EP1310637B1 - Moteur avec au moins deux bancs de cylindres - Google Patents

Moteur avec au moins deux bancs de cylindres Download PDF

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Publication number
EP1310637B1
EP1310637B1 EP02020994A EP02020994A EP1310637B1 EP 1310637 B1 EP1310637 B1 EP 1310637B1 EP 02020994 A EP02020994 A EP 02020994A EP 02020994 A EP02020994 A EP 02020994A EP 1310637 B1 EP1310637 B1 EP 1310637B1
Authority
EP
European Patent Office
Prior art keywords
oil separation
separation chamber
cylinder
oil
cylinder head
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
EP02020994A
Other languages
German (de)
English (en)
Other versions
EP1310637A3 (fr
EP1310637A2 (fr
Inventor
Werner Gschwindt
Thomas Wasserbäch
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche 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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP1310637A2 publication Critical patent/EP1310637A2/fr
Publication of EP1310637A3 publication Critical patent/EP1310637A3/fr
Application granted granted Critical
Publication of EP1310637B1 publication Critical patent/EP1310637B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
    • 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
    • F02F7/006—Camshaft or pushrod housings
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/1832—Number of cylinders eight
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]

Definitions

  • the invention relates to an internal combustion engine having at least two rows of cylinder banks according to the preamble of claim 1.
  • crankcase ventilation for a multi-row internal combustion engine to the effect that in the crankcase ventilation the blow-by gases effectively entrained entrained oil and on the other hand, the cost of externally guided vent lines is reduced.
  • the crankcase ventilation should be ensured even when driving uphill or downhill of the vehicle.
  • the ⁇ labscheidehunt is integrated in the cylinder head cover, that the inlet opening for the blow-by gases substantially in the middle of the cylinder head cover, based on its longitudinal extent, is arranged. This is ensured even when driving up and down the motor vehicle, that despite the lubricating oil located in the camshaft chamber, the crankcase ventilation is not affected by the ⁇ labscheidehunt.
  • the ⁇ labscheidehunt is advantageously constructed in two parts and consists of a shell-like bottom part, which is completed by a lid member.
  • another oil separator is provided, which, viewed in the flow direction of the blow-by gases, adjoins the second oil separator chamber integrated in the cylinder head cover.
  • a pressure regulator is mounted, the output of which leads via a connecting line to the intake manifold of the internal combustion engine.
  • the internal combustion engine designed as a V8 engine has two rows of cylinder banks 2 and 3, which are both integrated in a crankcase upper part 4 and adjoined by a crankcase lower part 5 configured as a crankshaft bearing bridge. Between the crankcase upper part 4 and the crankcase lower part 5, a crankshaft 6 is mounted accordingly.
  • the two rows of cylinder banks 2 and 3 have two cylinder heads 7 and 8, in which, inter alia, the inlet camshafts 9 and 10 required for controlling the intake and exhaust valves and the exhaust camshafts 11 and 12 are accommodated.
  • the intake camshafts 9, 10 and the exhaust camshafts 11, 12 are driven via a drive double gear arranged on the crankshaft 6 and a timing chain 14, a so-called duplex chain, designed as an endless drive.
  • Both cylinder heads 7 and 8 are closed at the top by a respective cylinder head cover 16 and 18.
  • a venting or connecting line 34 is connected to the outlet nozzle 32, which leads to the cylinder head cover 18 and the other end to a on the cylinder head cover 18th provided inlet nozzle 36 is attached.
  • the inlet nozzle 36 is arranged on the cylinder head cover 18 that it opens directly adjacent to the inlet opening 30 of the ⁇ labscheidehunt 22 in the closed by the cylinder head cover 18 camshaft space 17.
  • the ⁇ labscheidehunt 22 is connected via an outlet opening 38 with a spiral oil separator 40 in connection.
  • a pressure regulator 42 is placed, which possibly reduces the negative pressure in the crankcase space with respect to the prevailing in the suction negative pressure.
  • the pressure regulator 42 has an outlet port 44, to which a line 46 is connected, which leads to the intake manifold of the intake system, not shown, of the internal combustion engine.
  • both oil separation chambers 20, 22 have openings 48 at their lid edges, via which lubricating oil located in the oil separation chamber 20, 22 can pass into the camshaft space 17.
  • oil separation chambers 20 and 22 functioning as a labyrinth partition walls 50 (shown in phantom) may be arranged.
  • a separation rib 52 or 54 is provided at a distance from the two inlet openings 28 and 30. The two ribs 52 and 54 prevent lubricating oil of the camshaft bearing provided at this level - supply of lubricating oil through the openings 28 and 30 into the oil separation chambers 20 and 22.
  • blow-by gases of the left bank of cylinders 1 to 4 are guided via the opening 28 in the ⁇ labscheidehunt 20 due to the pressure prevailing in the intake manifold vacuum conditions.
  • a part of the entrained by the blow-by gases lubricating oil can be deposited, which in turn, especially in non-stationary operation (acceleration, deceleration) via the openings 48 in the camshaft space 17 back.
  • the blow-by gases are then transferred via the connecting or venting line 34 to the right bank of cylinders 5 to 8 in the cylinder head cover 18. There they enter into the camshaft space 17 and are guided via the opening 30 together with the blow-by gases from the right cylinder bank row into the second oil separation chamber 22.
  • the two ⁇ labscheideschn 20 and 22 are integrated in the two cylinder head covers 16 and 18, that the two inlet openings 28 and 30 are arranged substantially in the middle of the cylinder head cover 16 and 18, based on their longitudinal extent. For a reliable crankcase ventilation is ensured even when driving uphill or downhill of the vehicle.

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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (5)

  1. Moteur à combustion interne comportant au moins deux bancs de lignes de cylindres, dont les culasses sont fermées par des couvercles de culasse, sachant que, pour la ventilation du carter de vilebrequin pour évacuer des gaz de carter, des conduites de ventilation, qui sont reliées à une source de dépression, telle qu'un tube d'aspiration, sont raccordées aux couvercles de culasse, et que, sur la face intérieure des couvercles de culasse sont prévus des moyens pour une séparation préalable de l'huile hors des gaz de carter, sachant que dans chacun des couvercles de culasse (16, 18) est prévue une chambre de séparation d'huile (20, 22), munie d'orifices d'admission et de sortie (28, 30, 32, 38) et formant une partie de la ventilation du carter de vilebrequin, les chambres de séparation d'huile (20, 22) communiquant par l'intermédiaire de leurs orifices d'admission (28, 30) avec l'espace des arbres à cames (17) correspondant, caractérisé en ce que l'orifice de sortie (32) d'au moins une première chambre de séparation d'huile (20) est reliée par l'intermédiaire d'une conduite (34) à une tubulure d'admission (36), qui débouche à proximité de l'orifice d'admission (30) d'une deuxième chambre de séparation d'huile (22) dans l'espace des arbres à cames (17) associé à cette deuxième chambre de séparation d'huile (22).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la chambre de séparation d'huile (20, 22) est intégrée dans le couvercle de culasse (16, 18) de telle sorte que l'orifice d'admission (28, 30) de la chambre de séparation d'huile (20, 22) est disposé sensiblement au milieu du couvercle de culasse (16, 18) par rapport à sa dimension longitudinale.
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que la chambre de séparation d'huile (20, 22) est fermée par un couvercle (24, 26) séparé.
  4. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que l'orifice de sortie (38) de la deuxième chambre de séparation d'huile (22) mène vers un séparateur d'huile (40) intégré dans le couvercle de culasse (18).
  5. Ventilation du carter de vilebrequin selon la revendication 4, caractérisé en ce que sur le séparateur d'huile (40) est fixé un régulateur de pression (42), dont la sortie mène vers le tube d'aspiration du moteur.
EP02020994A 2001-11-07 2002-09-20 Moteur avec au moins deux bancs de cylindres Expired - Lifetime EP1310637B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10154669 2001-11-07
DE10154669A DE10154669A1 (de) 2001-11-07 2001-11-07 Brennkraftmaschine mit mindestens zwei Zylinderbankreihen

Publications (3)

Publication Number Publication Date
EP1310637A2 EP1310637A2 (fr) 2003-05-14
EP1310637A3 EP1310637A3 (fr) 2004-01-14
EP1310637B1 true EP1310637B1 (fr) 2006-11-22

Family

ID=7704907

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02020994A Expired - Lifetime EP1310637B1 (fr) 2001-11-07 2002-09-20 Moteur avec au moins deux bancs de cylindres

Country Status (5)

Country Link
US (1) US6880506B2 (fr)
EP (1) EP1310637B1 (fr)
JP (1) JP2003184534A (fr)
AT (1) ATE346224T1 (fr)
DE (2) DE10154669A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004353505A (ja) * 2003-05-28 2004-12-16 Petroliam Nasional Bhd エンジンにおけるブリーザ装置
DE102005006438A1 (de) 2005-02-12 2006-08-17 Dr.Ing.H.C. F. Porsche Ag Einrichtung zur Entlüftung eines Kurbelgehäuses einer Brennkraftmaschine sowie Brennkraftmaschine mit insbesondere V-förmiger Anordnung der Zylinder
DE102006019880A1 (de) * 2006-04-28 2007-10-31 Audi Ag Motorgehäusedeckel eines Verbrennungsmotors mit Entlüftungssystem
DE102007006938A1 (de) * 2007-02-13 2008-08-14 Robert Bosch Gmbh Verfahren und Vorrichtung zur Diagnose einer Kurbelgehäuseentlüftung einer Brennkraftmaschine
US8100100B2 (en) * 2008-08-19 2012-01-24 Turner Jr Price George Valve cover housing for internal combustion engines
JP2011080384A (ja) * 2009-10-05 2011-04-21 Otics Corp 車両用エンジン
US20110155084A1 (en) * 2009-12-30 2011-06-30 Scott Joseph Sargeant Upper cylinder head housing for use with an engine and method of making the same
JP2013124598A (ja) * 2011-12-15 2013-06-24 Mahle Filter Systems Japan Corp 内燃機関のヘッドカバー
JP2013231385A (ja) * 2012-04-27 2013-11-14 Yamaha Motor Co Ltd エンジン及び鞍乗型車両
FR3026789B1 (fr) * 2014-10-02 2016-11-04 Renault Sa Couvre-culasse de moteur a combustion interne
CN108757211B (zh) * 2018-06-29 2024-02-13 江苏科彤车业科技有限公司 一种带有油气分离装置的发动机气缸盖罩

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3469565A (en) * 1967-08-17 1969-09-30 Caterpillar Tractor Co Crankcase ventilating means for internal combustion engines
US3908617A (en) 1973-12-14 1975-09-30 Drexel C Partridge Total ventilating and scavenging system for an internal combustion engine
JPS61277814A (ja) * 1985-06-03 1986-12-08 Honda Motor Co Ltd ブロ−バイガス環元装置
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
US5069192A (en) * 1989-10-24 1991-12-03 Nissan Motor Company, Ltd. Internal combustion engine with crankcase ventilation system
US5285754A (en) * 1993-07-12 1994-02-15 Freudenberg-Nok General Partnership Valve cover assembly for internal combustion engines
US5752866A (en) * 1995-08-03 1998-05-19 Sanshin Kogyo Kabushiki Kaisha Lubrication and crankcase ventilating system for four-cycle outboard motor
DE19700733C2 (de) * 1997-01-11 2001-11-22 Bayerische Motoren Werke Ag Kurbelgehäuse-Entlüftung durch die Zylinderkopfhaube mit integrierten Zusatzfunktionen
JP2000073734A (ja) * 1998-08-26 2000-03-07 Sanshin Ind Co Ltd ４サイクルエンジン

Also Published As

Publication number Publication date
US6880506B2 (en) 2005-04-19
ATE346224T1 (de) 2006-12-15
DE50208762D1 (de) 2007-01-04
JP2003184534A (ja) 2003-07-03
DE10154669A1 (de) 2003-05-22
EP1310637A3 (fr) 2004-01-14
EP1310637A2 (fr) 2003-05-14
US20030089323A1 (en) 2003-05-15

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