EP3523514A1 - Vorrichtung zur entlüftung eines kurbelgehäuses einer verbrennungskraftmaschine - Google Patents
Vorrichtung zur entlüftung eines kurbelgehäuses einer verbrennungskraftmaschineInfo
- Publication number
- EP3523514A1 EP3523514A1 EP17758849.8A EP17758849A EP3523514A1 EP 3523514 A1 EP3523514 A1 EP 3523514A1 EP 17758849 A EP17758849 A EP 17758849A EP 3523514 A1 EP3523514 A1 EP 3523514A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- crankcase
- combustion engine
- line
- crankcase ventilation
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 84
- 238000009423 ventilation Methods 0.000 title claims abstract description 64
- 239000000463 material Substances 0.000 claims description 7
- 238000011144 upstream manufacturing Methods 0.000 claims description 6
- 239000007789 gas Substances 0.000 description 36
- 238000005266 casting Methods 0.000 description 4
- 238000001816 cooling Methods 0.000 description 3
- 238000013022 venting Methods 0.000 description 3
- 238000003745 diagnosis Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000008439 repair process Effects 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035699 permeability Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
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
- F01M11/02—Arrangements of lubricant conduits
-
- 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
-
- 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
- F01M2013/0038—Layout of crankcase breathing systems
-
- 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
- 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
Definitions
- the invention relates to a device for venting a crankcase of an internal combustion engine, in particular a crankcase ventilation line.
- crankcase gas In internal combustion engines - especially those for motor vehicles, with pistons or cylinders - can collect gas in a crankcase.
- crankcase gas This is usually done by the crankcase gas from a combustion chamber (or the cylinder) passes through a gap past a piston in the interior of the crankcase.
- crankcase gas is often referred to as "blow-by gas.” It does not undergo exhaust gas purification before it enters the crankcase, and it often contains a high proportion of unburned or incompletely combusted components, therefore the crankcase gas from the crankcase should not flow into the crankcase However, the crankcase gas should be let out of the (usually airtight) crankcase in order to avoid pressure build-up in the crankcase, in particular avoiding pressure build-up in order to avoid damage to the components of an internal combustion engine and its attachments especially applies to seals.
- crankcase ventilation Internal combustion engines are known in which the crankcase gas is taken from the crankcase and supplied to the combustion chambers again, so that it can be supplied to an exhaust system after renewed combustion in the combustion chambers for exhaust aftertreatment (eg by means of a catalytic converter). This concept is often required by law in internal combustion engines and is called "crankcase ventilation”.
- crankcase lines the z. B. may consist of rubber.
- Such lines have the disadvantage that leaked from this crankcase gas can escape. In particular, due to legal requirements and / or environmental reasons, this is disadvantageous.
- a diagnosis of the tightness of the crankcase ventilation lines either not possible or only with great effort to realize (possibly via additional sensors). Even if a leak is detected, it is not excluded in such systems that the internal combustion engine continues to operate with the leak at least temporarily.
- an internal combustion engine is to be presented, in which the risk of leakage, via which crankcase gas can escape into the environment, is greatly reduced and possibly even precluded, so that expensive diagnostics can be dispensed with.
- This object is achieved with an internal combustion engine according to the features of claim 1. Further advantageous embodiments of the combustion engine are given in the dependent formulated claims. The features listed individually in the claims can be combined with each other in any technologically meaningful manner and can be supplemented by explanatory facts from the description, with further embodiments of the invention being shown.
- the device according to the invention is an internal combustion engine comprising an engine block and a cylinder head.
- an internal combustion engine comprising an engine block and a cylinder head.
- at least one crankcase and at least one cylinder is arranged, which is connected to at least one suction line.
- the crankcase is over a crankcase ventilation line connected to the at least one suction line.
- the crankcase ventilation line is arranged at least predominantly within the internal combustion engine, in particular within the engine block and / or within the cylinder head.
- the internal combustion engine may be, for example, a combustion engine for a motor vehicle.
- the cylinder or cylinders form the combustion chamber / combustion chambers of the internal combustion engine, in which fuel can be burned with air.
- the engine block surrounds the cylinders.
- the engine block is realized as a casting.
- the cylinder head closes the engine block.
- the internal combustion engine has a cylinder head, which is preferably also realized as a casting.
- the engine block and the cylinder head are firmly connected.
- the at least one cylinder is arranged inside the engine block and closed on one side by the cylinder head.
- the crankcase forms a space bounded by the engine block and / or the cylinder head.
- the crankcase forms a cavity within the engine block and / or within the cylinder head in which crankcase gas may accumulate.
- the at least one cylinder is supplied with air.
- the at least one intake pipe can be designed, for example, as a pipe between the surroundings of the motor vehicle and the at least one cylinder.
- at least one of the following components is arranged in the at least one intake line:
- crankcase ventilation line is provided. This is preferably to the crankcase, in which the Crankcase gases can collect, tethered. Furthermore, the crankcase ventilation line is preferably connected to the intake line such that the crankcase gases are sucked into the intake line due to a negative pressure prevailing in the intake line.
- crankcase ventilation line is preferably connected to a position of the intake line, at which a lower pressure in the intake line (at least at times)
- the crankcase ventilation line is preferably designed such that, depending on the operating state, the crankcase gas can be supplied to a different location of the intake line be provided by a plurality of branched crankcase ventilation lines or branches on the Kurbelgephinusentlcommunungs effet, which can be controlled by valves or flaps such that, depending on the operating condition of the internal combustion engine, one for the sen operating state provided flow path for the crankcase gas between the crankcase and the intake passage is released.
- crankcase ventilation line is arranged at least predominantly within the engine block inside the cylinder head.
- crankcase ventilation line in the engine block or in the cylinder head is preferably implemented such that no gas can escape into the environment from the crankcase ventilation line.
- the crankcase ventilation takes place exclusively within the engine block or within the cylinder head, so that the crankcase gas from the crankcase taken without the engine block and the cylinder head can be passed through the crankcase ventilation line in a arranged within the crankcase portion of the intake manifold. In this way it can be ensured that the crankcase gas can not escape into the environment.
- the percentages refer to the length of the crankcase breather line measured along the course of the crankcase breather line. The percentages indicate the proportion of the part of the crankcase ventilation line that is arranged inside the engine block or the cylinder head on the entire crankcase ventilation line (which can consist of several branches).
- the internal combustion engine further comprises a compressor for compressing air in the intake passage, wherein the crankcase ventilation passage is branched and connected to at least a first connection point on the intake line downstream of the compressor and branches off at a branch point, a line branch, the at least one second connection point is connected upstream of the compressor.
- connection between the crankcase ventilation duct and the intake duct is arranged at the inlet to a compressor for compressing the intake air.
- the introduction of the crankcase gas into the compressor inlet is an integral part of the compressor, regardless of which type of charging device of the compressor is realized (whether turbocharger or compressor).
- a connection of the crankcase ventilation line of the suction line tion at the discharge point is not solvable or integral part of the assembly of the internal combustion engine. The same applies to a connection of the crankcase ventilation line and the crankcase (at an outlet of the crankcase from the engine). This connection is also not solvable or a fixed component of the assembly.
- the compressor may be, for example, an exhaust gas turbocharger.
- an internal combustion engine with compressor can be distinguished between charged operation (in which the compressor with the air in the intake line is compressed, so that the air is pressed into the cylinder or in the cylinder) and suction (where no compression takes place and the air is sucked into or into the cylinder).
- a negative pressure that is, a lower pressure than in the crankcase
- crankcase ventilation passage which is connected to the intake area of the cylinders.
- crankcase ventilation line that is connected to the at least one first connection point on the intake line downstream of the compressor.
- downstream is downstream in the (usually present) flow direction, so here the at least one first connection point is arranged between the compressor and the cylinder or the cylinders.
- crankcase ventilation takes place in the charged operation preferably via the line branch, which is connected to the at least one second connection point upstream of the compressor.
- a negative pressure ie a lower pressure than in the crankcase
- This is in particular due to the fact that the compressor to the air to be compressed sucks and thereby generates the negative pressure upstream.
- this negative pressure is lower than the then existing negative pressure at the first suction point downstream of the compressor. Therefore, a branch of the crankcase ventilation line is advantageous, which allows a temporary suction at the first suction point and a temporary suction at the second suction point.
- the crankcase ventilation can preferably take place via one or both branches of the crankcase ventilation line.
- a valve (flap) or switch is preferably provided, in particular at the branch point. It is possible that the valve itself represents the branch point.
- the valve can be passive or switchable. A passive valve is brought to the desired position directly by the pressure differences that occur at the various suction points. An active valve is actively (electronically, if necessary) activated in order to establish a connection to the desired intake point.
- a plurality of cylinders is provided. At least one first connection point is provided for each of the cylinders.
- the suction line is branched such that it is individually connected via a corresponding branch to the respective intake region of each cylinder.
- the respective first connection point of a cylinder is preferably arranged in the corresponding branch of the suction line. This allows the crankcase gas to be evenly distributed to all cylinders. This applies in any case in the suction operation of the internal combustion engine, in which the crankcase ventilation takes place via the first connection points.
- the line branch is arranged partially outside the internal combustion engine and connected to the intake line via a non-detachable connection at the first connection point.
- the line branch is not located inside the engine block and not inside the cylinder head From the construction of the internal combustion engine it can be seen that the intake line is arranged such that the line branch is at least partly outside This applies in particular if a compressor is not formed directly on the engine block or on the cylinder head.
- This external part of the line branch is preferably kept as short as possible.
- at least the outer part of the line branch is made of a material and in such a way (in particular with respect to a material thickness of a conduit wall) that a tightness is ensured over an entire life cycle of the motor vehicle,
- the material of the outer part of the lead Gsabzweigs is selected such that this shows the least possible aging phenomena, in particular with respect to material properties that are relevant to the tightness of a line (porosity, stiffness, bendability, brittleness, permeability to gas, etc.).
- the outer part of the line branch can be formed from a combination of a plurality of coaxially arranged lines which, in their entirety, particularly reliably prevent the escape of gas from the interior of the line branch.
- this power take-off is also not individually solvable, possibly cohesively connected to the arranged inside the internal combustion engine parts of the crankcase ventilation s effet.
- a non-detachable connection is to be understood in the present sense that in case of repair measures, the bond between the charging member and the engine-internal crankcase ventilation line inevitably takes place.
- the non-detachable connection is preferably also to be understood as meaning a connection which can not be released without damaging a component, in particular the crankcase ventilation line, the intake line and an optionally arranged connecting part therebetween.
- the non-detachable connection is preferably designed such that it can not be solved over the entire life cycle of the motor vehicle and also does not need to be solved.
- the internal combustion engine is constructed in such a way that all possible repairs (including, for example, the removal and installation of components) can be carried out without obstructing the existence of the non-detachable connection.
- the line branch is arranged at most 25% outside the crankcase.
- a proportion of the line branch outside the crankcase is designed to be as short as technically possible.
- Said condition refers to a length of the line branch, which is measured along the course of the line branch.
- the line branch is arranged even at most 5% outside the crankcase.
- the outside the engine block or the cylinder head arranged part of the line branch is not more than 20 cm [centimeters], in particular only 10 cm long.
- the line branch has a check valve (flap), which is arranged inside the internal combustion engine.
- a check valve overlap
- inside the internal combustion engine means in particular that the line branch is arranged inside the engine block or inside the cylinder head (also called cylinder head cover).
- crankcase breather line is configured to direct gas from the crankcase into the intake passage.
- the pressure in the intake line may, depending on the operating state of the internal combustion engine, be greater than the pressure in the crankcase. This is especially true for the pressure downstream of a compressor. In this case, air could get into the crankcase via the crankcase ventilation line and increase the pressure there.
- the check valve is provided in the line branch.
- the passage direction of the check valve is preferably oriented from the branch point to the second connection point.
- the check valve in particular in the described orientation of the passage direction, can preferably be prevented that air from the intake passage as described enters the crankcase.
- the check valve is integrated into the internal combustion engine so that leakage of gas from the check valve (flap) into the environment is impossible.
- a control valve also called control unit
- the crankcase ventilation line is connected to the crankcase.
- control valve control unit
- inside the internal combustion engine means in particular that the control valve (control unit) is arranged inside the internal combustion engine, in particular inside the engine block or inside the cylinder head.
- control valve control unit
- a control valve control unit
- 15 rather a venting of the crankcase via the crankcase ventilation line can be selectively controlled, for example via an electronic control intervention.
- the control valve is preferably configured to maintain a pressure 20 in the crankcase at a desired level or below a desired level. It is also preferred that the control valve (control unit) serves the switching described above (in different operating conditions of the internal combustion engine) between the branches of the crankcase ventilation line.
- the control valve has an inlet 25 which is connected to the crankcase to be vented.
- the control valve preferably has two outlets, one for each of the branches of the crankcase ventilation duct. In a crankcase ventilation line with more than two branches, the control valve preferably has an outlet for each branch of the crankcase ventilation line.
- the control valve is preferably located inside the crankcase. As with the non-return valve described above, this can be achieved by action of the control valve is avoided.
- control valve is integrated into the internal combustion engine such that leakage of gas from the control valve into the environment is impossible.
- the control valve can be prevented that the pressure in the crankcase is too low. Too little pressure in the crankcase can increase the production of crankcase gas to an undesirable degree by actively drawing gas from the cylinders past the piston into the crankcase.
- by a particularly low pressure damage to other components such as seals can occur, which can be avoided by the use of a control valve.
- control valve is a PC valve.
- the control valve may be volume or mass flow controlled or pressure controlled.
- the part of the crankcase ventilation line extending inside the engine block and / or the cylinder head is realized as recesses within the material of the engine block and / or the cylinder head.
- crankcase ventilation line is realized as a cast-in or drilled channel.
- Is / are the engine block and / or the cylinder head implemented as a casting or as two castings, a channel cast therein is particularly well protected against leakage.
- the invention is preferably used in a motor vehicle with an internal combustion engine described above. The particular advantages and design features described above for the internal combustion engine are applicable to the motor vehicle described and transferable.
- FIGS. 1 shows a schematic representation of a motor vehicle with an internal combustion engine
- FIG. 2 is a perspective view of an internal combustion engine with a crankcase ventilation line according to the prior art
- FIG. 3 is a perspective view of a described internal combustion engine with a crankcase ventilation line
- FIG. 4 shows a sectional illustration of the internal combustion engine from FIG. 3.
- FIG. 1 shows schematically a motor vehicle 1 with an internal combustion engine 2 comprising a crankcase 3 with a cavity 17.
- an internal combustion engine 2 comprising a crankcase 3 with a cavity 17.
- the intake pipe 5 has an air filter 8, a throttle valve 21 and a cooling device 22.
- the cylinders 4 are connected via outlet regions 10 to an exhaust gas line 6.
- a compressor 7 designed as an exhaust gas turbocharger is connected to both the intake pipe 5 and the exhaust pipe 6.
- a crankcase ventilation line 11 is arranged.
- the crankcase ventilation line 11 is connected to the four first connection points 13 to the suction line 5 in the intake regions 9 downstream of the compressor 7.
- a line branch 12 of the crankcase ventilation line 11 branches off.
- the line branch 12 is connected at a second connection point 14, which is designed as a non-detachable connection 18, upstream of the compressor 7 to the suction line 5.
- a control valve 15 is arranged at the branch point 25, a control valve 15 is arranged.
- the line branch 12 has a check valve 16 within the internal combustion engine 2. The passage direction of the check valve 16 is oriented from the branch point 25 to the second connection point 14.
- Fig. 2 shows an internal combustion engine 2 according to the prior art.
- an external line 26 which is designed as a rubber hose.
- the external line 26 is connected via detachable connections on the outside to a crankcase 3 and to an intake line 5 and serves to vent the crankcase 3.
- the external line 26 can not reliably prevent leakage of crankcase gas into the environment and also a diagnosis of leakage is only possible possible at great expense.
- FIG. 3 shows an above-described internal combustion engine 2 with a crankcase 3.
- a crankcase ventilation line 11 is arranged predominantly within an engine block 24 or a cylinder head 23. Furthermore, the crankcase ventilation line 11 is here connected to a suction line 5 via a non-detachable connection 18 at a second connection point 14.
- FIG. 4 shows the internal combustion engine 2 from FIG. 3 in a more detailed representation. It can be seen that the crankcase ventilation line 11 is realized with recesses 19 which form a cast-in channel 20. LIST OF REFERENCE NUMBERS
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016219344.9A DE102016219344B4 (de) | 2016-10-06 | 2016-10-06 | Verbrennungskraftmaschine mit einer Vorrichtung zur Entlüftung eines Kurbelgehäuses sowie Kraftfahrzeug mit einer solchen Verbrennungskraftmaschine |
PCT/EP2017/071181 WO2018065147A1 (de) | 2016-10-06 | 2017-08-23 | Vorrichtung zur entlüftung eines kurbelgehäuses einer verbrennungskraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3523514A1 true EP3523514A1 (de) | 2019-08-14 |
EP3523514B1 EP3523514B1 (de) | 2022-06-15 |
Family
ID=59745278
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17758849.8A Active EP3523514B1 (de) | 2016-10-06 | 2017-08-23 | Vorrichtung zur entlüftung eines kurbelgehäuses einer verbrennungskraftmaschine |
Country Status (5)
Country | Link |
---|---|
US (1) | US10794245B2 (de) |
EP (1) | EP3523514B1 (de) |
CN (1) | CN109415959A (de) |
DE (1) | DE102016219344B4 (de) |
WO (1) | WO2018065147A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114320526A (zh) * | 2020-09-30 | 2022-04-12 | 深圳臻宇新能源动力科技有限公司 | 曲轴箱通风系统及其漏气诊断方法 |
Family Cites Families (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1026372B1 (de) | 1999-02-01 | 2004-09-22 | Honda Giken Kogyo Kabushiki Kaisha | Entlüftungsvorrichtung für ein Kurbelgehäuse mit einem Gasdurchgang zwischen Kurbelgehäuseteilen |
US6234154B1 (en) * | 2000-06-12 | 2001-05-22 | General Motors Corporation | Integral PCV system |
DE10163781B4 (de) * | 2001-12-22 | 2014-09-25 | Mahle Filtersysteme Gmbh | Druckregelventil |
JP4323203B2 (ja) * | 2003-04-07 | 2009-09-02 | 愛知機械工業株式会社 | 内燃機関のブローバイガス還流装置 |
JP3772871B2 (ja) | 2003-10-10 | 2006-05-10 | 日産自動車株式会社 | 内燃機関の吸気装置 |
DE102004012160A1 (de) | 2004-03-12 | 2005-09-29 | Adam Opel Ag | Kurbelgehäuseentlüftung |
DE202004011882U1 (de) * | 2004-07-29 | 2005-12-08 | Hengst Gmbh & Co.Kg | Kurbelgehäuseentlüftung für eine Brennkraftmaschine mit einem Abgasturbolader |
GB2457892A (en) * | 2008-02-26 | 2009-09-02 | Symbian Software Ltd | Switching content between devices in a subscriber entertainment system |
CN101575996A (zh) * | 2008-05-07 | 2009-11-11 | 中国第一汽车集团公司 | 气缸体内置通道曲轴箱通风结构 |
US20100313860A1 (en) * | 2009-06-15 | 2010-12-16 | Gm Global Technology Operations, Inc. | Apparatus for removal of oil from positive crankcase ventilation system |
US8919329B2 (en) * | 2011-11-07 | 2014-12-30 | Ford Global Technologies, Llc | PCV system having internal routing |
CN103930656B (zh) * | 2011-11-15 | 2016-08-24 | 丰田自动车株式会社 | 窜气换气装置 |
EP3696293A1 (de) * | 2011-11-30 | 2020-08-19 | Corning Incorporated | Optisches beschichtungsverfahren, vorrichtung dafür und produkt damit |
JP5664628B2 (ja) * | 2012-10-16 | 2015-02-04 | トヨタ自動車株式会社 | 過給機付き内燃機関のブローバイガス換気システム |
US20140130493A1 (en) * | 2012-11-15 | 2014-05-15 | GM Global Technology Operations LLC | Turbocharged motor vehicle engine system and method |
US9181853B2 (en) | 2012-12-06 | 2015-11-10 | Ford Global Technologies, Llc | Intercooler condensate to sump or positive crankcase ventilation flow |
US8936013B2 (en) * | 2013-02-26 | 2015-01-20 | GM Global Technology Operations LLC | Engine having PCV separator inlet shielded by head gasket geometry |
US9382825B2 (en) * | 2013-04-25 | 2016-07-05 | Ford Global Technologies, Llc | System and method for gas purge control |
JP5949810B2 (ja) * | 2014-02-28 | 2016-07-13 | トヨタ自動車株式会社 | 内燃機関のブローバイガス処理装置 |
DE102014013714A1 (de) * | 2014-09-17 | 2016-03-17 | Daimler Ag | Verbrennungskraftmaschine, insbesondere für einen Kraftwagen |
DE102014114397A1 (de) * | 2014-10-02 | 2016-04-07 | Hengst Of North America, Inc. | Brennkraftmaschine mit einer Kurbelgehäuseentlüftungseinrichtung und Verfahren zum Überwachen einer Kurbelgehäuseentlüftungseinrichtung |
-
2016
- 2016-10-06 DE DE102016219344.9A patent/DE102016219344B4/de active Active
-
2017
- 2017-08-23 WO PCT/EP2017/071181 patent/WO2018065147A1/de unknown
- 2017-08-23 EP EP17758849.8A patent/EP3523514B1/de active Active
- 2017-08-23 CN CN201780039976.1A patent/CN109415959A/zh active Pending
-
2019
- 2019-01-25 US US16/257,196 patent/US10794245B2/en active Active
Also Published As
Publication number | Publication date |
---|---|
US20190170033A1 (en) | 2019-06-06 |
WO2018065147A1 (de) | 2018-04-12 |
DE102016219344B4 (de) | 2024-07-04 |
EP3523514B1 (de) | 2022-06-15 |
CN109415959A (zh) | 2019-03-01 |
DE102016219344A1 (de) | 2018-04-12 |
US10794245B2 (en) | 2020-10-06 |
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