EP2010761A1 - Dispositif de purge et de ventilation pour un moteur a combustion interne charge - Google Patents

Dispositif de purge et de ventilation pour un moteur a combustion interne charge

Info

Publication number
EP2010761A1
EP2010761A1 EP07728280A EP07728280A EP2010761A1 EP 2010761 A1 EP2010761 A1 EP 2010761A1 EP 07728280 A EP07728280 A EP 07728280A EP 07728280 A EP07728280 A EP 07728280A EP 2010761 A1 EP2010761 A1 EP 2010761A1
Authority
EP
European Patent Office
Prior art keywords
line
fresh gas
crankcase
internal combustion
deaeration
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.)
Granted
Application number
EP07728280A
Other languages
German (de)
English (en)
Other versions
EP2010761B1 (fr
Inventor
Mirko Braun
Robert Dunsch
Stefan Ruppel
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 EP2010761A1 publication Critical patent/EP2010761A1/fr
Application granted granted Critical
Publication of EP2010761B1 publication Critical patent/EP2010761B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter

Definitions

  • the present invention relates to a degassing and Beluftungs- device for a supercharged internal combustion engine, especially in a motor vehicle, for discharging blow-by gas from a Kurbeigehause the internal combustion engine.
  • blow-by gases from combustion chambers of the internal combustion engine enter a crankcase of the internal combustion engine.
  • the amount of blowby gases produced depends on the operating condition of the internal combustion engine, e.g. Apprenticeship or full load, from.
  • the Blowbygase In order to avoid an inadmissibly high overpressure in the Kurbeigehause, the Blowbygase must be removed from the Kurbeigehause. In this case, an emission of blow-by gases into the environment for environmental reasons is undesirable.
  • a venting device usually comprises a line which is connected at one end to the Kurbeigehause and the other end is connected to a fresh gas line of the internal combustion engine. Blowbyga- se are again supplied to the internal combustion engine for combustion.
  • Blowbyga- se are again supplied to the internal combustion engine for combustion.
  • Such a negative pressure is regularly available in the fresh air line at least in naturally aspirated engines, in particular after a throttle valve.
  • negative pressures can arise which are so great that they can lead to destruction of the crankcase. With the help of vacuum control valves while trying to adjust the negative pressure in the crankcase to a predetermined value.
  • a venting device preferably comprises a first line, which is connected at one end to the crankcase and the other end downstream of the charging device to the fresh gas line.
  • the first line contains a vent valve, usually a vacuum control valve, which is designed so that it is from a predetermined limit of a adjacent thereto differential pressure limits a volume flow leading to the fresh gas line to a predetermined target value.
  • a venting and aeration device may usually additionally have a second line which is connected at one end upstream of the charging device to the fresh gas line and at the other end also to the crankcase. This second line includes a throttle device which is designed such that it adjusts a volume flow leading to the crankcase to a predetermined target value at a predetermined value of a differential pressure applied thereto.
  • the negative pressure at the connection point of the first line drops, while at the same time the amount of blow-by gas to be removed in the crankcase increases. Accordingly, the amount of fresh air supplied via the second pipe decreases. From a certain partial load of the enough at the connection point of the first line prevailing negative pressure is no longer in the Kurbeigehause set the desired negative pressure. In this case, the negative pressure at the junction of the first line is smaller than the negative pressure at the junction of the second line. As a result, the direction of flow in the second line is reversed so that it now ensures the ventilation of the Kurbeigehauses.
  • the first line may expediently be equipped with a back-up blocking device, whereby the first line is automatically blocked in the direction of the spa after the pressure in the fresh-gas line at the connection point of the first line continues to increase.
  • the negative pressure prevailing at the upstream of the charging device in the fresh gas line is comparatively small, so that adequate suction of the blowby gases is not always guaranteed.
  • the connection point of the second line eg for reasons of space
  • the problem is exacerbated.
  • the present invention is concerned with the problem of providing for a venting device of the type mentioned an improved embodiment, which is particularly characterized in that it allows a sufficient venting even with a relatively small negative pressure, thereby providing comparatively flexible connection options on the side of the fresh gas line offers.
  • the invention is based on the general idea to arrange in the second line parallel to the throttle device, a non-return valve that locks to the crankcase out. This ensures that when venting the crankcase through the second line, the blow-by gases do not have to flow through the throttle device, but can flow through the non-return valve that opens in this direction.
  • the flow resistance can be reduced in this flow direction, which already sufficient relatively small negative pressures sufficient to be able to aspirate Blowbygas.
  • the second line can also be connected to those points of the fresh gas line, where only a comparatively small negative pressure can be provided, which improves the mounting flexibility of the deaerating and ventilating device.
  • 1 to 3 each show a greatly simplified schematic diagram of a dehumidifying device with different operating states.
  • an internal combustion engine 1 comprises an engine block 2 with Kurbeigehause 3, cylinder head 4, cylinder head cover 5 and oil pan 6.
  • a fresh gas line 7 leads fresh gas from an environment 8 to the engine block 2, while an exhaust pipe 9 exhaust gas of the internal combustion engine 1 from Engine block 2 dissipates and emitted into the environment 8.
  • the internal combustion engine 1 is preferably arranged in a motor vehicle.
  • the internal combustion engine 1 is charged and accordingly has a charging device 10, which in the present case is configured by way of example as an exhaust gas turbocharger.
  • the charging device 10 comprises a compressor 11, which is arranged in the fresh gas line 7, and a turbine 12, which is arranged in the exhaust pipe 9.
  • the internal combustion engine 1 can also be equipped with another charging device 10, such as a mechanical supercharger, in particular a Roots blower.
  • the fresh gas line 7 contains on the input side an air filter 13 and downstream thereof an air mass or air mass measuring device 14, which is configured for example as a hot film knife. Downstream of the charging device 10, the fresh gas line 7 includes a charge air cooler 15 and downstream of a throttle valve 16th
  • the internal combustion engine 1 is equipped with an exhaust gas recirculation device 17, which is reproduced here in a simplified manner and represented only by an exhaust gas recirculation cooler 18.
  • the internal combustion engine 1 is equipped with a venting and venting device 19, with the help of which in the operation of the internal combustion engine 1 Blowbygas can be removed from the crankcase 3.
  • Blowbygas occurs during operation of the internal combustion engine 1 due to leaks Unspecified cylinder chambers of the engine block 2 in the crankcase 3 a.
  • the deaerating and ventilating device 19 comprises a first line 20 and a second line 21.
  • the first line 20 is connected at one end to the crankcase 3 and at the other end to the fresh gas line 7 via a first connection point 22.
  • the first connection point 22 is located downstream of the charging device 10 and in particular downstream of the throttle valve 16. At the same time, the first connection point 22 is positioned within the fresh gas line 7 upstream of an unspecified inlet point of the exhaust gas recirculation device 17.
  • the first line 20 includes a vent valve 23, which may be configured as a kind of vacuum control valve.
  • the vent valve 23 is designed so that it limits a leading to the fresh gas line 7 volume flow to a predetermined target value from a predetermined limit of a voltage applied thereto differential pressure.
  • a non-return device 24 is also arranged in the first conduit 20, which blocks in the direction of the crankcase 3 and is effective in series with the vent valve 23.
  • the non-return device 24 is integrated in the vent valve 23, whereby a uniform assembly 25 is formed, which is formed by a vent valve with integrated non-return function.
  • the second line 21 is at one end at a second junction 26, which is located upstream of the charger 10, connected to the fresh gas line 7, while the other end also and preferably independent of the first line 20, in particular directly, is connected to the crankcase 3.
  • the second line 21 contains a throttle device 28, which is designed such that it sets a leading to the first line 20 volume flow to a predetermined target value for a predetermined value of a pressure applied thereto differential pressure.
  • the second line 21 is equipped with a return check valve 29, which blocks in the direction of the first line 20.
  • return check valve 29 and throttle device 28 are arranged in parallelteurstromsbar, whereby the throttle device 28 forms a return check valve 29 bypassing, which is also referred to below with 28.
  • the return check valve 29 and the throttle device 28 may also form an integral component 30. This component 30 is formed in particular by the return check valve 29 with integrated bypass 28.
  • the first line 20 contains a first separation device 31, which is designed to remove oil and / or oil mist from the blow-out gas sucked out of the spa casing 3 during operation of the internal combustion engine 1.
  • the separated oil can via a first return line 32 from the first separator 31 in the Kurbeigehause 3, preferably into the oil pan 6, be brought back.
  • the second line 21 also contains its own second separation device 27 with associated second oil supply line 36.
  • the internal combustion engine 1 operates in an idle mode, ie in an operating state with a minimum load. In this operating condition comparatively little blow-by gas enters the spa 3.
  • the charging device 10 is substantially inactive; at least causes the throttle valve 16 is a strong throttling, whereby downstream of the throttle valve 16 in the fresh gas line 7, a comparatively large negative pressure prevails. This negative pressure is so great that it is above the limit value of the Ent Kunststoffungsventils 23 and above the predetermined value of the throttle device 28. Accordingly, the bleed valve 23 passes the predetermined volume flow.
  • the first line 20 causes a venting of the Kurbeigehauses 3. In this case, 20 more gas can be removed in this operating state via the first line as nachstromt new blowby.
  • a negative pressure established at the second connection point 26 in the fresh gas line 7 is smaller than the negative pressure prevailing at the first connection point 22.
  • the vent through the first line 20 lowers in Crankcase 3 the pressure as far as until the pressure equalization fresh gas can flow on the second line 21.
  • the throttle device 28 also allows a volume flow, which, however, is smaller than the predetermined volume flow of the vent valve 23.
  • the second line 21 causes ventilation of the crankcase 3 with fresh gas from the fresh gas line 7.
  • vent valve 23 and the throttle device 28 are specifically coordinated so that flows in this case with minimal deducted from the crankcase 3 Blowbygasmenge in the crankcase 3 just enough fresh gas via the second line 21, that can set a predetermined negative pressure in the crankcase 3 , In particular, the negative pressure in the crankcase 3 should not fall arbitrarily far in this operating state. Accordingly, in this operating state, the volume flow drawn off via the first line 20 from the crankcase 3 and discharged into the fresh gas line 7 is in part formed by the amount of blowby gas to be removed and otherwise by a corresponding amount of fresh gas which is supplied to the crankcase 3 via the second line 21.
  • Fig. 2 shows an operating condition of the internal combustion engine 1 at partial load, in which at the first connection point 22 in the fresh gas line 7, only a comparatively small negative pressure is present, which is just so large that the total amount of blowby gas still on the first line 20 from the crankcase 3 can be dissipated and introduced into the fresh gas line 7.
  • a vent valve 23 which is characterized by a characteristic in which increases with increasing pressure difference of the vent valve 23 by flow rate first (linear), then at a mean differential pressure has a maximum for the flow and at further increasing pressure difference falls to the predetermined, with further increasing pressure difference constant target value (linear).
  • said maximum is in the range of a pressure difference, which rests in the reproduced in Fig.
  • the state shown in Fig. 3 is established.
  • the negative pressure established at the first connection point 22 becomes too small in order to be able to extract the amount of blowby gas produced.
  • the first connection point 22 in particular by the connection or activation of the charging device 10 in conjunction with a corresponding throttle position, build up an overpressure that makes it impossible to initiate Blowbygas via the first connection point 22 in the fresh gas line 7.
  • the jerk lock device 24 locks in the event of overpressure at the first connection point 22.
  • the pressure on the suction side of the charging device 10 decreases.
  • a negative pressure is created, which is sufficient to suck off the blow-by gases accumulating in the spa casing 3 only through the second line 21.
  • the second line 21 causes in this case the desired venting of the Kurbeigehauses 3. This is in principle possible via the throttle device 28, which is indicated here by dashed lines shown flow arrows is.
  • the return check valve 29 opens, so that the Blowbygasstromung 33, at least the main part, flows through the return check valve 29.
  • the return check valve 29 is designed such that its opening resistance and through-flow resistance are smaller than the flow resistance of the bypass or throttle device 28.
  • the opening resistance and the throughflow resistance of the non-return valve 29 are selected so that the opening at the second connection point 26 prevailing negative pressure is sufficient to suck the resulting in this operating state or state range Blowbygasmenge from the Kurbeigehause 3. In this way, a predetermined negative pressure can be set in the Kurbeigehause 3.
  • the second line 21 is quenched in the opening direction of the non-return valve 29 due to the very small resistances for opening and flow through the return check valve 29, so that even with comparatively small underpressures sufficient ventilation can be achieved, whereby it is particularly possible, the second connection point 26 to be positioned relatively close to an inlet of the charging device 10.

Landscapes

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

Abstract

La présente invention concerne un dispositif (19) de purge et de ventilation pour un moteur (1) à combustion interne pour évacuer les gaz contournant le piston d'un carter (3) de vilebrequin, comprenant une première conduite (20) qui est raccordée par une extrémité au carter (3) de vilebrequin et par l'autre extrémité en aval d'un dispositif (10) de charge à une conduite (7) de gaz frais et qui contient une soupape (23) de purge, ainsi qu'une deuxième conduite (21) qui est raccordée par une extrémité en amont du dispositif (10) de charge à la conduite (7) de gaz frais et par l'autre extrémité au carter (3) de vilebrequin et qui contient un dispositif (28) d'étranglement et parallèlement à celui-ci un clapet (29) anti-retour qui réalise la fermeture vers le carter (3) de vilebrequin.
EP07728280A 2006-04-25 2007-04-19 Dispositif de purge et de ventilation pour un moteur a combustion interne charge Active EP2010761B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006019636A DE102006019636A1 (de) 2006-04-25 2006-04-25 Ent- und Belüftungseinrichtung für eine aufgeladene Brennkraftmaschine
PCT/EP2007/053818 WO2007122172A1 (fr) 2006-04-25 2007-04-19 Dispositif de purge et de ventilation pour un moteur à combustion interne chargé

Publications (2)

Publication Number Publication Date
EP2010761A1 true EP2010761A1 (fr) 2009-01-07
EP2010761B1 EP2010761B1 (fr) 2011-01-26

Family

ID=38222470

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07728280A Active EP2010761B1 (fr) 2006-04-25 2007-04-19 Dispositif de purge et de ventilation pour un moteur a combustion interne charge

Country Status (6)

Country Link
US (1) US8191538B2 (fr)
EP (1) EP2010761B1 (fr)
JP (1) JP2009534584A (fr)
CN (1) CN101449032B (fr)
DE (2) DE102006019636A1 (fr)
WO (1) WO2007122172A1 (fr)

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DE102006019634B4 (de) * 2006-04-25 2019-04-25 Mahle International Gmbh Entlüftungseinrichtung für eine aufgeladene Brennkraftmaschine
FR2928683A1 (fr) * 2008-03-11 2009-09-18 Peugeot Citroen Automobiles Sa Dispositif de dilution de gaz de carter dans un moteur de vehicule automobile
JP5289276B2 (ja) * 2009-09-30 2013-09-11 愛三工業株式会社 ブローバイガス還元装置
CN102686845A (zh) * 2009-10-06 2012-09-19 丰田自动车株式会社 内燃机的增压系统
DE102010021970A1 (de) * 2010-05-28 2011-12-01 Volkswagen Ag Entlüftungseinrichtung für ein Gehäuse einer Brennkraftmaschine, Drossel für eine Spülluftleitung der Entlüftungseinrichtung und Verfahren zur Regelung der Spülluftzufuhr
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
US8695339B2 (en) * 2011-05-13 2014-04-15 GM Global Technology Operations LLC Blowby flow control system for a turbocharged engine
WO2013120820A1 (fr) * 2012-02-16 2013-08-22 Mahle International Gmbh Dispositif de dégazage de carter de vilebrequin
DE202014003301U1 (de) * 2014-04-17 2015-05-06 Reinz-Dichtungs-Gmbh Lüftungssystem
US10174650B2 (en) * 2014-11-21 2019-01-08 Ford Global Technologies, Llc Vehicle with integrated turbocharger oil control restriction
DE102014225817B4 (de) 2014-12-15 2022-10-06 Mahle International Gmbh Entlüftungseinrichtung für eine Brennkraftmaschine sowie Brennkraftmaschine
DE102019129716B3 (de) * 2019-11-05 2021-03-11 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine

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Also Published As

Publication number Publication date
EP2010761B1 (fr) 2011-01-26
JP2009534584A (ja) 2009-09-24
US8191538B2 (en) 2012-06-05
WO2007122172A1 (fr) 2007-11-01
CN101449032B (zh) 2011-09-07
CN101449032A (zh) 2009-06-03
US20100000499A1 (en) 2010-01-07
DE502007006370D1 (de) 2011-03-10
DE102006019636A1 (de) 2007-10-31

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