EP2182185A1 - Système de ventilation de carter pour moteur - Google Patents

Système de ventilation de carter pour moteur Download PDF

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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
Application number
EP09174401A
Other languages
German (de)
English (en)
Other versions
EP2182185B1 (fr
Inventor
Akihiro Kobayashi
Terumoto Mochizuki
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 Filter Systems Japan Corp
Original Assignee
Mahle Filter Systems Japan Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle Filter Systems Japan Corp filed Critical Mahle Filter Systems Japan Corp
Publication of EP2182185A1 publication Critical patent/EP2182185A1/fr
Application granted granted Critical
Publication of EP2182185B1 publication Critical patent/EP2182185B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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.

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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)
EP09174401A 2008-11-04 2009-10-29 Système de ventilation de carter pour moteur Not-in-force EP2182185B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008282765A JP5202235B2 (ja) 2008-11-04 2008-11-04 エンジンの換気システム

Publications (2)

Publication Number Publication Date
EP2182185A1 true EP2182185A1 (fr) 2010-05-05
EP2182185B1 EP2182185B1 (fr) 2013-03-27

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DE102010021970A1 (de) * 2010-05-28 2011-12-01 Volkswagen Ag Entlüftungseinrichtung für ein Gehäuse einer Brennkraftmaschine, Drossel für eine Spülluftleitung der Entlüftungseinrichtung und Verfahren zur Regelung der Spülluftzufuhr
WO2011147880A1 (fr) * 2010-05-26 2011-12-01 Hengst Gmbh & Co. Kg Soupape de limitation de pression d'un dispositif pour purger le carter de vilebrequin d'un moteur à combustion interne et dispositif équipé d'une telle soupape de limitation de pression
US20110308504A1 (en) * 2010-06-17 2011-12-22 Mahle Filter Systems Japan Corporation Ventilation system and method for supercharge engine
CN103256098A (zh) * 2012-02-17 2013-08-21 爱三工业株式会社 喷射器
DE202014102126U1 (de) 2013-05-08 2014-10-22 Ford Global Technologies, Llc Positives Kurbelgehäuseentlüftungssystem
US9074502B2 (en) 2013-05-08 2015-07-07 Ford Global Technologies, Llc Positive crankcase ventilation system and method for operation
WO2015158819A1 (fr) * 2014-04-17 2015-10-22 Reinz-Dichtungs-Gmbh Système de ventilation
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 (zh) * 2017-12-15 2018-04-13 重庆小康工业集团股份有限公司 气缸盖罩组件
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 (zh) * 2016-01-25 2018-12-21 曼卡车和巴士股份公司 用于给内燃机的曲柄箱通风的装置和方法
CN112282892A (zh) * 2020-09-30 2021-01-29 潍柴动力股份有限公司 曲轴箱强制通风的控制方法、装置及系统
FR3103856A1 (fr) * 2019-12-02 2021-06-04 Renault S.A.S Décanteur d’huile comprenant une chambre d’air frais.
CN113272530A (zh) * 2019-01-11 2021-08-17 戴科知识产权控股有限责任公司 在流动方向上持续受限且在相反方向上自由流动的曲轴箱通风系统
CN114542238A (zh) * 2022-01-29 2022-05-27 东风汽车集团股份有限公司 一种柱塞式pcv阀

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JP6157147B2 (ja) * 2013-02-27 2017-07-05 ダイハツ工業株式会社 ブローバイガス還流装置
CN113202594A (zh) * 2021-04-26 2021-08-03 联合汽车电子有限公司 曲轴箱通风系统、诊断方法和存储介质
CN113323741B (zh) * 2021-06-15 2022-11-01 神龙汽车有限公司 一种发动机曲轴箱通风结构及方法

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WO2011147880A1 (fr) * 2010-05-26 2011-12-01 Hengst Gmbh & Co. Kg Soupape de limitation de pression d'un dispositif pour purger le carter de vilebrequin d'un moteur à combustion interne et dispositif équipé d'une telle soupape de limitation de pression
CN103154450A (zh) * 2010-05-26 2013-06-12 亨格斯特两合公司 用于给内燃机曲轴箱通风的装置的限压阀和带有这种限压阀的装置
CN103154450B (zh) * 2010-05-26 2015-09-02 亨格斯特两合公司 用于给内燃机曲轴箱通风的装置的限压阀和带有这种限压阀的装置
DE102010021970A1 (de) * 2010-05-28 2011-12-01 Volkswagen Ag Entlüftungseinrichtung für ein Gehäuse einer Brennkraftmaschine, Drossel für eine Spülluftleitung der Entlüftungseinrichtung und Verfahren zur Regelung der Spülluftzufuhr
US20110308504A1 (en) * 2010-06-17 2011-12-22 Mahle Filter Systems Japan Corporation Ventilation system and method for supercharge engine
EP2397662A3 (fr) * 2010-06-17 2013-08-28 MAHLE Filter Systems Japan Corporation Système de ventilation et procédé pour un moteur suralimenté
CN103256098A (zh) * 2012-02-17 2013-08-21 爱三工业株式会社 喷射器
DE102013202348B4 (de) * 2012-02-17 2017-05-18 Aisan Kogyo Kabushiki Kaisha Ejektor
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 (de) 2013-05-08 2014-10-22 Ford Global Technologies, Llc Positives Kurbelgehäuseentlüftungssystem
US9074502B2 (en) 2013-05-08 2015-07-07 Ford Global Technologies, Llc Positive crankcase ventilation system and method for operation
WO2015158819A1 (fr) * 2014-04-17 2015-10-22 Reinz-Dichtungs-Gmbh Système de ventilation
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 (ru) * 2015-06-18 2019-04-29 Форд Глобал Текнолоджиз, Ллк Способ для двигателя с наддувом
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 (zh) * 2016-01-25 2018-12-21 曼卡车和巴士股份公司 用于给内燃机的曲柄箱通风的装置和方法
CN109072737B (zh) * 2016-01-25 2021-03-12 曼卡车和巴士股份公司 用于给内燃机的曲柄箱通风的装置和方法
CN107905909A (zh) * 2017-12-15 2018-04-13 重庆小康工业集团股份有限公司 气缸盖罩组件
CN113272530B (zh) * 2019-01-11 2023-05-23 戴科知识产权控股有限责任公司 在流动方向上持续受限且在相反方向上自由流动的曲轴箱通风系统
CN113272530A (zh) * 2019-01-11 2021-08-17 戴科知识产权控股有限责任公司 在流动方向上持续受限且在相反方向上自由流动的曲轴箱通风系统
WO2021110369A1 (fr) * 2019-12-02 2021-06-10 Renault S.A.S Decanteur d'huile comprenant une chambre d'air frais
FR3103856A1 (fr) * 2019-12-02 2021-06-04 Renault S.A.S Décanteur d’huile comprenant une chambre d’air frais.
CN114929996A (zh) * 2019-12-02 2022-08-19 雷诺股份公司 包括新鲜空气腔室的油分离器
CN112282892A (zh) * 2020-09-30 2021-01-29 潍柴动力股份有限公司 曲轴箱强制通风的控制方法、装置及系统
CN114542238A (zh) * 2022-01-29 2022-05-27 东风汽车集团股份有限公司 一种柱塞式pcv阀

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