EP1630367A1 - Méthode pour ventiler le carter d'un moteur à combustion et moteur pour la mise en oeuvre de cette méthode - Google Patents

Méthode pour ventiler le carter d'un moteur à combustion et moteur pour la mise en oeuvre de cette méthode Download PDF

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Publication number
EP1630367A1
EP1630367A1 EP04104066A EP04104066A EP1630367A1 EP 1630367 A1 EP1630367 A1 EP 1630367A1 EP 04104066 A EP04104066 A EP 04104066A EP 04104066 A EP04104066 A EP 04104066A EP 1630367 A1 EP1630367 A1 EP 1630367A1
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EP
European Patent Office
Prior art keywords
combustion engine
valve
internal combustion
line
vent
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Withdrawn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
EP04104066A
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German (de)
English (en)
Inventor
Frank Will
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.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP04104066A priority Critical patent/EP1630367A1/fr
Publication of EP1630367A1 publication Critical patent/EP1630367A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/023—Control valves in suction conduit
    • 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

Definitions

  • the invention relates to a method for venting a crankcase of an internal combustion engine, in which the load control is effected by means provided in a suction throttle, in which a vent line is provided on the crankcase and connected to the intake manifold, wherein in the vent line, a valve is arranged with the the vent flow is controllable.
  • the invention relates to an internal combustion engine, in particular for carrying out such a method, wherein the load control is effected by means provided in a suction throttle and having a vent line connecting the crankcase to the intake manifold, wherein the vent line downstream of the throttle valve into the intake passage opens and in the vent line a valve is arranged, with which the vent flow is controllable.
  • a method of the above type is used to vent the crankcase and prevents the pressure that builds up in the crankcase during operation of the internal combustion engine, undesirably high values.
  • the piston of each cylinder of an internal combustion engine is axially movably guided in a cylinder tube and limits together with the cylinder tube and the cylinder head the combustion chamber of a cylinder.
  • the piston crown forms part of the combustion chamber inner wall and seals together with the piston rings from the combustion chamber against the crankcase, so that no combustion gases or combustion air enter the crankcase and no oil enters the combustion chamber.
  • the piston is equipped according to the prior art for receiving piston rings on its outer circumferential surface with annular grooves, wherein the piston rings extend almost over the entire circumference of the piston.
  • Part of the oil in the crankcase mixes in the form of a fine oil mist with the gases in the crankcase. This is supported by the crankshaft rotating in the oil sump of the crankcase, which contributes to additional foaming of the oil.
  • the described contamination of the oil with combustion gases contributes significantly to the oil dilution.
  • the oil dilution has a significant influence on the wear and durability d. H. the life of the internal combustion engine.
  • the prior art method for venting the crankcase are used, the problem with the vent is, inter alia, that the gases contained in the crankcase are contaminated with oil. Consequently, the bleed stream taken from the crankcase must first pass through an oil separator in which the liquid components present in the bleed stream, in particular the oil, are separated. In this case, the separated and recovered oil is preferably returned to the crankcase, whereas the purified vent stream is preferably supplied to the intake manifold of the internal combustion engine to be supplied with additional cylinder fresh charge to the combustion chamber and to participate in the combustion.
  • FIG. 1 shows schematically an internal combustion engine 1 according to the prior art, at which the conventional method for venting a crankcase 13 of an internal combustion engine 1 will be briefly explained.
  • the sucked air first passes into an air filter chamber 2 of the internal combustion engine 1, in which the air flows through a filter 4 for cleaning, before it enters the suction line 6.
  • the sucked and cleaned air flows through the intake pipe 6, which opens in plenum 9, and passes through an air mass sensor 5 and a throttle valve 7. From the plenum 9 from the sucked air is distributed to the individual cylinders and flows through the intake ports in the cylinder head 12 the individual, arranged in the cylinder block 13 cylinders.
  • the gases contained in the crankcase 13 are returned by means of a vent line 10 from the crankcase 13 into the suction line 6.
  • the vent line 10 opens downstream of the throttle valve 7 in the suction line 6. In this way, the vent flow can be promoted solely due to the between the crankcase 13 and the intake manifold 6 - during operation of the internal combustion engine - present pressure difference. In general, there is an overpressure in the crankcase 13 and a negative pressure in the intake manifold 6, the latter inevitably adjusts downstream of the throttle valve 7 due to the load control means throttle 7.
  • vent valve 15 is a mechanical valve 15 whose throughput is determined by the currently applied pressure difference.
  • Figure 2 shows the characteristic - d. H. the flow rate as a function of the applied pressure difference - such a valve 15 as is commonly used.
  • the throughput of the vent valve is comparatively low and is about 13 l / min. That is, taking into account the operating state of the internal combustion engine that under full load conditions, when the negative pressure behind the fully open throttle in the intake pipe is lowest and consequently also the pressure applied to the bleeder valve pressure difference has its minimum value is least enforced by the bleed valve.
  • the size of the blow-by depends on the respective operating point of the internal combustion engine.
  • the load in kPa is shown above the rotational speed in rpm, the blow-by values in l / min in the form of so-called shell curves, which connect operating points of equally large blow-by values to one another in the characteristic diagram ,
  • blow-by increases with increasing load and under full load conditions blow-by values of up to 14 l / min are achieved.
  • similarly large blow-by values are also present under no-load conditions.
  • the maximum values for the blow-by are achieved at high speeds in the overrun mode, which is characterized in that the internal combustion engine outputs no power, wherein the cylinder charge located in the combustion chambers is often only compressed ie the engine power is supplied via the piston.
  • a connecting line between the crankcase and the valve cover is provided, via which a venting of the crankcase is ensured, if the actually incurred blow-by not completely over the vent line can be removed.
  • a second vent flow from the crankcase via a riser enters the valve cover 11 (see Figure 1).
  • contaminated vent flow which has not passed through the oil separator, from oil, is usually in the valve cover 11 a second oil separator 18 is provided, in which the oil of this second venting stream is separated.
  • a supply line 16 After passing through the oil separator 18 of the purified venting stream is fed via a supply line 16 into the air filter chamber 2, to be supplied from here together with additionally sucked fresh air of the internal combustion engine 1 again and participate in the combustion.
  • the air filter chamber 2 supplied second vent flow passes upon entry into the air filter chamber 2, a sponge 3, which serves the repeated cleaning of the venting stream and prevent this venting stream the air mass sensor 5, the throttle valve 7 and / or the idle valve 8 contaminated.
  • the air mass sensor 5 is sensitive to contamination, wherein the internal combustion engine supplied fresh air could not be detected accurately, which would have a significant impact on a trouble-free operation of the engine.
  • the supply line 16 can also be used to direct additional fresh air into the crankcase and thereby dilute the venting line 10 removed through the venting stream.
  • Disturbing affects the idle operation of the intake manifold 6 via the vent line 10 supplied, not exactly controllable vent flow, since the size of this stream is not exactly predictable. Contaminations of the vent valve 15 by the contaminated vent stream still increase the blur in predicting the amount of vent gases. But since the Whole fresh air supplied to the cylinders at idle amount of fresh air from this vent flow, the flow through the throttle valve 7 and the fresh air supplied via the bypass line 17, the idling of the engine 1 supplied fresh air quantity can be controlled only inaccurate, resulting in undesirable speed fluctuations in idle mode. For this reason, it would be fundamentally advantageous if the venting flow could be precisely controlled or could be completely inhibited during idling operation. For this, however, there are no solution concepts in the prior art.
  • a further sub-task of the present invention is to show an internal combustion engine for carrying out such a method, which has-in particular-in comparison with conventional internal combustion engines-an optimized ventilation of the crankcase.
  • the vent flow is controlled as required by means of an electronically controllable valve.
  • the ventilation system according to the invention in all operating points of the internal combustion engine is able to dissipate the combustion gases which have reached the crankcase as blow-by via the vent line. In particular, therefore also in overrun at high speeds and under full load conditions, when very high blow-by values are achieved.
  • a complete venting of the crankcase can be ensured exclusively via a vent line which connects the crankcase to the intake line.
  • an additional supply line which, for example, connects a cover serving as a cover to the air-collecting filter of the internal combustion engine.
  • a supply line is essential to cope with the large blow-by quantities under certain operating conditions.
  • Another significant advantage of the method according to the invention is also in the improvement of the idling behavior of the internal combustion engine. According to the prior art, because of the not exactly controllable venting flow, the amount of fresh air supplied to the cylinders could only be adjusted in a very inaccurate manner, which leads to undesirable speed fluctuations during idling operation.
  • the inventive method makes the conventional idle valve, which is usually arranged parallel to the throttle valve in a bypass line, unnecessary.
  • controllable electronically controllable vent valve takes on two tasks. In its dual function, it controls the ventilation of the crankcase - preferably on demand - and also serves for air measurement in idle mode.
  • a conventional idling valve could be used in the context of the method according to the invention as a vent valve, whereby the usually to be provided mechanical vent valve would be omitted, which in turn reduces costs.
  • the invention is based task solved, namely to show a method for venting an internal combustion engine, with which the known from the prior art disadvantages are overcome, and which in particular compared to conventional methods on the one hand, the high blow-by values under certain operating conditions and, on the other hand, the problem of measuring the air at idling speed.
  • Embodiments of the method in which the fresh charge supplied to the cylinders of the internal combustion engine is controlled with the venting valve during idling operation are advantageous.
  • the fresh air quantity supplied to the cylinders during idling results from the sum of two partial flows, of which one partial flow is formed by the leakage flow flowing via the closed throttle flap and the other partial flow is formed by the deaeration flow supplied to the intake line during idling. Since the leakage current provides a nearly constant and in their size well predictable amount of fresh air, the total fresh air charge supplied at idle can be relatively accurately controlled, which helps avoid unwanted speed fluctuations in idle mode.
  • Embodiments of the method are advantageous in which, during coasting operation, in particular at high rotational speeds, the venting valve is opened further in order to remove the combustion gases, which increasingly reach the crankcase as blow-by, via the venting line.
  • the blow-by values increase sharply at high speeds and with small loads.
  • the vent flow is increased in these operating points by opening the vent valve.
  • a conventional idle valve is used as a vent valve.
  • a conventional idling valve is used, but not in a parallel to the throttle valve provided bypass line installed, but arranged as a replacement for the usual mechanical valve in the vent line.
  • Embodiments of the internal combustion engine in which the venting valve is a conventional idling valve are advantageous.
  • the reasons for this have already been mentioned above in connection with the method according to the invention.
  • This is advantageous, in particular, because the inventively controlled electronically vent valve and the air rating of the cylinder idle and therefore should have the properties of a conventional idle valve.
  • Embodiments of the internal combustion engine in which a supply line is provided, which connects a valve cover serving as a cover to an air filter chamber of the internal combustion engine, are advantageous.
  • such a supply line can also serve to introduce additional fresh air into the crankcase to dilute the bleed stream in this way, ie to lower the concentrations of the combustion gases contained in the bleed stream and in particular the unburned hydrocarbons contained therein.
  • This measure takes into account the fact that the vent flow - apart from the oil separator - is supplied to the cylinders uncleaned or combustion. Similar to how excessively large amounts of recirculated exhaust gas can be harmful in terms of combustion or pollutant emissions as part of exhaust gas recirculation, an excessively high concentration of combustion gases in the purge stream can be detrimental.
  • Embodiments of the internal combustion engine in which a sponge or filter is provided in the area in which the supply line opens into the air filter chamber are advantageous. This measure is used to clean the supply line supplied fresh air.
  • Embodiments of the internal combustion engine in which a supply line is provided which connects a valve cover serving as a cover to the intake line of the internal combustion engine are advantageous, and this supply line opens into the intake line downstream of an air mass sensor provided in the intake line.
  • This embodiment ensures that the guided through the supply line for dilution of the vent flow into the crankcase fresh air flow is also detected by a positioned in the intake air mass sensor, so that the total of the internal combustion engine supplied fresh air quantity is detected by sensors. This is different, for example, in the embodiment described above, in which the air flow diverted for dilution is removed in front of the air mass sensor.
  • FIG. 4 schematically shows a first embodiment of an internal combustion engine 101 with a ventilation system for the crankcase 113.
  • the sucked air first passes into an air filter chamber 102 of the internal combustion engine 101, in which the air for cleaning a filter 104 flows through before it is forwarded into the intake manifold 106.
  • the sucked and cleaned air flows through the intake pipe 106, which is equipped with an air mass sensor 105 and a throttle valve 107 for load control and opens into the plenum 109.
  • the embodiment shown in FIG. 4 has a supply line 116, which connects the valve cover 111 with the intake line 106 and thereby opens into the intake line 106 downstream of the air mass sensor 105.
  • this supply line 116 Through this supply line 116, the crankcase 113 fresh air for dilution of the vent flow can be supplied.
  • the branched off by the supply line 116 air mass is detected by the air mass sensor 105, so that information is available on the total internal combustion engine 101 supplied air mass.
  • the air mass sensor 105 can not be contaminated in the case of an unintentional return flow from the valve cover 111 in the direction of the suction line 106, since it is arranged upstream in the suction line 106, starting from the point of interchange of the supply line 116
  • the gases contained in the crankcase 113 are returned by means of a vent line 110 from the crankcase 113 in the intake passage 106.
  • the vent line 110 opens downstream of the throttle valve 107 in the intake passage 106.
  • the vent flow is promoted due to the existing between the crankcase 113 and the intake manifold 106 during operation of the internal combustion engine pressure difference.
  • the negative pressure in the suction line 106 is due to the load control means throttle 107 inevitably downstream of the throttle valve 107 a.
  • vent valve 115 is not a mechanical valve whose throughput is determined by the currently applied pressure difference, but an electronically controllable valve 115. Although the throughput of this valve 115 is determined by the pressure difference. It is essential, however, that the flow cross-section is freely selectable or adjustable, so that by means of the motor control of the flow rate of the vent valve 115 can be adjusted as needed for any operating point.
  • the vent flow passes through an oil separator 114 before it enters the suction line 106 via the vent line 110.
  • this venting valve 115 acts as an idling valve 108, with which the air measurement takes place in the idle mode of the internal combustion engine 101.
  • the cylinders supplied idling fresh air quantity results from the over the closed throttle valve 107 entering leakage flow and the through the Vent line 110 provided venting stream.
  • a parallel to the throttle valve 107 arranged bypass line and a separate, positioned in this bypass line idle valve can be dispensed with.
  • Figure 5 shows schematically a second embodiment of the internal combustion engine 101. Only the differences from the first embodiment shown in Figure 4 will be discussed, for which reason reference is otherwise made to Figure 4. For the same components, the same reference numerals have been used.
  • the embodiment shown in FIG. 5 does not have a supply line which connects the valve cover 111 to the suction line 106.
  • an intake manifold 117 is provided in the valve hood 111, via which air is drawn in from the environment.
  • This intake manifold 117 is equipped with a sponge 118 to clean the incoming air.

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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)
EP04104066A 2004-08-25 2004-08-25 Méthode pour ventiler le carter d'un moteur à combustion et moteur pour la mise en oeuvre de cette méthode Withdrawn EP1630367A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP04104066A EP1630367A1 (fr) 2004-08-25 2004-08-25 Méthode pour ventiler le carter d'un moteur à combustion et moteur pour la mise en oeuvre de cette méthode

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Application Number Priority Date Filing Date Title
EP04104066A EP1630367A1 (fr) 2004-08-25 2004-08-25 Méthode pour ventiler le carter d'un moteur à combustion et moteur pour la mise en oeuvre de cette méthode

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EP1630367A1 true EP1630367A1 (fr) 2006-03-01

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008068320A1 (fr) * 2006-12-07 2008-06-12 Mahle International Gmbh Ventilation de carter de vilebrequin
WO2010036802A1 (fr) 2008-09-24 2010-04-01 Monros Serge V Système antipollution
EP2373876A1 (fr) * 2008-12-08 2011-10-12 Audi AG Procede de fonctionnement d'un moteur a combustion interne
CN115585033A (zh) * 2022-11-22 2023-01-10 苏州英特模汽车科技有限公司 一种氢气内燃机的曲轴箱稀释系统及测试系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3673994A (en) * 1969-07-04 1972-07-04 Nissan Motor Crankcase blow-by gas recirculating device
US4106442A (en) * 1976-11-15 1978-08-15 Engineering Systems Corporation Device for increasing fuel economy of an internal combustion engine
US5228424A (en) * 1992-03-30 1993-07-20 Collins Gregorio S Positive crankcase ventilation valve
EP0744534A2 (fr) * 1995-05-22 1996-11-27 Dresser Industries Inc. Système de régulation de la pression d'un carter pour un moteur à combustion interne
DE20021907U1 (de) * 2000-12-23 2001-06-28 Loesing Willibrord Einrichtung zur Kurbelgehäuseentlüftung eines Verbrennungsmotors
US6435170B1 (en) * 2001-08-01 2002-08-20 Dana Corporation Crankcase bypass system with oil scavenging device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3673994A (en) * 1969-07-04 1972-07-04 Nissan Motor Crankcase blow-by gas recirculating device
US4106442A (en) * 1976-11-15 1978-08-15 Engineering Systems Corporation Device for increasing fuel economy of an internal combustion engine
US5228424A (en) * 1992-03-30 1993-07-20 Collins Gregorio S Positive crankcase ventilation valve
EP0744534A2 (fr) * 1995-05-22 1996-11-27 Dresser Industries Inc. Système de régulation de la pression d'un carter pour un moteur à combustion interne
DE20021907U1 (de) * 2000-12-23 2001-06-28 Loesing Willibrord Einrichtung zur Kurbelgehäuseentlüftung eines Verbrennungsmotors
US6435170B1 (en) * 2001-08-01 2002-08-20 Dana Corporation Crankcase bypass system with oil scavenging device

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008068320A1 (fr) * 2006-12-07 2008-06-12 Mahle International Gmbh Ventilation de carter de vilebrequin
US8393315B2 (en) 2006-12-07 2013-03-12 Mahle International Gmbh Crank case ventilator
WO2010036802A1 (fr) 2008-09-24 2010-04-01 Monros Serge V Système antipollution
EP2326806A1 (fr) * 2008-09-24 2011-06-01 Serge V. Monros Système antipollution
JP2012503745A (ja) * 2008-09-24 2012-02-09 セルジュ ヴィー モンロス 汚染制御システム
EP2326806A4 (fr) * 2008-09-24 2013-01-02 Serge V Monros Système antipollution
EP2373876A1 (fr) * 2008-12-08 2011-10-12 Audi AG Procede de fonctionnement d'un moteur a combustion interne
CN115585033A (zh) * 2022-11-22 2023-01-10 苏州英特模汽车科技有限公司 一种氢气内燃机的曲轴箱稀释系统及测试系统

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