EP1090210B2 - Procede de deshuilage des gaz de ventilation d'un carter de vilebrequin et dispositifs pour la mise en oeuvre de ce procede - Google Patents

Procede de deshuilage des gaz de ventilation d'un carter de vilebrequin et dispositifs pour la mise en oeuvre de ce procede Download PDF

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Publication number
EP1090210B2
EP1090210B2 EP00929385A EP00929385A EP1090210B2 EP 1090210 B2 EP1090210 B2 EP 1090210B2 EP 00929385 A EP00929385 A EP 00929385A EP 00929385 A EP00929385 A EP 00929385A EP 1090210 B2 EP1090210 B2 EP 1090210B2
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EP
European Patent Office
Prior art keywords
control element
cyclone
oil
cyclones
volume flow
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
EP00929385A
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German (de)
English (en)
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EP1090210B1 (fr
EP1090210A1 (fr
Inventor
Jürgen BUSEN
Sieghard Pietschner
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Ing Walter Hengst GmbH and Co KG
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Ing Walter Hengst GmbH and Co KG
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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
    • 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
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F01M2013/0066—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers in parallel
    • 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
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F01M2013/0427—Separating oil and gas with a centrifuge device the centrifuge device having no rotating part, e.g. cyclone

Definitions

  • the present invention relates to a device for deoiling crankcase ventilation gases of an internal combustion engine.
  • Devices of this kind are basically made, for example DE 31 28 470 A or DE 834 469 C known.
  • the known separation elements used for oil separation from the crankcase ventilation gases, cyclones in most cases have two determining operating variables, namely the separation efficiency and the differential pressure, which depend on the volume flow of the passed crankcase ventilation gas, the so-called blow-by gas.
  • a volumetric flow range results, in which both the separation capacity and the differential pressure of the separation element are optimally matched to the requirements of the internal combustion engine.
  • the volume flow of the crankcase ventilation gas is dependent on operating variables, such as load condition and speed, the associated internal combustion engine and the state of wear of the same. This results in the operation of an internal combustion engine such a large volume flow range that this disadvantage can not be covered with a single separation element, because the optimum operating state of the separation element is maintained only in a small area. In other areas, e.g. at low flow rates, the separation efficiency below a desired level or with correspondingly larger volume flows, the resulting differential pressure exceeds a still permissible value.
  • a device according to claim 1 or 4 is advantageously achieved that at low flow rates by appropriate control only one separation element is acted upon and that at large flow rates, the at least two separation elements are acted upon. It is of course possible to use three or four or more corresponding separation elements, which are each regulated so that the inflowing partial volume flow can be optimally cleaned by the oil droplets. With the device according to the invention is thus advantageously achieved that the separation efficiency and the differential pressure can always be kept in the optimum range, even in extreme operating conditions, such as overrun and / or excessive wear, the engine.
  • an excessively large volume flow can be conducted past the oil separation elements if this is permissible or desired in some operating conditions.
  • control element is arranged in each case directly in the gas inlet of the associated ⁇ labscheideelements and that means of the control element, the inlet cross section of the ⁇ labscheideelements between an open and closed position, preferably continuously or in several stages, is changeable.
  • control element and the additional control element each comprise a biased by weight or spring force in the closing direction valve ball, wherein the valve ball of the control element has a larger diameter than the Valve ball of the additional control element and wherein the two valve balls are connected by a coupling element for common adjustment.
  • the coupling element is a thin and lightweight rod connecting the two valve balls, which clearly forms an asymmetrical dumbbell with the two valve balls.
  • a flow 2 of the crankcase ventilation gases which is divided by branching into a partial stream 21 and a common control element 3 'in up to three partial streams 22, 23, 24, each flowing through an oil separator 1, whereupon the partial flows through corresponding Reconnect cable routing to a deoiled volume flow 2, which is to the right in the FIG. 1 is derived in the usual way, for example in the intake of the associated internal combustion engine.
  • a flow 2 of the crankcase ventilation gases which is divided by branching into a partial stream 21 and a common control element 3 'in up to three partial streams 22, 23, 24, each flowing through an oil separator 1, whereupon the partial flows through corresponding Reconnect cable routing to a deoiled volume flow 2, which is to the right in the FIG. 1 is derived in the usual way, for example in the intake of the associated internal combustion engine.
  • more or less of the four oil separation elements 1 available here are used.
  • the partial flows 21 to 24 do not have to be equal to one another, but in certain operating states they can be the associated internal combustion engine.
  • a volumetric flow 2 is divided by branching into four partial streams 21 to 24, wherein each partial flow 22 to 24 flows through a control element 3 and then through an oil separator 1, whereupon the four de-oiled streams 21 to 24 are brought together again.
  • FIG. 3 shows an embodiment in which the common volume flow 2 is first passed into a control element 3, wherein it is divided into two partial streams.
  • the one partial flow flows in the FIG. 5 down and then to the right through a bypass line 4, thus touching no ⁇ labscheideelement.
  • the other partial flow flows through an oil separation element 1 and on to a downstream control element 3, wherein again a division takes place as in the first stage.
  • a first partial flow flows into the bypass line 4 and the other partial flow through a ⁇ labscheideelement 1 and from there to a third control element 3.
  • FIG. 4 is a schematic representation of an embodiment of the device shown, the two parallel cyclones as ⁇ labscheide institute 1 and a single control element 3 has.
  • a flow 2 of oil droplets loaded crankcase gas From the raw side, ie from the crankcase of an internal combustion engine, not shown here, comes a flow 2 of oil droplets loaded crankcase gas.
  • the volume flow 2 is divided into two partial streams 21, 22.
  • the first partial flow 21 is a first, in the FIG. 6 Cyclone 1 shown above fed through the gas inlet 11.
  • Cyclone 1 shown above fed through the gas inlet 11.
  • the clean gas leaves the cyclone 1 up through a gas outlet 12, while the separated oil flows through the below provided oil outlet 13.
  • the first cyclone 1 no control element Since the first cyclone 1 no control element is connected upstream, it is constantly traversed by gas in the operation of the associated internal combustion engine.
  • the second cyclone 1 is acted upon by the second partial stream 22 of the crankcase ventilation gases.
  • This cyclone 1 is preceded by the control element 3, which is formed here by a preloaded in the closing direction ball valve 31. Due to the biasing force in the closing direction, the control element 3 is closed at low flow 2; only at a greater increase in the volume flow 2, the valve 31 opens due to the increasing volume flow, here the partial flow 22, for example by a force exerted by this on the valve ball force.
  • the second cyclone 1 which is in parallel to the first cyclone 1, now also opens FIG. 4 is shown below, flows through a partial flow of the crankcase ventilation gas.
  • the device operates both at low and at high flow in each case in a favorable separation region of the cyclones. 1
  • the gas to be purified passes through a gas inlet 11 into the cyclone 1.
  • the cleaned gas leaves the second cyclone up through a gas outlet 12; the separated oil also flows down into the oil outlet 13 and, together with the oil deposited in the first upper cyclone 1, is preferably returned to the oil sump of the internal combustion engine.
  • the partial flows 21, 22 are brought together again to form a common, now cleaned volume flow 2 and discharged, preferably into the intake tract of the associated internal combustion engine.
  • the oil outlets 13 of the oil separation 1 in a common oil reservoir, which connects directly to the oil outlets 13.
  • the oil collecting container via a valve, a so-called return valve, connected to the crankcase.
  • the non-return valve opens temporarily, so that the oil can flow into the crankcase.
  • the return valve can also be designed as a siphon. In order to prevent an undesirable gas flow through the oil outlet 13 of that oil separation element 1 whose gas inlet or gas outlet is closed by the control element 3, this oil outlet has 13 an additional control element 3 ", which can shut off or open the oil outlet 13 relative to the oil collecting container.
  • FIG. 5 The drawing shows in cross section an embodiment of a cyclone 1 with an upstream control element 3 in the form of a valve 31.
  • the valve 31 is here as a prefabricated unit in a pipe socket, which is in the course of the partial flow 22 to the gas inlet of the cyclone 1, installed, here pressed.
  • a valve plate By means of a spring, a valve plate is biased in the closing direction.
  • the partial flow 22 can, if the partial flow 22 is sufficiently large, the valve plate are lifted from the valve seat against the force of the spring, so that then the partial flow 22 passes through the control element 3 through the gas inlet 11 of the cyclone 1 and then flows through the cyclone 1 , In the center of the cyclone 1 is still a part of the gas outlet 12 can be seen.
  • FIG. 6 shows an example of a cyclone 1 as an oil separation element, in which a control element 3 is provided in the gas outlet 12 and an additional control element 3 "in the oil outlet
  • the gas to be cleaned passes through the gas inlet 11 located at the top left of the cyclone 1 Inside of the cyclone 1 and is set in a rotating flow in the oil droplets are deposited due to the centrifugal force on the inner surface of the cyclone 1 and flow down towards the oil outlet 13.
  • the cleaned of the oil droplets, purified gas flows in Center of the cyclone 1 up through a central dip tube 12 'in the direction of the gas outlet 12th
  • the control element 3 in the gas outlet 12 is formed here by a valve ball 32, which rests on an integrally formed on the upper end of the dip tube 12 'annular valve seat.
  • a second valve ball 33 is arranged, which closes the oil outlet 13 in its lower position, as in FIG. 6 is shown.
  • the valve ball 32 of the control element 3 and the valve ball 33 of the additional control element 3 "are mechanically connected to each other via a coupling element 34, here a straight thin and light rod, so that they perform each movement in the vertical direction together.
  • the upper valve ball 32 is designed with a larger diameter than the lower valve ball 33.
  • the upper valve ball 32 is designed with a larger diameter than the lower valve ball 33.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Separating Particles In Gases By Inertia (AREA)

Abstract

L'invention concerne un procédé de déshuilage des gaz de ventilation d'un carter de vilebrequin d'un moteur à combustion interne, dans lequel un élément séparateur d'huile (1), tel qu'un cyclone, est parcouru par les gaz de ventilation dudit carter, permettant ainsi de séparer les gouttelettes d'huile contenues dans ces gaz. Le procédé selon l'invention est caractérisé en ce que le flux volumique (2) des gaz de ventilation du carter de vilebrequin est subdivisé en au moins deux flux partiels (21, 22, 23, 24) et en ce qu'au moins un flux partiel est envoyé à travers au moins un élément séparateur d'huile (1), et en ce que la grandeur des deux flux partiels précités (21 - 24) est réglée en fonction de la grandeur du flux volumique (2). L'invention concerne en outre des dispositifs pour la mise en oeuvre de ce procédé.

Claims (10)

  1. Dispositif de déshuilage des gaz de ventilation de carter d'un moteur à combustion, présentant les caractéristiques suivantes :
    a) au moins deux éléments de séparation d'huile qui peuvent être traversés par les gaz de ventilation du carter et se présentent sous la forme de cyclones (1), les gouttelettes d'huile contenues dans les gaz de ventilation du carter pouvant être séparées dans les cyclones (1) et chaque cyclone (1) possédant une entrée de gaz (11), une sortie de gaz (12) et une sortie d'huile (13),
    b) des moyens pour diviser un débit volumique (2) des gaz de ventilation du carter en au moins deux débits volumiques partiels (21, 22, 23, 24), lesdits au moins deux cyclones (1) étant placés en aval desdits moyens,
    c) au moins un élément de régulation (3, 3') qui régule au moins un des débits volumiques partiels (21, 22, 23, 24) en fonction de la grandeur du débit volumique (2) qui lui parvient,
    d) ledit au moins un élément de régulation (3) est un élément passif qui peut être actionné directement par le débit volumique (2, 21 - 24) ou par une force exercée par celui-ci,
    e) aucun élément de régulation n'est associé à un premier cyclone (1), de sorte que le premier cyclone (1) est constamment traversé par les gaz de ventilation du carter pendant le fonctionnement du moteur à combustion,
    f) ledit au moins un élément de régulation (3) est fermé quand le débit volumique est faible et s'ouvre quand le débit volumique augmente et
    g) les sorties d'huile (13) des cyclones (1) débouchent dans un réservoir collecteur d'huile commun qui se raccorde directement aux sorties d'huile (13) et qui est relié à un carter du moteur à combustion par un clapet antiretour ou un siphon.
  2. Dispositif selon la revendication 1, caractérisé en ce que lesdits au moins deux cyclones (1) placés en aval sont montés en parallèle et en ce qu'un élément de régulation commun (3') est placé en amont des cyclones (1), lequel divise le débit volumique (2) des gaz de ventilation du carter en lesdits au moins deux débits volumiques partiels (21 à 24) en fonction de sa grandeur et amène ceux-ci auxdits au moins deux cyclones (1).
  3. Dispositif selon la revendication 2, caractérisé en ce que la sortie d'huile d'au moins un cyclone (1) comporte un élément de régulation supplémentaire (3") qui fait varier la section de sortie d'huile vers le réservoir collecteur d'huile entre une position ouverte et une position fermée, de préférence sans paliers ou en plusieurs paliers.
  4. Dispositif de déshuilage des gaz de ventilation de carter d'un moteur à combustion, présentant les caractéristiques suivantes :
    a) au moins deux éléments de séparation d'huile qui peuvent être traversés par les gaz de ventilation du carter et se présentent sous la forme de cyclones (1), les gouttelettes d'huile contenues dans les gaz de ventilation du carter pouvant être séparées dans les cyclones (1) et chaque cyclone (1) possédant une entrée de gaz (11), une sortie de gaz (12) et une sortie d'huile (13),
    b) des moyens pour diviser un débit volumique (2) des gaz de ventilation du carter en au moins deux débits volumiques partiels (21, 22, 23, 24), lesdits au moins deux cyclones (1) étant placés en aval desdits moyens,
    c) au moins un élément de régulation (3, 3') qui régule au moins un des débits volumiques partiels (21, 22, 23, 24) en fonction de la grandeur du débit volumique (2) qui lui parvient,
    d) lesdits au moins deux cyclones (1) placés en aval sont montés en série et
    e) un élément de régulation (3) est chaque fois placé en amont d'un cyclone (1), chaque élément de régulation (3) divisant le débit volumique qui lui parvient, en fonction de sa grandeur, en deux débits partiels, un de ces débits partiels parvenant au cyclone (1) placé en aval de l'élément de régulation (3) et l'autre débit partiel passant dans une conduite de dérivation (4) qui passe à côté du cyclone (1) placé en aval.
  5. Dispositif selon la revendication 4, caractérisé en ce que les sorties d'huile (13) des cyclones (1) débouchent dans un réservoir collecteur d'huile commun qui se raccorde directement aux sorties d'huile (13) et qui est relié à un carter du moteur à combustion par un clapet antiretour ou un siphon.
  6. Dispositif selon la revendication 4 ou 5, caractérisé en ce que ledit au moins un élément de régulation (3) est un élément passif qui peut être actionné directement par le débit volumique (2, 21 - 24) ou par une force exercée par celui-ci.
  7. Dispositif selon une des revendications 1 à 6, caractérisé en ce que l'élément de régulation (3) est chaque fois disposé directement dans l'entrée de gaz (11) du cyclone (1) associé et en ce que l'élément de régulation (3) permet de faire varier la section d'entrée du cyclone (1) entre une position ouverte et une position fermée, de préférence sans paliers ou en plusieurs paliers.
  8. Dispositif selon une des revendications 1 à 6, caractérisé en ce que l'élément de régulation (3) est chaque fois disposé directement dans la sortie de gaz (12) du cyclone (1) associé et en ce que l'élément de régulation (3) permet de faire varier la section de sortie de gaz du cyclone (1) entre une position ouverte et une position fermée, de préférence sans paliers ou en plusieurs paliers.
  9. Dispositif selon la revendication 8, caractérisé en ce qu'en plus de l'élément de régulation (3), un élément de régulation supplémentaire (3") est disposé chaque fois directement dans la sortie d'huile (13) du cyclone (1) associé, en ce que l'élément de régulation supplémentaire (3") permet de faire varier la section de sortie d'huile du cyclone (1) entre une position ouverte et une position fermée, de préférence sans paliers ou en plusieurs paliers, et en ce que l'élément de régulation (3) et l'élément de régulation supplémentaire (3") sont couplés de manière à pouvoir être réglés en commun.
  10. Dispositif selon la revendication 9, caractérisé en ce que l'élément de régulation (3) et l'élément de régulation supplémentaire (3") comprennent chacun une bille de clapet (32, 33) précontrainte dans la direction de fermeture par une force massique ou élastique, la bille de clapet (32) de l'élément de régulation (3) présentant un plus grand diamètre que la bille de clapet (33) de l'élément de régulation supplémentaire (3") et les deux billes de clapet (32, 33) étant reliées ensemble par un élément de couplage pour le réglage commun.
EP00929385A 1999-04-22 2000-04-19 Procede de deshuilage des gaz de ventilation d'un carter de vilebrequin et dispositifs pour la mise en oeuvre de ce procede Expired - Lifetime EP1090210B2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19918311 1999-04-22
DE19918311A DE19918311A1 (de) 1999-04-22 1999-04-22 Verfahren zur Entölung von Kurbelgehäuseentlüftungsgasen und Vorrichtungen zur Durchführung des Verfahrens
PCT/EP2000/003549 WO2000065206A1 (fr) 1999-04-22 2000-04-19 Procede de deshuilage des gaz de ventilation d'un carter de vilebrequin et dispositifs pour la mise en oeuvre de ce procede

Publications (3)

Publication Number Publication Date
EP1090210A1 EP1090210A1 (fr) 2001-04-11
EP1090210B1 EP1090210B1 (fr) 2003-09-17
EP1090210B2 true EP1090210B2 (fr) 2011-10-12

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EP00929385A Expired - Lifetime EP1090210B2 (fr) 1999-04-22 2000-04-19 Procede de deshuilage des gaz de ventilation d'un carter de vilebrequin et dispositifs pour la mise en oeuvre de ce procede

Country Status (6)

Country Link
US (1) US6684864B1 (fr)
EP (1) EP1090210B2 (fr)
JP (1) JP4033633B2 (fr)
BR (1) BR0006995A (fr)
DE (2) DE19918311A1 (fr)
WO (1) WO2000065206A1 (fr)

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EP1090210B1 (fr) 2003-09-17
BR0006995A (pt) 2005-04-12
DE19918311A1 (de) 2000-11-02
DE50003709D1 (de) 2003-10-23
WO2000065206A9 (fr) 2001-03-15
JP4033633B2 (ja) 2008-01-16
WO2000065206A1 (fr) 2000-11-02
JP2002543321A (ja) 2002-12-17
EP1090210A1 (fr) 2001-04-11
US6684864B1 (en) 2004-02-03

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