EP0600341B1 - Carter de vilebrequin d'un moteur à combustion interne avec des conduits d'admission et d'évacuation de gaz de carter - Google Patents

Carter de vilebrequin d'un moteur à combustion interne avec des conduits d'admission et d'évacuation de gaz de carter Download PDF

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Publication number
EP0600341B1
EP0600341B1 EP93118788A EP93118788A EP0600341B1 EP 0600341 B1 EP0600341 B1 EP 0600341B1 EP 93118788 A EP93118788 A EP 93118788A EP 93118788 A EP93118788 A EP 93118788A EP 0600341 B1 EP0600341 B1 EP 0600341B1
Authority
EP
European Patent Office
Prior art keywords
crankcase
cylinder
chambers
housing chambers
chamber
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.)
Expired - Lifetime
Application number
EP93118788A
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German (de)
English (en)
Other versions
EP0600341A1 (fr
Inventor
Wolfgang Volz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Adam Opel GmbH
Original Assignee
Adam Opel GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Adam Opel GmbH filed Critical Adam Opel GmbH
Publication of EP0600341A1 publication Critical patent/EP0600341A1/fr
Application granted granted Critical
Publication of EP0600341B1 publication Critical patent/EP0600341B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/008—Sound insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to a cylinder crankcase for an internal combustion engine, preferably an internal combustion engine with a plurality of cylinders arranged in a row, with ventilation channels arranged therein, a plurality of housing chambers formed by bearing blocks for the crankshaft, with at least one of the bearing blocks in the plane connecting the two adjacent bearing blocks Housing chambers opens a ventilation channel.
  • a cylinder crankcase of this type is described with DE-A-37 27 073 (or DE-A-3414710 with a V-shaped cylinder arrangement).
  • a breakthrough through the wall of the bearing chair is provided as a connection and pressure equalization between the adjacent housing chambers, this breakthrough being cut by an opening which is equated with the ventilation duct.
  • a controlled gas movement is not possible, since due to the piston movements in the cylinders of the internal combustion engine, depending on their speed, different pressure profiles are initiated in the neighboring housing chambers, which seek to compensate for the breakthrough and under certain operating conditions and thus existing gas speeds Release a vacuum in the ventilation duct.
  • the crankcase is not vented in such operating conditions, ie harmful components from the blow-by gas in the oil of the internal combustion engine can enrich.
  • the invention has for its object to provide a cylinder crankcase of the generic type, in which the different pressure profiles in the adjacent housing chambers and the gas vibrations of each housing chamber are used for continuous ventilation and for oil separation from the ventilation system.
  • this object is achieved in that a channel is arranged in the bearing bracket between adjacent pressure-variable housing chambers on one side of the crankshaft, which extends from the lower boundary of the bearing bracket in multiple bends to one above the crankcase chamber to the side of the row of cylinders over more than leads the adjacent pressure-variable housing chambers extending resonance chamber, on the upper wall of which a ventilation line opens, on the other side of the crankshaft the bearing block is broken in a manner known per se with a window and from each of the adjacent pressure-variable housing chambers an opening to this side above the crankcase chamber to the side of the row of cylinders, there are only compensation chambers which extend over the adjacent pressure-variable housing chambers, a ventilation line opening into each compensation chamber.
  • the resonance space preferably extends over the entire length of the row of cylinders.
  • damping spaces can be separated, which are only connected to the resonance space through an opening and thus act as a Helmholtz resonator.
  • the resonance chamber is advantageously connected at its lowest point to the oil sump by means of an oil return line.
  • the oil return line expediently extends within a bearing block between pressure-equal housing chambers and leads to below the oil level in the oil pan.
  • the channel or channels in the bearing bracket between adjacent pressure-variable housing chambers are preferably arranged on the engine side to which the lower crankshaft part rotates, the opening facing the oil pan being covered by the oil pan seal and freeing lateral recesses on the bearing bracket parallel to the crankshaft.
  • the channels are shaped in a nozzle-like manner starting from the opening facing the oil pan up to a first bend, from this in turn shaped like a nozzle with a reduced cross-section to a second bend and widening from this to the resonance chamber.
  • the mouth of the ventilation line in the compensation chambers is preferably guided by means of a nozzle up to approximately the middle of the room of the respective compensation chamber.
  • the mouth of the ventilation line can be guided by means of a nozzle up to approximately the center of the resonance room, so that there is free space around the mouth at least at a distance from the diameter of the mouth.
  • the gas is first accelerated and then redirected, so that oil droplets that are carried along collide with the deflecting wall due to their inertia and are deposited there. This process is repeated in every channel.
  • the deposited oil flows off as a film on the wall of the channel and returns to the oil sump.
  • the direction of rotation of the crankshaft also creates a pumping effect on the crankcase gas. So that the rotating crankshaft cannot convey oil drops into the channels with its air roller, its openings facing the oil pan are covered by the oil pan seal and only lateral recesses on the respective bearing bracket allow the passage.
  • An internal combustion engine has a cylinder crankcase 1, a cylinder head 2 with a cylinder head cover 3 and an oil pan 4.
  • the cylinder crankcase 1 includes, among other things, a row of cylinders 5 with four cylinders 6, in each of which a piston 7 slides, and a crankcase space 8 with a crankshaft 9, which is supported on five main bearings 10, 11, 12, 13, 14, which are located on bearing seats 15 , 16, 17, 18, 19 support in the crankcase 8.
  • the Pistons 7 are articulated on the crankshaft 9 with connecting rods 20.
  • the gas exchange control elements with camshafts, tappets, valves 21 and the like, the gas exchange channels 22 as well as oil spaces and cooling water spaces 23.
  • the cylinder head cover 3 closes the cylinder head 2 upwards.
  • the oil pan 4 closes the crankcase space 8 at the bottom.
  • the crankcase space 8 is divided by the bearing seats 15, 16, 17, 18, 19 into four housing chambers 24, 25, 26, 27, over each of which a cylinder 6 is located.
  • the housing chambers 24, 25, 26, 27 are connected to one another via the crankcase space 8 below the crankshaft 9.
  • the housing chambers 24 and 25 and the housing chambers 26 and 27 are also connected to each other by windows 28 in the bearing seats 16 and 18 to the power loss due to gas pulsation in the crankcase space 8, which is caused by the opposite movement of the pistons 7 in the cylinders 6 Housing chambers 24 and 25 or 26 and 27 arise to reduce.
  • a resonance chamber 29 which extends essentially over the entire length of the cylinder bank 5 and leads to this resonance chamber 29 within the bearing block 16 for the second main bearing 11 and the bearing block 18 for the fourth main bearing 13 one channel 30 each, these channels 30 starting from the lower limit of the cylinder crankcase 1.
  • the channels 30 (FIG. 4) are shaped nozzle-like in their course starting from an opening 31 pointing towards the oil pan 4 up to a first bend 32, from this in turn nozzle-like with a reduced cross-section to a second bend 33 and widening in cross-section therefrom to the resonance chamber 29.
  • the opening 31 is covered in the direct direction towards the oil pan 4 by a sealing plate 34, which is part of the seal between the oil pan 4 and the cylinder crankcase 1. Lateral recesses 35 on the storage chairs 16 and 18 create one direct connection of the openings 31 to the crankcase chamber 8.
  • a ventilation line 36 leads from the upper region of the resonance chamber 29 to the intake system of the internal combustion engine. From the lowest point of the resonance chamber 29, an oil return line 37 leads through the middle bearing bracket 17 and through the wall of the oil pan 4 to an opening 38 below the oil level in the oil pan 4. From the resonance chamber 29, one or both of its end regions can be passed through walls 39,. which each have an opening 40, damping spaces 41 can be divided, as is shown in broken lines in FIG. The damping spaces 41 then act as a Helmholtz resonator with respect to the remaining resonance space 29.
  • a ventilation line 44 opens, which starts from the clean air area of the intake system of the internal combustion engine.
  • the ventilation lines 44 are preferably advanced as a connection piece at least so far into the compensation chambers 42 that a free space extends around their mouths in a radius of at least the diameter of the ventilation lines 44.
  • the vent line 36 can preferably also be advanced so far into the resonance space 29 that a free space extends around its mouth in a radius of at least the diameter of the vent line 36.
  • the opening 31 through the sealing plate 34 prevents oil droplets from being thrown in by the rotation of the crankshaft 9, although the air roller built up by the crank mechanism generates an overpressure at the openings 31. Rather, the crankcase gas must enter through the recesses 35 arranged on the side of the bearing seats 16, 18 into the channels 30, in which it is accelerated due to the nozzle-like cross-sectional shape. Oil components carried along are also accelerated here and, due to their mass, they collide with the bends 32 and 33 in the regions 46 shown in FIG. These oil components can flow back into the oil reservoir as a film on the wall of the channel 30. The crankcase gas then reaches the resonance chamber 29, specifically via all channels 30, in the present exemplary embodiment thus via two channels 30.
  • damping spaces 41 can also be provided for this purpose, which then act as Helmholtz resonators on the resonance space 29. If oil components reach the resonance chamber 29 with the crankcase gas, then these can fail in the area calmed here and can return to the oil sump through the oil return line 37.
  • the crankcase gas arrives almost without pulsation in the intake system Internal combustion engine.
  • the forwarding of the ventilation line 36 into the resonance chamber 29 can prevent the transmission of any reflection waves that may occur into the ventilation line 36.
  • a cylinder crankcase designed according to the invention shown here by way of example on a four-cylinder in-line internal combustion engine, it is possible to achieve uniform ventilation of all the housing chambers and to achieve ventilation of the crankcase space without oil being discharged from the engine with the ventilation gas or through an oil Pulsation of the vent gas in the intake pipe disturbing pulsations are transmitted.
  • the oil consumption and the oil pollution with pollutants from the blow-by gas can be minimized.
  • the inclusion of the resonance chamber and the equalization chambers in the cylinder crankcase not only saves components, but also significantly improved structural strength and reduced noise emissions are achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (9)

  1. Carter-moteur pour un moteur à combustion interne, de préférence pour un moteur à combustion interne à plusieurs cylindres disposés en ligne, comportant des conduits d'entrée d'air et d'évacuation des gaz de carter aménagés dans ledit carter-moteur, plusieurs chambres de carter-moteur qui sont délimitées par des corps de palier supportant le vilebrequin, un conduit d'évacuation des gaz de carter débouchant dans le plan d'au moins un des corps de palier en assurant la communication entre les deux chambres de carter-moteur voisines dudit corps de palier, caractérisé par le fait que, d'un côté du vilebrequin (9), un conduit (30) est disposé dans le corps de palier (16, 18) entre deux chambres de carter-moteur (24, 25 ou 26, 27) à pression variable voisines, lequel conduit, par un tracé comportant plusieurs coudes, mène du bord inférieur du corps de palier (16, 18) à une chambre de résonance (29) qui est située au-dessus de la chambre (8) de carter de vilebrequin, sur le côté de la rangée de cylindres (5), s'étend au-delà des chambres de carter-moteur (24, 25 ou 26, 27) à pression variable voisines et dans la paroi supérieure de laquelle débouche une conduite (36) d'évacuation des gaz de carter, que, de l'autre côté du vilebrequin (9), de manière connue en soi, le corps de palier (16, 18) est percé d'une fenêtre (28) et qu'à partir de chacune des chambres de carter-moteur (24, 25 ou 26, 27) à pression variable, un orifice (43) mène à des chambres d'équilibrage (42) qui sont disposées de ce côté, au-dessus de la chambre de carter (8), sur le côté de la rangée de cylindres (5) et s'étendent seulement au-dessus des chambres de carter-moteur (24, 25 ou 26, 27) à pression variable voisines, une conduite (44) d'entrée d'air débouchant dans chacune des chambres d'équilibrage (44).
  2. Carter-moteur selon la revendication 1, caractérisé par le fait que la chambre de résonance (29) s'étend sur la totalité de la longueur d'une rangée (5) de cylindres.
  3. Carter-moteur selon la revendication 1, caractérisé par le fait qu'une partie de la longueur de la chambre de résonance (29), à une ou aux deux extrémités de celle-ci, est utilisée pour former des chambres d'amortissement (41) qui communiquent chacune par une ouverture (40) unique avec la chambre de résonance (29) et agissent à la manière de résonateurs de Helmholtz.
  4. Carter-moteur selon les revendications 1 à 3, caractérisé par le fait que la chambre de résonance (29), en son point le plus bas, est reliée à la cuvette à huile d'un carter d'huile (4) au moyen d'une conduite (37) de retour d'huile.
  5. Carter-moteur selon la revendication 4, caractérisé par le fait que la conduite (37) de retour d'huile s'étend à l'intérieur d'un corps de palier (17) entre des chambres de carter-moteur (25, 26) à la même pression et débouche en-dessous de la surface de l'huile à l'intérieur du carter d'huile.
  6. Carter-moteur selon les revendications 1 à 5, caractérisé par le fait que le ou les conduits (30) dans le corps de palier (16, 18) entre deux chambres de bloc-cylindre (24, 25 ou 26, 27) à pressions variables est/sont disposé(s) du côté du moteur en direction duquel la partie inférieure du vilebrequin (9) tourne, l'orifice (31) du conduit (30) tourné vers le carter d'huile (4) étant fermé par une plaque d'obturation (34) formée par le joint du carter d'huile et des évidements latéraux (35) dans le corps de palier (16, 18) formant des passages qui s'étendent parallèlement au vilebrequin (9).
  7. Carter-moteur selon les revendications 1 à 6, caractérisé par le fait que la géométrie des conduits (30) est telle que ceux-ci forment une buse depuis l'orifice (31) tourné vers le carter d'huile (4) jusqu'à un premier coude (32), puis de nouveau une buse de diamètre réduit entre ledit premier coude et un deuxième coude (33) et de là s'élargissent jusqu'à la chambre de résonance (29).
  8. Carter-moteur selon les revendications 1 à 7, caractérisé par le fait que l'embouchure de chacune des conduites d'entrée d'air (44) dans les chambres d'équilibrage (42) est amenée au moyen d'un tronçon jusqu'au voisinage du milieu de la chambre d'équilibrage (42) concernée de telle sorte qu'un espace libre dont le rayon est au moins égal au diamètre de la conduite (44) d'entrée d'air entoure ladite embouchure.
  9. Carter-moteur selon les revendications 1 à 8, caractérisé par le fait que l'embouchure de la conduite (36) d'évacuation des gaz de carter est amenée au moyen d'un tronçon jusqu'au voisinage du milieu de la chambre de résonance (29) de telle sorte qu'un espace libre dont le rayon est au moins égal au diamètre de la conduite (36) d'évacuation des gaz de carter entoure ladite embouchure.
EP93118788A 1992-12-02 1993-11-23 Carter de vilebrequin d'un moteur à combustion interne avec des conduits d'admission et d'évacuation de gaz de carter Expired - Lifetime EP0600341B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4240464A DE4240464A1 (de) 1992-12-02 1992-12-02 Zylinderkurbelgehäuse für eine Brennkraftmaschine mit darin angeordneten Be- und Entlüftungskanälen
DE4240464 1992-12-02

Publications (2)

Publication Number Publication Date
EP0600341A1 EP0600341A1 (fr) 1994-06-08
EP0600341B1 true EP0600341B1 (fr) 1996-02-14

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EP93118788A Expired - Lifetime EP0600341B1 (fr) 1992-12-02 1993-11-23 Carter de vilebrequin d'un moteur à combustion interne avec des conduits d'admission et d'évacuation de gaz de carter

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EP (1) EP0600341B1 (fr)
DE (2) DE4240464A1 (fr)

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DE19644526C2 (de) * 1996-10-26 1999-11-18 Daimler Chrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE19720383C2 (de) * 1997-05-15 1999-08-19 Daimler Chrysler Ag Entlüftungs- und Entölungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE19736039B4 (de) * 1997-08-20 2018-01-11 Man Truck & Bus Ag Brennkraftmaschine mit einem Ölmodul
DE19736040B4 (de) * 1997-08-20 2009-02-12 Man Nutzfahrzeuge Ag Vorrichtung zur Abscheidung von Öl aus einem Öl-Gasgemisch von Brennkraftmaschinen
DE19809411A1 (de) * 1998-03-05 1999-09-16 Volkswagen Ag Brennkraftmaschine
JP3859041B2 (ja) * 1998-05-30 2006-12-20 スズキ株式会社 内燃機関のブローバイガス通路構造
DE10024218A1 (de) * 2000-05-17 2001-11-22 Man Nutzfahrzeuge Ag Kurbelgehäuse mit integriertem Entlüftungsraum
DE10139045B4 (de) * 2001-08-08 2014-06-18 Bayerische Motoren Werke Aktiengesellschaft Kurbelgehäuse für eine Brennkraftmaschine, insbesondere mit zueinander geneigt angeordneten Zylinderreihen, vor allem V-Motor
DE10143686B4 (de) * 2001-08-31 2016-07-21 Volkswagen Ag Entlüftungsvorrichtung für Brennkraftmaschinen
DE10247122A1 (de) * 2002-10-09 2004-04-22 Bayerische Motoren Werke Ag Zylinderkurbelgehäuse mit Kühlmantel für eine Verbrennungskraftmaschine
DE10359069A1 (de) * 2003-12-16 2005-07-21 Bayerische Motoren Werke Ag Einrichtung zur Entlüftung eines Kurbelgehäuses
FR2869647B1 (fr) * 2004-04-30 2008-07-18 Peugeot Citroen Automobiles Sa Bloc-cylindres et moteur comportant un tel bloc-cylindres
DE102004056124B4 (de) * 2004-11-20 2006-08-31 Daimlerchrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse
DE102005023227A1 (de) * 2005-05-20 2006-07-13 Audi Ag Ölabscheidersystem
KR100765584B1 (ko) 2006-11-20 2007-10-09 현대자동차주식회사 크랭크케이스의 환기장치
US8118013B2 (en) * 2008-09-24 2012-02-21 GM Global Technology Operations LLC Resonator and crankcase ventilation system for internal combustion engine
US9103305B2 (en) * 2010-01-15 2015-08-11 GM Global Technology Operations LLC Internal combustion engine
CN104514647B (zh) 2013-10-04 2018-06-22 爱信精机株式会社 内燃机
DE102017111479A1 (de) * 2017-05-24 2018-11-29 Hengst Se Verfahren zum Betreiben eines Zentrifugalabscheiders
JP7189718B2 (ja) * 2018-09-28 2022-12-14 ダイハツ工業株式会社 スラント型内燃機関
CN111636949B (zh) * 2020-06-17 2021-08-13 浙江吉利新能源商用车集团有限公司 重型发动机系统的闭式曲轴箱通风系统及重型发动机系统
DE102020128406B4 (de) 2020-10-29 2022-07-07 Man Energy Solutions Se Brennkraftmaschine
CN115370444A (zh) * 2022-09-01 2022-11-22 山东赛马力发电设备有限公司 一种可对曲轴动力进行利用冷却的内燃发动机

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JPS58143109A (ja) * 1982-02-18 1983-08-25 Yamaha Motor Co Ltd 車輛用オ−バヘツドカム形エンジンの通路構造
JPS59194018A (ja) * 1983-04-18 1984-11-02 Mazda Motor Corp Ｖ型エンジン
DE3541204A1 (de) * 1985-11-21 1987-05-27 Audi Ag Oelabscheider fuer die kurbelgehaeuseentlueftung einer brennkraftmaschine
GB2187791B (en) * 1986-03-15 1989-11-15 Austin Rover Group Internal combustion engine
CA1328588C (fr) * 1987-05-15 1994-04-19 Honda Giken Kogyo Kabushiki Kaisha (Also Trading As Honda Motor Co., Ltd .) Moteur a combustion interne

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Publication number Publication date
EP0600341A1 (fr) 1994-06-08
DE4240464A1 (de) 1994-06-09
DE59301639D1 (de) 1996-03-28

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