leitung

6

Verdichter

7

Ansaugleitung

8

Kurbelgehäusegasleitung

8.1

Kurbelgehäusegasleitungsöffnung

9

Frischluftleitung

10

Mischbereich

11

Leiteinrichtung

11.1

Schaufel

11.2

Gelenk

12

Steuerungseinheit

13

Drucksensor

A

Ölabscheider

B

Abgasreinigungseinrichtung

C

Wärmetauscher

The parts in the drawings are numbered individually and the corresponding reference numerals are listed below:

1

Motor circuit with adjustable heating characteristic

2

engine

3

exhaust pipe

4

turbine

5

EGR line

6

compressor

7

suction

8th

Crankcase gas line

8.1

Crankcase gas line opening

9

Fresh air line

10

mixing area

11

guide

11.1

shovel

11.2

joint

twelve

control unit

13

pressure sensor

A

oil separator

B

exhaust gas cleaning device

C

heat exchangers

• - zumindest einen Motor (2), der chemische Energie in mechanische Energie umwandelt,
• - zumindest eine Abgasleitung (3), die ausgebildet ist, um das im Ergebnis einer Verbrennung im Innern des Motors (2) erzeugte Abgas zu überführen;
• - zumindest eine Turbine (4), die in der Abgasleitung (3) angeordnet ist und synchron mit dem Verdichter (6) betrieben wird, und es somit ermöglicht, dass der Verdichter (6) gedreht wird,
• - zumindest eine AGR-Leitung (5), die zum Rückführen einer bevorzugten Menge des Abgases aus der Abgasleitung (3) an den Motor (2) ausgebildet ist,
• - zumindest eine Ansaugleitung (7), durch die die mittels des Verdichters (6) druck-beaufschlagte Luft an den Motor (2) zugeführt wird,
• - zumindest eine Kurbelgehäuse-Gasleitung (8), wodurch die Gase, die durch den Bereich zwischen dem Kolben und den Laufbuchsen in dem Motor (2) entweichen und nicht hin zur Abgasleitung (3) vordringen, aus dem Innern der Kurbelkammer geleitet werden;
• - zumindest eine Frischluftleitung (9), die zum Aufnehmen von Frischluft aus der äußeren Umgebung vorgesehen ist, und
• - zumindest einen Mischbereich (10), in dem die AGR-Leitung (5), die Kurbelgehäusegasleitung (8) und die Frischluftleitung (9) kombiniert werden und das Abgas, das Kurbelgehäusegas und die Frischluft vermischt werden, und
• - zumindest eine Leiteinrichtung (11), die in dem Mischbereich (10) angeordnet ist und das Abgas aus der AGR-Leitung (5) in die Kurbelgehäuse-Gasleitung (8) führt, die sich bei der bevorzugten Richtung und Dichte mittels einer Steuerungseinheit (12) öffnet, welche das Abgas auf Grundlage der Parameter umfassend Umgebungstemperatur, Motorkühlwassertemperatur, Motordrehzahl, Gaspedalstellung und Kurbelkammerdruck bewertet, und die sich, falls bevorzugt, zur Veränderung der Durchflussrate bewegen kann und in der Lage ist, die Strömungsrichtung zu ändern.

Engine circuit ( 1 ) with adjustable heating characteristic, wherein in cases where the internal combustion engines are cold and at low speeds of rotation of these motors is prevented that the exhaust gas from the combustion chamber to the side of the crank chamber in the region where it is mixed with EGR gas freezes This engine cycle essentially comprises:

• - at least one engine ( 2 ), which converts chemical energy into mechanical energy,
• at least one exhaust pipe ( 3 ), which is designed to be as a result of combustion inside the engine ( 2 ) to convert exhaust gas generated;
• at least one turbine ( 4 ) located in the exhaust pipe ( 3 ) and synchronously with the compressor ( 6 ), thus allowing the compressor ( 6 ),
• - at least one EGR line ( 5 ), for returning a preferred amount of the exhaust gas from the exhaust pipe ( 3 ) to the engine ( 2 ) is trained,
• at least one suction line ( 7 ), by which the means of the compressor ( 6 ) pressurized air to the engine ( 2 ) is supplied,
• at least one crankcase gas line ( 8th ), reducing the gases passing through the area between the piston and the liners in the engine ( 2 ) and not to the exhaust pipe ( 3 ), are led out of the interior of the crank chamber;
• - at least one fresh air line ( 9 ), which is provided for receiving fresh air from the external environment, and
• at least one mixing area ( 10 ), in which the EGR pipeline ( 5 ), the crankcase gas line ( 8th ) and the fresh air line ( 9 ) and the exhaust gas, the crankcase gas and the fresh air are mixed, and
• at least one guiding device ( 11 ) in the mixing area ( 10 ) and the exhaust gas from the EGR line ( 5 ) into the crankcase gas line ( 8th ), which in the preferred direction and density by means of a control unit ( twelve ), which evaluates the exhaust gas based on the parameters including ambient temperature, engine cooling water temperature, engine speed, accelerator pedal position, and crank chamber pressure, and which may, if preferred, move to alter the flow rate and be able to change the flow direction.

An engine cycle provided in this embodiment of the invention ( 1 ) with adjustable heating feature has a motor ( 2 ) on. This engine ( 2 ) is an internal combustion engine, converting chemical energy into mechanical energy, thereby generating power. The motor ( 2 ) is provided with a combustion chamber, and further with a piston. As long as inside the engine ( 2 combustion takes place, the piston moves back and forth along the central axis of the combustion chamber. There is a certain amount of space between the piston and the combustion chamber to ensure such movement of the piston. In the case of combustion in the interior of the combustion chamber, however, the combustion gas (exhaust gas) passes through this space in the crank chamber, which in the engine ( 2 ) is arranged. This gas, which comes to the side of the crank chamber, is referred to as crankcase gas. This crankcase gas first reaches the oil separator ( A ), where the oil particles are deposited in this gas, and then continues to flow through the crankcase gas line ( 8th ). According to international regulations, this crankcase gas is replaced by the crankcase gas line ( 8th ) directly to the mixing area ( 10 ) without being released to the outside environment because crankcase gas emissions to the atmosphere are prohibited.

An engine cycle ( 1 ) with adjustable heating characteristic, which is provided in this embodiment of the invention, an exhaust pipe ( 3 ) on. This exhaust pipe ( 3 ) is set up to be used as a result of combustion in the engine ( 2 ) exhaust gases from the engine ( 2 ). The exhaust pipe ( 3 ) is equipped with a turbine ( 4 ) Mistake. This turbine ( 4 ) rotates due to the force generated by the exhaust fluid passing through the exhaust pipe ( 3 ) is applied, and thus ensures that the compressor ( 6 ) also turns. At the extension of the turbine ( 4 ) is an EGR line ( 5 ). From this EGR line ( 5 ), the exhaust gas is transferred in a preferred amount to be recycled to the combustion chamber. The exhaust gas passing through the turbine is first removed by means of the exhaust gas purification device ( B ) and passes through a heat exchanger ( C ), whereby the exhaust gas is thus slightly cooled. The exhaust gas purification device ( B ) and the heat exchanger ( C ) are on the EGR line ( 5 ) arranged. That through the EGR line ( 5 ) led exhaust gas can be recycled with the preferred flow rate and temperature to the combustion chamber.

An engine cycle ( 1 ) with adjustable heating characteristic, which is provided in this embodiment of the invention, a suction line ( 7 ) on. This suction line ( 7 ) is the conduit to which the air and air mixture in the engine ( 2 ) are required for combustion, are transmitted. The in the compressor ( 6 ) pressurized air is passed through the suction line ( 7 ) directly to the combustion chambers, which are in the moor ( 2 ) are provided; Thus, the chemical energy in the combustion chambers is converted into mechanical energy.

An engine cycle ( 1 ) with adjustable heating characteristic, which is provided in this embodiment of the invention, has a mixing region ( 10 ) on. This mixing area ( 10 ) is the area where the EGR line ( 5 ), the crankcase gas line ( 8th ) and the fresh air line ( 9 ) and the exhaust gas that is produced as a result of combustion and from the EGR line ( 5 ), the crankcase gas coming out of the crankcase gas line ( 8th ), and the fresh air coming from the fresh air line ( 9 ) are mixed. In cases where the engine ( 2 ) is cold, the walls are the crankcase gas line ( 8th ) surrounded, of course, also cold. In this case, it is generally frozen by the crankcase gas line ( 8th ) flowing crankcase gas at the crankcase gas passage opening ( 8.1 ) in the mixing area ( 10 ), and blocks, partially or completely, the crankcase gas passage opening (FIG. 8.1 ). To prevent this, a guiding device ( 11 ), which is provided to remove the hot exhaust gas from the EGR line ( 5 ) in the direction of the crankcase gas line opening ( 8.1 ), which in the crankcase gas line ( 8th ) is arranged. This guide ( 11 ) provided in this embodiment of the invention preferably from a vane ( 11.1 ) and a joint ( 11.2 ) located at one end of this vane ( 11.1 ) and causes the vane ( 11.1 ) rotates at a preferred angle and speed around a single point. The guiding device arranged in this embodiment of the invention ( 11 ) is preferably an EGR valve. This guide ( 11 ), however, can be used only as a fluid guide, regardless of the EGR valve in other embodiments of the present invention. That is, from the EGR line ( 5 ) coming EGR gas prevented thanks to the guide ( 11 ) the freezing, which is most likely in the crankcase gas line opening ( 8.1 ) occurring in the Kubelgehäusegasleitung ( 8th ) is arranged; thus, there is no longer a need for an additional electrical heater to prevent icing, which is the conventional one within the crankcase gas line (FIG. 8th ) applied solution. The guiding device ( 11 ) is to form a flow profile with geometric modeling optimization at the mixing area ( 10 ), in which the fresh air line ( 9 ) and the EGR pipe are combined, which will eliminate the icing problem, and further has an anti-icing effect and reduces icing.

The guiding device ( 11 ) used to freeze the crankcase gas passage opening (FIG. 8.1 ), which is arranged in one embodiment of the invention, is controlled by means of a control unit ( twelve ) controlled. In one embodiment of the invention, the control unit ( twelve ) the guiding device ( 11 ) according to the data supplied by the pressure sensor ( 13 ), which is located in the crank chamber, and prevents freezing at the crankcase gas passage opening (FIG. 8.1 ). In this embodiment of the invention, the control unit ( twelve ) the guiding device ( 11 ) angle technology and allows the hot exhaust gas from the EGR line ( 5 ) comes to the crankcase gas passage opening (FIG. 8.1 ), thus preventing freezing. The control unit ( twelve ) is capable of determining the icing process based on various parameters including ambient temperature, engine cooling water temperature, engine speed, and accelerator pedal position other than control by the pressure sensor ( 13 ), which is located in the crank chamber to control. The upper limit conditions where icing occurs at the crankcase gas line opening ( 8.1 ) are defined by physical tests and analytical tests, and then for the software of the control unit ( twelve ) generates an algorithm based on such parameters as the ambient temperature, the cooling water temperature, the engine speed and the accelerator pedal position. Therefore, the control unit activates ( twelve ) the guiding device ( 11 ) and allows the hot, from the EGR line ( 5 ) in the direction of the crankcase gas line opening ( 8.1 ) when the vehicle reaches the conditions according to the predefined parameters.

By means of the control unit provided in this embodiment of the present invention ( twelve ), the high probability at the crankcase gas line opening ( 8.1 ) ice formation by means of the guide ( 11 ), or, in the case of complete icing, for de-icing by means of the 11 ) are used.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2010229537 [0008]
• US 6412479 [0009]
• US 2010313830 [0010]

Claims (9)

An engine circuit (1) having an adjustable heating characteristic, wherein in cases where the internal combustion engines are cold and at low rotational speeds of these engines, the exhaust gas passing from the combustion chamber to the crank chamber side is mixed in the region where it mixes with EGR gas is, freezes; wherein the engine circuit substantially comprises: - at least one engine (2) which converts chemical energy into mechanical energy, - at least one exhaust pipe (3), which is designed to generate the exhaust gas produced as a result of combustion inside the engine (2) to convict; at least one turbine (4) arranged in the exhaust pipe (3) and operated synchronously with the compressor (6), thus allowing the compressor (6) to be rotated, - at least one EGR pipe (5) ), which is designed to return a preferred amount of the exhaust gas from the exhaust pipe (3) to the engine (2), - at least one intake pipe (7), through which the air pressurized by the compressor (6) to the engine ( 2) is supplied, at least one crankcase gas line (8), whereby the gases which escape through the area between the piston and the liners in the engine (2) and not penetrate to the exhaust pipe (3), from the interior of the Crank chamber are passed; - at least one fresh air duct (9) provided for receiving fresh air from the external environment, and - at least one mixing zone (10) in which the EGR duct (5), the crankcase gas duct (8) and the fresh air duct (9) combined and the exhaust gas, the crankcase gas and the fresh air are mixed, and characterized by : - at least one guide device (11), which is arranged in the mixing region (10) and the exhaust gas from the EGR line (5) in the crankcase Gas line (8) which opens in the preferred direction and density by means of a control unit (12) which evaluates the exhaust gas based on the parameters including ambient temperature, engine cooling water temperature, engine speed, accelerator pedal position and crank chamber pressure, and, if preferred, to change the flow rate can move and is able to change the flow direction. Motor circuit (1) with adjustable heating characteristic after Claim 1 characterized by guide means (11) arranged to direct the hot exhaust gas from the EGR passage (5) toward the crankcase gas passage opening (8.1) disposed in the crankcase gas passage (8). Motor circuit (1) with adjustable heating characteristic after Claim 1 characterized by a guide (11) consisting of a vane (11.1) and a hinge (11.2) disposed at one end of said vane (11.1) and causing the vane (11.1) to move at the preferred angle and speed to move a single point. Motor circuit (1) with adjustable heating characteristic after Claim 1 characterized by a guide means (11) which is an EGR valve. Motor circuit (1) with adjustable heating characteristic after Claim 1 Characterized by a control unit (12) controlling the guiding means (11) in accordance with the data received by it from the at-in the crank chamber pressure sensor (13). Motor circuit (1) with adjustable heating characteristic after Claim 1 characterized by a control unit (12) that angularly moves the nozzle (11) and allows the hot exhaust gas from the EGR passage (5) to be directed toward the crankcase gas line aperture (8.1). Motor circuit (1) with adjustable heating characteristic after Claim 1 Characterized by a control unit (12) comprising controls the freezing process control based on the parameters of the ambient temperature, engine water temperature, engine speed and accelerator pedal position. Motor circuit (1) with adjustable heating characteristic after Claim 1 Characterized by a control unit (12) controlling the guiding means (11), the software of this control unit is made with an algorithm which comprises based on the parameters of the ambient temperature, engine cooling water temperature, engine speed and accelerator pedal position. Motor circuit (1) with adjustable heating characteristic after Claim 1 characterized by a guide means (11) which may be used in conjunction with the EGR valve.

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