EP1402155B1 - Recycling circuit for crankcase gases on an internal combustion engine - Google Patents
Recycling circuit for crankcase gases on an internal combustion engine Download PDFInfo
- Publication number
- EP1402155B1 EP1402155B1 EP02758291A EP02758291A EP1402155B1 EP 1402155 B1 EP1402155 B1 EP 1402155B1 EP 02758291 A EP02758291 A EP 02758291A EP 02758291 A EP02758291 A EP 02758291A EP 1402155 B1 EP1402155 B1 EP 1402155B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- cylinder head
- manifold
- head cover
- intake manifold
- 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
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Classifications
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- 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
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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
- F01M13/0011—Breather valves
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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
- F01M13/023—Control valves in suction conduit
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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
- F01M13/0011—Breather valves
- F01M2013/0016—Breather valves with a membrane
Definitions
- the present invention relates to a rebreathing circuit of the crankcase gases of an internal combustion engine.
- a primary circuit which connects the stitching of the crankcase gases to the air intake pipe downstream of the throttle, and which operates mainly at low speed, when the throttle valve is (almost) closed
- a secondary circuit which connects the stitching of the crankcase gases to the air filter, and which operates mainly at high speed, when the throttle is open.
- a vacuum limiter diaphragm valve
- the patent application EP 724206 proposes an improved circuit comprising a diaphragm valve provided with a mouthpiece that can be connected to the stitching of the casing gases and another mouthpiece that can be mounted directly on the intake manifold.
- a circuit always involves fixing a separate part on the collector during assembly of the vehicle, with the risk of leakage resulting therefrom.
- it is relatively heavy and expensive and is not further optimized for a given engine, the valve being a standard valve with a wide range of use.
- the subject of the present invention is therefore a circuit for re-sucking the crankcase gases of an internal combustion engine, which minimizes the number of parts to be assembled during assembly of the vehicle, thus also minimizing the risk of leaks, and of which it is easy to optimize the design according to a given engine.
- the present invention therefore relates to a rebreathing circuit of the crankcase gases of an internal combustion engine equipped with an intake manifold provided with a throttle body and a cylinder head cover, in which a valve makes it possible to regulate at least in part the rate of re-suction of the crankcase gases, said valve comprising a spring and a membrane which divides the valve into two separate compartments, one communicating with the atmosphere and the other with the downstream intake manifold of the throttle body and with a crankcase gas tapping, characterized in that the compartment communicating with the manifold and with the crankcase gas tapping is integrated with the intake manifold and / or the cylinder head cover, and that the membrane makes it possible to seal a portion of the collector and / or the head cover towards the atmosphere and that a ventilation hole is in the housing.
- An internal combustion engine is understood to mean an internal combustion engine comprising at least one cylinder in which a reciprocating piston which is converted into rotational movement by means of a crank-rod circuit and in which Chemical energy from burning a fuel is transformed into kinetic rotational energy of a tree.
- the present invention applies to any type of internal combustion engine, but preferably to vehicle engines and in particular gasoline motor vehicles which comprise an intake manifold provided with a throttle body whose purpose is to regulate the supply of combustion air to the engine cylinder.
- These engines are also equipped with a crankcase that includes the lubricating oil and a cylinder head cover that covers the engine cylinder head (where the oil is injected) and that seals and a thermal insulation and phonic with respect to the outside.
- the housing and the cylinder head cover generally communicate with each other and constitute a circuit in which the crankcase gases circulate.
- these gases are taken in the circuit casing / cylinder head cover by means of a stitching generally carried out at its upper part.
- the valve which regulates the rate of re-suction of the crankcase gases is a diaphragm valve, that is to say that it comprises a membrane and a spring whose relative movement leads either to the opening or shutting a communication between the stitching of the crankcase gases and the collector.
- the membrane divides the valve into two compartments: one communicating with the atmosphere, and the other with the intake manifold and the crankcase venting.
- the membrane is also used to ensure the sealing of a portion of the collector and / or the cylinder head cover to the atmosphere and in doing so, saves material (the wall of the collector and / or the cylinder head cover being interrupted at this point).
- the present invention advantageously makes it possible to eliminate the secondary rebreathing circuit by means of adequate sizing, which will be detailed hereinafter.
- the entire re-suction flow rate is regulated by the valve described above.
- the collector (1) and the cylinder head cover are separate parts and the valve is integrated in the collector.
- the compartment (2) communicating with the manifold (1) and the stitching of the crankcase gases (not shown) via a connecting pipe (3) is integrated in the intake manifold, the membrane (4) serving to both to ensure the sealing of the collector and to regulate the re-aspiration flow, together with the spring (5).
- the membrane (4) serving to both to ensure the sealing of the collector and to regulate the re-aspiration flow, together with the spring (5).
- the dimensioning of the elements of this valve is optimized according to a given engine to allow its direct integration with the intake manifold.
- Such optimization makes it possible to greatly reduce the size of the membrane and to ensure good regulation for all operating points of the engine.
- the circuit according to this variant of the invention is reduced to the essential: it essentially comprises a diaphragm / spring pair, a housing (7), a coupling to the stitching of the crankcase gases (3) and fastening means (such as clamps) of this connection respectively on the valve and on the stitching (not shown).
- the housing (7) can be fixed in any suitable manner on the manifold, for example by clipping or welding.
- the membrane may comprise a reinforcement (8) at its center, where it comes into contact with the orifice to the manifold (9), this orifice being in fact generally the end of a manifold.
- the reinforcement may be an insert, preferably made of a more rigid material than that constituting the membrane.
- the manifold and the cylinder head cover are also separate parts, but the valve is this time integrated into the cylinder head cover.
- the volume (1) of Figure 1 is the volume between the cylinder head and the cylinder head cover, and the connector (3) this time connects the valve to the collector, all other things being equivalent to those according to the first variant described.
- the intake manifold and the cylinder head cover are integrated, that is to say that they comprise at least one common wall.
- This variant illustrated in a nonlimiting manner in FIG. 2, makes it possible to further reduce the number of parts compared with the other variants, since it makes it possible to save the connection either towards the stitching of the crankcase gases (variant 1) or towards the collector (variant 2) and the fastening means of this connection. Indeed, it is sufficient to position the saddle valve on the manifold and on the cylinder head cover and to allow direct tapping of the crankcase gases under the cylinder head cover, via a hole (10) in the lower part of the housing (7). ) located under the cylinder head cover.
- (1) represents the internal volume of the intake manifold and (1 ') represents the volume between the cylinder head and the cylinder head cover.
- Such a fully integrated circuit (collector, cylinder head cover and rebreathing circuit) has only one element to fix during assembly of the vehicle and as it is optimized according to each type of engine, it reduces to the maximum releases to the atmosphere while reducing the weight and size of parts.
- the constituent materials of the circuit elements according to the invention are chosen according to their weight, their mechanical strength and their workability, according to their function and design.
- plastic materials in particular to reduce the weight of the assembly and facilitate its realization, it may be advantageous to choose plastic materials as soon as possible, that is to say for most parts, except perhaps be spring loaded and clamps.
- the membrane and the connection to the quilting are preferably based on an elastomer (such as a silicone, fluoro-silicone or acrylic modified (ACM) rubber), and preferably, a fluoroelastomer if the environment requires it; Clamps and spring are often made of an environmentally resistant metal under the bonnet and salty mists; and the valve housing is advantageously based on a thermoplastic material such as a polyamide or a polyolefin, but preferably a polyamide. This plastic is preferably reinforced by means of a filler such as glass fibers.
- the casing is generally made by molding, the injection molding being particularly suitable.
- the present invention also relates to an integrated intake manifold for an internal combustion engine, said manifold integrating the valve of the circuit according to the first variant of the invention.
- the present invention furthermore relates to an integrated cylinder head cover for an internal combustion engine, said cylinder head cover incorporating the valve of the circuit according to the second variant of the invention.
- the present invention also relates to an integrated intake manifold / cylinder head cover for an internal combustion engine, said manifold / valve cover incorporating the valve of the circuit according to the third variant of the invention.
- the present invention also relates to a method for the design of a casing gas rebreathing circuit of an internal combustion engine as described above.
- This method consists in optimizing the parameters (geometry, materials, etc.) of the valve described above according to the operating parameters of an engine, thanks to the use of an engine bench.
- engine bench is meant to designate a test bench that allows, depending on the characteristic points of the engine (speed and torque function) to impose a crankcase suction flow rate and a vacuum on admission. We then measure the value of the depression at the crankcase and compare the value with that of the specifications of the vehicle manufacturer.
- the present invention finally relates to a diaphragm valve for a rebreathing circuit, an intake manifold and / or an integrated cylinder head cover as described above, this valve being preferably mainly made of plastic.
- mainly plastic is meant that the valve housing is made of plastic material, preferably injection moldable (such as polyamide or polyolefin, optionally filled with glass fibers), and that the The membrane is also made of plastic but preferably of a silicone elastomer or not, optionally fluorinated.
Abstract
Description
La présente invention concerne un circuit de réaspiration des gaz de carter d'un moteur à combustion interne.The present invention relates to a rebreathing circuit of the crankcase gases of an internal combustion engine.
Dans les moteurs à combustion interne, le manque d'étanchéité entre la chambre de combustion et le carter fait que ce dernier se remplit progressivement de gaz de fuite ou gaz de carter, qu'il convient d'évacuer pour éviter une montée en pression. Jadis, ces gaz étaient directement rejetés à l'atmosphère mais un souci croissant pour l'environnement a depuis mené au développement de circuits pour la réaspiration de ces gaz, c'est-à-dire pour leur réintroduction à la combustion, dans le moteur.In internal combustion engines, the lack of tightness between the combustion chamber and the casing causes the latter to progressively fill with leakage gas or crankcase gas, which must be evacuated to prevent a rise in pressure. Formerly, these gases were directly released to the atmosphere but a growing concern for the environment has since led to the development of circuits for the re-aspiration of these gases, that is to say for their reintroduction to combustion, in the engine. .
Ainsi, dans les Techniques de l'Ingénieur (
La demande de brevet
Moteur à combustion interne avec une valve de réaspiration des gaz du carter (10) et un corps de valve (14, 16), un conduit d'arrivée des gaz (32) relié avec l'espace intérieur du carter (12), un conduit d'évacuation des gaz (28) relié à un conduit d'admission d'air du moteur à combustion interne et une membrane (18), laquelle divise le corps de valve (14,16) en une chambre (22, 24) située à l'intérieur par rapport au carter (12) et une autre situés à 'extérieur et présente une tête de soupape de réaspiration des gaz (34), la membrane (18) munie de la tête de soupape de réaspiration des gaz (34) ouvrant au fermant alternativement le conduit d'évacuation des gaz (28) en fonction de la différence de pression entre les deux chambres (22, 24), caractérisé en ce que la chambre extérieure (24) du corps de valve (14, 16) est relié avec le conduit d'arrivée des gaz (32) et un conduit de ventilation (26) disposé en direction du carter est en autre réalisé, lequel relie la chambre intérieure (22) du corps de valve (14, 16) avec une pression environnante.Internal combustion engine with a crankcase gas evacuation valve (10) and a valve body (14, 16), a gas inlet duct (32) connected with the interior space of the crankcase (12), an gas vent (28) connected to an air intake duct of the internal combustion engine and a diaphragm (18) which divides the valve body (14,16) into a chamber (22,24) located inside with respect to the housing (12) and another located outside and has a gas re-aspiration valve head (34), the diaphragm (18) provided with the gas re-suction valve head (34). ) alternately opening the gas evacuation pipe (28) as a function of the pressure difference between the two chambers (22, 24), characterized in that the outer chamber (24) of the valve body (14, 16) ) is connected with the gas supply duct (32) and a ventilation duct (26) arranged in the direction of the casing is also provided, which is elie the inner chamber (22) of the valve body (14, 16) with a surrounding pressure.
La présente invention a donc pour objet un circuit de réaspiration des gaz de carter d'un moteur à combustion interne, qui minimise le nombre de pièces à assembler lors du montage du véhicule, minimisant ainsi également le risque de fuites, et dont il est facile d'optimiser le design en fonction d'un moteur donné.The subject of the present invention is therefore a circuit for re-sucking the crankcase gases of an internal combustion engine, which minimizes the number of parts to be assembled during assembly of the vehicle, thus also minimizing the risk of leaks, and of which it is easy to optimize the design according to a given engine.
La présente invention concerne dès lors un circuit de réaspiration des gaz de carter d'un moteur à combustion interne équipé d'un collecteur d'admission pourvu d'un boîtier papillon et d'un couvre-culasse, dans lequel une vanne permet de réguler au moins en partie le débit de réaspiration des gaz de carter, ladite vanne comprenant un ressort et une membrane qui divise la vanne en deux compartiments distincts, l'un communiquant avec l'atmosphère et l'autre avec le collecteur d'admission en aval du boîtier papillon et avec un piquage des gaz de carter, caractérisé en ce que le compartiment communiquant avec le collecteur et avec le piquage des gaz de carter est intégré au collecteur d'admission et/ou au couvre-culasse, et en ce que la membrane permet d'assurer l'étanchéité d'une partie du collecteur et/ou du couvre-culasse vers l'atmosphère et en ce qu'un trou de ventilation est dans le boîtier.The present invention therefore relates to a rebreathing circuit of the crankcase gases of an internal combustion engine equipped with an intake manifold provided with a throttle body and a cylinder head cover, in which a valve makes it possible to regulate at least in part the rate of re-suction of the crankcase gases, said valve comprising a spring and a membrane which divides the valve into two separate compartments, one communicating with the atmosphere and the other with the downstream intake manifold of the throttle body and with a crankcase gas tapping, characterized in that the compartment communicating with the manifold and with the crankcase gas tapping is integrated with the intake manifold and / or the cylinder head cover, and that the membrane makes it possible to seal a portion of the collector and / or the head cover towards the atmosphere and that a ventilation hole is in the housing.
Par moteur à combustion interne, on entend désigner un moteur à explosion comprenant au moins un cylindre dans lequel coulisse un piston animé d'un mouvement alternatif qui est transformé en mouvement de rotation au moyen d'un circuit bielle-manivelle et dans lequel l'énergie chimique de combustion d'un carburant est transformée en énergie cinétique de rotation d'un arbre. La présente invention s'applique à tout type de moteur à combustion interne, mais de préférence à des moteurs de véhicules et en particulier, de véhicules automobiles à essence qui comprennent un collecteur d'admission pourvu d'un boîtier papillon dont le but est de réguler l'alimenter de l'air de combustion aux cylindre du moteur. Ces moteurs sont en outre équipés d'un carter qui comprend l'huile de lubrification et d'un couvre-culasse qui coiffe la culasse du moteur (où l'huile est injectée) et qui assure l'étanchéité ainsi qu'une isolation thermique et phonique vis à vis de l'extérieur. Le carter et le couvre-culasse communiquent généralement entre eux et constituent un circuit dans lequel circulent les gaz de carter.An internal combustion engine is understood to mean an internal combustion engine comprising at least one cylinder in which a reciprocating piston which is converted into rotational movement by means of a crank-rod circuit and in which Chemical energy from burning a fuel is transformed into kinetic rotational energy of a tree. The present invention applies to any type of internal combustion engine, but preferably to vehicle engines and in particular gasoline motor vehicles which comprise an intake manifold provided with a throttle body whose purpose is to regulate the supply of combustion air to the engine cylinder. These engines are also equipped with a crankcase that includes the lubricating oil and a cylinder head cover that covers the engine cylinder head (where the oil is injected) and that seals and a thermal insulation and phonic with respect to the outside. The housing and the cylinder head cover generally communicate with each other and constitute a circuit in which the crankcase gases circulate.
Selon l'invention, ces gaz sont prélevés dans le circuit carter/couvre-culasse au moyen d'un piquage généralement effectué à sa partie supérieure.According to the invention, these gases are taken in the circuit casing / cylinder head cover by means of a stitching generally carried out at its upper part.
La vanne qui régule le débit de réaspiration des gaz de carter selon la présente invention est une vanne à membrane, c'est-à-dire qu'elle comprend une membrane et un ressort dont le mouvement relatif mène soit à l'ouverture, soit à l'obturation d'une communication entre le piquage des gaz de carter et le collecteur. La membrane partage la vanne en deux compartiments : un communiquant avec l'atmosphère, et l'autre avec le collecteur d'admission et le piquage des gaz de carter. Selon l'invention, la membrane sert également à assurer l'étanchéité d'une partie du collecteur et/ou du couvre-culasse vers l'atmosphère et ce faisant, permet une économie de matière (la paroi du collecteur et/ou du couvre-culasse étant interrompue à cet endroit).The valve which regulates the rate of re-suction of the crankcase gases according to the present invention is a diaphragm valve, that is to say that it comprises a membrane and a spring whose relative movement leads either to the opening or shutting a communication between the stitching of the crankcase gases and the collector. The membrane divides the valve into two compartments: one communicating with the atmosphere, and the other with the intake manifold and the crankcase venting. According to the invention, the membrane is also used to ensure the sealing of a portion of the collector and / or the cylinder head cover to the atmosphere and in doing so, saves material (the wall of the collector and / or the cylinder head cover being interrupted at this point).
La présente invention permet avantageusement de supprimer le circuit de réaspiration secondaire moyennant un dimensionnement adéquat, qui sera détaillé ci-après. Dans ce cas, l'entièreté du débit de réaspiration est régulé par la vanne décrite ci-dessus.The present invention advantageously makes it possible to eliminate the secondary rebreathing circuit by means of adequate sizing, which will be detailed hereinafter. In this case, the entire re-suction flow rate is regulated by the valve described above.
Selon une première variante de la présente invention, illustrée de manière non limitative par la figure 1, le collecteur (1) et le couvre-culasse (non représenté) sont des pièces séparées et la vanne est intégrée au collecteur. Dans ce cas, le compartiment (2) communiquant avec le collecteur (1) et le piquage des gaz de carter (non représenté) via une tubulure de raccord (3) est intégré au collecteur d'admission, la membrane (4) servant à la fois à assurer l'étanchéité du collecteur et à réguler le débit de réaspiration, conjointement avec le ressort (5). En effet, il y a constamment équilibre entre la force exercée par la pression atmosphérique d'un côté de la membrane (compartiment 6) et les forces exercées de l'autre côté (compartiment (2)) par la dépression dans le carter, par la dépression dans le collecteur et par le ressort. Le dimensionnement des éléments de cette vanne (diamètre utile de la membrane, débattement de la membrane (fonction de sa rigidité), diamètre des orifices de communication, dureté du ressort...) est optimisé en fonction d'un moteur donné afin de permettre son intégration directe au collecteur d'admission. Une telle optimisation (sur banc moteur par exemple) permet en effet de réduire fortement la taille de la membrane et d'assurer une bonne régulation pour tous les points de fonctionnement du moteur. En ce qui concerne le gain de matière et de nombre de pièces, on constatera que le circuit selon cette variante de l'invention est réduit à l'essentiel : il comporte essentiellement un couple membrane/ressort, un boîtier (7), un raccord vers le piquage des gaz de carter (3) et des moyens de fixation (tels que des colliers de serrage) de ce raccord respectivement sur la vanne et sur le piquage (non représentés). Le boîtier (7) peut être fixé de toute manière appropriée sur le collecteur, par exemple par clipage ou soudage. Avantageusement, afin d'éviter l'usure de la membrane et donc, une fois de plus, d'en optimiser les dimensions, la membrane peut comprendre un renfort (8) en son centre, la où elle entre en contact avec l'orifice vers le collecteur (9), cet orifice étant en fait généralement l'extrémité d'une tubulure. Le renfort peut être un insert, de préférence en en matériau plus rigide que celui constituant la membrane.According to a first variant of the present invention, illustrated in a nonlimiting manner in Figure 1, the collector (1) and the cylinder head cover (not shown) are separate parts and the valve is integrated in the collector. In this case, the compartment (2) communicating with the manifold (1) and the stitching of the crankcase gases (not shown) via a connecting pipe (3) is integrated in the intake manifold, the membrane (4) serving to both to ensure the sealing of the collector and to regulate the re-aspiration flow, together with the spring (5). Indeed, there is constantly balance between the force exerted by the atmospheric pressure of one side of the membrane (compartment 6) and the forces exerted on the other side (compartment (2)) by the depression in the housing, by the depression in the manifold and by the spring. The dimensioning of the elements of this valve (useful diameter of the membrane, displacement of the membrane (function of its rigidity), diameter of the communication orifices, hardness of the spring ...) is optimized according to a given engine to allow its direct integration with the intake manifold. Such optimization (engine bench for example) makes it possible to greatly reduce the size of the membrane and to ensure good regulation for all operating points of the engine. Regarding the gain of material and number of parts, it will be seen that the circuit according to this variant of the invention is reduced to the essential: it essentially comprises a diaphragm / spring pair, a housing (7), a coupling to the stitching of the crankcase gases (3) and fastening means (such as clamps) of this connection respectively on the valve and on the stitching (not shown). The housing (7) can be fixed in any suitable manner on the manifold, for example by clipping or welding. Advantageously, in order to avoid the wear of the membrane and thus, once again, to optimize its dimensions, the membrane may comprise a reinforcement (8) at its center, where it comes into contact with the orifice to the manifold (9), this orifice being in fact generally the end of a manifold. The reinforcement may be an insert, preferably made of a more rigid material than that constituting the membrane.
Selon une seconde variante de la présente invention, le collecteur et le couvre-culasse sont également des pièces séparées, mais la vanne est cette fois intégrée au couvre-culasse. Dans ce cas, le volume (1) de la figure 1 est le volume situé entre la culasse et le couvre-culasse, et le raccord (3) relie cette fois la vanne au collecteur, toutes autres choses étant équivalentes à celles selon la première variante décrite.According to a second variant of the present invention, the manifold and the cylinder head cover are also separate parts, but the valve is this time integrated into the cylinder head cover. In this case, the volume (1) of Figure 1 is the volume between the cylinder head and the cylinder head cover, and the connector (3) this time connects the valve to the collector, all other things being equivalent to those according to the first variant described.
Selon une troisième variante, préférée, de la présente invention, le collecteur d'admission et le couvre-culasse sont intégrés, c'est-à-dire qu'ils comportent au moins une paroi commune. Cette variante, illustrée de manière non limitative à la figure 2, permet de réduire encore le nombre de pièces par rapport aux autres variantes, puisqu'elle permet d'économiser le raccord soit vers le piquage des gaz de carter (variante 1) soit vers le collecteur (variante 2) ainsi que les moyens de fixation de ce raccord. En effet, il suffit de positionner la vanne à cheval sur le collecteur et sur le couvre-culasse et de permettre un piquage direct des gaz de carter sous le couvre-culasse, via un orifice (10) dans la partie inférieure du boîtier (7) située sous le couvre-culasse. Dans la figure 2, (1) représente le volume interne du collecteur d'admission et (1') représente le volume compris entre la culasse et le couvre-culasse. Un tel circuit entièrement intégré (collecteur, couvre-culasse et circuit de réaspiration) ne présente qu'un seul élément à fixer lors du montage du véhicule et comme il est optimisé en fonction de chaque type de moteur, il permet de réduire au maximum les rejets vers l'atmosphère tout en réduisant le poids et la taille des pièces.According to a third, preferred variant of the present invention, the intake manifold and the cylinder head cover are integrated, that is to say that they comprise at least one common wall. This variant, illustrated in a nonlimiting manner in FIG. 2, makes it possible to further reduce the number of parts compared with the other variants, since it makes it possible to save the connection either towards the stitching of the crankcase gases (variant 1) or towards the collector (variant 2) and the fastening means of this connection. Indeed, it is sufficient to position the saddle valve on the manifold and on the cylinder head cover and to allow direct tapping of the crankcase gases under the cylinder head cover, via a hole (10) in the lower part of the housing (7). ) located under the cylinder head cover. In Figure 2, (1) represents the internal volume of the intake manifold and (1 ') represents the volume between the cylinder head and the cylinder head cover. Such a fully integrated circuit (collector, cylinder head cover and rebreathing circuit) has only one element to fix during assembly of the vehicle and as it is optimized according to each type of engine, it reduces to the maximum releases to the atmosphere while reducing the weight and size of parts.
Les matériaux constitutifs des éléments du circuit selon l'invention sont choisis en fonction de leur poids, de leur résistance mécanique et de leur ouvrabilité, selon leur fonction et leur design. Ainsi, notamment pour réduire le poids de l'ensemble et faciliter sa réalisation, il peut s'avérer avantageux de choisir des matières plastiques dès que possible, c'est-à-dire pour la majorité des pièces, à l'exception peut-être du ressort et des colliers de serrage. Par exemple, la membrane et le raccord vers le piquage sont de préférence à base d'un élastomère (tel qu'un caoutchouc silicone, fluoro-silicone ou modifié acrylique (ACM)), et de préférence, d'un élastomère fluoré si l'environnement l'exige ; les colliers de serrage et le ressort sont souvent en un métal résistant à l'environnement sous le capot moteur et à des brouillards salins; et le boîtier de la vanne est avantageusement à base d'une matière thermoplastique telle qu'un polyamide ou une polyoléfine, mais de préférence un polyamide. Cette matière plastique est de préférence renforcée au moyen d'une charge telle que des fibres de verre. Le boîtier est généralement réalisé par moulage, le moulage par injection convenant particulièrement bien.The constituent materials of the circuit elements according to the invention are chosen according to their weight, their mechanical strength and their workability, according to their function and design. Thus, in particular to reduce the weight of the assembly and facilitate its realization, it may be advantageous to choose plastic materials as soon as possible, that is to say for most parts, except perhaps be spring loaded and clamps. For example, the membrane and the connection to the quilting are preferably based on an elastomer (such as a silicone, fluoro-silicone or acrylic modified (ACM) rubber), and preferably, a fluoroelastomer if the environment requires it; Clamps and spring are often made of an environmentally resistant metal under the bonnet and salty mists; and the valve housing is advantageously based on a thermoplastic material such as a polyamide or a polyolefin, but preferably a polyamide. This plastic is preferably reinforced by means of a filler such as glass fibers. The The casing is generally made by molding, the injection molding being particularly suitable.
La présente invention concerne également un collecteur d'admission intégré pour moteur à combustion interne, le dit collecteur intégrant la vanne du circuit selon la première variante de l'invention.The present invention also relates to an integrated intake manifold for an internal combustion engine, said manifold integrating the valve of the circuit according to the first variant of the invention.
La présente invention concerne en outre un couvre-culasse intégré pour moteur à combustion interne, le dit couvre-culasse intégrant la vanne du circuit selon la seconde variante de l'invention.The present invention furthermore relates to an integrated cylinder head cover for an internal combustion engine, said cylinder head cover incorporating the valve of the circuit according to the second variant of the invention.
La présente invention concerne aussi un collecteur d'admission/couvre-culasse intégré pour moteur à combustion interne, le dit collecteur/couvre-culasse intégrant la vanne du circuit selon la troisième variante de l'invention.The present invention also relates to an integrated intake manifold / cylinder head cover for an internal combustion engine, said manifold / valve cover incorporating the valve of the circuit according to the third variant of the invention.
La présente invention concerne aussi un procédé pour la conception d'un circuit de réaspiration de gaz de carter d'un moteur à combustion interne tel que décrit précédemment. Ce procédé consiste à optimiser les paramètres (géométrie, matériaux...) de la vanne décrite précédemment en fonction des paramètres de fonctionnement d'un moteur, grâce à l'utilisation d'un banc moteur. Par banc moteur, on entend désigner un banc d'essai qui permet, en fonction des points caractéristiques du moteur (fonction du régime et du couple) d'imposer un débit de réaspiration des gaz de carter et une dépression à l'admission. On mesure alors la valeur de la dépression au niveau du carter et on compare la valeur avec celle du cahier des charges du constructeur du véhicule.The present invention also relates to a method for the design of a casing gas rebreathing circuit of an internal combustion engine as described above. This method consists in optimizing the parameters (geometry, materials, etc.) of the valve described above according to the operating parameters of an engine, thanks to the use of an engine bench. By engine bench, is meant to designate a test bench that allows, depending on the characteristic points of the engine (speed and torque function) to impose a crankcase suction flow rate and a vacuum on admission. We then measure the value of the depression at the crankcase and compare the value with that of the specifications of the vehicle manufacturer.
La présente invention concerne enfin une vanne à membrane pour un circuit de réaspiration, un collecteur d'admission et/ou un couvre-culasse intégrés tels que décrits précédemment, cette vanne étant de préférence principalement en matière plastique. Par « principalement en matière plastique», on entend que le boîtier de la vanne est en matière plastique, de préférence moulable par injection (tel qu'un polyamide ou une polyoléfine, éventuellement chargé(e) de fibres de verres), et que la membrane est également en matière plastique mais de préférence, en un élastomère siliconé ou non, éventuellement fluoré.The present invention finally relates to a diaphragm valve for a rebreathing circuit, an intake manifold and / or an integrated cylinder head cover as described above, this valve being preferably mainly made of plastic. By "mainly plastic" is meant that the valve housing is made of plastic material, preferably injection moldable (such as polyamide or polyolefin, optionally filled with glass fibers), and that the The membrane is also made of plastic but preferably of a silicone elastomer or not, optionally fluorinated.
Claims (6)
- Recycling circuit for the crankcase gases of an internal combustion engine equipped with an intake manifold that is provided with a throttle valve assembly and a cylinder head cover, the said recycling circuit including a valve that enables the flow recycling the crankcase gases to be regulated at least in a partial manner, the said valve including a spring and a diaphragm (4), which divides the valve into two specific compartments, the one communicating with the atmosphere and the other with the intake manifold downstream of the throttle valve assembly and with a crankcase gas tap, and in that the compartment communicating with the manifold and with the crankcase gas tap is integrated in the intake manifold and/or the cylinder head, characterised in that the diaphragm allows a part of manifold and/or the cylinder head to be sealed towards the atmosphere and in that there is a ventilation hole in the housing (7) containing the diaphragm (4).
- Circuit according to the preceding claim, characterised in that the entire recycling flow is regulatable by the valve.
- Circuit according to claim 1 or 2, characterised in that the manifold and the cylinder head cover are separate parts and in that the valve is integrated in the manifold.
- Circuit according to claim 1 or 2, characterised in that the manifold and the cylinder head cover are separate parts and in that the valve is integrated in the cylinder head cover.
- Circuit according to one of claim 1 or 2, characterised in that the intake manifold and the cylinder head cover include at least one common wall, and in that the valve is positioned astride the manifold and the cylinder head cover so as to allow the crankcase gases to be tapped directly under the cylinder head cover.
- Integral intake manifold for an internal combustion engine, characterised in that the said intake manifold incorporates the circuit valve according to any one of the claims 1 to 3.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0108789A FR2826691B1 (en) | 2001-07-02 | 2001-07-02 | CIRCUIT FOR RESPIRATING THE CRANKCASE GASES OF AN INTERNAL COMBUSTION ENGINE |
| FR0108789 | 2001-07-02 | ||
| PCT/EP2002/007265 WO2003004836A1 (en) | 2001-07-02 | 2002-07-02 | Recycling circuit for crankcase gases on an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1402155A1 EP1402155A1 (en) | 2004-03-31 |
| EP1402155B1 true EP1402155B1 (en) | 2007-12-12 |
Family
ID=8865052
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP02758291A Expired - Lifetime EP1402155B1 (en) | 2001-07-02 | 2002-07-02 | Recycling circuit for crankcase gases on an internal combustion engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US20040211400A1 (en) |
| EP (1) | EP1402155B1 (en) |
| AT (1) | ATE380927T1 (en) |
| DE (1) | DE60224042D1 (en) |
| FR (1) | FR2826691B1 (en) |
| WO (1) | WO2003004836A1 (en) |
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|---|---|---|---|---|
| DE10201823A1 (en) * | 2002-01-18 | 2003-07-31 | Bosch Gmbh Robert | Pressure control valve for crankcase ventilation of an internal combustion engine |
| US8057567B2 (en) | 2004-11-05 | 2011-11-15 | Donaldson Company, Inc. | Filter medium and breather filter structure |
| AU2005304879B2 (en) | 2004-11-05 | 2010-02-04 | Donaldson Company, Inc. | Filter medium and structure |
| EA011777B1 (en) | 2005-02-04 | 2009-06-30 | Дональдсон Компани, Инк. | A filter and a system of crankcase ventilation |
| ATE442893T1 (en) | 2005-02-22 | 2009-10-15 | Donaldson Co Inc | AEROSOL SEPARATOR |
| US9229222B2 (en) | 2005-02-23 | 2016-01-05 | Pixtronix, Inc. | Alignment methods in fluid-filled MEMS displays |
| US20070205969A1 (en) | 2005-02-23 | 2007-09-06 | Pixtronix, Incorporated | Direct-view MEMS display devices and methods for generating images thereon |
| US9261694B2 (en) | 2005-02-23 | 2016-02-16 | Pixtronix, Inc. | Display apparatus and methods for manufacture thereof |
| US9082353B2 (en) | 2010-01-05 | 2015-07-14 | Pixtronix, Inc. | Circuits for controlling display apparatus |
| US9158106B2 (en) | 2005-02-23 | 2015-10-13 | Pixtronix, Inc. | Display methods and apparatus |
| US8519945B2 (en) | 2006-01-06 | 2013-08-27 | Pixtronix, Inc. | Circuits for controlling display apparatus |
| US8310442B2 (en) | 2005-02-23 | 2012-11-13 | Pixtronix, Inc. | Circuits for controlling display apparatus |
| US7999994B2 (en) | 2005-02-23 | 2011-08-16 | Pixtronix, Inc. | Display apparatus and methods for manufacture thereof |
| US8482496B2 (en) | 2006-01-06 | 2013-07-09 | Pixtronix, Inc. | Circuits for controlling MEMS display apparatus on a transparent substrate |
| US8159428B2 (en) | 2005-02-23 | 2012-04-17 | Pixtronix, Inc. | Display methods and apparatus |
| US7441551B2 (en) * | 2005-08-22 | 2008-10-28 | Honda Motor Co., Ltd. | Intake manifold |
| DE202005020261U1 (en) * | 2005-12-23 | 2007-05-10 | Mann + Hummel Gmbh | Crankcase ventilator for combustion engine, has ventilation channel whereby ventilation channel has section of interior surface, which is anti-adhesive for water |
| US8526096B2 (en) | 2006-02-23 | 2013-09-03 | Pixtronix, Inc. | Mechanical light modulators with stressed beams |
| US9176318B2 (en) | 2007-05-18 | 2015-11-03 | Pixtronix, Inc. | Methods for manufacturing fluid-filled MEMS displays |
| US8169679B2 (en) | 2008-10-27 | 2012-05-01 | Pixtronix, Inc. | MEMS anchors |
| US8056545B2 (en) * | 2009-01-06 | 2011-11-15 | Ford Global Technologies | Integrated cover and exhaust gas recirculation cooler for internal combustion engine |
| KR20120139854A (en) | 2010-02-02 | 2012-12-27 | 픽스트로닉스 인코포레이티드 | Circuits for controlling display apparatus |
| CN102834763B (en) | 2010-02-02 | 2015-07-22 | 皮克斯特罗尼克斯公司 | Methods for manufacturing cold seal fluid-filled display apparatus |
| FR2961191B1 (en) * | 2010-06-10 | 2012-07-27 | Rexam Healthcare La Verpillier | PUMP FOR DELIVERING A PRODUCT HAVING A SLIDING PISTON IN A DOSING CHAMBER |
| US9134552B2 (en) | 2013-03-13 | 2015-09-15 | Pixtronix, Inc. | Display apparatus with narrow gap electrostatic actuators |
| DE102015005692A1 (en) * | 2015-05-06 | 2016-11-10 | Mann + Hummel Gmbh | Pressure control valve |
| DE102017010018A1 (en) * | 2016-11-02 | 2018-05-03 | Mann + Hummel Gmbh | Unit for regulating or controlling a fluid pressure |
| DE102017010071A1 (en) * | 2016-11-02 | 2018-05-03 | Mann+Hummel Gmbh | Unit for regulating or controlling a fluid pressure |
| DE102016013010A1 (en) * | 2016-11-02 | 2018-05-03 | Mann + Hummel Gmbh | Unit for regulating or controlling a fluid pressure |
| DE102018118267A1 (en) * | 2018-07-27 | 2020-01-30 | Woco Industrietechnik Gmbh | Elastomer component exposed to blow-by gases from an internal combustion engine |
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| US3380441A (en) * | 1965-08-23 | 1968-04-30 | Gen Motors Corp | Crankcase ventilation flow regulator valve |
| US4602607A (en) * | 1985-02-25 | 1986-07-29 | General Motors Corporation | Internal crankcase ventilation system with easily accessible PCV valve |
| US4703738A (en) * | 1986-06-26 | 1987-11-03 | General Motors Corporation | Purge flow control valve |
| US4760833A (en) * | 1986-09-02 | 1988-08-02 | Tatyrek Alfred F | Engine crankcase vacuum check valve system for internal combustion engines |
| DE4022129A1 (en) * | 1990-07-11 | 1992-01-16 | Mann & Hummel Filter | PRESSURE CONTROL VALVE FOR INSTALLATION IN A BLEEDING LINE ON AN INTERNAL COMBUSTION ENGINE |
| DE19501447A1 (en) | 1995-01-19 | 1996-07-25 | Bosch Gmbh Robert | Pressure control valve |
| DE19645665A1 (en) * | 1996-11-06 | 1998-05-07 | Mann & Hummel Filter | Valve unit |
| DE19732367A1 (en) * | 1997-07-28 | 1999-02-04 | Volkswagen Ag | Crankcase ventilation valve for an internal combustion engine |
| JPH11117722A (en) * | 1997-10-20 | 1999-04-27 | Honda Motor Co Ltd | Blowby gas reflux device |
| DE19835564A1 (en) * | 1998-08-06 | 2000-02-10 | Volkswagen Ag | Cylinder head cover |
| US6478019B2 (en) * | 1999-09-01 | 2002-11-12 | Nelson Industries, Inc. | Flat low profile diesel engine crankcase ventilation filter |
| EP1091099B1 (en) * | 1999-10-07 | 2006-06-07 | Siemens VDO Automotive Inc. | Positive crankcase ventilation system |
| SE522391C2 (en) * | 2000-01-26 | 2004-02-03 | Volvo Personvagnar Ab | Crankcase and exhaust ventilation in a supercharged internal combustion engine |
| AU2001264975A1 (en) * | 2000-05-25 | 2001-12-03 | Asco Controls, L.P. | Pressure regulating piston with built in relief valve |
| US6422224B1 (en) * | 2000-11-02 | 2002-07-23 | Walker Design, Inc. | Remote air-oil separator |
| JP2002155720A (en) * | 2000-11-20 | 2002-05-31 | Yamaha Motor Co Ltd | Union structure of blow-by gas reducing device |
| DE10127819A1 (en) * | 2001-06-07 | 2003-01-02 | Bosch Gmbh Robert | Oil separator for crankcase gases of an internal combustion engine |
| JP3923288B2 (en) * | 2001-08-06 | 2007-05-30 | 本田技研工業株式会社 | Engine gas-liquid separator |
-
2001
- 2001-07-02 FR FR0108789A patent/FR2826691B1/en not_active Expired - Fee Related
-
2002
- 2002-07-02 AT AT02758291T patent/ATE380927T1/en not_active IP Right Cessation
- 2002-07-02 WO PCT/EP2002/007265 patent/WO2003004836A1/en active IP Right Grant
- 2002-07-02 DE DE60224042T patent/DE60224042D1/en not_active Expired - Lifetime
- 2002-07-02 EP EP02758291A patent/EP1402155B1/en not_active Expired - Lifetime
-
2003
- 2003-12-30 US US10/747,260 patent/US20040211400A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP1402155A1 (en) | 2004-03-31 |
| ATE380927T1 (en) | 2007-12-15 |
| FR2826691A1 (en) | 2003-01-03 |
| FR2826691B1 (en) | 2003-09-26 |
| WO2003004836A1 (en) | 2003-01-16 |
| US20040211400A1 (en) | 2004-10-28 |
| DE60224042D1 (en) | 2008-01-24 |
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