EP1464797B1 - Dispositif de separation de l'huile present dans le gaz du carter - Google Patents

Dispositif de separation de l'huile present dans le gaz du carter Download PDF

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Publication number
EP1464797B1
EP1464797B1 EP04003787A EP04003787A EP1464797B1 EP 1464797 B1 EP1464797 B1 EP 1464797B1 EP 04003787 A EP04003787 A EP 04003787A EP 04003787 A EP04003787 A EP 04003787A EP 1464797 B1 EP1464797 B1 EP 1464797B1
Authority
EP
European Patent Office
Prior art keywords
oil separator
impeller
oil
housing
gas
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
EP04003787A
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German (de)
English (en)
Other versions
EP1464797A3 (fr
EP1464797A2 (fr
Inventor
Hans-Jürgen LIENESCH
Franz-Josef Voskort
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.)
Ing Walter Hengst GmbH and Co KG
Original Assignee
Ing Walter Hengst GmbH and Co KG
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 Ing Walter Hengst GmbH and Co KG filed Critical Ing Walter Hengst GmbH and Co KG
Publication of EP1464797A2 publication Critical patent/EP1464797A2/fr
Publication of EP1464797A3 publication Critical patent/EP1464797A3/fr
Application granted granted Critical
Publication of EP1464797B1 publication Critical patent/EP1464797B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter
    • 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
    • F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F01M2013/0427—Separating oil and gas with a centrifuge device the centrifuge device having no rotating part, e.g. cyclone
    • 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
    • F01M2013/0438—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a filter

Definitions

  • the present invention relates to an oil separator for purifying oil mist containing crankcase ventilation gas of an internal combustion engine, comprising a housing having an inlet for the crankcase ventilation gas, an outlet for the purified gas and an oil outlet, wherein in the housing at least one rotatably driven, rotating ⁇ labscheideelement is arranged an inner surface of the oil separation element radially outwardly surrounding wall portion of the housing is formed as ⁇ lniederschlags- and oil collection surface and connected to the oil outlet, wherein the ⁇ labscheideelement is a component in the form of a fitted with blades, at the same time acting as a rotor and compressor impeller, wherein by the rotating Impeller the incoming crankcase ventilation gas is displaceable in a rotating, entrained oil mist particles with a centrifugal force acting movement and at the same time a conveying effect on the crankcase Venting gas in one direction from the inlet to the gas outlet of the oil separator is exercisable.
  • WO 01/36103 A discloses a method and an apparatus for purifying gas having the characteristics indicated above.
  • the device comprises a stationary housing in which a motor-driven rotor with conical Slices is stored.
  • the rotor is provided with guide elements, which may take the form of curved blades.
  • the function of these guide elements is to collect the liquid deposited on the conical disks into larger droplets and then spin them off in the form of these larger droplets in order to avoid a re-mixing of liquid droplets into the gas stream.
  • a simultaneous function as a pump is achieved in that cause the pump-like guide elements during rotation of the rotor, a pumping action.
  • An external drive motor is connected via a shaft which is guided by a gas-tight shaft seal from the outside into the housing of the device with the rotor.
  • a disadvantage is considered in this known device that the passage of the shaft through the shaft seal leads to increased friction, whereby a portion of the drive energy is consumed unused, and that the shaft seal is subject to wear and therefore controlled from time to time and renewed as needed must become.
  • EP 1 422 389 A shows a centrifugal separator with a housing and a non-contact rotatable therein impeller, which exerts a centrifugal force on a gas flow.
  • the centrifugal force leads to a separation of oil droplets.
  • the cleaned gas is passed radially inwardly around the impeller radially inwardly and then discharged through an outlet.
  • the impeller may have blades that produce a centripetal flow.
  • this separator has the combined functions of an oil mist separation and a delivery of the gas.
  • the drive shaft of the impeller of this separator is in particular the camshaft or balance shaft of an internal combustion engine, which adversely restricts the freedom in the arrangement of the separator, since the position and course of these waves are predetermined and fixed on the machine side.
  • the end of the drive shaft carrying the impeller is cantilevered. This requires a stable shaft and a good balance to avoid disturbing vibrations of the cantilever wave, which disadvantageously has a high production cost.
  • a gas-tight shaft bushing can be omitted here only because the drive shaft is located in an area of the internal combustion engine through which the crankcase ventilation gas flows anyway, which further restricts the freedom in the arrangement of the separator.
  • the well-known oil separator has as ⁇ labscheideelement a rotatably mounted centrifugal rotor on which radially outwardly a ring of turbine blades is mounted.
  • a drive fluid in this case compressed air
  • the compressed air used for the drive comes from a provided on the associated internal combustion engine turbocharger.
  • turbocharger In operating conditions in which the turbocharger does not provide a sufficient amount of compressed air or only compressed air with an insufficient pressure, can be removed via a valve arrangement auxiliary compressed air from a compressed air tank, which is present on an associated vehicle for a compressed air brake system. A friction-increasing shaft passage from the housing of the oil separator to an external rotor drive is thus avoided.
  • a further disadvantage is that significant amounts of air are introduced into the oil separator by the turbine-like drive of the centrifugal rotor, which can affect the pressure conditions unfavorable and can lead to a deterioration of the separation effect.
  • the centrifugal rotor here preferably consists of a stack of conical plates, between which the crankcase ventilation gas flows radially from the inside to the outside. In this case, the oil droplets forming the oil mist precipitate on the surface of the individual conical plates and are thrown off there to the oil precipitation and oil collecting surface.
  • the object is to provide an oil separator of the type mentioned above, which avoids the disadvantages set out above and in particular a compact design, a good conveying effect, a good separation efficiency and a reliable and long-term maintenance-free function can be achieved.
  • the functions of a rotor and a compressor summarized in the oil separator according to the invention in a single, designed as an impeller component, resulting in a particularly compact design with a small size. At the same time this ensures that no external compressor or other conveyor for maintaining the flow of the crankcase ventilation gas and for maintaining a predetermined negative pressure in the crankcase is required.
  • the inlet for the crankcase ventilation gas and the outlet for the purified gas can each extend axially or tangentially or in an intermediate direction according to the circumstances in the specific application.
  • the outlet for the purified gas is preferably connected to the intake tract of the associated internal combustion engine.
  • the oil outlet may be provided for use with gravity for the discharge of the separated oil in a geodetically deepest part of the housing; Alternatively, the oil outlet in the housing can also be higher, since the separated oil can be promoted by the rotating impeller to a higher position of the oil outlet.
  • the oil outlet is pressurized by its peripheral arrangement, thereby promoting the oil drain becomes.
  • the oil separator according to the invention can be used in a virtually arbitrary mounting position. An undesirable access of oil in the gas outlet and bearing points of the impeller can be prevented by appropriate design and shape of the housing.
  • the impeller can be set in rotation contactlessly by a drive arranged outside the housing, as a result of which a friction-increasing, gas-tight shaft feedthrough is avoided.
  • the drive is thus advantageous in a non-perfused by the crankcase ventilation gas area.
  • an electric drive can be used without the risk of ignition of the potentially combustible crankcase ventilation gas.
  • the oil separator is protected from damage An accumulation of oil droplets safely. This ensures a reliable and long-term maintenance-free operation of the oil separator.
  • the housing and the impeller are formed in the form of a radial or axial compressor or in a mixed form of both. This ensures that the desired conveying effect is achieved to a sufficiently large extent, while at the same time ensuring that the crankcase ventilation gas is effectively displaced in the rotational movement required to separate the oil mist for generating centrifugal forces.
  • this may be in the form of a multi-stage and / or a multi-flow compressor.
  • this drive preferably comprises a magnetic coupling or an eddy current coupling and an electrically or hydraulically or pneumatically driven motor or derived from the internal combustion engine mechanical drive. All parts of the engine are thus outside of the perfused by the crankcase ventilation gas inside the oil separator.
  • the transmission of the driving force to the impeller is carried out contactlessly via the magnetic coupling or the eddy current coupling through a wall of the housing of the oil separator, wherein this wall is preferably an end-side or peripheral side wall. In this way, any explosion or fire hazard is avoided by sparks within an electric drive motor, since the possibly flammable crankcase ventilation gases are not in the range of, for example, electric Drive motor can get.
  • a transmission gear preferably with a fixed gear ratio, be provided in order to operate on the one hand the engine and on the other hand, the impeller with a respective favorable, mutually different speed.
  • a good separating effect of the oil separator can be expected in practice at speeds of the impeller in a range between about 5,000 and 15,000 1 / min.
  • the non-contact drive of the impeller may include an integrated brushless electric motor.
  • the housing of the oil separator can remain completely closed, so that even in this embodiment can be dispensed with friction-increasing shaft seals. Since the electric motor is a brushless motor, there is also no risk of ignition of the crankcase ventilation gas, if this should constitute an ignitable mixture. Thus, the required safety is guaranteed here, too, despite an electric drive.
  • the impeller can be driven at a constant speed. This ensures in particular that the drive can be kept very simple.
  • an alternative embodiment of the oil separator suggests in this regard that the impeller can be driven with a variable, each present operating state of the internal combustion engine adapted speed. Although a somewhat more expensive drive is required for this embodiment, but at the same time an improvement in the efficiency of the oil separator and a Targeted influence of the pressure in the crankcase can be achieved.
  • a development of the oil separator is specified in claim 8.
  • an adjustable throttle body or (each) an adjustable combined throttle and valve member is provided in or in front of the inlet for the crankcase ventilation gas and / or in or behind the outlet for the purified gas (depending )
  • an adjustable throttle body or (each) an adjustable combined throttle and valve member is provided in or in front of the inlet for the crankcase ventilation gas and / or in or behind the outlet for the purified gas (depending )
  • an adjustable throttle body or (each) an adjustable combined throttle and valve member is provided.
  • these organs can be used to completely block one or more flow paths for the crankcase ventilation gas or the purified gas as needed.
  • This locked state is used in particular at standstill of an associated internal combustion engine in order to prevent caused by a chimney effect gas leakage and deposition of oil droplets or Kondensaten.in an associated line system and sensors provided therein for engine control and monitoring.
  • crankcase ventilation gas may, if necessary, be passed through the oil separator several times, at least in partial quantities, which results in an improvement the oil separation can be achieved.
  • a circulation including the crankcase is useful, for example, in a follow-up operation of the oil separator after stopping the engine. For a certain time after switching off the engine crankcase gases still occur, which can then be cleaned in the oil separator and returned to the crankcase to prevent harmful deposition of oil droplets and condensates in the gas line system and on any sensors provided therein any kind.
  • the impeller is designed as an open, high-speed impeller.
  • Such an impeller can be relatively easily manufactured and has a low weight, which high speeds are achieved quickly for a given drive power.
  • the impeller may be designed as a closed impeller with a cover disk.
  • the cover disc is achieved in particular that the crankcase ventilation gas is forcibly detected in its full volume flow through the impeller, whereby the crankcase ventilation gas issued rotation is particularly intense, which is beneficial for the separation of the oil mist by centrifugal force.
  • the impeller can be designed on the inflow side with precursors.
  • a further development of the oil separator is specified in claim 14.
  • a fixed and / or rotating with the rotating ⁇ labscheidelement or the impeller filter body preferably made of a foam or a knitted fabric is arranged.
  • a conventional oil separation element is integrated in the form of the filter body in the oil separator, which complement the deposition effects advantageous.
  • Another measure for targeted and, if necessary, variable influencing the flow conditions in the oil separator is that the impeller fixed or adjustable Vorleitschaufeln upstream and / or fixed or adjustable Nachleitschaufeln can be connected downstream.
  • the impeller is rotatably mounted on a fixed shaft or fixed on a rotatably mounted shaft, that the impeller is mounted flying or tensioned and that as a bearing for the rotatable mounting of the impeller or the shaft at least a plain bearing or rolling bearing or air cushion bearing or magnetic bearing is provided.
  • a flying storage is more appropriate for shorter-built wheels; a tense bearing is particularly useful for wheels with greater axial length.
  • Sliding or rolling bearings are common and inexpensive bearings that can be used in the market.
  • air cushion bearings or magnetic bearings are somewhat more expensive, but are characterized by a particularly low friction, so that hereby a particularly good drive efficiency can be achieved.
  • the impeller In unilaterally equipped with blades wheels it may happen during operation that forms a pressure difference between the two sides of the impeller, which leads to an axial force on the impeller. This can lead to increased friction in the bearings of the impeller or the associated shaft. In order to exclude this increase in friction, it is provided that the impeller is equipped with blades on both sides or that in one side equipped with blades impeller in this at least one equipped with blades side of the impeller is attached to the other side pressure equalization opening. As a result, pressure differences between the two sides of the impeller can not arise, which caused by differences in pressure axial forces are excluded on the impeller.
  • the housing is made of two housing parts with a circumferential in the ⁇ lniederschlags- and oil collecting surface housing separation plane.
  • the housing parts can be advantageously produced as injection molded parts made of plastic or light metal and joined together with the inclusion of the impeller to the housing. Due to the course of the housing separation plane in the oil precipitation and oil collection surface is also the cheap way to gain access to the oil precipitation and oil collection surface and the impeller by separating the housing parts to clean them as needed as part of a maintenance of the oil separator.
  • a further development of the oil separator is specified in claim 20. It is provided to achieve a particularly compact design with a reduced number of parts of the oil separator, that is a part of the housing as an integral part of the associated internal combustion engine, in particular of the crankcase or control housing or cylinder head cover is formed. The required installation space is so small and it is advantageous short flow paths.
  • this embodiment of the oil separator provides that it is provided with a heating means for heating at least the wall area of the housing serving as the oil precipitation and oil collecting surface and / or heating the rotating oil separator or impeller Part of the housing is used.
  • a further development of the oil separator is specified in claim 22. It is provided for the oil separator, that this is associated with a control or control device with which the function of the oil separator at least by varying the rotational speed of the rotating oil separator or impeller the current operating state of the internal combustion engine, preferably by accessing a in an electronic engine control and - rule unit digitally stored engine map, is adaptable. With this control or control device can be achieved that in different operating conditions of the internal combustion engine depending on the oil separator is influenced in its operation, that on the one hand always a good efficiency in the oil mist separation from the crankcase ventilation gas is achieved and on the other hand, the pressure in Crankcase of the associated internal combustion engine is held within a predetermined pressure range.
  • the rule or Control unit preferably a permanently connected diagnostic unit or an interface for on-demand connection of a diagnostic unit.
  • in or on the oil separator sensors are provided with those relevant to the operation of the oil separator parameters, in particular actual speed of the rotating oil separator or impeller, gas pressure before and / or behind the rotating oil separator or impeller, gas flow through the oil separator, the temperature of the incoming crankcase ventilation gas and / or the outflowing clean gas and / or the oil separator itself or its drive, can be detected and forwarded to the control or control device, and that in or on the oil separator actuators are provided with which the operation of Adjustable.
  • Organs influencing the oil separator in particular the drive of the rotating oil separation element or impeller or the throttle elements or the throttle and valve members or the guide vanes, are adjustable.
  • the control or control device can always detect the current operating state of the oil separator and if necessary via the actuators influence the oil separator in its function and operation so that always an optimal or near-optimal mode of operation is guaranteed, the current operating state of the associated internal combustion engine is adapted.
  • the oil separator or the drive of the oil separator can have a cooling device which can be switched on or off in accordance with the detected temperatures.
  • the crankcase ventilation gas which flows to the oil separator or flows through the oil separator or flows away from the oil separator, gases, e.g. Noble gases, can be supplied.
  • gases e.g. Noble gases
  • the separation efficiency of the oil separator can be increased or influenced, for example, by operating an associated internal combustion engine by passing the crankcase ventilation gas, after passing through the oil separator, together with the supplied gas into the engine Intake tract of the associated internal combustion engine is initiated.
  • the crankcase ventilation gas which flows through the oil separator, and / or at least a part of the oil separator is displaceable in an ultrasonic vibration.
  • the ultrasonic vibration By the ultrasonic vibration, the deposition of the oil droplets from the crankcase ventilation gas can be positively influenced.
  • the flowability of the deposited oil is increased so that it leaves the oil separator faster through the oil outlet.
  • crankcase ventilation gas which flows through the oil separator
  • the conditioning device can be charged electrostatically by means of the conditioning device.
  • the separation of oil droplets from the entrained in the crankcase ventilation gas oil mist can be positively influenced, as is known per se of pure electrostatic precipitators, however, have a considerable size.
  • the electrostatic charge is used in addition to reinforce the separation effect generated by the centrifugal force yet.
  • an oil separator which is characterized in that it comprises a plurality of parallel-connected oil separator according to one of the preceding claims. This makes it possible, depending on the size of an associated internal combustion engine to use one or more oil separators or depending on the instantaneous power of the internal combustion engine to activate a more or less large number of parallel oil separators, the number of active oil separators depending on the amount of just incurred, too de-oiling crankcase ventilation gas.
  • the plurality of oil separators are identical to each other and are modularly connected to one another in a desired number. This is advantageously achieved that in the best case, the oil separator must be constructed and built only in one embodiment and that it is then used as needed simply or repeatedly on an internal combustion engine, which is very easy to connect with each other by the modularly connectable oil separator.
  • the materials used for the oil separator must of course be resistant to the thermal, mechanical and chemical influences that occur in practice. This can be done preferably high quality plastics and light metals.
  • an oil separator 1 comprises a housing 10 which is formed from two housing parts 11, 12.
  • the housing parts 11, 12 lie sealingly against one another along a parting plane 10 'with the interposition of a sealing element and are connected to one another in a suitable manner, for example by means of screws.
  • an impeller 2 is rotatably mounted on a housing-fixed shaft 17, for which purpose a sliding bearing 24 is used, which is arranged between the housing-fixed shaft 17 and a part of the impeller 2 forming hub 21.
  • the impeller 2 has a base plate 22 which is occupied by circumferentially spaced blades 20.
  • the impeller 2 in the interior of the housing 10 is set in rotation.
  • the housing 10 On the left in FIG. 1, the housing 10 has an inlet 13 for crankcase ventilation gas to be liberated from oil mist, which flows in the direction of the arrow indicated in the inlet 13.
  • an outlet 14 is shown for purified crankcase ventilation gas, through which the gas flows in the direction of the arrow.
  • an adjustable throttle body 13 ' is arranged in the form of a pivotable throttle valve, with which the free flow area of the inlet 13 for the crankcase ventilation gas is variable.
  • the inflowing crankcase ventilation gas is rotated by the impeller 2 as it rotates by means of the rotary drive 3, whereby a centrifugal force is applied to the oil droplets entrained in the crankcase ventilation gas.
  • the impeller 2 acts with its blades 20 at the same time as a centrifugal rotor and as a compressor, the latter serving to generate a conveying effect on the gas in the direction from the inlet 13 to the outlet 14.
  • a non-contact electric drive 3 is used to generate the rotational movement of the Impeller 20 about its axis of rotation 29.
  • the non-contact electric drive 3 is formed by an electric motor 30 which is located in a separate housing portion 18 outside the interior of the oil separator 1. Via a motor shaft 31, an arrangement of permanent magnets 35 is rotatably connected to the motor 30. When the electric motor 30 is switched on, this arrangement of permanent magnets 35 rotates directly on the outside of the right-hand housing part 12 of the housing 10. Opposite this arrangement of permanent magnets 35 is an arrangement of second permanent magnets 25 in the interior of the housing 10 on the rear side of the base disk 22 Impeller 2 connected, for example, glued, are.
  • the magnetic coupling thus formed takes the impeller 2 with the electric motor 30 and thus ensures the desired rotational movement of the impeller 2, without requiring a passage of a rotatable shaft is required by a wall of the housing 10.
  • the electrical energy required for the operation of the electric motor 30 is supplied via an electric cable 34, which is shown only in sections here. Instead of the permanent magnets 25, 35 and hysteresis material magnets can be used.
  • FIG 2 shows the oil separator of Figure 1, which is now supplemented by several components and in which the electric drive 3 is modified.
  • the housing 10 with its two housing parts 11, 12 and the separating plane 10 'running between them corresponds to the embodiment according to FIG. 1.
  • the impeller 2 is also identical to the embodiment according to FIG. 1.
  • the inlet 13 is provided with two sensors 71, with which the temperature and the pressure of the crankcase ventilation gas in the inlet 13 of the oil separator 1 can be detected.
  • the inlet 13 may also be arranged tangentially, as indicated by dashed lines at the top right of the continuously drawn inlet 13.
  • the outlet 14 for purified crankcase ventilation gas is here, as in Figure 1, tangentially upwardly from the housing 10 from.
  • an adjustable throttle body 14 ' also here in the form of a pivotable throttle valve, is arranged.
  • a flow measuring 72 is further arranged, which has the form of a displaceable by the flowing gas in rotation measuring element.
  • the flow sensor also the sensor 72 'shown separately in Figure 2 above, which is formed here by a heated wire, which cools more or less according to the respective present gas flow, whereby its electrical resistance varies.
  • a sensor arrangement 71 is provided at the outlet 14, with which the temperature and the pressure of the cleaned crankcase ventilation gas in the outlet 14 can be detected.
  • a further sensor arrangement is arranged on the right-hand side of the housing 12 in the lower right-hand corner of FIG. 2 and communicates with the interior of the housing 10 in order to control the position therein To detect temperature and the pressure of the crankcase ventilation gas.
  • a control or regulation device 7 By means of this regulation or control device 7, the drive 3 of the Oil separator 1 are controlled so that always the best possible separation efficiency and a desired pressure in the crankcase of an associated internal combustion engine, which is connected to the inlet 13, is reached ..
  • the adjustable throttle body 14 'of the control or control unit 7 from in appropriate Be adjusted.
  • the drive 3 is not carried out in the oil separator 1 according to Figure 2 with an electric motor, but with a coil assembly 33 which is arranged itself fixed, but can generate a rotating electromagnetic field.
  • This rotating electromagnetic field acts through a wall of the right housing part 12 through the mounted on the impeller 2 permanent magnets 25, whereby the rotary drive of the impeller 2 is effected.
  • the drive 3 is connected to the control or control unit 7 in connection.
  • an electrical cable 34 shown only in sections is also used here.
  • crankcase vent gas flowing in through the inlet 13 is set in strong rotation, which by centrifugal force conveys the oil droplets contained in the gas to the oil precipitation and oil collecting surface 15 from where the precipitated oil is discharged through the oil outlet 16 can.
  • FIG. 3 of the drawing shows a view into the interior of the oil separator 1 according to FIG. 2 from left to right with the left housing part 11 removed.
  • the view now points to the right-hand housing part 12 and the parting plane 10 'with the impeller 2 arranged therein.
  • the base plate 22 is arranged on the front, preferably integrally formed blades 20 which have the typical curvature of compressors in their course from radially inward to radially outward.
  • Figure 4 shows a two-stage oil separator 1, which is characterized in that it has two wheels 2 ', 2.
  • the two wheels 2 ', 2 are housed one behind the other and rotatable about a common axis of rotation 29 in the housing 10 consisting of three housing parts.
  • On the right side of the housing 10 is the inlet 13 for entölendes crankcase ventilation gas.
  • Radially outside From the blades 20 of the first impeller 2 ' is a first ⁇ lniederschlags- and oil collection surface 15, from the down a first oil outlet 16 goes off.
  • a transfer opening 113 leads into a second part of the housing 10, in which the second impeller 2 is arranged. Also, this impeller 2 has blades 20. Radially outside of these blades 20 is also here an oil precipitation and oil collection surface 15, which also opens down into an oil outlet 16.
  • FIG. 4 shows the outlet 14 for the deoiled crankcase ventilation gas.
  • the drive of the two wheels 2 ', 2 takes place here together again via a non-contact drive, including the left in Figure 4 impeller 2 is equipped with an arrangement with permanent magnets 25, as explained earlier.
  • the wheels 2 ', 2 are connected to each other rotationally.
  • both wheels 2 ', 2 each have a supporting base plate 22nd
  • FIG. 5 shows an oil separator 1, which is characterized in that it is a double-flow oil separator 1.
  • This oil separator 1 is mirror-symmetrical to a plane perpendicular to the plane of the drawing center plane and has left and right each have an inlet 13 for entölendes crankcase ventilation gas.
  • the housing 10 of the oil separator 1 has two housing halves, wherein in each half an impeller 2 is arranged, wherein the wheels 2 are arranged mirror-symmetrically. Towards the top, the interiors of the two parts of the housing 10 open into a common outlet 14 for the deoiled crankcase ventilation gas.
  • the two wheels 2 are again rotatably mounted on a housing-fixed common shaft 17 by means of bearings 24 here.
  • the drive of the wheels 2 takes place again without contact by means of an electric drive 3.
  • housing 10 coils 33 are arranged, which are supplied via an electrical line 34 with a suitable voltage.
  • permanent magnets 25 are again arranged in juxtaposition to the coils 33, which form the impeller-side part of the drive 3.
  • an oil precipitation and oil collecting surface 15 is again formed on the inside of the respectively associated part of the housing 10. Each of these surfaces 15 open into an oil outlet 16 each.
  • FIG 6 shows an oil separator 1 in which a return line 19 is provided between the outlet 14 and the inlet 13 for the crankcase ventilation gas.
  • a return line 19 is provided between the outlet 14 and the inlet 13 for the crankcase ventilation gas.
  • an adjustable throttle body 19 ' is arranged in the form of a pivotable throttle valve. With this throttle body 19 ', the passage cross section of the return line 19 can be adjusted as needed or completely closed.
  • at least a portion of the coming out of the oil separator 1 crankcase ventilation gas from the outlet 14 can be performed again to the inlet 13, so that a portion of the gas passes through the oil separator 1 several times.
  • the oil separator 1 per se is shown in Figure 6 only in external view, so that only the housing 10 with the right attached thereto drive 3 is visible.
  • the arranged inside the housing 10 impeller 2 is indicated in dashed lines.
  • FIG. 7 shows one embodiment of the impeller 2 in the left and in the right half.
  • the impeller 2 is designed as an open impeller, wherein the blades 20 end free radially outside.
  • the radially inner part of the impeller 2 forms the hub 21, in whose lower part in Figur'7 the arrangement of permanent magnets 25 is provided.
  • Radially outward from the permanent magnets 25 are the coils 33 as part of the drive, in which case a coil 33 is visible.
  • the impeller 2 is formed as a closed impeller.
  • the blades 20 are at their remote from the hub 21 end connected by a peripheral cover plate 122 with each other.
  • the right wheel 2 has a base plate 22 in which the permanent magnets 25 are mounted. Below these permanent magnets 25 is one of the coils 33 as part of the contactless electric drive of the impeller. 2
  • FIG. 8 shows an oil separator 1, for which it is characteristic that next to the impeller 2 it has a precursor 26 on the inflow side and guide vanes 28 'on the outflow side.
  • FIG. 8 shows the contactless electric drive 3, which is housed in its own housing part 18.
  • an electrical line 34 Inside the housing part 18 is a non-rotatably connected to a motor shaft 31 of the motor 30 disc 32 in which an array of permanent magnets 35 is housed. Opposite of these permanent magnets 35, separated by a part of the housing 10 forming wall, the permanent magnets 25 of the impeller second
  • Figure 9 shows an embodiment of the oil separator 1 which is characteristic of having heaters 6, 6 '.
  • the housing 10 of the oil separator 1 consists here again of two housing parts 11, 12, which are connected to each other along a parting plane 10 '.
  • the impeller 2 in the interior of the housing 10 is here again rotatably mounted on a housing-fixed shaft 17 by means of plain bearings 24, 24 '.
  • a precursor 26 is provided here, with a part of the hub 21st the impeller 2 is connected. This part of the hub 21 is in turn firmly connected to the rest of the impeller 2, for example, welded.
  • the oil precipitation and oil collecting surface 15 is here again present, which merges into the oil outlet 16 at the very bottom.
  • a first heating device 6 is provided on the outside at the lower part of the housing 10 in the region of the oil precipitation and oil collecting surface 15.
  • the surface 15 of the housing interior can be heated, at which the oil precipitates, whereby the oil is flowable and flows faster to the outlet 16.
  • a second heating device 6 ' is provided inside the housing-fixed shaft 17 and serves to heat in the region of the bearings 24, 24' for lubrication existing lubricants and thereby reduce the bearing friction in the bearings 24, 24 '. As a result, a higher speed of the impeller 2 is achieved at a given drive power.
  • FIG. 10 shows a detail of an oil separator 1, in which an arrangement of adjustable pilot vanes 28 is provided in the inlet 13.
  • the arrangement comprises in the example shown a total of four Vorleitschaufeln 28, at a distance of 90 ° via the inlet 13 to the Rotary axis 29 are arranged around and radially outward.
  • an actuator 5 in the form of an electric actuator, which is shown in part at the top of FIG. Via a shaft 50, an adjustment movement caused by the actuator 5 is transmitted synchronously to the individual feed vanes 28. So that no secondary flow paths for gases into the inlet 13 or out of the inlet 13 out in the region of the shaft 50 may arise, this is sealed by a gas-tight housing 51.
  • the inflowing crankcase ventilation gas can be acted upon by these with a flow twist, which favorably influences the further flow guidance in the region of the vanes 20 of the rotor 2.
  • the impeller 2 is only a small, near the inlet 13 lying part visible in Figure 10.
  • FIG. 11 shows an embodiment of the oil separator 1, which is partially spatially integrated into the valve cover 40 'of an associated internal combustion engine 4.
  • the oil outlet 16 and the impeller 2 receiving part of the housing are formed.
  • the impeller 2 has here in its center a hub 21, which merges to the left in a base plate 22. With the hub 21 and the base plate 22 are the blades 20 made in one piece. Also, the permanent magnets 25 are here again in the base plate 22 attached as impeller-side part of the non-contact drive 3.
  • the recess in the valve cover 40 ', in which the impeller 2 is arranged, is outwardly, i. in Figure 11 to the left, sealed by a plate-shaped part of the housing 10.
  • this plate-shaped housing part On the outside, in Figure 11 so on the left side, this plate-shaped housing part is the drive 3, which is supplied via the electrical line 34 with electrical energy.
  • Down the gas outlet 14 goes off for the cleaned crankcase ventilation gas.
  • the gas outlet 14 extends over part of its length through the outside of the valve cover 40 'lying part of the housing 10 of the oil separator 1.
  • the free end of the gas outlet 14 is formed here as a hose connection piece to which a hose for continuing the de-oiled crankcase ventilation gas can be connected.
  • Figure 12 shows in its left and in its right half two versions of the oil separator 1, which are each connected in series with a conventional oil separator 8 and 8 '.
  • the impeller 2 is located with its blades 20 within the housing 10, in which case the axis of rotation 29 of the impeller 2 is vertical. Radially outward of the blades 20 of the impeller 2 is also the inner surface of the housing 10 as ⁇ lniederschlags- and oil collection surface 15 formed and connected to an upper left in Figure 12 visible oil outlet 16.
  • the outlet 14 for the cleaned crankcase ventilation gas is located on the upper right at the top of the housing 10.
  • the previously described parts of the oil separator 1 are identical for the two embodiments shown in FIG.
  • the oil separator 1 shown in the left half of Figure 12 is preceded by a knitted body 81 as a conventional oil separator 8, which is arranged im.Inneren a cup-shaped lower housing part.
  • the inlet 13 for the crankcase ventilation gas to be de-oiled flows laterally from the left into this lower housing part.
  • the crankcase ventilation gas On its way into the region of the impeller 2, the crankcase ventilation gas must first forcibly flow through the knitted body 81 at its full volume flow, a first separation of oil droplets taking place.
  • the separated in the knit body 81 oil flows under gravity down and there via an oil drain 80 from, for example, in the oil pan of an associated internal combustion engine.
  • the now already partially de-oiled crankcase ventilation gas reaches the area of the impeller 2. This ensures on the one hand by centrifugal force for further separation of oil mist from the crankcase ventilation gas and on the other hand by its conveying effect for a repeal of the knitted body 81 caused differential pressure. Finally, the deoiled gas leaves the oil separator 1 through the gas outlet 14.
  • the upstream conventional oil separator 8 ' is formed by a cyclone.
  • tangential inlet 13 passes to be de-oiled Crankcase vent gas into the interior of the oil separator 8 'and is placed therein in a rotating vortex flow.
  • some of the oil droplets are thrown by centrifugal force to the outside and deposited.
  • the precipitated oil flows under gravity down to the very bottom intended oil drain 80'.
  • crankcase ventilation gas passes through a central overflow from the oil separator 8 'up into the region of the impeller 2, which also ensures here for a further oil separation and on the other by its conveying effect for a cancellation of the differential pressure caused by the cyclone.
  • FIG. 13 shows two embodiments of a two-stage oil separator 1, one embodiment each being shown in the upper and in the lower half of FIG.
  • the first impeller 2 ' viewed in the flow direction, is provided with a co-rotating filter body 27, which can be flowed through in the radial direction by the crankcase ventilation gas, as indicated by the flow arrows.
  • the now partially deoiled crankcase ventilation gas passes through the transfer opening 113 into the region of the second impeller 2, which is designed without a co-rotating filter body.
  • the two wheels 2 ', 2 are arranged in a common housing 10, which here has a closed except for the transfer opening 113 dividing wall between the two wheels 2', 2.
  • each impeller 2 ', 2 Radially outside of each impeller 2 ', 2 is again ever a ⁇ lniederschlägs- and oil collection surface 15, which opens down into each case an oil outlet 16.
  • the first impeller 2 'seen in the flow direction is equipped with a precursor 26 with short blades.
  • the impeller 2 'rotating filter body 27 which is flowed through here in the axial direction of the crankcase ventilation gas substantially.
  • the base disk 22 'of the impeller 2' is gas permeable, e.g. with holes, executed.
  • the left in Figure 13 side of the base plate 22 'with compressor blades 20' is occupied, which serve to generate the desired conveying action and at the same time for acting on the base disc 22 'exiting crankcase ventilation gas with a centrifugal force.
  • the second impeller 2 is identical to the impeller 2 according to the upper half of FIG. 13 in the embodiment of the oil separator 1 according to the lower half of FIG.
  • the gas outlet 14 for the purified crankcase ventilation gas is located at the top left in the region of the housing 10 and here has an axial outflow direction for the purified gas.
  • the outlet 14 may also tangentially depart from the left upper portion of the housing 10, as indicated by dashed lines at the top of FIG.
  • Figure 14 shows a closed impeller 2, which is characteristic that it has an air bearing.
  • the impeller 2 has a hub part 21, which is arranged concentrically to the axis of rotation 29. With a curved course goes from the hub part 21, the base plate 22 radially outward. The blades 20 follow this course, so that the axial: inflowing crankcase ventilation gases are deflected in a radial direction.
  • a housing-fixed shaft 17 Concentric with the axis of rotation 29 here a housing-fixed shaft 17 is provided, which is hollow in its interior and there forms an air passage 117. From this air passage 117 go from a plurality of transverse bores 117 ', which lead to the outer periphery of the shaft 17. On the outer circumference of the shaft 17 'sleeve-shaped bearings 24, 24' are provided in the region of the transverse bores 117. By introducing compressed air through the air passage 117 and the transverse bores 117 'in the gap region between the shaft 17 and the bearings 24, 24', an air cushion is formed there, which ensures a particularly low bearing friction. Thus, a particularly high speed of the impeller 2 is achieved at a given driving force.
  • Figures 15a and 15b show in longitudinal section and in cross section two embodiments of the impeller 2 with an integrated in the region of the hub 21 non-contact drive 3 with magnetic bearings for the impeller 2. It is ever a design in the upper and in the lower half of the figure 15a and 15b.
  • the impeller 2 has in both embodiments a hub portion 21, which tapers to the left-side inlet, which is not shown, steadily. Towards the right, the hub region 21 merges into the base disk 22. In the transition region from the hub part 21 to the base plate 22, the blades 20 of the impeller 2 are arranged.
  • the impeller 2 is here connected to a rotatable shaft 17 ', which is rotatably mounted outside of the impeller in a manner not shown here.
  • the housing 10 of the oil separator forms an annular gap-shaped space surrounding the shaft 17 '.
  • the coils 33 of the non-contact electric drive 3 are housed and supplied via electrical lines 34 with electrical energy.
  • the housing 10 forms an open to the shaft 17 'receiving area for the coil 33, whereby here the coils 33 are spaced from the shaft 17 only with a small air gap.
  • Figures 16a and 16b show in the same representation as the figures 15a and 15b two further embodiments of the impeller 2 with contactless electric drive. 3
  • the impeller 2 is executed in all versions here again with a rounded on the inlet side and otherwise hollow cylindrical hub portion 21, which merges to the right into the base plate 22.
  • the blades 20 are integrally formed with the hollow cylindrical portion of the hub 21 and the base plate 22.
  • an arrangement of electromagnets 33 which can be supplied with electrical energy via electrical lines 34, is seated on the outside of the housing-fixed shaft 17. Radially outward follows this arrangement of the magnets 33 a sleeve-shaped arrangement of the permanent magnets 25, in which case a small movement gap is kept free.
  • the sleeve-shaped arrangement of the permanent magnets 25 is connected at its outer periphery rotationally fixed to the inner periphery of the hub 21 of the impeller 2.
  • the sleeve-shaped arrangement of the permanent magnets 25 with the coil assembly 33 forms a plain bearing and at the same time the non-contact electric drive. 3
  • the arrangement of the electromagnetic coils is attached to the inside of the hollow shaft 17 fixed to the housing.
  • Radially outward from the hollow shaft 17 is here again a sleeve-shaped arrangement of permanent magnets 25, which is here again rotationally connected to the inner circumference of the hollow hub portion 21 of the impeller 2.
  • FIG. 17 shows a section of an oil separator, the section showing the inlet 13 and a small part of the impeller 2. It is essential here that within the inlet 13 in the axial direction of an adjustable throttle body 131 is arranged.
  • the throttle body 131 has taken its opening position in which it is moved away to the left, ie in the direction of the inlet 13 of the impeller 2.
  • the outer circumference of the throttle body 131 is removed from an end edge 130 'of a concentric intermediate wall 130.
  • Radially inwardly from this concentric partition wall 130 the path of the crankcase ventilation gas extends into the region of the impeller 2.
  • Outside this concentric partition wall 31 runs an annular channel 132 as a bypass duct, which bypasses the region of the impeller 2.
  • throttle body 131 ' On the left in FIG. 17, in dashed lines, an alternative form of the adjustable throttle body is indicated as throttle body 131 '.
  • the throttle body 131, 131 'thus forms in this embodiment a combined throttle and valve member 13 "
  • the closed position of the throttle bodies 131, 131' can be used, for example, as a shut-off function to avoid an undesired chimney effect when the internal combustion engine is at a standstill.
  • FIG. 18 shows an example of the interaction of an oil separator 1 with an internal combustion engine 4 and associated further parts.
  • the internal combustion engine 4 has a crankcase 40, from which a crankcase ventilation line 43 goes off. Via a throttle body 13 ', this line 43 leads to the inlet 13 of the oil separator. 1
  • the impeller 2 In the oil separator 1, which is shown here only schematically, there is the impeller 2. Left of the oil separator 1, the outlet 14 is arranged for the de-oiled crankcase ventilation gas. Via a further throttle element 14 ', the outlet 14 is connected to a further gas line 44. This gas line 44 opens into an intake line 41, through which the internal combustion engine 4, the air required for combustion is supplied. Through an exhaust pipe 42, the combustion exhaust gases leave the internal combustion engine. 4
  • the oil outlet 16 At the lower part of the oil separator 1 is the oil outlet 16, which is connected via an oil return line 45 to the crankcase 40 of the internal combustion engine 4. By This oil return line 45, the separated oil is returned to the oil sump in the crankcase 40.
  • Figure 18 shows a return line 19 which leads from the outlet 14 to the inlet 13 of the oil separator 1.
  • a check valve 19 ' is provided, which allows a gas flow only in the direction from the outlet 14 to the inlet 13 and thus a cleaning of the crankcase ventilation gas in a "small" circuit.
  • the return line 19 may also be performed instead of the inlet 13 to the crankcase 40 of the internal combustion engine 4. Also in this alternative guide the return line 19 is provided in the course of the check valve 19 'to determine the desired flow direction, as is also indicated in dashed lines. In this embodiment, cleaning of the crankcase ventilation gas in a "larger" circuit including the crankcase 40 is possible. This mode of operation is e.g. after a shutdown of the internal combustion engine. 4 makes sense in a limited time lag of the oil separator 1.
  • FIG. 18 also shows a regulating or control device 7, which is connected via electrical lines with sensors and actuators.
  • Sensors may be, for example, elements for detecting the rotational speed of the impeller 2 or for detecting gas temperatures before or in or behind the oil separator 1 or for detecting gas pressures before or in or behind the oil separator 1.
  • Actuators here are actuators for the adjustable throttle bodies 13 ', 14' and a variable drive of the impeller 2 of the oil separator 1, which by means of the control or control unit 7 can be influenced in the desired manner in their state or their position in accordance with the detected measured values.
  • the aim of these measures is, on the one hand, to achieve as far as possible an oil separation from the crankcase ventilation gas and at the same time to keep the pressure in the crankcase 40 of the internal combustion engine 4 within predetermined limits.
  • control or control unit 7 may be assigned a permanently connected diagnosis display 70 that can be perceived by a driver or that needs to be connected only during testing and maintenance and that can be read by the maintenance personnel.
  • an arrangement with two oil separators 1 can also be used if correspondingly large amounts of crankcase ventilation gas are to be de-oiled.
  • the use of two smaller oil separators 1 may be cheaper than the use of a single, correspondingly larger oil separator.
  • Figure 19 shows a schematic representation of an oil separator with two identical oil separators 1, which are connected in parallel.
  • Each oil separator 1 has again an impeller 2 and an inlet 13 for entölendes crankcase ventilation gas, an outlet 14 for the deoiled crankcase ventilation gas and an oil outlet 16 for the separated oil.
  • the inlet 13 is in each case connected to a pipe section 43 '.
  • each oil separator is connected to a respective pipe section 41 ', the in turn is connected via a line section 44 to the outlet 14 of the oil separator 1.
  • the outlet 16 of each oil separator 1 is connected to a respective pipe section 45 '.
  • the pipe sections 41 ', 43' and 45 'of the parallel oil separator 1 each extend in alignment with each other and are provided at their ends with connecting flanges 141, 143, 145.
  • connection flanges 141, 143, 145, to which no further oil separator 1 is to be connected are to be closed by flange plates.
  • a return line 19 can also be provided between the outlet 14 and the inlet 13 of the oil separator 1.
  • Figure 20 shows an embodiment of the oil separator 1 with an integrated brushless electric motor 30 as a drive 3 for the impeller 2. Since the motor 30 is brushless, here no.Funken principle arise in the operation of the electric motor 30, so that the motor 30 in this embodiment can come into contact with crankcase ventilation gas without the risk of ignition of the Crankcase ventilation gas in its passage through the oil separator 1 consists.
  • the oil separator 1 according to FIG. 20 corresponds to the oil separator 1 already shown and described in FIG.
  • FIG. 21 shows, in a representation similar to FIG. 6, an embodiment of the oil separator 1 which is equipped with a conditioning device 9 beyond the features which are already illustrated and explained in FIG.
  • the conditioning device 9 may have different designs and thus different functions.
  • a supply line 90 is shown as the first embodiment of the conditioning device 9, through which a gas or gases, for example a noble gas, can be admitted into the flow of the crankcase ventilation gas which flows through the inlet 13 to the impeller 2 of the oil separator 1.
  • a gas or gases for example a noble gas
  • the crankcase ventilation gas can be given special properties that are more favorable for oil separation or for further use of the deoiled crankcase ventilation gas.
  • the supply line 90 opens into the return line 19, which is provided here between the outlet 14 and the inlet 13 for the crankcase ventilation gas.
  • a second embodiment of the conditioning device 9 comprises means for generating an electrostatic charge of the crankcase ventilation gas.
  • the conditioning device comprises a voltage source 91, which is connected via not numbered lines with an electrode 91 '.
  • the electrode 91 ' surrounds here a part of the inlet 13 and a part of the housing 10, namely the left housing part 11 of the oil separator 1.

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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)

Claims (29)

  1. Séparateur d'huile (1) pour purifier du gaz de dégazage du carter-moteur d'un moteur à combustion interne (4), ce gaz contenant un brouillard d'huile, avec un boîtier (10) avec un orifice d'admission (13) du gaz de dégazage du carter-moteur, un orifice d'évacuation (14) du gaz purifié et un orifice d'évacuation d'huile (16), au moins un élément séparateur d'huile rotatif et entraînable en rotation étant disposé dans le boîtier (10), une surface intérieure d'une zone de paroi du boîtier (10), laquelle zone de paroi entoure radialement extérieurement l'élément séparateur d'huile, se présentant sous la forme d'une surface collectrice d'huile et de retombées d'huile (15) et étant reliée à l'orifice d'évacuation d'huile (16), l'élément séparateur d'huile étant une pièce de construction en forme de roue mobile (2) équipée d'aubes (20) et agissant simultanément en tant que rotor et compresseur, le gaz de dégazage du carter-moteur qui afflue pouvant être mis, par la roue mobile en rotation (2), dans un mouvement rotatif qui soumet des particules de brouillard d'huile entraînées à une force centrifuge et, en même temps, une action de transport pouvant être exercée sur le gaz de dégazage du carter-moteur dans une direction allant de l'orifice d'admission (13) vers l'orifice d'évacuation de gaz (14) du séparateur d'huile (1), caractérisé en ce que l'élément séparateur d'huile rotatif ou la roue mobile (2) sont logés sans traversée de l'axe vers l'extérieur à l'intérieur du boîtier (10) qui est étanche excepté les orifices d'admission et d'évacuation (13, 14, 16) et peuvent être mis en rotation sans contact par un entraînement (3) situé en dehors de l'intérieur du boîtier (10) traversé par le gaz de dégazage du carter-moteur.
  2. Séparateur d'huile selon la revendication 1, caractérisé en ce que le boîtier (10) et la roue mobile (2) se présentent sous la forme d'un compresseur radial ou axial ou sous une forme mixte obtenue à partir des deux.
  3. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que celui-ci se présente sous la forme d'un compresseur à plusieurs étages et/ou à plusieurs flux.
  4. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que l'entraînement sans contact (3) de la roue mobile (2) comprend un couplage magnétique (25, 35) ou un couplage à courants de Foucault ou un moteur (30) à entraînement électrique ou hydraulique ou pneumatique ou un entraînement mécanique dérivé du moteur à combustion interne (4).
  5. Séparateur d'huile selon l'une des revendications 1 à 3, caractérisé en ce que l'entraînement sans contact (3) de la roue mobile (2) comprend un moteur électrique intégré sans balais (30).
  6. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que la roue mobile (2) est entraînable à régime constant.
  7. Séparateur d'huile selon l'une des revendications 1 à 5, caractérisé en ce que la roue mobile (2) est entraînable à un régime variable adapté à un état de fonctionnement respectivement donné du moteur à combustion interne (4).
  8. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce qu'est prévu, dans ou devant l'orifice d'admission (13) du gaz de dégazage du carter-moteur et/ou dans ou derrière l'orifice de sortie (14) du gaz purifié (respectivement) un organe étrangleur réglable (13', 14') ou (respectivement) un organe étrangleur et soupape (13") combiné réglable.
  9. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que part de l'orifice d'évacuation (14) du gaz purifié une conduite de retour (19) qui mène soit à l'orifice d'admission (13) du gaz de dégazage du carter-moteur soit au carter-moteur (40) du moteur à combustion interne (4) associé, un organe étrangleur ou de soupape réglable et/ou une soupape de non-retour (19') étant situés sur le tracé de la conduite de retour (19).
  10. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que la roue mobile (2) est réalisée sous la forme d'une roue mobile ouverte à marche rapide.
  11. Séparateur d'huile selon l'une des revendications 1 à 9, caractérisé en ce que la roue mobile est réalisée sous la forme d'une roue mobile (2) fermée avec un disque de recouvrement (122).
  12. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que la roue mobile (2) est réalisée avec des éléments précurseurs (26) côté afflux.
  13. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que sont montés, en amont ou en aval de celui-ci ou en parallèle avec celui-ci, un ou plusieurs séparateurs d'huile conventionnels d'un autre type (8, 8').
  14. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que sont situés, dans le boîtier (10), sur le tracé du chemin de l'écoulement du gaz de dégazage du carter-moteur, un corps filtrant (15', 27) fixe et/ou un corps filtrant corps filtrant (15', 27) qui tourne avec l'élément séparateur d'huile rotatif ou la roue mobile (2), lequel corps filtrant est réalisé de préférence en matière mousse ou en tricot.
  15. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que des aubes de pré-rotation (28) fixes ou réglables sont montées en amont et/ou des aubes de redressement (28') fixes ou réglables sont montées en aval de la roue (2).
  16. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que la roue mobile (2) est agencée de manière rotative sur un arbre fixe (17) ou de manière fixe sur un arbre logé rotatif (17'), en ce que la roue mobile (2) est logée de manière flottante ou serrée et en ce que sont prévus, en tant que paliers (24, 24') pour le logement rotatif de la roue mobile (2) ou de l'arbre (17'), au moins un palier lisse ou un palier à roulement ou un palier à coussin d'air ou un palier magnétique.
  17. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que la roue mobile (2) est équipée d'aubes (20, 20') des deux côtés ou en ce qu'est ménagée dans celle-ci, dans le cas d'une roue mobile (2) équipée d'aubes (20) d'un côté, au moins un orifice de compensation de pression (23) reliant le côté de la roue mobile (2) équipé d'aubes (20) à l'autre côté de celle-ci.
  18. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que les surfaces du boîtier (10) et de l'élément réparateur d'huile rotatif ou de la roue mobile (2), lesquelles entrent en contact avec le gaz de dégazage du carter-moteur et l'huile, sont pourvues d'un revêtement anti-dépôt.
  19. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que le boîtier (10) est réalisé avec deux parties de boîtier (11, 12) avec un plan de séparation de boîtier (10') périphérique dans la surface collectrice d'huile et de retombées d'huile (15).
  20. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que le boîtier (10) est en plusieurs parties et en ce qu'au moins une partie (12) du boîtier (10) est réalisée en tant que partie intégrale du moteur à combustion interne (4) associé, en particulier du carter-moteur (40) ou du boîtier de commande ou de la couvre-culasse (40') de celui-ci.
  21. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que le séparateur d'huile (1) est équipé d'un dispositif de chauffage (6) qui sert à chauffer au moins la zone de paroi du boîtier (10) servant de surface collectrice de retombées d'huile et d'huile (15) et/ou à chauffer une partie du boîtier (10) qui loge l'élément séparateur d'huile rotatif ou la roue mobile (2).
  22. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que lui est associé un appareil de réglage ou de commande (7) qui permet d'adapter la fonction du séparateur d'huile (1) au moins par variation du régime de l'élément séparateur d'huile rotatif ou de la roue mobile (2) à l'état de fonctionnement respectivement actuel du moteur à combustion interne (4), préférentiellement par accès à un diagramme caractéristique du moteur stocké numériquement dans une unité électronique de commande et de réglage du moteur.
  23. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que sont prévus, dans ou sur le séparateur d'huile (1), des capteurs (71, 71', 72, 72') permettant de détecter des paramètres pertinents pour le fonctionnement du séparateur d'huile (1), en particulier le régime réel de l'élément séparateur d'huile rotatif ou de la roue mobile (2), la pression du gaz en amont et/ou en aval de l'élément séparateur d'huile rotatif ou de la roue mobile (2), le débit volumétrique de gaz passant par le séparateur d'huile (1), la température du gaz de dégazage du carter-moteur qui afflue et/ou du gaz propre qui s'écoule et/ou du séparateur d'huile (1) lui-même ou de son entraînement (3) et peuvent être retransmis vers l'appareil de réglage ou de commande (7), et en ce que sont prévus, dans ou sur le séparateur d'huile (1), des actionneurs (5) qui permettent de régler des organes réglables qui influencent le fonctionnement du séparateur d'huile (1), en particulier l'entraînement (3) ou les organes étrangleurs (13', 14') ou les organes étrangleurs et soupapes (13") ou les aubes directrices (28).
  24. Séparateur d'huile selon l'une des revendications précédentes, caractérisé en ce que celui-ci comporte un dispositif de conditionnement à action physique et/ou chimique sur le gaz de dégazage du carter-moteur qui s'écoule.
  25. Séparateur d'huile selon la revendication 24, caractérisé en ce que des gaz, par exemple des gaz nobles, peuvent, au moyen du dispositif de conditionnement (9), être amenés au gaz de dégazage du carter-moteur qui afflue dans le séparateur d'huile (1) ou traverse le séparateur d'huile (1) ou s'écoule hors du séparateur d'huile (1).
  26. Séparateur d'huile selon la revendication 24 ou 25, caractérisé en ce que le gaz de dégazage du carter-moteur qui traverse le séparateur d'huile (1) et/ou au moins une partie du séparateur d'huile (1) peuvent être mis en vibration ultrasonique au moyen du dispositif de conditionnement (9).
  27. Séparateur d'huile selon la revendication 24, 25 ou 26, caractérisé en ce que le gaz de dégazage du carter-moteur qui traverse le séparateur d'huile (1) peut être chargé électrostatiquement au moyen du dispositif de conditionnement (9).
  28. Dispositif séparateur d'huile, caractérisé en ce qu'il comprend plusieurs séparateurs d'huile (1) montés en parallèle selon l'une des revendications précédentes.
  29. Dispositif séparateur d'huile selon la revendication 28, caractérisé en ce que les plusieurs séparateurs d'huile (1) sont identiques entre eux et peuvent être assemblés entre eux de manière modulaire en nombre souhaité.
EP04003787A 2003-02-21 2004-02-19 Dispositif de separation de l'huile present dans le gaz du carter Expired - Lifetime EP1464797B1 (fr)

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DE20302824U 2003-02-21
DE20302824U DE20302824U1 (de) 2003-02-21 2003-02-21 Ölabscheider für die Reinigung von Ölnebel enthaltendem Kurbelgehäuseentlüftungsgas einer Brennkraftmaschine

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EP2166202A1 (fr) 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air
DE102008061058A1 (de) * 2008-12-08 2010-06-17 Audi Ag Mehrzylindrige Brennkraftmaschine
EP2886814A1 (fr) 2013-12-19 2015-06-24 Volkswagen AG Séparateur d'huile pour le nettoyage de gaz d'aération et moteur à combustion interne doté d'un tel séparateur d'huile
DE202016100479U1 (de) * 2016-02-01 2017-05-04 Reinz-Dichtungs-Gmbh Ölabscheider
DE102017202069A1 (de) 2017-02-09 2018-08-09 BRUSS Sealing Systems GmbH Aktive Ölabscheidevorrichtung
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EP2039896A2 (fr) 2007-09-21 2009-03-25 MANN+HUMMEL GmbH Dispositif de séparation d'huile à partir d'un flux d'air
EP2166202A1 (fr) 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air
DE102008061058A1 (de) * 2008-12-08 2010-06-17 Audi Ag Mehrzylindrige Brennkraftmaschine
DE102008061058B4 (de) * 2008-12-08 2017-02-09 Audi Ag Mehrzylindrige Brennkraftmaschine
EP2886814A1 (fr) 2013-12-19 2015-06-24 Volkswagen AG Séparateur d'huile pour le nettoyage de gaz d'aération et moteur à combustion interne doté d'un tel séparateur d'huile
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WO2024121547A1 (fr) * 2022-12-05 2024-06-13 JCB Research Moteur à combustion interne

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EP1464797A3 (fr) 2005-10-05
DE20302824U1 (de) 2004-07-08
DE502004003656D1 (de) 2007-06-14
EP1464797A2 (fr) 2004-10-06

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