EP2146061B1 - Coiffe de tête de cylindre et soupape - Google Patents

Coiffe de tête de cylindre et soupape Download PDF

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Publication number
EP2146061B1
EP2146061B1 EP09165275A EP09165275A EP2146061B1 EP 2146061 B1 EP2146061 B1 EP 2146061B1 EP 09165275 A EP09165275 A EP 09165275A EP 09165275 A EP09165275 A EP 09165275A EP 2146061 B1 EP2146061 B1 EP 2146061B1
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EP
European Patent Office
Prior art keywords
cylinder head
flap
head cover
interior
cover
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.)
Active
Application number
EP09165275A
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German (de)
English (en)
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EP2146061A1 (fr
Inventor
Stefan Ruppel
Nic Sautter
Yakup ÖZKAYA
Riccardo Carlo Giolitti
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 EP2146061A1 publication Critical patent/EP2146061A1/fr
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Publication of EP2146061B1 publication Critical patent/EP2146061B1/fr
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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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers

Definitions

  • the present invention relates to a cylinder head cover for an internal combustion engine, in particular of a motor vehicle.
  • the invention also relates to a valve for attachment to such a cylinder head cover.
  • blow-by gases may occur during operation, which are usually discharged into an air intake duct or fresh air duct of the internal combustion engine and mitverbrannt in the usual combustion.
  • the aim is to set a defined negative pressure in the crankcase, which is usually done with the help of a pressure control valve.
  • the negative pressure in the fresh air system can often be comparatively low. This is especially true for turbocharged, preferably supercharged engines. Also problematic are two-cylinder engines, in which the two cylinders are equally clocked. There can arise in the crankcase by the strokes of the piston overlap-free overpressure phases and vacuum phases, which alternate. During the intake and combustion cycle, an overpressure is generated in the crankcase. During the compression and exhaust stroke, a negative pressure is generated in the crankcase.
  • the present invention is concerned with the problem of pointing for a cylinder head cover a way that allows in particular a discharge of blow-by gases, the setting of a negative pressure in the crankcase even with small engines with simple means.
  • the invention is based on the general idea to provide the cylinder head cover with a connecting piece, the flow-through cross-section can be controlled by means of a flap, wherein the actuation of the flap in response to a pressure difference is applied, which rests on the two sides of the flap.
  • a flap wherein the actuation of the flap in response to a pressure difference is applied, which rests on the two sides of the flap.
  • the cylinder head cover or the housing interior in the assembled state of the cylinder head cover is communicatively connected via a blow-by channel with a fresh gas system of the internal combustion engine. If a negative pressure prevails in the blow-by channel, the respective flap opens and releases a connection path from the blow-by channel to the crankcase via the cylinder head cover. In this way, blow-by gases can be sucked out of the crankcase. However, if an overpressure prevails in the blow-by channel, the flap closes the connecting piece and thus the said connection path. As a result, the pressure prevailing in the fresh air system overpressure can not enter via the blow-by gas channel in the cylinder head cover or in the crankcase.
  • the flap can be arranged on the respective connecting piece so that it is in the assembled state of the cylinder head cover by gravity into the closed position is driven. Additionally or alternatively, the flap may be driven by means of a closing spring in the closed position.
  • the pressure difference, from which the flap releases the connecting piece can be set to a predetermined value, which allows the realization of a predetermined negative pressure in the crankcase during operation of the internal combustion engine.
  • At least one bypass path can be provided which, in the installed state of the cylinder head cover, also communicates the housing interior with the hood interior when the flap closes the connection neck.
  • bypass path can be selectively dimensioned so that adjusts a predetermined mean negative pressure in the housing interior during operation of the internal combustion engine.
  • the bypass path is dimensioned so that when the connection piece is closed, ie at a relative negative pressure in the housing interior, gas can flow from the hood interior through the bypass path into the interior of the housing, to such an extent that a predetermined negative pressure is established in the housing interior over the time average.
  • Said bypass path can for example be passed through the flap.
  • the flap can for this purpose provided with at least one flap opening and in particular be perforated. Such a solution is particularly inexpensive.
  • said bypass path can have at least one bypass opening which communicates the hood interior with a connection interior, which is located on a side of the flap facing away from the interior of the hood or on a side of the housing facing the interior of the housing.
  • the bypass opening can be arranged so that it serves in the assembled state of the cylinder head cover as returning to the housing interior oil return opening for accumulating in the hood interior oil. This gives the bypass opening an important dual function. It makes it possible to return oil to the crankcase, which is eliminated from the blow-by gas within the cylinder head cover.
  • the connecting piece may be integrally formed on a valve housing, which is mounted on a hood body of the cylinder head cover and in which the flap is arranged.
  • a separately pre-assembled valve is provided which comprises the valve housing with connection piece and flap.
  • the separately manufacturable assembly, so the valve simplifies the production of the cylinder head cover, in particular a complex shape within the valve.
  • such a module can be mounted particularly easily, for example by means of a plug connection, possibly with locking screws.
  • a partition may divide the hood interior into a flap space having a flap and a return space having an oil return leading to the housing interior in the assembled state of the cylinder head cover, wherein the partition wall has a plurality of nozzle openings converging towards the return space and on a in the Return chamber arranged baffle are aligned.
  • an impactor can be formed in the cylinder head cover.
  • Such an impactor can be used in particular for oil separation from the blow-by gas, if there is a negative pressure in the cylinder head cover, ie in the hood interior with respect to the housing interior. In this case, a blow-by-gas flow from the connection piece to the aforementioned blow-by gas channel is created.
  • This gas flow is used to realize the impactor.
  • a chamber is separated by means of the partition, so that the blow-by gas channel on one side of the partition wall and the connecting piece to the crankcase on the other side of the partition wall.
  • the two resulting chambers are connected by the aforementioned nozzle openings, so that the blow-by gas flow at high speed passes through these nozzles from one chamber to the other chamber.
  • the accumulating and dripping oil on the baffle follows gravity and flows into a lower further breather, which may be closed by a check valve.
  • This lower oil return pipe is in turn connected to the crankcase.
  • the accumulating in this nozzle oil is always discharged into the crankcase when it is applied a negative pressure.
  • the check valve then opens until the oil has flowed back into the crankcase chamber.
  • the present invention provides a possibility for adjusting a negative pressure in the crankcase, in particular for two-cylinder synchronously-clocked engines. which is inexpensive realizable, in the form of the cylinder head cover presented here and in the form of the valve presented here.
  • overpressure and underpressure phases occur without overlapping, so that over and underpressure phases always alternate in the crankcase.
  • overpressure is generated in the crankcase, while in return during the compression and exhaust stroke, a negative pressure is generated.
  • the presented here flap or pressure control valve on the connecting piece or connecting piece between the cylinder head cover and the crankcase ensures that in the negative pressure phase of the engine no air can be sucked from the blow-by gas channel, apart from a comparatively small, throttled gas quantity, the over the bypass path can bypass sealed connection.
  • the flap acts together with the pistons like an air pump which carries the blow-by gases out of the crankcase space.
  • the overpressure is blown off, while in the negative pressure phase, the flap is closed.
  • a stop may be provided which limits the opening movement of the flap, so that the working cycle of the flap is adjustable.
  • Said stop for example, be designed so that at least one opening rotational movement or opening pivoting movement of the flap is prevented over 90 °.
  • the flap can thus never reach a dead center from which it can not be closed again.
  • An opening angle of at most 45 ° is preferred, in particular when the flap is spring-assisted.
  • significantly smaller opening angles are conceivable.
  • the flap does not have to be pivotable about a fixed pivot axis. It is also possible to attach the flap so that it lifts off the connection piece altogether.
  • FIG. 1 includes an internal combustion engine 1 only partially shown, which may be arranged in particular in a motor vehicle, a cylinder head 2, which leads to a crankcase 3, which is shown here in simplified form. It is clear that the cylinder head 2 usually contains cylinders of the internal combustion engine 1 and only then leads to the crankcase 3. On the cylinder head 2, a cylinder head cover 4 is placed. This has at least one connecting piece 5 and contains at least one flap 6 for controlling a flow-through cross-section of the connecting piece 5. If the cylinder head cover 4 as in Fig. 1 is mounted on the cylinder head 2, there is a communicating connection between a hood interior 7 of the cylinder head cover 4 and a housing interior 8 of the crankcase 3 through the connecting piece 5 therethrough.
  • the flap 6 is associated with the connecting piece 5 and serves to open and close the connecting piece 5. For this purpose, it is between a in Fig. 1 indicated open position and one for example in 3 and 4 reproduced closed position adjustable.
  • the actuation of the flap 6 takes place in dependence on a pressure difference, which prevails between the hood interior 7 and the housing interior 8. From a predetermined pressure difference, ie from a predetermined relative negative pressure in the hood interior 7 relative to the housing interior 8 or from a relative overpressure in the housing interior 8 relative to the hood interior 7, the flap 6 opens the connecting piece fifth
  • the cylinder head cover 4 may be connected via a connecting piece 9 to a blow-by gas line 10, which is represented here by a double arrow shown with broken lines.
  • a blow-by gas line 10 of the hood interior communicates 7 in the assembled state of the cylinder head cover 4 with a direction indicated by a broken line fresh air system 11 of the internal combustion engine 1, via which the combustion chambers of the internal combustion engine 1 are supplied with fresh air.
  • a negative pressure can be generated in the hood interior 7, by means of which blow-by gas can be sucked out of the housing interior 8.
  • Fig. 2 shows in a diagram, a pressure curve 12, which can be set in an internal combustion engine 1 designed as gleichaktakteter two-cylinder engine in the housing interior 8.
  • Significantly marked with a plus sign overpressure phases 13 of intermediate, marked with a minus sign negative pressure phases 14 are distinguishable from each other.
  • the specified numerical values from 100 mbar overpressure to 50 mbar negative pressure are purely exemplary.
  • the pulsating pressure fluctuations in the housing interior 8 are due to the synchronously running piston of the two-cylinder engine.
  • the positive pressure fluctuations, so the overpressure phases 13 arise when one cylinder performs its intake stroke, while the other cylinder performs its combustion stroke simultaneously.
  • the negative pressure fluctuations ie the negative pressure phases 14 occur when one cylinder performs its compression stroke while the other cylinder simultaneously performs its exhaust stroke.
  • the overpressure phases 13 for ejecting blow-by gas from the housing interior 8, wherein at the same time during the negative pressure phases 14, a backflow of blow-by gas or a Air intake from the fresh air system 11 is largely prevented when the flap 6 is closed.
  • the suction of blow-by gas from the housing interior 8 and the pumping out of blow-by gas from the housing interior 8 is in Fig. 1 indicated by a flow arrow 15 which leads from the housing interior 8 through the connecting piece 5 and through the hood interior 7 to the connecting piece 9.
  • a with the help of the flap 6 to be reduced or avoided backflow is in Fig. 1 indicated by an arrow 16 and is opposite to the suction 15 oriented.
  • the flap 6 can in principle be arranged so that it is driven by its weight in the closed position. It is thus biased by gravity biased in the closed position. Additionally or alternatively, a closing spring 17 may be provided to drive the flap 6 in the closed position.
  • a negative pressure relative to an environment 18 can be set in the housing interior 8 in a targeted manner, that is to say an absolute negative pressure.
  • Such an absolute negative pressure in the crankcase 3 is desirable in order to avoid leaks of blow-by gas into the environment 18, for example in order to reduce pollutant emissions.
  • the hood interior 7 is subdivided by means of a dividing wall 19 into a flap space 20 and a return space 21.
  • the flap 6 is arranged.
  • the connecting piece 5 communicates with the flap space 20.
  • the return space 21 has an oil return 22, which here may have a return pipe 23 and a valve 24.
  • the oil return 22 can be configured in the usual way. In particular, it leads to the housing interior 8 or into an oil sump of the crankcase 3.
  • As oil return 22 and as a valve 24 are, for example, a leaflet valve, a siphon and a reservoir with mushroom valve.
  • the partition wall 19 has in the example shown here a plurality of nozzle openings 24, of which in the sectional view of Fig. 1 however, only one is recognizable.
  • the respective nozzle openings 24 converge toward the return space 21.
  • a baffle 25 is further arranged, downstream of the nozzle openings 24.
  • the nozzle openings 24 are aligned with the baffle 25, so that a blow-by gas flow, the baffle 25 to flow around and must flow around in the manner of an obstacle. Particles entrained in the gas flow, such as, for example, oil droplets, can not follow this abrupt flow diversion and therefore impinge on the impact wall 25, can accumulate thereon, flow away therefrom by force of gravity and drip off therefrom.
  • the accumulating at a bottom 26 of the return chamber 21 oil oil passes to the oil return 22 and through this back into the oil circuit.
  • the oil separator thus formed may also be referred to as an impactor 27.
  • the cylinder head cover 4 may have at least one bypass path 28 which is in Fig. 3 indicated by an arrow.
  • said bypass path 28 can also connect the housing interior 8 communicating with the hood interior 7, when the flap 6 closes the connecting piece 5.
  • the bypass path 28 is realized in that it comprises a bypass opening 29 which connects the hood interior 7 communicating with a nozzle interior 30.
  • This nozzle interior 30 is arranged inside the connection piece 5 on a side of the flap 6 facing the housing interior 8. In other words, the nozzle interior 30 is located in the connecting piece 5 at a side facing away from the hood interior 7 side of the flap 6.
  • the connecting piece 5 here comprises a first nozzle portion 31, which faces the housing interior 8 and in the example carries a radial seal 32, in particular an O-ring. Further, the connecting piece 5 comprises a second nozzle portion 33 which faces the hood interior 7 and with which the flap 6 cooperates.
  • the two Spigot portions 31, 33 are each configured cylindrical, with their longitudinal central axes 34 and 35 fall apart or are arranged eccentrically to each other. In particular, the two longitudinal central axes 34, 35 parallel to each other, but spaced from each other.
  • the bypass opening 29 is now arranged at an unspecified transition between the two nozzle sections 31, 33.
  • the eccentricity between the two nozzle sections 31, 33 can be selected to be so large that a gap is created at the transition, which then forms the bypass opening 29.
  • the in the 3 and 4 This particular embodiment is shown as having a double function for the bypass opening 29. This is arranged comparatively deep inside the hood interior 7, such that it forms an oil return opening in the mounted state of the cylinder head cover 4, through the oil which can accumulate in the hood interior 7 to the housing interior 8 can flow back.
  • the bypass path 28 and the bypass opening 29 allow in the closed position adjusted flap 6 a small and in particular throttled back flow of blow-by gas from the hood interior 7 in the direction of the housing interior 8 at a corresponding pressure difference, which ensures that the flap 6 their Closed position occupies.
  • the bypass path 28 makes it possible to approach the mean negative pressure forming in the interior of the housing 8 from below to the ambient pressure, so that ultimately only a comparatively small absolute mean negative pressure prevails in the housing interior 8.
  • the flap 6 can be equipped for this purpose with at least one flap opening, in particular with a perforation.
  • Such an embodiment can be realized particularly inexpensively.
  • a stopper 36 is realized, on which the flap 6 comes into abutment in its open position.
  • a wall portion 37 is formed in the cylinder head cover 4.
  • the stop 36 the opening movement of the flap 6 is limited. This allows a rapid response of the flap 6, whereby they can take their closed position quickly with appropriate pressure difference.
  • the flap 6 opens by pivoting about a pivot axis 38, wherein its maximum pivot angle is approximately 45 ° in the example shown. It is clear that, in principle, smaller pivoting angles are also conceivable. To avoid an over-center position, the maximum pivot angle of the flap 6 is limited to 90 °.
  • the flap 6 with the help of a specially shaped closing spring 17 in the region of the connecting piece 5 is supported so that they can virtually perform a lifting movement when it moves between the open position and the closed position.
  • a stop 36 may be provided to limit the stroke to the open position.
  • a baffle 39 is provided in the vicinity of the flap 6. This is positioned or matched to the flap 6, that the flap 6 in an open position from the housing interior 8 deflected blow-by gas flow against the baffle 39 deflects.
  • the baffle 39 is in extension of a plane of the flap 6 and extends transversely to said flap plane.
  • a nonwoven element 40 is indicated with a broken line, which can be arranged on the baffle 39 and collect the entrained in the blow-by gas flow particles, in particular oil droplets and selectively discharged to a bottom 41 of the hood interior 7.
  • Said base 41 in this case has a slope which leads to the oil return opening 29, ie to the bypass opening 29.
  • Said valve housing 43 is closed with a housing cover 44 and forms a valve 45.
  • This valve 45 is corresponding Fig. 5 attached to the hood body 42 of the cylinder head cover 4. It thus forms with respect to the cylinder head cover 4 a separately manufacturable component that is completely pre-assembled.
  • the flap 6 for controlling the connecting piece 5 is arranged in the valve housing 43.
  • the hood interior 7 is contained in the valve housing 43 or bounded by the valve housing 43 and the housing cover 44.
  • connection piece 9 is preferably also formed on the valve housing 43.
  • the bypass path 29 is formed or arranged in the valve housing 43.
  • the baffle 39 is formed by a housing wall 46 of the valve housing 43 or by a portion of said housing wall 46.
  • the valve housing 43 receives the nonwoven member 40, for example, along the entire Housing wall 46 can extend closed.
  • the second nozzle section 33 is located in the interior of the valve housing 43.
  • the valve 45 can be mounted particularly easily on the hood body 42 with the aid of the connecting piece 5 or with its first nozzle section 31 projecting from the valve housing 43.
  • a connector in conjunction with the radial seal 32 in this case a connector can be realized, which can be handled very easily.
  • Flange sections 47 which may be formed on the valve housing 43 or on the housing cover 44, allow the valve 45 to be attached to the hood body 42 in a particularly simple manner.

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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)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Glass Compositions (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Actuator (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (15)

  1. Coiffe de tête de cylindre pour un moteur à combustion interne (1), notamment d'un véhicule automobile
    - comportant au moins un embout de raccord (5), via lequel en l'état monté de la coiffe de tête de cylindre (4)un espace interne de coiffe (7) de la coiffe de tête de cylindre (4) est relié en communication avec un espace interne de logement (8) d'un carter de vilebrequin (3) du moteur à combustion interne (1),
    - comportant au moins un clapet (6) pour ouvrir et fermer l'embout de raccord (5) en fonction d'une différence de pression prédominante entre l'espace interne de coiffe (7) et l'espace interne de logement (8),
    - dans laquelle au moins un chemin de dérivation (28) est prévu, qui en l'état monté de la coiffe de tête de cylindre (4) relie en communication l'espace interne du logement (8) avec l'espace interne de coiffe (7) même quand le clapet (6) obture l'embout de raccord (5),
    caractérisée en ce que
    le chemin de dérivation (28) est dimensionné de telle sorte que pendant le fonctionnement du moteur à combustion interne (1) une dépression moyenne prédéterminée s'établisse dans l'espace interne de logement (8).
  2. Coiffe de tête de cylindre selon la revendication 1, caractérisée en ce que
    le clapet (6) est réalisé de telle sorte qu'il soit entraîné sans énergie extérieure par la différence de pression pour se déplacer entre sa position d'ouverture et sa position de fermeture.
  3. Coiffe de tête de cylindre selon la revendication 1 ou 2,
    caractérisée en ce que
    le clapet (6) est disposé de telle sorte que dans l'état monté de la coiffe de tête de cylindre (4) il soit entraîné dans la position de fermeture avec l'assistance de la force de gravité.
  4. Coiffe de tête de cylindre selon une des revendications 1 à 3,
    caractérisée en ce que
    le clapet (6) est entraîné dans la position avec un ressort de fermeture (17).
  5. Coiffe de tête de cylindre selon une des revendications 1 à 4,
    caractérisée en ce que
    le chemin de dérivation (28) passe à travers le clapet (6), notamment sous forme d'au moins une ouverture de clapet.
  6. Coiffe de tête de cylindre selon une des revendications 1 à 4,
    caractérisée en ce que
    le chemin de dérivation (28) présente au moins une ouverture de dérivation (29), qui relie en communication l'espace interne de coiffe (7) avec un espace interne d'embout (30), qui se trouve sur un côté du clapet (6) se détournant de l'espace interne de coiffe (7).
  7. Coiffe de tête de cylindre selon la revendication 6,
    caractérisée en ce que
    l'ouverture de dérivation (29) est disposée de telle sorte qu'elle serve dans l'état monté de la coiffe de tête de cylindre (4) d'ouverture de reflux d'huile réintroduisant dans l'espace interne de logement (8) de l'huile s'accumulant dans l'espace interne de coiffe (7).
  8. Coiffe de tête de cylindre selon la revendication 6 ou 7,
    caractérisée en ce que
    l'ouverture de dérivation (29) est disposée sur une transition entre une première portion d'embout (31) de l'embout de raccord (5) et une deuxième portion d'embout (33) excentrée par rapport à celui-ci, coopérant avec le clapet (6) de l'embout de raccord (5).
  9. Coiffe de tête de cylindre selon une des revendications 1 à 8,
    caractérisée en ce que
    un déflecteur (39) est prévu, contre lequel le clapet ouvert (6) dévie le gaz de blow-by lors du fonctionnement du moteur à combustion interne (1).
  10. Coiffe de tête de cylindre selon une des revendications 1 à 9,
    caractérisée en ce que
    - l'embout de raccord (5) est façonné en un seul tenant sur un corps de coiffe (42) de la coiffe de tête de cylindre (4), ou
    - l'embout de raccord (5) est façonné en un seul tenant sur un logement de soupape (43), qui est monté sur un corps de coiffe (42) de la coiffe de tête de cylindre (4) et dans lequel le clapet (6) est disposé.
  11. Coiffe de tête de cylindre selon la revendication 10,
    caractérisée en ce que
    le logement de soupape (43) contient l'espace interne de coiffe (7) et présente un embout de raccord (9), qui est relié en communication avec l'espace interne de coiffe (7) et peut être relié avec une installation de gaz frais (11) du moteur à combustion interne (1).
  12. Coiffe de tête de cylindre selon la revendication 10 ou 11 ainsi que selon une des revendications 3 à 9,
    caractérisée en ce que
    - le chemin de dérivation (28) est disposé dans le logement de soupape (43), et/ou
    - la paroi de déflecteur (39) est formée par une paroi de logement (46) du logement de soupape (43) ou par une portion de cette paroi de logement (46).
  13. Coiffe de tête de cylindre selon une des revendications 1 à 12,
    caractérisée en ce que
    une paroi de dérivation (19) divise l'espace interne de coiffe (7) en un espace de clapet (20) présentant le clapet (6) et un espace de reflux (21), qui présente dans l'état monté de la coiffe de tête de cylindre (4) un reflux d'huile (22) menant à l'espace interne de logement (8), dans laquelle la paroi de séparation (19) présente plusieurs ouvertures de buse (24), qui convergent vers l'espace de reflux (21) et sont réalisées sur une paroi de déflecteur (25) disposée dans l'espace de reflux (21).
  14. Soupape comportant un logement de soupape (43), qui peut être montée sur un corps de coiffe (42) d'une coiffe de tête de cylindre (4) d'un moteur à combustion interne (1), notamment d'un véhicule automobile, sur laquelle un embout de raccord (5) est façonné en un seul tenant et dans lequel un clapet (6) est disposé, dans laquelle au cas où la soupape (45) est montée directement sur la coiffe de tête de cylindre (4) et la coiffe de tête de cylindre (4) est montée sur le moteur à combustion interne (1), via l'embout de raccord (5) un espace interne de coiffe (7) de la coiffe de tête de cylindre (4) est relié en communication à un espace interne de logement (8) d'un carter de vilebrequin (3) du moteur à combustion interne (1), le clapet (6) en fonction d'une différence de pression prédominante entre l'espace interne de coiffe (7) et l'espace interne de logement (8) ouvre et ferme l'embout de raccord (5), et au moins un chemin de dérivation (28) relie aussi en communication l'espace interne de logement (8) à l'espace interne de coiffe (7), quand le clapet (6) obture l'embout de raccord (5), et est dimensionné de telle sorte que pendant le fonctionnement du moteur à combustion interne (1) une dépression moyenne prédéterminée s'établit dans l'espace interne de coiffe (8).
  15. Soupape selon la revendication 14, caractérisée par les caractéristiques déterminantes d'au moins une des revendications 2 à 9 et 11 à 13.
EP09165275A 2008-07-18 2009-07-13 Coiffe de tête de cylindre et soupape Active EP2146061B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008033889 2008-07-18

Publications (2)

Publication Number Publication Date
EP2146061A1 EP2146061A1 (fr) 2010-01-20
EP2146061B1 true EP2146061B1 (fr) 2011-04-13

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ID=41112619

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09165275A Active EP2146061B1 (fr) 2008-07-18 2009-07-13 Coiffe de tête de cylindre et soupape

Country Status (3)

Country Link
EP (1) EP2146061B1 (fr)
AT (1) ATE505627T1 (fr)
DE (1) DE502009000528D1 (fr)

Cited By (1)

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DE102015217153A1 (de) * 2015-09-08 2017-03-09 Daimler Ag Zylinderkopfhaube und Verfahren zum Herstellen einer Zylinderkopfhaube

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Publication number Priority date Publication date Assignee Title
EP2390477B1 (fr) 2010-05-26 2012-12-05 Fiat Powertrain Technologies S.p.A. Dispositif de separation d'huile dans un systéme de recirculation de gas de carter pour un moteur à combustion interne
DE102010046859A1 (de) 2010-09-29 2012-03-29 Dichtungstechnik G. Bruss Gmbh & Co. Kg Rückschlagventil
CN103987928B (zh) * 2011-10-20 2017-07-21 唐纳森公司 空气/油分离器组件、部件和方法
EP2653678B1 (fr) * 2012-04-19 2015-05-20 Fiat Powertrain Technologies S.p.A. Dispositif de separation d'huile dans un systéme de recirculation de gas de carter pour un moteur à combustion interne
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