EP0732484A1 - Device for crankcase ventilation for an internal combustion engine - Google Patents

Device for crankcase ventilation for an internal combustion engine Download PDF

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Publication number
EP0732484A1
EP0732484A1 EP96101166A EP96101166A EP0732484A1 EP 0732484 A1 EP0732484 A1 EP 0732484A1 EP 96101166 A EP96101166 A EP 96101166A EP 96101166 A EP96101166 A EP 96101166A EP 0732484 A1 EP0732484 A1 EP 0732484A1
Authority
EP
European Patent Office
Prior art keywords
oil
crankcase
return line
end wall
oil return
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.)
Granted
Application number
EP96101166A
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German (de)
French (fr)
Other versions
EP0732484B1 (en
Inventor
Eckart Rose
Walter Kerschbaum
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.)
Daimler AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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Publication date
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Publication of EP0732484A1 publication Critical patent/EP0732484A1/en
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Publication of EP0732484B1 publication Critical patent/EP0732484B1/en
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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
    • 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
    • F01M13/04—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
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • 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
    • F02F7/0073—Adaptations for fitting the engine, e.g. front-plates or bell-housings
    • 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
    • F01M2013/0488—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with oil trap in the return conduit to the crankcase
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement

Definitions

  • the invention relates to a ventilation device for the crankcase of an internal combustion engine according to the preamble of claim 1.
  • Such a ventilation device is known from DE-OS 21 08 270.
  • This publication shows an internal combustion engine from whose crankcase space gases and oil vapors under increased pressure are derived. With this crankcase ventilation it is prevented that an increasing gas pressure builds up in the crankcase and increased temperatures arise which can lead to an explosive oil vapor / air mixture.
  • a vent line is provided to discharge the vent gases from the crankcase. For environmental reasons, the ventilation gases are not led outside, but are mixed with the intake air in the intake pipe of the internal combustion engine for combustion and co-burned.
  • an oil separator is provided in the vent line, which separates the oil particles carried in the vent gas. The oil particles are collected and returned to an oil pan at the bottom of the crankcase via an oil return line.
  • the ventilation line, the oil separator and the oil return line are located on the side outside the engine block of the internal combustion engine and take up a large amount of space.
  • the oil return line must be constructed with pipes and lines that are expensive to manufacture and assemble, including all the necessary connecting sections, whereby assembly errors and wear and tear during long engine operation can lead to leaks in the line.
  • the invention has for its object to provide a generic venting device so that the oil return line can be manufactured inexpensively, requires no additional installation space and is reliable and reliable.
  • the oil return line is expediently designed as a channel cast onto the end wall, which is already taken into account when casting the crankcase. A labor-intensive retrofitting of the oil return line is therefore unnecessary.
  • the oil return line can also be designed as a channel which is drilled into a pipe cast onto the end wall.
  • an oil return channel with a small diameter can be produced.
  • the oil return line advantageously runs on the outside of the end wall facing away from the interior of the crankcase.
  • the line is expediently adjacent to a front side wall section of the crankcase, which can protrude beyond the outside of the end wall by at least the amount of the outer diameter of the oil return line.
  • the oil return line is surmounted by the laterally protruding wall edges; the overall length of the crankcase is not affected.
  • the free lower end of the oil return line is preferably immersed in an upwardly open oil pocket which is formed above the oil pan on the outside of the end wall of the crankcase.
  • the free end of the oil return line opens into the oil pocket below the oil level, so that the excess pressure in the crankcase causes the oil in the oil return line to rise up to the hydrostatic pressure compensation; the overpressure in the crankcase is compensated so that the oil can flow down through the oil return line despite a lower pressure level in the oil separator.
  • the oil pocket is filled with the incoming oil from the oil return line and with spray oil, which is sprayed off by control wheels in a control chamber adjoining the crankcase. The oil overflowing from the oil pocket passes down through the control room into the oil pan.
  • the oil pocket is advantageously delimited by a rib formed on the end wall, a side wall of the oil pocket being formed by the outside of the end wall.
  • the other side wall of the oil pocket is expediently formed by a second rib, which is molded onto a hood of the control housing.
  • the oil separator can be arranged on the top of the engine block, preferably approximately above the end wall of the crankcase.
  • the oil return line is expediently guided into the control chamber through a recess in the top of the engine block;
  • the oil return line can be designed to be completely straight down.
  • the internal combustion engine 1 shown in FIG. 1 is designed as a supercharged diesel engine, which can advantageously be used in commercial vehicles.
  • the internal combustion engine 1 has V-shaped cylinders 22a, 22b with cylinder heads 17a, 17b, on which valve covers 23a, 23b are placed.
  • the pistons of the cylinders 22a, 22b drive a crankshaft 18 which is guided in a crankcase 3.
  • One end of the crankshaft 18 projects beyond the engine block 15 containing the cylinders and drives in an adjoining the crankcase 3
  • Control housing 4 (Fig. 2) on belts or chains or gears to other units such as oil pump, injection pump, camshaft and the like.
  • an oil pan 8 is provided, which collects the oil required to lubricate all movable components of the crankcase and the control housing.
  • an oil vapor / air mixture which is under pressure is created in the crankcase 3 and must be discharged to the outside.
  • a schematically indicated ventilation line 5 is provided, through which the ventilation gases (blow-by gases) are discharged from the crankcase 3.
  • the ventilation gases are not led outside, but are mixed with the intake pipe of the internal combustion engine for combustion and also burned.
  • the ventilation device 2 consisting of ventilation line 5, oil separator 6 and oil return line 7, that the oil return line is manufactured inexpensively can be, no further installation space is required and is reliable in terms of function and installation, it is provided that the oil return line 7 is guided essentially downward on an end wall 9 of the crankcase 3 to the oil pan 8.
  • the oil return line 7, which is expediently guided vertically downward along the end wall 9, is as short as possible and essentially consists of a straight line running on the end wall.
  • No additional installation space is required for the return line itself, since the return line lies directly against the end wall of the crankcase or is part of the end wall and does not project axially beyond other components projecting beyond the end wall outside 24, such as crankshaft 18.
  • the oil separator 6 is arranged on the upper side 16 of the engine block 15 of the internal combustion engine 1.
  • the oil separator 6, which is expediently arranged in the region of an end face of the engine block, thereby neither increases the length nor the width of the engine block; the overall height of the engine block also remains essentially unchanged, since the height of the oil separator corresponds approximately to the height of the cylinders 22a, 22b projecting beyond the upper side 16 of the engine block 15, including the cylinder heads 17a, 17b and the valve covers 23a, 23b. It is also advantageous that the oil separator 6 is arranged significantly higher in relation to the oil pan 8 and this height difference can be used as potential energy for the return flow of the oil from the oil separator through the oil return line.
  • a filter 20 is provided in the oil separator 6, which filters the oil droplets out of the flow of the ventilation gases. Seen in the direction of flow 21, the oil separator 6 in front of the filter 20, on the side facing the crankcase, has a higher pressure than behind the filter 20 shown intake pipe prevails.
  • the oil dripping from the back of the filter 20 is collected and discharged from the oil separator 6 via a short crosspiece 7a of the oil return line 7.
  • the crosspiece 7a opens into a vertically extending part 7b of the oil return line 7, which is guided downward through a top surface 16 of the engine block 15 through a recess 19 designed as a bore 19.
  • the free lower end 13 of the oil return line 7 is immersed in an upwardly open oil pocket 14.
  • the oil return line 7 ends below the oil level of the oil pocket 14, so that a siphon is formed in the end region of the oil return line 7, into which the oil can rise to equalize the pressure until the excess pressure in the crankcase 3 from the hydrostatic pressure of the oil column in the end region of the oil return line 7 is compensated. Oil flowing further from the oil separator 6 is therefore not hindered by an opposing higher pressure in its flow.
  • the oil pocket 14 is arranged slightly above the oil pan 8, it being ensured that the spray oil Crankshaft, the camshaft and other steering wheels can get into the oil pocket 14.
  • the oil return line 7 opening into the oil pocket 14 is expediently arranged according to FIG. 2 on the outside 24 of the end wall 9 facing away from the interior of the crankcase 11; the oil return line 7 can be designed as a channel 10 cast onto the end wall 9.
  • the channel 10 is designed as a pipe cast onto the end wall 9, into which a bore is made to form the channel.
  • the oil return line 7 is expediently adjacent to one of the two front side wall sections 25 of the crankcase 3, the side wall sections projecting beyond the outside 24 of the end wall 9 by at least the amount of the outer diameter d of the oil return line 7.
  • the side wall sections 25 project axially by the amount b over the outside 24 of the end wall 9, the amount b being greater than the outside diameter d of the oil return line 7.
  • the axial length of the crankcase 3 is also when the oil return line is arranged on the outside 7 not increased.
  • An approximately L-shaped rib 26 is formed on the outside 24 of the end wall 9 and forms a wall of the oil pocket 14, see FIG. 1.
  • the lower leg of the rib 26 abuts the side wall section 25, through which a further wall of the oil pocket is formed is.
  • One of the side walls of the oil pocket 14 is formed by the outside 24 of the end wall 9; the opposite Side wall is formed by a second rib 27 formed on the hood 12 of the control housing 4. According to FIG. 3, which shows a view along the section line III-III of FIG.
  • the second rib 27, like the first rib 26, is approximately L-shaped and in particular is formed in one piece with the hood 12.
  • the rib 27 corresponds approximately in width and height to the rib 26; the depth can be varied depending on the capacity of the oil pocket 14.
  • the oil return line can also be arranged on the inside of the end wall 9 facing the crankcase interior 11. According to a further embodiment, it is also possible to run the oil return line completely as a bore within the end wall 9. The oil return line can also be used as a prefabricated line and run along the front wall.
  • the ventilation device can also be used in Otto engines that are designed as naturally aspirated engines or with turbochargers.

Abstract

The crankcase has an oil return line (7), located mainly on the outside of the end wall (9) of the crankcase (3), and directed downwards to the oil pan (8). The free end (13) of the return line is immersed into an oil pocket (14), which is open at the top. The oil pocket is located above the oil pan on the outside of the end wall. The return line is formed as a channel cast on the crankcase end wall. The oil pocket is defined by a rib (26) on the end wall.

Description

Die Erfindung bezieht sich auf eine Entlüftungsvorrichtung für das Kurbelgehäuse einer Brennkraftmaschine nach dem Oberbegriff des Anspruches 1.The invention relates to a ventilation device for the crankcase of an internal combustion engine according to the preamble of claim 1.

Eine derartige Entlüftungsvorrichtung ist aus der DE-OS 21 08 270 bekannt. Diese Druckschrift zeigt eine Brennkraftmaschine, aus deren Kurbelgehäuseraum unter erhöhtem Druck stehende Gase und Öldämpfe abgeleitet werden. Mit dieser Kurbelgehäuseentlüftung wird verhindert, daß sich im Kurbelgehäuse ein zunehmender Gasdruck aufbaut und erhöhte Temperaturen entstehen, die zu einem explosionsfähigen Öldampf/Luft-Gemisch führen können. Zur Ableitung der Entlüftungsgase aus dem Kurbelgehäuse ist eine Entlüftungsleitung vorgesehen. Aus Umweltschutzgründen werden die Entlüftungsgase nicht ins Freie geleitet, sondern der angesaugten Luft im Ansaugrohr der Brennkraftmaschine zur Verbrennung zugemischt und mitverbrannt. In der Entlüftungsleitung ist vor dem Einleiten der Entlüftungsgase in das Ansaugrohr ein Ölabscheider vorgesehen, der die im Entlüftungsgas mitgeführten Ölpartikel abscheidet. Die Ölpartikel werden gesammelt und über eine Ölrücklaufleitung in eine Ölwanne am Boden des Kurbelgehäuses zurückgeführt.Such a ventilation device is known from DE-OS 21 08 270. This publication shows an internal combustion engine from whose crankcase space gases and oil vapors under increased pressure are derived. With this crankcase ventilation it is prevented that an increasing gas pressure builds up in the crankcase and increased temperatures arise which can lead to an explosive oil vapor / air mixture. A vent line is provided to discharge the vent gases from the crankcase. For environmental reasons, the ventilation gases are not led outside, but are mixed with the intake air in the intake pipe of the internal combustion engine for combustion and co-burned. Before the vent gases are introduced into the intake pipe, an oil separator is provided in the vent line, which separates the oil particles carried in the vent gas. The oil particles are collected and returned to an oil pan at the bottom of the crankcase via an oil return line.

Die Entlüftungsleitung, der Ölabscheider sowie die Ölrückführleitung liegen seitlich außerhalb des Motorblocks der Brennkraftmaschine und nehmen einen großen Bauraum ein. Insbesondere die Ölrückführleitung muß mit herstellungs- und montageaufwendigen Rohren und Leitungen einschließlich aller notwendigen Verbindungsabschnitte aufgebaut werden, wobei Montagefehler und Verschleiß während eines längeren Motorbetriebs zu Undichtigkeiten der Leitung führen können.The ventilation line, the oil separator and the oil return line are located on the side outside the engine block of the internal combustion engine and take up a large amount of space. In particular, the oil return line must be constructed with pipes and lines that are expensive to manufacture and assemble, including all the necessary connecting sections, whereby assembly errors and wear and tear during long engine operation can lead to leaks in the line.

Der Erfindung liegt die Aufgabe zugrunde, eine gattungsgemäße Entlüftungsvorrichtung so auszubilden, daß die Ölrücklaufleitung kostengünstig hergestellt werden kann, keinen weiteren Einbauraum benötigt und funktions- sowie montagesicher ist.The invention has for its object to provide a generic venting device so that the oil return line can be manufactured inexpensively, requires no additional installation space and is reliable and reliable.

Diese Aufgabe wird erfindungsgemäß mit den Merkmalen des Anspruches 1 gelöst. Das abgeschiedene Öl aus dem Ölabscheider kann nach unten entlang der Stirnwand des Kurbelgehäuses abfließen. Ein zusätzlicher Bauraum wird in der Regel nicht benötigt, da die Ölrücklaufleitung zumindest über den Großteil ihrer Länge unmittelbar entlang der Stirnwand des Kurbelgehäuses geführt ist.This object is achieved with the features of claim 1. The separated oil from the oil separator can flow down along the end wall of the crankcase. An additional installation space is generally not required, since the oil return line is led directly along the end wall of the crankcase at least over most of its length.

Zweckmäßig ist die Ölrücklaufleitung als ein an die Stirnwand angegossener Kanal ausgebildet, der bereits beim Gießen des Kurbelgehäuses berücksichtigt wird. Ein arbeitsintensives nachträgliches Montieren der Ölrücklaufleitung erübrigt sich daher.The oil return line is expediently designed as a channel cast onto the end wall, which is already taken into account when casting the crankcase. A labor-intensive retrofitting of the oil return line is therefore unnecessary.

Gemäß einer weiteren Ausführung kann die Ölrücklaufleitung auch als ein Kanal ausgebildet sein, der in eine an die Stirnwand angegossene Pfeife gebohrt ist. Bei dieser Ausführung kann ein Ölrücklaufkanal mit geringem Durchmesser hergestellt werden.According to a further embodiment, the oil return line can also be designed as a channel which is drilled into a pipe cast onto the end wall. With this version, an oil return channel with a small diameter can be produced.

Vorteilhaft verläuft die Ölrücklaufleitung auf der dem Kurbelgehäuseinnenraum abgewandten Außenseite der Stirnwand. Die Leitung liegt dabei zweckmäßig benachbart zu einem vorderen Seitenwandabschnitt des Kurbelgehäuses, welcher zumindest um den Betrag des Außendurchmessers der Ölrücklaufleitung über die Außenseite der Stirnwand überstehen kann. Die Ölrücklaufleitung ist in dieser Ausführung von den seitlich überstehenden Wandkanten überragt; die Baulänge des Kurbelgehäuses wird dadurch nicht beeinflußt.The oil return line advantageously runs on the outside of the end wall facing away from the interior of the crankcase. The line is expediently adjacent to a front side wall section of the crankcase, which can protrude beyond the outside of the end wall by at least the amount of the outer diameter of the oil return line. In this version, the oil return line is surmounted by the laterally protruding wall edges; the overall length of the crankcase is not affected.

Vorzugsweise taucht das freie untere Ende der Ölrücklaufleitung in eine nach oben offene Öltasche ein, die oberhalb der Ölwanne an der Außenseite der Stirnwand des Kurbelgehäuses gebildet ist. Das freie Ende der Ölrücklaufleitung mündet unterhalb des Ölspiegels in die Öltasche, so daß der Überdruck im Kurbelgehäuse das Öl in der Ölrücklaufleitung bis zum hydrostatischen Druckausgleich hochsteigen läßt; der Überdruck im Kurbelgehäuse ist dadurch kompensiert, so daß das Öl trotz eines niedrigeren Druckniveaus im Ölabscheider nach unten durch die Ölrücklaufleitung abfließen kann. Während des Motorbetriebs wird die Öltasche vom zulaufenden Öl aus der Ölrücklaufleitung und von Spritzöl gefüllt, welches von Steuerrädern in einem sich an das Kurbelgehäuse anschließenden Steuerraum abgespritzt wird. Das aus der Öltasche überfließende Öl gelangt durch den Steuerraum nach unten in die Ölwanne.The free lower end of the oil return line is preferably immersed in an upwardly open oil pocket which is formed above the oil pan on the outside of the end wall of the crankcase. The free end of the oil return line opens into the oil pocket below the oil level, so that the excess pressure in the crankcase causes the oil in the oil return line to rise up to the hydrostatic pressure compensation; the overpressure in the crankcase is compensated so that the oil can flow down through the oil return line despite a lower pressure level in the oil separator. During engine operation, the oil pocket is filled with the incoming oil from the oil return line and with spray oil, which is sprayed off by control wheels in a control chamber adjoining the crankcase. The oil overflowing from the oil pocket passes down through the control room into the oil pan.

Die Öltasche ist vorteilhaft durch eine an der Stirnwand angeformte Rippe begrenzt, wobei eine Seitenwand der Öltasche von der Außenseite der Stirnwand gebildet ist. Die andere Seitenwand der Öltasche ist zweckmäßig von einer zweiten Rippe gebildet, die an einer Haube des Steuergehäuses angeformt ist.The oil pocket is advantageously delimited by a rib formed on the end wall, a side wall of the oil pocket being formed by the outside of the end wall. The other side wall of the oil pocket is expediently formed by a second rib, which is molded onto a hood of the control housing.

In besonders raumsparender Bauweise kann der Ölabscheider auf der Oberseite des Motorblocks angeordnet sein, vorzugsweise etwa oberhalb der Stirnwand des Kurbelgehäuses. Bei dieser Anordnung ist die Ölrücklaufleitung zweckmäßig durch eine Ausnehmung in der Oberseite des Motorblocks in den Steuerraum geführt; die Ölrücklaufleitung kann hierfür vollständig geradlinig ausgebildet nach unten geführt sein.In a particularly space-saving design, the oil separator can be arranged on the top of the engine block, preferably approximately above the end wall of the crankcase. In this arrangement, the oil return line is expediently guided into the control chamber through a recess in the top of the engine block; For this purpose, the oil return line can be designed to be completely straight down.

Weiterbildungen und vorteilhafte Ausgestaltungen der Erfindung sind der nachfolgenden Beschreibung und den Zeichnungen zu entnehmen, in denen vorteilhafte Ausgestaltungen der Erfindung dargestellt sind. Es zeigen:

Fig. 1
eine Ansicht auf die Stirnseite des Kurbelgehäuses mit der erfindungsgemäßen Entlüftungsvorrichtung,
Fig. 2
eine Draufsicht auf ein schematisch dargestelltes Kurbelgehäuse und angrenzendes Steuergehäuse mit zwischenliegender Ölrücklaufleitung,
Fig. 3
eine Ansicht gemäß der Schnittlinie III-III der Fig. 2.
Further developments and advantageous refinements of the invention can be found in the following description and the drawings, in which advantageous refinements of the invention are shown. Show it:
Fig. 1
a view of the end face of the crankcase with the ventilation device according to the invention,
Fig. 2
a plan view of a schematically illustrated crankcase and adjacent control housing with an intermediate oil return line,
Fig. 3
a view along the section line III-III of FIG. 2nd

Die in Fig. 1 dargestellte Brennkraftmaschine 1 ist als aufgeladener Diesel-Motor ausgeführt, der vorteilhaft in Nutzfahrzeugen eingesetzt werden kann. Die Brennkraftmaschine 1 weist V-förmig angeordnete Zylinder 22a, 22b mit Zylinderköpfen 17a, 17b auf, auf die Ventildeckel 23a, 23b aufgesetzt sind. Die Kolben der Zylinder 22a, 22b treiben eine Kurbelwelle 18 an, die in einem Kurbelgehäuse 3 geführt ist. Die Kurbelwelle 18 ragt mit ihrem einen Ende über den die Zylinder enthaltenden Motorblock 15 hinaus und treibt in einem an das Kurbelgehäuse 3 angrenzenden Steuergehäuse 4 (Fig. 2) über Riemen bzw. Ketten oder Zahnräder weitere Aggregate wie Ölpumpe, Einspritzpumpe, Nockenwelle und ähnliches an.The internal combustion engine 1 shown in FIG. 1 is designed as a supercharged diesel engine, which can advantageously be used in commercial vehicles. The internal combustion engine 1 has V-shaped cylinders 22a, 22b with cylinder heads 17a, 17b, on which valve covers 23a, 23b are placed. The pistons of the cylinders 22a, 22b drive a crankshaft 18 which is guided in a crankcase 3. One end of the crankshaft 18 projects beyond the engine block 15 containing the cylinders and drives in an adjoining the crankcase 3 Control housing 4 (Fig. 2) on belts or chains or gears to other units such as oil pump, injection pump, camshaft and the like.

Am Boden des Kurbelgehäuses 3 ist eine Ölwanne 8 vorgesehen, die das zur Schmierung aller beweglichen Bauteile des Kurbelgehäuses und des Steuergehäuses benötigte Öl auffängt. Infolge von Leckgasen aus den Brennräumen der Zylinder sowie durch Motor- und Reibungswärme entsteht im Kurbelgehäuse 3 ein unter Überdruck stehendes Öldampf/Luft-Gemisch, das nach außen abgeleitet werden muß. Hierfür ist eine schematisch angedeutete Entlüftungsleitung 5 vorgesehen, durch die die Entlüftungsgase (blow-by-Gase) aus dem Kurbelgehäuse 3 abgeleitet werden. Aus Umweltschutzgründen werden die Entlüftungsgase nicht ins Freie geleitet, sondern dem Ansaugrohr der Brennkraftmaschine zur Verbrennung zugemischt und mitverbrannt.At the bottom of the crankcase 3, an oil pan 8 is provided, which collects the oil required to lubricate all movable components of the crankcase and the control housing. As a result of leakage gases from the combustion chambers of the cylinders and from engine and frictional heat, an oil vapor / air mixture which is under pressure is created in the crankcase 3 and must be discharged to the outside. For this purpose, a schematically indicated ventilation line 5 is provided, through which the ventilation gases (blow-by gases) are discharged from the crankcase 3. For environmental protection reasons, the ventilation gases are not led outside, but are mixed with the intake pipe of the internal combustion engine for combustion and also burned.

Insbesondere bei ladeluftgekühlten Dieselmotoren fallen große Mengen Entlüftungsgas an, die größere Mengen vernebeltes oder dampfförmiges Motorenöl enthalten. Um den Ölverbrauch niedrig zu halten und ein Verschmutzen des Verdichters, der Luftrohre und des Ladeluftkühlers mit kondensiertem Öl zu verhindern, wird das Öl mittels eines Ölabscheiders 6, der in der Entlüftungsleitung 5 angeordnet ist, aus den Entlüftungsgasen herausgefiltert. Das abgeschiedene Öl wird über eine Ölrücklaufleitung 7 in die Ölwanne 8 am Boden des Kurbelgehäuses 3 zurückgeführt. Die vom Öl gereinigten Entlüftungsgase werden im weiteren Verlauf der Entlüftungsleitung 5 dem Ansaugrohr zugeführt.In particular in the case of charge-air-cooled diesel engines, large amounts of ventilation gas are produced, which contain large amounts of atomized or vaporized engine oil. In order to keep the oil consumption low and to prevent contamination of the compressor, the air pipes and the charge air cooler with condensed oil, the oil is filtered out of the ventilation gases by means of an oil separator 6 which is arranged in the ventilation line 5. The separated oil is returned via an oil return line 7 into the oil pan 8 at the bottom of the crankcase 3. The ventilation gases cleaned from the oil are fed to the intake pipe in the further course of the ventilation line 5.

Um die Entlüftungsvorrichtung 2, bestehend aus Entlüftungsleitung 5, Ölabscheider 6 und Ölrücklaufleitung 7, so auszubilden, daß die Ölrücklaufleitung kostengünstig hergestellt werden kann, keinen weiteren Einbauraum benötigt und funktions- und montagesicher ist, ist vorgesehen, daß die Ölrücklaufleitung 7 im wesentlichen an einer Stirnwand 9 des Kurbelgehäuses 3 nach unten zur Ölwanne 8 geführt ist. Die Ölrücklaufleitung 7, die entlang der Stirnwand 9 zweckmäßig senkrecht nach unten geführt ist, ist kürzestmöglich ausgeführt und besteht im wesentlichen aus einer an der Stirnwand geführten geradlinigen Leitung. Es werden keine herstellungs- und montageaufwendigen Rohre und Leitungen einschließlich ihrer abzudichtenden Verbindungsteile benötigt; die Gefahr von Undichtigkeiten infolge Montagefehler oder Verschleiß ist dadurch reduziert. Für die Rückführleitung selbst wird kein zusätzlicher Einbauraum benötigt, da die Rückführleitung direkt an der Stirnwand des Kurbelgehäuses anliegt bzw. Teil der Stirnwand ist und axial nicht über sonstige über die Stirnwandaußenseite 24 überstehende Bauteile wie beispielsweise die Kurbelwelle 18 übersteht.In order to design the ventilation device 2, consisting of ventilation line 5, oil separator 6 and oil return line 7, that the oil return line is manufactured inexpensively can be, no further installation space is required and is reliable in terms of function and installation, it is provided that the oil return line 7 is guided essentially downward on an end wall 9 of the crankcase 3 to the oil pan 8. The oil return line 7, which is expediently guided vertically downward along the end wall 9, is as short as possible and essentially consists of a straight line running on the end wall. No pipes and lines, including their connecting parts to be sealed, which are expensive to manufacture and assemble; This reduces the risk of leaks due to assembly errors or wear. No additional installation space is required for the return line itself, since the return line lies directly against the end wall of the crankcase or is part of the end wall and does not project axially beyond other components projecting beyond the end wall outside 24, such as crankshaft 18.

In der Ausbildung gemäß Fig. 1 ist vorgesehen, daß der Ölabscheider 6 auf der Oberseite 16 des Motorblocks 15 der Brennkraftmaschine 1 angeordnet ist. Der zweckmäßig im Bereich einer Stirnseite des Motorblocks angeordnete Ölabscheider 6 vergrößert dadurch weder die Länge noch die Breite des Motorblocks; die Bauhöhe des Motorblocks bleibt ebenfalls im wesentlichen unverändert, da die Höhe des Ölabscheiders etwa der Höhe der über die Oberseite 16 des Motorblocks 15 überstehenden Zylinder 22a, 22b einschließlich der Zylinderköpfe 17a, 17b und der Ventildeckel 23a, 23b entspricht. Weiterhin ist vorteilhaft, daß der Ölabscheider 6 bezogen auf die Ölwanne 8 deutlich höher angeordnet ist und diese Höhendifferenz als potentielle Energie für den Rücklauf des Öls aus dem Ölabscheider durch die Ölrücklaufleitung genutzt werden kann.In the embodiment according to FIG. 1 it is provided that the oil separator 6 is arranged on the upper side 16 of the engine block 15 of the internal combustion engine 1. The oil separator 6, which is expediently arranged in the region of an end face of the engine block, thereby neither increases the length nor the width of the engine block; the overall height of the engine block also remains essentially unchanged, since the height of the oil separator corresponds approximately to the height of the cylinders 22a, 22b projecting beyond the upper side 16 of the engine block 15, including the cylinder heads 17a, 17b and the valve covers 23a, 23b. It is also advantageous that the oil separator 6 is arranged significantly higher in relation to the oil pan 8 and this height difference can be used as potential energy for the return flow of the oil from the oil separator through the oil return line.

Im Ölabscheider 6 ist ein Filter 20 vorgesehen, der die Öltröpfchen aus dem Strom der Entlüftungsgase herausfiltert. In Strömungsrichtung 21 gesehen herrscht im Ölabscheider 6 vor dem Filter 20, auf der dem Kurbelgehäuse zugewandten Seite, ein höherer Druck als hinter dem Filter 20. Strömungsbedingt setzt sich das abgeschiedene Öl auf der Rückseite des Filters 20 ab, auf der der niedrigere Druck des nicht dargestellten Ansaugrohres herrscht. Das von der Rückseite des Filters 20 abtropfende Öl wird gesammelt und über ein kurzes Querstück 7a der Ölrücklaufleitung 7 aus dem Ölabscheider 6 abgeführt. Das Querstück 7a mündet in einen vertikal verlaufenden Teil 7b der Ölrücklaufleitung 7, der durch eine als Bohrung 19 ausgeführte Ausnehmung durch die Oberseite 16 des Motorblocks 15 nach unten geführt ist.A filter 20 is provided in the oil separator 6, which filters the oil droplets out of the flow of the ventilation gases. Seen in the direction of flow 21, the oil separator 6 in front of the filter 20, on the side facing the crankcase, has a higher pressure than behind the filter 20 shown intake pipe prevails. The oil dripping from the back of the filter 20 is collected and discharged from the oil separator 6 via a short crosspiece 7a of the oil return line 7. The crosspiece 7a opens into a vertically extending part 7b of the oil return line 7, which is guided downward through a top surface 16 of the engine block 15 through a recess 19 designed as a bore 19.

Da das abgeschiedene Öl aus dem Ölabscheider zum Ölkreislauf der Brennkraftmaschine gegen den höheren atmosphärischen Druck des Kurbelgehäuses 3 abgeführt werden muß, ist vorzugsweise vorgesehen, daß das freie untere Ende 13 der Ölrücklaufleitung 7 in eine nach oben offene Öltasche 14 eintaucht. Die Ölrücklaufleitung 7 endet unterhalb des Ölniveaus der Öltasche 14, so daß im Endbereich der Ölrücklaufleitung 7 ein Siphon gebildet ist, in den das Öl zum Druckausgleich so weit aufsteigen kann, bis der Überdruck im Kurbelgehäuse 3 vom hydrostatischen Druck der Ölsäule im Endbereich der Ölrücklaufleitung 7 kompensiert ist. Vom Ölabscheider 6 weiter nachfließendes Öl ist daher nicht durch einen entgegenstehenden höheren Druck in seinem Fluß behindert.Since the separated oil must be removed from the oil separator to the oil circuit of the internal combustion engine against the higher atmospheric pressure of the crankcase 3, it is preferably provided that the free lower end 13 of the oil return line 7 is immersed in an upwardly open oil pocket 14. The oil return line 7 ends below the oil level of the oil pocket 14, so that a siphon is formed in the end region of the oil return line 7, into which the oil can rise to equalize the pressure until the excess pressure in the crankcase 3 from the hydrostatic pressure of the oil column in the end region of the oil return line 7 is compensated. Oil flowing further from the oil separator 6 is therefore not hindered by an opposing higher pressure in its flow.

Die Öltasche 14 ist geringfügig oberhalb der Ölwanne 8 angeordnet, wobei sichergestellt ist, daß das Spritzöl der Kurbelwelle, der Nockenwelle und weiterer Steuerräder in die Öltasche 14 gelangen kann. Die in die Öltasche 14 mündende Ölrücklaufleitung 7 ist gemäß Fig. 2 zweckmäßig auf der dem Kurbelgehäuseinnenraum 11 abgewandten Außenseite 24 der Stirnwand 9 angeordnet; die Ölrücklaufleitung 7 kann dabei als ein an die Stirnwand 9 angegossener Kanal 10 ausgebildet sein. Gemäß einer anderen vorteilhaften Ausführung ist vorgesehen, daß der Kanal 10 als eine an die Stirnwand 9 angegossene Pfeife ausgeführt ist, in die zur Bildung des Kanals eine Bohrung eingebracht ist.The oil pocket 14 is arranged slightly above the oil pan 8, it being ensured that the spray oil Crankshaft, the camshaft and other steering wheels can get into the oil pocket 14. The oil return line 7 opening into the oil pocket 14 is expediently arranged according to FIG. 2 on the outside 24 of the end wall 9 facing away from the interior of the crankcase 11; the oil return line 7 can be designed as a channel 10 cast onto the end wall 9. According to another advantageous embodiment, it is provided that the channel 10 is designed as a pipe cast onto the end wall 9, into which a bore is made to form the channel.

Wie Fig. 2 zu entnehmen, liegt die Ölrücklaufleitung 7 zweckmäßig benachbart zu einer der beiden vorderen Seitenwandabschnitte 25 des Kurbelgehäuses 3, wobei die Seitenwandabschnitte zumindest um den Betrag des Außendurchmessers d der Ölrücklaufleitung 7 über die Außenseite 24 der Stirnwand 9 überstehen. Im Ausführungsbeispiel stehen die Seitenwandabschnitte 25 um den Betrag b über die Außenseite 24 der Stirnwand 9 axial über, wobei der Betrag b größer ist als der Außendurchmesser d der Ölrücklaufleitung 7. Bei dieser Ausführung ist die axiale Baulänge des Kurbelgehäuses 3 auch bei außenseitiger Anordnung der Ölrücklaufleitung 7 nicht erhöht.As can be seen in FIG. 2, the oil return line 7 is expediently adjacent to one of the two front side wall sections 25 of the crankcase 3, the side wall sections projecting beyond the outside 24 of the end wall 9 by at least the amount of the outer diameter d of the oil return line 7. In the exemplary embodiment, the side wall sections 25 project axially by the amount b over the outside 24 of the end wall 9, the amount b being greater than the outside diameter d of the oil return line 7. In this embodiment, the axial length of the crankcase 3 is also when the oil return line is arranged on the outside 7 not increased.

Die Öltasche 14, die vom Spritzöl aus dem Steuerraum 4 sowie von nachfließendem Öl aus dem Ölabscheider gefüllt wird, ist ebenso wie die Ölrücklaufleitung 7 an der Außenseite 24 der Stirnwand 9 angeordnet. An der Außenseite 24 der Stirnwand 9 ist eine etwa L-förmige Rippe 26 angeformt, die eine Wandung der Öltasche 14 bildet, siehe Fig. 1. Der untere Schenkel der Rippe 26 stößt an den Seitenwandabschnitt 25, durch den eine weitere Wandung der Öltasche geformt ist. Eine der Seitenwände der Öltasche 14 ist von der Außenseite 24 der Stirnwand 9 gebildet; die gegenüberliegende Seitenwand ist von einer zweiten, an der Haube 12 des Steuergehäuses 4 angeformten Rippe 27 gebildet. Gemäß Fig. 3, die eine Ansicht gemäß der Schnittlinie III-III der Fig. 2 zeigt, ist die zweite Rippe 27 ebenso wie die erste Rippe 26 etwa L-förmig geformt und insbesondere einteilig mit der Haube 12 ausgebildet. Die Rippe 27 entspricht in ihrer Breite und Höhe etwa der Rippe 26; die Tiefe kann je nach Fassungsvermögen der Öltasche 14 variiert werden. Nachdem die Haube 12 des Steuergehäuses 4 am Kurbelgehäuse 3 befestigt worden ist, bilden die beiden Rippen 26 und 27 gemeinsam mit einem Seitenwandabschnitt 25 des Kurbelgehäuses und der Außenseite 24 der Stirnwand 9 die etwa quaderförmige, nach oben offene Öltasche 14.The oil pocket 14, which is filled by the spray oil from the control chamber 4 and by oil flowing in from the oil separator, is arranged on the outside 24 of the end wall 9, as is the oil return line 7. An approximately L-shaped rib 26 is formed on the outside 24 of the end wall 9 and forms a wall of the oil pocket 14, see FIG. 1. The lower leg of the rib 26 abuts the side wall section 25, through which a further wall of the oil pocket is formed is. One of the side walls of the oil pocket 14 is formed by the outside 24 of the end wall 9; the opposite Side wall is formed by a second rib 27 formed on the hood 12 of the control housing 4. According to FIG. 3, which shows a view along the section line III-III of FIG. 2, the second rib 27, like the first rib 26, is approximately L-shaped and in particular is formed in one piece with the hood 12. The rib 27 corresponds approximately in width and height to the rib 26; the depth can be varied depending on the capacity of the oil pocket 14. After the hood 12 of the control housing 4 has been fastened to the crankcase 3, the two ribs 26 and 27 together with a side wall section 25 of the crankcase and the outside 24 of the end wall 9 form the approximately cuboid oil pocket 14 which is open at the top.

Gemäß einer nicht gezeigten Ausführung kann die Ölrücklaufleitung auch auf der dem Kurbelgehäuseinnenraum 11 zugewandten Innenseite der Stirnwand 9 angeordnet sein. Gemäß einer weiteren Ausführung ist es auch möglich, die Ölrücklaufleitung vollständig als Bohrung innerhalb der Stirnwand 9 zu führen. Weiterhin kann die Ölrücklaufleitung auch als vorgefertigte Leitung eingesetzt und entlang der Stirnwand geführt werden.According to an embodiment not shown, the oil return line can also be arranged on the inside of the end wall 9 facing the crankcase interior 11. According to a further embodiment, it is also possible to run the oil return line completely as a bore within the end wall 9. The oil return line can also be used as a prefabricated line and run along the front wall.

Die Entlüftungsvorrichtung kann auch bei Otto-Motoren eingesetzt werden, die als Saugmotor oder mit Turboaufladern ausgeführt sind.The ventilation device can also be used in Otto engines that are designed as naturally aspirated engines or with turbochargers.

Claims (11)

Entlüftungsvorrichtung für das Kurbelgehäuse einer Brennkraftmaschine, insbesondere eines Diesel-Motors in einem Nutzfahrzeug, mit einer Entlüftungsleitung (5), durch die die Entlüftungsgase aus dem Kurbelgehäuse (3) dem Ansaugrohr der Brennkraftmaschine (1) zuführbar sind, mit einem in der Entlüftungsleitung (5) angeordneten Ölabscheider (6) und einer im Bereich einer Stirnwand (9) des Kurbelgehäuses (3) angeordneten Ölrücklaufleitung (7), durch die im Ölabscheider (6) abgeschiedenes Öl in eine Ölwanne (8) am Boden des Kurbelgehäuses (3) zurückführbar ist,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) im wesentlichen auf der Außenseite (24) der Stirnwand (9) des Kurbelgehäuses (3) angeordnet und nach unten zur Ölwanne (8) geführt ist, wobei das freie Ende (13) der Ölrücklaufleitung (7) in eine nach oben offene Öltasche (14) eintaucht, die oberhalb der Ölwanne (8) an der Außenseite (24) der Stirnwand (9) gebildet ist.Ventilation device for the crankcase of an internal combustion engine, in particular a diesel engine in a commercial vehicle, with a ventilation line (5) through which the ventilation gases from the crankcase (3) can be fed to the intake pipe of the internal combustion engine (1), with one in the ventilation line (5 ) arranged oil separator (6) and an oil return line (7) arranged in the area of an end wall (9) of the crankcase (3), through which oil separated in the oil separator (6) can be returned to an oil pan (8) on the bottom of the crankcase (3) ,
characterized in that the oil return line (7) is arranged essentially on the outside (24) of the end wall (9) of the crankcase (3) and is led down to the oil pan (8), the free end (13) of the oil return line (7 ) immersed in an upwardly open oil pocket (14) which is formed above the oil pan (8) on the outside (24) of the end wall (9). Entlüftungsvorrichtung nach Anspruch 1,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) als ein an die Stirnwand (9) angegossener Kanal (10) ausgebildet ist.Venting device according to claim 1,
characterized in that the oil return line (7) is designed as a channel (10) cast onto the end wall (9). Entlüftungsvorrichtung nach Anspruch 1,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) als ein Kanal (10) ausgebildet ist, der als Bohrung in einer an die Stirnwand (9) angegossenen Pfeife ausgeführt ist.Venting device according to claim 1,
characterized in that the oil return line (7) is designed as a channel (10) which is designed as a bore in a pipe cast onto the end wall (9). Entlüftungsvorrichtung nach einem der Ansprüche 1 bis 3,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) auf der Außenseite (24) der Stirnwand (9) angeordnet ist.Venting device according to one of claims 1 to 3,
characterized in that the oil return line (7) is arranged on the outside (24) of the end wall (9). Entlüftungsvorrichtung nach Anspruch 4,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) benachbart zu einem vorderen Seitenwandabschnitt (25) des Kurbelgehäuses (3) verläuft.Venting device according to claim 4,
characterized in that the oil return line (7) is adjacent to a front side wall portion (25) of the crankcase (3). Entlüftungsvorrichtung nach Anspruch 5,
dadurch gekennzeichnet, daß der Seitenwandabschnitt (25) zumindest um einen dem Außendurchmesser (d) der Ölrücklaufleitung (7) entsprechenden Betrag (b) über die Außenseite (24) der Stirnwand (9) übersteht.Venting device according to claim 5,
characterized in that the side wall section (25) projects beyond the outside (24) of the end wall (9) by at least an amount (b) corresponding to the outside diameter (d) of the oil return line (7). Entlüftungsvorrichtung nach einem der Ansprüche 1 bis 6,
dadurch gekennzeichnet, daß das freie Ende (13) der Ölrücklaufleitung (7) in eine nach oben offene Öltasche (14) eintaucht, die oberhalb der Ölwanne (8) an der Außenseite (24) der Stirnwand (9) des Kurbelgehäuses (3) gebildet ist.Venting device according to one of claims 1 to 6,
characterized in that the free end (13) of the oil return line (7) is immersed in an upwardly open oil pocket (14) which is formed above the oil pan (8) on the outside (24) of the end wall (9) of the crankcase (3) is. Entlüftungsvorrichtung nach Anspruch 7,
dadurch gekennzeichnet, daß die Öltasche (14) durch eine an der Stirnwand (9) angeformte Rippe (26) begrenzt ist.Venting device according to claim 7,
characterized in that the oil pocket (14) is delimited by a rib (26) formed on the end wall (9). Entlüftungsvorrichtung nach Anspruch 8,
dadurch gekennzeichnet, daß sich an die Stirnwand (9) des Kurbelgehäuses (3) die Haube (12) eines Steuergehäuses (4) anschließt und eine Seitenwand der Öltasche (14) von einer zweiten, an der Haube (12) des Steuergehäuses (4) angeformten Rippe (27) gebildet ist.Venting device according to claim 8,
characterized in that the hood (12) of a control housing (4) and a side wall of the oil pocket connect to the end wall (9) of the crankcase (3) (14) is formed by a second rib (27) formed on the hood (12) of the control housing (4). Entlüftungsvorrichtung nach einem der Ansprüche 1 bis 9,
dadurch gekennzeichnet, daß der Ölabscheider (6) auf der Oberseite (16) des Motorblocks (15) der Brennkraftmaschine (1) angeordnet ist, vorzugsweise etwa oberhalb der Stirnwand (9) des Kurbelgehäuses (3).Venting device according to one of claims 1 to 9,
characterized in that the oil separator (6) is arranged on the upper side (16) of the engine block (15) of the internal combustion engine (1), preferably approximately above the end wall (9) of the crankcase (3). Entlüftungsvorrichtung nach Anspruch 10,
dadurch gekennzeichnet, daß die Ölrücklaufleitung (7) durch eine Ausnehmung (19) in der Oberseite (16) des Motorblocks (15) geradlinig nach unten geführt ist.Venting device according to claim 10,
characterized in that the oil return line (7) is led straight down through a recess (19) in the top (16) of the engine block (15).
EP96101166A 1995-03-13 1996-01-29 Device for crankcase ventilation for an internal combustion engine Expired - Lifetime EP0732484B1 (en)

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DE19508967A DE19508967C2 (en) 1995-03-13 1995-03-13 Ventilation device for the crankcase of an internal combustion engine

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EP0732484B1 EP0732484B1 (en) 1998-08-26

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Cited By (10)

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GB2310688A (en) * 1996-03-02 1997-09-03 Daimler Benz Ag Crank chamber venting means for an internal combustion engine
GB2310688B (en) * 1996-03-02 1998-01-21 Daimler Benz Ag Crank chamber venting means for an internal combustion engine
FR2755180A1 (en) * 1996-10-26 1998-04-30 Daimler Benz Ag BREAKER DEVICE FOR CRANKCASE CRANKSHAFT OF INTERNAL COMBUSTION ENGINE
DE19703771C1 (en) * 1997-02-01 1998-06-25 Daimler Benz Ag Ventilation device for a crankcase of an internal combustion engine
EP0856644A1 (en) 1997-02-01 1998-08-05 Daimler-Benz Aktiengesellschaft Device for crancase ventilation for an internal combustion engine
US5975065A (en) * 1997-02-01 1999-11-02 Daimler Chrysler Ag Venting arrangement for an internal combustion engine
WO2008010040A2 (en) * 2006-07-18 2008-01-24 Toyota Jidosha Kabushiki Kaisha Oil collecting structure of blow-by gas recirculation system and oil collecting device having the structure
WO2008010040A3 (en) * 2006-07-18 2008-11-27 Toyota Motor Co Ltd Oil collecting structure of blow-by gas recirculation system and oil collecting device having the structure
US7966997B2 (en) 2006-07-18 2011-06-28 Toyota Jidosha Kabushiki Kaisha Oil collecting structure of blow-by gas recirculation system and oil collecting device having the structure
DE102008022818A1 (en) * 2008-05-08 2009-11-12 Hengst Gmbh & Co.Kg Oil separator with siphon

Also Published As

Publication number Publication date
DE59600465D1 (en) 1998-10-01
EP0732484B1 (en) 1998-08-26
DE19508967C2 (en) 1997-04-03
US5622156A (en) 1997-04-22
DE19508967A1 (en) 1996-09-19

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