EP3236029A1 - Procédé de réglage d'une pression dans un carter de vilebrequin - Google Patents

Procédé de réglage d'une pression dans un carter de vilebrequin Download PDF

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Publication number
EP3236029A1
EP3236029A1 EP17165498.1A EP17165498A EP3236029A1 EP 3236029 A1 EP3236029 A1 EP 3236029A1 EP 17165498 A EP17165498 A EP 17165498A EP 3236029 A1 EP3236029 A1 EP 3236029A1
Authority
EP
European Patent Office
Prior art keywords
pressure
speed
crankcase
electric drive
internal combustion
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Withdrawn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
EP17165498.1A
Other languages
German (de)
English (en)
Inventor
Volker Kirschner
Robert LEPPER
Thomas Riemay
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 EP3236029A1 publication Critical patent/EP3236029A1/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Withdrawn legal-status Critical Current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
    • 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
    • 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
    • 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
    • F01M2250/00—Measuring
    • F01M2250/64—Number of revolutions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/08—Engine blow-by from crankcase chamber

Definitions

  • the invention relates to a method for controlling a pressure to a target pressure in a crankcase of an internal combustion engine with a crankcase ventilation device, wherein the crankcase ventilation means a suction line through which blow-by gas can be derived from the crankcase, driven by an electric drive pumping device, a ⁇ lnebelabscheide Skeller, and a pressure regulating valve, and wherein the pumping device, the oil mist separating device and the pressure regulating valve are arranged in the suction line. Furthermore, the invention relates to an internal combustion engine with a crankcase ventilation device, wherein such a method is performed.
  • the blow-by gases derived from the crankcase typically include an oil mist that must be separated in an oil mist separator as the oil loss through the crankcase ventilation device is minimized shall be.
  • an oil mist separator as the oil loss through the crankcase ventilation device is minimized shall be.
  • a certain differential pressure is required, which is given in uncharged internal combustion engines by the pressure difference between the crankcase and an intake of the engine behind a throttle, in which there is usually a negative pressure. In supercharged internal combustion engines, this negative pressure is not sufficiently available. Therefore, crankcase breathers with additional pumping devices are known.
  • crankcase ventilation device with an additional pumping device is known.
  • the performance of the pumping device must be regulated so that the pressure in the crankcase does not run out of the allowed limits. Therefore, usually a pressure measuring device is provided in the crankcase.
  • the present invention has for its object to provide an improved or at least other embodiment of a method for controlling a pressure to a target pressure in a crankcase, which is particularly characterized by the fact that can be dispensed with a pressure measuring device in the crankcase and / or energy can be saved ,
  • the invention is based on the general idea to keep the performance of the electric drive and thus the pumping power of the pumping device at a level that must indeed engage the pressure control valve, but does not have to intervene too often, so that little energy is wasted.
  • provision is made for a speed of the electric drive to be regulated and / or controlled is that the speed of the electric drive is used as a control variable for the control of the pressure in the crankcase, that at least one performance parameter of the electric drive is evaluated to detect switching operations of the pressure control valve, and that the pressure in the crankcase is controlled so that the pressure control valve regularly opens and closes.
  • the power of the pumping device is controlled so that the pressure regulating valve opens and closes regularly, the pressure in the crankcase is close to the target pressure. At the same time, excessive waste of energy is prevented. Furthermore, no additional pressure sensor within the crankcase is needed.
  • a performance parameter of the electric drive is understood to mean a parameter which at least also determines the power output or recorded by the electric drive.
  • performance parameters of the electric drive are a current supplied to the electric drive, preferably a time-average electric current, an electrical voltage applied to the electric drive, preferably a time-averaged electrical voltage, an electrical power consumption of the electric drive, preferably a time-averaged electric power consumption, a rotational speed of the electric drive and a torque of the electric drive.
  • an actual current value is understood to mean a measured value of the current supplied to the electric drive.
  • a speed actual value is understood to mean a measured value of the corresponding speed.
  • regular opening and / or closing of the pressure regulating valve means that the pressure regulating valve opens and / or closes at least once every 10 seconds.
  • the control can be set such that the pressure regulating valve opens and / or closes more than once per 5 seconds, more preferably more than once per second.
  • a favorable possibility provides that the pressure in the crankcase is controlled such that a ratio between opening times and closing times of the pressure regulating valve is greater than 50%, preferably greater than 80%, the pressure regulating valve would be permanently opened at a ratio of 100%, and that the ratio is less than 100%.
  • a ratio between opening times and closing times of the pressure regulating valve is greater than 50%, preferably greater than 80%, the pressure regulating valve would be permanently opened at a ratio of 100%, and that the ratio is less than 100%.
  • Another favorable possibility provides that an actual current value of the electric drive, which corresponds to a current supplied to the electric drive, or a time profile of the current actual value is evaluated to detect when the pressure control valve switches.
  • the pressure control valve By switching the pressure control valve, the pressure conditions change at the pumping device. As a result, the torque required by the pumping device is changed, which in turn effects on the current actual value of the electric drive has. Consequently, it can be detected by monitoring the actual current value when the pressure control valve switches.
  • a particularly favorable possibility provides that a speed actual value of the electric drive or a time profile of the speed actual value is evaluated to detect when the pressure control valve switches.
  • the pressure conditions change at the pumping device, whereby the rotational speed of the pumping device is influenced. Therefore, it can be seen from the actual speed of the electric drive, which is coupled to the speed of the pumping device, when the pressure regulating valve switches.
  • An advantageous solution provides that a blow-by gas volume flow which is presumably generated by the internal combustion engine is determined from a rotational speed of the internal combustion engine and a torque generated by the internal combustion engine, and a speed estimated value is determined which is based on the blow-by gas presumably generated by the internal combustion engine.
  • gas volume flow is determined so that a probably funded by the pumping device flow corresponds to the probably generated by the internal combustion engine blow-by gas volume flow.
  • a further advantageous solution provides that from the blow-by gas volume flow, taking into account characteristics of the pump device and the ⁇ lnebelabscheideISS the speed estimated value is determined. From the blow-by gas flow, which are derived from the crankcase must, can be determined by means of the characteristic of the ⁇ lnebelabscheideISS, how large the falling at the ⁇ lnebelabscheide worn pressure difference. From this pressure difference, the given blow-by gas volume flow and the desired target pressure in the crankcase can therefore be determined with the help of the characteristic of the pumping device, how large the speed of the pumping device must be.
  • the regulation of the pressure based on the switching behavior of the pressure control valve then corrects only deviations in the characteristics of the pumping device and the ⁇ lnebelabscheide worn, which arise due to manufacturing tolerances and aging and deviations of the blow-by gas volume flow in the internal combustion engine, which arise due to manufacturing tolerances and aging.
  • a favorable variant provides that a control device, which controls and / or regulates the rotational speed of the electric drive, is supplied with a speed setpoint, which comprises a speed correction value. With the aid of the speed correction value, the control can influence the speed of the electric drive and thus influence the pressure in the crankcase.
  • a particularly favorable variant provides that the speed setpoint is composed of the speed estimated value and a speed correction value.
  • the speed estimate With the help of the speed estimate, a coarse tuning of the speed of the electric drive can take place, which, however, has the advantage that it can react very quickly to different load requirements of the internal combustion engine.
  • the speed correction value which is added by the control based on the switching behavior of the pressure control valve, although the fast but inaccurate control can be compensated by means of the speed estimate.
  • the invention is based on the general idea, an internal combustion engine with a crankcase ventilation device and a control device to be provided, which is designed such that it carries out a method according to any one of claims 1-9.
  • a crankcase ventilation device and a control device to be provided, which is designed such that it carries out a method according to any one of claims 1-9.
  • FIG. 1 shown internal combustion engine 10 has a charging device 12, in particular a turbocharger. Further, the internal combustion engine 10, a crankcase 14, in which 10 accumulate during operation of the internal combustion engine blow-by gases 16. To get the blow-by gases 16 out of the crankcase 14, the internal combustion engine 10 has a crankcase ventilation device 18.
  • the crankcase ventilation device 18 has a suction line 20, through which blow-by gases 16 can be discharged from the crankcase 14. Furthermore, the crankcase ventilation device 18 has a pump device 22 and an oil mist separator 24, which is designed, for example, as an impactor. The pumping device 22 and the ⁇ lnebelabscheide sensory 24 are arranged in the suction line 20, so that the discharged through the suction line 20 blow-by gases 16 can be freed of oil mist and driven by the pumping device 22.
  • a pressure 26 in the crankcase 14 of the internal combustion engine 10 should be within a certain range. Both when exceeding and falling below this range disturbances in the operation of the internal combustion engine 10 may occur. Therefore, a control 25 of the pressure 26 to a target pressure 27, hereinafter also referred to as pressure control 25 is provided.
  • a first embodiment of the pressure control 25 is in the FIGS. 1 to 3 shown.
  • the pumping device 22 is preferably designed as a side channel compressor and driven by an electric drive 28.
  • the electric drive 28 has a speed control 30, as for example in FIG. 2 is shown.
  • the speed control 30 has a conventional control scheme 32, such as a proportional-integral (PI), or proportional-differential (PD), or a proportional-integral-derivative (PID) control scheme 32.
  • the speed control 30 of the electric drive 28 is as follows. First, a speed actual value 34 of the electric drive 28 is determined, which corresponds to the value of the rotational speed of the electric drive 28. Preferably, the actual speed 34 is measured. The speed actual value 34 is compared with a speed setpoint 36, which is referred to as Input value for the speed control 30 is used.
  • a control deviation 38 is determined. From the control deviation 38, a new value for a manipulated variable 40 is determined with the aid of the control scheme 32, which is supplied to a motor controller 42, which in turn drives the electric drive 28.
  • manipulated variables 40 for example, pulse width modulation, an electrical voltage or the like can be used.
  • the pressure control 25 of the pressure 26 in the crankcase 14 of the speed setpoint 36 serves as a manipulated variable 41.
  • the pressure control 25 according to the first embodiment is as follows. Based on the present speed setpoint 36, a current setpoint 44 is determined.
  • the current setpoint 44 corresponds to a current value which typically has to be supplied to the electric drive in order to keep the speed setpoint value 36 under normal operating conditions of the internal combustion engine 10. This is based on the consideration that at a certain blow-by gas volume flow 46, which must be removed, a speed of the pumping device 22 is sufficient to dissipate this blow-by gas volume flow 46.
  • the current required to drive the pumping device 22, ie the current actual value 48 should be constant.
  • the current setpoint 44 should set. If the pressure 26 in the crankcase 14 deviates from the target pressure 27, the actual current value 48 should also differ from the current setpoint 44.
  • the current setpoint 44 can be determined either from theoretical characteristics 45 of the electric drive 28, the pump device 22 and the oil mist separator 24. Alternatively or additionally, the relationship between speed setpoint 36 and current setpoint 44 can also be determined experimentally.
  • the current actual value 48 is now compared with the current setpoint 44 and thus a control deviation 50 is determined.
  • a speed correction value 52 is determined 53, which is added to the speed setpoint 36 to determine a new speed setpoint 36, which is the speed control 30 of the electric drive 28 is supplied.
  • the control loop is closed and a pressure control 25 is achieved.
  • FIGS. 4 and 5 illustrated second embodiment of the method for pressure control 25 differs from that in the Fig. 1-3 illustrated first embodiment of the method for pressure control 25 characterized in that on the basis of performance parameters of the electric drive 28, a pressure difference 51, which extends over the crankcase ventilation device 18 is estimated to close the pressure 26 in the crankcase 14 and thus to determine a control deviation 64.
  • the determination of the pressure difference 51, which rests against the crankcase ventilation device 18, the actual current value 48 and the actual speed value 34 of the electric drive 28 are first evaluated. From the current actual value 48, a torque 54 generated by the electric drive 28 can be determined. Together with the actual speed value 34 of the electric drive 28, from which it is possible to deduce the rotational speed of the pumping device 22, a pressure difference 56 generated by the pumping device 22 can be determined with the aid of a characteristic curve 47 of the pumping device 22.
  • a volume flow 58 conveyed by the pumping device 22 can be estimated.
  • the determination 49 of the pressure 26 from the performance parameters of the electric drive 28 is determined by comparison with the desired target pressure 27.
  • a target pressure 27 it is also possible to specify a desired pressure difference 66 which is determined from the target pressure 27 and compared with the pressure difference 51 applied to the crankcase ventilation device 18, which was determined by the determination 49.
  • a correction value for the manipulated variable 41 is determined with the aid of a conventional control diagram 68, which operates, for example, according to a proportional-integral, proportional-differential or proportional-integral differential method, namely a speed correction value 52, from which a new one Speed setpoint 36 is determined which of the speed control 30 of the electric drive 28 is supplied.
  • the actual speed value 34 also changes, as a result of which the volume flow 58 conveyed by the pumping device 22 is adjusted, so that the pressure 26 in the crankcase 14 should change, in particular approach the target pressure 27.
  • this controlled system 70 a new pressure 26 thus arises in the crankcase 14.
  • FIGS. 4 and 5 illustrated second embodiment of the method for pressure control 25 with in the Figures 1-3 shown in the first embodiment of the method for pressure control 25 in terms of structure and function match, to the above description in this respect reference is made.
  • FIG. 6 illustrated third embodiment of the method for pressure control 25 differs from that in the FIGS. 4 and 5 illustrated second embodiment of the method for pressure control 25 characterized in that a determination 72 of a speed estimated value 74 is made to accelerate the pressure control 25. From a speed 76 of the internal combustion engine 10 and a torque 78 of the internal combustion engine 10, a determination 80 of a typical blow-by gas volume flow 46 can take place. From the blow-by gas volume flow 46, the speed estimation value 74, which would be necessary in order to convey the blow-by gas volume flow 46, can be determined with the aid of the characteristic curves 47 of the pump device 22 of the oil mist separator 24 and of the electric drive 28. The speed estimated value 74 is supplied to the speed control 30 of the electric drive 28.
  • the speed control 30 can react very quickly to expected changes in the blow-by gas volume flow 46, so that the fluctuations in the blow-by gas 16 caused by a load change of the internal combustion engine 10 occur and the associated pressure fluctuations in the crankcase 14 can be reduced.
  • the speed control input 30 supplied to the speed control circuit 36 is composed of a sum of the speed estimated value 74 and the speed correction value 52.
  • FIG. 6 illustrated third embodiment of the method for pressure control 25 with in the FIGS. 4 and 5 represented second embodiment of the method for pressure control 25 in terms of structure and function match, the above description of which reference is made.
  • FIGS. 7 and 8th illustrated fourth embodiment of the method for pressure control 25 differs from that in the FIGS. 1 to 3 shown first embodiment of the method for pressure control 25 characterized in that the pressure control 25 of the pressure 26, a pressure control valve 82 is used, which is arranged in the suction line 20 between the crankcase 14 and the pumping device 22.
  • a speed estimated value 74 analogous to the third embodiment is determined from the operating point of the internal combustion engine 10, in particular from the rotational speed 76 of the internal combustion engine 10 and the torque 78 generated by the internal combustion engine 10. This Speed estimation value 74 is increased with an offset in order to be able to intercept deviations from the expected blow-by gas volume flow 46.
  • FIG. 7 and 8th illustrated fourth embodiment of the method for pressure control 25 with in the Figures 1-3 shown in the first embodiment of the method for pressure control 25 in terms of structure and function match, to the above description in this respect reference is made.
  • FIG. 9 illustrated fifth embodiment of the method for pressure control 25 differs from that in the FIGS. 7 and 8th illustrated fourth embodiment of the method for pressure control 25 characterized in that in the pressure control 25, an algorithm 86 for detecting switching operations 84 of the pressure regulating valve 82 is utilized.
  • the regulation of the pressure 26 in the crankcase 14 is such that the manipulated variable 41, the rotational speed of the electric drive 28 is used by a speed setpoint 36 of the speed control 30 of the electric drive 28 is supplied.
  • the determination of the desired speed setpoint value 36 takes place in accordance with the proviso that the pressure control valve 82 opens and closes regularly. This can ensure that the pressure 26 in the crankcase 14 does not increase too much. Furthermore, it can be ensured that the power of the electric drive 28 is not too high and thus unnecessary energy is wasted.
  • the speed setpoint value 36 is preferably adjusted such that the pressure regulating valve 82 opens and / or closes at least once every 10 seconds, preferably at least once every 5 seconds, particularly preferably at least once per second.
  • a ratio between opening times and closing times of the pressure regulating valve 82 is greater than 50%, more preferably greater than 80%, with the pressure regulating valve 82 permanently open at a ratio of 100%.
  • the relationship between opening hours and closing times of the Pressure control valve 82 may be less than 100%. This can ensure that the pressure 26 in the crankcase 14 does not exceed the permissible value.
  • FIG. 9 illustrated fifth embodiment of the method for pressure control 25 with in the FIGS. 7 and 8th illustrated fourth embodiment of the method for pressure control 25 in terms of structure and function match, the above description of which reference is made.
  • FIG. 10 illustrated sixth embodiment of the method for pressure control 25 differs from the in FIG. 9 illustrated fifth embodiment of the method for pressure control 25 characterized in that the speed setpoint 36 from a speed estimated value 74 and a speed correction value 52 composed.
  • the speed estimate 74 is determined as in Embodiments three and four.
  • the speed correction value 52 is determined by means of the shift detection algorithm 86 of the pressure control valve 82.
  • FIG. 10 illustrated sixth embodiment of the method for pressure control 25 with the in FIG. 9 illustrated fifth embodiment of the method for pressure control 25 with respect to structure and function match, the above description of which reference is made.

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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)
EP17165498.1A 2016-04-14 2017-04-07 Procédé de réglage d'une pression dans un carter de vilebrequin Withdrawn EP3236029A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016206287.5A DE102016206287A1 (de) 2016-04-14 2016-04-14 Verfahren zur Regelung eines Druckes in einem Kurbelgehäuse

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EP3236029A1 true EP3236029A1 (fr) 2017-10-25

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EP17165498.1A Withdrawn EP3236029A1 (fr) 2016-04-14 2017-04-07 Procédé de réglage d'une pression dans un carter de vilebrequin

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017222770A1 (de) * 2017-12-14 2019-06-19 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Kurbelgehäuseentlüftungseinrichtung eines Verbrennungsmotors für ein Kraftfahrzeug, sowie ein Verbrennungsmotor mit einer solchen Kurbelgehäuseentlüftungseinrichtung

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040112346A1 (en) * 2001-03-07 2004-06-17 Stephan Ahlborn Device for the ventilation of the crankcase of an internal combustion engine
DE102006024816A1 (de) 2006-05-29 2007-12-06 Mahle International Gmbh Einrichtung für die Entlüftung eines Kurbelgehäuses
EP2039896A2 (fr) * 2007-09-21 2009-03-25 MANN+HUMMEL GmbH Dispositif de séparation d'huile à partir d'un flux d'air
US20090223496A1 (en) * 2004-11-29 2009-09-10 Alfa Laval Corporate Ab Device for cleaning of crankcase gases
US20090255246A1 (en) * 2008-04-11 2009-10-15 Duqiang Wu Hydraulic system including open loop and closed loop valve control schemes
EP2166202A1 (fr) * 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air
US20140207360A1 (en) * 2013-01-18 2014-07-24 Serge V. Monros Microcontroller for pollution control system for an internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20103874U1 (de) * 2001-03-07 2002-07-11 Ing. Walter Hengst GmbH & Co. KG, 48147 Münster Einrichtung für die Be- und Entlüftung des Kurbelgehäuses einer Brennkraftmaschine
DE20318633U1 (de) * 2003-12-02 2005-04-14 Hengst Gmbh & Co.Kg Einrichtung für die Rück- oder Abführung und die Entölung des Kurbelgehäuse-Entlüftungsgases einer Brennkraftmaschine
JP4254847B2 (ja) * 2006-11-10 2009-04-15 トヨタ自動車株式会社 ブローバイガス処理装置
WO2012140734A1 (fr) * 2011-04-12 2012-10-18 トヨタ自動車株式会社 Dispositif de ventilation de carter

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040112346A1 (en) * 2001-03-07 2004-06-17 Stephan Ahlborn Device for the ventilation of the crankcase of an internal combustion engine
US20090223496A1 (en) * 2004-11-29 2009-09-10 Alfa Laval Corporate Ab Device for cleaning of crankcase gases
DE102006024816A1 (de) 2006-05-29 2007-12-06 Mahle International Gmbh Einrichtung für die Entlüftung eines Kurbelgehäuses
EP2039896A2 (fr) * 2007-09-21 2009-03-25 MANN+HUMMEL GmbH Dispositif de séparation d'huile à partir d'un flux d'air
US20090255246A1 (en) * 2008-04-11 2009-10-15 Duqiang Wu Hydraulic system including open loop and closed loop valve control schemes
EP2166202A1 (fr) * 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air
US20140207360A1 (en) * 2013-01-18 2014-07-24 Serge V. Monros Microcontroller for pollution control system for an internal combustion engine

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