EP3443207B1 - Procédé de régulation d'une pression dans un carter de vilebrequin - Google Patents

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

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Publication number
EP3443207B1
EP3443207B1 EP17710917.0A EP17710917A EP3443207B1 EP 3443207 B1 EP3443207 B1 EP 3443207B1 EP 17710917 A EP17710917 A EP 17710917A EP 3443207 B1 EP3443207 B1 EP 3443207B1
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EP
European Patent Office
Prior art keywords
pressure
crankcase
electric drive
rotational speed
determined
Prior art date
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Active
Application number
EP17710917.0A
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German (de)
English (en)
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EP3443207A1 (fr
Inventor
Volker Kirschner
Robert LEPPER
Thomas Riemay
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Mahle International GmbH
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Mahle International GmbH
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Publication of EP3443207A1 publication Critical patent/EP3443207A1/fr
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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
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • F01M2011/14—Indicating devices; Other safety devices for indicating the necessity to change the oil
    • F01M2011/1446—Indicating devices; Other safety devices for indicating the necessity to change the oil by considering 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
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter
    • 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
    • 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 regulating a pressure to a target pressure in a crankcase of an internal combustion engine with a crankcase ventilation device, the crankcase ventilation device being a suction line through which blow-by gas can be discharged from the crankcase, a pump device driven by an electric drive, and an oil mist separating device comprises, and wherein the pump device and the oil mist separator are arranged in the suction line.
  • the invention further relates to an internal combustion engine with a crankcase ventilation device, such a method being carried out.
  • the blow-by gases derived from the crankcase usually contain an oil mist, which must be separated in an oil mist separator if the oil loss through the crankcase ventilation device is to be minimized.
  • a certain differential pressure is used for the oil mist separator needed, which is given in non-supercharged internal combustion engines by the pressure difference between the crankcase and an intake tract of the internal combustion engine behind a throttle, in which a negative pressure usually prevails. This low pressure is insufficiently available in supercharged internal combustion engines.
  • Crankcase ventilation devices with additional pump devices are therefore known.
  • crankcase ventilation device with an additional pump device is known, for example.
  • the performance of the pump device must be regulated so that the pressure in the crankcase does not run out of the permitted limits. Therefore, a pressure measuring device is usually provided in the crankcase.
  • the DE20302824 U1 discloses another exemplary crankcase ventilation device with an additional pumping device.
  • the present invention is based on the object of providing an improved or at least another embodiment of a method for regulating a pressure to a target pressure in a crankcase, which is distinguished in particular by the fact that a pressure measuring device in the crankcase can be dispensed with.
  • the invention is based on the general idea of inferring the pressure in the crankcase from parameters of the electric drive which drives the pump device. As a result, the pressure in the crankcase can be kept in a specific target range without an additional pressure measurement in the crankcase. According to the invention it is therefore provided that a speed of the electric drive is regulated and / or controlled, that the speed of the electric drive as Control variable is used for regulating the pressure in the crankcase, and that at least one performance parameter of the electric drive is evaluated in order to infer the pressure in the crankcase.
  • the pressure in the crankcase has a strong influence on the work that the pumping device has to do, therefore the performance parameters of the electric drive can be used to draw conclusions about the pressure in the crankcase.
  • No pressure sensor in the crankcase is expressly required. It is not necessary to determine an absolute exact value of the pressure in the crankcase. For example, it is sufficient if the performance parameters of the electric drive identify whether the pressure in the crankcase is too high or too low.
  • a performance parameter of the electric drive is understood to mean a parameter which at least also determines the power output or received by the electric drive.
  • power parameters of the electric drive are a current supplied to the electric drive, preferably a time-averaged electric current, an electric voltage applied to the electric drive, preferably a time-averaged electric voltage, an electric power consumption of the electric drive, preferably a time-averaged electric power consumption, a speed of the electric drive and a torque of the electric drive.
  • An advantageous solution provides that a current actual value, which corresponds to a current supplied to the electric drive, is compared with a current setpoint and a speed correction value for the speed of the electric drive is determined if there is a discrepancy between the current actual value and the current setpoint. From the actual current value, which is required, to the speed of the electric drive keeping at a speed can be inferred from the pressure difference that the pump device has to overcome. If the pressure difference is small, the pump device has to do less than if the pressure difference is higher. The electrical power consumption of the electric drive also behaves accordingly. Therefore, from the comparison of the actual current value and a current setpoint, it can be recognized whether the speed of the electric drive has to be adjusted.
  • an actual current value is understood as a measured value of the current supplied to the electric drive.
  • the current setpoint corresponds to a value for the current supplied to the electric drive, which would be required to maintain the speed of the electric drive given the speed of the electric drive and a pressure in the crankcase corresponding to the target pressure.
  • a deviation of the actual current value from the current setpoint value can therefore be used to identify when the pressure in the crankcase does not correspond to the target pressure. In this way it can be decided that the speed of the electric drive must be adjusted in order to get the pressure in the crankcase back towards the target pressure.
  • a particularly advantageous solution provides that the current setpoint is determined from the characteristic curves of the electric drive and the pump device. In this way, a theoretical current setpoint can be determined, alternatively or additionally, the current setpoint can also be determined experimentally.
  • a favorable variant provides that a torque applied to the pump device by the electric drive is determined, that an actual speed value of the pump device, which corresponds to the speed of the pump device, it is determined that a pressure difference generated by the pump device and a volume flow flowing through the pump device are determined from the torque applied to the pump device and the actual speed value of the pump device, in particular with the aid of a characteristic curve of the pump device.
  • the pressure difference in the crankcase can be inferred from the pressure difference generated and the volume flow delivered, so that regulation of the pressure in the crankcase is possible.
  • An advantageous possibility provides that the actual current value which corresponds to a current supplied to the electric drive is taken into account when determining the torque generated by the electric drive, and that if a gear is present via which the electric drive is coupled to the pump device, a gear ratio is taken into account.
  • the actual current value is technically easy to measure, so that the actual current value can be used to easily infer the torque.
  • a further advantageous possibility provides that when determining the speed of the pump device, the speed of the pump device is measured on the pump device or that the speed of the electric drive is measured, wherein, if a transmission is present, via which the electric drive is coupled to the pump device , a gear ratio is taken into account.
  • Speed measurements can be carried out in a very simple manner.
  • the speed of the electric drive can also be read out, for example, from a control device of the electric drive.
  • a pressure drop at the oil mist separating device is determined from the volume flow, that from the pressure drop at the oil mist separating device and that of the Pump device generated pressure difference is closed on the pressure in the crankcase.
  • One end of the suction line is usually open to the intake tract, in which essentially the ambient pressure prevails.
  • a favorable solution provides that a control deviation for the pressure in the crankcase is determined, and that a speed correction value for the speed of the electric drive is determined on the basis of the control deviation for the pressure in the crankcase.
  • the speed of the electric drive determines the pumping capacity of the pump device and thus the volume flow of blow-by gas that is derived from the crankcase.
  • the speed correction value is preferably determined using a proportional-integral, proportional-differential or proportional-integral-differential control method (PI, PD or PID).
  • blow-by gas volume flow 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, that an estimated speed value is determined which is based on the blow generated by the internal combustion engine.
  • by-gas volume flow is determined so that the volume flow presumably conveyed by the pump device corresponds to the blow-by gas volume flow presumably generated by the internal combustion engine. This allows rough control of the speed of the electric drive.
  • the resulting pressure in the crankcase will be close to the desired target pressure.
  • the regulation ultimately serves Compensate for deviations that arise due to manufacturing tolerances, aging and wear.
  • a particularly favorable solution provides that the estimated speed value is determined from the blow-by gas volume flow taking into account the characteristics of the pump device and the oil mist separator.
  • the characteristic curve of the oil mist separator can be used to determine how large the pressure drop at the oil mist separator is for the given blow-by gas volume flow. If the pressure drop at the oil mist separator is known, it can be determined how large the pressure difference must be that is to be generated by the pump device. Together with the blow-by gas volume flow to be conveyed, the speed at which the pumping device would have to rotate can thus be determined.
  • the control system compensates for deviations between the real characteristics of the pumping device and the oil mist separator from the theoretical characteristics, which arise, for example, from aging and production tolerances. Furthermore, the control system compensates for deviations in the actual volume flow in the internal combustion engine, which can result from manufacturing tolerances and aging of the internal combustion engine.
  • An advantageous variant provides that a control device that controls and / or regulates the speed of the electric drive is supplied with a speed setpoint that includes a speed correction value. Due to the speed correction value, the pressure control can use the speed of the electric drive to regulate the pressure in the crankcase.
  • the speed setpoint is composed of the speed estimate and the speed correction value. Because the speed setpoint also includes the speed estimate, the previously described determination of the speed estimate allows the Regulation of the pressure can be accelerated, since the speed can be corrected by the speed estimate if the speed or the generated torque of the internal combustion engine change. As a result, the pressure in the crankcase can be regulated faster than would be possible using the regulation alone.
  • the crankcase ventilation device has a pressure control valve which is arranged in the suction line and which is recognized with the aid of a performance parameter of the electric drive when the pressure control valve switches, that the switching behavior of the pressure control valve is taken into account when determining the speed correction value.
  • a pressure control valve which is arranged in the suction line and which is recognized with the aid of a performance parameter of the electric drive when the pressure control valve switches, that the switching behavior of the pressure control valve is taken into account when determining the speed correction value.
  • the invention is further based on the general idea of an internal combustion engine having a crankcase ventilation device and a control device, which is designed such that it carries out a method according to the above description.
  • the advantages of the method described above are thus transferred to the internal combustion engine, to the above description of which reference is made in this respect.
  • the internal combustion engine 10 shown has a supercharger 12, in particular a turbocharger. Furthermore, the internal combustion engine 10 has a crankcase 14 in which blow-by gases 16 accumulate during the operation of the internal combustion engine 10. To blow-by gases 16 from 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 separating device 24, which is designed, for example, as an impactor. The pump device 22 and the oil mist separating device 24 are arranged in the suction line 20, so that the blow-by gases 16 discharged through the suction line 20 can be freed of oil mist and driven by the pump device 22.
  • a pressure 26 in the crankcase 14 of the internal combustion engine 10 should be in a certain range. Faults in the operation of internal combustion engine 10 can occur both when this range is exceeded and when it falls below.
  • a regulation 25 of the pressure 26 to a target pressure 27, hereinafter also referred to as pressure regulation 25, is therefore provided.
  • a first embodiment of the pressure control 25 is shown in FIGS Figures 1 to 3 shown.
  • the pump 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 Figure 2 is shown.
  • the speed control 30 has a conventional control scheme 32, for example a proportional-integral (PI), or proportional-differential (PD) or a proportional-integral-differential (PID) control scheme 32.
  • the speed control 30 of the electric drive 28 takes place as follows. First, an actual speed value 34 of the electric drive 28 is determined, which corresponds to the value of the speed of the electric drive 28.
  • the actual speed value 34 is preferably measured.
  • the actual speed value 34 is compared with a desired speed value 36, which as Input value for the speed control 30 is used.
  • a control deviation 38 is determined from the difference between the actual speed value 34 and the desired speed value 36.
  • a new value for a manipulated variable 40 is determined from the control deviation 38 with the aid of the control scheme 32 and is fed to a motor controller 42, which in turn controls the electric drive 28.
  • a motor controller 42 which in turn controls the electric drive 28.
  • pulse width modulation, an electrical voltage or the like can be used as manipulated variables 40.
  • the speed setpoint 36 serves as a manipulated variable 41.
  • the pressure control 25 takes place as follows.
  • a current setpoint 44 is determined on the basis of the present speed setpoint 36.
  • the current setpoint 44 corresponds to a current value that must typically be supplied to the electric drive in order to maintain the speed setpoint 36 under normal operating conditions of the internal combustion engine 10. This is based on the consideration that with a certain blow-by gas volume flow 46 that has to be discharged, a speed of rotation of the pump device 22 is sufficient to discharge this blow-by gas volume flow 46.
  • the current required to drive the pump device 22, that is to say the actual current value 48 should be constant. If the desired target pressure 27 is present in the crankcase 14, the current setpoint 44 should be set. If the pressure 26 in the crankcase 14 deviates from the target pressure 27, the current actual value 48 should also differ from the current setpoint 44.
  • the current setpoint 44 can be determined either from theoretical characteristic curves 45 of the electric drive 28, the pump device 22 and the oil mist separating device 24. As an alternative or in addition to this, the relationship between the speed setpoint 36 and the 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 in order to determine a new speed setpoint 36, which is fed to the speed control 30 of the electric drive 28.
  • the control loop is closed and pressure control 25 is achieved.
  • FIGS Fig. 1-3 First embodiment of the method for pressure control 25 shown, in that a pressure difference 51, which extends over the crankcase ventilation device 18, is estimated on the basis of performance parameters of the electric drive 28, in order to infer the pressure 26 in the crankcase 14 and thus to determine a control deviation 64.
  • a volume flow 58 conveyed by the pump device 22 can be estimated.
  • the pressure difference 51 applied via the crankcase ventilation device 18 can be concluded. Since the suction line 20 usually opens into a region of an intake tract of the internal combustion engine 10 in which ambient pressure prevails, the pressure 26 in the crankcase 14 can be inferred thereby. Thus, a determination 49 of the pressure 26 in the crankcase 14 is carried out with the help of performance parameters of the electric drive 28.
  • the pressure control 25 shown is determined to determine the control deviation 64, the determination 49 of the pressure 26 from the performance parameters of the electric drive 28 by comparison with the desired target pressure 27.
  • a target pressure difference 66 can also be specified, 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 namely a speed correction value 52, from which a new speed setpoint 36 is derived, is determined from the control deviation 64 with the aid of a conventional control scheme 68, which works, for example, according to a proportional-integral, proportional-differential or proportional-integral-differential method it is determined which of the speed control 30 of the electric drive 28 is supplied.
  • the change in the speed setpoint 36 finally also changes the speed actual value 34, as a result of which the volume flow 58 conveyed by the pump device 22 is adjusted, so that the pressure 26 in the crankcase 14 should change, in particular should approach the target pressure 27.
  • This controlled system 70 thus results in a new pressure 26 in the crankcase 14.
  • the third embodiment of the method for pressure control 25 shown differs from that in FIGS Figures 4 and 5 illustrated second embodiment of the method for pressure control 25 in that a determination 72 of a speed estimate 74 is made in order to accelerate the pressure control 25.
  • a determination 80 of a typical blow-by gas volume flow 46 can be made from a speed 76 of the internal combustion engine 10 and a torque 78 from the internal combustion engine 10. From the blow-by gas volume flow 46, with the aid of the characteristic curves 47 of the pump device 22 of the oil mist separating device 24 and the electric drive 28, the speed estimate 74 which would be necessary to promote the blow-by gas volume flow 46 can be determined.
  • the speed estimate 74 is fed 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 change in load of the internal combustion engine 10 occur and the associated pressure fluctuations in the crankcase 14 can be reduced.
  • the speed correction value 52 is determined analogously to the pressure control 25 as described in the second embodiment.
  • the speed setpoint 36 supplied to the speed control 30 is thus composed of a sum of the speed estimated value 74 and the speed correction value 52.
  • the fourth embodiment of the method for pressure control 25 shown differs from that in FIGS Figures 1 to 3 illustrated first embodiment of the method for pressure control 25 in that a pressure control valve 82 is used for pressure control 25 of the pressure 26, which is arranged in the suction line 20 between the crankcase 14 and the pump device 22.
  • a rotational speed estimate 74 is determined analogously to the third embodiment 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 estimate 74 is increased with an offset in order to be able to intercept deviations from the expected blow-by gas volume flow 46.
  • the pressure control valve 82 closes, the volume flow stops and the pressure difference that the pump device 22 has to overcome increases, so that the load increases. This would reduce the actual speed value 34 of the electric drive 28 if no speed control 30 is provided. If a speed control 30 is provided, the actual current value 48 thereby increases.
  • the pressure control valve 82 is opened, the effects are opposite, so that the opening of the pressure control valve 82 can also be recognized.
  • the pressure 26 in the crankcase 14 is preferably controlled in such a way that the speed of the electric drive 28 is used as the manipulated variable 41 by supplying a speed setpoint 36 to the speed control 30 of the electric drive 28.
  • the desired speed setpoint 36 is determined on the basis 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, this can ensure that the power of the electric drive 28 is not too high and therefore no unnecessary energy is wasted.
  • the speed setpoint 36 is preferably adjusted such that the pressure control 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 control valve 82 is greater than 50%, particularly preferably greater than 80%, the pressure control valve 82 being 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.
  • the sixth embodiment of the method for pressure control 25 shown differs from that in FIG Figure 9 fifth embodiment of the method for pressure control 25 shown in that the speed setpoint 36 is composed of a speed estimate 74 and a speed correction value 52.
  • the speed estimate 74 is determined as in embodiments three and four.
  • the speed correction value 52 is determined with the aid of the algorithm 86 for the detection of switching operations 84 of the pressure control valve 82.

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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)

Claims (11)

  1. Procédé de régulation d'une pression (26) à une pression cible (27) dans un carter de vilebrequin (14) d'un moteur à combustion interne (10) avec un dispositif de purge d'un carter de vilebrequin (18), dans lequel le dispositif de purge d'un carter de vilebrequin (18) comprend une conduite d'aspiration (20), par laquelle du gaz de soufflage (16) peut être évacué du carter de vilebrequin (14), un dispositif de pompage (22) entraîné par un entraînement électrique (28) et un dispositif de séparation de brouillard d'huile (24), et dans lequel le dispositif de pompage (22) et le dispositif de séparation de brouillard d'huile (24) sont agencés dans la conduite d'aspiration (20),
    caractérisé en ce
    - qu'une vitesse de rotation de l'entraînement électrique (28) est régulée et/ou commandée,
    - que la vitesse de rotation de l'entraînement électrique (28) est utilisée en tant que grandeur de réglage (41) pour la régulation (25) de la pression (26) dans le carter de vilebrequin (14), et
    - qu'au moins un paramètre de puissance de l'entraînement électrique (28) est évalué afin de conclure à la pression (26) dans le carter de vilebrequin (14).
  2. Procédé selon la revendication 1,
    caractérisé en ce
    qu'une valeur réelle de courant (48), qui correspond à un courant amené à l'entraînement électrique (28), est comparée avec une valeur de consigne de courant (44) et une valeur de correction de vitesse de rotation (52) pour la vitesse de rotation de l'entraînement électrique (28) est déterminée, lorsqu'il y a un écart entre la valeur réelle de courant (48) et la valeur de consigne de courant (44).
  3. Procédé selon la revendication 2,
    caractérisé en ce
    que la valeur de consigne de courant (44) correspond à une valeur pour le courant amené à l'entraînement électrique (28), qui serait nécessaire en cas de vitesse de rotation donnée de l'entraînement électrique (28) et une pression (26) dans le carter de vilebrequin (14), qui correspond à la pression cible (27), afin de maintenir la vitesse de rotation de l'entraînement électrique (28).
  4. Procédé selon la revendication 1,
    caractérisé en ce
    - qu'un couple (54) généré par l'entraînement électrique (28) appliqué au dispositif de pompage (22) est déterminé,
    - qu'une valeur réelle de vitesse de rotation (34) du dispositif de pompage (22), qui correspond à la vitesse de rotation du dispositif de pompage (22), est déterminée,
    - qu'une différence de pression (56) générée par le dispositif de pompage (22) et un débit volumique (58) circulant à travers le dispositif de pompage (22) sont déterminés à partir du couple (54) appliqué au dispositif de pompage (22) et de la valeur réelle de vitesse de rotation (34) du dispositif de pompage (22), en particulier à l'aide d'une ligne caractéristique (47) du dispositif de pompage (22).
  5. Procédé selon la revendication 4,
    caractérisé en ce
    - qu'une chute de pression (62) au niveau du dispositif de séparation de brouillard d'huile (24) est déterminée à partir du débit volumique (58),
    - que la pression (26) dans le carter de vilebrequin (14) est déduite de la chute de pression (62) au niveau du dispositif de séparation de brouillard d'huile (24) et de la différence de pression (56) générée par le dispositif de pompage (22).
  6. Procédé selon la revendication 4 ou 5,
    caractérisé en ce
    qu'un écart de régulation (64) pour la pression (26) dans le carter de vilebrequin (14) est déterminé,
    qu'une valeur de correction de vitesse de rotation (52) pour la vitesse de rotation de l'entraînement électrique (28) est déterminée à l'aide de l'écart de régulation (64) pour la pression (26) dans le carter de vilebrequin (14).
  7. Procédé selon l'une quelconque des revendications 4 à 6,
    caractérisé en ce
    - qu'un débit volumique de gaz de soufflage (46) généré probablement par le moteur à combustion interne (10) est déterminé à partir d'une vitesse de rotation (76) du moteur à combustion interne (10) et d'un couple (78) généré par le moteur à combustion interne (10),
    - qu'une valeur estimée de vitesse de rotation (74) est déterminée, qui est déterminée à l'aide du débit volumique de gaz de soufflage (46) généré probablement par le moteur à combustion interne (10), de sorte que le débit volumique (58) acheminé probablement par le dispositif de pompage (22) coïncide avec le débit volumique de gaz de soufflage (46) généré probablement par le moteur à combustion interne (10).
  8. Procédé selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce
    qu'une valeur de consigne de vitesse de rotation (36), qui comprend une valeur de correction de vitesse de rotation (52), est amenée à un dispositif de commande, lequel commande et/ou régule la vitesse de rotation de l'entraînement électrique (28).
  9. Procédé selon la revendication 7 et 8,
    caractérisé en ce
    que la valeur de consigne de vitesse de rotation (36) se compose de la valeur estimée de vitesse de rotation (74) et de la valeur de correction de vitesse de rotation (52).
  10. Procédé selon la revendication 8 ou 9,
    caractérisé en ce
    - que le dispositif de purge d'un carter de vilebrequin (18) présente une soupape de réglage de pression (82), qui est agencée dans la conduite d'aspiration (20),
    - qu'il est déterminé, à l'aide d'un paramètre de puissance de l'entraînement électrique (28), à quel moment la soupape de réglage de pression (82) commute,
    - que le comportement de commutation (84) de la soupape de réglage de pression (82) est pris en compte lors d'une détermination de la valeur de correction de vitesse de rotation (52).
  11. Moteur à combustion interne avec un dispositif de purge d'un carter de vilebrequin (18) et un dispositif de commande, qui est réalisé de sorte qu'il effectue un procédé selon l'une quelconque des revendications 1 à 10.
EP17710917.0A 2016-04-14 2017-03-15 Procédé de régulation d'une pression dans un carter de vilebrequin Active EP3443207B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016206285.9A DE102016206285A1 (de) 2016-04-14 2016-04-14 Verfahren zur Regelung eines Druckes in einem Kurbelgehäuse
PCT/EP2017/056105 WO2017178183A1 (fr) 2016-04-14 2017-03-15 Procédé de régulation d'une pression dans un carter de vilebrequin

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EP3443207B1 true EP3443207B1 (fr) 2020-05-06

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EP (1) EP3443207B1 (fr)
JP (1) JP6533347B2 (fr)
CN (1) CN109072738B (fr)
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WO (1) WO2017178183A1 (fr)

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EP3388644A1 (fr) * 2017-04-13 2018-10-17 Volvo Truck Corporation Procédé permettant de commander la pression de l'huile d'une pompe à huile dans un moteur à combustion et sur un agencement de pression d'huile
CN107882613B (zh) * 2017-12-05 2019-11-01 广西玉柴机器股份有限公司 降低发动机机油消耗及颗粒排放的装置
CN114060122B (zh) * 2020-08-07 2022-10-18 广州汽车集团股份有限公司 发动机曲轴箱强制通风系统、发动机及汽车
CN112282894B (zh) * 2020-09-24 2021-12-21 潍柴动力股份有限公司 保持曲轴箱负压的控制方法、装置及系统
DE102021003332A1 (de) 2021-06-28 2022-12-29 Daimler Truck AG Verfahren zum Entlüften eines Kurbelgehäuses einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs

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DE20103874U1 (de) * 2001-03-07 2002-07-11 Hengst Walter Gmbh & Co Kg Einrichtung für die Be- und Entlüftung des Kurbelgehäuses einer Brennkraftmaschine
SE522473C2 (sv) * 2002-06-20 2004-02-10 Alfa Laval Corp Ab Ett sätt och en anordning för rening av vevhusgas
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Publication number Publication date
DE102016206285A1 (de) 2017-10-19
JP6533347B2 (ja) 2019-06-19
EP3443207A1 (fr) 2019-02-20
JP2019510923A (ja) 2019-04-18
US10544718B2 (en) 2020-01-28
CN109072738A (zh) 2018-12-21
CN109072738B (zh) 2019-11-19
WO2017178183A1 (fr) 2017-10-19
US20190211721A1 (en) 2019-07-11

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