EP2373876A1 - Method for operating an internal combustion engine - Google Patents

Method for operating an internal combustion engine

Info

Publication number
EP2373876A1
EP2373876A1 EP09799522A EP09799522A EP2373876A1 EP 2373876 A1 EP2373876 A1 EP 2373876A1 EP 09799522 A EP09799522 A EP 09799522A EP 09799522 A EP09799522 A EP 09799522A EP 2373876 A1 EP2373876 A1 EP 2373876A1
Authority
EP
European Patent Office
Prior art keywords
pressure
crank chamber
crankcase
internal combustion
mbar
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.)
Withdrawn
Application number
EP09799522A
Other languages
German (de)
French (fr)
Inventor
Udo Ingelfinger
Matthias ROSENBÄCK
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.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Publication of EP2373876A1 publication Critical patent/EP2373876A1/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • 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
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter

Definitions

  • the invention relates to a method for operating an internal combustion engine with a crank chamber, a crank chamber ventilation and a suction system.
  • crankcase ventilation which prevents the escape of lubricant, preferably oil, or lubricant vapors into the environment.
  • the crankcase ventilation consists in the simplest case only of a pipe or hose connection between the crankcase and a suction pipe of the internal combustion engine, wherein the pressure prevailing in the intake manifold vacuum ensures extraction of lubricant vapors in the crankcase.
  • the suction system thus formed may also include a pressure control valve, a throttle or a secondary branch, for example in front of a throttle valve of the internal combustion engine and / or a check valve which avoids an undesired conveying direction.
  • the object of the invention is to provide a method for operating an internal combustion engine having a crank chamber, a crank chamber ventilation and a suction system, which avoids the disadvantages mentioned and without piston or piston ring modification allows a significant reduction in oil consumption in said operating phases with no load or in overrun.
  • a method for operating an internal combustion engine is proposed, which has a crank chamber, a crank chamber ventilation and an intake system. It is envisaged that in order to reduce the lubricant consumption of the internal combustion engine, the pressure in the crankcase can be reduced to the ambient pressure as a function of a differential pressure between the intake system and the crankcase up to a maximum of -500 mbar, in particular a maximum of -300 mbar.
  • crank chamber pressure to a maximum of -500 mbar, in particular a maximum of -300 mbar, to the ambient pressure during operation of the internal combustion engine, preferably in an operating state with zero load or in coasting mode.
  • the crank chamber is thus subjected to negative pressure so that the pressure difference to the intake manifold pressure is lower and a critical pressure difference can be avoided.
  • the intake manifold pressure corresponds approximately to the pressure in the combustion chamber above the piston with the inlet valves open.
  • the reduction of the pressure in the crank chamber takes place when the pressure difference between the intake system and crankcase exceeds at least one predetermined threshold value. Consequently, if the pressure difference between the intake system, in the simplest case so between the intake manifold and the crankcase too large because the negative pressure of the intake system is too large relative to the crankcase, the pressure in the crank chamber is also reduced, resulting in a smaller pressure difference.
  • the pressure difference between the intake system and the crank chamber and thus between the crankcase and the environment by means of at least one pressure control valve and / or at least one throttle is set.
  • the pressure control valve or the throttle are therefore designed so that in these operating conditions, the pressure difference can be adjusted accordingly or adjusts automatically;
  • a switching valve or a pressure control valve can be used with a correspondingly adapted spring or facial expressions.
  • the pressure in the crankcase to the environment in the range of -50 to -500 mbar, in particular in the range of -100 to -300 mbar adjusted.
  • This setting of the crank chamber pressure relative to the ambient pressure allows for known pressures of the intake system, in particular intake manifold pressures, an operation in terms of lubricant consumption safe area.
  • the crankcase pressure can be easily adjusted relative to the ambient pressure. This inevitably results in a pressure difference to the intake system, in particular to the intake manifold, in a certain interval relative to the respective operating pressure of the intake system or the intake manifold.
  • At least one pressure regulating valve and / or at least one throttle is arranged for adjusting the crank chamber pressure in a ventilation line leading to the crank space.
  • Such embodiments are particularly useful in such internal combustion engines, which are operated by dry sump lubrication.
  • a gas flow is also conducted by the oil pump; this serves to ventilate the crankcase.
  • FIGS 1 and 2 embodiments of wet sump suction motors
  • crankcase ventilation 4 has a pressure control valve 6, which makes the prevailing in the crank chamber 2 vacuum P KR adjustable by a prevailing in the intake manifold 3 Saugrohrunterbuch P SR via the pressure control valve 6 adjustably applied to the crank chamber 2 and evacuated by therein lubricant vapors 7.
  • the pressure control valve 6 is in this case adjusted such that a pressure difference ⁇ P to the ambient pressure PU G of the crank chamber negative pressure P KR is adjustable, which is between 100 mbar and 300 mbar. Accordingly, the crank chamber has a pressure difference ⁇ P of preferably -100 mbar to -300 mbar compared with the ambient pressure P UG .
  • FIG. 2 shows an internal combustion engine 1, which in turn is designed as a wet sump suction motor 5, with the crank chamber 2, the suction pipe 3 and a suction pipe 3 air and flow upstream upstream throttle valve 8 for supplying combustion air to the internal combustion engine 1.
  • the crankcase ventilation 4 has this , coming from the crankcase 2, a branch 9, on the other hand via a throttle 10 to the intake manifold 3 on the one hand and via a check valve 11 to an entry point 12 in front of the throttle valve 8 (ie upstream of the throttle valve 8) branches.
  • the crank room pressure P K R is set using an adapted throttle bore of the throttle 10 so that a pressure difference ⁇ P to the ambient air pressure PU G of about -100 mbar to -300 mbar is obtained.
  • FIG. 3 shows an internal combustion engine 1, which is designed as a wet sump turbo engine 13.
  • the internal combustion engine 1 has the intake manifold 3 and, upstream of the intake manifold 3, a turbocharger 14 for conveying combustion air into the intake manifold 3 for combustion in the internal combustion engine 1.
  • the crankcase ventilation 4 has via the branch 9 a line guide via the pressure control valve 6 and a check valve 11 arranged downstream thereof a connection to the suction pipe 3 on the one hand and, via a check valve 11, on the other hand, a connection to the entry point 12 upstream of the turbocharger 14.
  • the crank chamber vacuum P KR via the pressure control valve with a preferably adapted spring so adjustable that results in a pressure difference ⁇ P to the ambient air pressure P UG from -100 mbar to -300 mbar.
  • FIG. 4 shows the internal combustion engine 1 in the embodiment as a wet sump turbocharged engine 13, as described above with reference to FIG.
  • Gelventil 6 is in the present case provided with an adapted throttle restriction 10 in the crankcase vent 4, namely upstream of the branch 9 and downstream of the check valve 11, downstream of the suction pipe 3.
  • a check valve 11 is also provided in the outgoing from the branch 9, other branch upstream of the turbocharger 14 at the Entry point 12 opens.
  • a crank chamber vacuum P KR relative to the ambient pressure P UG of -100 mbar to -300 mbar can be set via the adapted throttle bore.
  • FIG. 5 shows the internal combustion engine 1 in an embodiment as a dry sump engine 15, wherein a lubricant circuit 16 designed as a dry sump lubricant circuit 25 provides inter alia a dry sump 17 with an oil pump 18.
  • the dry sump lubricant circuit 25 is in this case formed between the crank chamber 2, the dry sump 17 with oil pump 18, a lubricant reservoir 19 and a pressure regulator 20 with feedback from the pressure regulator 20 to the crank chamber 2, wherein a gas flow along the lubricant flow.
  • From the lubricant reservoir 19 is a vent line 21, which opens via a pressure control valve 6 in the suction pipe 3; This arrangement represents the crankcase ventilation 4.
  • crankcase ventilation 22 is thus provided, via which the desired pressure conditions in the crankcase 2 can be adjusted, namely by means of a along the flow of oil through the oil pump 18 promoted gas flow.
  • a crank chamber vacuum P K R is set, which is relative to the ambient pressure P UG between -100 mbar and -300 mbar.
  • FIG. 6 shows the internal combustion engine 1, namely the dry sump engine 15, as described in FIG. This has, in deviation from the embodiment described in Figure 5, in the crankcase ventilation 22 no pressure regulator 20; the crankcase ventilation 22 takes place as a direct line connection 23 from the lubricant reservoir 19 to the crankcase 2.
  • crank chamber 2 in all exemplary embodiments shown, an undesirably high pressure difference between crank chamber 2 and ambient pressure PU G or between see crankcase vacuum P K R and intake manifold vacuum P SR avoided.
  • it is advantageously possible to reduce an increased oil consumption observed in the coasting and shutdown operation without piston rings of the pistons of the internal combustion engine 1 having to be adapted for better sealing, for example.

Abstract

The invention relates to a method for operating an internal combustion engine having a crankcase, a crankcase vent, and a vacuum system. According to the invention, the pressure in the crankcase can be reduced as a function of a differential pressure between the vacuum system and the crankcase to a maximum of -500 mbar, particularly a maximum of -300 mbar, relative to the ambient pressure, for reducing lubricant consumption of the internal combustion engine.

Description

Verfahren zum Betreiben einer Brennkraftmaschine Method for operating an internal combustion engine
Die Erfindung betrifft ein Verfahren zum Betreiben einer Brennkraftmaschine mit einem Kurbelraum, einer Kurbelraumentlüftung und einer Sauganlage.The invention relates to a method for operating an internal combustion engine with a crank chamber, a crank chamber ventilation and a suction system.
Fahrzeuge mit modernen Brennkraftmaschinen weisen eine Kurbelraumentlüftung auf, die den Austritt von Schmiermittel, vorzugsweise Öl, beziehungsweise Schmiermitteldämpfen in die Umgebung verhindert. Die Kurbelraumentlüftung besteht im einfachsten Fall nur aus einer Rohr- oder Schlauchverbindung zwischen Kurbelraum und einem Saugrohr der Brennkraftmaschine, wobei der im Saugrohr herrschende Unterdruck zu einer Absaugung von Schmiermitteldämpfen im Kurbelraum sorgt. Abhängig von Konstruktion der Brennkraftmaschine und des Schmiermittelkreislaufs kann die so ausgebildete Sauganlage auch ein Druckregelventil, eine Drossel oder einen Nebenzweig, beispielsweise vor eine Drosselklappe der Brennkraftmaschine und/oder ein Rückschlagventil umfassen, das eine unerwünschte Förderrichtung vermeidet. Aus Online- Ölverbrauchsmessungen ist es bekannt, dass Brennkraftmaschinen in Betriebsphasen mit niederem absolutem Saugrohrdruck, also einem sehr hohen Saugrohr-Unterdruck, hohe Ölverbräuche aufweisen. Solche Betriebsphasen treten beispielsweise im Schubbetrieb auf, also dann, wenn die Reduzierung der Fahrzeuggeschwindigkeit mittels Motorbremse erfolgt, beispielsweise bei einer Bergabfahrt. Der Anstieg des Ölverbrauchs in solchen Betriebsphasen wird hauptsächlich durch die große Druckdifferenz zwischen Saugrohrdruck, also dem Druck in der Sauganlage, und dem Druck in der Kurbelkammer beeinflusst. Wird beispielsweise eine Druckdifferenz von etwa 650 mbar überschritten, ist ein starkes Ansteigen des Ölverbrauchs zu beobachten. Die Optimierung des Ölverbrauchs in den beschriebenen Betriebsphasen erfolgt im Stand der Technik durch Verbesserungen an Kolbenringen und Kolben, also durch eine bessere Abdichtung beweglicher Teile. Dies geht jedoch mit deutlich höheren Präzisionsanforderungen und erheblichen Mehrkosten ebenso einher wie mit einer erhöhten Reibleistung der dichteren Kolbenringe und Kolben.Vehicles with modern internal combustion engines have a crankcase ventilation, which prevents the escape of lubricant, preferably oil, or lubricant vapors into the environment. The crankcase ventilation consists in the simplest case only of a pipe or hose connection between the crankcase and a suction pipe of the internal combustion engine, wherein the pressure prevailing in the intake manifold vacuum ensures extraction of lubricant vapors in the crankcase. Depending on the design of the internal combustion engine and the lubricant circuit, the suction system thus formed may also include a pressure control valve, a throttle or a secondary branch, for example in front of a throttle valve of the internal combustion engine and / or a check valve which avoids an undesired conveying direction. From online oil consumption measurements, it is known that internal combustion engines have high oil consumption in operating phases with low absolute intake manifold pressure, ie a very high intake manifold vacuum. Such operating phases occur, for example, in overrun, so when the reduction of the vehicle speed by means of engine brake, for example, when driving downhill. The increase in oil consumption in such operating phases is mainly influenced by the large pressure difference between intake manifold pressure, ie the pressure in the intake system, and the pressure in the crank chamber. If, for example, a pressure difference of about 650 mbar is exceeded, a sharp increase in oil consumption can be observed. The optimization of the oil consumption in the operating phases described takes place in the prior art by improvements to piston rings and pistons, ie by a better sealing of moving parts. However, this goes hand in hand with significantly higher precision requirements and considerable additional costs as well as increased friction losses of the denser piston rings and pistons.
Aufgabe der Erfindung ist es, ein Verfahren zum Betreiben einer Brennkraftmaschine mit einem Kurbelraum, einer Kurbelraumentlüftung und einer Sauganlage bereitzustellen, das die genannten Nachteile vermeidet und ohne Kolben- beziehungsweise Kolbenringmodifikation eine deutliche Senkung des Ölverbrauchs in den genannten Betriebsphasen mit Nulllast oder im Schubbetrieb ermöglicht. Hierzu wird ein Verfahren zum Betreiben einer Brennkraftmaschine vorgeschlagen, die einen Kurbelraum, eine Kurbelraumentlüftung und eine Sauganlage aufweist. Es ist vorgesehen, dass zur Reduzierung eines Schmiermittelverbrauchs der Brennkraftmaschine der Druck im Kurbelraum in Abhängigkeit von einem Differenzdruck zwischen Sauganlage und Kurbelraum bis auf maximal -500 mbar, insbesondere maximal -300 mbar, zum Umgebungsdruck reduzierbar ist. Erfindungsgemäß ist es demzufolge vorgesehen, während des Betreibens der Brennkraftmaschine, bevorzugt nämlich in einem Betriebszustand mit Nulllast oder im Schubbetrieb, den Kurbelraumdruck bis auf maximal -500 mbar, insbesondere maximal -300 mbar, zum Umgebungsdruck zu reduzieren. Der Kurbelraum wird demzufolge so mit Unterdruck beaufschlagt, dass die Druckdifferenz zum Saugrohrdruck geringer ist und eine kritische Druckdifferenz vermieden werden kann. Der Saugrohrdruck entspricht in etwa dem Druck in der Brennkammer oberhalb des Kolbens bei geöffneten Einlaßventilen.The object of the invention is to provide a method for operating an internal combustion engine having a crank chamber, a crank chamber ventilation and a suction system, which avoids the disadvantages mentioned and without piston or piston ring modification allows a significant reduction in oil consumption in said operating phases with no load or in overrun. For this purpose, a method for operating an internal combustion engine is proposed, which has a crank chamber, a crank chamber ventilation and an intake system. It is envisaged that in order to reduce the lubricant consumption of the internal combustion engine, the pressure in the crankcase can be reduced to the ambient pressure as a function of a differential pressure between the intake system and the crankcase up to a maximum of -500 mbar, in particular a maximum of -300 mbar. According to the invention, it is accordingly provided to reduce the crank chamber pressure to a maximum of -500 mbar, in particular a maximum of -300 mbar, to the ambient pressure during operation of the internal combustion engine, preferably in an operating state with zero load or in coasting mode. The crank chamber is thus subjected to negative pressure so that the pressure difference to the intake manifold pressure is lower and a critical pressure difference can be avoided. The intake manifold pressure corresponds approximately to the pressure in the combustion chamber above the piston with the inlet valves open.
In einer bevorzugten Verfahrensausbildung ist vorgesehen, dass die Reduzierung des Drucks im Kurbelraum dann erfolgt, wenn die Druckdifferenz zwischen Sauganlage und Kurbelraum mindestens einen vorgegebenen Schwellwert überschreitet. Wird demzufolge die Druckdifferenz zwischen der Sauganlage, im einfachsten Fall also zwischen dem Saugrohr und dem Kurbelraum zu groß, weil der Unterdruck der Sauganlage relativ zum Kurbelraum zu groß wird, wird der Druck im Kurbelraum ebenfalls reduziert, wodurch sich eine kleinere Druckdifferenz einstellt.In a preferred embodiment of the method it is provided that the reduction of the pressure in the crank chamber takes place when the pressure difference between the intake system and crankcase exceeds at least one predetermined threshold value. Consequently, if the pressure difference between the intake system, in the simplest case so between the intake manifold and the crankcase too large because the negative pressure of the intake system is too large relative to the crankcase, the pressure in the crank chamber is also reduced, resulting in a smaller pressure difference.
In einer Verfahrensausbildung wird die Druckdifferenz zwischen Sauganlage und Kurbelraum und damit zwischen Kurbelraum und Umgebung mittels mindestens eines Druckregelventils und/oder mindestens einer Drossel eingestellt. Das Druckregelventil beziehungsweise die Drossel sind demzufolge so ausgebildet, dass in den genannten Betriebzuständen die Druckdifferenz entsprechend eingestellt werden kann oder sich automatisch einstellt; hierzu kann ein Schaltventil oder ein Druckregelventil mit einer entsprechend angepassten Feder beziehungsweise Mimik verwendet werden.In a process training, the pressure difference between the intake system and the crank chamber and thus between the crankcase and the environment by means of at least one pressure control valve and / or at least one throttle is set. The pressure control valve or the throttle are therefore designed so that in these operating conditions, the pressure difference can be adjusted accordingly or adjusts automatically; For this purpose, a switching valve or a pressure control valve can be used with a correspondingly adapted spring or facial expressions.
In einer bevorzugten Verfahrensausbildung wird der Druck im Kurbelraum zur Umgebung im Bereich von -50 bis -500 mbar, insbesondere im Bereich von -100 bis -300 mbar, eingestellt. Diese Einstellung des Kurbelraumdrucks relativ zum Umgebungsdruck ermöglicht bei bekannten Drücken der Sauganlage, insbesondere Saugrohrdrücken, einen Betrieb im hinsichtlich des Schmiermittelverbrauchs sicheren Bereich. Der Kurbelraumdruck lässt sich relativ zum Umgebungsdruck leicht einstellen. Hierdurch ergibt sich zwangsläufig eine Druckdifferenz zur Sauganlage, insbesondere zum Saugrohr, in einem bestimmten Intervall relativ zum jeweiligen Betriebsdruck der Sauganlage beziehungsweise des Saugrohrs.In a preferred embodiment of the method, the pressure in the crankcase to the environment in the range of -50 to -500 mbar, in particular in the range of -100 to -300 mbar, adjusted. This setting of the crank chamber pressure relative to the ambient pressure allows for known pressures of the intake system, in particular intake manifold pressures, an operation in terms of lubricant consumption safe area. The crankcase pressure can be easily adjusted relative to the ambient pressure. This inevitably results in a pressure difference to the intake system, in particular to the intake manifold, in a certain interval relative to the respective operating pressure of the intake system or the intake manifold.
In einer weiteren Verfahrensausbildung wird zur Einstellung des Kurbelraumdrucks in einer zum Kurbelraum führenden Belüftungsleitung mindestens ein Druckregelventil und/oder mindestens eine Drossel angeordnet. Derartige Ausführungen sind insbesondere bei solchen Brennkraftmaschinen sinnvoll, die mittels Trockensumpfschmierung betrieben werden. Bei diesen wird, im Gegensatz zu Nasssumpf- Schmiermittelkreisläufen, das Schmiermittel in einem separaten Schmiermittelbehälter bevorratet und aus dem Kurbelraum, nämlich aus einem im oder am Kurbelraum, bevorzugt unterhalb des Kurbelraums, angeordneten Sammelbehälter mittels einer Schmiermittelpumpe abgesaugt. Zur Einstellung eines gewünschten Druckniveaus im Kurbelraum muss demzufolge eine Belüftung vorgesehen werden. Hierbei wird durch die Öl- pumpe auch eine Gasströmung geleitet; diese dient der Belüftung der Kurbelgehäuses. Durch die Anordnung eines Druckregelventils oder einer Drossel in der Belüftungsleitung lässt sich die nachströmende Luft, bevorzugt die entlang des Ölstromes durch die Öl- pumpe geförderte Gasströmung, zur Erreichung eines gewünschten Druckniveaus im Kurbelraum einstellen.In a further embodiment of the method, at least one pressure regulating valve and / or at least one throttle is arranged for adjusting the crank chamber pressure in a ventilation line leading to the crank space. Such embodiments are particularly useful in such internal combustion engines, which are operated by dry sump lubrication. In these, in contrast to wet sump lubricant circuits, the lubricant stored in a separate lubricant reservoir and sucked out of the crank chamber, namely from a in or on the crank chamber, preferably below the crank chamber arranged collecting tank by means of a lubricant pump. To set a desired pressure level in the crankcase ventilation must therefore be provided. Here, a gas flow is also conducted by the oil pump; this serves to ventilate the crankcase. By arranging a pressure regulating valve or a throttle in the ventilation line, the inflowing air, preferably the gas flow conveyed along the oil flow by the oil pump, can be adjusted to achieve a desired pressure level in the crankcase.
Weitere vorteilhafte Verfahrensausbildungen ergeben sich aus den Unteransprüchen und aus Kombinationen derselben.Further advantageous method embodiments emerge from the subclaims and combinations thereof.
Die Erfindung wird nachfolgend anhand von Ausführungsbeispielen verschiedener Brennkraftmaschinen-Konstruktionen näher erläutert, ohne aber hierauf beschränkt zu sein.The invention will be explained in more detail with reference to embodiments of various engine designs, but without being limited thereto.
Es zeigenShow it
Figur 1 und 2 Ausführungsbeispiele an Nasssumpf-Saugmotoren;Figures 1 and 2 embodiments of wet sump suction motors;
Figuren 3 und 4 Ausführungsbeispiele an Nasssumpf-Turbomotoren undFigures 3 and 4 embodiments of wet sump turbocharged engines and
Figuren 5 und 6 Ausführungsbeispiele an Trockensumpf-MotorenFigures 5 and 6 embodiments of dry sump engines
Figur 1 zeigt schematisch eine Brennkraftmaschine 1 mit einem Kurbelraum 2 und einem eine Saugeinrichtung 24 ausbildenden Saugrohr 3, über das der Brennkraftmaschine 1 Verbrennungsluft zugeführt wird. Kurbelraum 2 und Saugrohr 3 sind durch eine Kurbelraumentlüftung 4 miteinander verbunden. Im dargestellten Beispiel ist die Brennkraftmaschine 1 als Nasssumpf-Saugmotor 5 ausgeführt. Die Kurbelraumentlüftung 4 weist ein Druckregelventil 6 auf, das den in dem Kurbelraum 2 herrschenden Unterdruck PKR einstellbar macht, indem ein im Saugrohr 3 herrschender Saugrohrunterdruck PSR über das Druckregelventil 6 einstellbar den Kurbelraum 2 beaufschlagt und von darin befindlichen Schmiermitteldämpfen 7 evakuiert. Das Druckregelventil 6 ist hierbei so angepasst, dass eine Druckdifferenz ΔP zum Umgebungsdruck PUG des Kurbelraumunterdrucks PKR einstellbar ist, die zwischen 100 mbar und 300 mbar beträgt. Die Kurbelkammer weist demzufolge gegenüber dem Umgebungsdruck PUG eine Druckdifferenz ΔP von vorzugsweise -100 mbar bis -300 mbar auf.1 shows schematically an internal combustion engine 1 with a crank chamber 2 and a suction device 24 forming a suction tube 3, via which the internal combustion engine. 1 Combustion air is supplied. Crank 2 and intake manifold 3 are connected by a crankcase ventilation 4 with each other. In the example shown, the internal combustion engine 1 is designed as a wet sump suction motor 5. The crankcase ventilation 4 has a pressure control valve 6, which makes the prevailing in the crank chamber 2 vacuum P KR adjustable by a prevailing in the intake manifold 3 Saugrohrunterdruck P SR via the pressure control valve 6 adjustably applied to the crank chamber 2 and evacuated by therein lubricant vapors 7. The pressure control valve 6 is in this case adjusted such that a pressure difference Δ P to the ambient pressure PU G of the crank chamber negative pressure P KR is adjustable, which is between 100 mbar and 300 mbar. Accordingly, the crank chamber has a pressure difference Δ P of preferably -100 mbar to -300 mbar compared with the ambient pressure P UG .
Figur 2 zeigt eine Brennkraftmaschine 1 , die wiederum als Nasssumpf-Saugmotor 5 ausgebildet ist, mit dem Kurbelraum 2, dem Saugrohr 3 und einer dem Saugrohr 3 luft- und strömungstechnisch vorgeschalteten Drosselklappe 8 zur Zuführung von Verbrennungsluft zur Brennkraftmaschine 1. Die Kurbelraumentlüftung 4 weist hierbei, von dem Kurbelraum 2 kommend, einen Abzweig 9 auf, der über eine Drossel 10 zum Saugrohr 3 einerseits und über ein Rückschlagventil 11 zu einer Eintrittsstelle 12 vor der Drosselklappe 8 (also stromaufwärts der Drosselklappe 8) andererseits verzweigt. Der Kurbelraumunterdruck PKR wird über eine angepasste Drosselbohrung der Drossel 10 so eingestellt, dass sich eine Druckdifferenz ΔP zum Umgebungsluftdruck PUG von etwa -100 mbar bis -300 mbar ergibt.Figure 2 shows an internal combustion engine 1, which in turn is designed as a wet sump suction motor 5, with the crank chamber 2, the suction pipe 3 and a suction pipe 3 air and flow upstream upstream throttle valve 8 for supplying combustion air to the internal combustion engine 1. The crankcase ventilation 4 has this , coming from the crankcase 2, a branch 9, on the other hand via a throttle 10 to the intake manifold 3 on the one hand and via a check valve 11 to an entry point 12 in front of the throttle valve 8 (ie upstream of the throttle valve 8) branches. The crank room pressure P K R is set using an adapted throttle bore of the throttle 10 so that a pressure difference Δ P to the ambient air pressure PU G of about -100 mbar to -300 mbar is obtained.
Figur 3 zeigt eine Brennkraftmaschine 1 , die als Nasssumpf-Turbomotor 13 ausgebildet ist. Die Brennkraftmaschine 1 weist das Saugrohr 3 und, lufttechnisch stromaufwärts des Saugrohrs 3, einen Turbolader 14 zur Förderung von Verbrennungsluft in das Saugrohr 3 zur Verbrennung in der Brennkraftmaschine 1 auf. Die Kurbelraumentlüftung 4 weist über den Abzweig 9 eine Leitungsführung über das Druckregelventil 6 und ein stromabwärts desselben angeordnetes Rückschlagventil 11 eine Verbindung zum Saugrohr 3 einerseits und, über ein Rückschlagventil 11 , andererseits eine Verbindung zu der Eintrittsstelle 12 stromaufwärts des Turboladers 14 auf. Auch hier ist der Kurbelraumunterdruck PKR über das Druckregelventil mit einer vorzugsweise angepassten Feder so einstellbar, dass sich eine Druckdifferenz ΔP zum Umgebungsluftdruck PUG von -100 mbar bis -300 mbar ergibt.Figure 3 shows an internal combustion engine 1, which is designed as a wet sump turbo engine 13. The internal combustion engine 1 has the intake manifold 3 and, upstream of the intake manifold 3, a turbocharger 14 for conveying combustion air into the intake manifold 3 for combustion in the internal combustion engine 1. The crankcase ventilation 4 has via the branch 9 a line guide via the pressure control valve 6 and a check valve 11 arranged downstream thereof a connection to the suction pipe 3 on the one hand and, via a check valve 11, on the other hand, a connection to the entry point 12 upstream of the turbocharger 14. Again, the crank chamber vacuum P KR via the pressure control valve with a preferably adapted spring so adjustable that results in a pressure difference Δ P to the ambient air pressure P UG from -100 mbar to -300 mbar.
Figur 4 zeigt die Brennkraftmaschine 1 in der Ausführung als Nasssumpf-Turbomotor 13, wie vorstehend zu Figur 3 beschrieben. Anstelle des in Figur 3 beschriebenen Druckre- gelventils 6 ist vorliegend eine mit angepasster Drosselbohrung versehene Drossel 10 in der Kurbelraumentlüftung 4 vorgesehen, nämlich stromaufwärts des Abzweigs 9 und stromabwärts des Rückschlagventils 11, stromabwärts des Saugrohres 3. In dem vom Abzweig 9 ausgehenden, anderen Zweig, der stromaufwärts des Turboladers 14 an der Eintrittsstelle 12 mündet, ist ebenfalls ein Rückschlagventil 11 vorgesehen. Auch in dieser Ausführungsform ist über die angepasste Drosselbohrung ein Kurbelraumunterdruck PKR relativ zum Umgebungsdruck PUG von -100 mbar bis -300 mbar einstellbar.FIG. 4 shows the internal combustion engine 1 in the embodiment as a wet sump turbocharged engine 13, as described above with reference to FIG. Instead of the printing process described in FIG. Gelventil 6 is in the present case provided with an adapted throttle restriction 10 in the crankcase vent 4, namely upstream of the branch 9 and downstream of the check valve 11, downstream of the suction pipe 3. In the outgoing from the branch 9, other branch upstream of the turbocharger 14 at the Entry point 12 opens, a check valve 11 is also provided. In this embodiment too, a crank chamber vacuum P KR relative to the ambient pressure P UG of -100 mbar to -300 mbar can be set via the adapted throttle bore.
Figur 5 zeigt die Brennkraftmaschine 1 in einer Ausführung als Trockensumpf-Motor 15, wobei ein als Trockensumpfschmiermittelkreislauf 25 ausgebildeter Schmiermittelkreislauf 16 unter anderem einen Trockensumpf 17 mit Ölpumpe 18 vorsieht. Der Trockensumpfschmiermittelkreislauf 25 ist hierbei zwischen dem Kurbelraum 2, dem Trockensumpf 17 mit Ölpumpe 18, einem Schmiermittelvorratsbehälter 19 und einem Druckregler 20 unter Rückführung vom Druckregler 20 zum Kurbelraum 2 ausgebildet, wobei eine Gasströmung entlang des Schmiermittelstromes verläuft. Von dem Schmiermittelvorratsbehälter 19 geht eine Entlüftungsleitung 21 ab, die über ein Druckregelventil 6 in das Saugrohr 3 einmündet; diese Anordnung stellt die Kurbelraumentlüftung 4 dar. Von dem Schmiermittelvorratsbehälter 19 über den Druckregler 20 ist somit eine Kurbelgehäusebelüftung 22 vorgesehen, über die sich die gewünschten Druckverhältnisse in dem Kurbelraum 2 einstellen lassen, nämlich mittels einer entlang des Ölstromes durch die Ölpumpe 18 geförderten Gasströmung. Auch hierbei wird ein Kurbelraumunterdruck PKR eingestellt, der relativ zum Umgebungsdruck PUG zwischen -100 mbar und -300 mbar beträgt.FIG. 5 shows the internal combustion engine 1 in an embodiment as a dry sump engine 15, wherein a lubricant circuit 16 designed as a dry sump lubricant circuit 25 provides inter alia a dry sump 17 with an oil pump 18. The dry sump lubricant circuit 25 is in this case formed between the crank chamber 2, the dry sump 17 with oil pump 18, a lubricant reservoir 19 and a pressure regulator 20 with feedback from the pressure regulator 20 to the crank chamber 2, wherein a gas flow along the lubricant flow. From the lubricant reservoir 19 is a vent line 21, which opens via a pressure control valve 6 in the suction pipe 3; This arrangement represents the crankcase ventilation 4. From the lubricant reservoir 19 via the pressure regulator 20, a crankcase ventilation 22 is thus provided, via which the desired pressure conditions in the crankcase 2 can be adjusted, namely by means of a along the flow of oil through the oil pump 18 promoted gas flow. Again, a crank chamber vacuum P K R is set, which is relative to the ambient pressure P UG between -100 mbar and -300 mbar.
Figur 6 zeigt die Brennkraftmaschine 1 , nämlich den Trockensumpf-Motor 15, wie in Figur 5 beschrieben. Dieser weist, in Abweichung zu dem in Figur 5 beschriebenen Ausführungsbeispiel, in der Kurbelgehäusebelüftung 22 keinen Druckregler 20 auf; die Kurbelgehäusebelüftung 22 erfolgt als direkte Leitungsverbindung 23 von dem Schmiermittelvorratsbehälter 19 zum Kurbelraum 2. Die Kurbelgehäuseentlüftung 4, ausgehend vom Schmiermittelvorratsbehälter 19 und einmündend in das Saugrohr 3, weist stromabwärts des Schmiermittelvorratsbehälters 19 das Druckregelventil 6 auf, das in einer solchen Weise modifiziert ist, beispielsweise über eine angepasste Feder, dass sich im Kurbelraum 2 der Kurbelraumunterdruck PKR von -100 mbar bis -300 mbar relativ zum Umgebungsdruck PUG einstellen lässt.FIG. 6 shows the internal combustion engine 1, namely the dry sump engine 15, as described in FIG. This has, in deviation from the embodiment described in Figure 5, in the crankcase ventilation 22 no pressure regulator 20; the crankcase ventilation 22 takes place as a direct line connection 23 from the lubricant reservoir 19 to the crankcase 2. The crankcase ventilation 4, starting from the lubricant reservoir 19 and opening into the intake manifold 3, downstream of the lubricant reservoir 19, the pressure control valve 6, which is modified in such a way, for example via an adapted spring, that in the crank chamber 2, the crank chamber vacuum P K R from -100 mbar to -300 mbar can be adjusted relative to the ambient pressure PU G.
Auf diese Weise wird in allen gezeigten Ausführungsbeispielen eine unerwünscht hohe Druckdifferenz zwischen Kurbelraum 2 und Umgebungsdruck PUG beziehungsweise zwi- sehen Kurbelraumunterdruck PKR und Saugrohrunterdruck PSR vermieden. Auf diese Weise lässt sich vorteilhaft ein im Schub- und Abschaltebetrieb beobachteter erhöhter Ölverbrauch reduzieren, ohne dass beispielsweise Kolbenringe der Kolben der Brennkraftmaschine 1 zur besseren Abdichtung angepasst werden müssten. In this way, in all exemplary embodiments shown, an undesirably high pressure difference between crank chamber 2 and ambient pressure PU G or between see crankcase vacuum P K R and intake manifold vacuum P SR avoided. In this way, it is advantageously possible to reduce an increased oil consumption observed in the coasting and shutdown operation without piston rings of the pistons of the internal combustion engine 1 having to be adapted for better sealing, for example.
BEZUGSZEICHENLISTELIST OF REFERENCE NUMBERS
1 Brennkraftmaschine1 internal combustion engine
2 Kurbelraum2 crank room
3 Saugrohr3 intake manifold
4 Kurbelraumentlüftung4 crankcase ventilation
5 Nasssumpf-Saugmotor5 wet sump suction motor
6 Druckregelventil6 pressure control valve
7 Schmiermitteldämpfe7 lubricant vapors
8 Drosselklappe8 throttle
9 Abzweig9 branch
10 Drossel10 throttle
11 Rückschlagventil11 check valve
12 Eintrittsstelle12 entry point
13 Nasssumpf-Turbomotor13 wet sump turbo engine
14 Turbolader14 turbochargers
15 Trockensumpf-Motor15 dry sump engine
16 Schmiermittelkreislauf16 lubricant circuit
17 Trockensumpf17 dry sump
18 Ölpumpe18 oil pump
19 Schmiermittelvorratsbehälter19 lubricant reservoir
20 Druckregler20 pressure regulator
21 Entlüftungsleitung21 breather pipe
22 Kurbelgehäusebelüftung22 Crankcase ventilation
23 Leitungsverbindung23 line connection
24 Saugeinrichtung24 suction device
25 Trockensumpfschmiermittelkreislauf25 dry sump lubricant circuit
PKR KurbelraumunterdruckPKR crankcase vacuum
PSR SaugrohrunterdruckPSR intake manifold vacuum
PUG UmgebungsdruckPUG ambient pressure
ΔP Druckdifferenz Δ P pressure difference

Claims

PATENTANSPRÜCHE
1. Verfahren zum Betreiben einer Brennkraftmaschine mit einem Kurbelraum, einer Kurbelraumentlüftung und einer Sauganlage, dadurch gekennzeichnet, dass zur Reduzierung eines Schmiermittelverbrauchs der Brennkraftmaschine der Druck im Kurbelraum in Abhängigkeit von einem Differenzdruck zwischen Sauganlage und Kurbelraum bis auf maximal -500 mbar, insbesondere maximal -300 mbar, zum Umgebungsdruck reduzierbar ist.1. A method for operating an internal combustion engine having a crank chamber, a crank chamber ventilation and an intake system, characterized in that for reducing a lubricant consumption of the internal combustion engine, the pressure in the crank chamber in dependence on a differential pressure between the intake system and crankcase up to a maximum of -500 mbar, in particular 300 mbar, can be reduced to the ambient pressure.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass die Reduzierung des Drucks im Kurbelraum erfolgt, wenn die Druckdifferenz zwischen Sauganlage und Kurbelraum mindestens einen vorgegebenen Schwellwert überschreitet.2. The method according to claim 1, characterized in that the reduction of the pressure in the crank chamber occurs when the pressure difference between the intake system and crankcase exceeds at least a predetermined threshold.
3. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Druckdifferenz zwischen Sauganlage und Kurbelraum und damit zwischen Kurbelraum und Umgebung mittels mindestens eines Druckregelventils und/oder mindestens einer Drossel eingestellt wird.3. The method according to any one of the preceding claims, characterized in that the pressure difference between the intake system and the crank chamber and thus between the crank chamber and the environment by means of at least one pressure control valve and / or at least one throttle is set.
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Druck im Kurbelraum zur Umgebung im Bereich von -50 bis -500 mbar, insbesondere im Bereich von -100 bis -300 mbar, eingestellt wird.4. The method according to any one of the preceding claims, characterized in that the pressure in the crankcase to the environment in the range of -50 to -500 mbar, in particular in the range of -100 to -300 mbar, is set.
5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass zur Einstellung des Kurbelraumdrucks in einer zum Kurbelraum führenden Belüftungsleitung mindestens ein Druckregelventil und/oder mindestens eine Drossel angeordnet wird. 5. The method according to any one of the preceding claims, characterized in that at least one pressure regulating valve and / or at least one throttle is arranged for adjusting the crank chamber pressure in a ventilation line leading to the crankcase.
EP09799522A 2008-12-08 2009-12-08 Method for operating an internal combustion engine Withdrawn EP2373876A1 (en)

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DE102008061057A DE102008061057A1 (en) 2008-12-08 2008-12-08 Method for operating an internal combustion engine
PCT/EP2009/008731 WO2010075935A1 (en) 2008-12-08 2009-12-08 Method for operating an internal combustion engine

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JP (1) JP2012511114A (en)
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WO2010075935A1 (en) 2010-07-08
JP2012511114A (en) 2012-05-17
US8726855B2 (en) 2014-05-20
DE102008061057A1 (en) 2010-06-17
CN102245866A (en) 2011-11-16

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