EP0732484A1 - Dispositif de ventilation de carter d'un moteur à combustion interne - Google Patents

Dispositif de ventilation de carter d'un moteur à combustion interne 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
Other languages
German (de)
English (en)
Other versions
EP0732484B1 (fr
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
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 Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0732484A1 publication Critical patent/EP0732484A1/fr
Application granted granted Critical
Publication of EP0732484B1 publication Critical patent/EP0732484B1/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
    • 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.

Landscapes

  • 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)
EP96101166A 1995-03-13 1996-01-29 Dispositif de ventilation de carter d'un moteur à combustion interne Expired - Lifetime EP0732484B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19508967 1995-03-13
DE19508967A DE19508967C2 (de) 1995-03-13 1995-03-13 Entlüftungsvorrichtung für das Kurbelgehäuse einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0732484A1 true EP0732484A1 (fr) 1996-09-18
EP0732484B1 EP0732484B1 (fr) 1998-08-26

Family

ID=7756508

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96101166A Expired - Lifetime EP0732484B1 (fr) 1995-03-13 1996-01-29 Dispositif de ventilation de carter d'un moteur à combustion interne

Country Status (3)

Country Link
US (1) US5622156A (fr)
EP (1) EP0732484B1 (fr)
DE (2) DE19508967C2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2310688A (en) * 1996-03-02 1997-09-03 Daimler Benz Ag Crank chamber venting means for an internal combustion engine
FR2755180A1 (fr) * 1996-10-26 1998-04-30 Daimler Benz Ag Dispositif de reniflard pour le carter de vilebrequin d'un moteur a combustion interne
DE19703771C1 (de) * 1997-02-01 1998-06-25 Daimler Benz Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
WO2008010040A2 (fr) * 2006-07-18 2008-01-24 Toyota Jidosha Kabushiki Kaisha Structure de récupération d'huile d'un système de recirculation de gaz de soufflage et dispositif de récupération d'huile ayant la structure
DE102008022818A1 (de) * 2008-05-08 2009-11-12 Hengst Gmbh & Co.Kg Ölabscheider mit Siphon

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7546901B1 (en) 1997-10-15 2009-06-16 Richard H. Hall Inert gas blanket for protection from oxidation
US6752856B1 (en) 1999-04-29 2004-06-22 Caterpillar Inc. Feedback loop controlled multistage aerosol removal device
JP2001303924A (ja) * 2000-04-24 2001-10-31 Isuzu Motors Ltd ブローバイガスのセパレータ装置
US20050092309A1 (en) * 2003-11-03 2005-05-05 Maciej Bedkowski Blowby gas separation system
DE102004014693A1 (de) * 2004-03-25 2005-10-13 Volkswagen Ag Druckregelventil für eine Brennkraftmaschine
FR2882783B1 (fr) * 2005-03-07 2007-05-11 Renault Sas Dispositif de circulation d'huile pour moteur a combustion interne
DE102005023902B4 (de) * 2005-04-18 2007-12-06 Daimlerchrysler Ag Kurbelgehäuse, Ölkanalkern zur Herstellung eines Kurbelgehäuses und Verfahren zur Herstellung eines Kurbelgehäuses
JP4432899B2 (ja) * 2005-12-28 2010-03-17 トヨタ自動車株式会社 Ｖ型エンジンのｐｃｖシステム
DE102012012181A1 (de) 2012-06-19 2013-12-19 Daimler Ag Be- und/oder Entlüftungsvorrichtung für einen Verbrennungsmotor eines Kraftfahrzeugs
DE102013013647A1 (de) 2013-08-16 2015-02-19 Daimler Ag Schmier- und/oder Kühlmittelvorrichtung insbesondere zur Kühlung einer Brennkraftmaschine
JP6291240B2 (ja) * 2013-12-12 2018-03-14 ダイハツ工業株式会社 内燃機関

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2642052A (en) * 1952-10-25 1953-06-16 Caterpillar Tractor Co Engine crankcase breather and oil separator
DE1156277B (de) * 1959-07-04 1963-10-24 Porsche Kg Entlueftungsvorrichtung fuer Brennkraftmaschinen
EP0457051A1 (fr) * 1990-05-14 1991-11-21 Audi Ag Bâtiment cylindres-vilebrequin
DE4239108A1 (de) * 1992-11-20 1994-05-26 Opel Adam Ag Vorrichtung zur Entlüftung des Kurbelgehäuses einer Brennkraftmaschine mit V-förmig angeordneten Zylindern

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
US2493617A (en) * 1946-03-07 1950-01-03 Ford Motor Co Oil separator for crankcase vapors
FR2075754A5 (fr) * 1970-01-30 1971-10-08 Alfieri Maserati Officin
DE2108270A1 (de) * 1971-02-20 1972-08-24 Klöckner-Humboldt-Deutz AG, 5000 Köln Hubkolbenmaschine mit Ölabscheider
DE3331095A1 (de) * 1982-08-31 1984-03-01 Honda Giken Kogyo K.K., Tokyo Ansaugkruemmer fuer einem mehrzylindrigen motor
JPH0723531Y2 (ja) * 1988-10-18 1995-05-31 日産自動車株式会社 エンジンのブローバイガス還流装置
DE4012415A1 (de) * 1990-04-19 1991-10-24 Audi Ag Zylinderkurbelgehaeuse fuer eine fahrzeug-brennkraftmaschine
JP3166335B2 (ja) * 1992-10-08 2001-05-14 株式会社豊田自動織機製作所 内燃機関用の圧縮液化式オイルミスト凝結分離装置
US5542402A (en) * 1995-04-05 1996-08-06 Ford Motor Company Positive crankcase ventilation system with a centrifugal oil separator

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2642052A (en) * 1952-10-25 1953-06-16 Caterpillar Tractor Co Engine crankcase breather and oil separator
DE1156277B (de) * 1959-07-04 1963-10-24 Porsche Kg Entlueftungsvorrichtung fuer Brennkraftmaschinen
EP0457051A1 (fr) * 1990-05-14 1991-11-21 Audi Ag Bâtiment cylindres-vilebrequin
DE4239108A1 (de) * 1992-11-20 1994-05-26 Opel Adam Ag Vorrichtung zur Entlüftung des Kurbelgehäuses einer Brennkraftmaschine mit V-förmig angeordneten Zylindern

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (fr) * 1996-10-26 1998-04-30 Daimler Benz Ag Dispositif de reniflard pour le carter de vilebrequin d'un moteur a combustion interne
DE19703771C1 (de) * 1997-02-01 1998-06-25 Daimler Benz Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
EP0856644A1 (fr) 1997-02-01 1998-08-05 Daimler-Benz Aktiengesellschaft Dispositif de ventilation de carter d'un moteur à combustion interne
US5975065A (en) * 1997-02-01 1999-11-02 Daimler Chrysler Ag Venting arrangement for an internal combustion engine
WO2008010040A2 (fr) * 2006-07-18 2008-01-24 Toyota Jidosha Kabushiki Kaisha Structure de récupération d'huile d'un système de recirculation de gaz de soufflage et dispositif de récupération d'huile ayant la structure
WO2008010040A3 (fr) * 2006-07-18 2008-11-27 Toyota Motor Co Ltd Structure de récupération d'huile d'un système de recirculation de gaz de soufflage et dispositif de récupération d'huile ayant la 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 (de) * 2008-05-08 2009-11-12 Hengst Gmbh & Co.Kg Ölabscheider mit Siphon

Also Published As

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

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