EP2182185A1 - Crankcase ventilation system for engine - Google Patents
Crankcase ventilation system for engine Download PDFInfo
- Publication number
- EP2182185A1 EP2182185A1 EP09174401A EP09174401A EP2182185A1 EP 2182185 A1 EP2182185 A1 EP 2182185A1 EP 09174401 A EP09174401 A EP 09174401A EP 09174401 A EP09174401 A EP 09174401A EP 2182185 A1 EP2182185 A1 EP 2182185A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crankcase
- intake passage
- section
- valve
- downstream
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
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
-
- 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
- F01M13/0011—Breather valves
-
- 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
-
- 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
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
- F01M2013/0044—Layout of crankcase breathing systems with one or more valves
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
- F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
- F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
- F01M2013/0055—Layout of crankcase breathing systems having one or more deoilers with a by-pass
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
- F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
- F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
-
- 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
- F01M2013/027—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with a turbo charger or compressor
Definitions
- This invention relates to a crankcase ventilation system for a turbocharged engine provided with a turbocharger or the like, and more particularly to a technique for improving a crankcase ventilation efficiency of a positive crankcase ventilation system (PCV system) constituting a part of a blowby gas treatment system.
- PCV system positive crankcase ventilation system
- a PCV system for a natural intake type or non-supercharged type engine is known as disclosed in Japanese Patent Provisional Publication No. 2007-16664 .
- the PCV system includes a blowby gas recirculation passage for connecting an upstream section of an intake manifold as an intake passage and a crankcase, the upstream section being located upstream of a throttle valve.
- a fresh air introduction passage is provided for connecting an upstream section of the intake passage and the crankcase, the upstream section being located upstream of the throttle valve.
- a PCV valve is provided in the blowby gas recirculation passage.
- blowby gas is mixed with fresh air within the crankcase and introduced through the PCV valve into the intake manifold at a position downstream of the throttle valve.
- blowby gas inside the crankcase is discharged also through the fresh air introduction passage and introduced into the intake manifold at a position upstream of the throttle valve.
- Such a configuration is basically common also in turbocharged engines each provided with, for example, a turbocharger.
- a PCV system for a supercharged engine is disclosed in Japanese Patent Provisional Publication No. 2003-184532 .
- a boost pressure becomes high (i.e., approaches a positive pressure) during a high load engine operation as discussed above, and therefore the amount of blowby gas to be discharged through the PCV valve becomes smaller than that of blowby gas generated from the engine itself. This makes ventilation within the crankcase slow, so that engine oil within the crankcase is deteriorated with blowby gas.
- an object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, which can overcome drawbacks encountered in conventional crankcase ventilation systems.
- Another object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, which can effectively suppress deterioration of engine oil within a crankcase.
- a further object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, in which a crankcase ventilation efficiency is improved by securely introducing fresh air into a crankcase even when a boost pressure becomes positive.
- a crankcase ventilation system for a supercharged engine comprises a blowby gas recirculation passage for connecting a downstream section of an intake passage of the engine and a crankcase of the engine, the downstream section being located downstream of a throttle valve.
- a fresh air introduction passage is provided for connecting an upstream section of the intake passage and the crankcase, the upstream section being located upstream of the throttle valve.
- a PCV valve is disposed in the blowby gas recirculation passage.
- fresh air is introduced from the downstream section of the intake passage into the crankcase when a boost pressure in the downstream section of the intake passage becomes positive. Accordingly, fresh air can be securely introduced into the crankcase even when the boost pressure in the intake passage downstream of the throttle valve becomes positive, thereby improving a crankcase ventilation efficiency thus suppressing the deterioration of engine oil within the crankcase.
- fresh air is introduced from the downstream section of the intake passage into the crankcase through the blowby gas recirculation passage including the PCV valve or through a check valve disposed in parallel with the PCV valve when the boost pressure in the downstream section of the intake passage becomes positive.
- the fresh air introduction can be accomplished by using the existing blowby gas recirculation passage, which is advantageous from the viewpoint of simplification in structure.
- the fresh air introduction can be accomplished through the check valve disposed separate from the PCV valve, which is advantageous because fresh air can be securely and stably introduced into the crankcase.
- the PCV valve includes a main body section for controlling flow of blowby gas to be fed from the crankcase to the downstream section of the intake passage in accordance with the boost pressure in the downstream section of the intake passage; and an orifice through which fresh air from the downstream of the intake passage is capable of flowing into the crankcase; and a device for maintaining the orifice to open even when the boost pressure in the downstream section of the intake passage becomes positive. Accordingly, a desired object can be attained merely by slightly improving an existing PCV valve.
- FIG. 1 shows flow of blowby gas and fresh air during a low load engine operation of the engine 1; and Fig. 2 shows flow of blowby gas and fresh air during a high engine load operation of the engine 1.
- a supercharged engine 1 is of the in-line multicylinder type having a plurality of cylinders though only one cylinder is conveniently shown in the figures.
- the engine 1 has an intake system including an intake passage 2 in which an air filter 3, an air flow meter 4, a compressor impeller 5b of a turbocharger 5 as a supercharger, an intercooler 6, and a throttle valve 7 are disposed in the order mentioned in a direction from an upstream side to a downstream side with respect to flow of intake air to be supplied to the engine 1.
- the engine 1 has an exhaust system including an exhaust passage 8 in which a turbine impeller 5a is disposed. Exhaust gas from the engine 1 is discharged through the exhaust passage 8.
- intake air flows through the air filter 3 and the airflow meter 4 and then compressed or supercharged by the compressor impeller 5b of the turbocharger 5 which is driven by exhaust gas discharged from the engine 1. Thereafter, compressed intake air is cooled by the intercooler 6 located downstream of the compressor impeller 5b and then controlled in flow rate by the throttle valve 7, followed by being introduced into combustion chambers of the engine 1. A part of exhaust gas from the engine 1 is recirculated through an EGR cooler (cooler for exhaust gas) to the intake passage 2 of the intake system.
- EGR cooler cooler for exhaust gas
- a blowby gas recirculation passage 10 is provided to connect a downstream section of the intake passage 2 and a crankcase or crank chamber 1a, the intake passage downstream section being located downstream of the throttle valve 7. Additionally, a fresh air introduction passage 11 is provided to connect an upstream section of the intake passage 2 and the crankcase 1a, the intake passage upstream section being located upstream of the throttle valve 7 and upstream of the compressor impeller 5b of the turbocharger 5 in this embodiment.
- a PCV valve 12 and an oil mist separator (OMS) 13 are disposed in series with each other in such a manner that the PCV valve 12 is located at the side of the throttle valve 7. Additionally, another oil mist separator (ONS) 14 is disposed in the fresh air introduction passage 11. Further, the PCV valve 12 is provided with an orifice 24 (discussed in detail after) for introducing fresh air when boost pressure as intake air pressure in the intake passage 2 becomes positive, in addition to a main body section (no numeral) which inherently functions as a conventional PCV valve for controlling a flow rate of blowby gas to be fed to an intake passage (2) in accordance with a pressure in the intake passage.
- the main body section of the PCV valve 12 in this embodiment is adapted to control the flow rate of blowby gas to be fed from the crankcase to the downstream section of the intake passage 2 in accordance with the boost pressure in the downstream section of the intake passage 2.
- the orifice 24 is located in series with the main body section of the PCV valve 12 and positioned at the side of the oil mist separator 13.
- Both the oil mist separators 13, 14 are provided separate from the engine 1 and connected to the engine 1 by means of hose connection or the like; however, the oil mist separators may be formed integral with a rocker cover or cylinder head cover.
- Fig. 3 shows the PCV valve 12 in detail
- Fig. 4 shows a valve member 16 of the PCV valve 12.
- the PCV valve 12 includes a generally cylindrical and hollow valve body (casing or housing) 15 inside which the valve member 16 is slidably inserted.
- the valve body 15 is formed with a port 17 communicated with the intake passage 2 at a position downstream of the throttle valve 7, and an opposite port 18 communicated with the side of the crankcase 1a (or the oil mist separator 13).
- the valve member 16 is biased toward the port 18 by a compression coil spring 19 interposed between the valve member 16 and the valve body 15.
- the valve body 15 includes two sections 15a, 15b which are separable from each other in a longitudinal direction thereof and threadedly engaged with each other.
- the valve body 15 is formed at its inner peripheral surface with a cylindrical throat section 20 in which the valve member 16 is slidably inserted.
- the throat section 20 is formed by an axially central section of the valve body 15 which central section is radially inwardly projected.
- the valve member 16 is such shaped as to be generally tapered in a direction of from the side of the port 18 to the side of the port 17 so that the diameter of the valve member 16 smoothly and gradually increases in a direction of from the side of the port 17 to the side of the port 18.
- the valve member 16 has a small diameter section (no numeral) which is larger in curvature in cross-section than a large diameter head section H, the small diameter head section being located at the side of the port 17 while the large diameter section being located at the side of the port 18.
- the valve member 16 pulled by the negative pressure slidingly displaces relative to the valve body 15 and takes its stationary state at a position at which the boost pressure and the biasing force of the compression coil spring 19 are balanced.
- a relative displacement between the throat section 20 and the valve member 16 is made according to the magnitude of the boost pressure.
- valve member 16 has a large diameter head section H (except for a flange section 21) is insertable in the port 18 formed in the section 15b to form a certain clearance which is defined between the peripheral surface of the large diameter head section H of the valve member 16 and the inner peripheral surface of the port 18. This clearance serves as the orifice 24.
- the large diameter head section H of the valve member 16 is located at the side of the port 18 of the valve body 15 and formed along its whole periphery with a large diameter flange section 21 which serves as a spring seat (spring receiver) for the compression coil spring 19 at the side of the valve member 16.
- a plurality of cylindrical projections 22 are formed at the generally annular surface of the flange section 21 which annular surface faces an annular wall surface 23 of the valve body 15. The annular wall surface 23 is located around the port 18 of the valve body 15.
- the cylindrical projections 22 are located at equal intervals in a peripheral direction and project toward the annular wall surface 23 of the valve body 15 so as to be able to come into contact with the annular wall surface 23.
- the cylindrical projections 22 themselves function as a stopper for restricting the position of the valve member 16 in a direction of being biased by the compression coil spring 19.
- the flange section 21 is formed with a plurality of cutouts along the periphery thereof as clearly shown in Fig. 4 .
- Fig. 5 shows the relationship between the boost pressure in the intake passage 2 at a position downstream of the throttle valve 7 (i.e., the downstream section of the intake passage) and the flow rates of blowby gas and the like.
- a curve A indicates an amount of blowby gas generated in the engine;
- a curve B indicates a gas flow rate characteristics of blowby gas and the like in the oil mist separator 13 disposed in the blowby gas recirculation passage 10; and
- a curve C indicates gas flow rate characteristics of blowby gas and the like in the oil mist separator 14 disposed in the fresh air introduction passage 11.
- a region where the boost pressure is negative corresponds to a low load engine operation in which engine load decreases as the magnitude of the negative pressure increases, while an opposite region where the boost pressure is positive corresponds to a high load engine operation in which engine load increases as the magnitude of the positive pressure increases.
- the PCV valve 12 is disposed in series with the oil mist separator 13, and therefore a boost pressure - blowby gas flow rate characteristics of the PCV valve 12 provided with the orifice 24 is previously regulated to be generally equal to that indicated by the curve B in Fig. 5 .
- crankcase ventilation system As shown in Figs. 1 and 5 , during the low engine load operation of the engine 1, i.e., in a region P1 of Fig. 5 , intake pressure or boost pressure prevailing in the intake passage 2 downstream of the throttle valve 7 is negative such that the magnitude of the negative pressure is larger. Consequently, the valve member 16 is pulled leftward under the action of the negative pressure in Fig. 3 , so that the clearance (valve opening degree) between the inner peripheral surface of the throat section 20 and the peripheral surface of the valve member 16 becomes relatively small. Accordingly, in the region P1 of Fig. 5 , the flow rate of blowby gas discharged or recirculated to the intake passage 2 becomes relatively low while the blowby gas generation amount itself is relatively small as compared with that in other regions.
- the flow rate of blowby gas (indicated by the line B) discharged to the intake passage 2 through the oil mist separator 13 and the PCV valve 12 disposed in the blowby gas recirculation passage 10 is larger than the flow rate corresponding to the blowby gas generation amount (indicated by the line A), so that the difference between these flow rates corresponds to an amount of fresh air to be introduced into the crankcase 1a. Accordingly, as shown in Fig. 1 , fresh air is introduced through the fresh air introduction passage 11 into the crankcase 1a thereby accomplishing ventilation of the crankcase 1a, together with discharge of blowby gas through the oil mist separator 13 and the PCV valve 12 disposed in the blowby gas recirculation passage 10.
- the flow rate (indicated by the curve B) of blowby gas discharged to the intake passage 2 through the oil mist separator 13 and the PCV valve 12 disposed in the blowby gas recirculation passage 10 is smaller than the blowby gas generation amount indicated by the curve A, decreasing the amount of fresh air introduced through the fresh air introduction passage 11 into the crankcase 1a.
- blowby gas is discharged also through the fresh air introduction passage 11 into the intake passage 2 upstream of the throttle valve 7.
- This turning of the gas flow rate at the side of the blowby gas recirculation passage 10 to the "negative (-)" side means that fresh air in the intake passage 2 downstream of the throttle valve 7 reversely flows to the crankcase 1a through the PCV valve 12 and the oil mist separator 13 thereby positively introducing fresh air into the side of the crankcase 1a.
- the flow rate (indicated by the curve C) of blowby gas discharged through the fresh air introduction passage 11 becomes larger than the blowby gas generation amount indicated by the curve A, so that the difference between these amounts or flow rates corresponds to an amount of fresh air to be introduced into the crankcase 1a through the blowby gas recirculation passage 10. That is, the PCV valve 12 positively allows fresh air to be introduced into the crankcase 1a through the orifice 24 and the clearance between the throat section 20 and the valve member 16.
- Figs. 6 and 7 illustrate a second embodiment of the crankcase ventilation system according to the present invention, which is similar to the first embodiment and therefore the same reference numerals are assigned to the same parts and elements as those in the first embodiment shown in Figs. 1 and 2 for the purpose of simplicity of illustration.
- Fig. 6 shows flow of blowby gas and fresh air during a low load engine operation
- Fig. 7 shows flow of blowby gas and fresh air during a high load engine operation.
- a conventional and known PCV valve 25 is used in place of the PCV valve 12 shown in Figs. 1 , 2 and 3 , in which a check valve 27 is disposed in parallel with the PCV valve 25.
- the conventional and known PCV valve 25 has a structure similar to that shown in Fig. 3 with the exception that a part for accomplishing the function of the orifice 24 does not exist.
- the blowby gas recirculation passage 10 is branched off from or connected to the intake passage 2 downstream of the throttle valve 7, in which a bypass passage 26 is provided to be branched off from or connected at its one end to the intake passage 2 around a position at which the blowby gas recirculation passage 10 is connected to the intake passage 2.
- the other end of the bypass passage 26 is connected to the oil mist separator 13.
- the boost pressure in the intake passage 2 becomes negative, and therefore the blowby gas recirculation passage 10 including the oil mist separator 13 and the PCV valve 25 accomplish its inherent function, while the bypass passage 26 including the check valve 27 accomplishes no function.
- the second embodiment crankcase ventilation system can accomplish the same function as the first embodiment crankcase ventilation system.
- Fig. 8 illustrates a third embodiment of the crankcase ventilation system according to the present invention, similar to the second embodiment crankcase ventilation system.
- Fig. 8 shows flow of blowby gas and fresh air during a low load engine operation like Fig. 6 .
- a bypass passage 26A similar to the bypass passage 26 in Fig. 6 and provided with the check valve 27 is directly connected at its end to the crankcase 1a of the engine 1 in place of being connected to the oil mist separator 13. It will be understood that the same function as the second embodiment is accomplished also in the third embodiment.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
Description
- This invention relates to a crankcase ventilation system for a turbocharged engine provided with a turbocharger or the like, and more particularly to a technique for improving a crankcase ventilation efficiency of a positive crankcase ventilation system (PCV system) constituting a part of a blowby gas treatment system.
- A PCV system for a natural intake type or non-supercharged type engine is known as disclosed in Japanese Patent Provisional Publication No.
2007-16664 - During a low load engine operation, a negative pressure prevails inside the engine under the action of the PCV valve, and therefore fresh air is introduced into the crankcase through the fresh air introduction passage connected to a rocker cover or the like. Simultaneously, blowby gas is mixed with fresh air within the crankcase and introduced through the PCV valve into the intake manifold at a position downstream of the throttle valve. During a high load engine operation, blowby gas inside the crankcase is discharged also through the fresh air introduction passage and introduced into the intake manifold at a position upstream of the throttle valve.
- Such a configuration is basically common also in turbocharged engines each provided with, for example, a turbocharger. A PCV system for a supercharged engine is disclosed in Japanese Patent Provisional Publication No.
2003-184532 - In conventional crankcase ventilation systems for an engine, a boost pressure becomes high (i.e., approaches a positive pressure) during a high load engine operation as discussed above, and therefore the amount of blowby gas to be discharged through the PCV valve becomes smaller than that of blowby gas generated from the engine itself. This makes ventilation within the crankcase slow, so that engine oil within the crankcase is deteriorated with blowby gas.
- Particularly in case of a supercharged engine, a boost pressure rises to become positive under the influence of a supercharged pressure also during a low engine load operation, thereby increasing an engine operation region where no fresh air is introduced into the crankcase, contrarily to natural intake type or non-supercharged engines. As a result, engine oil within the crankcase tends to be further undesirably deteriorated with blowby gas.
- In view of the above problems, an object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, which can overcome drawbacks encountered in conventional crankcase ventilation systems.
- Another object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, which can effectively suppress deterioration of engine oil within a crankcase.
- A further object of the present invention is to provide an improved crankcase ventilation system for a supercharged engine, in which a crankcase ventilation efficiency is improved by securely introducing fresh air into a crankcase even when a boost pressure becomes positive.
- According to the present invention, a crankcase ventilation system for a supercharged engine comprises a blowby gas recirculation passage for connecting a downstream section of an intake passage of the engine and a crankcase of the engine, the downstream section being located downstream of a throttle valve. A fresh air introduction passage is provided for connecting an upstream section of the intake passage and the crankcase, the upstream section being located upstream of the throttle valve. Additionally, a PCV valve is disposed in the blowby gas recirculation passage. In the crankcase ventilation system, fresh air is introduced from the downstream section of the intake passage into the crankcase when a boost pressure in the downstream section of the intake passage becomes positive. Accordingly, fresh air can be securely introduced into the crankcase even when the boost pressure in the intake passage downstream of the throttle valve becomes positive, thereby improving a crankcase ventilation efficiency thus suppressing the deterioration of engine oil within the crankcase.
- Preferably, in the crankcase ventilation system, fresh air is introduced from the downstream section of the intake passage into the crankcase through the blowby gas recirculation passage including the PCV valve or through a check valve disposed in parallel with the PCV valve when the boost pressure in the downstream section of the intake passage becomes positive. In case of introduction of fresh air through the blowby gas recirculation passage, the fresh air introduction can be accomplished by using the existing blowby gas recirculation passage, which is advantageous from the viewpoint of simplification in structure. In case of introduction of fresh air through the check valve, the fresh air introduction can be accomplished through the check valve disposed separate from the PCV valve, which is advantageous because fresh air can be securely and stably introduced into the crankcase.
- Preferably, in the crankcase ventilation system, the PCV valve includes a main body section for controlling flow of blowby gas to be fed from the crankcase to the downstream section of the intake passage in accordance with the boost pressure in the downstream section of the intake passage; and an orifice through which fresh air from the downstream of the intake passage is capable of flowing into the crankcase; and a device for maintaining the orifice to open even when the boost pressure in the downstream section of the intake passage becomes positive. Accordingly, a desired object can be attained merely by slightly improving an existing PCV valve.
-
-
Fig. 1 is an explanatory view of a first embodiment of a crankcase ventilation system for a supercharged engine, according to the present invention, showing flow of blowby gas and fresh air during a low load engine operation; -
Fig. 2 is an explanatory view similar toFig. 1 but showing flow of blowby gas and fresh air during a high load engine operation; -
Fig. 3 is an enlarged sectional view of a PCV valve used in the crankcase ventilation system ofFigs. 1 and2 ; -
Fig. 4 is an enlarged perspective view of a valve member used in the PCV valve ofFig. 3 ; -
Fig. 5 is a graph showing the relationship between gas flow rate of blowby gas and boost pressure in an intake system of the engine shown inFigs. 1 and2 ; -
Fig. 6 is an explanatory view of a second embodiment of the crankcase ventilation system for a supercharged engine, according to the present invention, showing flow of blowby gas and fresh air during a low load engine operation; -
Fig. 7 is an explanatory view similar toFig. 6 but showing flow of blowby gas and fresh air during a high load engine operation; and -
Fig. 8 is an explanatory view of a third embodiment of the crankcase ventilation system for a supercharged engine, according to the present invention, showing flow of blowby gas and fresh air during a low load engine operation. - Referring now to
Figs. 1 to 5 of the drawings, a first embodiment of a crankcase ventilation system for a supercharged engine according to the present invention is illustrated.Fig. 1 shows flow of blowby gas and fresh air during a low load engine operation of theengine 1; andFig. 2 shows flow of blowby gas and fresh air during a high engine load operation of theengine 1. - In
Fig. 1 , asupercharged engine 1 is of the in-line multicylinder type having a plurality of cylinders though only one cylinder is conveniently shown in the figures. Theengine 1 has an intake system including anintake passage 2 in which anair filter 3, anair flow meter 4, acompressor impeller 5b of aturbocharger 5 as a supercharger, anintercooler 6, and athrottle valve 7 are disposed in the order mentioned in a direction from an upstream side to a downstream side with respect to flow of intake air to be supplied to theengine 1. Additionally, theengine 1 has an exhaust system including anexhaust passage 8 in which aturbine impeller 5a is disposed. Exhaust gas from theengine 1 is discharged through theexhaust passage 8. - As known, intake air flows through the
air filter 3 and theairflow meter 4 and then compressed or supercharged by thecompressor impeller 5b of theturbocharger 5 which is driven by exhaust gas discharged from theengine 1. Thereafter, compressed intake air is cooled by theintercooler 6 located downstream of thecompressor impeller 5b and then controlled in flow rate by thethrottle valve 7, followed by being introduced into combustion chambers of theengine 1. A part of exhaust gas from theengine 1 is recirculated through an EGR cooler (cooler for exhaust gas) to theintake passage 2 of the intake system. - A blowby
gas recirculation passage 10 is provided to connect a downstream section of theintake passage 2 and a crankcase orcrank chamber 1a, the intake passage downstream section being located downstream of thethrottle valve 7. Additionally, a freshair introduction passage 11 is provided to connect an upstream section of theintake passage 2 and thecrankcase 1a, the intake passage upstream section being located upstream of thethrottle valve 7 and upstream of thecompressor impeller 5b of theturbocharger 5 in this embodiment. - In the blowby
gas recirculation passage 10, aPCV valve 12 and an oil mist separator (OMS) 13 are disposed in series with each other in such a manner that thePCV valve 12 is located at the side of thethrottle valve 7. Additionally, another oil mist separator (ONS) 14 is disposed in the freshair introduction passage 11. Further, thePCV valve 12 is provided with an orifice 24 (discussed in detail after) for introducing fresh air when boost pressure as intake air pressure in theintake passage 2 becomes positive, in addition to a main body section (no numeral) which inherently functions as a conventional PCV valve for controlling a flow rate of blowby gas to be fed to an intake passage (2) in accordance with a pressure in the intake passage. The main body section of thePCV valve 12 in this embodiment is adapted to control the flow rate of blowby gas to be fed from the crankcase to the downstream section of theintake passage 2 in accordance with the boost pressure in the downstream section of theintake passage 2. Theorifice 24 is located in series with the main body section of thePCV valve 12 and positioned at the side of theoil mist separator 13. Both theoil mist separators engine 1 and connected to theengine 1 by means of hose connection or the like; however, the oil mist separators may be formed integral with a rocker cover or cylinder head cover. -
Fig. 3 shows thePCV valve 12 in detail, andFig. 4 shows avalve member 16 of thePCV valve 12. ThePCV valve 12 includes a generally cylindrical and hollow valve body (casing or housing) 15 inside which thevalve member 16 is slidably inserted. Thevalve body 15 is formed with aport 17 communicated with theintake passage 2 at a position downstream of thethrottle valve 7, and anopposite port 18 communicated with the side of thecrankcase 1a (or the oil mist separator 13). Thevalve member 16 is biased toward theport 18 by acompression coil spring 19 interposed between thevalve member 16 and thevalve body 15. As shown, thevalve body 15 includes twosections - The
valve body 15 is formed at its inner peripheral surface with acylindrical throat section 20 in which thevalve member 16 is slidably inserted. Thethroat section 20 is formed by an axially central section of thevalve body 15 which central section is radially inwardly projected. Thevalve member 16 is such shaped as to be generally tapered in a direction of from the side of theport 18 to the side of theport 17 so that the diameter of thevalve member 16 smoothly and gradually increases in a direction of from the side of theport 17 to the side of theport 18. Thevalve member 16 has a small diameter section (no numeral) which is larger in curvature in cross-section than a large diameter head section H, the small diameter head section being located at the side of theport 17 while the large diameter section being located at the side of theport 18. Accordingly, when the boost pressure in theintake passage 2 is negative, thevalve member 16 pulled by the negative pressure slidingly displaces relative to thevalve body 15 and takes its stationary state at a position at which the boost pressure and the biasing force of thecompression coil spring 19 are balanced. In other words, a relative displacement between thethroat section 20 and thevalve member 16 is made according to the magnitude of the boost pressure. This continuously variably controls the degree of a valve opening formed between thethroat section 20 and thevalve member 16 and accordingly the flow rate of blowby gas flowing through the PCV valve. It is to be noted that thevalve member 16 has a large diameter head section H (except for a flange section 21) is insertable in theport 18 formed in thesection 15b to form a certain clearance which is defined between the peripheral surface of the large diameter head section H of thevalve member 16 and the inner peripheral surface of theport 18. This clearance serves as theorifice 24. - As shown in
Figs. 3 and4 , the large diameter head section H of thevalve member 16 is located at the side of theport 18 of thevalve body 15 and formed along its whole periphery with a largediameter flange section 21 which serves as a spring seat (spring receiver) for thecompression coil spring 19 at the side of thevalve member 16. As shown inFig. 4 , a plurality ofcylindrical projections 22 are formed at the generally annular surface of theflange section 21 which annular surface faces anannular wall surface 23 of thevalve body 15. Theannular wall surface 23 is located around theport 18 of thevalve body 15. Thecylindrical projections 22 are located at equal intervals in a peripheral direction and project toward theannular wall surface 23 of thevalve body 15 so as to be able to come into contact with theannular wall surface 23. Thus, thecylindrical projections 22 themselves function as a stopper for restricting the position of thevalve member 16 in a direction of being biased by thecompression coil spring 19. Theflange section 21 is formed with a plurality of cutouts along the periphery thereof as clearly shown inFig. 4 . - Accordingly, even when the
cylindrical projections 22 at the side of thevalve member 16 is brought into contact with theannular wall surface 23 of thevalve body 15, a certain clearance G corresponding to the height of eachcylindrical projection 22 can be formed between theflange section 21 and theannular wall surface 23, the clearance G being communicated with theorifice 24. By this, even though thevalve member 16 slidingly displaces to a position (the right-most position inFig. 3 ) corresponding to the limit of its stroke under the biasing force of thecompression coil spring 19 so that thecylindrical projections 22 of theflange section 21 are seated on theannular wall surface 23, a certain opening is ensured at theorifice 24 communicated with the clearance G in addition to ensuring a certain clearance at thethroat section 20. -
Fig. 5 shows the relationship between the boost pressure in theintake passage 2 at a position downstream of the throttle valve 7 (i.e., the downstream section of the intake passage) and the flow rates of blowby gas and the like. A curve A indicates an amount of blowby gas generated in the engine; a curve B indicates a gas flow rate characteristics of blowby gas and the like in theoil mist separator 13 disposed in the blowbygas recirculation passage 10; and a curve C indicates gas flow rate characteristics of blowby gas and the like in theoil mist separator 14 disposed in the freshair introduction passage 11. InFig. 5 , a region where the boost pressure is negative corresponds to a low load engine operation in which engine load decreases as the magnitude of the negative pressure increases, while an opposite region where the boost pressure is positive corresponds to a high load engine operation in which engine load increases as the magnitude of the positive pressure increases. - In the blowby
gas recirculation passage 10 shown inFig. 1 , thePCV valve 12 is disposed in series with theoil mist separator 13, and therefore a boost pressure - blowby gas flow rate characteristics of thePCV valve 12 provided with theorifice 24 is previously regulated to be generally equal to that indicated by the curve B inFig. 5 . - With the thus configured crankcase ventilation system, as shown in
Figs. 1 and5 , during the low engine load operation of theengine 1, i.e., in a region P1 ofFig. 5 , intake pressure or boost pressure prevailing in theintake passage 2 downstream of thethrottle valve 7 is negative such that the magnitude of the negative pressure is larger. Consequently, thevalve member 16 is pulled leftward under the action of the negative pressure inFig. 3 , so that the clearance (valve opening degree) between the inner peripheral surface of thethroat section 20 and the peripheral surface of thevalve member 16 becomes relatively small. Accordingly, in the region P1 ofFig. 5 , the flow rate of blowby gas discharged or recirculated to theintake passage 2 becomes relatively low while the blowby gas generation amount itself is relatively small as compared with that in other regions. - In the region P1 of
Fig. 5 , the flow rate of blowby gas (indicated by the line B) discharged to theintake passage 2 through theoil mist separator 13 and thePCV valve 12 disposed in the blowbygas recirculation passage 10 is larger than the flow rate corresponding to the blowby gas generation amount (indicated by the line A), so that the difference between these flow rates corresponds to an amount of fresh air to be introduced into thecrankcase 1a. Accordingly, as shown inFig. 1 , fresh air is introduced through the freshair introduction passage 11 into thecrankcase 1a thereby accomplishing ventilation of thecrankcase 1a, together with discharge of blowby gas through theoil mist separator 13 and thePCV valve 12 disposed in the blowbygas recirculation passage 10. - Here, since fresh air to be introduced through the fresh
air introduction passage 11 into thecrankcase 1a passes through theoil mist separator 14, the flow rate characteristics in theoil mist separator 14 indicated by the curve C is inherently assumed to be "positive (+)" in the region P1 ofFig. 5 ; however, the flow rate characteristics indicated by the curve C is represented as "negative (-)" in the region P1 ofFig. 5 because the flow rate of blowby gas discharged through the freshair introduction passage 11 to theintake passage 2 upstream of thethrottle valve 2 is represented as "positive (+)" as discussed after. - Further, in a region P2 where engine load of the
engine 1 becomes high, the boost pressure gradually approaches a positive pressure, and therefore thevalve member 16 of thePCV valve 12 slidingly displaces rightward inFig. 3 , thereby increasing the valve opening degree at thethroat section 20. As a result, as the generation amount of blowby gas indicated by the curve A increases, the flow rate of blowby gas (indicated by the curve B) discharged to theintake passage 2 through theoil mist separator 13 and thePCV valve 12 disposed in the blowbygas recirculation passage 10 and the amount of fresh air introduced through the freshair introduction passage 11 increase. - In a state where the boost pressure unlimitedly approaches a positive pressure and immediately before development of the positive pressure, the flow rate (indicated by the curve B) of blowby gas discharged to the
intake passage 2 through theoil mist separator 13 and thePCV valve 12 disposed in the blowbygas recirculation passage 10 is smaller than the blowby gas generation amount indicated by the curve A, decreasing the amount of fresh air introduced through the freshair introduction passage 11 into thecrankcase 1a. Thereafter, as shown inFig. 2 , blowby gas is discharged also through the freshair introduction passage 11 into theintake passage 2 upstream of thethrottle valve 7. - When the engine load of the
engine 1 is further increased to establish a region P3 where the boost pressure inFig. 5 is turned to a positive pressure under the influence of a supercharged or boost pressure by theturbocharger 5 shown inFig. 1 , thevalve member 16 of thePCV valve 12 inFig. 3 slidingly displaces rightward inFig. 3 under the action of the biasing force of thecompression coil spring 19 and upon receiving the boost pressure, theprojections 22 of thevalve member 16 are seated on theannular wall surface 23 of thevalve body 15 as illustrated inFig. 3 . In this state, the valve opening degree at thethroat section 20 becomes the largest while a valve opening degree corresponding to theorifice 24 is ensured at the side of theport 18. - After the boost pressure is turned to the positive pressure, i.e., after establishing the region P3 in
Fig. 5 , as the blowby gas generation amount increases, the flow rate (indicated by the curve C) of blowby gas discharged through the freshair introduction passage 11 including theoil mist separator 14 to theintake passage 2 upstream of thethrottle valve 7 abruptly increases, while the blowby gas flow rate in thePCV valve 12 and theoil mist separator 13 disposed in the blowbygas recirculation passage 10 is turned to the "negative (-)" side. - This turning of the gas flow rate at the side of the blowby
gas recirculation passage 10 to the "negative (-)" side means that fresh air in theintake passage 2 downstream of thethrottle valve 7 reversely flows to thecrankcase 1a through thePCV valve 12 and theoil mist separator 13 thereby positively introducing fresh air into the side of thecrankcase 1a. In other words, in the region P3 ofFig. 5 , the flow rate (indicated by the curve C) of blowby gas discharged through the freshair introduction passage 11 becomes larger than the blowby gas generation amount indicated by the curve A, so that the difference between these amounts or flow rates corresponds to an amount of fresh air to be introduced into thecrankcase 1a through the blowbygas recirculation passage 10. That is, thePCV valve 12 positively allows fresh air to be introduced into thecrankcase 1a through theorifice 24 and the clearance between thethroat section 20 and thevalve member 16. - Accordingly, as shown in
Fig. 5 , even in the region P3 established after the boost pressure is turned to the positive pressure, fresh air can be positively introduced into thecrankcase 1a to accomplish a crankcase ventilation, thereby largely improving a ventilation efficiency of thecrankcase 1a thus making it possible to suppress deterioration of engine oil by blowby gas. - While the function of the
orifice 24 has been shown and described as being provided in thePCV valve 12 as shown inFig. 3 in the first embodiment, it will be appreciated that the same effects as those of the first embodiment can be obtained by preparing a conventional and known PCV valve and an orifice member to be independent from each other, and by disposing the PCV valve and the orifice member in series with each other. It will be understood that the embodiment shown inFig. 3 is preferable from the viewpoints of reducing the number of parts and simplifying the structure thereof. -
Figs. 6 and7 illustrate a second embodiment of the crankcase ventilation system according to the present invention, which is similar to the first embodiment and therefore the same reference numerals are assigned to the same parts and elements as those in the first embodiment shown inFigs. 1 and2 for the purpose of simplicity of illustration.Fig. 6 shows flow of blowby gas and fresh air during a low load engine operation, andFig. 7 shows flow of blowby gas and fresh air during a high load engine operation. - In the second embodiment, a conventional and known
PCV valve 25 is used in place of thePCV valve 12 shown inFigs. 1 ,2 and3 , in which acheck valve 27 is disposed in parallel with thePCV valve 25. The conventional and knownPCV valve 25 has a structure similar to that shown inFig. 3 with the exception that a part for accomplishing the function of theorifice 24 does not exist. - Specifically, as shown in
Fig. 6 , the blowbygas recirculation passage 10 is branched off from or connected to theintake passage 2 downstream of thethrottle valve 7, in which abypass passage 26 is provided to be branched off from or connected at its one end to theintake passage 2 around a position at which the blowbygas recirculation passage 10 is connected to theintake passage 2. The other end of thebypass passage 26 is connected to theoil mist separator 13. - According to the second embodiment, during a low load engine operation as shown in
Fig. 6 , the boost pressure in theintake passage 2 becomes negative, and therefore the blowbygas recirculation passage 10 including theoil mist separator 13 and thePCV valve 25 accomplish its inherent function, while thebypass passage 26 including thecheck valve 27 accomplishes no function. - To the contrary, the engine load of the
engine 1 is increased so that the boost pressure in theintake passage 2 becomes positive as shown inFig. 7 , thecheck valve 27 in thebypass passage 26 opens thereby allowing fresh air to flow through thebypass passage 26 like theorifice 24 in thePCV valve 12 shown inFig. 3 . As a result, the second embodiment crankcase ventilation system can accomplish the same function as the first embodiment crankcase ventilation system. -
Fig. 8 illustrates a third embodiment of the crankcase ventilation system according to the present invention, similar to the second embodiment crankcase ventilation system.Fig. 8 shows flow of blowby gas and fresh air during a low load engine operation likeFig. 6 . - In the third embodiment, as shown in
Fig. 8 , abypass passage 26A similar to thebypass passage 26 inFig. 6 and provided with thecheck valve 27 is directly connected at its end to thecrankcase 1a of theengine 1 in place of being connected to theoil mist separator 13. It will be understood that the same function as the second embodiment is accomplished also in the third embodiment. - The entire contents of Japanese Patent Application No.
2008-282765, filed November 4, 2008 - Although the invention has been described above by reference to certain embodiments of the invention, the invention is not limited to the embodiments described above. Modifications and variations of the embodiments described above will occur to those skilled in the art, in light of the above teachings. The scope of the invention is defined with reference to the following claims.
Claims (5)
- A crankcase ventilation system for a supercharged engine, comprising:a blowby gas recirculation passage for connecting a downstream section of an intake passage of the engine and a crankcase of the engine, the downstream section being located downstream of a throttle valve;a fresh air introduction passage for connecting an upstream section of the intake passage and the crankcase, the upstream section being located upstream of the throttle valve; anda PCV valve disposed in the blowby gas recirculation passage,wherein fresh air is introduced from the downstream section of the intake passage into the crankcase when a boost pressure in the downstream section of the intake passage becomes positive.
- A crankcase ventilation system as claimed in Claim 1, wherein fresh air is introduced from the downstream section of the intake passage into the crankcase through the blowby gas recirculation passage including the PCV valve or through a check valve disposed in parallel with the PCV valve when the boost pressure in the downstream section of the intake passage becomes positive.
- A crankcase ventilation system as claimed in Claim 2, wherein the PCV valve includes a main body section for controlling flow of blowby gas to be fed from the crankcase to the intake passage in accordance with the boost pressure in the downstream section of the intake passage; an orifice through which fresh air from the downstream of the intake passage is capable of flowing into the crankcase; and a device for maintaining the orifice to open even when the boost pressure in the downstream section of the intake passage becomes positive.
- A crankcase ventilation system as claimed in Claim 2, wherein the check valve is disposed in a bypass passage through which the downstream section of the intake passage is communicated with the crankcase, the check valve being opened to flow fresh air from the downstream of the intake passage into the crankcase when the boost pressure in the downstream of the intake passage becomes positive.
- A crankcase ventilation system as claimed in Claim 2, wherein the PCV valve includes a generally cylindrical casing having a first port communicated with the downstream section of the intake passage and a second port communicated with the crankcase; a valve member axially movably disposed in the casing and having a head section insertable in the second port to define an orifice, a flange section connected to the head section; a plurality of projections formed from the flange section and projecting toward an inner wall surface of the casing, the inner wall surface being located around the second port, each projection being capable of coming into contact with the inner wall surface to form a space between the flange section and the inner wall surface; and a compression coil spring located around the valve member and disposed between the casing and the valve member to bias the valve member in a direction to bring each projection into contact with the inner wall surface.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2008282765A JP5202235B2 (en) | 2008-11-04 | 2008-11-04 | Engine ventilation system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2182185A1 true EP2182185A1 (en) | 2010-05-05 |
EP2182185B1 EP2182185B1 (en) | 2013-03-27 |
Family
ID=41566172
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09174401A Not-in-force EP2182185B1 (en) | 2008-11-04 | 2009-10-29 | Crankcase ventilation system for engine |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP2182185B1 (en) |
JP (1) | JP5202235B2 (en) |
Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2011147880A1 (en) * | 2010-05-26 | 2011-12-01 | Hengst Gmbh & Co. Kg | Pressure control valve of a device for venting the crankcase of an internal combustion engine and device comprising such a pressure control valve |
DE102010021970A1 (en) * | 2010-05-28 | 2011-12-01 | Volkswagen Ag | Ventilation system for housing of internal combustion engine, has scavenging air spacer connected with suction tube in flow direction after air filter and before butterfly valve, where adjustable choke is arranged in spacer |
US20110308504A1 (en) * | 2010-06-17 | 2011-12-22 | Mahle Filter Systems Japan Corporation | Ventilation system and method for supercharge engine |
CN103256098A (en) * | 2012-02-17 | 2013-08-21 | 爱三工业株式会社 | Ejector |
DE202014102126U1 (en) | 2013-05-08 | 2014-10-22 | Ford Global Technologies, Llc | Positive crankcase ventilation system |
US9074502B2 (en) | 2013-05-08 | 2015-07-07 | Ford Global Technologies, Llc | Positive crankcase ventilation system and method for operation |
WO2015158819A1 (en) * | 2014-04-17 | 2015-10-22 | Reinz-Dichtungs-Gmbh | Ventilation system |
US9359923B2 (en) | 2012-10-25 | 2016-06-07 | Ford Global Technologies, Llc | Method and system for fuel vapor management |
US9657659B2 (en) | 2015-02-20 | 2017-05-23 | Ford Global Technologies, Llc | Method for reducing air flow in an engine at idle |
US9759168B2 (en) | 2015-05-07 | 2017-09-12 | Ford Global Technologies, Llc | Increasing crankcase ventilation flow rate via active flow control |
CN107905909A (en) * | 2017-12-15 | 2018-04-13 | 重庆小康工业集团股份有限公司 | Air cylinder lid cover component |
US10024251B2 (en) | 2015-06-18 | 2018-07-17 | Ford Global Technologies, Llc | Method for crankcase ventilation in a boosted engine |
US10100757B2 (en) | 2015-07-06 | 2018-10-16 | Ford Global Technologies, Llc | Method for crankcase ventilation in a boosted engine |
CN109072737A (en) * | 2016-01-25 | 2018-12-21 | 曼卡车和巴士股份公司 | Device and method for the crankcase ventilation to internal combustion engine |
CN112282892A (en) * | 2020-09-30 | 2021-01-29 | 潍柴动力股份有限公司 | Control method, device and system for positive ventilation of crankcase |
FR3103856A1 (en) * | 2019-12-02 | 2021-06-04 | Renault S.A.S | Oil decanter including a fresh air chamber. |
CN113272530A (en) * | 2019-01-11 | 2021-08-17 | 戴科知识产权控股有限责任公司 | Crankcase ventilation system continuously restricted in flow direction and free flowing in opposite direction |
CN114542238A (en) * | 2022-01-29 | 2022-05-27 | 东风汽车集团股份有限公司 | Plunger type PCV valve |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6157147B2 (en) * | 2013-02-27 | 2017-07-05 | ダイハツ工業株式会社 | Blowby gas recirculation system |
CN113202594A (en) * | 2021-04-26 | 2021-08-03 | 联合汽车电子有限公司 | Crankcase ventilation system, diagnostic method and storage medium |
CN113323741B (en) * | 2021-06-15 | 2022-11-01 | 神龙汽车有限公司 | Engine crankcase ventilation structure and method |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004060475A (en) | 2002-07-25 | 2004-02-26 | Honda Motor Co Ltd | Blow-by gas treating device for engine |
US7131433B1 (en) * | 2005-06-03 | 2006-11-07 | Daimlerchrysler Corporation | Positive crankcase ventilation valve assembly |
JP2007016664A (en) | 2005-07-06 | 2007-01-25 | Toyota Motor Corp | Oil return structure for internal combustion engine |
DE102006019634A1 (en) * | 2006-04-25 | 2007-10-31 | Mahle International Gmbh | Venting device for a supercharged internal combustion engine |
WO2008041113A2 (en) * | 2006-10-06 | 2008-04-10 | Toyota Jidosha Kabusiki Kaisha | Blow-by gas processing apparatus |
DE102006054117A1 (en) * | 2006-11-15 | 2008-05-21 | Hengst Gmbh & Co.Kg | Internal combustion engine's i.e. petrol engine, crankcase ventilating method, involves guiding air into crankcase, where higher ventilating-volume flow is guided into crankcase in partial load operation than in full load operation |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS58137812U (en) * | 1982-03-12 | 1983-09-16 | 愛三工業株式会社 | Blow-by gas treatment device for internal combustion engine with turbocharger |
-
2008
- 2008-11-04 JP JP2008282765A patent/JP5202235B2/en not_active Expired - Fee Related
-
2009
- 2009-10-29 EP EP09174401A patent/EP2182185B1/en not_active Not-in-force
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004060475A (en) | 2002-07-25 | 2004-02-26 | Honda Motor Co Ltd | Blow-by gas treating device for engine |
US7131433B1 (en) * | 2005-06-03 | 2006-11-07 | Daimlerchrysler Corporation | Positive crankcase ventilation valve assembly |
JP2007016664A (en) | 2005-07-06 | 2007-01-25 | Toyota Motor Corp | Oil return structure for internal combustion engine |
DE102006019634A1 (en) * | 2006-04-25 | 2007-10-31 | Mahle International Gmbh | Venting device for a supercharged internal combustion engine |
WO2008041113A2 (en) * | 2006-10-06 | 2008-04-10 | Toyota Jidosha Kabusiki Kaisha | Blow-by gas processing apparatus |
DE102006054117A1 (en) * | 2006-11-15 | 2008-05-21 | Hengst Gmbh & Co.Kg | Internal combustion engine's i.e. petrol engine, crankcase ventilating method, involves guiding air into crankcase, where higher ventilating-volume flow is guided into crankcase in partial load operation than in full load operation |
Cited By (29)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103154450A (en) * | 2010-05-26 | 2013-06-12 | 亨格斯特两合公司 | Pressure control valve of a device for venting the crankcase of an internal combustion engine and device comprising such a pressure control valve |
WO2011147880A1 (en) * | 2010-05-26 | 2011-12-01 | Hengst Gmbh & Co. Kg | Pressure control valve of a device for venting the crankcase of an internal combustion engine and device comprising such a pressure control valve |
CN103154450B (en) * | 2010-05-26 | 2015-09-02 | 亨格斯特两合公司 | For the pressure-limit valve of device that ventilates to crank case of internal combustion engine and the device with this pressure-limit valve |
DE102010021970A1 (en) * | 2010-05-28 | 2011-12-01 | Volkswagen Ag | Ventilation system for housing of internal combustion engine, has scavenging air spacer connected with suction tube in flow direction after air filter and before butterfly valve, where adjustable choke is arranged in spacer |
US20110308504A1 (en) * | 2010-06-17 | 2011-12-22 | Mahle Filter Systems Japan Corporation | Ventilation system and method for supercharge engine |
EP2397662A3 (en) * | 2010-06-17 | 2013-08-28 | MAHLE Filter Systems Japan Corporation | Ventilation system and method for supercharged engine |
CN103256098A (en) * | 2012-02-17 | 2013-08-21 | 爱三工业株式会社 | Ejector |
DE102013202348B4 (en) * | 2012-02-17 | 2017-05-18 | Aisan Kogyo Kabushiki Kaisha | ejector |
US9598990B2 (en) | 2012-02-17 | 2017-03-21 | Aisan Kogyo Kabushiki Kaisha | Ejector |
US9359923B2 (en) | 2012-10-25 | 2016-06-07 | Ford Global Technologies, Llc | Method and system for fuel vapor management |
DE202014102126U1 (en) | 2013-05-08 | 2014-10-22 | Ford Global Technologies, Llc | Positive crankcase ventilation system |
US9074502B2 (en) | 2013-05-08 | 2015-07-07 | Ford Global Technologies, Llc | Positive crankcase ventilation system and method for operation |
WO2015158819A1 (en) * | 2014-04-17 | 2015-10-22 | Reinz-Dichtungs-Gmbh | Ventilation system |
US9657659B2 (en) | 2015-02-20 | 2017-05-23 | Ford Global Technologies, Llc | Method for reducing air flow in an engine at idle |
US9759168B2 (en) | 2015-05-07 | 2017-09-12 | Ford Global Technologies, Llc | Increasing crankcase ventilation flow rate via active flow control |
US10024251B2 (en) | 2015-06-18 | 2018-07-17 | Ford Global Technologies, Llc | Method for crankcase ventilation in a boosted engine |
RU2686543C2 (en) * | 2015-06-18 | 2019-04-29 | Форд Глобал Текнолоджиз, Ллк | Method for supercharged engine |
US10100757B2 (en) | 2015-07-06 | 2018-10-16 | Ford Global Technologies, Llc | Method for crankcase ventilation in a boosted engine |
US10704477B2 (en) | 2015-07-06 | 2020-07-07 | Ford Global Technologies, Llc | Method for crankcase ventilation in a boosted engine |
CN109072737A (en) * | 2016-01-25 | 2018-12-21 | 曼卡车和巴士股份公司 | Device and method for the crankcase ventilation to internal combustion engine |
CN109072737B (en) * | 2016-01-25 | 2021-03-12 | 曼卡车和巴士股份公司 | Device and method for ventilating the crankcase of an internal combustion engine |
CN107905909A (en) * | 2017-12-15 | 2018-04-13 | 重庆小康工业集团股份有限公司 | Air cylinder lid cover component |
CN113272530B (en) * | 2019-01-11 | 2023-05-23 | 戴科知识产权控股有限责任公司 | Crankcase ventilation system that is continuously limited in flow direction and free to flow in opposite direction |
CN113272530A (en) * | 2019-01-11 | 2021-08-17 | 戴科知识产权控股有限责任公司 | Crankcase ventilation system continuously restricted in flow direction and free flowing in opposite direction |
WO2021110369A1 (en) * | 2019-12-02 | 2021-06-10 | Renault S.A.S | Oil decanter comprising a fresh air chamber |
FR3103856A1 (en) * | 2019-12-02 | 2021-06-04 | Renault S.A.S | Oil decanter including a fresh air chamber. |
CN114929996A (en) * | 2019-12-02 | 2022-08-19 | 雷诺股份公司 | Oil separator comprising a fresh air chamber |
CN112282892A (en) * | 2020-09-30 | 2021-01-29 | 潍柴动力股份有限公司 | Control method, device and system for positive ventilation of crankcase |
CN114542238A (en) * | 2022-01-29 | 2022-05-27 | 东风汽车集团股份有限公司 | Plunger type PCV valve |
Also Published As
Publication number | Publication date |
---|---|
JP2010112178A (en) | 2010-05-20 |
EP2182185B1 (en) | 2013-03-27 |
JP5202235B2 (en) | 2013-06-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2182185B1 (en) | Crankcase ventilation system for engine | |
US10145277B2 (en) | Crankcase ventilation for turbocharged engine | |
CN106065798B (en) | Crankcase ventilation pressure management system for turbocharged engine | |
US6216459B1 (en) | Exhaust gas re-circulation arrangement | |
US8960167B2 (en) | Ventilation control apparatus for internal combustion engine | |
CN101313135B (en) | Internal combustion engine having two turbocharging systems | |
CN107816397B (en) | Blowby gas treatment device for internal combustion engine with supercharger | |
RU2563427C2 (en) | Intake device for internal combustion engine with supercharger | |
US20180216508A1 (en) | Device for separation of oil, ventilation system, cylinder head cover and internal combustion engine | |
US9121338B1 (en) | Two-stage turbocharger system for internal combustion engines featuring cylinder deactivation | |
JP5822445B2 (en) | Blowby gas recirculation system | |
CN102639837A (en) | Internal combustion engine | |
US20110308504A1 (en) | Ventilation system and method for supercharge engine | |
US10480366B2 (en) | Throttled PCV system for an engine | |
US20150354511A1 (en) | Internal combustion engine with supercharger | |
JP7172234B2 (en) | engine intake system | |
US10316738B2 (en) | Turbocharger engine | |
JP2016223314A (en) | Ventilation device of internal combustion engine with supercharger | |
JP2011202591A (en) | Blowby gas recirculation device | |
CN217440129U (en) | Supercharged engine crankcase ventilation system | |
JP6157147B2 (en) | Blowby gas recirculation system | |
JP2012007507A (en) | Blow-by gas reflux device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: AL BA RS |
|
17P | Request for examination filed |
Effective date: 20100415 |
|
17Q | First examination report despatched |
Effective date: 20100615 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 603547 Country of ref document: AT Kind code of ref document: T Effective date: 20130415 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 602009014349 Country of ref document: DE Effective date: 20130523 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130627 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130627 |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MK05 Ref document number: 603547 Country of ref document: AT Kind code of ref document: T Effective date: 20130327 |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130628 |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: VDEP Effective date: 20130327 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130708 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130727 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130729 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20131028 Year of fee payment: 5 Ref country code: DE Payment date: 20131028 Year of fee payment: 5 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
26N | No opposition filed |
Effective date: 20140103 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 602009014349 Country of ref document: DE Effective date: 20140103 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20131029 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: MM4A |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131029 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131031 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131031 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131029 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 602009014349 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20091029 Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20150501 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20131029 Ref country code: MK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20150630 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20141031 Ref country code: MT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20130327 |