EP3020934B1 - Dispositif de degazage du carter de vilebrequin - Google Patents

Dispositif de degazage du carter de vilebrequin Download PDF

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Publication number
EP3020934B1
EP3020934B1 EP15193729.9A EP15193729A EP3020934B1 EP 3020934 B1 EP3020934 B1 EP 3020934B1 EP 15193729 A EP15193729 A EP 15193729A EP 3020934 B1 EP3020934 B1 EP 3020934B1
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EP
European Patent Office
Prior art keywords
pressure
valve
oil
control valve
pump control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP15193729.9A
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German (de)
English (en)
Other versions
EP3020934A1 (fr
Inventor
Dimitri An
Steve Beez
Armando COELHO
Alfred ELSÄSSER
Thomas Fallscheer
Volker Kirschner
Thomas Riemay
Stefan Ruppel
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Mahle International GmbH
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Mahle International GmbH
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Publication of EP3020934A1 publication Critical patent/EP3020934A1/fr
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Not-in-force 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
    • 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
    • F01M13/02—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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • F01M2013/0016—Breather valves with a membrane
    • 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
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F01M2013/0066—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers in parallel
    • 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
    • F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
    • 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
    • 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
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F01M2013/0427—Separating oil and gas with a centrifuge device the centrifuge device having no rotating part, e.g. cyclone

Definitions

  • the invention relates to a vehicle having an internal combustion engine having a crankcase and a supercharger with a crankcase ventilation device having an inertia-based oil separator with at least one inertia-based oil separator, a separated oil to the crankcase returning oil return and a suction jet pump driven with compressed air of the supercharger and which generates a negative pressure to drive blow-by gas.
  • crankcase In the crankcase is a crankshaft, which is connected via connecting rods with pistons of the individual cylinders of the internal combustion engine. Leakages between the pistons and the associated cylinder walls result in a blow-by gas flow through which blow-by gas passes from the combustion chambers into the crankcase.
  • crankcase ventilation device To avoid undue overpressure in the crankcase, modern internal combustion engines are equipped with a crankcase ventilation device to remove the blow-by gases from the crankcase.
  • the blow-by gas is usually supplied to a fresh air system of the internal combustion engine using the crankcase ventilation device, which supplies the combustion chambers of the internal combustion engine with fresh air.
  • the crankcase ventilation device In the crankcase there is an oil mist, so that the blow-by gas carries oil with it.
  • This oil as an oil droplet, can damage elements in the intake tract, such as a turbocharger.
  • the crankcase ventilation device usually an oil separator, and preferably an oil return, which returns the separated oil to the crankcase.
  • passive systems can basically be distinguished from active systems. Passive systems use the pressure difference between the crankcase and the negative pressure in the fresh air system to drive the blow-by gas. Active systems additionally generate a negative pressure for the extraction of the blow-by gas from the crankcase. As a result, a higher pressure difference can be used in the oil separation, so that the deposition is improved.
  • a suction jet pump which is driven by the compressed air of the supercharger and thus generates a negative pressure, with the aid of which a higher differential pressure can be generated.
  • the response of the internal combustion engine, at part load or idle can significantly deteriorate because in the charger energy is withdrawn, if due to the low power of the engine anyway low energy is present.
  • crankcase ventilation device in which a negative pressure for venting the crankcase by means of a suction jet pump is generated.
  • the suction jet pump is driven by compressed air from a turbocharger.
  • crankcase ventilation device with a suction jet pump in which the power of the suction jet pump is controlled by a control valve.
  • the control valve is regulated by the pressure in the crankcase.
  • the present invention has for its object to provide for a vehicle of the type mentioned an improved embodiment, which is characterized in particular by a better response of the internal combustion engine. At the same time, a high efficiency with regard to the oil separation effect should be realized.
  • crankcase ventilation device is based on the general idea of designing the crankcase ventilation device such that the power of the suction jet pump automatically adjusts itself as needed. As a result, an improved crankcase ventilation can be achieved without additional control device without negatively influencing the response of the internal combustion engine. It is essential to the invention that the crankcase ventilation device comprises a pump control valve which regulates and / or controls the flow of the compressed air through the suction jet pump and which has a closure part which is force-loaded against a valve seat and if a threshold pressure difference between a valve inlet and a valve outlet is exceeded is lifted out of the valve seat against the force, so that the pump control valve is opened.
  • the pump control valve is a eigenmediumbetuschippos valve and the input side connected to a high pressure side of the charging device, so that a boost pressure of the charging device is present on the input side of the pump control valve.
  • the invention provides that the pump control valve opens when the charging pressure of the charging device exceeds the output side pressure of the pump control valve by more than the threshold pressure difference, or that the pump control valve opens when the boost pressure of the charging device is above the threshold pressure. In this way, the pump control valve opens just when the charger a has generated sufficiently high boost pressure. As a result, the tarnishing of the charging device, in particular of an exhaust-gas turbocharger, is not adversely affected.
  • the suction jet pump is switched on in these operating states in which the charging device generates sufficient compressed air. Furthermore, these operating conditions in which the charging device generates a high boost pressure are also characterized by a high output of the internal combustion engine, in which large volume flows of blow-by gas reach the crankcase, so that the activation of the ejector pump in these states is particularly favorable.
  • the pump control valve is a self-medium actuated valve, no control line is needed to control and / or regulate the pump control valve. There is no need to provide additional energy. Thus, a very simple and inexpensive construction can be achieved thereby.
  • a self-medium actuated valve is understood to mean a valve in which the medium to be controlled is the same medium as the valve controlling medium.
  • Examples of self-medium operated valves are check valves and pressure relief valves.
  • a favorable possibility provides that the force with which the closure part is acted upon against the valve seat is a spring force.
  • Spring loaded valves are particularly easy to manufacture and are reliable in operation.
  • the force with which the closure part is acted upon against the valve seat is a magnetic force.
  • the use of magnetic forces offer on the one hand a possibility of contactless power transmission and on the other hand, the magnetic forces can be additionally influenced by electromagnets, so that the behavior of the pump control valve can be adapted and / or influenced.
  • the force with which the closure part is acted upon against the valve seat is a pneumatic force generated by a pressure.
  • a pneumatic force can be generated, for example, by a gas-filled membrane-covered cavity, or by a gas-filled cylinder.
  • This pneumatically generated force is similar to the force of a spring proportional to the deflection, so that the pump control valve can be conveniently adapted to the crankcase ventilation device.
  • the pump control valve is a proportional valve, wherein the pump control valve can continuously between a closed position in which the pump control valve is closed, and a passage position in which the pump control valve is fully open, can be.
  • the pump control valve can continuously between a closed position in which the pump control valve is closed, and a passage position in which the pump control valve is fully open, can be.
  • the ⁇ labscheide driving has at least three working areas, wherein in a first working area, a flow cross section of the ⁇ labscheide boots is constant, wherein in a second work area of the flow cross section of the oil separator increases with increasing pressure difference between the inlet and outlet of the oil separator and wherein in a third Working area of the flow cross section of the oil separator with increasing pressure difference increases less than in the second work area.
  • the inertia-based ⁇ labscheide worn comprises at least two inertia-based oil separator, and in particular a control device depending on the power of the ejector between Switches the at least two oil separators.
  • one of the oil separators can be designed for low volume flows and low pressures, while the second oil separator is designed for larger pressure differences, which can be achieved when the ejector is switched on. In this way, better deposition rates can be achieved.
  • the ⁇ labscheide leads comprises two oil separator, each having a spring-loaded poppet valve, which opens with increasing input-side pressure, that the poppet valve of one of the oil separator is a low pressure poppet valve, and that the poppet valve of the other oil separator is a high-pressure poppet valve that the low pressure poppet valve opens at a lower pressure than the high pressure poppet valve.
  • the inertia-based oil separation device has an oil separator with a pressure / volume characteristic with at least three, preferably at least four, different regions.
  • the different areas differ in particular by the relation between pressure and volume, for example, the different areas of the pressure / volume characteristic correlate with the different working areas of the oil separator.
  • the oil separator has two springs which act on the poppet valve, wherein a first spring in the closed state of Poppet valve is biased and a second spring is tensioned only from a certain opening path of the poppet valve.
  • a first spring in the closed state of Poppet valve is biased and a second spring is tensioned only from a certain opening path of the poppet valve.
  • the impactor has a progressive spring, which acts on the poppet valve and which has a spring constant, which increases with increasing compression of the spring.
  • the behavior of the oil separator can be influenced in such a way that when connecting the ejector a greater pressure difference can be achieved, which allows a better ⁇ labscheiderate.
  • the one or more oil separators is or are formed by an impactor, and / or is formed by a cyclone or are.
  • An impactor and a cyclone are both inertia-based oil separators that achieve an improved separation rate with an increased pressure difference between inlet and outlet.
  • the effects of the suction jet pump can be optimally utilized.
  • a further advantageous variant provides that the poppet valve is additionally acted upon by a reference pressure, which acts on the poppet valve in the closing direction. Also in this way can be achieved that the pressure difference between the inlet and outlet of the oil separator is increased in order to achieve a better oil separation.
  • the oil separator has a membrane against which the reference pressure is applied and through which the poppet valve of the oil separator is charged.
  • a force generated by the reference pressure can be applied to the poppet valve in a simple manner
  • the reference pressure is a boost pressure of the charging device or an input-side pressure of the suction jet pump.
  • the reference pressure is an ambient pressure, in particular an atmospheric ambient pressure.
  • the ambient pressure is substantially constant, so that a vacuum generated by the suction jet pump, which acts as a back pressure to the reference pressure on the membrane, can influence the poppet valve.
  • the vacuum is lowered with increasing power of the suction jet pump, so that less strong opening forces act on the poppet valve by the negative pressure. Consequently, with an increased output of the ejector, the opening area of the oil separator is reduced, so that the pressure difference across the oil separator can increase and thus the oil separation is improved.
  • crankcase ventilation device has a throttle valve, with which the blow-by gases can be throttled. If the negative pressure generated by the suction jet pump or the negative pressure generated by the internal combustion engine become too large, so that the pressure within the crankcase falls too far and there is a risk of sucking oil out of the crankcase, the throttle valve is closed, so that suction of oil from the crankcase can be prevented.
  • a further particularly advantageous variant provides that the throttle valve is arranged in a flow path of the blow-by gases between the crankcase and the ⁇ labscheide worn, or that the throttle valve is disposed in a flow path of the blow-by gases between the oil separator and the suction jet pump , In these two positions, the throttle valve can effectively prevent too much suction of the blow-by gases.
  • crankcase ventilation device 10 has a remplisstechniksabscheide Sketter 11, hereinafter referred ⁇ labscheide Sketter 11 through which blow-by gases are passed from a crankcase 14 to separate oil mist from the blow-by gas, a suction jet pump 16 which generates a negative pressure to the To drive blow-by gases, and a pump control valve 18, which controls the suction power of the ejector 16 and / or regulated.
  • the crankcase ventilation device 10 is used for venting the crankcase 14 of an internal combustion engine 20, as used for example in a vehicle 22, in particular a motor vehicle.
  • crankcase ventilation device 10 In reciprocating engines, such as gasoline engines or diesel engines, due to the high pressure during combustion gases from the combustion chamber into the crankcase 14. The gases flow between the piston and cylinder wall in the crankcase 14. These gases are blow-by Called gases. The blow-by gases would accumulate in the crankcase 14 over time and build up considerable pressure. To prevent this, the crankcase ventilation device 10 is provided.
  • the blow-by gases which are vented from the crankcase 14, usually have oil mist, they are the intake manifold 13 of the engine 20 is supplied.
  • the oil separator 11 is provided to the internal combustion engine 20 and possibly in the intake tract 13 befind Anlagen units, such as superchargers 24 not with to burden the oil mist.
  • the ⁇ labscheide worn 11 causes a pressure difference, or requires a certain pressure difference in order to achieve sufficiently high deposition rates. For this reason, for example, in pure suction internal combustion engines, the negative pressure in the intake tract 13 of the internal combustion engine 20 is utilized in order to provide a pressure difference for the oil separation device 11.
  • the suction jet pump 16 may be provided, which is driven by compressed air 28 generated by the supercharger 24, and generates a negative pressure.
  • a larger pressure difference between the crankcase 14 and the outlet of the oil separator 11 can be generated.
  • a better degree of separation can be achieved. This is particularly interesting because a maximum permissible pressure in the crankcase 14 should not be exceeded.
  • the response of the internal combustion engine 20 deteriorates, especially at low power.
  • the turbocharger 26 is at a low speed, thus producing only a low boost 30.
  • engine performance becomes high reduced.
  • the turbocharger 26 is at full speed and can generate sufficient compressed air 28 and a sufficiently high boost pressure 30, so that often even a Waist Gate is used to avoid impermissibly high speeds of the turbocharger. In such situations, the removal of compressed air 28 is harmless to the performance of the engine 20.
  • the pump control valve 18 is designed such that the suction jet pump 16 is operated just when sufficient boost pressure 30 so are sufficient amounts of compressed air 28 from the supercharger 24 are available. Accordingly, the power of the ejector 16 is throttled or the ejector 16 completely turned off when not enough boost pressure 30 or compressed air 28 is available, for example, at idle or in partial load ranges of the engine 20th
  • the assistance of the crankcase ventilation by the suction jet pump 16 takes place just when the internal combustion engine 20 outputs high power. So just then, even if a flow rate of blow-by gases in the crankcase 14 is particularly high. Viewed the other way around, the throttling of the suction jet pump 16 takes place precisely in operating states of the internal combustion engine 20, when anyway relatively small amounts of blow-by gas reach the crankcase 14.
  • the pump control valve 18 is configured such that the pump control valve 18 opens or closes depending on a pressure difference between a valve inlet 35 and a valve outlet 37. At low pressure differences, the pump control valve 18 is closed. At pressure differences above a threshold pressure difference opens the pump control valve 18 so that gases can flow through the pump control valve.
  • the pump control valve 18 is thus a self-medium-operated valve. As a result, no control line is required for controlling and / or regulating the pump control valve.
  • a self-medium actuated valve is understood to mean a valve in which the medium to be controlled is the same medium as the valve controlling medium.
  • Examples of self-medium operated valves are check valves and pressure relief valves.
  • the pump control valve 18 On the input side, the pump control valve 18 is connected to the high-pressure side of the charging device 24, so that the boost pressure 30 of the charging device 24 is present on the input side of the pump control valve 18.
  • the pump control valve 18 thus opens when the boost pressure 30 of the charging device 24 exceeds the output pressure of the pump control valve 18, that is, the pressure at the inlet of the suction jet pump 16 by more than the threshold pressure difference.
  • the pump control valve 18 opens
  • the pump control valve 18 is designed such that it opens or closes depending on the input-side pressure. At low pressures up to a threshold pressure, the pump control valve 18 is closed. At pressures above the threshold pressure, the pump control valve 18 opens so that gases can pass through the pump control valve 18.
  • the pump control valve 18 On the input side, the pump control valve 18 is connected to the high-pressure side of the charging device 24, so that the boost pressure 30 of the charging device 24 is present on the input side of the pump control valve 18.
  • the pump control valve 18 thus opens when the boost pressure 30 of the charging device 24 is above the threshold pressure.
  • the pump control valve 18 opens, if it is harmless to the performance of the engine 20.
  • the pump control valve 18 has a valve seat 32 and a closure part 34, which is pressed against the force of the valve seat 32 and thus closes the pump control valve 18.
  • a seal 36 is arranged, against which the closure part 34 is pressed, and thus the pump control valve 18 closes.
  • the closure member 34 is arranged such that the input-side pressure exerts a force on the closure member 34, which lifts the closure member 34 from the valve seat 32.
  • the force with which the closure member 34 is acted upon against the valve seat 32 and the pressure force by the boost pressure 30 thus compete with each other.
  • the pressing force of the boost pressure 30 exceeds the force with which the shutter member 34 is urged against the valve seat 32, the shutter member 34 rises from the valve seat 32, so that the pump control valve 18 opens.
  • the pressure force by the boost pressure 30 is at the threshold pressure at which the pump control valve 18 opens approximately equal to the force with which the closure member 34 is acted upon against the valve seat 32.
  • a spring 38 may be provided, which is biased, so that the closure member 34 is acted upon by the spring force of the spring 38 against the valve seat 32.
  • the suction jet pump 16 is based on the Ventury effect.
  • a first medium is passed through a nozzle and directed into a larger tube. Due to the high flow rate of the medium at the nozzle, the surrounding medium is entrained, so that there is a negative pressure, which is utilized here in order to achieve a sufficient pressure difference at the ⁇ labscheide worn 11.
  • the ⁇ labscheide worn 11 has an oil separator 12, the is an inertia-based oil separator.
  • Such inertia-based oil separator is also suitable for the separation of other liquid conductors, such as water.
  • the oil separator 12 exploits the different densities of the oil droplets compared to the density of the blow-by gas to separate the oil droplets from the blow-by gas. Usually, a gas flow is generated, which is deflected. The oil droplets can not follow so well due to the higher density of the deflection, so that they are driven to the edge of the flow and possibly hit a plate on which they attach.
  • Such inertia-based oil separators 12 are, for example, impactors 40 or cyclones.
  • the oil separator 12 is designed as an impactor 40 and can also separate other liquids.
  • the gas flow to be cleaned for example the blow-by gas
  • the gas flow to be cleaned is passed through at least one nozzle 42, which is arranged opposite a baffle plate 44, so that the gas flow is deflected immediately after the nozzle.
  • the gas flow receives a high velocity, so that the liquid droplets, hereinafter called oil droplets, the deflection by the baffle plate can not follow and meet the baffle plate 44 and hang there and thus be separated from the gas flow.
  • the impactor 40 has a poppet valve 46 which is spring-loaded closed, wherein the poppet valve 46 opens when a pressure difference between the valve inlet 48 and valve outlet 50 is exceeded, which corresponds to a pressure difference between inlet 49 and outlet 51 of the oil separator 11.
  • the poppet valve 46 forms an annular flow gap 52, which also acts like a nozzle, and accelerates the flow of gas flowing through the impactor 40, for example the blow-by gas.
  • the annular flow gap 52 is surrounded by a cylindrical baffle plate 44, which deflects the gas flow, which has flowed through the annular flow gap 52, and thus there also a separation of oil droplets from the gas flow allows.
  • a flow cross-section 56 of the impactor 40 is increased and thus increases the flow cross-section of the oil separator 11.
  • the flow cross section 56 is composed of the cross section of all nozzles 42 and the flow area of the annular flow gap 52.
  • the poppet valve 46 is formed in such a way that the poppet valve 46 can be opened more easily via a first opening path than over a remaining opening path.
  • the poppet valve 46 has two springs which press a closure plate 58 against a valve seat, wherein when the poppet valve is closed, a first spring 60 is biased and a second spring 62 is not biased.
  • the second spring 62 is tensioned only when opening the poppet valve 46 when the first opening path of the poppet valve 46 is passed. In this way, the relevant for the poppet valve 46 spring constant in the first opening path is less than in the remaining opening stroke, since the spring constants of the first spring 60 and the second spring 62 are added.
  • the impactor 40 has three working areas.
  • a first working area 64 the poppet valve 46 is closed and the gas flow must flow through the nozzles 42.
  • a second work area 66 the poppet valve 46 is partially opened, with only the first spring 60 is tensioned, so that the poppet valve 46 can open against a small spring constant.
  • a third working area 68 the poppet valve 46 is opened so far that both the first spring 60 and the second spring 62 are tensioned, so that a further opening of the poppet valve 46 must be made against an increased spring force.
  • the working areas are preferably selected such that when the ejector pump 16 is switched off or operating at very low power, the impactor 40 operates in the first working range or in the second working range 66 and when the suction switching pump 16 is switched on, the impactor 40 operates in the third working range 68.
  • the impactor 40 has an input side inner cylinder 70 in which at a head end 72 of the inner cylinder 70, the nozzles 42 are arranged in the cylinder wall and are directed radially outward.
  • flow openings 74 are arranged for the poppet valve 46 through which the gas flow through the poppet valve 46 can flow and on the other hand, a central bore 76 in which a guide pin 78 of the poppet valve 46 is guided so that a closure plate 58 axially movable is mounted in the inner cylinder 70.
  • the shutter 58 abuts against the head end 72 of the inner cylinder 70 from the outside and thus closes the flow openings 74 when the poppet valve 46 is closed.
  • the shutter 58 is axially raised from the head end 72 of the inner cylinder 70 to expose the flow opening 74 when the poppet valve 46 is opened.
  • the springs 62, 60 are supported on an inner side of the inner cylinder 70 at the head end 72 of the inner cylinder 70 and thus press the plate-shaped closure member 58 in the direction of the valve inlet 48.
  • the impactor 40 has a liquid collecting region 80, in which the separated liquid, for example oil, is collected in order to then be able to return it to the crankcase 14 via an oil return 81.
  • the separated liquid for example oil
  • a throttle valve 15 is arranged, which can throttle the flow of the blow-by gases, if the pressure in the crankcase 14 would decrease too much, so that oil would be sucked out of the crankcase 14.
  • the throttle valve 15 may also be arranged fluidically between the oil separation device of the suction jet pump 16.
  • FIGS. 6 to 8 illustrated second embodiment of the crankcase ventilation device 10 differs from that in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10 in that the poppet valve 46 of the impactor 40 has a progressive spring 82, with which the plate-shaped closure member 58 of the poppet valve 46 is subjected to force against the flow openings 74.
  • the second working area 66 and the third working area 68 of the impactor 40 continuously merge into one another, so that when the suction jet pump 16 is switched on, an increased pressure difference at the impactor 40 can be achieved.
  • FIGS. 6 to 8 illustrated second embodiment in terms of structure and function with in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • FIGS. 9 to 10 illustrated third embodiment of the crankcase ventilation device 10 differs from that in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10 characterized in that the oil separator 11 has two oil separator 12, for example, two impactors 40 through which the oil separator 11 has a plurality, for example, three work areas.
  • the ⁇ labscheide worn 11 has a first poppet valve 84 and a second poppet valve 86, wherein both poppet valves each have only one spring.
  • the spring 88 of the first poppet valve 84 has a lower spring constant than the spring 90 of the second poppet valve 86.
  • the bias of the spring 90 of the second poppet valve 86 is such that the second poppet valve 86 opens only when the first poppet valve 84 already is open at most.
  • the first poppet valve 84 is also called the low pressure poppet valve 84
  • the second poppet valve 86 is also called the high pressure poppet valve 86.
  • the first working region 64 of the oil separation device 11, in which both the first poppet valve 84 and the second poppet valve 86 are closed, and the oil separation device 11 flows through the gas flow can only flow through the nozzles 42.
  • the second working area 66 is characterized in that the first poppet valve 84 is partially opened and the second poppet valve 86 is closed.
  • the third working area 68 is characterized in that the first poppet valve 84 is fully open and that the second poppet valve is at least partially open.
  • FIGS. 9 to 10 illustrated third embodiment of the crankcase ventilation device 10 in terms of design and function with in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • FIGS. 11 and 12 illustrated fourth embodiment of the crankcase ventilation device 10 differs from that in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10 characterized in that the poppet valve 46 is additionally acted upon by a reference pressure 92 which presses the poppet valve 46 in a closed position.
  • the boost pressure 30 he charging device 24 can be used.
  • the suction power of the ejector 16 is particularly high, so that the oil separator 11, a high pressure difference for the oil separation can be provided.
  • the flow cross-section 56 of the oil separator 11 must not be too large. This is achieved by the reference pressure 92, since with larger boost pressures 30, the poppet valve 46 may be closed again, so that the flow cross-section 56 of the oil separation device 11 increases or even decreases less.
  • an input-side pressure 93 of the suction jet pump 16 is used as the reference pressure 92.
  • the input-side pressure of the ejector jet 16 16 is also a measure of the performance of the ejector 16, so that the adjustment of the oil separator 11 is particularly adapted to the actually available suction power of the ejector 16 even with regulation of the power of the ejector 16 by the pump control valve ,
  • an atmospheric ambient pressure is used as the reference pressure 92.
  • the ambient pressure is essentially constant and only subject to fluctuations due to the altitude above zero and the weather-related fluctuations.
  • the impactor 40 has in a free space above the closure plate 58 of the poppet valve 46 a closed by a membrane 94 pressure chamber in which the reference pressure 92 is introduced.
  • the diaphragm 94 presses driven by the reference pressure 92 on the shutter 58.
  • the shutter 58 is thereby additionally pressed onto the flow openings 74 of the poppet valve 46.
  • the pressure at the valve outlet 50 is applied to the membrane 94, which thus acts on the poppet valve 46 in the opening direction.
  • the outlet 51 of the oil separator 11 and thus the valve outlet 51 is sucked off by the suction jet pump 16 so that the vacuum generated by the suction jet pump 16 is applied to the valve outlet 51.
  • At high powers of the ejector 16 thus reduces the pressure that opens the poppet valve 46, so that when increasing the power of the ejector 16, the poppet valve 46 is acted upon more strongly in the closing direction. This also applies when using a substantially constant pressure as the reference pressure 92, such as the atmospheric pressure.
  • the pressure at the valve inlet 48 acts on the poppet valve 46 in the opening direction.
  • the pressure at the valve inlet 48 is in particular at the bottom of the plate 58 and at the top of the guide pin 78 at.
  • the pressure at the valve inlet substantially corresponds to the pressure in the crankcase 14.
  • FIGS. 11 and 12 illustrated fourth embodiment of the crankcase ventilation device 10 in terms of design and function with in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • crankcase ventilation device 10 differs from that in the FIGS. 9 to 10 illustrated third embodiment of the crankcase ventilation device 10 characterized in that the first poppet valve 84, so the low pressure poppet valve 84, in addition to a reference pressure 92 is applied.
  • the boost pressure 30 of the charging device 24 can be used.
  • the first poppet valve 84 which is formed as a low-pressure poppet valve 84, depressed by the reference pressure 92, so that the low-pressure poppet valve 84 is less widely opened or even closed. The liquid separation then takes place mainly through the high pressure poppet valve 86.
  • the first poppet valve 84 has in a free space above the closure plate 58 of the poppet valve 84 a closed by a membrane 94 pressure chamber in which the reference pressure 92 is introduced.
  • the diaphragm 94 is driven by the reference pressure 92 onto the closure plate 58.
  • the closure plate 58 is thereby additionally pressed onto the flow openings 74 of the poppet valve 84.
  • crankcase ventilation device 10 in terms of structure and function with in the FIGS. 9 to 10 represented third embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • FIG. 15 illustrated non-inventive example of a crankcase ventilation device 10 differs from that in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10 in that the pump control valve 18 is controlled by a control device 96 and / or regulated.
  • the pump control valve 18 is designed to be controllable by a signal from the outside accordingly.
  • the pump control valve 18 is an electrical, Magnetically, pneumatically or hydraulically controllable valve.
  • the pump control valve 18 can be switched between a closed position and an open position.
  • the pump control valve 18 is a proportional valve, which is continuously adjustable between the closed position and the passage position.
  • the control device 96 controls the pump control valve 18 and thus the power of the suction jet pump 16 such that the response of the internal combustion engine 20 is influenced as little as possible.
  • the pump control valve 18 is closed, in particular during idling operation and / or partial load range, so that the suction jet pump 16 does not draw off compressed air 28 from the charging device 24.
  • control device 96 decides whether the suction jet pump 16 is switched on or off.
  • control device can regulate and / or control the power of the suction jet pump 16 based on a map.
  • the control device 96 is, for example, the engine control of the internal combustion engine 20, so that the control device 96 has all the data of the engine control. These are in particular the rotational speed of the internal combustion engine 20, the torque generated by the internal combustion engine 20, the generated power of the internal combustion engine 20 or a throttle position. On the basis of these values, the control device 96 can estimate whether sufficient charge pressure 30 is present, so that the performance of the internal combustion engine 20 is not or only slightly influenced and if any support of the crankcase ventilation by the suction jet pump 16 is necessary.
  • controller 96 may regulate and / or control the ejector 16 in accordance with a measured amount.
  • a measured amount can, for example be the sucked air amount, the boost pressure 30 or the pressure in the crankcase 14.
  • the suction jet pump can respond to the conditions actually occurring in the crankcase 14 or behind the charging device 24, and control the ejector 16 accordingly.
  • a combination of map-based control and / or control and based on measured sizes is possible.
  • a value for the power of the suction jet pump can be determined on the basis of the characteristic diagrams and, if appropriate, readjusted on the basis of the measured variable.
  • FIG. 15 illustrated non-inventive example of the crankcase ventilation device 10 in terms of design and function with in the FIGS. 1 to 5 illustrated first embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • FIG. 16 illustrated non-inventive example of a crankcase ventilation device 10 differs from that in the FIGS. 6 to 8 illustrated second embodiment of the crankcase ventilation device 10 characterized in that the pump control valve 18 is controlled by a control device 96.
  • the control and / or control of the pump control valve 18 by the control device 96 corresponds to the control and / or control according to the in FIG. 15 illustrated non-inventive example of the crankcase ventilation device 10, the above description of which reference is made.
  • FIG. 16 illustrated non-inventive example of the crankcase ventilation device 10 in terms of structure and function with in the FIGS. 6 to 8 illustrated second embodiment of the crankcase ventilation device 10 in terms of structure and function match, the above description of which reference is made.
  • FIG. 17 illustrated non-inventive example of the crankcase ventilation device 10 differs from that in the FIGS. 9 to 10 illustrated third embodiment of the crankcase ventilation device 10 characterized in that the pump control valve 18 is controlled by a control device 96 and / or controlled.
  • the control and / or control of the pump control valve 18 by the control device 96 corresponds to the control and / or control according to the in FIG. 15 illustrated non-inventive example of the crankcase ventilation device 10, the above description of which reference is made.
  • FIG. 17 illustrated non-inventive example of the crankcase ventilation device 10 in terms of design and function with in FIGS. 9 to 10 represented third embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.
  • crankcase ventilation device 10 differs from the in FIG. 17 illustrated non-inventive example of the crankcase ventilation device 10 in that the crankcase ventilation device 10 has a switching valve 100 which switches the blow-by gas flow between the two impactors of the oil separator 11.
  • the switching valve 100 is controlled by the controller 96.
  • the control device 96 switches the switchover valve 100 in accordance with the fact that the impactor 40 is flowed through by the low-pressure poppet valve 84 when the ejector pump 16 is switched off or operates only at very low power, and that the high-pressure poppet valve 86 flows through is when the ejector 16 is turned on or at least operates at high power.
  • the high pressure diaphragm valve 86 of the oil separator can be used, which indeed requires a higher differential pressure, but then also offers better oil separation.
  • controller 96 controls another valve 102 disposed between the impactor 40 with the low pressure poppet valve 84 and the intake manifold 13, and then closes when the switch valve 100 is switched to the impactor 40 with the high pressure poppet valve 86. In this way, backflow of gases through the impactor 40 with the low cell valve 84 can be avoided. In this case, the ⁇ labscheide worn 11 for both impactors each have their own outlet 53, 55 on.
  • FIG. 20 illustrated non-inventive example of the crankcase ventilation device 10 differs from that in the FIGS. 11 and 12 illustrated fourth embodiment in that the pump control valve 18 is controlled by a control device 96.
  • the control and / or control of the pump control valve 18 by the control device 96 corresponds to the control and / or control according to the in FIG. 15 not shown inventive Example of the crankcase ventilation device 10, the above description of which reference is made.
  • FIG. 20 illustrated non-inventive example of the crankcase ventilation device 10 in terms of structure and function with in the FIGS. 11 and 12 illustrated fourth embodiment of the crankcase ventilation device 10, to the above description, reference is made in this regard.
  • FIG. 21 illustrated non-inventive example of the crankcase ventilation device 10 differs from that in the Figures 13 and 14 illustrated fifth embodiment of the crankcase ventilation device 10, characterized in that the pump control valve 18 is controlled and / or regulated by a control device 96.
  • the control and / or control of the pump control valve 18 by the control device 96 corresponds to the control and / or control according to the in FIG. 15 illustrated non-inventive example of the crankcase ventilation device 10, the above description of which reference is made.
  • FIG. 21 illustrated non-inventive example of the crankcase ventilation device 10 in terms of structure and function with in the Figures 13 and 14 illustrated fifth embodiment of the crankcase ventilation device 10, to the above description in this respect reference is made.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Claims (13)

  1. Véhicule avec un moteur à combustion interne (22) qui présente un carter de vilebrequin (14) et un dispositif de suralimentation (24), avec un dispositif de purge de carter de vilebrequin (10) qui présente au moins un dispositif de séparation d'huile (11) basé sur l'inertie avec au moins un séparateur d'huile (12) basé sur l'inertie, un retour d'huile (81) ramenant de l'huile séparée au carter de vilebrequin (14) et une pompe à jet aspirant (16) qui est entraînée avec de l'air comprimé (28) du dispositif de suralimentation (24) et qui génère une dépression afin d'entraîner du gaz de soufflage,
    dans lequel le dispositif de purge de carter de vilebrequin (10) comporte une soupape de commande de pompe (18) qui régule et/ou commande l'écoulement de l'air comprimé (28) par la pompe à jet aspirant (16) et qui présente une partie de fermeture (34) qui est agencée par sollicitation de force contre un siège de soupape (32) et en cas de dépassement d'une différence de pression seuil entre une entrée de soupape (35) et une sortie de soupape (37) ou en cas de dépassement d'une pression seuil côté entrée est levée du siège de soupape (32) contre la force de sorte que la soupape de commande de pompe (18) soit ouverte,
    caractérisé en ce
    que la soupape de commande de pompe (18) est une soupape actionnée par un propre moyen,
    que la soupape de commande de pompe (18) est raccordée côté entrée à un côté haute pression du dispositif de suralimentation (24) de sorte qu'une pression de charge (30) du dispositif de suralimentation (24) soit créée côté entrée contre la soupape de commande de pompe (18), et
    que la soupape de commande de pompe (18) s'ouvre lorsque la pression de charge (30) du dispositif de suralimentation (24) dépasse la pression côté sortie de la soupape de commande de pompe (18) de plus de la différence de pression seuil, ou
    que la soupape de commande de pompe (18) s'ouvre lorsque la pression de charge (30) du dispositif de suralimentation (24) se trouve au-dessus de la pression seuil.
  2. Véhicule selon la revendication 1,
    caractérisé en ce
    que la force avec laquelle la partie de fermeture (34) est sollicitée contre le siège de soupape (32) est une force de ressort, est une force magnétique et/ou une force générée pneumatiquement par une pression.
  3. Véhicule selon la revendication 1 ou 2,
    caractérisé en ce
    - que la soupape de commande de pompe (18) est une soupape proportionnelle, dans lequel la soupape de commande de pompe (18) peut se trouver en continu entre une position de fermeture dans laquelle la soupape de commande de pompe (18) est fermée, et une position de passage dans laquelle la soupape de commande de pompe (18) est complètement ouverte.
  4. Véhicule selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce
    - que le dispositif de séparation d'huile (11) présente au moins trois zones de travail (64, 66, 68),
    - dans lequel dans une première zone de travail (64) une section transversale d'écoulement (56) du dispositif de séparation d'huile (11) est constante,
    - dans lequel dans une deuxième zone de travail (66) la section transversale d'écoulement (56) du dispositif de séparation d'huile (11) augmente avec une différence de pression croissante entre l'entrée (49) et la sortie (61) du dispositif de séparation d'huile (11) et
    - dans lequel dans une troisième zone de travail (68) la section transversale d'écoulement (56) du dispositif de séparation d'huile (11) augmente moins fortement avec une différence de pression croissante que dans la seconde zone de travail (68).
  5. Véhicule selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce
    que le dispositif de séparation d'huile (11) présente au moins deux séparateurs d'huile (12) basés sur l'inertie et commute en particulier un dispositif de commande (96) selon la puissance de la pompe à jet aspirant (16) entre les au moins deux séparateurs d'huile (12).
  6. Véhicule selon la revendication 1 ou 5,
    caractérisé en ce
    que le ou les séparateurs d'huile (12) est ou sont formés par un impacteur (40) et/ou par un cyclone.
  7. Véhicule selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce
    qu'une soupape en champignon (46) du séparateur d'huile (40) est sollicitée en outre avec une pression de référence (92) qui sollicite la soupape en champignon (46) dans le sens de fermeture.
  8. Véhicule selon la revendication 7,
    caractérisé en ce
    que le séparateur d'huile présente une membrane (94) sur laquelle la pression de référence (92) est créée et par laquelle la soupape en champignon (46) du séparateur d'huile (12) est sollicitée.
  9. Véhicule selon la revendication 7 ou 8,
    caractérisé en ce
    que la pression de référence (92) est une pression ambiante.
  10. Véhicule selon la revendication 7 ou 8,
    caractérisé en ce
    que la pression de référence (92) est une pression de charge (30) du dispositif de suralimentation (24).
  11. Véhicule selon la revendication 7 ou 8,
    caractérisé en ce
    que la pression de référence (92) est une pression côté entrée (93) de la pompe à jet aspirant (16).
  12. Véhicule selon l'une quelconque des revendications 1 à 11,
    caractérisé en ce
    que le dispositif de purge de carter de vilebrequin (10) présente une soupape d'étranglement (15) avec laquelle les gaz de soufflage peuvent être étranglés.
  13. Véhicule selon la revendication 12,
    caractérisé en ce
    - que la soupape d'étranglement (15) est agencée dans une voie d'écoulement des gaz de soufflage entre le carter de vilebrequin (14) et le dispositif de séparation d'huile (11), ou
    - que la soupape d'étranglement (15) est agencée dans une voie d'écoulement des gaz de soufflage entre le dispositif de séparation d'huile (11) et la pompe à jet aspirant (16).
EP15193729.9A 2014-11-14 2015-11-09 Dispositif de degazage du carter de vilebrequin Not-in-force EP3020934B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014223290.2A DE102014223290A1 (de) 2014-11-14 2014-11-14 Kurbelgehäuseentlüftungseinrichtung

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EP3020934A1 EP3020934A1 (fr) 2016-05-18
EP3020934B1 true EP3020934B1 (fr) 2019-05-01

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EP (1) EP3020934B1 (fr)
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EP3020934A1 (fr) 2016-05-18
US20160138442A1 (en) 2016-05-19
DE102014223290A1 (de) 2016-05-19
US9932869B2 (en) 2018-04-03

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