EP3453851A1 - Moteur à combustion - Google Patents

Moteur à combustion Download PDF

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Publication number
EP3453851A1
EP3453851A1 EP17190464.2A EP17190464A EP3453851A1 EP 3453851 A1 EP3453851 A1 EP 3453851A1 EP 17190464 A EP17190464 A EP 17190464A EP 3453851 A1 EP3453851 A1 EP 3453851A1
Authority
EP
European Patent Office
Prior art keywords
blow
crankcase
combustion engine
internal combustion
oil mist
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Withdrawn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
EP17190464.2A
Other languages
German (de)
English (en)
Inventor
Friedrich Gruber
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.)
IFT GmbH
Original Assignee
IFT 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 IFT GmbH filed Critical IFT GmbH
Priority to EP17190464.2A priority Critical patent/EP3453851A1/fr
Publication of EP3453851A1 publication Critical patent/EP3453851A1/fr
Withdrawn legal-status Critical Current

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    • 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
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/028—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of positive 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
    • F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0472—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil using heating means

Definitions

  • the present invention relates to a reciprocating internal combustion engine, comprising a crankcase, a blow-by oil mist separator having an inlet and an outlet, a pressure increasing means having an input and an output and an intake manifold with an air filter, which is connected to the crankcase, wherein the crankcase a Blow-by-outlet, which is connected to the inlet of the blow-by oil mist separator. Furthermore, the invention relates to a crankcase ventilation device for a reciprocating internal combustion engine. Finally, the invention relates to a method for venting the crankcase of a reciprocating internal combustion engine, wherein the reciprocating internal combustion engine comprises a crankcase, a blow-by oil mist separator and an intake manifold with an air filter.
  • blow-by gas is composed of fresh charge (about 70%), exhaust gas (about 30%) and oil in mist form (about 300 to 400 mg / m 3 ).
  • blow-by gas To avoid a pressure increase in the crankcase, the blow-by gas must be led out of the reciprocating internal combustion engine again. Environmental reasons do not allow direct ventilation into the environment, so filtering the blow-by gases is required. For energy considerations, it has also gone over to the fact that the blow-by gas is fed back to the reciprocating internal combustion engine by returning to the intake tract, so that the hydrocarbons contained therein can be burned together with the engine fuel.
  • the oil mist Before introducing the blow-by gas into the intake manifold, the oil mist must be filtered out to avoid contamination of the intake manifold, including the compressors, intercooler and intake valves. An unfiltered return of the blow-by gas also leads to an increased build-up of deposits in the combustion chambers of the internal combustion engine. Particularly in modern high-performance combustion engines, an almost complete removal of the oil mist before returning to the intake tract is important, since even minor changes to the surfaces through Deposits or contamination can cause significant damage in terms of performance and efficiency.
  • the residual oil content in the filtered blow-by gas must be significantly reduced, currently from about 300 to 400 mg / m 3 in the unfiltered state to not more than, for example, 0.5 mg / m 3 .
  • crankcase ventilation systems are often designed so that the blow-by gas is discharged from the crankcase at a suitable location and fed via a connecting line to the oil mist separator or the blow-by filter.
  • the cleaned blow-by gas is returned via a pressure control device in the intake pipe of the internal combustion engine.
  • This pressure control device may for example consist of a conventional pressure regulator, the control membrane is applied to one side with the Kubelgekor and on the other side with the ambient pressure.
  • a support fan is often integrated into the crankcase ventilation system, which compensates for the pressure drop across the blow-by oil mist separator and realizes a vacuum in the crankcase.
  • Object of the present invention is therefore to provide an internal combustion engine of the type mentioned, in which the oil content in the blow-by gas can be effectively and easily reduced.
  • a crankcase ventilation device for a reciprocating internal combustion engine of the type mentioned characterized by a blow-by oil mist separator having an inlet which is connectable to the outlet of a crankcase and having an outlet which is connected to the input of a pressure booster, wherein the outlet has a first conduit and a second conduit, wherein the first conduit is connectable to the crankcase and / or connected to the inlet.
  • the object is achieved by a method for venting the crankcase of a reciprocating internal combustion engine, wherein the reciprocating internal combustion engine comprises a crankcase, a blow-by oil mist separator and an intake manifold with an air filter, wherein blow-by gas from the crankcase in the blow-by oil mist separator is filtered, characterized in that from the blow-by oil mist separator escaping gas is compressed and is partially returned to the blow-by oil mist separator.
  • the blow-by oil mist separator is an oil filter or other device for separating oil from the blow-by gas stream or a combination it.
  • the proposed solution according to the invention aims to achieve the stated objectives in a very simple and reliable manner and also to provide a method of reducing the oil mist content in the crankcase by rapidly discharging the oil mist and purging the crankcase. This has the advantage of increasing safety against crankcase explosions while reducing oil aging due to exposure of the oil droplets in a reactive environment.
  • crankcase ventilation device for a reciprocating internal combustion engine a reciprocating internal combustion engine and a method are proposed according to the invention, in which a part of the crankcase gas after the discharge from the crankcase and after passing the blow-by oil mist separator back into the blow-by oil mist be, preferably indirectly, by the gas is first passed into the crankcase and then only in the blow-by oil mist separator.
  • a variant embodiment provides that the first line between the outlet of the pressure booster and the inlet of the blow-by oil separator is not directly connected to the inlet of the blow-by oil separator, but that an indirect connection is provided.
  • the preferred embodiment then provides that the first line from the output of the pressure increasing device to the inlet of the blow-by oil secondary separator comprises a device (such as the crankcase).
  • the preferred embodiment then provides that the first line leads from the outlet of the pressure increasing device first to the crankcase and then to the inlet of the blow-by oil secondary separator.
  • the first line from the output of the pressure increasing device comprises a branch, which opens directly into the inlet of the pressure increasing device.
  • the first line is in two parts and connected on the one hand to the inlet of the blow-by oil secondary separator (either directly or indirectly via the crankcase) and on the other hand to the input of the pressure booster.
  • the second line between the output of the pressure increasing device comprises a fluid-conducting connection from the output of the pressure increasing device to the intake.
  • the preferred embodiment provides that the first line to the crankcase and the second line is connected to the intake.
  • a tempering device can be provided in the flow direction after the blow-by oil mist separator. This is preferably a cooling device. It can thus be cooled down the blow-by gas downstream of the blow-by oil mist separator.
  • the tempering device can be arranged in the first line to the crankcase.
  • the tempering device is preferably arranged in the fluid-conducting connection to the crankcase.
  • the output of the pressure-increasing device is connected to a throttle element which is connected to the input of the pressure-increasing device. This allows a pressure control.
  • a throttle body is arranged in the line connection between the output of the pressure booster and the inlet of the blow-by oil secondary separator.
  • This pressure increasing device is thus provided in the flow direction after the blow-by oil mist separator.
  • This is preferably a support fan, which optimizes the circulation described above.
  • This blow-by share forms a kind of circuit, which serves primarily to minimize the oil mist content in the crankcase and the residence time of the oil droplets in the crankcase to a minimum. From this cycle, that blow-by amount that is during the Engine operation is initiated in the intake of the reciprocating internal combustion engine.
  • the filtered blow-by gas is largely cleaned after discharge from the combustion chamber by means of a blow-by oil mist separator from the oil mist and directed by a pressure booster guided to a branch point, where a division into a part, which is returned to the crankcase, and another part which is introduced into the intake system of the engine and thus supplied to the combustion process. Part of the filtered air can also be secreted into the environment.
  • connection of the outlet of the blow-by ⁇ lnebelabscheiders with the intake manifold opens into the air inlet of the air filter and that in front of the filter medium.
  • a branch point is provided after the outlet from the blow-by oil mist separator. At this takes place a division into a part of the filtered blow-by gas, which is returned to the crankcase and in a part which is passed into the exhaust tract of the internal combustion engine or in the environment.
  • the proportion of the amount of blow-by gas, which is returned to the crankcase and thus constitutes a circulation at least 50% of the amount that is introduced into the intake, preferably in front of the filter medium of the air filter.
  • a throttle element is arranged in the fluid-conducting connection to the crankcase and / or in the fluid-conducting connection to the intake tract.
  • a throttle body through which the pressure in the crankcase can be set or adjusted to an overpressure to the environment.
  • Drosselogan can also in the wiring between the branch point and the discharge point of the recirculating blow-by amount in the crankcase a Drosselogan be used, by which the pressure in the crankcase can be set or adjusted to a negative pressure relative to the environment.
  • blow-by outlet from the crankcase and the junction of the fluid-conducting connection in the crankcase facing each other substantially diametrically.
  • the location of the discharge of the blow-by gas from the crankcase and the point of introduction of the recirculated part of the blow-by gas should be as diametrically opposed as possible, so that a complete flushing of the crankcase by the recirculating blow-by gas flow, ideally parallel to the axis of the crankshaft, can take place.
  • Fig. 1 1 schematically shows an arrangement of a reciprocating internal combustion engine with a crankcase ventilation system according to the prior art.
  • a crankcase 1 a blow-by oil mist separator 3 having an inlet 21 and an outlet 22 and an intake tract 23 with an air filter 7 connected to the crankcase 1.
  • the blow-by gas is led out of the crankcase 1 at a suitable point 2 and fed to the blow-by oil mist separator 3.
  • the blow-by gas enters the suction line of the intake 23, at a point 6 after the air filter 7.
  • the control line of the Pressure regulator 5 is connected to the crankcase 1 or at a location of the connecting line between the crankcase 1 and blow-by oil mist separator 3. All blow-by gas produced during engine operation is returned to the intake manifold of the engine via this arrangement.
  • FIG. 2 an inventive reciprocating internal combustion engine is shown on an embodiment. Visible are a crankcase 1, a blow-by oil mist separator 3 with an inlet 21 and an outlet 22 and an intake tract 23 with an air filter 7, which is connected to the crankcase 1.
  • the flow directions are marked in the individual lines with arrows.
  • Blow-by gas exits the crankcase 1 of the reciprocating internal combustion engine at the blow-by outlet 2 and is supplied to the blow-by oil mist separator 3 via the inlet 21.
  • the filtered blow-by gas is passed into a pressure increasing device 4 in the form of a blower, which is arranged downstream of the blow-by oil mist separator 3 in the flow direction.
  • a common line to a branching point 9 is initially provided by the output 42 of the pressure booster 4. From branch point 9, the common line is split into first line 25 and second line 24. The first line 25 leads back to the throttle device 14 and then to the inlet 21 of the blow-by oil mist separator 3.
  • the second line 24 leads from the branch point either to an inlet point 11 in the intake tract 23 (line a) or into the environment (line b).
  • a combination of return in the intake system (line a) and in the environment (line b) would be conceivable, but not very effective.
  • part of the filtered blow-by gas is fed back to the blow-by oil mist separator 3 and part of the filtered blow-by gas either to the intake tract 11 or into the environment.
  • the introduction of the second conduit 24 may occur at the inlet 11 of the air filter 7 (preferred embodiment) or thereafter (as in FIG Fig. 1 ) respectively.
  • Fig. 3 to 8 show embodiments that are connected to the Fig. 2 are ajar so that the individual components have the same name and the same reference numerals. It is therefore omitted to describe the individual components each time again and reference is made to the description of the respective previous figures.
  • FIG. 3 the method proposed according to the invention is shown on an exemplary embodiment of a reciprocating internal combustion engine according to the invention.
  • a crankcase 1 a blow-by oil mist separator 3 with an inlet 21 and an outlet 22 and an intake tract 23 with an air filter 7, which is connected to the crankcase 1, can be seen.
  • the flow directions in the individual lines are marked with arrows.
  • the blow-by gas is discharged at the blow-by outlet 2 at one point from the crankcase 1 of the reciprocating internal combustion engine and fed to the blow-by oil mist separator 3 via the inlet 21.
  • the blow-by oil mist separator 3 is downstream of a pressure increasing device 4 in the flow direction in the form of a blower. From the blow-by oil mist separator 3, the filtered blow-by gas is passed to the pressure increasing device 4, where a corresponding increase in pressure compensates the flow resistance in the pipe system including the oil mist separator 3 and thus maintains the circulation.
  • the blow-by gas from the blower 4 is passed to the branching point 9 where a part at a point, the mouth 10, is returned to the crankcase 1 and the amount that arises as a blow-by gas during engine operation, at a location, the inlet 11, is introduced into the intake tract 23 of the reciprocating internal combustion engine. From the branching point 9, therefore, the first line 25 leads directly to the crankcase 1. The second line leads from the branching point 9 to the inlet tract 23.
  • the discharge of the blow-by gas at the blow-by outlet 2 and the mouth 10 of the re-introduction into the crankcase 1 are preferably arranged at the opposite ends of the crankcase 1, so that a flow is formed parallel to the crankshaft axis and thus a maximum degree of flushing the blow-by gas is achieved.
  • crankcase 1 instead of depending on a body for blow-by outlet 2 and mouth 10 for the discharge and introduction of the blow-by gas on the crankcase 1 can each be to increase the efficiency of the rinsing process several points 2, 10 for the discharge or initiation be provided.
  • the pressure in the crankcase 1 substantially corresponds, neglecting the flow resistance in the connecting lines, the pressure at the inlet 11 of the introduction of the excess blow-by amount in the intake system 23rd
  • Fig. 4 to 8 show modifications of the embodiment of Fig. 2 and 3 .
  • Fig. 4 is a modification of the example of Fig. 3 illustrated in which by way of example a tempering device 12 is provided in the form of a cooler in front of the mouth 10 in the crankcase 1. From the branching point 9, therefore, the first line 25 does not lead directly but first via the tempering device 12 in the form of a cooler to the crankcase 1.
  • the second line 24 leads from the branching point 9 to the inlet tract 23.
  • the radiator 12 is in the first line 25 between the branch 9 and the mouth 10 used.
  • the method described and the reciprocating internal combustion engine can be expanded in such a way that the proportion of the blow-by gas, which is returned to the crankcase 1, is cooled before being introduced into the crankcase 1. Since the oil aging is very temperature dependent, the degradation of the oil can be reduced accordingly and the oil life can be extended.
  • crankcase pressure can be met for very different requirements with very high precision.
  • the crankcase pressure can be met for very different requirements with very high precision.
  • the adaptation to special requirements very simple and accurate.
  • Fig. 5 is an example of a reciprocating internal combustion engine according to Fig. 4 shown with an additional throttle body 13 in the second conduit 24, with which a defined pressure in the crankcase 1 can be achieved.
  • the throttle body 13 is inserted between the branching point 9 and the inlet 11.
  • the blow-by quantity produced by the reciprocating internal combustion engine must flow through this throttle body 13 and, depending on the position of the throttle body 13, a corresponding pressure builds up in front of the throttle body 13 and thus in the crankcase 1.
  • Fig. 6 is a modification of a reciprocating internal combustion engine of Fig. 5 shown, with which a defined negative pressure in the crankcase 1 can be adjusted.
  • the throttle body 14 is inserted into the first connection line 25 between the branch 9 and the mouth 10 and not in the second line 24 as in Fig. 5 , By the Suction of the blower 4 can be realized via the throttle body 14, a corresponding negative pressure in the crankcase 1.
  • the Fig. 7 shows a variant with a branch in the first line 25.
  • the branch leads a portion of the first line 25 'via a throttle body 14 to the mouth 10 of the crankcase 1.
  • a portion of the first line 25 "leads directly to the inlet 21 of the blow-by Oil mist separator 3.
  • the first line 25 is thus here in two parts with two branches 25 ', 25 ".
  • the second line 24 may be in two parts, here indicated with the branches a and b.
  • part of the filtered blow-by gas is led both directly, ie directly into the inlet 21 of the blow-by oil mist separator 3, as well as indirectly via the crankcase 1 to the blow-by oil mist separator 3.
  • the Fig. 8 shows a further embodiment, which is a modification of the example of Fig. 7 represents.
  • part of the filtered blow-by gas is passed indirectly via the crankcase 1 to the blow-by oil mist separator 3.
  • a portion of the filtered blow-by gas is returned to the compressor 4 again.
  • the first line 25 divides into two branches 25 ', 25''' on.

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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)
EP17190464.2A 2017-09-11 2017-09-11 Moteur à combustion Withdrawn EP3453851A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP17190464.2A EP3453851A1 (fr) 2017-09-11 2017-09-11 Moteur à combustion

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17190464.2A EP3453851A1 (fr) 2017-09-11 2017-09-11 Moteur à combustion

Publications (1)

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EP3453851A1 true EP3453851A1 (fr) 2019-03-13

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EP17190464.2A Withdrawn EP3453851A1 (fr) 2017-09-11 2017-09-11 Moteur à combustion

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20302824U1 (de) * 2003-02-21 2004-07-08 Hengst Gmbh & Co.Kg Ölabscheider für die Reinigung von Ölnebel enthaltendem Kurbelgehäuseentlüftungsgas einer Brennkraftmaschine
DE10323265A1 (de) * 2003-05-23 2004-12-16 Mahle Filtersysteme Gmbh Entfeuchtungsverfahren für ein Kurbelgehäuse und zugehörige Vorrichtung
EP2166202A1 (fr) * 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20302824U1 (de) * 2003-02-21 2004-07-08 Hengst Gmbh & Co.Kg Ölabscheider für die Reinigung von Ölnebel enthaltendem Kurbelgehäuseentlüftungsgas einer Brennkraftmaschine
DE10323265A1 (de) * 2003-05-23 2004-12-16 Mahle Filtersysteme Gmbh Entfeuchtungsverfahren für ein Kurbelgehäuse und zugehörige Vorrichtung
EP2166202A1 (fr) * 2008-09-19 2010-03-24 Mann+Hummel Gmbh Dispositif de séparation d'huile à partir d'un flux d'air

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