EP1272743B1 - Verfahren und vorrichtung zum behandeln der kurbelwellengehauseabgase - Google Patents

Verfahren und vorrichtung zum behandeln der kurbelwellengehauseabgase Download PDF

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Publication number
EP1272743B1
EP1272743B1 EP00916726A EP00916726A EP1272743B1 EP 1272743 B1 EP1272743 B1 EP 1272743B1 EP 00916726 A EP00916726 A EP 00916726A EP 00916726 A EP00916726 A EP 00916726A EP 1272743 B1 EP1272743 B1 EP 1272743B1
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EP
European Patent Office
Prior art keywords
emissions
flow
crankcase
engine
outlet
Prior art date
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Expired - Lifetime
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EP00916726A
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English (en)
French (fr)
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EP1272743A1 (de
Inventor
Desmond Knowles
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Vortex Automotive Corp
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Vortex Automotive Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0433—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a deflection device, e.g. screen

Definitions

  • the present invention relates to an enhanced and self sustaining system for the management of the internal combustion engine's crankcase, crankcase emissions and engine lubricating oil, more particularly a sequential method and apparatus for reducing crankcase operating pressures, removing contaminates from the crankcase, prolonging engine lubricating oil life and cleansing the crankcase emissions flow, including a bi-functional remote collector for residuals storage and maintenance of volumetric efficiency for the inventive apparatus. Additionally, the invention optimally relates to a method and apparatus to evenly distribute the cleansed emission flow to the engine's intake manifold air runners, and a method and apparatus to maintain an operable negative pressure to the PCV system at wide open engine throttle.
  • Engine oil is basically contaminated and degraded by the following: a) engine piston(s) blow-by (undesirable bi-products of engine combustion, a portion of which escapes past the pistons and piston rings into the crankcase) comprising fuel soot, partially burned and unburned fuel, steam and various gases and acids; b) foreign liquids, abrasive silicones (dirt), engine component wear particles and oil oxidation by-products; c) the emulsification of the foreign liquids with chemical elements common to the oil e.g., sulfur combines with liquids and elevated engine temperatures to produce corrosive sulfuric acid.
  • crankcase pressures increase accordingly and can force oil past engine gaskets and seals.
  • the condition also facilitates the ejection of oil from the engine crankcase via the aspiration conduit fouling the air cleaner, culminating in elevated carbon monoxide emissions.
  • oil is vented along with the contaminated crankcase emission vapours, migrating via the PCV system and engine intake manifold en route to the engine combustion chambers, adversely fouling the combustion process. Again, this results in undue component related wear and a higher percentage of piston blow-by entering the crankcase.
  • Relevant PCV problems will be referred to later in this document. This phenomena continues to compound itself with every engine revolution. Increased fuel consumption; loss of engine power; elevated exhaust emissions and a host of other engine operating problems result.
  • An additional compounding factor is the human element, and is a real world problem, in that many owner/operators do not regularly change their engine oil and filter as per OEM specified. They simply top-up the engine oil, sometimes to excess. Resultant problems are similar in nature to the aforementioned.
  • crankcase emissions from internal combustion engines must be recirculated back to the engine's air-fuel induction system for recombustion in the piston chambers.
  • the return flow of the emissions is normally through the oil return lines extending between the crankcase and the engine's valve or cam covers, and from the valve or cam covers through an external hose or tube to the engine's intake manifold where the emissions are blended with the air-fuel mixture from the carburetor/fuel injectors (in normally aspirated engines) for delivery to the combustion chambers.
  • a positive crankcase ventilation (PCV) valve controls the flow of crankcase emissions into the fuel-air induction system, normally in response to engine running speeds.
  • the PCV (Positive Crankcase Ventilation) valve is usually located in one of three engine locations: 1) at the engine crankcase vent in the valve/cam covers; 2) in line with the return conduit; or 3) screwed directly into the engine intake manifold.
  • the valve meters and blends the flow of contaminated crankcase emissions into the engines air/fuel delivery system (intake manifold) in response to existing negative pressures within the manifold at various engine load requirements.
  • the path of the emissions from the crankcase via the PCV valve/system, intake manifold and combustion chamber (where they undergo a change of state) and partially re-enter the crankcase as piston blow-by, is the secondary engine cycle of wear and contamination.
  • the PCV valve is also intended to arrest a dangerous back flow condition to the crankcase that could arise as a result of an engine intake manifold backfire. This could cause a crankcase explosion.
  • crankcase emissions The source and nature of crankcase emissions is well known and need not be discussed in further detail. Suffice is to say that in addition to unburned and partially burned fuel and volatile gases that are desirably recycled for combustion, the emissions also include a number of entrained contaminants that, even if combusted, are harmful to the engine or the environment or both. To the extent that the contaminants are combusted, they are exhausted from the engine as harmful pollutants. On the way in and out of the engines combustion chamber(s) they impair the function of critical engine components including critical emission controls such as the oxygen sensor and catalytic converter(s).
  • Bush in U.S. Patent 4,089,309 describes an open crankcase emission device that requires the use of an auxiliary air intake structure 43 that draws outside ambient air into the device for initial cooling of crankcase emissions.
  • This introduces uncalibrated oxygen into the PCV system which, as previously indicated, is detected by the oxygen sensor utilized in today's computerized engine management systems and causes the system to inject fuel that is surplus to requirement.
  • Bush in a later U.S. patent 4,370,971, abandons the previous system configuration in favour of repositioning the system between the PCV valve 27 and the intake manifold entry port 36. In doing so, Bush not only retains the auxiliary air intake structure 69 with attendant problems but also subjects the whole configuration to a negative pressure environment.
  • Costello A similar approach is taught by Costello in US Patent 5,190,018 to that of Bush in US Patent 4,370,971.
  • Costello's device is similar in structure, operation and disposition to that of Bush, with all the attendant disadvantages, including creating an uncalibrated increase in the volume of the engines intake manifold.
  • Dickson discloses an apparatus which uses a pressure control assembly to separate oil and agglomerate contaminant particles.
  • the pressure control assembly does most of the separation, with the agglomerated particles being later removed from the air by a filter element which retains the particles.
  • Crankcase emissions enter the separator and then move through a pressure control assembly with a gate on which the oily contaminated crankcase emissions impinge for separation of the oil.
  • the assembly includes a variable orifice agglomerater which agglomerates contaminated particles in the emissions to form larger particles. These particles are then passed through a filter where they are captured. The filter is then periodically replaced. Clogging of the filter however will be relatively rapid so that the apparatus will require frequent service intervals.
  • a self sustaining crankcase management system capable of removing contaminants from the crankcase, crankcase emissions and engine lubricating oil is important to maintaining and protecting OEM component and oil manufactures design efficiencies. These corrective steps help preserve and prolonged fuel efficiency, overall engine performance and exhaust emission standards.
  • the contaminant removal steps reduce the presence of foreign liquids, reduce the formation of residual corrosives and negate the existence of constituents to sludge build-up. The process would further mitigate the existence of the primary and secondary cycles of wear and contamination and allow uncombusted volatiles and ketones to migrate beyond the crankcase management system to the engine combustion chamber(s) via the PCV system and intake manifold.
  • a method of treating crankcase emissions from an internal combustion engine is characterised in that said cleansing operation includes the step of carrying out a plurality of expansion and compressions of the emissions flow to promote separation of the contaminants.
  • Apparatus for treating crankcase emissions from an internal combustion engine comprising a first housing (230) having an inlet (210) for the inflow of crankcase emissions, an outlet (218) for the return flow of treated emissions to the engine for combustion therein and drain means (236) for drainage of non-gaseous contaminants separated out from said crankcase emissions, a second housing (240) disposed in said first housing, said second housing including an inlet (242) in fluid communication with said inlet in said first housing, and an outlet (249) in fluid communication with both said outlet and said drain means in said first housing and treatment means disposed in said second housing for subjecting the crankcase emissions flowing therethrough to cleaning operations for separation of said non-gaseous contaminants from said emissions.
  • Apparatus for treating crankcase emissions from an internal combustion engine according to the present invention is characterised in that said treatment means comprise means to compress and expand the emissions flow a plurality of times to promote separation of the contaminants.
  • FIG. 1 With reference to Figure 1, there is shown a conventional engine layout coupled to the present separator 200 used for separating crankcase emissions into liquid, solid and gaseous fractions and for collecting the non-gaseous fractions while recycling the gaseous fractions.
  • the engine shown is a relatively low tech push rod, carbureted engine, still in common use particularly in fleet vehicles.
  • the present invention however is equally suited for use with more modem fuel injected, overhead cam, computer managed engines.
  • engine 10 includes a crankcase 20, an oil return line 100 that channels crankcase emissions to the interior of a valve cover 30 and a connector 35 on the valve cover for a conduit 110 that directs the emissions to separator 200.
  • the emissions are forced by positive pressure in the crankcase into conduit 110.
  • This conduit preferably has an enlarged inner diameter (I.D.) for maximum non-restrictive fluid flow to the inlet of separator 200.
  • I.D. inner diameter
  • the second enlarged I.D. conduit 120 is a return conduit for cleansed emissions.
  • a third and smaller optional conduit 220 transfers filtered, pre-calibrated cooler non-ambient air, selectively sourced downstream from the throttle valve/valves, to an aerodynamically designed vortex generator and diffuser 222. Conduit 220 may alternatively draw air upstream of the throttle valve/valves and downstream of the mass air-flow sensor when one is present.
  • separator 200 is described as being mounted externally of the engine and in communication with the engine's crankcase through a connector in a valve cover. It is contemplated however that the separator could be internally installed, such as within the valve cover itself, and communication with the crankcase could be provided by a different connection point for example a dedicated check valve or coupling on the engine block. It is further contemplated that the separator could be constructed as an integral engine component or subsystem.
  • the separator 200 of the present invention is shown in greater detail in Figure 2 and includes a main housing 230 and a cartridge 240 therein which preferably is consumable and replaceable.
  • a closure cap 233 is secured to the open top of main housing 230 by means of threads 234.
  • O-rings 237 and 238 provide sealing between housing 230 and cap 233 and between shoulder 243 on cartridge 240 and the cap, respectively.
  • the inlet port 210 defines a diffusion chamber 216 intermediately downstream of its inlet.
  • This diffusion chamber 216 can include a port 214 for the insertion and placement of a diffuser 222.
  • the diffuser includes an outlet 224 that allows filtered, cooler non-ambient calibrated air from conduit 220 to admix with the crankcase emissions as they flows past into cartridge 240.
  • An exit port 218 through cap 233 similar in configuration to inlet port 210, permits cleansed portions of the emissions flow to be directed back to the intake manifold of the engine via conduit 120 and one way PCV check valve 126 seen most clearly in Figure 1.
  • Main housing 230 advantageously includes at its lowermost end a concave floor 235 which communicates with an exit drain 236 leading to a collection vessel 400.
  • Inner wall 231 of main housing 230 includes a plurality of support brackets 238 for cartridge 240. The brackets are spaced equidistantly about interior wall to support the cartridge above floor 235.
  • Main housing 230 may be optionally elongated to compensate for the absence of a drainage collector and/or drainage service unit as will be described below.
  • Cartridge 240 separates/fractionates the incoming crankcase emissions into liquid, solid and gaseous portions, the liquid and solid portions being decelerated, condensed and separated both in the cartridge and in a cassette 250 within cartridge 240 and then drained away. Cleansed fractionated emissions are meanwhile permitted to flow toward exit port 218 for exit from the housing via enlarged conduit 120.
  • vacuum produced in the intake manifold when the engine is operating coupled with positive pressure in the crankcase, causes the crankcase emissions to be forced into separator 200.
  • Venturi 212 formed in inlet port 210 accelerates the flow of emissions received from conduit 110. Inlet venturi 212 also assists in maximizing the flow of crankcase emissions from the crankcase through conduit 110, due to a slight drop in temperature of the emissions as they pass through the venturi.
  • Diffuser 222 is located centrally in chamber 216 to ensure that the calibrated non-ambient air from outlet 224 is introduced centrally into the emissions flow, rather than permitting this air to flow down the wall of the cartridge inlet conduit 242.
  • diffuser outlet 224 is centrally located in the diffuser's lower surface where it comprises a minute orifice. This specific positioning in conjunction with turbulent vortices generated downstream of the diffuser enhances the oxidization and condensation of the emissions.
  • Diffuser 222 is triangular in transverse cross-sectional shape, with its apex pointed up into the laminar flow of entering emissions. Laminar flow of emissions passing around the diffuser will break up on both sides of the diffuser, generating downstream turbulence and probably inter-molecular collisions. Therefore greater kinetic energy is produced via these generated turbulent vortices, to enhance cooling of the emissions flow. As a result, heavy hydrocarbon and foreign matter emissions are reduced to a liquid state, and pass through vortex generator 244 to an expansion chamber 245 in cartridge 240.
  • Conduit 242 connects an upper venturi 243' with vortex generator nozzle 244. Emissions passing through conduit 242 are reaccelerated, straightened and marginally cooled. Vortex generator nozzle 244 produces large turbulent flow vortices within the emissions flow entering primary expansion chamber 245, enhancing kinetic energy within the emissions flow.
  • separator 200 there are three expansion chambers: two within cartridge 240, namely chambers 245 and 248; and one 258 within the removable cassette 250 that fits concentrically into cartridge 240 and which will be described in greater detail below.
  • the number of chambers may however vary up or down and there is described below an embodiment having four such expansion zones.
  • Primary expansion chamber 245 is bounded on its sides and upper surface by the surrounding walls 246 of cartridge 240 and on its lower surface by a solid circular conic baffle 251.
  • Baffle 251 is the uppermost component of cassette 250 and is connected to the cassette by means of a threaded connection 253 to a drain tube 259 that passes axially through the cassette's centre and acts as a spine interconnecting the cassette's components.
  • the baffle generates reverse vortex motion back into the incoming emission vortices generated by vortex generator nozzle 244.
  • Baffle 251 also serves to protect the cassette's downstream components from direct and excessive contamination by the turbulent emissions flow entering chamber 245.
  • Condensates tend to form in oil and moisture droplets of water, fuel, coolant,/antifreeze, tar, varnishes and other crankcase contaminants that drain down cartridge wall 246 and over the lip 252 of baffle 251 to collect in the annular space 265 beneath the baffle and between the cartridge wall 246 and the opposed wall 266 of the cassette. Further downward drainage is prevented by O-ring's 268 that seals between the cartridge and the cassette. Fluid that collects in this area flows into concentric drain tube 259 via 2 or 3 radial drain lines 256 that open at one end through cassette wall 266 and at the other end into the drain tube. The placement of the radial drain lines can most easily be seen from Figure 3 which is a plan view of the cassette's upper surface immediately below the baffle. The drain tube itself directs the condensates to the bottom of the cartridge and from there the residuals flow through drain 236 into a collector 400 ( Figure 1).
  • cassette 250 comprise, from top to bottom, baffle 251, a venturied velocity stack compression head 254, expansion chamber 258, wire mesh screen 257, gas deceleration and condensation element 261, and exhaust skirt 267.
  • Residual liquids condensed in expansion chamber 245 are, as aforesaid, drained away through lines 256 and 259 and therefore effectively by-pass the cassette, preventing it from becoming overly gummed up.
  • Compression head 254 is situated beneath baffle 251 and is separated from the baffle by a shoulder 253 on the baffle's lower surface.
  • the expanded emissions from chamber 245 flow into this space and into a plurality of velocity stacks 255 formed through the compression head.
  • the placement of these stacks is best seen from Figure 3 where it will be seen that they are arranged to avoid interference with radial drains 256.
  • the velocity stacks themselves are substantially funnel-shaped to compress the remaining emissions flow.
  • the emissions emerging from the stacks are then expanded somewhat into expansion chamber 258 before flowing through wire mesh matrix screen 257 located above deceleration and condensation element 261.
  • the screen provides a supplemental emissions impingement surface for additional condensation of residuals.
  • Deceleration and condensation element 261 advantageously comprises a primary packing of inert particles such as glass beads, each being 3-4 mils in diameter.
  • a secondary packing of smaller diameter glass beads interfaces with the primary packing to further decelerate and condense undesirable heavy hydrocarbons and foreign matter from the flow.
  • the beads can be perforated and other particulates, or fibres, can be used. This step is preparatory to the light hydrocarbons and volatiles being fractionated from the heavy hydrocarbons and foreign matter as the emissions emerge into succeeding expansion chamber 248.
  • Packing 261 can also act as a flame arrester in the event of an engine backfire through the intake manifold.
  • Cassette 250 terminates at exhaust skirt 267 which confines the glass beads within the packing.
  • contaminates are transferred to gravity collector 400 through drain 236 of main housing 230 and the remaining gaseous emissions flow travels around cartridge terminus 249 and upward between inner wall 231 of main housing 230 and the outside wall of cartridge 240. Travel of the emissions through this annulus 270 provides yet another opportunity for condensation of undesirable residuals that flow back down the annulus to the bottom of the separator for drainage.
  • the lower end of annulus 270 is provided with a screen 271 ( Figure 4) so that the annular space above the screen can be filled or partially filled with additional glass beads 260. These beads can rise or fall in the annulus depending upon the level of suction induced by the engine's intake manifold acting through conduit 120. This can maximize the exposure of their surface area to the emissions for a final cleansing impingement.
  • main housing 230 Within the entire assembly represented by the main housing 230, a vaporization effect of remaining volatiles is believed to take place. This thermal vaporization is due to the insulating characteristic of the main housing 230, relative to encased inner cartridge 240 and cassette assembly 250. Heat is derived from the convectional flow of hot engine crankcase emissions throughout the assembly. From this convectional flow, heat is absorbed via conduction of all exposed interior surfaces. This absorbed or conducted heat facilitates, through radiation, the vaporization of volatiles contained within the heavy hydrocarbons.
  • FIG. 5 depicts a normal high vacuum condition in the intake manifold at partially open throttle. As the throttle progressively opens as shown in Figure 6, vacuum diminishes, affecting the operational efficiency of the PCV system.
  • a negative pressure generator 130 is introduced to the interior of the intake manifold. This generator, which is the outlet into the intake manifold for the cleansed emissions delivered through conduit 120 from separator 200, produces a venturi effect at the high dynamic flow rates prevailing at open throttle settings, creating in effect a vacuum in its own wake. This draws in the cleansed emissions to maintain operation of the PCV system and ambient air-flow throughout the engine crankcase at high engine speeds.
  • This negative pressure generating function is largely inoperative and unneeded when vacuum exists in the intake manifold at lower throttle settings. The resultant function of maintained crankcase aspiration assists in cooling and preserving crankcase lubricants and engine components under extreme operating load conditions.
  • FIG 10 depicts the details of gravity collector 400. It is connected to drain 236 of main housing 230 by means of conduit 270 for collection and storage of removed contaminants.
  • the gravity collector 400 has an optional drainage service unit 500 (Figure 11) which may also be installed.
  • collector 400 is not only to receive residuals from separator 200, but also to maintain pressure reduction and pressure equalization with the engine's crankcase. It comprises a main housing 402 and a housing closure 404 threaded thereto. O-ring 405 seals the housing and cap together.
  • the collector may be disposed horizontally or vertically in the engine compartment, alongside the crankcase, sub-frame or wherever space permits at an elevation below drain 236. Both inlet 406 and outlet 408 are offset from the center of the cap to facilitate access and ease of installation of conduits 270 and 420 respectively in the cramped quarters of the engine compartment and/or vehicle chassis. Inlet nipple 406 protrudes inwardly into the container chamber. It is of enlarged diameter, relative to outlet 408.
  • Scavenge line 410 is open-ended permitting access to residuals, should the collector 400 be set horizontally.
  • Gravity drain plug 412 is set on the bottom, adjacent the scavenge line 410.
  • Fluid level sensor 413 is set within cap 404, whereupon it may correctly gauge the fluid level whether the collector is set vertically or horizontally.
  • Conduit 420 being interconnected to scavenger line 410 via outlet nipple 408 leads scavenged residuals from the collector 400 to interconnecting nipple 604 of coupler 600.
  • the gravity collector 400 is provided with an ambient air vent conduit 422 originating on coupler 600 at the ambient air vent nipple 606.
  • the nipple has a vent nipple cap 606'.
  • the vent conduit 422 terminates in the cap at vent nipple 414.
  • a check valve coupler 600 Connecting the collector 400 to portable drainage service unit 500 is a check valve coupler 600.
  • This coupler is positioned on a header panel at the front of the engine compartment or wall bracket and is provided with nipples 602-604.
  • the housing 502 of service unit 500 is provided with a hermetically sealed cap 504 which contains a check valve 508 and a vacuum source nipple 510, said nipple having a dust cap 510'.
  • Element 512 comprises a retractable dump spout which is self-sealing under the influence of negative pressure.
  • Inlet nipple 506 of drainage service unit 500 is interconnected via conduit 520 to nipple 604 of coupler 600.
  • Outlet nipple 510 of drainage service unit 500 is interconnected via conduit 530 to a preselected vacuum source at the engine intake manifold to periodically empty collector 400.
  • the basic method and apparatus herein may function independently of the drainage service unit 500. Its inclusion is optional.
  • Such a drainage service unit might not be adapted to diesel engines as most lack an engine vacuum source but the collector 400 may be drained to the same effect.
  • FIG. 12 to 17 showing the preferred embodiment of the present separator which is somewhat simplified in construction for more efficient manufacturing, particularly if the unit is to be made from plastics.
  • This embodiment is, in its main features, the same as the embodiment described above with reference to Figures 1 to 4 with the principle exception being that cassette 250 is eliminated as a discrete element and is instead integrated into cartridge 240 for a more economical and simplified construction. The following description is therefore limited to the more significant differences between the two embodiments.
  • inlet port 210 and exit port 218 are straight, lacking the integrated elbows in the inlet and exit ports of the separator shown in Figure 2. Rather, relatively inexpensive radiused elbows 195 can be used that can be either friction fit or clamped to the ridged outer surfaces of ports 210 and 218. This also allows the elbows to be turned in the direction of conduits 110 and 120 to minimize unnecessary bends and crimps in these lines.
  • the inlet port may still enclose a diffuser 222 as best seen in Figure 13, the diffuser being supported in a cradle 227 located in the widened throat 228 of inlet 210.
  • the lower edge 229 of the cradle is camphered to nest into the correspondingly camphered upper venturi 243'.
  • Diffuser 222 if present, provides the same function as described above although in this embodiment, the diffuser is not adapted to discharge calibrated air from the intake manifold into the emissions flow. The triangular diffuser therefore merely generates turbulence. If such air is to be introduced into the emissions flow, the diffuser described above including outlet 224 can be substituted.
  • the lower surface of expansion chamber 245 is bounded by a conic baffle 251.
  • the baffle shown most clearly in Figure 14 displays greater pitch along its sloped sides and is connected to the compression head 254 itself by a snap fit between sleeve 248 on the baffles' lower side and a circular stem 249 extending upwardly from the head's upper surface.
  • baffle The purpose of the baffle is to generate reverse vortices back into expansion chamber 245 to promote condensation of liquid contaminants via collision.
  • the condensates drain down inner walls 246, past the baffle's lip 252 and into the annular space 265 beneath the baffle and between cartridge wall 246 and the opposed shoulder 266 of compression head 254.
  • O-ring's 268 are eliminated and instead, wall 266 is extended to include a lower surface 266' so that annular space 265 is now a self-contained trough extending completely around the upper periphery of the compression head.
  • the top of wall 266 is bevelled as shown at 269 which, in co-operation with the upward flare of lip 252 on baffle 251, provides a peripherally extending conically-shaped opening or venturi 279, shown diagrammatically in Figure 14 by broken lines, into an expansion area or chamber 275 between the baffle's lower surface 276 and an upper surface 277 of compression head 254.
  • the emissions flow is then once again compressed and accelerated as it is forced through the velocity stacks 255 into expansion chamber 258.
  • This rapid series of compressions, expansions and accelerations is believed to promote separation of contaminants, particularly as liquid discharge from the velocity stacks into chamber 258 can sometimes be observed.
  • the function of the elements previously part of cassette 250 is substantially the same as described above with the exception that the entire internal volume of the space 258 between skirt 267 and velocity stack compression head 254 is occupied by the packing of inert articles such as glass beads.
  • Compression head 254 is now an integrated part of the cartridge 240 as seen most clearly from Figure 14, and skirt 267 snap fits into a circumferential notch or detente 278 formed into cartridge wall 246 as shown most clearly in Figure 16.
  • the beads can grade in size from 2 to 4 mls and can be inter-mixed or layered with the larger particles at the top.
  • the beads can be perforated or made hollow to increase their surface area for purposes of more graduated deceleration of the heavy hydrocarbon and foreign liquids and solids in the emissions flow.
  • the entire cartridge 240 can be removed and disposed of and a fresh cartridge is installed in its place.
  • Figure 17 is a perspective view of separator 200's exterior including a bracket 205 useful to mount the separator at a convenient location in the vehicle's engine compartment.
  • crankcase emission pressure is reduced by the addition of external cubic capacity afforded by vessel 230 and contaminants are separated by condensing and by induced vortex activity, by pressure and temperature differential separation, expansion, collision, induced fractionation, kinetic impingement and induced entrainment.

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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)
  • Compressor (AREA)
  • Treating Waste Gases (AREA)

Claims (21)

  1. Verfahren für das Behandeln von Kurbelgehäuseabgasen aus einem Verbrennungsmotor, das folgende Schritte umfasst: Leiten der Abgase aus dem Kurbelgehäuse zu einem Abgasabscheider (200), Durchführen einer Reinigungsoperation an den durch den Abgasabscheider strömenden Abgasen, um nicht gasförmige Fremdstoffe daraus zu entfernen, Leiten des gereinigten Abgasstroms durch ein Rückschlagventilmittel (126) zurück in den Motor zum Verbrennen und Sammeln der abgeschiedenen, nicht gasförmigen Fremdstoffe für das Entsorgen, dadurch gekennzeichnet, dass zu der Reinigungsoperation der Schritt gehört, dass der Abgasstrom mehrere Male entspannt und verdichtet wird, damit sich die Fremdstoffe leichter abscheiden.
  2. Verfahren nach Anspruch 1, bei dem zu der Reinigungsoperation zusätzlich das Erzeugen einer Verwirbelung in dem Abgasstrom gehört.
  3. Verfahren nach Anspruch 2, bei dem die Verwirbelung zum Teil dadurch erzeugt wird, dass der Abgasstrom gegen kegelförmige Prallblechmittel (251) geleitet wird, die den Abgasstrom umleiten und dafür sorgen, dass er an umgebende Flächen des Abscheiders prallt und mit anderen Teilen des Abgasstroms kollidiert.
  4. Verfahren nach Anspruch 3, bei dem der Abgasstrom nach dem Kontakt mit den Prallblechmitteln zum Verdichten und Beschleunigen durch eine oder mehrere trichterförmige Öffnungen (255) geleitet wird.
  5. Verfahren nach Anspruch 4, bei dem der Abgasstrom nach dem Austreten aus den trichterförmigen Öffnungen in einen Bereich (258) eintritt, in dem er sich entspannen und seine Geschwindigkeit verringern kann.
  6. Verfahren nach Anspruch 5, bei dem der Bereich zumindest teilweise mit einem Verdichtungsmittel (261) gefüllt ist, das dafür ausgelegt ist, für ein weiteres Abscheiden von Fremdstoffen aus dem Abgasstrom dessen Geschwindigkeit zu verringern und ihn nach dem Zufallsprinzip umzuleiten.
  7. Verfahren nach Anspruch 6, bei dem der Abgasstrom die Verdichtung verlässt und in einen anderen Bereich (248) eintritt, in dem er sich entspannen und seine Geschwindigkeit verringern kann, wobei er dann aus dem anderen Bereich zum Verbrennen zurück in den Motor geleitet wird.
  8. Verfahren nach einem der vorhergehenden Ansprüche, bei dem die gereinigten Abgase in ein Ansaugrohr des Motors geleitet werden.
  9. Verfahren nach Anspruch 8, bei dem die Abgase durch einen Auslass in das Ansaugrohr eintreten, wobei an dem Auslass eine lokalisierte Zone mit relativ geringem Druck anliegt, die so ausgelegt ist, dass sie die Abgase bei vollständig oder fast vollständig geöffneter Drosselklappe zu dem Rohr hin zieht.
  10. Verfahren nach einem der vorhergehenden Ansprüche, bei dem der Schritt des Leitens von Abgasen aus dem Kurbelgehäuse zu dem Abgasabscheider (200) den Schritt des Leitens von Abgasen umfasst, die nicht mit Umgebungsluft verdünnt worden sind.
  11. Vorrichtung für das Behandeln von Kurbelgehäuseabgasen aus einem Verbrennungsmotor, die Folgendes umfasst: ein erstes Gehäuse (230) mit einem Einlass (210) für das Hineinströmen von Kurbelgehäuseabgasen, einen Auslass (218) für den Rückstrom behandelter Abgase zum Motor für das Verbrennen darin und ein Ablassmittel (236) für das Ablassen nicht gasförmiger Fremdstoffe, die aus den Kurbelgehäuseabgasen abgeschieden worden sind, ein zweites Gehäuse (240), das in dem ersten Gehäuse angeordnet ist und einen Einlass (242) umfasst, der in Fluidverbindung mit dem Einlass des ersten Gehäuses steht, und einen Auslass (249), der sowohl mit dem Auslass als auch mit dem Ablassmittel in dem ersten Gehäuse in Fluidverbindung steht, und ein Behandlungsmittel, das in dem zweiten Gehäuse angeordnet ist und die dort hindurch strömenden Kurbelgehäuseabgase Reinigungsoperationen unterwirft, um aus den Abgasen die nicht gasförmigen Fremdstoffe abzuscheiden, dadurch gekennzeichnet, dass das Behandlungsmittel Mittel umfasst, mit denen der Abgasstrom mehrere Male verdichtet und entspannt werden kann, damit sich die Fremdkörper leichter abscheiden.
  12. Vorrichtung nach Anspruch 11, die Mittel umfasst, die eine Verwirbelung im Abgasstrom erzeugen, um ihn zu beschleunigen beziehungsweise um seine Geschwindigkeit zu verringern.
  13. Vorrichtung nach Anspruch 12, bei der zu den Mitteln für das Erzeugen einer Verwirbelung ein kegelförmiges Element (251) gehört, das so positioniert ist, dass es den Abgasstrom gegen angrenzende Flächen in dem zweiten Gehäuse ablenkt und ihn mit anderen Teilen des Abgasstroms kollidieren lässt.
  14. Vorrichtung nach Anspruch 13, bei der zu den Mitteln des Weiteren eine oder mehrere trichterförmige Öffnungen (255) gehören, die so ausgelegt sind, dass sie das Strömen der Abgase dort hindurch beschleunigen.
  15. Vorrichtung nach Anspruch 14, bei der zu den Mitteln des Weiteren mindestens ein Bereich (258) gehört, in den der Abgasstrom zum Entspannen und zum Verringern der Geschwindigkeit eintritt.
  16. Vorrichtung nach Anspruch 15, bei der zu den Mitteln mehrere Bereiche (258, 248) gehören, in die der Abgasstrom zum Entspannen und zum Verringern der Geschwindigkeit eintritt.
  17. Vorrichtung nach Anspruch 16, bei der mindestens einer der mehreren Bereiche vollständig oder teilweise mit einem Verdichtungsmittel (261) gefüllt ist, so dass die Geschwindigkeit des Abgasstroms verringert und dieser nach dem Zufallsprinzip durch das Verdichtungmittel umgeleitet wird.
  18. Vorrichtung nach Anspruch 17, bei der das Verdichtungsmittel eine Vielzahl diskreter Partikel umfasst.
  19. Vorrichtung nach einem der vorhergehenden Ansprüche 11 bis 18, zu der ein Leitungsmittel (120) gehört, das für die Fluidverbindung zwischen dem Auslass für den Rückstrom behandelter Abgase und einem Ansaugrohr (124) des Verbrennungsmotors sorgt, wobei das Leitungsmittel einen Auslass für das Austreten behandelter Abgase in das Ansaugrohr aufweist.
  20. Vorrichtung nach Anspruch 18, die Mittel (130, 150, 160) aufweist, die mit dem Auslass verbunden sind, der in das Rohr hinein verläuft, um hinter den Mitteln eine Zone mit niedrigem Druck zu erzeugen und das Einströmen der Abgase in das Ansaugrohr zu erleichtern.
  21. Vorrichtung nach Anspruch 20, bei der die Mittel einen Ansatz (130) umfassen, der zumindest teilweise in das Rohr hinein verläuft und sich ganz oder teilweise vor dem Auslass befindet.
EP00916726A 2000-04-12 2000-04-12 Verfahren und vorrichtung zum behandeln der kurbelwellengehauseabgase Expired - Lifetime EP1272743B1 (de)

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WO2013129496A1 (ja) 2012-02-27 2013-09-06 ナブテスコオートモーティブ 株式会社 オイルセパレータ
JP6096472B2 (ja) * 2012-10-31 2017-03-15 ナブテスコオートモーティブ株式会社 オイルセパレータ
CN104271949B (zh) 2012-02-27 2016-08-24 纳薄特斯克汽车零部件有限公司 分油器
WO2013129497A1 (ja) 2012-02-27 2013-09-06 ナブテスコオートモーティブ 株式会社 オイルセパレータ
EP2848296B1 (de) 2012-05-10 2019-07-03 Nabtesco Automotive Corporation Lufttrockner mit ölabscheider
CN104641114B (zh) 2012-07-02 2017-05-17 纳薄特斯克汽车零部件有限公司 油分离器
JP6522410B2 (ja) 2015-04-27 2019-05-29 ヤンマー株式会社 エンジン装置
JP6441392B2 (ja) * 2017-02-15 2018-12-19 ナブテスコオートモーティブ株式会社 オイルセパレータ、圧縮空気供給装置、及び車両
CN108167046A (zh) * 2017-12-27 2018-06-15 天津惠德汽车进气系统股份有限公司 一种新型柴油机呼吸器

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MXPA02010122A (es) 2004-08-19
AU3799400A (en) 2001-10-30
DE60033852T2 (de) 2007-11-08
DE60033852D1 (de) 2007-04-19
BR0017210A (pt) 2003-07-29
ES2283293T3 (es) 2007-11-01
AU2000237994B2 (en) 2006-04-27
JP2003531330A (ja) 2003-10-21
EP1272743A1 (de) 2003-01-08
WO2001079664A1 (en) 2001-10-25
ATE356283T1 (de) 2007-03-15

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