EP2097620B1 - Crank case ventilator - Google Patents

Crank case ventilator Download PDF

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Publication number
EP2097620B1
EP2097620B1 EP07847945A EP07847945A EP2097620B1 EP 2097620 B1 EP2097620 B1 EP 2097620B1 EP 07847945 A EP07847945 A EP 07847945A EP 07847945 A EP07847945 A EP 07847945A EP 2097620 B1 EP2097620 B1 EP 2097620B1
Authority
EP
European Patent Office
Prior art keywords
line
ventilation
internal combustion
combustion engine
fresh gas
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.)
Not-in-force
Application number
EP07847945A
Other languages
German (de)
French (fr)
Other versions
EP2097620A1 (en
Inventor
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
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Mahle International GmbH
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Publication date
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Publication of EP2097620A1 publication Critical patent/EP2097620A1/en
Application granted granted Critical
Publication of EP2097620B1 publication Critical patent/EP2097620B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • 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
    • F01M13/021—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
    • F01M13/02—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
    • 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
    • F01M2013/0077—Engine parameters used for crankcase breather systems
    • F01M2013/0083—Crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics

Definitions

  • the present invention relates to a venting device for venting a crankcase of an internal combustion engine, in particular in a motor vehicle.
  • the invention also relates to an operating method for such a crankcase ventilation device.
  • blow-by gases enter the crankcase via leaks between the pistons and the cylinders.
  • a venting these blowby gases are removed from the crankcase and usually introduced into a fresh gas supplied to the engine with fresh gas line (eg DE 202005 003 462 U1 ).
  • the venting device usually comprises a separator arranged in a blow-by gas venting from the crankcase, with the aid of which impurities, preferably oil and oil mist, can be removed from the discharged gas in order, for example, to return it to the crankcase.
  • impurities preferably oil and oil mist
  • the present invention is concerned with the problem of providing for a venting device or for an associated operating method, an improved embodiment, which is characterized in particular by an increased smoothness of the engine equipped with the venting device in idle mode.
  • the invention is based on the general idea of greatly reducing or disabling or blocking the ventilation provided for the part-load operation for idling operation.
  • the discharged via the vent line from the crankcase gas quantity is significantly reduced, namely about the entering into the crankcase blow-by amount of gas.
  • the reduction in the amount of gas removed via the vent line reduces the effectiveness of the separator, this can readily be accepted, since only comparatively little blowby gas is produced during idling operation anyway.
  • the reduction of the amount of gas discharged from the crankcase leads to the desired smoothness of the internal combustion engine when idling.
  • the invention utilizes the knowledge that the quantity of gas taken from the crankcase and introduced into the fresh gas line to increase the efficiency of the separator is the cause of the turbulent engine run in an internal combustion engine with a conventional venting device.
  • a conventional venting device the proportion of the gas introduced via the vent line into the fresh gas line is comparatively large in the amount of gas which is supplied to the internal combustion engine via the fresh gas line, as a result of which control systems which are supplied with that of the internal combustion engine Fresh gas quantity work as a reference variable, be significantly affected.
  • Fig. 1 to 3 includes an internal combustion engine 1, which is arranged for example in a motor vehicle, an engine block 2, a fresh gas line 3, an exhaust pipe 4 and a vent 5.
  • the engine block 2 comprises a crankcase 6, in which a crank mechanism 7 is housed, a cylinder head 8, are arranged in the cylinder 9 for therein adjustable piston 10 of the internal combustion engine 1, a cylinder head cover 11 and an oil pan 12th
  • the fresh gas line 3 serves to supply the internal combustion engine 1 or the engine block 2 with fresh gas, in particular air, and contains an air filter 13 and downstream thereof an air flow meter 14.
  • a charging device 15 by means of which the fresh gas can be brought to an elevated pressure level.
  • the charging device 15 is the compressor of an exhaust gas turbocharger 16, the turbine 17 of which is arranged in the exhaust gas line 4 and drives the compressor 15 via a common shaft 18.
  • a charge air cooler 19 may be arranged in the fresh gas line 3.
  • the fresh gas line 3 may include a throttle device 20, for example a throttle valve, which is preferably arranged downstream of the charging device 15 and, if present, downstream of the charge air cooler 19.
  • the exhaust pipe 4 is used in a conventional manner to dissipate combustion exhaust gases of the internal combustion engine 1 of the engine block 2.
  • the internal combustion engine 1 may be equipped with an exhaust gas recirculation device 21, which is connected to the exhaust side of the internal combustion engine 1, e.g. at a disposed on the exhaust pipe 4 removal point 22, exhaust gas takes and this via an exhaust gas recirculation line 23 of the fresh gas side of the internal combustion engine 1, e.g. via a trained on the fresh gas line 3 introduction point 24, returns.
  • an exhaust gas recirculation cooler 25 may be arranged.
  • the venting device 5 is used to vent the crankcase 6 and comprises a vent line 26 and a vent line 27.
  • the vent line 26 is connected on the input side to the crankcase 6 and is on the output side connected to the fresh gas line 3.
  • the ventilation line 27 is connected on the input side to the fresh gas line 3 and on the output side to the crankcase 6.
  • the venting device 5 also has a separator 28, which is arranged in the venting line 26.
  • the separator 28 is preferably a passive inertial separator such as e.g. a cyclone separator.
  • the separator 28 is used to remove impurities, preferably oil and oil mist, from the transported in the vent line 26 gas.
  • the impurities deposited in the separator 28 may be conveyed via a return line 29, e.g. be returned to the oil pan 12.
  • the venting device 5, a pressure control valve 30 which is designed so that it can be controlled with the deductible from the crankcase 6 amount of gas.
  • the pressure control valve 30 operates passively, so depending on the applied pressure difference.
  • the vent line 26 is from the pressure control valve 30 via two return branches, namely via a first return branch 31 and a second return branch 32.
  • the first return branch 31 is connected downstream of the charging device 15 with the fresh gas line 3.
  • a corresponding first introduction point is designated 33.
  • This first discharge point 33 of the venting device 5 is arranged downstream of the throttle device 20 on the fresh gas line 3.
  • the second is Return branch 32 upstream of the charger 15 is connected to the fresh gas line 3.
  • a corresponding second introduction point 34 is preferably located relatively close to an inlet of the charging device 15 in order to reduce line losses.
  • the second discharge point 34 of the venting device 5 is downstream of the air flow meter 14 and downstream of the air filter 13.
  • Both the first return branch 31 and the second return branch 32 preferably each contain a check valve 35 which opens to the fresh gas line 3 and blocks towards the crankcase 6 ,
  • the vent line 27 is used for ventilation of the crankcase 6, so for the introduction of fresh gas, which is taken from the fresh gas line 3, in the crankcase 6.
  • a removal point 36 is located upstream of the second inlet 34 and upstream of the air flow meter 14.
  • the Removal point 36 downstream of the air filter 13.
  • the ventilation device 5 for the ventilation line 27 on a locking device 37 with the aid of the ventilation line 27 can be locked.
  • the locking device 37 is designed so that it can be switched between an open position and a closed or locked position. To realize a low-cost construction specifically adjustable intermediate positions are not provided.
  • this locking device 37 may be, for example, a check valve 38, the appropriate Way can be operated.
  • This check valve 38 is arranged in the ventilation line 27.
  • Appropriately ventilation line 27 is provided with a throttled bypass 39, which bypasses the locking device 37.
  • the throttled bypass 39 bypasses the check valve 38. In this way it is ensured that in the blocking position of the locking device 37 or in the blocking position of the check valve 38 still fresh gas via the vent line 27 can get into the crankcase 6, but throttled, so in a reduced extent.
  • This bypass 39 serves to counteract the formation of an excessive negative pressure in the crankcase 6.
  • said bypass 39 can be integrated into the blocking device 37 or into the check valve 38. Accordingly, in the Fig. 1 to 3 a block 39 and the locking device 37 and the check valve 38 comprehensive unit designated 40.
  • the ventilation line 27 is suitably throttled. In this way, the targeted maintenance of a negative pressure in the crankcase 6 can be achieved during operation of the venting device 5.
  • the throttling of the ventilation line 27 is realized by means of a throttle device 41.
  • the ventilation line 27 may be equipped with a non-return valve that the crankcase. 6 is permeable and locks in the opposite direction to the fresh gas line 3 out.
  • the venting device 5 in the Fig. 1 to 3 The embodiment shown operates as follows:
  • Fig. 1 reproduced constellation for the ventilation of the crankcase 6.
  • the locking device 37 assumes its open position at partial load, ie the ventilation function is activated.
  • the first return branch 31 is activated and the second return branch 32 is deactivated. This is controlled by the much greater negative pressure downstream of the throttle device 20.
  • Arrows 42 symbolize the amount of gas taken at part load via the vent line 26 and the first return branch 31 the crankcase 26 and introduced downstream of the charging device 15 and downstream of the throttle device 20 in the fresh gas line 3 becomes. This amount of gas 42 is significantly greater than the symbolized by an arrow 43 Blowby gas quantity that reaches the crankcase 6 at part load.
  • the difference between the vented gas quantity 42 and the blowby gas quantity 43 is provided by an aeration amount 44, that is to say a fresh gas quantity 44 which is taken from the fresh gas line 3 via the venting line 27 and supplied to the crankcase 6.
  • aeration amount 44 that is to say a fresh gas quantity 44 which is taken from the fresh gas line 3 via the venting line 27 and supplied to the crankcase 6.
  • the accruing Blowby gas quantity 43 depends on the operating state of the internal combustion engine 1, and the amount of fresh gas 44 serving for ventilation is automatically set when the blocking device 37 is open.
  • the amount of vent 42 corresponds to the sum of blowby gas amount 43 and aeration amount 44.
  • Fig. 2 shows the internal combustion engine 1 and the venting device 5 at full load of the internal combustion engine 1.
  • the second return branch 32 is activated, while the first return branch 31 is deactivated.
  • the venting device 5 can now refer to the crankcase 6 via the vent line 26 and the second return branch 32, which is about as large as the blowby gas quantity 46 entering at full load into the crankcase 6.
  • the venting amount 45 is expediently slightly larger as the blowby gas quantity 46 in order to avoid an overpressure in the crankcase 6 can. Since at full load substantially discharged from the crankcase 6 bleed amount 45 is the same size as the entering into the crankcase 6 Blowby gas quantity 46, the vent line 27 is virtually inactive at full load. However, the locking device 37 does not have to be transferred to its blocking position for this purpose.
  • the amount of ventilation 45 is approximately the blowby gas amount 46.
  • the pressure control valve 30 is designed so that the achieved at partial load ventilation amount 42 is about as large as that in full-load operation according to Fig. 2 achieved blowby gas volume 46.
  • Fig. 3 now shows a constellation that adjusts to the idling operation of the internal combustion engine 1.
  • the first return branch 31 is active again, while the second return branch 32 is deactivated, because of the greater negative pressure at the first introduction point 33 relative to the second introduction point 34.
  • the ventilation function is deactivated.
  • the locking device 37 is switched to its blocking position, so that via the ventilation line 27 per se no fresh gas to the crankcase 6 can be performed.
  • the bypass 39 allows, if necessary, a throttled introduction of fresh gas into the crankcase 6. This possibly flowing throttled amount of fresh gas is in Fig. 3 indicated by broken arrows 47.
  • the discharged via the vent line 26 and the first return branch 31 from the crankcase 6 gas quantity is in Fig. 3 designated 48.
  • the idling mode entering the crankcase 6 Blowby gas quantity is in Fig. 3 denoted by 49.
  • the pressure control valve 30 is designed so that it sets the venting amount 48 at part load about as large as the part-load resulting blowby gas 49th This means that at part load only a relatively small amount of gas through the venting device 5 in the fresh gas line. 3 arrives. This way you can the influence which the removal quantity 48 has on the control system of the internal combustion engine 1 can be reduced since the proportion of the removal quantity 48 at the total quantity of gas supplied to the internal combustion engine 1 is comparatively small.
  • the amount of vent 48 corresponds substantially to the blowby gas amount 49.
  • the locking device 37 may be formed by a check valve 38 and be drivingly connected to its actuation with an actuator 50.
  • the actuator 50 is, for example, an electric actuator 51, which is connected to a control unit, not shown, wherein the control unit knows the respective load state of the internal combustion engine 1.
  • the control unit is an engine control unit for operating the internal combustion engine 1.
  • Fig. 4a shows the open position while Fig. 4b the closed position reflects.
  • an actuator 50 is again provided, which is realized here by a pneumatic actuator 52.
  • the pneumatic actuator 52 is, indicated by a double arrow 53, with a vacuum source connected, which generates a negative pressure when reaching the idle state, which is sufficient, a valve member 54 of the in Fig. 5a shown open position in the in Fig. 5b to show shown closed position.
  • the valve member 54 is configured here as an example as a slide.
  • the pneumatic actuator 52 can be connected via its pneumatic operative connection 53 downstream of the throttle device 20 to the fresh gas line 3, in particular to the first discharge point 33.
  • the vent line 27 acts on the input side with a flap 55 together, which may be in particular the throttle device 20 of the fresh gas line 3.
  • a flap 55 which may be in particular the throttle device 20 of the fresh gas line 3.
  • an inlet of the vent line 27 is fully open, so that the ventilation amount 44 can be sucked.
  • Fig. 6b the blocking position of the locking device 37 is reproduced. It can be seen that the inlet opening of the ventilation line 27 is closed by the flap 55. Through targeted leaks that form the bypass 39, only the throttled ventilation amount 47 can be sucked.
  • the locking device 37 and the check valve 38 is realized by means of a rotary valve 56 which in the in Fig. 7a Open position shown activated an unthrottled passage, while in the in Fig. 7b shown blocking position a throttled passage, so the bypass 39 activated.
  • the rotary valve 56 can, for example, preferably as Throttle valve configured throttle device 20 may be drive-coupled, whereby a dependent on the load state of the internal combustion engine 1 adjustment of the rotary valve 56 is achieved.
  • the locking device 37 and the check valve 38 has a pivoting slide 57 which is mounted pivotally adjustable about a pivot axis 58.
  • a passage opening may be formed, which serves as a throttled bypass 39.
  • the rotary valve 57 is drive-coupled, for example via a toothing with a component 59, which may be a part of a variable valve drive, not shown, moreover.
  • a component 59 serves as an actuator 50, which actuates the pivoting slide 57 as a function of the load state.
  • the vent line 27 is fully open.
  • this blocking position for the pivoting slide 57 is selected so that the passage 39 forming the passage opening is located in the cross section of the vent line 27.

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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)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

The present invention relates to a ventilation device (5) for ventilating a crankcase (6) of an internal combustion engine (1), particularly in a motor vehicle, comprising a ventilation line (26), which is connected at the input side to the crankcase (6) of the internal combustion engine (1) in the mounted state, and which is connected at the output side to a fresh gas line (3) feeding fresh gas to the internal combustion engine (1), a ventilation line (27), which in the mounted state is connected to the fresh gas line (3) at the input side and to the crankcase (6) at the output side. A separator (28) is arranged in the ventilation line (26) to remove pollution from the gas that is discharged from the crankcase (6) and a pressure valve (3) is arranged in the ventilation line (26) to control the gas volume discharged from the crankcase (6). In order to increase the smoothness of running of the internal combustion engine (1) in idle, the ventilation device (5) comprises a locking device (37) for locking the ventilation line (27).

Description

Die vorliegende Erfindung betrifft eine Entlüftungseinrichtung zum Entlüften eines Kurbelgehäuses einer Brennkraftmaschine, insbesondere in einem Kraftfahrzeug. Die Erfindung betrifft außerdem ein Betriebsverfahren für eine derartige Kurbelgehäuseentlüftungseinrichtung.The present invention relates to a venting device for venting a crankcase of an internal combustion engine, in particular in a motor vehicle. The invention also relates to an operating method for such a crankcase ventilation device.

Im Betrieb einer Brennkraftmaschine, nämlich eines Kolbenmotors, treten über Leckagen zwischen den Kolben und den Zylindern sogenannte Blowby-Gase in das Kurbelgehäuse ein. Mit Hilfe einer Entlüftungseinrichtung werden diese Blowby-Gase aus dem Kurbelgehäuse abgeführt und üblicherweise in eine die Brennkraftmaschine mit Frischgas versorgende Frischgasleitung eingeleitet (z.B. DE 202005 003 462 U1 ). Ublicherweise umfasst die Entlüftungseinrichtung einen in einer Blowby-Gas vom Kurbelgehäuse abführenden Entlüftungsleitung angeordneten Abscheider, mit dessen Hilfe Verunreinigungen, vorzugsweise Öl und Ölnebel, aus dem abgeführten Gas entfernt werden können, um sie z.B. in das Kurbelgehäuse zurückzuführen. Ein derartiger Abscheider arbeitet umso besser, je größer die daran anliegende Druckdifferenz ist. Bei Teillast der Brennkraftmaschine herrschen in der Frischluftleitung, insbesondere stromab einer Drosseleinrichtung, relativ starke Unterdrücke, mit denen eine entsprechend große Druckdifferenz am Abscheider realisierbar ist. Allerdings ist die bei Teillast in das Kurbelgehäuse eintretende Blowby-Gasmenge vergleichsweise klein. Um dennoch den großen Differenzdruck zur Steigerung der Effektivität des Abscheiders nutzen zu können, ist es grundsätzlich möglich, die Entlüftungseinrichtung mit einer Belüftungsleitung auszustatten, die der Frischgasleitung Frischgas, also üblicherweise Luft, entnimmt und in das Kurbelgehäuse einleitet. Hierdurch ist es möglich, bei Teillast mehr Gas aus dem Kurbelgehäuse abzuführen als Blowby-Gas in das Kurbelgehäuse eintritt.During operation of an internal combustion engine, namely a piston engine, so-called blow-by gases enter the crankcase via leaks between the pistons and the cylinders. With the help of a venting these blowby gases are removed from the crankcase and usually introduced into a fresh gas supplied to the engine with fresh gas line (eg DE 202005 003 462 U1 ). The venting device usually comprises a separator arranged in a blow-by gas venting from the crankcase, with the aid of which impurities, preferably oil and oil mist, can be removed from the discharged gas in order, for example, to return it to the crankcase. Such a separator works the better, the greater the pressure difference applied thereto. At partial load of the internal combustion engine prevail in the fresh air line, in particular downstream of a Throttle device, relatively high negative pressures, with which a correspondingly large pressure difference at the separator can be realized. However, the amount of blowby gas entering the crankcase at part load is comparatively small. Nevertheless, in order to be able to use the large differential pressure to increase the efficiency of the separator, it is basically possible to equip the ventilation device with a ventilation line which extracts fresh gas, ie usually air, from the fresh gas line and introduces it into the crankcase. This makes it possible to dissipate more gas from the crankcase at part load as blow-by gas enters the crankcase.

Es hat sich jedoch gezeigt, dass Brennkraftmaschinen, bei denen eine derartige Belüftung des Kurbelgehäuses durchgeführt wird, im Leerlaufbetrieb extrem unruhig laufen. Dies wird einerseits vom jeweiligen Fahrzeugführer als störend empfunden und führt andererseits zu erhöhten Verbrauchs- und Emissionswerten.However, it has been shown that internal combustion engines, in which such ventilation of the crankcase is carried out, run extremely restless in idle mode. On the one hand, this is perceived as disturbing by the respective vehicle driver and, on the other hand, leads to increased consumption and emission values.

Die vorliegende Erfindung beschäftigt sich mit dem Problem, für eine Entlüftungseinrichtung bzw. für ein zugehöriges Betriebsverfahren eine verbesserte Ausführungsform anzugeben, die sich insbesondere durch eine erhöhte Laufruhe der mit der Entlüftungseinrichtung ausgestatteten Brennkraftmaschine im Leerlaufbetrieb auszeichnet.The present invention is concerned with the problem of providing for a venting device or for an associated operating method, an improved embodiment, which is characterized in particular by an increased smoothness of the engine equipped with the venting device in idle mode.

Dieses Problem wird erfindungsgemäß durch die Gegenstände der unabhängige Ansprüche gelöst. Vorteilhafte Ausführungsformen sind Gegenstand der abhängigen Ansprüche.This problem is solved according to the invention by the subject matters of the independent claims. Advantageous embodiments are the subject of the dependent claims.

Die Erfindung beruht auf dem allgemeinen Gedanken, die für den Teillastbetrieb vorgesehene Belüftung für den Leerlaufbetrieb stark zu reduzieren bzw. zu deaktivieren oder zu sperren. Durch diese Maßnahme wird die über die Entlüftungsleitung aus dem Kurbelgehäuse abgeführte Gasmenge deutlich reduziert, nämlich etwa auf die in das Kurbelgehäuse eintretende Blowby-Gasmenge. Mit der Reduzierung der über die Entlüftungsleitung abgeführten Gasmenge nimmt zwar die Effektivität des Abscheiders zurück, dies kann jedoch ohne weiteres in Kauf genommen werden, da im Leerlaufbetrieb ohnehin nur vergleichsweise wenig Blowby-Gas anfällt. Die Reduzierung der aus dem Kurbelgehäuse abgeführten Gasmenge führt zur gewünschten Laufruhe der Brennkraftmaschine im Leerlauf.The invention is based on the general idea of greatly reducing or disabling or blocking the ventilation provided for the part-load operation for idling operation. By this measure, the discharged via the vent line from the crankcase gas quantity is significantly reduced, namely about the entering into the crankcase blow-by amount of gas. Although the reduction in the amount of gas removed via the vent line reduces the effectiveness of the separator, this can readily be accepted, since only comparatively little blowby gas is produced during idling operation anyway. The reduction of the amount of gas discharged from the crankcase leads to the desired smoothness of the internal combustion engine when idling.

Die Erfindung nutzt hierbei die Erkenntnis, dass die dem Kurbelgehäuse entnommene und in die Frischgasleitung eingeleitete, zur Effizientsteigerung des Abscheiders erhöhte Gasmenge ursächlich für den unruhigen Motorlauf bei einer Brennkraftmaschine mit konventioneller Entlüftungseinrichtung ist. Bei einer solchen herkömmlichen Entlüftungseinrichtung ist der Anteil des über die Entlüftungsleitung in die Frischgasleitung eingeleiteten Gases an der Gasmenge, die der Brennkraftmaschine über die Frischgasleitung insgesamt zugeführt wird, vergleichsweise groß, wodurch Regelungssysteme, die mit der der Brennkraftmaschine zugeführten Frischgasmenge als Führungsgröße arbeiten, signifikant beeinträchtigt werden.In this case, the invention utilizes the knowledge that the quantity of gas taken from the crankcase and introduced into the fresh gas line to increase the efficiency of the separator is the cause of the turbulent engine run in an internal combustion engine with a conventional venting device. In such a conventional venting device, the proportion of the gas introduced via the vent line into the fresh gas line is comparatively large in the amount of gas which is supplied to the internal combustion engine via the fresh gas line, as a result of which control systems which are supplied with that of the internal combustion engine Fresh gas quantity work as a reference variable, be significantly affected.

Durch die erfindungsgemäß für den Leerlaufbetrieb vorgeschlagene starke Reduzierung der aus dem Kurbelgehäuse abgeführten und der Frischgasleitung zugeführten Gase kann der Anteil dieser Gase an der der Brennkraftmaschine zugeführten Frischgasmenge deutlich verkleinert werden. Dementsprechend nimmt auch der Einfluss der in das Frischgas eingeleiteten Gasmenge auf Regelungssysteme der Brennkraftmaschine ab. In der Folge beruhigt sich der Gleichlauf der Brennkraftmaschine.Due to the inventively proposed for idling operation strong reduction of discharged from the crankcase and the fresh gas line supplied gases, the proportion of these gases can be significantly reduced at the fresh gas supplied to the engine. Accordingly, the influence of the introduced into the fresh gas amount of gas on control systems of the internal combustion engine decreases. As a result, the synchronization of the internal combustion engine calms down.

Weitere wichtige Merkmale und Vorteile der Erfindung ergeben sich aus den Unteransprüchen, aus den Zeichnungen und aus der zugehörigen Figurenbeschreibung anhand der Zeichnungen.Other important features and advantages of the invention will become apparent from the dependent claims, from the drawings and from the associated figure description with reference to the drawings.

Es versteht sich, dass die vorstehend genannten und die nachstehend noch zu erläuternden Merkmale nicht nur in der jeweils angegebenen Kombination, sondern auch in anderen Kombinationen oder in Alleinstellung verwendbar sind, ohne den Rahmen der vorliegenden Erfindung zu verlassen.It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Bevorzugte Ausführungsbeispiele der Erfindung sind in den Zeichnungen dargestellt und werden in der nachfolgenden Beschreibung näher erläutert, wobei sich gleiche Bezugszeichen auf gleiche oder ähnliche oder funktional gleiche Bauteile beziehen.Preferred embodiments of the invention are illustrated in the drawings and will be explained in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components.

Es zeigen, jeweils schematisch,

Fig. 1 bis 3
jeweils eine stark vereinfachte, schaltplan- artige Prinzipdarstellung einer Brennkraft- maschine mit Entlüftungseinrichtung bei un- terschiedlichen Betriebszuständen der Brenn- kraftmaschine,
Fig. 4 bis 8
jeweils stark vereinfachte Prinzipdarstel- lungen von Ventileinrichtungen unterschied- licher Ausführungsformen, und zwar (a) in einer Offenstellung und (b) in einer Schließstellung.
Show, in each case schematically,
Fig. 1 to 3
in each case a greatly simplified, circuit diagram-like basic representation of an internal combustion engine with venting device for different operating states of the internal combustion engine,
Fig. 4 to 8
each greatly simplified schematic representations of valve devices of different embodiments, namely (a) in an open position and (b) in a closed position.

Entsprechend den Fig. 1 bis 3 umfasst eine Brennkraftmaschine 1, die beispielsweise in einem Kraftfahrzeug angeordnet ist, einen Motorblock 2, eine Frischgasleitung 3, eine Abgasleitung 4 und eine Entlüftungseinrichtung 5. Der Motorblock 2 umfasst dabei ein Kurbelgehäuse 6, in dem ein Kurbeltrieb 7 untergebracht ist, einen Zylinderkopf 8, in dem Zylinder 9 für darin verstellbare Kolben 10 der Brennkraftmaschine 1 angeordnet sind, eine Zylinderkopfhaube 11 sowie eine Ölwanne 12.According to the Fig. 1 to 3 includes an internal combustion engine 1, which is arranged for example in a motor vehicle, an engine block 2, a fresh gas line 3, an exhaust pipe 4 and a vent 5. The engine block 2 comprises a crankcase 6, in which a crank mechanism 7 is housed, a cylinder head 8, are arranged in the cylinder 9 for therein adjustable piston 10 of the internal combustion engine 1, a cylinder head cover 11 and an oil pan 12th

Die Frischgasleitung 3 dient zur Versorgung der Brennkraftmaschine 1 bzw. des Motorblocks 2 mit Frischgas, insbesondere Luft, und enthält ein Luftfilter 13 sowie stromab davon einen Luftmengenmesser 14. Bei der hier gezeigten bevorzugten Ausführungsform ist in der Frischgasleitung 3 außerdem eine Ladeeinrichtung 15 angeordnet, mit deren Hilfe das Frischgas auf ein erhöhtes Druckniveau gebracht werden kann. Im gezeigten Beispiel handelt es sich bei der Ladeeinrichtung 15 um den Verdichter eines Abgasturboladers 16, dessen Turbine 17 in der Abgasleitung 4 angeordnet ist und über eine gemeinsame Welle 18 den Verdichter 15 antreibt. Optional kann stromab der Ladeeinrichtung 15 ein Ladeluftkühler 19 in der Frischgasleitung 3 angeordnet sein. Grundsätzlich kann die Frischgasleitung 3 eine Drosseleinrichtung 20, z.B. eine Drosselklappe, enthalten, die vorzugsweise stromab der Ladeeinrichtung 15 und - soweit vorhanden - stromab des Ladeluftkühlers 19 angeordnet ist.The fresh gas line 3 serves to supply the internal combustion engine 1 or the engine block 2 with fresh gas, in particular air, and contains an air filter 13 and downstream thereof an air flow meter 14. In the preferred embodiment shown here is in the fresh gas line 3 also arranged a charging device 15, by means of which the fresh gas can be brought to an elevated pressure level. In the example shown, the charging device 15 is the compressor of an exhaust gas turbocharger 16, the turbine 17 of which is arranged in the exhaust gas line 4 and drives the compressor 15 via a common shaft 18. Optionally, downstream of the charging device 15, a charge air cooler 19 may be arranged in the fresh gas line 3. In principle, the fresh gas line 3 may include a throttle device 20, for example a throttle valve, which is preferably arranged downstream of the charging device 15 and, if present, downstream of the charge air cooler 19.

Die Abgasleitung 4 dient in üblicher Weise dazu, Verbrennungsabgase der Brennkraftmaschine 1 von deren Motorblock 2 abzuführen. Optional kann die Brennkraftmaschine 1 mit einer Abgasrückführeinrichtung 21 ausgestattet sein, die der Abgasseite der Brennkraftmaschine 1, z.B. bei einer an der Abgasleitung 4 angeordnete Entnahmestelle 22, Abgas entnimmt und dieses über eine Abgasrückführleitung 23 der Frischgasseite der Brennkraftmaschine 1, z.B. über eine an der Frischgasleitung 3 ausgebildete Einleitstelle 24, rückführt. In dieser Abgasrückführleitung 23 kann ein Abgasrückführkühler 25 angeordnet sein.The exhaust pipe 4 is used in a conventional manner to dissipate combustion exhaust gases of the internal combustion engine 1 of the engine block 2. Optionally, the internal combustion engine 1 may be equipped with an exhaust gas recirculation device 21, which is connected to the exhaust side of the internal combustion engine 1, e.g. at a disposed on the exhaust pipe 4 removal point 22, exhaust gas takes and this via an exhaust gas recirculation line 23 of the fresh gas side of the internal combustion engine 1, e.g. via a trained on the fresh gas line 3 introduction point 24, returns. In this exhaust gas recirculation line 23, an exhaust gas recirculation cooler 25 may be arranged.

Die Entlüftungseinrichtung 5 dient zur Entlüftung des Kurbelgehäuses 6 und umfasst eine Entlüftungsleitung 26 sowie eine Belüftungsleitung 27. Die Entlüftungsleitung 26 ist eingangsseitig mit dem Kurbelgehäuse 6 verbunden und ist ausgangsseitig mit der Frischgasleitung 3 verbunden. Im Unterschied dazu ist die Belüftungsleitung 27 eingangsseitig mit der Frischgasleitung 3 und ausgangsseitig mit dem Kurbelgehäuse 6 verbunden.The venting device 5 is used to vent the crankcase 6 and comprises a vent line 26 and a vent line 27. The vent line 26 is connected on the input side to the crankcase 6 and is on the output side connected to the fresh gas line 3. In contrast, the ventilation line 27 is connected on the input side to the fresh gas line 3 and on the output side to the crankcase 6.

Die Entlüftungseinrichtung 5 weist ferner einen Abscheider 28 auf, der in der Entlüftungsleitung 26 angeordnet ist. Beim Abscheider 28 handelt es sich bevorzugt um einen passiv arbeitenden Trägheitsabscheider, wie z.B. ein Zyklonabscheider. Der Abscheider 28 dient zum Entfernen von Verunreinigungen, vorzugsweise von Öl und Ölnebel, aus dem in der Entlüftungsleitung 26 transportierten Gas. Die im Abscheider 28 abgeschiedenen Verunreinigungen können über eine Rücklaufleitung 29 z.B. in die Ölwanne 12 rückgeführt werden. Ferner weist die Entlüftungseinrichtung 5 ein Druckregelventil 30 auf, das so ausgestaltet ist, dass damit die aus dem Kurbelgehäuse 6 abführbare Gasmenge gesteuert werden kann. Üblicherweise arbeitet das Druckregelventil 30 passiv, also in Abhängigkeit der daran anliegenden Druckdifferenz.The venting device 5 also has a separator 28, which is arranged in the venting line 26. The separator 28 is preferably a passive inertial separator such as e.g. a cyclone separator. The separator 28 is used to remove impurities, preferably oil and oil mist, from the transported in the vent line 26 gas. The impurities deposited in the separator 28 may be conveyed via a return line 29, e.g. be returned to the oil pan 12. Furthermore, the venting device 5, a pressure control valve 30 which is designed so that it can be controlled with the deductible from the crankcase 6 amount of gas. Usually, the pressure control valve 30 operates passively, so depending on the applied pressure difference.

Im gezeigten Ausführungsbeispiel geht die Entlüftungsleitung 26 vom Druckregelventil 30 über zwei Rückführzweige ab, nämlich über einen ersten Rückführzweig 31 und über einen zweiten Rückführzweig 32. Der erste Rückführzweig 31 ist stromab der Ladeeinrichtung 15 mit der Frischgasleitung 3 verbunden. Eine entsprechende erste Einleitstelle ist mit 33 bezeichnet. Diese erste Einleitstelle 33 der Entlüftungseinrichtung 5 ist dabei stromab der Drosseleinrichtung 20 an der Frischgasleitung 3 angeordnet. Im Unterschied dazu ist der zweite Rückführzweig 32 stromauf der Ladeeinrichtung 15 mit der Frischgasleitung 3 verbunden. Eine entsprechende zweite Einleitstelle 34 befindet sich vorzugsweise relativ nahe an einem Einlass der Ladeeinrichtung 15, um Leitungsverluste zu reduzieren. Jedenfalls befindet sich die zweite Einleitstelle 34 der Entlüftungseinrichtung 5 stromab des Luftmengenmessers 14 und stromab des Luftfilters 13. Sowohl der erste Rückführzweig 31 als auch der zweite Rückführzweig 32 enthalten vorzugsweise jeweils ein Rückschlagsperrventil 35, das zur Frischgasleitung 3 hin öffnet und zum Kurbelgehäuse 6 hin sperrt.In the embodiment shown, the vent line 26 is from the pressure control valve 30 via two return branches, namely via a first return branch 31 and a second return branch 32. The first return branch 31 is connected downstream of the charging device 15 with the fresh gas line 3. A corresponding first introduction point is designated 33. This first discharge point 33 of the venting device 5 is arranged downstream of the throttle device 20 on the fresh gas line 3. In contrast, the second is Return branch 32 upstream of the charger 15 is connected to the fresh gas line 3. A corresponding second introduction point 34 is preferably located relatively close to an inlet of the charging device 15 in order to reduce line losses. In any case, the second discharge point 34 of the venting device 5 is downstream of the air flow meter 14 and downstream of the air filter 13. Both the first return branch 31 and the second return branch 32 preferably each contain a check valve 35 which opens to the fresh gas line 3 and blocks towards the crankcase 6 ,

Die Belüftungsleitung 27 dient zur Belüftung des Kurbelgehäuses 6, also zur Einleitung von Frischgas, das hierzu der Frischgasleitung 3 entnommen wird, in das Kurbelgehäuse 6. Eine Entnahmestelle 36 befindet sich dabei stromauf der zweiten Einleitstelle 34 und stromauf des Luftmengenmessers 14. Zweckmäßig befindet sich die Entnahmestelle 36 stromab des Luftfilters 13. Erfindungsgemäß weist die Entlüftungseinrichtung 5 für die Belüftungsleitung 27 eine Sperreinrichtung 37 auf, mit deren Hilfe die Belüftungsleitung 27 gesperrt werden kann. Die Sperreinrichtung 37 ist so ausgestaltet, dass sie zwischen einer Offenstellung und einer Schließ- oder Sperrstellung umschaltbar ist. Zur Realisierung einer preiswerten Bauweise sind gezielt einstellbare Zwischenstellungen nicht vorgesehen. Wie in den Fig. 1 bis 3 dargestellt, kann es sich bei dieser Sperreinrichtung 37 beispielsweise um ein Sperrventil 38 handeln, das auf geeignete Weise betätigt werden kann. Dieses Sperrventil 38 ist dabei in der Belüftungsleitung 27 angeordnet.The vent line 27 is used for ventilation of the crankcase 6, so for the introduction of fresh gas, which is taken from the fresh gas line 3, in the crankcase 6. A removal point 36 is located upstream of the second inlet 34 and upstream of the air flow meter 14. Appropriately, the Removal point 36 downstream of the air filter 13. According to the invention, the ventilation device 5 for the ventilation line 27 on a locking device 37, with the aid of the ventilation line 27 can be locked. The locking device 37 is designed so that it can be switched between an open position and a closed or locked position. To realize a low-cost construction specifically adjustable intermediate positions are not provided. As in the Fig. 1 to 3 shown, this locking device 37 may be, for example, a check valve 38, the appropriate Way can be operated. This check valve 38 is arranged in the ventilation line 27.

Zweckmäßig ist Belüftungsleitung 27 mit einem gedrosselten Bypass 39 versehen, der die Sperreinrichtung 37 umgeht. Im gezeigten Beispiel umgeht der gedrosselte Bypass 39 das Sperrventil 38. Auf diese Weise ist sichergestellt, dass in der Sperrstellung der Sperreinrichtung 37 bzw. in der Sperrstellung des Sperrventils 38 noch immer Frischgas über die Belüftungsleitung 27 in das Kurbelgehäuse 6 gelangen kann, jedoch gedrosselt, also in reduziertem Umfang. Dieser Bypass 39 dient dazu, der Ausbildung eines zu großen Unterdrucks im Kurbelgehäuse 6 entgegen zu wirken. Bei zweckmäßigen Ausführungsformen der Sperreinrichtung 37 bzw. des Sperrventils 38 kann besagter Bypass 39 in die Sperreinrichtung 37 bzw. in das Sperrventil 38 integriert sein. Dementsprechend ist in den Fig. 1 bis 3 eine den Bypass 39 und die Sperreinrichtung 37 bzw. das Sperrventil 38 umfassende Baueinheit mit 40 bezeichnet.Appropriately ventilation line 27 is provided with a throttled bypass 39, which bypasses the locking device 37. In the example shown, the throttled bypass 39 bypasses the check valve 38. In this way it is ensured that in the blocking position of the locking device 37 or in the blocking position of the check valve 38 still fresh gas via the vent line 27 can get into the crankcase 6, but throttled, so in a reduced extent. This bypass 39 serves to counteract the formation of an excessive negative pressure in the crankcase 6. In expedient embodiments of the locking device 37 and the check valve 38, said bypass 39 can be integrated into the blocking device 37 or into the check valve 38. Accordingly, in the Fig. 1 to 3 a block 39 and the locking device 37 and the check valve 38 comprehensive unit designated 40.

Die Belüftungsleitung 27 ist zweckmäßig gedrosselt. Hierdurch kann im Betrieb der Entlüftungseinrichtung 5 die gezielte Aufrechterhaltung eines Unterdrucks im Kurbelgehäuse 6 erreicht werden. Im gezeigten Beispiel ist die Drosselung der Belüftungsleitung 27 mit Hilfe einer Drosseleinrichtung 41 realisiert.The ventilation line 27 is suitably throttled. In this way, the targeted maintenance of a negative pressure in the crankcase 6 can be achieved during operation of the venting device 5. In the example shown, the throttling of the ventilation line 27 is realized by means of a throttle device 41.

Optional kann auch die Belüftungsleitung 27 mit einem Rückschlagsperrventil ausgestattet sein, das zum Kurbelgehäuse 6 hin durchlässig ist und in der Gegenrichtung zur Frischgasleitung 3 hin sperrt.Optionally, the ventilation line 27 may be equipped with a non-return valve that the crankcase. 6 is permeable and locks in the opposite direction to the fresh gas line 3 out.

Die Entlüftungseinrichtung 5 der in den Fig. 1 bis 3 gezeigten Ausführungsform arbeitet wie folgt:The venting device 5 in the Fig. 1 to 3 The embodiment shown operates as follows:

In einem Teillastbetrieb der Brennkraftmaschine 1 ergibt sich die in Fig. 1 wiedergegebene Konstellation für die Be- und Entlüftung des Kurbelgehäuses 6. Die Sperreinrichtung 37 nimmt bei Teillast ihre Offenstellung ein, d.h. die Belüftungsfunktion ist aktiviert. Bei Teillast ist der erste Rückführzweig 31 aktiviert und der zweite Rückführzweig 32 ist deaktiviert. Gesteuert wird dies durch den deutlich größeren Unterdruck stromab der Drosseleinrichtung 20. Pfeile 42 symbolisieren die Gasmenge, die bei Teillast über die Entlüftungsleitung 26 und deren ersten Rückführzweig 31 dem Kurbelgehäuse 26 entnommen und stromab der Ladeeinrichtung 15 und stromab der Drosseleinrichtung 20 in die Frischgasleitung 3 eingeleitet wird. Diese Gasmenge 42 ist dabei deutlich größer als die durch einen Pfeil 43 symbolisierte Blowby-Gasemenge, die bei Teillast in das Kurbelgehäuse 6 gelangt. Die Differenz zwischen der entlüfteten Gasmenge 42 und der Blowby-Gasmenge 43 wird durch eine Belüftungsmenge 44 bereitgestellt, also eine Frischgasmenge 44, die über die Belüftungsleitung 27 der Frischgasleitung 3 entnommen und dem Kurbelgehäuse 6 zugeführt wird. Im Teillastbetrieb herrscht stromab der Drosseleinrichtung 20 ein relativ großer Unterdruck, wodurch es möglich ist, eine relativ große Gasmenge 42 dem Kurbelgehäuse 6 zu entnehmen. Die anfallende Blowby-Gasemenge 43 hängt vom Betriebszustand der Brennkraftmaschine 1 ab, und die zur Belüftung dienende Frischgasmenge 44 stellt sich bei geöffneter Sperreinrichtung 37 automatisch ein. Im Teillastbetrieb gemäß Fig. 1 entspricht somit die Entlüftungsmenge 42 der Summe aus Blowby-Gasmenge 43 und Belüftungsmenge 44.In a partial load operation of the internal combustion engine 1, the results in Fig. 1 reproduced constellation for the ventilation of the crankcase 6. The locking device 37 assumes its open position at partial load, ie the ventilation function is activated. At partial load, the first return branch 31 is activated and the second return branch 32 is deactivated. This is controlled by the much greater negative pressure downstream of the throttle device 20. Arrows 42 symbolize the amount of gas taken at part load via the vent line 26 and the first return branch 31 the crankcase 26 and introduced downstream of the charging device 15 and downstream of the throttle device 20 in the fresh gas line 3 becomes. This amount of gas 42 is significantly greater than the symbolized by an arrow 43 Blowby gas quantity that reaches the crankcase 6 at part load. The difference between the vented gas quantity 42 and the blowby gas quantity 43 is provided by an aeration amount 44, that is to say a fresh gas quantity 44 which is taken from the fresh gas line 3 via the venting line 27 and supplied to the crankcase 6. In partial load operation prevails downstream of the throttle device 20, a relatively large negative pressure, whereby it is possible to remove a relatively large amount of gas 42 the crankcase 6. The accruing Blowby gas quantity 43 depends on the operating state of the internal combustion engine 1, and the amount of fresh gas 44 serving for ventilation is automatically set when the blocking device 37 is open. In partial load operation according to Fig. 1 Thus, the amount of vent 42 corresponds to the sum of blowby gas amount 43 and aeration amount 44.

Fig. 2 zeigt die Brennkraftmaschine 1 bzw. die Entlüftungseinrichtung 5 bei Volllast der Brennkraftmaschine 1. Bei Volllast ist der zweite Rückführzweig 32 aktiviert, während der erste Rückführzweig 31 deaktiviert ist. Die Deaktivierung des ersten Rückführzweigs 31 erfolgt über das darin angeordnete Rückschlagsperrventil 35 und den sich bei Volllast stromab der Ladeeinrichtung 15 und stromab der Drosseleinrichtung 20 einstellenden positiven Druck. Fig. 2 shows the internal combustion engine 1 and the venting device 5 at full load of the internal combustion engine 1. At full load, the second return branch 32 is activated, while the first return branch 31 is deactivated. The deactivation of the first return branch 31 via the non-return valve 35 disposed therein and the at full load downstream of the charging device 15 and downstream of the throttle device 20 adjusting positive pressure.

Bei Volllast kann nun die Entlüftungseinrichtung 5 über die Entlüftungsleitung 26 und den zweiten Rückführzweig 32 dem Kurbelgehäuse 6 eine Gasmenge 45 entnehmen, die etwa so groß ist wie die bei Volllast in das Kurbelgehäuse 6 eintretende Blowby-Gasmenge 46. Zweckmäßig ist die Entlüftungsmenge 45 geringfügig größer als die Blowby-Gasmenge 46, um einen Überdruck im Kurbelgehäuse 6 vermeiden zu können. Da bei Volllast im wesentlichen die vom Kurbelgehäuse 6 abgeführte Entlüftungsmenge 45 gleich groß ist wie die in das Kurbelgehäuse 6 eintretende Blowby-Gasmenge 46, ist die Belüftungsleitung 27 bei Volllast quasi inaktiv. Die Sperreinrichtung 37 muss hierzu jedoch nicht in ihre Sperrstellung überführt sein. Bei Volllast entspricht gemäß Fig. 2 die Entlüftungsmenge 45 etwa der Blowby-Gasmenge 46. Vorzugsweise ist für den Teillastbetrieb das Druckregelventil 30 so ausgelegt, dass die bei Teillast erreichte Entlüftungsmenge 42 etwa so groß ist wie die im Vollastbetrieb gemäß Fig. 2 erreichte Blowby-Gasmenge 46.At full load, the venting device 5 can now refer to the crankcase 6 via the vent line 26 and the second return branch 32, which is about as large as the blowby gas quantity 46 entering at full load into the crankcase 6. The venting amount 45 is expediently slightly larger as the blowby gas quantity 46 in order to avoid an overpressure in the crankcase 6 can. Since at full load substantially discharged from the crankcase 6 bleed amount 45 is the same size as the entering into the crankcase 6 Blowby gas quantity 46, the vent line 27 is virtually inactive at full load. However, the locking device 37 does not have to be transferred to its blocking position for this purpose. At full load corresponds to Fig. 2 the amount of ventilation 45 is approximately the blowby gas amount 46. Preferably, for the partial load operation, the pressure control valve 30 is designed so that the achieved at partial load ventilation amount 42 is about as large as that in full-load operation according to Fig. 2 achieved blowby gas volume 46.

Fig. 3 zeigt nun eine Konstellation, die sich beim Leerlaufbetrieb der Brennkraftmaschine 1 einstellt. Im Leerlauf ist aufgrund des betragsmäßig größeren Unterdrucks an der ersten Einleitstelle 33 gegenüber der zweiten Einleitstelle 34 wieder der erste Rückführzweig 31 aktiv, während der zweite Rückführzweig 32 deaktiviert ist. Die Belüftungsfunktion ist deaktiviert. Hierzu ist die Sperreinrichtung 37 in ihre Sperrstellung geschaltet, so dass über die Belüftungsleitung 27 an sich kein Frischgas zum Kurbelgehäuse 6 geführt werden kann. Allerdings ermöglicht der Bypass 39 bei Bedarf eine gedrosselte Frischgaseinleitung in das Kurbelgehäuse 6. Diese gegebenenfalls strömende gedrosselte Frischgasmenge ist in Fig. 3 durch unterbrochene Pfeile 47 angedeutet. Die über die Entlüftungsleitung 26 und deren ersten Rückführzweig 31 vom Kurbelgehäuse 6 abgeführte Gasmenge ist in Fig. 3 mit 48 bezeichnet. Die im Leerlaufbetrieb in das Kurbelgehäuse 6 eintretende Blowby-Gasmenge ist in Fig. 3 mit 49 bezeichnet. Zweckmäßig ist dabei das Druckregelventil 30 so ausgestaltet, dass es die Entlüftungsmenge 48 bei Teillast etwa so groß einstellt, wie die bei Teillast entstehende Blowby-Gasmenge 49. Das bedeutet, dass bei Teillast nur eine vergleichsweise kleine Gasmenge über die Entlüftungseinrichtung 5 in die Frischgasleitung 3 gelangt. Auf diese Weise kann der Einfluss, den die Entnahmemenge 48 auf das Regelungssystem der Brennkraftmaschine 1 hat, reduziert werden, da der Anteil der Entnahmemenge 48 an der der Brennkraftmaschine 1 insgesamt zugeführten Gasmenge vergleichsweise klein ist. Im Leerlaufbetrieb gemäß Fig. 3 entspricht somit die Entlüftungsmenge 48 im wesentlichen der Blowby-Gasmenge 49. Fig. 3 now shows a constellation that adjusts to the idling operation of the internal combustion engine 1. When idling, the first return branch 31 is active again, while the second return branch 32 is deactivated, because of the greater negative pressure at the first introduction point 33 relative to the second introduction point 34. The ventilation function is deactivated. For this purpose, the locking device 37 is switched to its blocking position, so that via the ventilation line 27 per se no fresh gas to the crankcase 6 can be performed. However, the bypass 39 allows, if necessary, a throttled introduction of fresh gas into the crankcase 6. This possibly flowing throttled amount of fresh gas is in Fig. 3 indicated by broken arrows 47. The discharged via the vent line 26 and the first return branch 31 from the crankcase 6 gas quantity is in Fig. 3 designated 48. The idling mode entering the crankcase 6 Blowby gas quantity is in Fig. 3 denoted by 49. Expediently, the pressure control valve 30 is designed so that it sets the venting amount 48 at part load about as large as the part-load resulting blowby gas 49th This means that at part load only a relatively small amount of gas through the venting device 5 in the fresh gas line. 3 arrives. This way you can the influence which the removal quantity 48 has on the control system of the internal combustion engine 1 can be reduced since the proportion of the removal quantity 48 at the total quantity of gas supplied to the internal combustion engine 1 is comparatively small. In idling mode according to Fig. 3 Thus, the amount of vent 48 corresponds substantially to the blowby gas amount 49.

Im Folgenden werden mit Bezug auf die Fig. 4 bis 8 mehrere unterschiedliche Ausführungsformen der Sperreinrichtung 37 näher erläutert. Die einzelnen Ausführungsformen sind dabei nur schematisiert und sind außerdem rein exemplarisch, ohne Beschränkung der Allgemeinheit und ohne Anspruch auf Vollständigkeit.The following are with reference to the Fig. 4 to 8 Several different embodiments of the locking device 37 explained in more detail. The individual embodiments are only schematic and are also purely exemplary, without limitation of generality and without claim to completeness.

Entsprechend Fig. 4 (nicht Teil der Erfindung) kann die Sperreinrichtung 37 durch ein Sperrventil 38 gebildet sein und zu ihrer Betätigung mit einem Stellorgan 50 antriebsverbunden sein. Das Stellorgan 50 ist beispielsweise ein elektrischer Aktuator 51, der mit einem nicht gezeigten Steuergerät verbunden ist, wobei das Steuergerät den jeweiligen Lastzustand der Brennkraftmaschine 1 kennt. Beispielsweise handelt es sich beim Steuergerät um ein Motorsteuergerät zum Betreiben der Brennkraftmaschine 1. Fig. 4a zeigt die Offenstellung, während Fig. 4b die Schließstellung wiedergibt.Corresponding Fig. 4 (not part of the invention), the locking device 37 may be formed by a check valve 38 and be drivingly connected to its actuation with an actuator 50. The actuator 50 is, for example, an electric actuator 51, which is connected to a control unit, not shown, wherein the control unit knows the respective load state of the internal combustion engine 1. For example, the control unit is an engine control unit for operating the internal combustion engine 1. Fig. 4a shows the open position while Fig. 4b the closed position reflects.

Bei der in Fig. 5 (nicht Teil der Erfindung) gezeigten Ausführungsform ist wieder ein Stellorgan 50 vorgesehen, das hier durch einen pneumatischen Aktuator 52 realisiert ist. Der pneumatische Aktuator 52 ist, angedeutet durch einen Doppelpfeil 53, mit einer Unterdruckquelle verbunden, die bei Erreichen des Leerlaufzustands einen Unterdruck generiert, der ausreicht, ein Ventilglied 54 von der in Fig. 5a gezeigten Offenstellung in die in Fig. 5b gezeigte Schließstellung zu überführen. Das Ventilglied 54 ist hier exemplarisch als Schieber ausgestaltet. Insbesondere kann der pneumatische Aktuator 52 über seine pneumatische Wirkverbindung 53 stromab der Drosseleinrichtung 20 an die Frischgasleitung 3, insbesondere an die erste Einleitstelle 33, angeschlossen sein.At the in Fig. 5 (not part of the invention) shown embodiment, an actuator 50 is again provided, which is realized here by a pneumatic actuator 52. The pneumatic actuator 52 is, indicated by a double arrow 53, with a vacuum source connected, which generates a negative pressure when reaching the idle state, which is sufficient, a valve member 54 of the in Fig. 5a shown open position in the in Fig. 5b to show shown closed position. The valve member 54 is configured here as an example as a slide. In particular, the pneumatic actuator 52 can be connected via its pneumatic operative connection 53 downstream of the throttle device 20 to the fresh gas line 3, in particular to the first discharge point 33.

Bei der in Fig. 6 (nicht Teil der Erfindung) gezeigten Ausführungsform wirkt die Belüftungsleitung 27 eingangsseitig mit einer Klappe 55 zusammen, die insbesondere die Drosseleinrichtung 20 der Frischgasleitung 3 sein kann. In der in Fig. 6a gezeigten Offenstellung ist ein Einlass der Belüftungsleitung 27 vollständig geöffnet, so dass die Belüftungsmenge 44 angesaugt werden kann. In Fig. 6b ist die Sperrstellung der Sperreinrichtung 37 wiedergegeben. Erkennbar ist die Einlassöffnung der Belüftungsleitung 27 durch die Klappe 55 verschlossen. Durch gezielte Leckagen, die den Bypass 39 bilden, kann nur noch die gedrosselte Belüftungsmenge 47 angesaugt werden.At the in Fig. 6 (Not part of the invention) shown embodiment, the vent line 27 acts on the input side with a flap 55 together, which may be in particular the throttle device 20 of the fresh gas line 3. In the in Fig. 6a shown open position, an inlet of the vent line 27 is fully open, so that the ventilation amount 44 can be sucked. In Fig. 6b the blocking position of the locking device 37 is reproduced. It can be seen that the inlet opening of the ventilation line 27 is closed by the flap 55. Through targeted leaks that form the bypass 39, only the throttled ventilation amount 47 can be sucked.

Bei der in Fig. 7 (nicht Teil der Erfindung) gezeigten Ausführungsform ist die Sperreinrichtung 37 bzw. das Sperrventil 38 mit Hilfe eines Drehschiebers 56 realisiert, der in der in Fig. 7a gezeigten Offenstellung einen ungedrosselten Durchgang aktiviert, während er in der in Fig. 7b gezeigten Sperrstellung einen gedrosselten Durchgang, also den Bypass 39 aktiviert. Der Drehschieber 56 kann beispielsweise mit der vorzugsweise als Drosselklappe ausgestalteten Drosseleinrichtung 20 antriebsgekoppelt sein, wodurch eine vom Lastzustand der Brennkraftmaschine 1 abhängige Verstellung des Drehschiebers 56 erreicht wird.At the in Fig. 7 (not part of the invention) shown embodiment, the locking device 37 and the check valve 38 is realized by means of a rotary valve 56 which in the in Fig. 7a Open position shown activated an unthrottled passage, while in the in Fig. 7b shown blocking position a throttled passage, so the bypass 39 activated. The rotary valve 56 can, for example, preferably as Throttle valve configured throttle device 20 may be drive-coupled, whereby a dependent on the load state of the internal combustion engine 1 adjustment of the rotary valve 56 is achieved.

Bei der in Fig. 8 gezeigten Ausführungsform besitzt die Sperreinrichtung 37 bzw. das Sperrventil 38 einen Schwenkschieber 57, der um eine Schwenkachse 58 schwenkverstellbar gelagert ist. Am Schwenkschieber 57 kann eine Durchgangsöffnung ausgebildet sein, die als gedrosselter Bypass 39 dient. Der Drehschieber 57 ist beispielsweise über eine Verzahnung mit einer Komponente 59 antriebsgekoppelt, die einen Bestandteil eines im Übrigen nicht gezeigten variablen Ventiltriebs sein kann. Ein derartiger variabler Ventiltrieb wird lastabhängig betätigt. Dementsprechend dient besagte Komponente 59 als Stellorgan 50, das in Abhängigkeit des Lastzustand den Schwenkschieber 57 betätigt. Bei der in Fig. 8a gezeigten Offenstellung ist die Belüftungsleitung 27 vollständig geöffnet. Bei der in Fig. 8b gezeigten Sperrstellung ist der Schwenkschieber 57 vollständig in den Querschnitt der Belüftungsleitung 27 eingeschwenkt. Vorzugsweise ist diese Sperrstellung für den Schwenkschieber 57 jedoch so gewählt, dass sich die den Bypass 39 bildende Durchgangsöffnung im Querschnitt der Belüftungsleitung 27 befindet.At the in Fig. 8 the embodiment shown, the locking device 37 and the check valve 38 has a pivoting slide 57 which is mounted pivotally adjustable about a pivot axis 58. On the pivot slide 57, a passage opening may be formed, which serves as a throttled bypass 39. The rotary valve 57 is drive-coupled, for example via a toothing with a component 59, which may be a part of a variable valve drive, not shown, moreover. Such a variable valve train is actuated load-dependent. Accordingly, said component 59 serves as an actuator 50, which actuates the pivoting slide 57 as a function of the load state. At the in Fig. 8a shown open position, the vent line 27 is fully open. At the in Fig. 8b shown blocking position of the pivoting slide 57 is completely pivoted into the cross section of the vent line 27. Preferably, however, this blocking position for the pivoting slide 57 is selected so that the passage 39 forming the passage opening is located in the cross section of the vent line 27.

Claims (6)

  1. A ventilation device for ventilating a crank case (6) of an internal combustion engine (1), in particular in a motor vehicle,
    - with a ventilation line (26) which in the mounted state is connected on the input side to a crank case (6) of an internal combustion engine (1) and which is connected on the output side to a fresh gas line (3) feeding fresh gas to the internal combustion engine (1),
    - with a ventilation line (27) which in the mounted state is connected on the input side to the fresh gas line (3) and which is connected on the output side to the crank case (6),
    - with a separator (28) arranged within the ventilation line (26) to remove pollution from the gas discharged from the crank case (6),
    - with a pressure valve (30) arranged within the ventilation line (26) to control the gas volume discharged from the crank case (6),
    - with a locking device (37) for locking the ventilation line(27),
    - wherein for its actuation, the locking device (37) is drive-connected with an actuator (50) which is actuated depending on the load state of the internal combustion engine (1),
    - that the actuator (50) is a component (59) of a variable valve drive of the internal combustion engine (1).
  2. The ventilation device according to claim 1,
    characterized in
    that the locking device (37) is formed by means of a lock valve (38) arranged within the ventilation line (27).
  3. The ventilation device according to claim 1 or claim 2,
    characterized in
    that a throttled bypass (30) is provided for bypassing the locking device (37) or the lock valve (38).
  4. The ventilation device according to claim 3,
    characterized in
    that the bypass (39) is integrated into the locking device (37) or into the lock valve (38).
  5. The ventilation device according to any one of the claims 1 to 4,
    characterized in
    - that within the fresh gas line (3), a charging device (15) is arranged for pressure increase in the fresh gas,
    - that the ventilation line (26) has on the output side a first recirculation branch (31) which is connected downstream of the charging device (15) to the fresh gas line (3),
    - that the ventilation line (26) has on the output side a second recirculation branch (32) which is connected upstream of the charging device (15) to the fresh gas line (3).
  6. The ventilation device according to any one of the claims 1 to 5,
    characterized in
    that the ventilation line (27) is throttled or includes a throttling device (41).
EP07847945A 2006-12-07 2007-12-06 Crank case ventilator Not-in-force EP2097620B1 (en)

Applications Claiming Priority (2)

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DE102006058072A DE102006058072A1 (en) 2006-12-07 2006-12-07 crankcase ventilation
PCT/EP2007/063477 WO2008068320A1 (en) 2006-12-07 2007-12-06 Crank case ventilator

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EP2097620A1 EP2097620A1 (en) 2009-09-09
EP2097620B1 true EP2097620B1 (en) 2011-05-04

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EP07847945A Not-in-force EP2097620B1 (en) 2006-12-07 2007-12-06 Crank case ventilator

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US (1) US8393315B2 (en)
EP (1) EP2097620B1 (en)
JP (1) JP2010511835A (en)
CN (1) CN101589211A (en)
AT (1) ATE508258T1 (en)
DE (2) DE102006058072A1 (en)
WO (1) WO2008068320A1 (en)

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EP2097620A1 (en) 2009-09-09
US20100313830A1 (en) 2010-12-16
JP2010511835A (en) 2010-04-15
US8393315B2 (en) 2013-03-12
DE102006058072A1 (en) 2008-06-19
WO2008068320A1 (en) 2008-06-12
CN101589211A (en) 2009-11-25
ATE508258T1 (en) 2011-05-15
DE502007007145D1 (en) 2011-06-16

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