EP0732484B1 - 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
EP0732484B1
EP0732484B1 EP96101166A EP96101166A EP0732484B1 EP 0732484 B1 EP0732484 B1 EP 0732484B1 EP 96101166 A EP96101166 A EP 96101166A EP 96101166 A EP96101166 A EP 96101166A EP 0732484 B1 EP0732484 B1 EP 0732484B1
Authority
EP
European Patent Office
Prior art keywords
oil
return line
oil return
end wall
crank case
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
EP96101166A
Other languages
German (de)
English (en)
Other versions
EP0732484A1 (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.)
Mercedes Benz Group AG
Original Assignee
Daimler 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 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 after Preamble of claim 1.
  • DE 42 39 108 A1 describes a device for ventilation the crankcase of an internal combustion engine with a Oil separator, from which the separated oil via return channels into the oil sump in the oil pan.
  • the oil return channels are close to above the Bottom of the oil pan pulled down and ending in an arc, whose front opening is directed upwards.
  • DE-B 11 56 277 describes a ventilation device for internal combustion engines in which the crankcase in a gutter-shaped end wall with the housing space in Containing related recess.
  • This recess is one by an end part covering the housing closed ventilation duct added.
  • This vent channel is at its lower ends towards the crankcase open while roughly at the apex of the U-shaped Channel one also through a trough-shaped depression in the front wall on the one hand and the end part on the other formed branch line opens, which with the outside air communicates.
  • US-A-2,642,052 describes a venting device for the crankcase of an internal combustion engine with a Vent line through which the vent gases from the Crankcase the intake pipe of the internal combustion engine are feedable.
  • a vent line Oil separator with one located outside the crankcase Oil return line through which in the oil separator separated oil into an oil pan at the bottom of the crankcase is traceable.
  • Both the vent line with the oil separator as well as the oil return line are in a separate component that can be attached to the crankcase contain.
  • This component there is a in the lower area Collection chamber for returned oil into which the immerses the lower end of the oil return line 1.
  • This Oil collection chamber is connected via a channel to the interior of the Crankcase in connection.
  • DE-OS 21 08 270 is an internal combustion engine known from their crankcase space under increased pressure standing gases and oil vapors are derived. With this Crankcase ventilation is prevented in the Crankcase builds up and increases an increasing gas pressure Temperatures arise that lead to an explosive Oil vapor / air mixture for.
  • a vent line intended to discharge the ventilation gases from the crankcase. For environmental reasons, the Vent gases are not led outside, but the sucked in Air in the intake pipe of the internal combustion engine Combustion mixed and burned.
  • the intake pipe is provided with an oil separator which is in the vent gas separates entrained oil particles. The oil particles are collected and in via an oil return line returned an oil pan to the bottom of the crankcase.
  • the ventilation line, the oil separator and the oil return line are located on the side outside of the engine block Internal combustion engine and take up a large amount of space.
  • the oil return line must be and pipes and lines requiring assembly all necessary connection sections are established, taking assembly errors and wear during an extended period Motor operation can lead to leaks in the line.
  • the invention has for its object a generic Form the ventilation device so that the oil return line can be produced inexpensively, none additional installation space is required and is reliable and safe to install is.
  • the oil return line is expedient as one on the end wall molded channel, which is already at Casting the crankcase is taken into account. A labor intensive retrofitting the oil return line therefore unnecessary.
  • the oil return line can also be designed as a channel that is in one to the The front wall of the cast-on pipe is drilled.
  • the oil return line can also be designed as a channel that is in one to the The front wall of the cast-on pipe is drilled.
  • this version can be a small diameter oil return channel getting produced.
  • the oil return line is conveniently adjacent to one front side wall portion of the crankcase, which at least by the amount of the outer diameter of the oil return line protrude beyond the outside of the bulkhead can.
  • the oil return line in this version is from protrudes beyond the side of the wall; the Overall length of the crankcase is not affected.
  • the free end of the oil return line opens below the Oil level in the oil pocket, so that the excess pressure in the crankcase the oil in the oil return line to the hydrostatic Allows pressure equalization to rise; the overpressure in the crankcase is compensated so that the oil despite a lower pressure level in the oil separator can flow down through the oil return line.
  • the oil pocket is drained from the incoming oil the oil return line and filled with spray oil, which from Steering wheels in one on the crankcase subsequent control room is hosed. That from the Oil overflowing oil pocket arrives through the control room down in the oil pan.
  • One side wall of the oil bag is Expediently formed by a second rib on one Hood of the control housing is molded.
  • the oil separator has a particularly space-saving design be arranged on the top of the engine block, preferably about above the front wall of the crankcase.
  • the oil return line is appropriate through a recess in the top of the engine block in the Control room led; the oil return line can do this be designed to be completely straight down.
  • the internal combustion engine 1 shown in Fig. 1 is as supercharged diesel engine, which is advantageous in Commercial vehicles can be used.
  • the internal combustion engine 1 has cylinders 22a, 22b arranged in a V-shape Cylinder heads 17a, 17b on the valve covers 23a, 23b are put on.
  • the pistons of the cylinders 22a, 22b drive a crankshaft 18, which is guided in a crankcase 3 is.
  • the crankshaft 18 protrudes at one end beyond the engine block 15 containing the cylinders and drives in an adjacent to the crankcase 3
  • Control housing 4 (Fig. 2) via belts or chains or gears other units such as oil pump, injection pump, Camshaft and the like.
  • An oil pan 8 is provided on the bottom of the crankcase 3, which is used to lubricate all moving parts of the Crankcase and the control housing oil needed.
  • an oil vapor / air mixture under excess pressure that must be derived to the outside.
  • ventilation line 5 is provided, through which the vent gases (blow-by gases) from the Crankcase 3 are derived.
  • the vent gases are not led outside, but the intake pipe of the internal combustion engine for combustion mixed and burned.
  • the ventilation device 2 consisting of ventilation line 5, oil separator 6 and oil return line 7, so to design that the oil return line manufactured inexpensively no additional installation space is required and is functional and assembly safe, it is provided that the Oil return line 7 essentially on an end wall 9 the crankcase 3 is guided down to the oil pan 8.
  • the oil return line 7, which runs along the end wall 9 is expediently guided vertically downwards is as short as possible executed and consists essentially of an the straight wall led the end wall. It will no pipes and lines that are expensive to manufacture and assemble including their connecting parts to be sealed needed; the risk of leaks as a result This reduces assembly errors or wear.
  • Oil separator 6 on the top 16 of the engine block 15 of the Internal combustion engine 1 is arranged.
  • the expedient in the area Oil separator arranged on one end face of the engine block 6 thereby increases neither the length nor the Width of the engine block; the overall height of the engine block remains also essentially unchanged since the amount of Oil separator about the height of the top 16 of the Engine blocks 15 projecting cylinders 22a, 22b inclusive the cylinder heads 17a, 17b and the valve cover 23a, 23b corresponds.
  • the oil separator 6 based on the oil pan 8 arranged significantly higher and this height difference as potential energy for the return of the oil from the oil separator through the oil return line can be used.
  • a filter 20 is provided in the oil separator 6, which contains the oil droplets filtered out of the stream of vent gases. Seen in the direction of flow 21, there is an oil separator 6 in front of the filter 20, on the side facing the crankcase Side, a higher pressure than behind the filter 20. Due to flow the separated oil settles on the back of the filter 20 on which the lower pressure of the Intake pipe, not shown, prevails. That from the Back of the filter 20 dripping oil is collected and via a short crosspiece 7a of the oil return line 7 the oil separator 6 discharged.
  • the cross piece 7a opens into a vertically extending part 7b of the oil return line 7, through a recess designed as a bore 19 passed down through the top 16 of the engine block 15 is.
  • Oil return line 7 ends below the oil level the oil pocket 14, so that in the end region of the oil return line 7 a siphon is formed, in which the oil for Pressure equalization can rise until the overpressure in the crankcase 3 from the hydrostatic pressure of the oil column in End region of the oil return line 7 is compensated. From Oil separator 6 oil that continues to flow is therefore not by an opposing higher pressure in its flow with special needs.
  • Oil pocket 14 is arranged slightly above the oil pan 8, ensuring that the spray oil is the Crankshaft, the camshaft and other steering wheels in the oil bag 14 can get.
  • Oil return line 7 is expedient according to FIG. 2 the outside 24 facing away from the crankcase interior 11 the end wall 9 arranged; the oil return line 7 can formed as a channel 10 cast onto the end wall 9 be. According to another advantageous embodiment it is provided that the channel 10 as one on the end wall 9 cast pipe is executed, in which to form the Channel a hole is made.
  • the oil return line 7 is located expediently adjacent to one of the two front side wall sections 25 of the crankcase 3, the side wall portions at least by the amount of the outside diameter d of the oil return line 7 via the outside 24 of the Extend end wall 9.
  • the Sidewall sections 25 by the amount b on the outside 24 of the end wall 9 axially, the amount b being greater is as the outer diameter d of the oil return line 7.
  • the axial length of the crankcase 3 even if the oil return line is arranged on the outside 7 not increased.
  • the oil pocket 14, the spray oil from the control room 4 and of oil flowing from the oil separator is, as is the oil return line 7 on the outside 24 of the end wall 9 arranged.
  • the lower leg of the rib 26 abuts the side wall portion 25, through which another wall of the oil pocket is formed is.
  • One of the side walls of the oil bag 14 is from the Outside 24 of the end wall 9 formed; the opposite Side wall is of a second, on the hood 12 of the Control housing 4 formed rib 27 is formed.
  • Fig. 3 which is a view along the section line III-III of FIG.
  • the second rib 27 is the same as the first rib 26 approximately L-shaped and in particular in one piece with the Hood 12 trained.
  • the rib 27 corresponds in its Width and height of the rib 26; the depth may vary Capacity of the oil bag 14 can be varied.
  • the oil return line can also be used as Prefabricated pipe inserted and along the front wall be performed.
  • the ventilation device can also be used in Otto engines be used as a naturally aspirated engine or with turbochargers are executed.

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)

Claims (8)

  1. Dispositif d'évent pour le carter de vilebrequin d'un moteur à combustion interne, en particulier d'un moteur Diesel dans un véhicule utilitaire, comportant une conduite d'évent (5) par laquelle les gaz à évacuer du carter (3) peuvent être amenés au conduit d'admission du moteur à combustion interne (1), comportant un séparateur d'huile (6) disposé sur la conduite d'évent et une conduite de retour d'huile (7) qui est disposée à l'extérieur du carter (3) et par laquelle l'huile déposée dans le séparateur d'huile (6) peut être ramenée dans une cuvette d'huile (8) située au fond du carter (3), la conduite de retour d'huile (7) étant disposée sur la face extérieure (24) du carter (3) et passant vers le bas jusqu'à la cuvette d'huile (8) et l'extrémité libre (13) de la conduite de retour d'huile (7) étant immergée dans une chambre d'huile qui se trouve au-dessus de la cuvette d'huile (8),
       caractérisé par le fait que la chambre d'huile est conçue sous forme d'une poche d'huile (14) et qu'elle est disposée contre la face extérieure (24) de la paroi frontale (9) du carter de vilebrequin (3) de façon que la poche d'huile (14) soit limitée par la face extérieure (24) de la paroi frontale (9) et par une nervure (26) formée contre celle-ci et que la poche d'huile (14) soit ouverte vers le haut.
  2. Dispositif d'évent selon la revendication 1,
       caractérisé par le fait qu'à la paroi frontale (9) du vilebrequin (3) se raccorde le capot (12) d'un carter de distribution (4) et qu'une paroi latérale de la poche d'huile (14) est formée par une deuxième nervure (27) venue de moulage sur le capot (12) du carter de distribution (4).
  3. Dispositif d'évent selon la revendication 1 ou 2,
       caractérisé par le fait que la conduite de retour d'huile (7) est conçue sous forme d'un canal (10) venu de moulage contre la paroi frontale (9).
  4. Dispositif d'évacuation selon l'une des revendications 1 à 3,
       caractérisé par le fait que la conduite de retour d'huile (7) est conçue sous forme d'un canal (10) réalisé sous forme d'un perçage dans une pipe venue de moulage contre la paroi frontale (9).
  5. Dispositif d'évent selon l'une des revendications 1 à 4, caractérisé par le fait que la conduite de retour d'huile (7) passe près d'un tronçon avant (25) de la paroi latérale du carter de vilebrequin (3).
  6. Dispositif d'évent selon la revendication 5,
       caractérisé par le fait que le tronçon (25) de paroi latérale dépasse, au-delà de la face extérieure (24) de la paroi frontale (9), d'au moins une valeur (b) correspondant au diamètre extérieur (d) de la conduite de retour d'huile (7).
  7. Dispositif d'évent selon l'une des revendications 1 à 6,
       caractérisé par le fait que le séparateur d'huile (6) est disposé sur la face supérieure (16) du bloc-moteur (15) du moteur à combustion interne (1), de préférence à peu près au-dessus de la paroi frontale (9) du carter de vilebrequin (3).
  8. Dispositif d'évent selon la revendication 7, caractérisé par le fait que la conduite de retour d'huile (7) passe en ligne droite vers le bas par un évidement (19) prévu dans la face supérieure (16) du bloc moteur (15).
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
DE19508967A DE19508967C2 (de) 1995-03-13 1995-03-13 Entlüftungsvorrichtung für das Kurbelgehäuse einer Brennkraftmaschine
DE19508967 1995-03-13

Publications (2)

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

Families Citing this family (16)

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DE19608066C1 (de) * 1996-03-02 1997-06-05 Daimler Benz Ag Kurbelraumentlüftung für eine Brennkraftmaschine
DE19644526C2 (de) * 1996-10-26 1999-11-18 Daimler Chrysler Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
DE19703771C1 (de) 1997-02-01 1998-06-25 Daimler Benz Ag Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine
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
JP4162020B2 (ja) 2006-07-18 2008-10-08 トヨタ自動車株式会社 ブローバイガス還元装置のオイル回収構造
DE102008022818A1 (de) * 2008-05-08 2009-11-12 Hengst Gmbh & Co.Kg Ölabscheider mit Siphon
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

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US2493617A (en) * 1946-03-07 1950-01-03 Ford Motor Co Oil separator for crankcase vapors
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
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
DE4015409C1 (fr) * 1990-05-14 1991-06-13 Audi Ag, 8070 Ingolstadt, De
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
DE4239108A1 (de) * 1992-11-20 1994-05-26 Opel Adam Ag Vorrichtung zur Entlüftung des Kurbelgehäuses einer Brennkraftmaschine mit V-förmig angeordneten Zylindern
US5542402A (en) * 1995-04-05 1996-08-06 Ford Motor Company Positive crankcase ventilation system with a centrifugal oil separator

Also Published As

Publication number Publication date
US5622156A (en) 1997-04-22
DE19508967C2 (de) 1997-04-03
EP0732484A1 (fr) 1996-09-18
DE19508967A1 (de) 1996-09-19
DE59600465D1 (de) 1998-10-01

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