EP1614871A2 - Dispositif pour réguler la pression dans le carter du moteur et pour séparer le brouillard d'huile dans le système de ventilation des gaz de carter - Google Patents

Dispositif pour réguler la pression dans le carter du moteur et pour séparer le brouillard d'huile dans le système de ventilation des gaz de carter Download PDF

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Publication number
EP1614871A2
EP1614871A2 EP05014532A EP05014532A EP1614871A2 EP 1614871 A2 EP1614871 A2 EP 1614871A2 EP 05014532 A EP05014532 A EP 05014532A EP 05014532 A EP05014532 A EP 05014532A EP 1614871 A2 EP1614871 A2 EP 1614871A2
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EP
European Patent Office
Prior art keywords
actuator
pressure
crankcase
channel
individual channels
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.)
Withdrawn
Application number
EP05014532A
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German (de)
English (en)
Other versions
EP1614871A3 (fr
Inventor
Uwe Meinig
Martin Rölver
Sieghard Pietschner
Marcel Borgmann
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 EP1614871A2 publication Critical patent/EP1614871A2/fr
Publication of EP1614871A3 publication Critical patent/EP1614871A3/fr
Withdrawn legal-status Critical Current

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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
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F01M2013/0016—Breather valves with a membrane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/0044—Layout of crankcase breathing systems with one or more valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F01M2013/0427—Separating oil and gas with a centrifuge device the centrifuge device having no rotating part, e.g. cyclone

Definitions

  • the present invention relates to a device for controlling the pressure in the crankcase of an internal combustion engine, with at least one pressure control element, with which a flow cross-section for the device flowing through the crankcase ventilation gas is variable depending on its current pressure, that in the crankcase a predetermined negative pressure compared to the ambient air pressure is maintained
  • the means for de-oiling the crankcase ventilation gas comprises at least two arranged in the flow path oil mist separator, wherein in the device, the flow cross-section is distributed over a plurality of individual channels, wherein the at least one pressure control element, the cross section of each individual channel is variable, wherein at least two individual channels each have their own ⁇ lnebelabborger is assigned directly and wherein the pressure control element is a pressure-controlled actuator with at least one with the individual channels to the Quersch is a mutually interacting actuator.
  • the older, post-published DE 103 09 278 A1 shows a device of the type specified above. It is preferably provided that a distribution channel via Connecting channels is connected to separation elements, wherein a closing body can close one or more connecting channels, so that the gas flow flows through only the separation elements with an open connection channel.
  • the separation elements are preferably spirals, spirals, cyclones, nonwovens or yarns.
  • the separation elements each have a liquid drain, which is at least indirectly connected to the crankcase of an associated internal combustion engine.
  • a disadvantage is to be considered in this known device in particular that it comes in parallel operation of several Abscheidiga to malfunction, because unwanted gas flows through the liquid flows in a direction from the crankcase in the separation elements and then continue to occur in the direction of the intake of the engine. With such a flow, there is no separation of the entrained oil mist, which leads to disturbances of the associated internal combustion engine, for example as a result of contamination in the intake tract arranged elements of a motor control and by supplying combustible components to the intake air. In particular, this problem occurs at high pressure differences, which inevitably arise relatively often during operation of the associated internal combustion engine. For a reliable operation of this known device is not guaranteed.
  • crankcase ventilation must be via both a first vent line section be connected to the intake tract upstream of the turbocharger and via a second vent line section with the intake tract downstream of the turbocharger.
  • This pressure regulating valve has a valve seat cooperating with a valve body, which has a first outlet channel and a second outlet channel.
  • the second output channel is arranged concentrically around the first output channel.
  • the pressure control valve upstream of a ⁇ lnebelabscheider which preferably consists of a coarse separator and a subsequent fine separator, which are flowed through successively by the entire crankcase ventilation gas flow.
  • a disadvantage is considered in this known device that due to the throttling in the pressure control valve between the crankcase and the intake of the associated internal combustion engine in wide operating ranges of the engine only a portion of the theoretically available for oil separation from the crankcase ventilation gas pressure difference is actually used for oil mist separation. This has the consequence that in certain operating ranges of the associated internal combustion engine undesirably high oil mist fractions reach the crankcase ventilation gas in the intake tract of the internal combustion engine, where they can lead to malfunctions of the function of the internal combustion engine, for example by coking of intake valves. Furthermore, it should be regarded as a disadvantage in the known device that it is suitable only for engines with a turbocharger, which limits the scope of this known device since a large number of internal combustion engines is operated without turbocharger.
  • From DE 102 51 947 A1 discloses a device for the separation of liquid from a gas stream of a crankcase of an internal combustion engine is known.
  • This device consists of a housing with separation elements, wherein the device has a distribution valve which is movably mounted in a distribution channel by at least one closing body cooperating with a sealing seat.
  • the gas flow through the distribution valve in dependence on the amount of gas flow to one or more separation elements is conductive.
  • the closing body automatically adjusted due to a balance of power from a force acting on the closing body of the gas flow force and a force originating from the weight of the shooting body weight and / or a spring force exerted by a spring force.
  • a disadvantage is considered in this known device that it has no means for setting a predetermined, prescribed by statutory regulations negative pressure in the crankcase relative to the atmospheric pressure. Alone with the means provided in the device an effective pressure control in the crankcase of the internal combustion engine is not possible. There is even the danger that an overpressure arises in the crankcase, which is not compliant with the law. It is therefore in addition to the device in addition a separate Pressure control valve required, which leads to an adverse additional pressure drop, whereby the pressure difference, which is available for the liquid or oil mist separation from the gas is reduced.
  • the closing body is exposed to considerable vibration and acceleration influences during operation of the internal combustion engine, in particular in a motor vehicle, which have a strong disruptive effect on the function of the device.
  • DE 202 11 329 U1 Another device for the purpose mentioned above is known from DE 202 11 329 U1.
  • This known device has an oil separator, which in addition to the actual ⁇ labscheideorgan additionally includes a coarse oil cyclone, the inflow opening is equal to an oil sink in which settles with the inflowing gas stream from the crankcase coarse oil entrains.
  • a vacuum control valve is integrated in the housing of the device in the clean gas area.
  • the available for the flow of the crankcase ventilation gas flow cross sections through the ⁇ labscheideorgan and by the additional coarse oil cyclone are constant and are set during the manufacture of the device.
  • the flow cross section of a channel discharging the combined clean gas is changed in a pressure-dependent manner by the vacuum control valve.
  • DE 298 10 402 U1 Another device for the purpose mentioned is known from DE 298 10 402 U1.
  • This device has an oil collecting space in which collects separated from the oil mist separator from the crankcase ventilation gas oil.
  • This oil collecting space communicates with the crankcase of the associated internal combustion engine via a closable passage.
  • a plunger is arranged, which is connected to an adjustable diaphragm of the pressure control device for the crankcase pressure and executes a corresponding stroke movement with each movement of the membrane.
  • a pumping action is generated and by this pumping action, the oil collected in the collecting chamber is forcibly conveyed into the crankcase, without an undesirable gas flow through the oil return passage can occur.
  • the integrated in this device pressure control valve changes by means of the aforementioned membrane, the flow cross-section of a clean gas duct, which leads the gas cleaned by the oil mist, for example, to the intake of the associated internal combustion engine.
  • a liquid separator for separating liquid from gases wherein the liquid separator can be used for example as a cyclone oil separator for the crankcase ventilation of internal combustion engines.
  • the liquid separator is provided to change the inlet cross section by an adjustable wall area pressure-dependent.
  • a pressure cell is used, in which a membrane is acted upon by two different pressures. According to the present pressure difference results in a specific position of the membrane, which is transmitted via an actuating rod to an adjustable wall region in the inlet of the separator. In this way, although the volume flow range in which a good oil mist separation is achieved increase, but still remain in this separator areas where no good efficiency in oil separation is achieved.
  • a separate pressure control valve must be provided for the regulation of the pressure in the crankcase of the associated internal combustion engine, at which a pressure drop occurs, which adversely reduces the pressure difference available for the oil mist separation.
  • the separate pressure control valve leads to increased manufacturing and assembly costs.
  • a cyclone arrangement for the separation of particles or drops from a fluid flow comprises at least two parallel arranged cyclones, which have a tangential inlet opening for the fluid flow and in the interior of the Fluid flow is set in rotation, so that due to the resulting centrifugal force in the fluid flow, the particles to be deposited are deposited on the outer wall and transported away through the outlet openings.
  • the arrangement is characterized by a plurality of parallel-connected cyclones, wherein the inlet openings for the fluid flow are each to be closed or opened individually. Also with this arrangement is to be achieved that the individual cyclones are each operated in a favorable work area to achieve a higher overall Abscheide Angelsgrad.
  • the task is to provide a device of the type mentioned above, which avoids the above-mentioned disadvantages and with the over larger areas of the flow rate of the crankcase ventilation gas and the pressure difference between the crankcase and intake manifold of the engine ensures an effective oil mist separation is, with the in the crankcase of the internal combustion engine, a pressure in a predetermined target pressure range with sufficient accuracy is reliably maintained and occur in the parallel operation of several oil mist, even at high pressure difference, no malfunction with reduced separation efficiency.
  • the device should be used for both petrol and diesel engines, have a high and long-lasting reliability and be inexpensive to produce.
  • each oil mist separator or a part of the oil mist is provided with its own reservoir or space for collecting the separated oil and that at least a portion of the collecting container or each room is provided with an automatically switching check valve.
  • the at least one actuator releases a more or less large flow cross section through the device via the actuator or the actuators.
  • This flow cross-section is a plurality of individual channels which, depending on the position of the actuator, flow through the crankcase ventilation gas more or less strongly and / or in larger or smaller numbers.
  • At least two individual channels each have their own oil mist separator directly assigned. This makes it possible, each ⁇ lnebelabscheider largely in its design range, so with a high efficiency, to operate, which can be achieved even with limited pressure differences between the crankcase and the intake of the engine high separation efficiency.
  • a significant advantage of the device according to the invention is that virtually the entire pressure difference between the crankcase and the intake tract of the internal combustion engine can be used in the oil mist separator or in the oil mist separators for the separation of the oil mist.
  • all individual channels and the associated or the associated oil mist separators are flowed through in parallel, so that there is no danger that an impermissible pressure builds up in the crankcase.
  • each oil mist separator or part of the oil mist separators is provided with its own collecting tank or space for collecting the separated oil, undesired and disturbing gas flow paths are prevented via the oil outlets of the oil mist separators.
  • the emptying of the collecting container or spaces can be done at standstill of the associated internal combustion engine, because then there are no pressure differences and thus no gas flows through the device run.
  • at least a portion of the collecting container or spaces is provided with an automatically switching check valve.
  • the check valves is always automatically an emptying of the collection container or spaces, if there are suitable pressure conditions, which is particularly the case when the associated internal combustion engine is the case.
  • the emptying is expediently via one or more suitably arranged or extending oil lines or channels in the oil pan or the crankcase of the associated internal combustion engine.
  • each individual channel is assigned its own separate oil mist separator, whereby a particularly effective and extensive oil mist separation from the crankcase ventilation gas is achieved.
  • a more or less large number of individual channels is either releasable or lockable by the at least one pressure control element depending on the current pressure of the crankcase ventilation gas.
  • the invention proposes that in an initial state in which there is a pressure in a desired pressure range in the crankcase, several or all individual channels are open and that in contrast decreasing pressure in the crankcase, an increasing number of individual channels can be blocked. Due to the increasing number of blocked individual channels with decreasing pressure in the crankcase, the amount of crankcase ventilation gas discharged from the crankcase becomes decreases, whereby the pressure in the crankcase at the desired pressure level, which is preferably slightly lower than the ambient air pressure, held or raised again to this desired pressure level.
  • the initial state with open individual channels is also present when the associated internal combustion engine is stationary or is in an operating state with a large volume flow of crankcase ventilation gases.
  • At least one additional discharge channel is provided in addition to the individual channels.
  • the discharge channel is used in particular to provide for rapidly increasing pressure of the crankcase ventilation gas for rapid pressure relief to safely prevent a harmful and impermissible pressure in the crankcase.
  • the discharge channel preferably forms, like the individual channels, a portion of a flow path in the intake tract of the internal combustion engine.
  • the additional discharge channel can be designed with or without ⁇ lnebelabscheider. Without ⁇ lnebelabscheider a particularly low flow resistance is achieved.
  • the device with discharge channel for the execution of the device with discharge channel is further provided that in an initial state in which there is a pressure in a desired pressure range in the crankcase, several individual channels or all individual channels are open and the discharge channel is closed, that in contrast decreasing pressure in the crankcase an increasing number of individual channels can be blocked and that at over a maximum target pressure increasing pressure in the crankcase, the discharge channel is releasable.
  • the device provides a safeguard against overpressure when the total flow area of the individual channels without the additional relief channel should not be sufficient for a sufficiently rapid and effective pressure relief.
  • a further embodiment of the device proposes that the oil mist separators are arranged behind the pressure control element as viewed in the flow direction of the crankcase ventilation gas.
  • the pressure control element is located between the crankcase to be vented and the oil mist, so that the function of the pressure control element is not affected here by a pressure drop across the oil mist separators. This advantageously allows a relatively simple construction of the pressure control element.
  • the oil mist separators may each be arranged in the flow direction of the crankcase ventilation gas upstream of the pressure control element.
  • This embodiment has the specific advantage that already de-oiled crankcase ventilation gas passes to the pressure control element, whereby this is protected from functional impairments by entrained in the crankcase ventilation gas oil.
  • Another advantage here is the lower one Pressure difference, which is to be overcome in the return of the separated in the oil mist separators oil in the oil pan of the internal combustion engine.
  • An embodiment of the invention proposes that a single actuator is provided, with which a common actuator for all individual channels or for this and for the at least one discharge channel is adjustable.
  • An alternative embodiment of the invention provides a single actuator, with each of which an actuator for each individual channel or for this and for the at least one discharge channel is adjustable. Again, the use of a single actuator manufacturing and installation of the device are kept simple and inexpensive, at the same time the possibilities for selectively influencing the control behavior can be increased by the use of multiple actuators.
  • a separate actuator is provided for each individual channel or for this and for the at least one discharge channel, with which the actuator for the associated single channel and, if such is provided in the device, for the discharge channel, is adjustable.
  • the effort by the larger number of actuators is indeed greater, however, so that a more accurate connection and disconnection of the individual channels and the discharge channel and thus an improved function of the device can be achieved overall.
  • different pressure levels in the crankcase can be set for different operating points of the internal combustion engine become.
  • a low crankcase pressure can be set at which a defined ventilation of the crankcase with fresh air is possible, and eg at full load of the engine and the associated low pressure difference between the crankcase and a higher crankcase pressure can be set to the intake tract and the remaining pressure difference, with no crankcase ventilation, can be fully utilized for the oil mist separation.
  • the actuator is a mechanical-pneumatic actuator, which is adjusted depending on the pressure difference between a reference pressure and the pressure in the crankcase.
  • the particular advantage of such an actuator is that it requires no external energy for its operation, for example in the form of an electrical voltage source.
  • the actuator may also be a powered by external energy, controlled by at least one pressure sensor actuator, which is adjusted depending on the pressure difference between a reference pressure and the pressure in the crankcase.
  • the effort is higher in this embodiment of the device, but in this embodiment, for. B. by an electronic map control, a differentiated and thus improved function of the device can be achieved.
  • the reference pressure is preferably the atmospheric air pressure or a presettable by a pressure transducer pressure.
  • the device When using the atmospheric air pressure as a reference pressure, the device is kept simple and the pressure in the crankcase is always controlled, as desired, relative to atmospheric air pressure.
  • a predetermined pressure of a pressure transducer As a reference pressure, although the device is somewhat more expensive, but allows a purposeful influence of the regulation via a variation of the reference pressure, for example, depending on the current operating state of the internal combustion engine.
  • each individual channel or this and the at least one discharge channel each have a section with a frontal contour, relative to which the actuator is adjustable in each case by approach and distance.
  • This embodiment has the particular advantage that sliding friction in the interaction of actuator and single channel or discharge channel is avoided, whereby the actuation of the actuators is made possible smoothly and with little effort. In addition, a wear due to friction is largely avoided. Also, a hindrance to the adjustment of the actuator by pollution or freezing can practically not occur here.
  • oil mist separators any devices known per se can be used as oil mist separators.
  • the oil mist separators are preferably designed as cyclone separators because they are functionally reliable and maintenance-free over the entire service life of an associated internal combustion engine and represent a good compromise between the component costs and the achievable separation levels.
  • the existing cyclone in the device can each have the same size, which is the Making the device very easy.
  • the cyclone are dimensioned relative to each other of different sizes, which has the advantage that in each case an optimal degree of separation can be achieved by adapted switching on and off of the different cyclone for a particularly large volume flow range of the crankcase ventilation gas.
  • each cyclone separator which is additionally flowed through with increasing crankcase pressure is in each case the next larger cyclone separator or that each cyclone separator which is additionally flowed through with increasing crankcase pressure is in each case the next smaller cyclone separator.
  • the selection of each applicable application depends in particular on the predetermined blowby map of the associated internal combustion engine. In both embodiments, with proper selection and adaptation a good control behavior and a high level of safety against the emergence of an undesirable and harmful pressure or excessive underpressure in the crankcase can be achieved.
  • the / each actuator is made of a resilient metal sheet, preferably with a plate thickness of 0.05 to 1 mm. With such an actuator a long shelf life is guaranteed. In addition, you can give the actuator by selecting the metal and the thickness of the desired in the particular application and for optimal properties.
  • the / each actuator of a flat fabric reinforced epoxy resin material preferably with a material thickness of 0.3 - 2 mm, be formed.
  • the actuator is durable and wear-resistant and it can be optimized in terms of its properties by material selection and variation of the material thickness for the particular application.
  • the actuator between two or more positions is adjustable so that the connection or disconnection of each Single channel or each individual and discharge channel abruptly without the relevant channel is only partially open during a substantial period of time.
  • the individual channels and, if provided, the at least one discharge channel and the associated oil mist separator can be arranged geometrically different.
  • a first advantageous embodiment provides in this regard that the respectively interacting with the actuator sections of the individual channels or the individual channels and the discharge channel are arranged in a straight line in series and that the actuator has the shape of an elongated, straight tongue which extends over the sections ,
  • the actuator may have a particularly simple shape, which is advantageous for the production.
  • a flat, elongated construction of the device can be achieved, whereby it is well integrated with appropriate installation conditions in the engine compartment of an internal combustion engine or in the internal combustion engine itself.
  • An alternative embodiment proposes that the respectively interacting with the actuator sections of the Individual channels or the individual channels and the discharge channel are arranged in a straight line in series and in that the actuator is designed in the form of a plurality of cam-actuated tongues, each tongue extending over each section.
  • the actuator is designed in the form of a plurality of cam-actuated tongues, each tongue extending over each section.
  • a flat construction of the device can be achieved.
  • the possibility is created to optimize the control behavior of the individual tongues by appropriate shaping of these actuating cam individually.
  • a further alternative embodiment provides that the respectively interacting with the actuator sections of the individual channels or the individual channels and the discharge channel are arranged on a curved line in a circular or circular shape and that the actuator in the form of a suitably running in a circular or circular shape, correspondingly long tongue has, which runs over the sections.
  • a spatially overall very compact design is possible, which is advantageous in accordance with predetermined installation conditions in many cases.
  • each section is assigned its own tongue of the actuator, which is an optimization the control behavior for each single channel and for the discharge channel allowed.
  • the actuator may be formed as a flexible membrane having a plurality of membrane regions, each cooperating with a portion of the individual channels or the individual channels and the discharge channel.
  • a membrane is relatively easy to produce and can be adjusted with low actuation forces.
  • a first development proposes that the membrane regions of the membrane are distributed over their surface next to one another and that the sections of the individual channels or the individual channels and the discharge channel which cooperate with the membrane regions lie next to one another in a corresponding arrangement.
  • An embodiment of the membrane serving as an actuator provides that the membrane areas each occupy a different altitude relative to each other and are each flexible deflectable relative to the rest of the membrane. As a result, the membrane with relatively little effort for each individual and discharge channel a desired individual pressure-dependent behavior can be imparted.
  • the / each actuator with a sealing effect relative to the channels increasing coating, such as elastomer, and / or is provided with the sealing effect increasing additional elements and / or with a sealing effect increasing geometry.
  • a sealing effect relative to the actuator-enhancing coating such as elastomer
  • the / each actuator may be provided with at least one vibration of the actuator preventing or reducing damper mass.
  • the / each actuator may have a layer structure, wherein preferably between two outer layers is a damping, vibration of the actuator preventing or reducing medium.
  • the device In order to avoid malfunction of the actuator and the associated ⁇ lnebelabscheider by large oil particles that may pass from the crankcase into the device, it is proposed that in the device at least one of the oil mist separators upstream pre-separator for the separation of large oil particles is integrated.
  • Large oil particles e.g. Schleuderölspritzer
  • the pre-separator may be arranged in front of or behind the sections of the channels for the guidance of the crankcase ventilation gas which cooperate with the actuator or actuators.
  • the pre-separator is expedient, as the other oil mist, equipped with an oil return, through which the separated oil can be returned to the crankcase of the associated internal combustion engine.
  • the invention proposes that the device is arranged in a heated in operation of the associated internal combustion engine of this area or that in the device at least the oil mist separator heating heating is integrated.
  • the achievable in this way heating of the entire device or its ⁇ lnebelabscheider ensures that water and fuel, which are carried in the vapor in the crankcase ventilation gas, do not precipitate in the device as condensate, but remain in the gaseous state and flow as a vapor through the device and the Intake tract of the internal combustion engine are supplied.
  • the prevention of condensate precipitation is supported by the in The device prevailing negative pressure, which lowers the boiling point of water and fuel.
  • each oil mist separator has a clean gas outlet, that the clean gas outlets of the first group of oil mist separators open directly or via a first plenum into a common first discharge channel, that the clean gas outlets second group of oil mist separators open directly or via a second plenum into a common second outflow channel and that the first outflow channel and the second outflow channel lead into two different sections of the intake tract of the associated internal combustion engine.
  • a group of oil mist separators is thus permanently assigned to a specific section of the intake tract, so that no additional active elements are necessary for the allocation of the deoiled crankcase ventilation gas to one or the other section of the intake tract.
  • Each group of oil mist separators comprises one or more oil mist separators.
  • each ⁇ lnebelabscheider has a clean gas outlet, that the clean gas outlets via a plenum or directly into a common outflow channel, that the outflow channel in at least two into different sections of the intake the associated internal combustion engine leading channel branches is branched and that at least one adjustable switch element is arranged at the branching point.
  • the switch element is switchable only between its two end positions, the entire deoiled crankcase ventilation gas is supplied either to one or the other portion of the intake tract. If the switch element can also assume intermediate positions, it is also possible to divide the deoiled crankcase ventilation gas into both sections of the intake tract.
  • the switch element is adjustable, for example via a suitable actuator depending on the pressures in the Ansaug Thermalabbalden or depending on the current engine speed or in accordance with a stored in an associated engine electronics map
  • a second alternative solution suggests that a plurality of ⁇ lnebelabscheider are provided that each ⁇ lnebelabscheider has a clean gas outlet, that at least two outflow channels are provided, wherein the first outflow channel and the second outflow channel lead into two different sections of the intake tract of the associated internal combustion engine, and that each clean gas outlet via a respective switch element is selectively connectable to the first outflow channel or to the second outflow channel or with both outflow channels.
  • the effort is higher due to the larger number of switch elements, but also more differentiated options for influencing the management and distribution of the de-oiled crankcase ventilation gas are offered here.
  • the adjustment of the switch elements can take place here in the same manner as indicated in the preceding paragraph.
  • the device is integrated in a valve cover or in a control housing cover or in an oil filter module of the associated internal combustion engine.
  • the first embodiment of a device 1 shown here as essential parts comprises a pressure control element 2 and a ⁇ lnebelabscheideech with several, here four ⁇ lnebelabscheidern 3, which are housed in a common housing 10 as an integrated unit.
  • the pressure control element 2 shown in the left upper part of Figure 1 has an elastic membrane 20 which is sealingly clamped between the upper part of the housing 10 and a lid 10 '.
  • a first chamber 21 Above the membrane 20 is a first chamber 21, which is connected via a small air channel 21 'with the external atmosphere and in which the atmospheric pressure prevails.
  • a second chamber 22 Below the membrane 20 is a second chamber 22, in which the crankcase pressure of an associated, not shown internal combustion engine prevails.
  • the central part of the membrane 20 is formed by a stable diaphragm plate 23, which is acted upon on the underside with a control spring 25 which is supported on the housing 10, with an upward-facing force. Integral with the diaphragm plate 23 is a plunger 24 which extends from the diaphragm plate 23 down.
  • a crankcase gas inflow channel 11 is formed on the bottom left, which is connectable to the crankcase of an associated internal combustion engine. Crankcase ventilation gas can be introduced from the crankcase into the device 1 through this inflow channel 11.
  • crankcase gas outflow channel 14 is formed on the housing 10, which is preferably connectable to the intake tract of the associated internal combustion engine. Through this discharge channel 14 purified, i. removed from oil mist crankcase ventilation gas from the device 1 are discharged.
  • each individual channel 31 has in each case a flat front side contour 32 which point upward in FIG. 1 and which are arranged next to one another in a line.
  • an actuator 26 which here has the shape of a metallic leaf spring. At its right end, the actuator 26 is fixed to the housing 10.
  • the actuator 26 On its underside, the actuator 26 is provided with a coating 26 'which increases its sealing effect relative to the individual channels 31, e.g. an elastomeric pad provided. At the same time, the coating 26 'ensures damping of undesired vibrations of the actuator 26.
  • the actuator 26 is connected to the lower end of the plunger 24.
  • the plunger 24 and the membrane 20 form a mechanical pneumatic actuator 2 ', which ensures a pressure-dependent adjustment of the actuator 26.
  • the lower chamber 22 below the membrane 20 is in direct flow communication with the distribution chamber 12, so prevails in the distribution chamber 12 and in the lower chamber 22 approximately the crankcase pressure.
  • the plunger 24 In a ground state of the device 1, e.g. at idle the associated internal combustion engine, the plunger 24 is in its upper end position, as shown in Figure 1. In this upper position of the plunger 24 is inevitably the actuator 26 in its uppermost position in which it is lifted from all individual channels 31. Thus all individual channels 31 are open.
  • Each individual channel 31 forms in the example according to Figure 1 respectively the inlet of an oil mist separator, here in each case a cyclone 3.
  • the cyclones 3 are arranged side by side with mutually parallel longitudinal axes.
  • Each cyclone 3 has a peripheral wall 30 which surrounds a swirling space 33.
  • a clean gas outlet 34 can be seen, through which the respective crankcase ventilation gas released from the oil mist leaves the respective cyclone 3 and is supplied to the outflow channel 14 through a collecting space which is not visible in the background.
  • the pressure in the crankcase is simultaneously controlled and the crankcase ventilation gas effectively de-oiled.
  • the entire pressure difference between the inflow channel 11 and the outflow channel 14 and thus in principle the entire pressure difference between the crankcase and the intake tract of the internal combustion engine for the oil mist separation within one or more of the cyclones 3 is available.
  • the device 1 not only an integrated design but also an integrated function with respect to crankcase pressure control and oil mist separation from the crankcase ventilation gas.
  • the arrangement of the cyclones 3 shown here next to one another allows a particular one flat, stretched construction, which is advantageous for many installation situations
  • Figure 2 shows the device 1 of Figure 1 now in a perspective view, partly in a cutaway view.
  • the pressure control element 2 can again be seen, which forms or comprises the actuator 2 'for the actuator 26.
  • each cyclone 3 may be provided with its own oil collection chamber and a separate check valve between the oil collection chamber and the crankcase.
  • the oil collection chamber 36 may be divided in its interior into a corresponding number of separate compartments and a check valve associated with each compartment.
  • the outer contour of the clean gas collecting space 13 can be seen here to a small extent, in which the clean gas flows are combined from the cyclones 3 and then supplied to the outflow channel 14.
  • the actuator 26 here has the shape of an elongated leaf spring.
  • the actuator 26 acts in the form of the leaf spring with the side by side on a line arranged individual channels 31 and their upwardly facing front side contour 32 in the sense of enlargement and reduction or opening and blocking of the flow cross-sections together.
  • Figure 3 shows a second embodiment of the device 1, in which also a pressure control element 2 with an actuator 2 'and a ⁇ lnebelabscheider 3 are integrated in a housing.
  • the pressure control element 2 which includes the actuator 2 ', is located right above in the drawing figure.
  • the pressure control element 2 comprises a membrane 20 which is arranged sealingly in the housing 10.
  • the first chamber 21 located above the membrane 20 is connected to the free atmosphere via the small air channel 21 ', so that the atmospheric air pressure prevails in this chamber 21 in the equilibrium state.
  • the second chamber 22, which lies under the membrane 20, is directly connected to a collecting chamber 12 of the device 1, which in turn is directly connectable via the crankcase gas inflow channel 11 with the crankcase of the associated internal combustion engine.
  • the central part of the membrane 20 also forms here a rigid diaphragm plate 23, from which, in one piece, a plunger 24 extends downwards.
  • control springs 25, 25 ' are provided, of which the control spring 25 is the diaphragm 20 preloaded with an upward force, while the second control spring 25 'is in the prestressed state above the membrane 20 and forms a rest stop for the diaphragm plate 23 ..
  • the device 1 In a ground state, when approximately the same pressure prevails at the top and bottom of the membrane 20, e.g. at standstill of the associated internal combustion engine, the device 1 assumes the state shown in Figure 3. In this state, the diaphragm 20 is in a middle position with the diaphragm plate 23 and the plunger 24. With the lower end of the plunger 24 is here also an actuator 26 connected in the form of an elongated leaf spring. In the example of Figure 3, the connection of the actuator 26 is to the plunger 24 at the right end of the actuator 26, while the left end of the actuator 26 fixedly connected to the housing 10, for. B. is riveted.
  • each individual channel 31, 31 ' in each case has a front side contour 32, 32', which faces the underside of the actuator 26.
  • each cyclone 3 here also has a circumferential wall 30 which delimits a swirling space 33.
  • the clean gas outlet 34 for crankcase ventilation gas freed from oil mist is in each case.
  • Each clean gas outlet 34 opens into the collecting space 13, which in turn is connected to the crankcase gas outflow channel 14, which leaves the housing 10 to the left.
  • the supply of the crankcase ventilation gas takes place via the right above the housing 10 provided inflow channel 11, which opens into a distribution chamber 12, in which the actuator 26 is located.
  • the actuator 26 assumes a position in which the leftmost discharge channel 31 'with the left cyclone 3 is closed, while the individual channels 31, the inlets of the middle and the right cyclone. 3 form, are open.
  • crankcase pressure With decreasing crankcase pressure shifts due to a pressure-dependent adjustment of the diaphragm 20 of the plunger 24 down, thereby initially the middle cyclone 3 and at further decreasing crankcase pressure and the right cyclone 3 are shut off. This inevitably leads to an increase of the crankcase pressure, which in turn leads to a movement of the plunger 24 upwards and thus initially to the opening of the right cyclone 3 and with further increase of the crankcase pressure also to the opening of the middle cyclone 3.
  • FIG. 4 shows an embodiment of the device 1, which likewise comprises a pressure regulating element 2 and an actuator 2 and several cyclones 3 as oil mist separators.
  • the individual cyclones 3 are arranged in a ring with mutually parallel longitudinal axes.
  • the pressure regulating element 2 with the actuator 2 ' is visible in a cutaway view.
  • a diaphragm 20 is used, which separates an upper chamber 21, in which the atmospheric air pressure prevails, and a lower chamber 22, in which the crankcase pressure prevails, from each other.
  • the central region of the membrane 20 is formed by a rigid diaphragm plate 23, with which a downwardly extending plunger 24 is made in one piece. Below the diaphragm plate 23 is supported on this and on the housing 10 control spring 25 which acts on the diaphragm plate 23 with an upward biasing force.
  • crankcase gas inflow channel 11 On the far right in FIG. 4 is the crankcase gas inflow channel 11, which opens into a distributor chamber 12 located in the interior of the housing 10.
  • actuator 26 In this distribution chamber 12 is also the actuator 26, which here the shape of an elongated, in about an open circle descriptive Leaf spring has, wherein from one end of the circle, a portion of the actuator 26 extends approximately in the radial direction inwardly and is connected to the plunger 24 lying centrally in the circle.
  • the farthest from the plunger 24 end of the actuator 26 is connected to the housing 10.
  • the actuator 26 When adjusting the plunger 24 up or down the actuator 26 is moved in its central region which is connected to the plunger 24 by the same amount in the vertical direction, while the degree of this adjustment movement along the actuator 26 to its attached to the housing 10 End is getting smaller. In this way it can be achieved that by adjusting the actuator 26 in the longitudinal direction of the plunger 24 more or less many individual channels 31 and thus flow paths through the cyclones 3 are opened or closed.
  • target pressure in the crankcase expedient part of the flow paths or all flow paths are released; When the pressure in the crankcase drops below the target pressure, gradually more individual channels 31 and thus increasingly more flow paths are expediently closed until the desired pressure in the crankcase is restored.
  • an increase in the blowby gas flow leads to an increase in the crankcase pressure, which is regulated by opening the flow cross sections to further cyclones 3.
  • crankcase ventilation gas laden with oil mist
  • the distributor chamber 12 When the inlet, ie open single channel 31, is released, the crankcase ventilation gas, laden with oil mist, flows from the distributor chamber 12 into the associated cyclone 3, here its vortex space 33, a.
  • the swirling space 33 is also limited to the outside by the peripheral wall 30 of the cyclone 3.
  • the purified gas in the cyclone 3 passes through the clean gas outlet 34 upwards out of the cyclone 3 and enters the collecting chamber 13, which is connected to the left in FIG. 4 crankcase gas discharge channel 14.
  • each cyclone oil flows under gravity down and each through an oil outlet 35 in a formed in the lower part of the cyclone 3 oil collection chamber 36.
  • each oil collection chamber 36 On its underside each oil collection chamber 36 has an oil drain with a check valve 37, said oil drain for oil return is connected via means not shown with the crankcase of the internal combustion engine.
  • the check valves 37 which are designed here as leaf valves, each closed, with a corresponding pressure difference on the two sides of the check valve 37 ensures the taking of the closed position. Unwanted, the separation function disturbing gas flows through the oil outlets 35 are thus prevented.
  • the oil in the oil collection chamber 36 is able to move the check valve 37 in the open position, after which then the oil can flow out.
  • the arrangement of the cyclones 3 in this exemplary embodiment allows a compact construction, wherein the device as a whole has an approximately cylindrical outer shape.
  • FIG. 5 shows the device 1 from FIG. 4 in a longitudinal section.
  • the pressure regulating element 2 lies with the actuator 2 '; below is the oil mist separator in the form of several cyclones. 3
  • the membrane 20 which separates the upper atmosphere-connected first chamber 21 and the second lower chamber 22 in which the crankcase pressure prevails.
  • the plunger 24 With the diaphragm plate 23, the plunger 24 is made in one piece. With the lower end of the plunger 24, the central end portion of the actuator 26 is connected.
  • the actuator 26 extends annularly over the likewise annularly arranged individual channels 31 and their upwardly facing end contour 32, which cooperates with the underside of the actuator 26.
  • the device 1 is shown in a state in which the diaphragm 20 with the diaphragm plate 22 and the plunger 24 assume their upper end position. In this position, the actuator 26 is moved to the maximum and all individual channels 31 are open. Each individual channel 31 forms the inlet of the associated cyclone 3, to the individual parts of the description of Figure 4 is referenced.
  • FIG. 6 shows the device 1 from FIG. 5 in cross-section according to the section line VI-VI in FIG. 5.
  • a wall of the housing 10 which limits the distributor chamber 12 for the supplied crankcase ventilation gas to the outside.
  • the annular actuator 26 which has a radially outwardly to radially inwardly extending portion whose radially inner end with the plunger 24, which is cut here, is connected.
  • Figure 6 illustrates that the individual channels 31, here a total of six pieces, evenly distributed lie on a circular line.
  • the clean gas outlets 34 for discharging the cleaned crankcase ventilation gas.
  • FIG. 7 shows the device 1 from FIG. 5 now in cross section according to the line VII-VII in FIG. 5.
  • the sectional plane runs through the upper region of the six cyclones 3.
  • Each cyclone 3 has a peripheral wall 30 which limits the swirling space 33.
  • the individual channels 31 at the same time each form the inlet of the associated cyclone 3.
  • the associated oil outlet 35 is visible. Radially outside of this is cut in each case the clean gas outlet 34 in the form of a short dip tube, which protrudes from above into the swirling space 33.
  • FIG. 8 A further embodiment of the device 1 is shown in Figure 8, here in a perspective, cutaway view.
  • the device 1 according to FIG. 8 corresponds to the device 1 according to FIG.
  • the main difference lies in the configuration of the actuator 26.
  • the actuator 26 has in the device 1 according to Figure 8 in the form of a ring with radially inwardly extending spokes, each spoke is connected at its radially inner end with the plunger 24.
  • a spoke of the actuator 26 is a Assigned individual channel 31, which are here largely hidden under the actuator 26.
  • connection of the respective radially inner end of the spokes of the actuator 26 is designed so that not all spokes are simultaneously taken along with a movement of the central plunger 24 down but only gradually from the plunger 24 in the downward direction. In this way, a step-like control behavior is achieved, which ensures that a more or less large number of individual channels 31 is either closed or opened.
  • the individual channels 31 are located with their not visible front side contour radially inside as close to the plunger 24 below the radially inner end portion of the individual spokes of the actuator 26th
  • crankcase ventilation gas leaves the respective cyclone 3 by a clean gas outlet 34 upwards, the clean gas outlets 34 open into the common plenum 13. From there, the crankcase ventilation gas leaves the device 1 via the outflow channel 14.
  • FIG. 9 shows an enlarged view of a detail of the device 1 according to FIG. 8.
  • FIG. 9 shows the diaphragm plate 23 with the plunger 24 integral therewith, extending downwardly.
  • Left and right of the plunger 24 are two spokes below of the actuator 26 visible. Each is radially outside Here each spoke of the actuator 26 connected to a portion of the housing 10, here riveted.
  • the actuator 26 lies in the small circle.
  • the actuator 26 consists of three layers, namely two outer metallic layers 26.1 with resilient properties and an intermediate elastic layer 26.2 with vibration damping properties.
  • FIG. 10 shows a plan view of the device according to FIG. 8, with all parts of the device above the actuator 26 being omitted.
  • FIG. 10 particularly clearly illustrates the shape of the actuator 26 with its radially outer annular part and with its six radially inwardly extending spokes.
  • the plunger 24 is cut, which communicates with the radially inner end of the six spokes of the actuator 26 in each case.
  • each directly below the radially inner end region of each spoke of the actuator 26 is each a single channel 31 with its front side contour 32, which faces in each case the underside of the actuator 26.
  • the relevant individual channel 31 is opened; If the actuator 26 abuts against the front contour 32, the relevant individual channel 31 is closed. Due to the height-variable connection of the spokes of the actuator 26 to the plunger 24 explained with reference to FIG. 9, a greater or lesser number of spokes of the actuator 26 abuts the respective associated end-face contour 32, corresponding to the position of the plunger 24.
  • FIG. 11 shows the device from FIG. 8 in a cross section at the level of the cyclones 3, the annular arrangement of the cyclones 3 on a circular line being particularly clear here.
  • the lower one Radial outward follow the individual channels 31 for the supply of the crankcase ventilation gas to the individual cyclones 3.
  • Each cyclone is limited by its peripheral wall 30, in the interior of each of the vortex space 33 is located.
  • the oil outlet 35 In the center of each cyclone 3 is the oil outlet 35, through which the separated in each cyclone 3 oil flows down under gravity.
  • FIG. 12 Another embodiment of the device 1 is shown in Figure 12 in longitudinal section. Here, too, are located in a common housing 10, a pressure control element 2 with an actuator 2 'and means for oil mist separation in the form of here a total of three cyclones. 3
  • the pressure control element 2 with the actuator 2 ' is visible, which is also formed here by a membrane 20 with a plunger 24.
  • a membrane 20 with a plunger 24 Above the membrane 20 is again the upper, first chamber 21, which is connected via the bore 21 'with the atmosphere, while under the diaphragm 20, the second chamber 22 is located in which rests the crankcase pressure.
  • the lower end of the plunger 24 is here connected to a crank arm of a camshaft 27.
  • This camshaft 27 extends in the drawing figure 12 starting from the plunger 24 to the left.
  • a movement of the diaphragm 20 due to a change in the pressure in the crankcase leads to a rotation of the camshaft 27 by a corresponding angle, whereby the cam 27 'are rotated accordingly.
  • Each cam 27 ' cooperates with an actuator 26 in the form of a short leaf spring. There is one in each case Actuator 26 each associated with a single channel 31 and the additional discharge channel 31 '.
  • the camshaft 27 is located in a distributor chamber 12 within the housing 10, wherein crankcase ventilation gas can be supplied via the crankcase gas inflow channel 11. With this distribution chamber 12 and the lower chamber 22 below the membrane 20 is in direct communication.
  • Characteristic of the device of Figure 12 is, inter alia, that here the cyclones 3 relative to each other have different sizes.
  • the cyclones 3 are located here within a collecting space 13 for the cyclone 3 leaving purified purified crankcase ventilation gas, which can be withdrawn through the outflow 14 from the plenum 13 and the intake tract of the associated internal combustion engine.
  • Figure 12 shows the device 1 in a ground state, e.g. at standstill of the associated internal combustion engine.
  • the actuators 26 of the right and middle cyclone 3 in FIG. 12 are in an open position, while the actuator 26 of the cyclone 3 arranged on the far left in FIG. 12 is in the closed position.
  • crankcase pressure increases, this leads to a movement of the diaphragm 20 and the plunger 24 upwards, whereby an opposite rotation of the camshaft 27 is caused with the cam 27 '.
  • This opposite rotation of the camshaft 27 causes the actuator 26 for the leftmost in Figure 12 cyclone 3 moves upward and thus now releases the additional discharge channel 31 'for effective and rapid pressure relief of the crankcase.
  • crankcase ventilation gas passes via a respective not visible in Figure 12 clean gas outlet into the plenum 13 over.
  • the separated in the cyclone 3 each oil flows under gravity through each of an oil outlet 35 and a ⁇ labströmkanal 15, which is located in the background, and is returned to the crankcase of the associated internal combustion engine.
  • FIG. 13 shows the upper right part of the device 1 from FIG. 12 in cross section according to the section line XIII-XIII in FIG. 12.
  • the membrane 20 lies with the plunger 24 extending downwards from underneath , which acts on the membrane 20 with an upward biasing force.
  • the first chamber 21 which communicates with the atmosphere via a throttle bore 21 '.
  • the second chamber 22 Under the membrane 20 is the second chamber 22, in which the crankcase pressure prevails.
  • the camshaft 27 is visible in front view, with which the lower end of the plunger 24 is connected in the manner of a crank.
  • a movement of the membrane 20 downwards due to a sinking crankcase pressure leads to a rotation of the camshaft 27 in the counterclockwise direction; a displacement of the diaphragm 20 and the plunger 24 upward due to an increasing crankcase pressure leads to a rotation of the camshaft 27 in a clockwise direction.
  • the device 1 so form the diaphragm 20, the plunger 24 and the camshaft 27 with the cam 27 ', the actuator 2'.
  • FIG. 14 Another embodiment of the device 1 is shown in Figure 14 again in longitudinal section.
  • the embodiment and in particular the size of the individual cyclones 3 in the example according to FIG. 14 are identical to the example according to FIG. 12.
  • the actuation of the actuators 26 for the channels 31, 31 ' is different.
  • each individual channel 31 and the discharge channel 31 ' are each assigned their own actuator 2'.
  • Each actuator 2 'in each case comprises its own membrane 20, which simultaneously forms the actuator 26 for the associated individual channel 31 and the discharge channel 31'.
  • Above each membrane 20 is each a separate first chamber 21, which communicates via a throttle bore 21 'with the atmosphere.
  • a common lower chamber 22 which is also the distributor space 12 for the flowing through the inflow channel 11 crankcase ventilation gas.
  • a control spring 25 lies below the membrane 20 in each case and loads it with an upward-pointing biasing force.
  • the individual channels 31 of the right and of the middle cyclone 3 are thus opened.
  • crankcase pressure drops, the right diaphragm 20 is moved first in the device 1 according to FIG. 14, and the middle diaphragm 20 is moved downward as the crankcase pressure continues to drop, whereby first the right single channel 31 and then the middle single channel 31 are closed. In this way, a desired increase in crankcase pressure is provided.
  • the discharge channel 31 ' is now additionally opened as the third channel, by means of the pressure difference, the membrane 20 from the discharge channel 31' upwards against the Force of the control spring 25 'is lifted. In this way, a rapid pressure relief of the crankcase is possible if necessary.
  • crankcase ventilation gas Each partial flow of the crankcase ventilation gas through one of the channels 31, 31 'leads in each case to an associated cyclone 3, where a separation of entrained oil droplets takes place.
  • the cleaned crankcase ventilation gas exits the cyclones 3 into the collecting space 13 and is discharged therefrom through the outflow channel 14.
  • the separated oil exits through the oil outlet 35 of each cyclone 3 and flows back through associated, lying in the background ⁇ labströmkanäle 15 back into the crankcase.
  • a downwardly open region of the upper part of the housing 10 forms an inflow channel 11 for the crankcase ventilation gas to be cleaned.
  • the channel 11 opens at the top into a chamber 22, which is bounded on the upper side by a membrane 20.
  • Above the membrane 20 is another chamber 21, which is connected via a not visible here bore with the surrounding atmosphere.
  • control spring 25 Centrally under the membrane 20 is a control spring 25, which acts on the membrane 20 with an upward biasing force.
  • Each individual channel 31 opens down into an associated cyclone 3.
  • the three cyclones 3 are formed here identical to each other and each have a peripheral wall 30 which includes a swirling space 33. The transition from the respective individual channel 31 into the associated swirling space 33 takes place tangentially in order to produce a good swirling flow.
  • each cyclone 3 has an oil outlet 35, through which oil separated from the crankcase ventilation gas can drip down into an associated oil collecting space 36. The cleaned in the cyclones 3 crankcase ventilation gas leaves this via a respective overhead clean gas outlet 34 and a downstream, not visible here common Reingasabströmkanal leading to the intake of the associated internal combustion engine.
  • the membrane 20 is displaced downwards overall.
  • first of all the membrane region 20.1 comes into sealing contact with the associated individual channel 31 and closes it.
  • the further membrane regions 20.2 and then 20.3, which are each assigned to a further individual channel 31 are gradually moved downwards to such an extent that they too close the respectively associated individual channel 31.
  • the pressure in the crankcase is maintained at a pressure within a desired pressure range and at the same time in the cyclones 3, the oil mist is separated from the crankcase ventilation gas.
  • FIG. 16 shows the device 1 from FIG. 15, now in a perspective, cutaway view.
  • the pressure control element 2 In the upper part of the housing 10 of the device 1 is again the pressure control element 2 with the actuator 2 'recognizable.
  • the housing 10 On the upper side, the housing 10 is closed by the lid 10 '.
  • the membrane 20 is located with its membrane regions 20.1, 20.2 (not visible here) and 20.3, each with one of the individual channels 31, which lead as inlets to the cyclones 3, cooperate.
  • the membrane 20 Above the membrane 20 is the first chamber 21, which is connected via a not visible here bore with the free atmosphere. Below the membrane 20 is the second chamber 22, via the crankcase ventilation gas inflow channel 11 with a crankcase of an internal combustion engine, not shown here Flow connection is. In the second chamber 22 below the membrane 20 is also the control spring 25, which acts on the membrane with a pointing in the upward direction, ie in the opening direction for the individual channels 31, force.
  • each cyclone 3 In the lower part of the housing 10 are the three cyclones 3, each having a limited by a peripheral wall 30 swirling space 33. Towards the bottom of this in each case an oil outlet 35, from which the separated in each cyclone 3 oil can drain into a separately provided for each cyclone oil collecting space 36 in the lowermost region of the housing 10. From there, return lines not shown here can lead to the oil sump of an associated internal combustion engine.
  • the freed in the cyclones 3 of the entrained oil mist crankcase ventilation gas flows through each cyclone 3 from an upper central clean gas outlet 34 and is supplied from there via not visible here channels or lines to the intake of the associated internal combustion engine.
  • the housing 10 is round in plan view.
  • the two sealing rings 16 On the outer circumference of the upper part of the housing 10 are the two sealing rings 16, with the aid of which the device 1 is sealingly insertable into a further component of the associated internal combustion engine.
  • FIG. 17 shows the membrane 20 of the device 1 according to FIGS. 15 and 16 in plan view. At the top left is in the membrane 20 of the membrane portion 20.1, which cooperates with the first single channel 31. cooperates with the second single channel 31 and the upper right in the membrane 20 is finally the third membrane portion 20.3, which cooperates with the third single channel 31.
  • the radially outer region of the membrane 20 is formed as a clamping edge 28 and serves to seal the membrane 20 sealingly between the top of the housing 10 and the lid 10 '. Radially inward from the clamping edge 29 is located in the membrane 20 is a known and conventional roll fold 29.
  • each membrane area 20.1 to 20.3 surrounded by its own smaller Rollfalz 29 'to the already mentioned above separate mobility of the membrane regions 20.1 to 20.3 relative to allow remaining membrane 20.
  • FIG. 18 shows the membrane 20 from FIG. 17 in section according to the line XVIII-XVIII in FIG. 17.
  • the clamping margin 28 of the membrane 20 is visible in the far left and the far right in FIG. Radial inward is followed by the roller shutter 29. Still further inward, the three membrane regions 20.1, 20.2 and 20.3 then follow, which interact with one of the individual channels 31 (see FIG. 15 and FIG. FIG. 18 shows particularly clearly the different elevation of the individual membrane regions 20.1 to 20.3 relative to the remaining membrane 20.
  • the individual membrane regions 20.1 to 20.3 at different pressure levels close or open the respectively associated individual channel 31.
  • a desired control characteristic can be adjusted by selecting suitable distances of the membrane regions 20.1 to 20.3 relative to the associated individual channels 31.
  • FIG. 19 shows, as a further exemplary embodiment, an embodiment of the device 1 in which again the membrane 20 simultaneously influences the pressure regulating element 2 and the actuator 2 'for adjusting the flow rate of the crankcase ventilation gas to the total of two cyclones 3.
  • the membrane 20 is arranged in a housing 10 and clamped by means of a Einspannrandes 28 between the housing 10 and a lid 10 'closing this top side.
  • the membrane 20 divides the interior of the housing 10 into an upper chamber 21 and a lower chamber 22.
  • the upper chamber 21 is connected by an opening, not shown here with the outer atmosphere.
  • In the lower chamber 22 opens an inflow channel 11, through which the device 1 from the crankcase of an associated internal combustion engine coming crankcase ventilation gas can be fed.
  • a control spring 25 which is supported at its lower end to the housing 10 and at its upper end on the underside of the membrane 20.
  • the membrane 20 Immediately radially inwardly from its clamping edge 28, the membrane 20 has a peripheral roll fold, by means of which the membrane 20 in dependence on the pressure difference between the chambers 21 and 22 in position is adjustable.
  • each inlet 31 in the lower chamber 22 are also two inlets 31 in a concentric arrangement with each other, each with an inlet 31 leads to one of the two cyclones 3.
  • the inlets 31 are each formed with a front side contour 32 which are concentric with each other with respect to the underside of the membrane 20.
  • the membrane 20 has two membrane regions 20. 1 and 20. 2 arranged concentrically to one another in its radially-central part located above the inlets 31.
  • the radially outer membrane region 20.1 cooperates with the radially outer inlet 31;
  • the radially inner membrane region 20.2 cooperates with the radially inner, central inlet 31 for the cyclone 3 on the right in FIG.
  • Figure 19 illustrates that the membrane 20 in its central part with its membrane regions 20.1 and 20.2 has a downwardly facing curvature.
  • the membrane 20 When the pressure rises above a predeterminable limit value, the membrane 20 is moved away from the inlets 31, first the radially outer inlet 31 to the cyclone 3 on the left in FIG. 19 and then also the central inlet 31 to the cyclone 3 arranged on the right in FIG is released.
  • each cyclone 3 has its own outflow channel 14, either separately or after merging lead to a channel to the intake of the associated internal combustion engine.
  • the oil separated by the centrifugal force in the cyclones 3 flows down the inner surface of the peripheral wall 30 and through an oil outlet 35.
  • Each oil outlet 35 leads either via a not shown here own or common oil collection chamber or directly into the oil pan of the associated internal combustion engine.
  • the two cyclones 3 have, as the figure 19 shows vividly different sizes, the cyclone 3 shown on the left is smaller than the cyclone shown on the right 3.
  • each cyclone to a specific Throughput designed for crankcase ventilation gas.
  • the cross-section of the central inlet 31 for the larger cyclone 3 is also slightly larger than that of the second outlet 32 located radially outwardly therefrom, which is connected to the left, smaller cyclone 3.
  • Figure 20 shows a further embodiment of the device 1, wherein this is shown schematically here in the form of a block diagram. All belonging to the device 1 parts are within the dashed frame. Above the device 1, a section of an intake tract 4 of an associated internal combustion engine is shown. The intake tract 4 leads from an air filter, not shown, to the internal combustion engine, likewise not shown, and supplies the engine with the fresh air required for the combustion.
  • crankcase ventilation gas flows to the device 1 and first enters a distributor chamber 12.
  • the crankcase ventilation gas which still carries oil mist, is conveyed by means of at least one actuator 2 'comprehensive pressure control element 2 distributed to several, here a total of four oil separator 3 in the form of cyclones.
  • actuator 2 'comprehensive pressure control element 2 distributed to several, here a total of four oil separator 3 in the form of cyclones.
  • an inlet 31 of each separator 3 is connected to the distributor chamber 12.
  • In the distribution chamber 12 is at least one adjusting element which cooperates in the manner explained above with the inlets 31 to open and close pressure dependent.
  • crankcase ventilation gas separator 3 In each traversed by the crankcase ventilation gas separator 3 entrained oil is separated from the gas. The separated oil flows under gravity down through each oil outlet 35 from the separators 3 and enters a common ⁇ labströmkanal 15, which leaves the device 1 down and preferably opens into the oil pan of the associated internal combustion engine.
  • the clean gas outlets 34 of the two arranged in Figure 20 left separator 3 are combined in a first plenum 13 '; the deoiled crankcase ventilation gas from the two arranged in Figure 20 right settlers 3 passes through the clean gas outlets 34 into a second plenum 13 ".
  • the first collecting chamber 13 ' is connected via a first outflow channel 14' to a first intake tract region 4.1, which, viewed in the flow direction of the intake air, lies in front of a throttle valve 40 in the intake tract 4.
  • the second plenum 13 '' is connected via a second outflow channel 14 '' with an intake tract 4.2, seen in the flow direction of the intake air behind the throttle valve 40.
  • the deoiled crankcase ventilation gas from the two separators 3 arranged on the left in FIG. 20 always reaches the intake tract 4 in front of the throttle valve 40, while the deoiled crankcase ventilation gas consists of the two separators 3 arranged on the right in FIG always passes behind the throttle valve 40 in the intake tract 4.
  • the allocation of the deoiled crankcase ventilation gas in the two areas 4.1 and 4.2 of the intake 4 takes place here via the pressure control element 2 and the actuator 2 'within the distributor chamber 12 with the arranged therein, not visible actuator, the pressure of the cross section of the inlets 31 of all 3 adjusted, here it opens and closes.
  • FIG. 21 shows, in the same representation as FIG. 20, a modification of the device 1.
  • the parts of the device 1 are arranged within a dashed frame.
  • the crankcase ventilation gas to be de-oiled also passes through the inflow channel 11 first into the distributor chamber 12, from where it distributes pressure-dependent means of the pressure control element 2 and the associated actuator 2 'and the non-visible actuator to a larger or smaller number of here also four total oil mist separator 3 becomes.
  • the oil mist separators 3 are formed here as cyclones and connected in each case via an inlet 31 to the distributor chamber 12.
  • the separated in the separators 3 oil leaves the separator 3 via an oil outlet 35 and passes through the common ⁇ labströmkanal 15 in the oil pan of the engine.
  • the de-oiled crankcase ventilation gas leaves the separator 3 via a clean gas outlet 34, in which case all four clean gas outlets 34 open into a common collecting space 13.
  • a discharge channel 14 leads to a switch element 17, which is adjustable between at least two positions.
  • a first and a second outflow channel branch 14.1 and 14.2 are connected to the switch element 17.
  • the channel branch 14.1 opens into a region 4.1 of the intake tract 4, which lies in front of the throttle valve 40; the channel branch 14.2 opens into a region 4.2 of the intake tract 4, which, viewed in the flow direction of the intake air, lies behind the throttle valve 40.
  • the supply of the deoiled crankcase ventilation gas in the area 4.1 or in the area 4.2 is effected here depending on the position of the switch element 17.
  • the switch element 17 is adjustable, for example, depending on the pressure conditions in the intake tract 4 or alternatively via a stored in an existing engine electronics map control.
  • a check valve 18 is provided in each of these.
  • FIG. 22 shows, in the same representation as FIGS. 20 and 21, a further embodiment of the device 1 which, with regard to the flow guidance and treatment of the crankcase ventilation gas up to the clean gas outlets 34, corresponds to the embodiments previously described with reference to FIGS. 20 and 21.
  • each clean gas outlet 34 is assigned its own selector element 17 '.
  • all points elements 17 ' are connected on the one hand to a first outflow channel 14' and on the other side to a second outflow channel 14.
  • Each switch element 17 ' is adjustable between at least two positions, whereby in each case the gas stream coming from the clean gas outlet 34 either the first outflow channel 14'.
  • the first outflow channel 14 ' opens into the region 4.1 of the intake tract 4, which, viewed in the flow direction of the intake air, lies in front of the throttle flap 40.
  • the second outflow channel 14 "opens into the region 4.2 of the intake tract 4 lies behind the throttle valve 40 in the flow direction of the intake air.
  • the adjustment of the individual switch elements 17 ' is also expedient here according to the pressure conditions in the intake 4.
  • crankcase pressure control and oil mist separation from the crankcase ventilation gas are achieved, wherein, apart from Einströmmannen in the oil mist 3, in principle, always the entire pressure difference between the crankcase and intake manifold of the associated engine for the oil mist separation in the individual oil mist separators 3 is available.

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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)
EP05014532A 2004-07-06 2005-07-05 Dispositif pour réguler la pression dans le carter du moteur et pour séparer le brouillard d'huile dans le système de ventilation des gaz de carter Withdrawn EP1614871A3 (fr)

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DE200420010550 DE202004010550U1 (de) 2004-07-06 2004-07-06 Einrichtung für die Regelung des Drucks im Kurbelgehäuse einer Brennkraftmaschine und für die Ölnebelabscheidung aus dem Kurbelgehäuseentlüftungsgas

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DE202005012403U1 (de) * 2005-08-06 2006-12-21 Hengst Gmbh & Co.Kg Pneumatisches Druckregelventil
EP1808234A1 (fr) * 2006-01-16 2007-07-18 HTC Sweden AB Dispositif de séparation pour collecteur de poussière
WO2007080185A1 (fr) * 2006-01-16 2007-07-19 Htc Sweden Ab Moyen de pre-separateur pour collecteur a poussiere
DE102007058059A1 (de) 2007-01-26 2008-08-07 Dichtungstechnik G. Bruss Gmbh & Co. Kg Ölabscheideranordnung für einen Verbrennungsmotor
DE102008035850A1 (de) 2007-08-17 2009-02-19 Dichtungstechnik G. Bruss Gmbh & Co. Kg Ölrücklaufventil für Kurbelgehäuseentlüftung
US7594501B2 (en) 2006-12-22 2009-09-29 Dichtungstechnik G. Bruss Gmbh & Co., Kg Cylinder head cover for an internal combustion engine
WO2011107485A1 (fr) * 2010-03-01 2011-09-09 Hengst Gmbh & Co. Kg Séparateur de brouillard d'huile avec au moins un filtre centrifuge
EP2818653A1 (fr) 2013-06-25 2014-12-31 Dichtungstechnik G. Bruss GmbH & Co. KG Clapet anti-retour pour retour huile dans le système de blowby du carter d'un moteur à combustion interne
DE102007046235B4 (de) * 2006-12-22 2015-06-03 Dichtungstechnik G. Bruss Gmbh & Co. Kg Zylinderkopfhaube für einen Verbrennungsmotor
EP2937533A1 (fr) 2014-04-24 2015-10-28 Dichtungstechnik G. Bruss GmbH & Co. KG Module de purge pour un moteur à combustion
US9657659B2 (en) 2015-02-20 2017-05-23 Ford Global Technologies, Llc Method for reducing air flow in an engine at idle
DE102017201896A1 (de) 2017-02-07 2018-08-09 Mahle International Gmbh Verfahren zum Entlüften eines Kurbelgehäuses einer Brennkraftmaschine und zugehörige Einrichtung
US10247068B2 (en) 2013-06-25 2019-04-02 BRUSS Sealing Systems GmbH Oil separating module in the crankcase ventilation system of a combustion engine
US11242780B2 (en) 2018-05-02 2022-02-08 Parker Hannifin Manufacturing (Uk) Ltd Actuator for use in a separator

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DE102005003934B4 (de) * 2005-01-28 2008-03-27 Audi Ag Verbrennungsmotor mit Umschaltung Gasfeder-/Pulsationsbetrieb
DE202005013112U1 (de) * 2005-08-17 2006-12-28 Hengst Gmbh & Co.Kg Ölabscheider zur Abscheidung von Öl aus dem Kurbelgehäuseentlüftungsgas einer Brennkraftmaschine
DE202006004897U1 (de) * 2006-03-24 2007-08-23 Mann + Hummel Gmbh Vorrichtung zur Abscheidung von Fluidpartikeln aus einem aus einem Kurbelgehäuse austretenden Gasstrom
DE102006038700B4 (de) * 2006-08-18 2021-11-11 Polytec Plastics Germany Gmbh & Co. Kg Vorrichtung zur Abscheidung von Flüssigkeiten aus Gasen
DE102016100419B4 (de) * 2016-01-12 2019-07-04 BRUSS Sealing Systems GmbH Ölabscheidevorrichtung für die Kurbelgehäuseentlüftung eines Verbrennungsmotors
DE102017213565A1 (de) * 2017-08-04 2019-02-07 Mahle International Gmbh Kurbelgehäuseentlüftungseinrichtung
CN108049939B (zh) * 2017-12-14 2024-01-09 神通科技集团股份有限公司 一种油气分离器
DE102020119668B4 (de) 2020-07-27 2022-03-31 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine mit zumindest zwei Ölabscheidern
CN114622996A (zh) * 2020-12-10 2022-06-14 通用电气阿维奥有限责任公司 空气/油分离器装置及方法
DE102021108393B3 (de) 2021-04-01 2022-07-14 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren

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DE29810402U1 (de) 1998-06-10 1998-09-10 Ing. Walter Hengst GmbH & Co KG, 48147 Münster Vorrichtung zur Ölrückführung von einem Ölabscheider in das Kurbelgehäuse einer Verbrennungskraftmaschine
DE10205981A1 (de) 2002-02-14 2003-08-21 Mann & Hummel Filter Schaltbare Zyklone zum Abscheiden von Partikeln oder Tropfen aus eiem Fluidstrom
DE20211329U1 (de) 2002-07-26 2003-12-04 Hengst Gmbh & Co.Kg Ölabscheider zur Abscheidung von Öl aus dem Kurbelgehäuseentlüftungsgas einer Brennkraftmaschine
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Cited By (22)

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Publication number Priority date Publication date Assignee Title
DE202005012403U1 (de) * 2005-08-06 2006-12-21 Hengst Gmbh & Co.Kg Pneumatisches Druckregelventil
EP1808234A1 (fr) * 2006-01-16 2007-07-18 HTC Sweden AB Dispositif de séparation pour collecteur de poussière
WO2007080185A1 (fr) * 2006-01-16 2007-07-19 Htc Sweden Ab Moyen de pre-separateur pour collecteur a poussiere
DE102007046235B4 (de) * 2006-12-22 2015-06-03 Dichtungstechnik G. Bruss Gmbh & Co. Kg Zylinderkopfhaube für einen Verbrennungsmotor
US7594501B2 (en) 2006-12-22 2009-09-29 Dichtungstechnik G. Bruss Gmbh & Co., Kg Cylinder head cover for an internal combustion engine
US7842115B2 (en) 2007-01-26 2010-11-30 Dichtungstechnik G. Bruss Gmbh & Co., Kg Oil separator arrangement and cylinder head cover for an internal combustion engine
DE102007058059A1 (de) 2007-01-26 2008-08-07 Dichtungstechnik G. Bruss Gmbh & Co. Kg Ölabscheideranordnung für einen Verbrennungsmotor
DE102007058059B4 (de) * 2007-01-26 2015-06-11 Dichtungstechnik G. Bruss Gmbh & Co. Kg Ölabscheideranordnung sowie Zylinderkopfhaube für einen Verbrennungsmotor
DE102008035850A1 (de) 2007-08-17 2009-02-19 Dichtungstechnik G. Bruss Gmbh & Co. Kg Ölrücklaufventil für Kurbelgehäuseentlüftung
WO2011107485A1 (fr) * 2010-03-01 2011-09-09 Hengst Gmbh & Co. Kg Séparateur de brouillard d'huile avec au moins un filtre centrifuge
US10247068B2 (en) 2013-06-25 2019-04-02 BRUSS Sealing Systems GmbH Oil separating module in the crankcase ventilation system of a combustion engine
EP2818653A1 (fr) 2013-06-25 2014-12-31 Dichtungstechnik G. Bruss GmbH & Co. KG Clapet anti-retour pour retour huile dans le système de blowby du carter d'un moteur à combustion interne
DE102013212104A1 (de) 2013-06-25 2015-01-08 Dichtungstechnik G. Bruss Gmbh & Co. Kg Rückschlagventil für einen Ölrücklauf in der Kurbelgehäuseentlüftung eines Verbrennungsmotors
DE102013212104B4 (de) * 2013-06-25 2021-06-10 BRUSS Sealing Systems GmbH Zylinderkopfhaube mit Rückschlagventil für einen Ölrücklauf in der Kurbelgehäuseentlüftung eines Verbrennungsmotors
US9416695B2 (en) 2013-06-25 2016-08-16 BRUSS Sealing Systems GmbH Non-return valve for an oil return in the crankcase ventilation system of a combustion engine
EP2937533A1 (fr) 2014-04-24 2015-10-28 Dichtungstechnik G. Bruss GmbH & Co. KG Module de purge pour un moteur à combustion
WO2016055373A1 (fr) 2014-10-07 2016-04-14 BRUSS Sealing Systems GmbH Module de ventilation d'un moteur à combustion interne
US9657659B2 (en) 2015-02-20 2017-05-23 Ford Global Technologies, Llc Method for reducing air flow in an engine at idle
DE102017201896A1 (de) 2017-02-07 2018-08-09 Mahle International Gmbh Verfahren zum Entlüften eines Kurbelgehäuses einer Brennkraftmaschine und zugehörige Einrichtung
DE102017201896B4 (de) 2017-02-07 2022-10-20 Mahle International Gmbh Verfahren zum Entlüften eines Kurbelgehäuses einer Brennkraftmaschine und zugehörige Einrichtung
US11242780B2 (en) 2018-05-02 2022-02-08 Parker Hannifin Manufacturing (Uk) Ltd Actuator for use in a separator
US11512617B2 (en) 2018-05-02 2022-11-29 Parker Hannifin Manufacturing (UK) Ltd. Jet pump diffuser for a separator

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DE202004010550U1 (de) 2005-11-17

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