EP1960638A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne

Info

Publication number
EP1960638A1
EP1960638A1 EP06828617A EP06828617A EP1960638A1 EP 1960638 A1 EP1960638 A1 EP 1960638A1 EP 06828617 A EP06828617 A EP 06828617A EP 06828617 A EP06828617 A EP 06828617A EP 1960638 A1 EP1960638 A1 EP 1960638A1
Authority
EP
European Patent Office
Prior art keywords
crankcase
internal combustion
combustion engine
fresh air
opening valve
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Withdrawn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
EP06828617A
Other languages
German (de)
English (en)
Inventor
Tobias Breuninger
Hartmut Sauter
Yakup ÖZKAYA
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.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
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 Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP1960638A1 publication Critical patent/EP1960638A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/028—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of positive pressure

Definitions

  • the present invention relates to an internal combustion engine, in particular in a motor vehicle.
  • An internal combustion engine usually comprises a fresh air system for supplying fresh air taken from an environment of the internal combustion engine to combustion chambers of the internal combustion engine.
  • so-called blow-by gas may enter a crankcase of the internal combustion engine due to leaks in the pistons moving in the cylinders of the internal combustion engine.
  • Modern internal combustion engines are equipped with a degassing system, which serves for the discharge of blow-by gas from the crankcase and for supplying the blow-by gas to the fresh air of the fresh air system.
  • the blow-by gas discharged from the crankcase can carry oil, for example in the form of oil mist, which arises in operation in the crankcase. So that this oil does not get into the fresh air and to reduce the oil consumption of the internal combustion engine, it is customary to arrange an oil separator in the degassing, which serves to remove oil from the blow-by gas.
  • the separated oil is returned to an oil sump of the crankcase.
  • the driving force for the separation of the oil from the blow-by gas is the pressure differential provided between an inlet and an outlet of the oil separator; the larger this pressure difference, the better the oil separation works.
  • the invention is concerned with the problem of providing for an internal combustion engine of the type mentioned an improved embodiment, which is characterized in particular by an improved cleaning action of the oil separator.
  • This problem is solved according to the invention by the subject matter of the independent claim.
  • Advantageous embodiments are the subject of the dependent claims.
  • the invention is based on the general idea of connecting a negative pressure opening valve to the crankcase, which opens as a function of the negative pressure prevailing in the crankcase.
  • the opened vacuum opening valve allows inflow of fresh air, e.g. from the environment in the crankcase and thereby prevents further pressure drop in the crankcase.
  • the negative pressure opening valve prevents damage to the internal combustion engine due to excessive underpressure in the crankcase.
  • This advantageous effect of the vacuum opening valve has the consequence that it is possible to dispense with a pressure regulating valve in the blowby gas path. Consequently, the pressure drop in the flow through such a pressure regulating valve is thus also eliminated, so that an increased pressure difference can be provided between inlet and outlet of the oil separator, which improves the cleaning action of the oil separator.
  • a pressure difference between the inlet and outlet of the oil separator can be permanently applied during operation of the internal combustion engine, whereby a continuous operation of the oil separator and a continuous discharge of the blow-by gas is possible.
  • an air filter may be disposed in a flow path leading the fresh air through the vacuum opening valve into the crankcase be.
  • said air filter can be integrated in the vacuum opening valve.
  • air filter and vacuum control valve are housed in a common housing, whereby a compact assembly is present.
  • the vacuum opening valve can be mounted anywhere.
  • a corresponding connecting line may connect the vacuum opening valve to an opening of the internal combustion engine communicating with the crankcase.
  • the vacuum opening valve may optionally be formed together with the air filter on an oil filler cap of the internal combustion engine or integrated into such an oil filler cap.
  • the oil filler cap is replaced by an additional functionality, while the required space for mounting the vacuum relief valve is reduced.
  • the invention is characterized particularly easy to retrofit.
  • 1 is a circuit diagram-like schematic diagram of an internal combustion engine
  • FIG. 2b is a view as in Fig. 2a, but with the vacuum opening valve in its open position
  • Fig. 3 is a greatly simplified schematic longitudinal section through a vacuum opening valve in another embodiment.
  • the engine block 2 is constructed in a conventional manner and includes a crankcase 6, a cylinder head. 7 and a cylinder head cover 8.
  • a crankshaft 9 is arranged, the 10 connecting rods via connecting rods 11 and via these pistons 12 in associated cylinders 13 drives hubver suits.
  • Intake valves 14 and exhaust valves 15 are indicated symbolically.
  • the crankcase 6 the lubrication of the crankshaft 9 and the other movable components 10 to 12 takes place.
  • an oil sump 16 is formed.
  • the lower portion of the crankcase 6, in which the oil sump 16 is formed, is also referred to as the oil pan 17.
  • the engine block 2 is also equipped with an oil filler neck 18, which is usually closed with an oil filler cap 19.
  • the fresh air system 3 serves to suck in fresh air from an environment 20 of the internal combustion engine 1, in order to supply these combustion chambers of the internal combustion engine 1, that is, the cylinders 13.
  • the fresh air system 3 comprises a fresh .Lufttechnisch 21, in which usually an air filter 22 is arranged. Downstream of the air filter 22 may be arranged in the fresh air line, for example, a hot-filament knife 23, which determines the amount of fresh air sucked.
  • the illustrated here, preferred embodiment of the internal combustion engine 1, which is designed for example as a diesel engine or as a gasoline engine or natural gas engine is also equipped with a charger 24, which serves to charge the fresh air sucked.
  • a turbocharger 24 which comprises a turbine 25 and a compressor 27 connected thereto via a common drive shaft 26.
  • Said compressor 27 is arranged in the fresh air line 21 and leads to the desired compression of the intake fresh air.
  • Downstream of the compressor 27, a charge air cooler 28 may be arranged in the fresh air line 21.
  • the exhaust system 4 is used for discharging exhaust gases of the internal combustion engine 1 from the cylinders or combustion chambers 13.
  • the exhaust system 4 comprises an exhaust pipe 29, in which the turbine 25 is arranged. Downstream of the turbine 25, the exhaust pipe 29 may contain conventional means for exhaust gas purification and sound attenuation.
  • the internal combustion engine 1 is also equipped with an exhaust gas recirculation system 30 which recirculates exhaust gases from the exhaust gas line 29 through an exhaust gas cooler 32 into the fresh air line 21 with the aid of an exhaust gas recirculation line 31.
  • the degassing system 5 serves to discharge blowby gas from the crankcase 6 and to supply this to the fresh air of the fresh air system 3.
  • the degassing 5 comprises a blow-by gas line 33, which is connected on the one hand to the crankcase 6 and on the other hand at a connection point 34 to the fresh air line 21.
  • an oil separator 35 is arranged, which may be configured, for example in the manner of a cyclone.
  • the oil separator 35 serves to eliminate entrained oil from the blow-by gas in the blow-by gas, for example in the form of droplets or mist.
  • the separated oil can be returned by means of a return line 36 in the crankcase 6, preferably in the oil sump 16.
  • the internal combustion engine 1 is also equipped with a vacuum opening valve 37.
  • the vacuum opening valve 37 is designed such that it opens as a function of a prevailing in the crankcase 6 negative pressure and in the open position allows an inflow of fresh air from the environment 20 into the crankcase 6.
  • the vacuum opening valve 37 is connected via a connection point 38 to the crankcase 6.
  • an overpressure opening valve 51 can be provided.
  • the overpressure opening valve 51 is connected directly or indirectly to the crankcase 6 and is designed such that it opens as a function of a prevailing in the crankcase 6 overpressure and an outflow ' of blow-by gas from the crankcase 6, for example in the environment 20, - allows.
  • the overpressure opening valve 51 is integrated into the suppression valve 37.
  • the increased efficiency of the oil separator 35 is made possible by the vacuum opening valve 37 arranged outside or independently of the blowby gas line 33. While the blowby gas line 33 ensures that no critical overpressure can build up in the crankcase 6, the vacuum opening valve 37 ensures that can build in the crankcase 6 no critical vacuum. Because the vacuum opening valve 37 allows the ventilation of the crankcase 6 with fresh air from the environment 20 as a function of the pressure prevailing in the crankcase 6 negative pressure. A drop in the pressure in the crankcase 6 in critical negative pressure ranges can be effectively prevented.
  • an air filter 42 is disposed in a flow path 41 leading from the environment 20 through the vacuum opening valve 37 to the crankcase 6.
  • the air filter 42 arranged in said flow path 41 is small.
  • the small air filter 42 cleans the fresh air sucked from the environment 20 and reduces the risk of contamination of the crankcase 6 and the lubricating oil.
  • the small air filter 42 is preferably located upstream of the vacuum opening valve 37 in the flow path 41, whereby also the vacuum opening valve 37 is protected from contamination.
  • the small air filter 42 downstream of the Unterbuchöschensven- tils 37 it is basically possible the small air filter 42 downstream of the Unterbuchöschensven- tils 37 to arrange.
  • an integral construction is possible in which the small air filter 42 is arranged in a housing of the vacuum opening valve 37.
  • the flow path 41 is used simultaneously to dissipate the blow-by gas from the crankcase 6 at an overpressure in the crankcase 6. It may be expedient to arrange an activated carbon filter 52 in the flow path 41, which adsorbs the entrained in blowby gas impurities, so that essentially only uncritical gas enters the environment 20. It is particularly advantageous to integrate said activated carbon filter 52 into the small air filter 42. During later normal operation, ie when fresh air is supplied from the environment 20 via the vacuum opening valve 37 into the crankcase 6, the activated carbon filter 52 is regenerated by the fresh air resorbing the impurities deposited there.
  • the flow path 41 may be provided to connect the flow path 41 to the fresh air line 21 of the fresh air system 3, namely upstream of a throttle point and downstream of a filter point.
  • the throttle point is usually formed by a arranged in the fresh air line 21 intake throttle 50, so-called throttle.
  • the filter location is usually formed by the air filter 22 or by the air filter 22 arranged in the air filter element.
  • the connection point 38 via which the vacuum opening valve 37 is connected to the crankcase 6, can generally be an opening formed on the engine block 2, which communicates with the crankcase 6 and which is also designated 38 below. In the example shown, said opening 38 is formed directly on the crankcase 6. It is also possible to form said opening 38 on the cylinder head 7 or on the cylinder head cover 8.
  • the vacuum opening valve 37 is connected via a connecting line, not shown, with said opening 38.
  • a connecting line not shown
  • the vacuum opening valve 37 is mounted directly on the engine block 2 and accordingly used directly in the respective opening 38, in particular screwed is.
  • the vacuum-opening valve 37 can be formed on the oil filler cap 19 or can be integrated into the oil filler cap 19.
  • said opening 38 may be located in the oil filler cap 19. If a small air filter 42 is provided, this is then also on or in ⁇ leinyoglldeckel 19th
  • the vacuum opening valve 37 comprises a housing 43 having an inlet opening 44 and an outlet opening 45.
  • the small filter 42 is arranged in the housing 43.
  • the small filter 42 is in an inlet opening 44 with the outlet opening 45 connecting flow path.
  • the small air filter 42 is configured as a ring filter element.
  • the housing 43 may be closed with a lid 46, which makes it possible to replace the small air filter 42.
  • the vacuum opening valve 37 can be screwed into the opening 38.
  • the vacuum opening valve 37 includes a valve member 47, for example, in the form of a plate.
  • the valve member 47 controls the outlet opening 45.
  • the valve member 47 in the embodiment of Fig. 3 controls the inlet opening 44.
  • a closing pressure spring 48 may be provided to bias the valve member 47 into a closed position in which it is associated Opening 44 and 45 closes.
  • an actuator 49 is also shown, which may additionally or alternatively to the closing pressure spring 48 may be present.
  • the actuator 49 may be configured for example as a snap-action switch, may be electrically or pneumatically actuated and may in particular allow an electronic status query.
  • the vacuum opening valve 37 may be connected, for example, to a vehicle electrical system of a vehicle, which performs an on-board diagnosis of the degassing system 5.
  • the current switching position or valve position of the vacuum opening valve 37 can be determined, which in turn draw conclusions about the current supplied to the crankcase 6 fresh air flow.
  • the valve member 47 and thus the Unterd Wegetfnungsventil 37 has a closed position in which no fresh air flows through the respectively associated opening 44 and 45, respectively. If a predetermined negative pressure in the crankcase 6 is formed, this leads to an opening movement of the valve member 47 against the closing force of the closing compression spring 48.
  • the valve member 47 and the vacuum opening valve 37 has an open position in which the respective opening 44 and 45 is open and is and allows ventilation of the crankcase 6 with fresh air.
  • the vacuum opening valve 37 is e.g. designed so that it opens at a present in the crankcase 6 predetermined negative pressure and closes at all overlying pressures. It is clear that the negative pressure opening valve 37, depending on the type of construction, opens all the more, the more pressure around the crankcase 6 falls below the predetermined negative pressure. By opening the vacuum opening valve 37 fresh air flows into the crankcase 6, which leads to a pressure equalization, so that the pressure in the crankcase 6 rises again above the predetermined negative pressure.
  • the vacuum opening valve 37 can also be so madestal- tet be that it opens at a predetermined first negative pressure in the crankcase 6 having a first opening cross-section and at a predetermined second negative pressure, which is greater in magnitude than the first negative pressure, opens with a second opening cross-section, which is greater than the first opening cross-section.
  • the vacuum opening valve 37 closes only at pressures which are above the first negative pressure.
  • only the first opening cross section for ventilating the crankcase 6 is required for particularly frequent operating states of the internal combustion engine 1 with low or medium load. In extraordinary operating conditions, preferably at full load, it may be necessary to increase the ventilation of the crankcase 6, for which purpose the second, larger opening cross-section is released.
  • the vacuum opening valve 37 may also be designed so that it is permanently open at all pressures in the crankcase 6, which are above a predetermined negative pressure, with a first opening cross-section and opens at said predetermined negative pressure in the crankcase with a second opening cross-section is greater than the first opening cross-section.
  • the first opening cross section is permanently active, regardless of the pressure prevailing in the crankcase 6 pressure. Only when the pressure in the crankcase 6 drops below the predetermined negative pressure is activated by the larger second opening cross-section the required stronger ventilation, eg at full load of the internal combustion engine 1, ensured.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1), notamment dans un véhicule automobile, comprenant une installation d'air frais (3) pour acheminer de l'air frais prélevé dans un environnement (20) du moteur à combustion interne (1) vers les chambres de combustion (13) du moteur à combustion interne (1) et une installation de dégazage (5) pour évacuer les gaz contournant les pistons en provenance d'un carter (6) de vilebrequin du moteur à combustion interne (1) et pour acheminer les gaz contournant les pistons vers l'air frais de l'installation d'air frais (3). L'installation de dégazage (5) présente en outre un séparateur d'huile (35) pour éliminer l'huile des gaz contournant les pistons. Pour accroître les performances du séparateur d'huile (35), une soupape d'ouverture à dépression (37) est raccordée au carter (6) de vilebrequin. Cette soupape d'ouverture à dépression (37) s'ouvre en fonction d'une dépression qui règne dans le carter (6) de vilebrequin et permet alors à l'air frais de pénétrer dans le carter (6) de vilebrequin.
EP06828617A 2005-12-12 2006-12-06 Moteur à combustion interne Withdrawn EP1960638A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005059668A DE102005059668A1 (de) 2005-12-12 2005-12-12 Brennkraftmaschine
PCT/DE2006/002166 WO2007076758A1 (fr) 2005-12-12 2006-12-06 Moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP1960638A1 true EP1960638A1 (fr) 2008-08-27

Family

ID=37806116

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06828617A Withdrawn EP1960638A1 (fr) 2005-12-12 2006-12-06 Moteur à combustion interne

Country Status (6)

Country Link
US (1) US7913676B2 (fr)
EP (1) EP1960638A1 (fr)
CN (1) CN101479446B (fr)
BR (1) BRPI0619736A2 (fr)
DE (1) DE102005059668A1 (fr)
WO (1) WO2007076758A1 (fr)

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US8353276B2 (en) * 2008-07-18 2013-01-15 Ford Global Technologies, Llc System and method for storing crankcase gases to improve engine air-fuel control
US8151775B2 (en) * 2008-10-10 2012-04-10 GM Global Technology Operations LLC High vacuum crankcase ventilation
JP5690132B2 (ja) * 2010-06-17 2015-03-25 株式会社マーレ フィルターシステムズ エンジンの換気システム
US8960167B2 (en) * 2011-10-31 2015-02-24 Toyota Jidosha Kabushiki Kaisha Ventilation control apparatus for internal combustion engine
DE102012206500A1 (de) * 2012-04-19 2013-10-24 Mahle International Gmbh Brennkraftmaschine
KR101484209B1 (ko) * 2013-03-27 2015-01-21 현대자동차 주식회사 내연기관의 블로우 바이 가스 환류시스템
US9074563B2 (en) * 2013-08-07 2015-07-07 Ford Global Technologies, Llc Engine system having a condensate bypass duct
WO2015188266A1 (fr) 2014-06-10 2015-12-17 Vmac Global Technology Inc. Procédés et appareil pour simultanément refroidir et séparer un mélange de gaz chaud et de liquide
DE102015209091A1 (de) * 2015-05-19 2016-11-24 Robert Bosch Gmbh Abwärmenutzungsanordnung einer Brennkraftmaschine
DE102015007154A1 (de) * 2015-06-03 2016-12-08 Man Truck & Bus Ag Unterdruckerzeugung im Kurbelgehäuse zur Partikelzahlreduzierung
DE102016220770A1 (de) * 2016-10-21 2018-04-26 Elringklinger Ag Abscheidevorrichtung, Motorvorrichtung und Abscheideverfahren
US10151225B2 (en) * 2016-10-26 2018-12-11 GM Global Technology Operations LLC Integrated oil separator assembly for crankcase ventilation
DE102016222020A1 (de) * 2016-11-09 2018-05-09 Mahle International Gmbh Antriebssystem
US10480366B2 (en) * 2017-09-20 2019-11-19 Fca Us Llc Throttled PCV system for an engine
JP7135950B2 (ja) * 2019-03-15 2022-09-13 いすゞ自動車株式会社 内燃機関の診断装置
FR3103856B1 (fr) * 2019-12-02 2022-12-02 Renault Sas Décanteur d’huile comprenant une chambre d’air frais.
DE102020108134B3 (de) * 2020-03-25 2021-07-08 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verbrennungsmotor

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Also Published As

Publication number Publication date
US20080295814A1 (en) 2008-12-04
DE102005059668A1 (de) 2007-06-14
CN101479446B (zh) 2011-04-20
WO2007076758A1 (fr) 2007-07-12
CN101479446A (zh) 2009-07-08
US7913676B2 (en) 2011-03-29
BRPI0619736A2 (pt) 2011-10-11

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