EP2097620B1 - Ventilation de carter de vilebrequin - Google Patents

Ventilation de carter de vilebrequin 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)
English (en)
Other versions
EP2097620A1 (fr
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
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP2097620A1 publication Critical patent/EP2097620A1/fr
Application granted granted Critical
Publication of EP2097620B1 publication Critical patent/EP2097620B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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)

Claims (6)

  1. Dispositif de ventilation pour ventiler un carter de vilebrequin (6) d'un moteur à combustion interne (1), notamment dans un véhicule automobile,
    - comportant une conduite de ventilation (26), qui en l'état monté est reliée du côté de l'entrée à un carter de vilebrequin (6) d'un moteur à combustion interne (1) et est reliée du côté de la sortie à une conduite de gaz frais (3) introduisant du gaz frais dans le moteur à combustion interne (1),
    - comportant une conduite d'aération (27), qui en l'état monté en reliée du côte de l'entrée à la conduite de gaz frais (3) et du côté de la sortie au carter de vilebrequin (6),
    - comportant un séparateur (28) disposé dans la conduite de ventilation (26) pour éliminer les impuretés du gaz évacué hors du carter de vilebrequin (6),
    - comportant une soupape de régulation de pression (30) disposée dans la conduite de ventilation (26) pour commander la quantité de gaz évacuée du carter de vilebrequin (6),
    - comportant un dispositif de blocage (37) pour bloquer la conduite d'aération (27),
    - le dispositif de blocage (37) est relié en entraînement en vue de son actionnement à un actionneur (50), qui est actionné en fonction d'un état de charge du moteur à combustion interne (1),
    caractérisé en ce que
    - l'actionneur (50) est un composant (59) d'une soupaperie variable du moteur à combustion interne (1).
  2. Dispositif de ventilation selon la revendication 1,
    caractérisé en ce que
    le dispositif de blocage (37) est formé par une soupape anti-retour (38) disposée dans la conduite d'aération (27).
  3. Dispositif de ventilation selon la revendication 1 ou 2,
    caractérisé en ce que
    une dérivation étranglée (39) est prévu pour contourner le dispositif de blocage (37) ou la soupape anti-retour (38).
  4. Dispositif de ventilation selon la revendication 3,
    caractérisé en ce que
    la dérivation (39) es intégrée dans le dispositif de blocage (37) ou dans la soupape anti-retour (38).
  5. Dispositif de ventilation selon une des revendications 1 à 4,
    caractérisé en ce que
    - un dispositif de charge (15) pour augmenter la pression dans le gaz frais est disposé dans la conduite de gaz frais (3),
    - la conduite de ventilation (26) présente du côté de la sortie un premier embranchement de réintroduction (31), qui est relié en aval du dispositif de charge (15) à la conduite de gaz frais (3),
    - la conduite de ventilation (26) présente du côté de la sortie un deuxième embranchement de réintroduction (32), qui est relié en amont du dispositif de charge (15) à la conduite de gaz frais (3).
  6. Dispositif de ventilation selon une des revendications 1 à 5,
    caractérisé en ce que
    la conduite d'aération (27) est étranglée ou contient un dispositif d'étranglement (41).
EP07847945A 2006-12-07 2007-12-06 Ventilation de carter de vilebrequin Not-in-force EP2097620B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006058072A DE102006058072A1 (de) 2006-12-07 2006-12-07 Kurbelgehäuseentlüftung
PCT/EP2007/063477 WO2008068320A1 (fr) 2006-12-07 2007-12-06 Ventilation de carter de vilebrequin

Publications (2)

Publication Number Publication Date
EP2097620A1 EP2097620A1 (fr) 2009-09-09
EP2097620B1 true EP2097620B1 (fr) 2011-05-04

Family

ID=39217935

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07847945A Not-in-force EP2097620B1 (fr) 2006-12-07 2007-12-06 Ventilation de carter de vilebrequin

Country Status (7)

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

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

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