EP3034820A2 - Dispositif de purge d'air pour un moteur a combustion interne et moteur a combustion interne - Google Patents

Dispositif de purge d'air pour un moteur a combustion interne et moteur a combustion interne Download PDF

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Publication number
EP3034820A2
EP3034820A2 EP15197833.5A EP15197833A EP3034820A2 EP 3034820 A2 EP3034820 A2 EP 3034820A2 EP 15197833 A EP15197833 A EP 15197833A EP 3034820 A2 EP3034820 A2 EP 3034820A2
Authority
EP
European Patent Office
Prior art keywords
venting device
channel
gas
oil separator
blow
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Withdrawn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
EP15197833.5A
Other languages
German (de)
English (en)
Other versions
EP3034820A3 (fr
Inventor
Christian Gramlich
Florian Munding
Robert Ristovski
Michael Wöhler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP3034820A2 publication Critical patent/EP3034820A2/fr
Publication of EP3034820A3 publication Critical patent/EP3034820A3/fr
Withdrawn legal-status Critical Current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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • 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
    • F01M2013/0433—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a deflection device, e.g. screen

Definitions

  • the present invention relates to a venting device for discharging blow-by gas from an engine block of an internal combustion engine.
  • the invention further relates to such an internal combustion engine with such a venting device.
  • An internal combustion engine usually has a plurality of pistons, which are arranged to be adjustable in each case in an associated cylinder of a cylinder head of the internal combustion engine.
  • the pistons are in this case drive-connected with a crankshaft in a known manner, which is usually arranged in a crankcase of the internal combustion engine.
  • exhaust gas is produced in the cylinders, which can mix with oil for lubricating the pistons, for example.
  • this exhaust gas mixture regularly passes through gaps formed between the pistons and the associated cylinders into the crankcase of the internal combustion engine.
  • venting devices are used.
  • the DE 197 15 233 C1 describes such a venting device, which is connected via two arranged on the crankcase of the internal combustion engine inlet openings with the crankcase.
  • the venting device has two vent lines, each with an arranged oil separator on the outside run along the internal combustion engine. In this case, one of the vent lines opens into the oil separator of the other vent line.
  • the DE 101 39 137 A1 describes a venting device with a suction pump, which is connected to a hollow shaft within the crankcase, wherein the hollow shaft has a plurality of openings for discharging blow-by gas from the crankcase.
  • venting devices for removing blow-by gas from the engine block of the internal combustion engine there is a need to be able to operate reliably on the one hand and on the other hand to achieve a compact design, in particular to save space and / or weight.
  • the present invention therefore deals with the problem of providing for a venting device for discharging blow-by gas from an engine block of an internal combustion engine and for such an internal combustion engine improved or at least other embodiments, which are characterized in particular by an improved operation and / or a more compact design.
  • the present invention is based on the general idea of a venting device for removing blow-by gas from an engine block of an internal combustion engine, wherein the venting device has at least one oil separator for separating oil from the blow-by gas, with two inlet openings for discharging blow-by gas from the engine block and admitting the blow-by gas be provided in the venting device and fluidly connect these inlet openings upstream of the at least one oil separator.
  • the venting device has at least one oil separator for separating oil from the blow-by gas, with two inlet openings for discharging blow-by gas from the engine block and admitting the blow-by gas be provided in the venting device and fluidly connect these inlet openings upstream of the at least one oil separator.
  • the venting device has the two inlet openings, namely a first inlet opening and a second inlet opening, for introducing blow-by gas originating from the engine block into the ventilation device, the inlet openings being arranged at a distance from one another.
  • the venting device further comprises at least one such oil separator for separating oil from the blow-by gas.
  • a first supply channel for supplying blow-by gas to the at least one oil separator in this case extends from the first inlet opening to such an oil separator.
  • a second supply channel for supplying blow-by gas to the at least one oil separator further extends from the second inlet port to a connection point, wherein the connection point is arranged upstream of the at least one oil separator in the first supply channel.
  • the joint is arranged such that blowby gas passing into the vent through both the first inlet port and the second inlet port can be passed through the at least one oil separator to de-oil the blow-by gas.
  • the venting device furthermore has a discharge channel for discharging de-oiled blow-by gas from the at least one oil separator.
  • deoiled blow-by gas means blow-by gas which has been passed through at least one such oil separator. That does not mean, however inevitably a complete freeing of the blowby gas of oil. This means that the de-oiled blow-by gas can contain residues of oil.
  • the respective oil separator can be configured in any desired manner. It is conceivable, for example, to design at least one such oil separator as impact oil separator. It is also possible to provide at least one such oil separator with a fleece and the like.
  • the venting device preferably has at least one ⁇ lab Industrieskanal for discharging separated by the at least one oil separator oil.
  • the separated oil can be discharged to any point. It is conceivable, for example, to dissipate the oil in a corresponding oil reservoir. It is particularly conceivable that at least one such ⁇ lab Foodkanal is at least partially formed by one of the other channels of the venting device.
  • a first oil separator is arranged in the first supply channel, while a second oil separator is arranged in an oil separator channel.
  • the oil separator channel branches off at a first branch located upstream of the first oil separator and downstream of the connection point from the first supply channel and opens at a second branch in the discharge channel.
  • blow-by at low or medium loads of the internal combustion engine only through the first oil separator and thus past the oil separator channel, while the blow-by gas at higher loads, especially at full load, is also passed through the oil separator channel.
  • the venting device preferably has at least one venting channel for discharging de-oiled blow-by gas from the venting device.
  • the respective venting duct can be connected to a fresh air system for supplying the internal combustion engine with fresh air and / or to an exhaust system for discharging exhaust gas of the internal combustion engine.
  • the by means of the venting device discharged from the engine block of the internal combustion engine and de-oiled blow-by gas can be supplied via the at least one venting channel at least partially the fresh air system and / or the exhaust system.
  • the venting device may provide a first venting channel for discharging de-oiled blow-by gas, which branches off from the discharge duct at a first coupling point.
  • the first vent channel may be fluidly connected to the fresh air system, for example. It is conceivable, for example, to connect the first venting duct downstream of a compressor for generating charge air with the fresh air system. It is also conceivable to fluidly connect the first venting channel with a suction pipe of the fresh air system.
  • the first coupling point in the discharge channel is arranged downstream of the first oil separator and upstream of the second branch. This makes it possible, in particular blowby gas guided through the oil separator channel, which passes at the second branch in the discharge channel, pass the first venting channel.
  • Such a configuration can be used, for example, to use the venting device according to an operating state of the associated internal combustion engine.
  • the venting device has a second venting channel for discharging de-oiled blow-by gas from the venting device, which branches off from the discharge duct at a second coupling point.
  • the second coupling point is preferably spaced from the first coupling point. It is conceivable to connect the second venting duct to a fresh air system of the internal combustion engine, such that blow-by gas discharged via the second venting duct passes into the fresh air system of the internal combustion engine.
  • the second venting channel may in particular be connected fluidically to the fresh air system upstream of a compressor for generating charge air.
  • the second coupling point in the discharge channel is arranged downstream of the second branch. This means that blowby gas flowing through the oil separator channel can be removed by means of the second venting channel.
  • the blow-by gas from the engine block can generally enter the venting device in any manner through the respective inlet opening. It is conceivable, for example, that the blow-by gas is sucked through at least one of the inlet openings. For this purpose, for example, serve the connection of the first venting duct to a suction pipe of the fresh air system.
  • crankcase is vented to drive in particular the blow-by gas in the venting device.
  • the venting device on a ventilation duct for venting the engine block is a ventilation duct for venting the engine block.
  • the ventilation of the engine block which can in particular serve to drive the blow-by gas into the venting device, at least partially via the ventilation duct, which is part of the venting device.
  • Embodiments in which the ventilation channel has a common channel section with the second venting channel are particularly preferred.
  • the common duct section of the ventilation duct and of the second venting channel can be used as needed for ventilating the engine block or for venting the venting device.
  • the venting device is designed accordingly.
  • the venting device can be designed such that the common duct section is part of the ventilation duct or part of the second vent duct depending on the operation of the associated internal combustion engine. It is conceivable, in particular, to use the common duct section at low loads of the internal combustion engine, in particular at a partial load of the internal combustion engine, as part of the ventilation duct in order to aerate the engine block.
  • the common channel section at higher loads of the internal combustion engine, in particular at full load of the internal combustion engine, as a venting channel.
  • the blow-by gas is at least partially blown into the venting device at lower loads of the internal combustion engine, while the blow-by gas is at least partially sucked into the venting device at higher loads of the internal combustion engine.
  • the venting device on a channel block, wherein at least two channels of the venting device are formed in the channel block.
  • the channel block has a lower side, on which the inlet openings are arranged.
  • the channel block advantageously also has an intermediate wall extending transversely to the lower side, which has a first wall side and a second wall side remote from the first wall side.
  • the intermediate wall thus separates in particular a first area in the channel block from a second area in the channel block.
  • the first supply channel is arranged on the first wall side of the intermediate wall, while the second supply channel is arranged on the second wall side of the intermediate wall.
  • the connection point via which the supply channels are fluidically connected, arranged in the intermediate wall.
  • the intermediate wall may be provided with a corresponding opening or a corresponding passage. This means that the connection point can be realized in particular as an opening formed in the intermediate wall or a passage formed in the intermediate wall.
  • the first coupling point is arranged in the intermediate wall.
  • the first coupling point can be configured as an opening or passage in the intermediate wall.
  • the first vent passage extends on the second wall side and has a first passage section which extends through the intermediate wall and thus leads through the intermediate wall from the second wall side to the first wall side.
  • the second coupling point in the intermediate wall in particular as an opening or passage, may be arranged.
  • the second vent passage extends on the second wall side and has a second passage section extending through the intermediate wall, which leads through the intermediate wall from the second wall side to the first wall side.
  • Embodiments in which the venting device for controlling the flow of blow-by gas between the respective channels and / or for controlling the flow of air through the ventilation duct have at least one valve device are preferred.
  • the respective valve device is adjustable at least between a closed position and an open position to direct the respective flow accordingly.
  • at least one such valve device is adjustable in several stages and / or continuously.
  • the respective valve device can thereby be self-switching and / or externally switchable, for example, be switchable by a control device.
  • venting device with a valve device which allows controlling the flow of the blowby gas through the oil separator channel.
  • a valve device may in particular be designed as a check valve and / or be provided at the first branch.
  • the check valve is arranged such that it opens when a predetermined pressure in the first feed passage is exceeded, such that the blow-by gas also flows through the oil separator passage. It is also conceivable such a check valve, which opens with increasing pressure further to allow a stronger flow through the oil separator channel.
  • the check valve may have a corresponding spring device or cooperate with such a spring device.
  • the internal combustion engine can be designed or configured as desired.
  • the internal combustion engine can be designed as a series engine.
  • a V-engine is also conceivable.
  • the engine block has a cylinder head with at least one cylinder, wherein a stroke-adjustable piston is arranged in the respective cylinder.
  • the engine block also has a crankcase, in which a cooperating with the at least one piston crankshaft is arranged. In this case, the blow-by gas usually accumulates in the crankcase during operation of the internal combustion engine.
  • the inlet openings of the venting device are arranged such that at an inclination of the internal combustion engine, at least one of the inlet openings above an oil level plane is arranged by located in the engine block oil.
  • inclinations of the internal combustion engine can arise, for example, in extreme situations of the internal combustion engine, in particular in extreme driving situations of an associated vehicle. These include, for example, driving along larger inclines, that is, especially downhill or hill climbs, as well as cornering. Such situations may arise, for example, when braking or accelerating the internal combustion engine.
  • Such an arrangement of the inlet openings is in particular realized in that the inlet openings are arranged with respect to a tilt axis of the inclination on different sides. This means that the inlet openings are arranged on different sides, in particular opposite sides, of the tilting axis.
  • the venting device can be fluidly connected to the internal combustion engine or the engine block at any position in order to discharge blowby gas from the engine block.
  • the venting device is arranged on a cylinder head cover of the engine block.
  • the cylinder head cover is used in particular the cover of the cylinder head.
  • a fluidic connection between the crankcase and the cylinder head cover is provided in the engine block so that blow-by gas from the crankcase into the cylinder head cover and can be removed via the cylinder head cover by means of the venting device.
  • at least one of the inlet openings of the venting device is arranged in the cylinder head cover.
  • both inlet openings of the venting device are arranged in the cylinder head cover.
  • the venting device can be arranged at any point of the cylinder head cover.
  • at least one of the inlet openings in the region of a camshaft is arranged, which is arranged in the cylinder head cover.
  • the camshaft is used, in particular, for actuating valves for introducing fresh air into the respective cylinder and / or discharging exhaust gas from the respective cylinder.
  • Embodiments in which at least one of the inlet openings is arranged in the region of the camshaft and is complementary to the camshaft, in particular to a shaft of the camshaft, prove to be particularly advantageous.
  • embodiments are advantageous in which a relatively small distance prevails between the inlet opening and the camshaft so that there is only a narrow gap between the camshaft and the inlet opening through which blowby gas can pass through the inlet opening into the ventilation device. If the inlet opening is arranged at least partially below the plane of the oil level, this small gap results in the fact that an impact-like inflow of oil into the inlet opening is prevented.
  • Fig. 1 shows a vehicle 1 having an internal combustion engine 2.
  • the internal combustion engine 2 which can be configured in particular as a series engine 2 ', is supplied with fresh air by means of a fresh air system 3 of the vehicle 1.
  • the fresh air system has an air filter 4, a compressor 5 arranged downstream of the air filter 4 in the fresh air system 3 for compressing the air to be supplied to the internal combustion engine 2 and thus the supply of charge air, a charge air cooler 6 for cooling the charge air, which is arranged downstream of the compressor 5 and a downstream of the charge air cooler 6 arranged throttle device 7.
  • the throttle device 7 By means of the throttle device 7, the internal combustion engine 2 supplied charge air or air can be metered.
  • the internal combustion engine 2 has an engine block 8 with a cylinder head 9, a cylinder head cover 10 for covering the cylinder head 9 and a crankcase 11.
  • a plurality of cylinders 12 are formed, in each of which a piston 13 is arranged adjustable in stroke.
  • the pistons 13 are connected to a crankshaft 14, which is mounted in the crankcase 11.
  • air is mixed with a fuel.
  • exhaust gas is produced, which can be removed by an exhaust system, not shown here.
  • the respective cylinder 12 is assigned at least one valve, not shown here, which can be actuated by means of a camshaft 16.
  • the camshaft 16 at least one cam 17. In Fig. 1 Here, four such cylinders 12 can be seen, each of which is associated with such a cam 17.
  • a gap 18 is present between the associated piston 13 and the cylinder head 9, through which exhaust gas can enter the crankcase 11 during operation of the internal combustion engine 2.
  • this exhaust gas with oil which is provided for example for lubricating the piston 3, mix.
  • blow-by gas enters the crankcase 11.
  • a venting device 19 is provided for discharging the blow-by gas from the engine block 8 or the crankcase 11.
  • the venting device 19 is arranged on the cylinder head cover 10. Accordingly, the engine block 8 has a fluidic connection 20, passes through the blow-by gas from the crankcase 11 in the cylinder head cover 10, where it is discharged through the venting device 19 from the engine block 8.
  • the venting device 19 has two vent openings 21, 22, namely a first vent opening 21 and a second vent opening 22, which are spaced apart from each other.
  • the venting device 19 also has at least one oil separator 23, 24 for separating oil from the blow-by gas and thus for de-oiling the blow-by gas, the venting device 19 shown having two such oil separators 23, 24, namely a first oil separator 23 and a second oil separator 24 ,
  • a first supply passage 25 supplies blow-by gas to the oil separators 23, 24 and extends from the first intake port 21 to the first oil separator 23.
  • a second supply passage 26 for supplying blow-by gas to the oil separators 23, 24 extends from the second intake port 22 to a junction 27 , which is arranged upstream of the first oil separator 23 in the first feed channel 25.
  • blowby gas passing into the venting device 19 through the first inlet opening 21 and through the second inlet opening 22 can be guided to both oil separators 23, 24.
  • the venting device 19 further has a discharge channel 28 for discharging blow-by means of the oil separator 23, 24 de-oiled.
  • the second oil separator 24 is arranged in an oil separator channel 29 of the venting device 19, which branches off at a first branch 30 from the first supply channel 25 and opens at a second branch 31 into the discharge channel 28.
  • the first branch 30 is arranged upstream of the first oil separator 23 and downstream of the connection point 27 in the first supply channel 25.
  • a first venting channel 32 of the venting device 19 for discharging de-oiled blow-by gas from the venting device 19 branches off at a first coupling point 33 from the discharge channel 28, while a second venting channel 34 for discharging de-oiled blow-by gas from the venting device 19 at a second coupling point 35 of the discharge channel 28th branches off, which is arranged in the discharge channel 28 downstream of the second branch 31.
  • first venting channel 32 is fluidly connected downstream of the throttle device 7 with the fresh air system 3
  • second venting channel 34 is fluidly connected downstream of the air filter 4 and upstream of the compressor 5 with the fresh air system 3.
  • the venting device 19 further has a ventilation channel 36, which serves to ventilate the engine block 8, in particular of the crankcase 11.
  • a ventilation channel 36 which serves to ventilate the engine block 8, in particular of the crankcase 11.
  • the ventilation channel 36 and the second ventilation channel 34 on a common channel section 37, which serves as needed or according to prevailing pressure conditions for ventilation of the crankcase 11 and for venting the venting device 19.
  • a plurality of valve devices 38 are provided. These include a arranged in the oil separator channel 29 at the first branch 30 valve means 38, which has a check valve 38 'and is designed as such a check valve 38'.
  • the check valve 38 ' is arranged and configured such that it opens when exceeding a predetermined pressure at the first branch 30. That is, the check valve 38 'opens at high pressure in the blow-by gas, such that the blow-by gas flows through the first oil separator 23 and also through the oil separator channel 29 through the second oil separator 24.
  • Such pressure conditions prevail in particular when the internal combustion engine 2 is operated at high loads, in particular at full load.
  • valve means 38 is disposed in the first vent passage 32 to release or stop discharge of de-oiled blowby gas through the first vent passage 32.
  • the valve device 38 could also be arranged at the first coupling point 33.
  • Another such valve device 38 is disposed on the second coupling point 35 arranged in the discharge channel 28 downstream of the first coupling point 33.
  • This valve device 38 is such configured to be able to control a flow between the discharge channel 28, the second deaeration channel 34 and the ventilation channel 36.
  • this valve device 38 it is thus also possible with this valve device 38 to use the common channel section 37 of the ventilation channel 36 and the second venting channel 34 for venting the crankcase 11 or for removing de-oiled blow-by gas from the venting device 19.
  • the common portion 37 together with the ventilation duct 36 for Ventilation of the crankcase 11 are used to ensure improved flow in the crankcase 11 and the fluidic connection 20 and the venting device 19.
  • the removal of deoiled blow-by gas from the venting device 19 is preferably via the second vent passage 34.
  • the blow-by gas sucked through the venting device 19 from the engine block 8.
  • Fig. 2 shows a section through the cylinder head cover 10 of the internal combustion engine 2 with the venting device 19. It can be seen here that the inlet openings 21, 22 of the venting device 19 are arranged in the cylinder head cover 10. Accordingly, the venting device 19 projects at least partially into the cylinder head cover 10 with the first supply passage 25 and the second supply passage 26.
  • the internal combustion engine 2 has two such camshafts 16, which are arranged in the cylinder head cover 10.
  • the first inlet opening 21 and the second inlet opening 22 each arranged in the region of such a camshaft 16 and have a camshaft 16, in particular a shaft 39 of the camshaft 16, complementary shape.
  • the inlet openings 21, 22 have a curved shape following the curvature of the shaft 39.
  • a small gap 40 is present between the respective inlet opening 21, 22 and the associated camshaft 16, through which blow-by gas can reach the venting device 19 via the inlet openings 21, 22.
  • Fig. 2 shows the internal combustion engine 2 in a normal operating position. It can be seen that in this situation, located in the cylinder head cover 10 oil 41 is below the inlet openings 21, 22, so that blow-by gas can pass through both inlet openings 21, 22 in the venting device 19. In this case, the oil 41 defines an oil level plane 42.
  • Fig. 3 shows the internal combustion engine 2 Fig. 2 at an inclination about an inclination axis 43.
  • the first inlet opening 21 is substantially covered by the oil 41 and arranged below the oil level plane 42.
  • the second inlet opening 22 is arranged outside the oil 41 or above the oil level plane 42. This means that in this case the discharge of blow-by gas from the cylinder head cover 10 takes place via the second inlet opening 22, which is not influenced by the oil 41 or by the oil level plane 42. That is to say, the inlet openings 21, 22 are arranged such that at inclinations of the internal combustion engine 2 about the inclination axis 43 at least one of the inlet openings 21, 22 is arranged above the oil level plane 42.
  • a discharge of blow-by gas from the cylinder head cover 10 and the engine block 8 can continue to be done easily.
  • Such an arrangement of the inlet openings 21, 22 is realized in the example shown such that the inlet openings 21, 22 with respect to the inclination axis 43 on different sides, in particular opposite, are arranged.
  • the oil 41 can pass abruptly through the first inlet opening 21 into the venting device 19.
  • the venting device 19 has a channel block 44. It is in the 4 and 5 a first mode of operation is shown while in the 6 and 7 a second mode of operation is shown.
  • the channel block 44 is made in the example shown from a metallic material and has a lower side 45 or short bottom 45, on which the inlet openings 21, 22 are arranged.
  • the lower side 45 has two lower side sections 45 ', 45 ", which are arranged at different heights, in order to allow an arrangement of the venting device 19 that is complementary to the cylinder head cover 10 (cf. Fig. 2 ).
  • the channel block 44 has an intermediate wall 46 that extends transversely to the underside 45 and that has a first wall side 47 and a second wall side 48 facing away from the first wall side 47.
  • the intermediate wall 46 thus fluidly separates a first region 49 of the channel block 44 from a second region 50 of the channel block 44.
  • the solid arrows 51 show the flow path of the blowby gas. It can be seen that the first feed channel 25 is arranged on the first wall side 47 of the intermediate wall 46, while the second feed channel 26 is arranged on the second wall side 48 of the intermediate wall 46.
  • the first feed channel 25 is thus formed on the first wall side 47 in the channel block 44, while the second feed channel 26 is formed on the second wall side 48 in the channel block 44.
  • the connection point 27 is formed in the intermediate wall 46 as a passage 52.
  • the dashed arrows 53 show the flow of de-oiled blow-by gas and thus blow-by gas which has already flowed through at least one of the oil separators 23, 24. It can be seen that the discharge channel 28 is arranged on the first wall side 47, wherein the first coupling point 33 is formed as a passage 52 in the intermediate wall 46, such that the first venting channel 32nd is arranged on the second wall side 48.
  • the first venting channel 32 also has a first passage section 54, which leads through the intermediate wall 46 from the second wall side 48 to the first wall side 47.
  • the first branch 30 and the oil separator channel 29 are arranged on the first wall side 47.
  • the second branch 33 is formed as a passage 52 in the intermediate wall 46, so that the second vent passage 34 extends on the second wall side 48 and has a second passage section 55 which extends through the intermediate wall 46 from the second wall side 48 to the first wall side 46 leads.
  • the dot-dashed arrows 56 symbolize the flow of air through the ventilation duct 36. It can be seen that the ventilation duct 36 extends from the second passage section 55 along the second venting duct 34 to the second branch 35, whereby the common section 37 is defined. The ventilation duct 36 also extends from the second branch 33 to an outlet 57 of the venting device 19.
  • both oil separators 23, 24 and thus also the oil separator channel 29 are flowed through by blowby gas at full load.
  • the common channel section 37 is used at partial load for aerating the engine block 8 and thus as part of the ventilation duct 36, while the common duct section 37 is used at full load as part of the second ventilation duct 34.
  • both oil separators 23, 24 are arranged on the first wall side 47.
  • the first oil separator 23 is designed as a baffle oil separator 23 'and has at least one nozzle 58 and a baffle 59 arranged downstream of the at least one nozzle 58.
  • the second oil separator 24 has at least one non-visible nozzle, which is formed or arranged in the region of the valve seal 38.
  • the second oil separator also has a fleece 60, which acts as a baffle and can be separated with the oil from the blow-by gas.
  • the oil separated from the blow-by gas by the oil separators 23, 24 can, as indicated by the long dash-dotted arrows 61, along the discharge channel 28 and the ⁇ labscheiderkanals 29 to an outlet 62 on the channel block 44 and the outlet 62 to a not shown From where there is an oil reservoir, especially in the FIGS. 2 and 3 shown oil 41 may be supplied.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
EP15197833.5A 2014-12-15 2015-12-03 Dispositif de purge d'air pour un moteur a combustion interne et moteur a combustion interne Withdrawn EP3034820A3 (fr)

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CN113738528A (zh) * 2021-10-14 2021-12-03 浙江博弈科技股份有限公司 一种气缸盖罩的油气分离结构
CN114251156A (zh) * 2020-09-21 2022-03-29 深圳臻宇新能源动力科技有限公司 油气分离器
DE102021108393B3 (de) 2021-04-01 2022-07-14 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren

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DE102017215365B4 (de) * 2017-09-01 2022-03-03 Daimler Ag Ölabscheide- und Motorbelüftungseinrichtung

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DE10139137A1 (de) 2001-08-09 2003-02-20 Daimler Chrysler Ag Vorrichtung zur Entlüftung eines Kurbelgehäuses einer Brennkraftmaschine
DE102009036443A1 (de) 2009-08-06 2011-02-10 Daimler Ag Verbrennungskraftmaschine

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CN114251156A (zh) * 2020-09-21 2022-03-29 深圳臻宇新能源动力科技有限公司 油气分离器
DE102021108393B3 (de) 2021-04-01 2022-07-14 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren
WO2022207247A1 (fr) 2021-04-01 2022-10-06 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion interne destiné à un véhicule automobile, véhicule automobile et procédé
CN113738528A (zh) * 2021-10-14 2021-12-03 浙江博弈科技股份有限公司 一种气缸盖罩的油气分离结构
CN113738528B (zh) * 2021-10-14 2022-12-13 浙江博弈科技股份有限公司 一种气缸盖罩的油气分离结构

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EP3034820A3 (fr) 2016-07-13
DE102014225817B4 (de) 2022-10-06

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