EP2010761B1 - 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 Download PDF

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Publication number
EP2010761B1
EP2010761B1 EP07728280A EP07728280A EP2010761B1 EP 2010761 B1 EP2010761 B1 EP 2010761B1 EP 07728280 A EP07728280 A EP 07728280A EP 07728280 A EP07728280 A EP 07728280A EP 2010761 B1 EP2010761 B1 EP 2010761B1
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EP
European Patent Office
Prior art keywords
line
crankcase
deaerating
fresh gas
internal combustion
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Active
Application number
EP07728280A
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German (de)
English (en)
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EP2010761A1 (fr
Inventor
Mirko Braun
Robert Dunsch
Stefan Ruppel
Yakup ÖZKAYA
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Mahle International GmbH
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Mahle International GmbH
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Publication of EP2010761A1 publication Critical patent/EP2010761A1/fr
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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
    • 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 venting and ventilating device for a supercharged internal combustion engine, in particular in a motor vehicle, for discharging blow-by gas from a crankcase of the internal combustion engine.
  • blow-by gases from combustion chambers of the internal combustion engine enter into a crankcase of the internal combustion engine during operation.
  • 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 excessively high overpressure in the crankcase, the Blowbygase must be removed from the crankcase. In this case, an emission of Blowbygase in the environment for environmental reasons is undesirable.
  • a venting device usually comprises a line which is connected at one end to the crankcase and the other end is connected to a fresh gas line of the internal combustion engine.
  • the blowby gases are again supplied to the internal combustion engine for combustion.
  • 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 ventilation device can usually also 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 sufficient to set the desired negative pressure in the crankcase. 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 flow direction in the second line is reversed so that it now provides for the venting of the crankcase.
  • the first line can be suitably equipped with a non-return device, whereby the first line is automatically blocked in the direction of the crankcase when the pressure in the fresh gas line at the junction of the first line continues to increase.
  • the negative pressure available upstream of the charging device in the fresh gas line is comparatively small, so that adequate suction of the blowby gases is not always ensured.
  • the connection point of the second line eg for reasons of space, must be positioned comparatively close to the inlet of the charging device, 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.
  • an internal combustion engine 1 an engine block 2 with crankcase 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 the engine block 2 discharges and into the environment 8 emitted.
  • 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 may also be equipped with another charging device 10, such as e.g. a mechanical loader, 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 designed 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 connection point 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 includes a throttle device 28 which is adapted to adjust a volume flow leading to the first line 20 to a predetermined target value for a predetermined value of a differential pressure applied thereto.
  • the second line 21 is provided with a non-return valve 29, which blocks in the direction of the first line 20.
  • non-return valve 29 and throttle device 28 are arranged to be flowed through in parallel, whereby the throttle device 28 forms a bypass which bypasses the non-return valve 29, which is also designated by 28 below.
  • the non-return valve 29 and the throttle device 28 may also form an integral component 30. This component 30 is formed in particular by the non-return valve 29 with integrated bypass 28.
  • the first line 20 includes a first separation device 31, which is designed to remove oil and / or oil mist from the blow-off gas sucked out of the crankcase 3 during operation of the internal combustion engine 1.
  • the separated oil can, via a first return line 32 from the first separator 31 into the crankcase 3, preferably in the oil pan 6, be recycled.
  • the second line 21 also contains its own second separation device 27 with associated second oil return line 36.
  • the venting device 19 operates as follows:
  • 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 blowby gas enters the crankcase 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 venting valve 23 and above the predetermined value of the throttling device 28. Accordingly, the vent valve 23 passes the predetermined volume flow.
  • the first line 20 causes a venting of the crankcase 3. In this operating state 20 more gas can be discharged via the first line as new blow-by gas flows.
  • 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.
  • the Blowbygasströmung is in Fig. 1 symbolized by arrows 33.
  • the fresh gas flow is in Fig. 1 symbolized by arrows 34 and composed of Blowbygas and fresh gas mixture flow is in Fig. 1 symbolized by arrows 35.
  • 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 relatively 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 removed 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 in the in Fig.
  • the in Fig. 3 shown state.
  • 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, which makes it impossible to initiate Blowbygas via the first connection point 22 in the fresh gas line 7.
  • the non-return device 24 blocks 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 blowby gases accumulating in the crankcase 3 only through the second line 21.
  • the second line 21 causes in this case the desired ventilation of the crankcase 3. This is basically possible via the throttle device 28, which is indicated here by flow arrows shown interrupted is.
  • the non-return valve 29 opens so that the blow-by gas flow 33; at least the main part, flows through the check valve 29.
  • the non-return valve 29 is designed so that its opening resistance and its flow resistance are smaller than the flow resistance of the bypass or the throttle device 28.
  • the opening resistance and the flow resistance of the non-return valve 29 are selected so that the negative pressure prevailing at the second connection point 26 is sufficient to extract the amount of blowby gas arising from the crankcase 3 in this operating state or state area.
  • a predetermined negative pressure can be set in the crankcase 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 non-return valve 29, so that even with relatively small pressures sufficient ventilation can be achieved, whereby it is particularly possible, the second junction 26 relative to be positioned close to an inlet of the charging device 10.

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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)
  • 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.

Claims (10)

  1. Dispositif de purge et de ventilation pour un moteur à combustion interne chargé (1), notamment dans un véhicule automobile, pour évacuer du gaz de blow-by hors d'un carter de vilebrequin (3) du moteur à combustion interne (1),
    - comportant une première conduite (20), qui à une extrémité est raccordée ou peut être raccordée au carter de vilebrequin (3), qui à une autre extrémité est raccordée ou peut être raccordée en aval d'un dispositif de charge (10) du moteur à combustion interne (1) à une conduite de gaz frais (7) du moteur à combustion interne et qui contient une soupape de purge (23), qui est conçue de telle sorte qu'elle délimite à partir d'une valeur limite prédéterminée d'une pression différentielle s'y trouvant un courant volumique menant à la conduite de gaz frais (7) à une valeur cible prédéterminée,
    - comportant une deuxième conduite (21), qui à une extrémité en amont du dispositif de charge (10) est raccordée ou peut être raccordée à la conduite de gaz frais (7), qui à une autre extrémité est raccordée ou peut être raccordée au carter de vilebrequin (3) et qui contient un dispositif d'étranglement (28), qui est conçu de telle sorte que en présence d'une valeur prédéterminée d'une pression différentielle s'y trouvant elle règle un courant volumique menant au carter de vilebrequin (3) à une valeur cible prédéterminée,
    - dans lequel la deuxième conduite (21) contient parallèlement au dispositif d'étranglement (28) un clapet anti-retour (29) bloquant depuis la conduite de gaz frais (7) vers le carter de vilebrequin (3), de sorte que le dispositif d'étranglement (28) forme une dérivation (28) contournant le clapet anti-retour (29).
  2. Dispositif de purge et de ventilation selon la revendication 1,
    caractérisé en ce que,
    la dérivation (28) ou le dispositif d'étranglement (28) est intégré au clapet anti-retour (29).
  3. Dispositif de purge et de ventilation selon la revendication 1 ou 2,
    caractérisé en ce que,
    une résistance à l'ouverture et une résistance à l'écoulement traversant du clapet anti-retour (29) sont inférieurs à une résistance à l'écoulement traversant de la dérivation (28) ou du dispositif d'étrangement (28).
  4. Dispositif de purge et de ventilation selon une des revendications 1 à 3,
    caractérisé en ce que,
    une résistance à l'ouverture et une résistance à l'écoulement traversant du clapet anti-retour (29) sont sélectionnés de telle sorte que pendant un fonctionnement en charge pleine du moteur à combustion interne (1), la dépression prédominante à un emplacement de raccordement (26), auquel la deuxième conduite (21) dans la conduite de gaz frais (7) est raccordée, suffise pour régler une dépression prédéterminée dans le carter de vilebrequin (3) ou pour aspirer une quantité de gaz de blow-by prédéterminée.
  5. Dispositif de purge et de ventilation selon une des revendications 1 à 4,
    caractérisé en ce que,
    la première conduite (20) contient un dispositif de blocage anti-retour (24), qui bloque depuis la conduite de gaz frais (7) vers l'emplacement de raccordement (27).
  6. Dispositif de purge et de ventilation selon la revendication 5,
    caractérisé en ce que,
    le dispositif de blocage anti-retour (24) est intégré à la soupape de purge (23).
  7. Dispositif de purge et de ventilation selon une des revendications 1 à 6,
    caractérisé en ce que,
    la soupape de purge (23) et la dérivation (28) ou le dispositif d'étranglement (28) sont harmonisés l'un à l'autre, de telle sorte que pendant un fonctionnement en marche à vide du moteur à combustion interne (1) la chute de pression dans le carter de vilebrequin (3) soit délimitée à une dépression prédéterminée ou l'aspiration de gaz de blow-by hors du carter de vilebrequin (3) soit délimitée à un courant volumique prédéterminé.
  8. Dispositif de purge et de ventilation selon une des revendications 1 à 7,
    caractérisé en ce que,
    - la première conduite (20) est raccordée en aval d'un refroidisseur d'air de charge (15) à la conduite de gaz frais (7), et/ou
    - la première conduite (20) est raccordée en amont d'un papillon des gaz (16) à la conduite de gaz frais (7), et/ou
    - la première conduite (20) est raccordée en amont d'un emplacement de déversement d'un dispositif de réintroduction de gaz d'échappement (17) à la conduite de gaz frais (7).
  9. Dispositif de purge et de ventilation selon une des revendications 1 à 8,
    caractérisé en ce que,
    - la deuxième conduite (21) est raccordée en aval d'un débitmètre (14) à la conduite de gaz frais (7), et/ou
    - la deuxième conduite (21) est raccordée en aval d'un filtre à air (13) à la conduite de gaz frais (7).
  10. Dispositif de purge et de ventilation selon une des revendications 1 à 9,
    caractérisé en ce que,
    dans la première conduite (20) et dans la deuxième conduite (21), respectivement un dispositif de séparation (27,31) pour éliminer du gaz de blow-by de l'huile et/ou un nuage d'huile est disposé.
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 EP2010761A1 (fr) 2009-01-07
EP2010761B1 true EP2010761B1 (fr) 2011-01-26

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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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US9238980B2 (en) * 2012-02-16 2016-01-19 Mahle International Gmbh Crankcase ventilation device
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
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Also Published As

Publication number Publication date
CN101449032A (zh) 2009-06-03
US8191538B2 (en) 2012-06-05
DE502007006370D1 (de) 2011-03-10
JP2009534584A (ja) 2009-09-24
EP2010761A1 (fr) 2009-01-07
CN101449032B (zh) 2011-09-07
US20100000499A1 (en) 2010-01-07
DE102006019636A1 (de) 2007-10-31
WO2007122172A1 (fr) 2007-11-01

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