EP3523514B1 - Device for the ventilation of a crankcase of an internal combustion engine - Google Patents
Device for the ventilation of a crankcase of an internal combustion engine Download PDFInfo
- Publication number
- EP3523514B1 EP3523514B1 EP17758849.8A EP17758849A EP3523514B1 EP 3523514 B1 EP3523514 B1 EP 3523514B1 EP 17758849 A EP17758849 A EP 17758849A EP 3523514 B1 EP3523514 B1 EP 3523514B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crankcase
- internal combustion
- line
- combustion engine
- cylinder head
- 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.)
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- 238000002485 combustion reaction Methods 0.000 title claims description 82
- 238000009423 ventilation Methods 0.000 title description 63
- 239000000463 material Substances 0.000 claims description 7
- 238000011144 upstream manufacturing Methods 0.000 claims description 6
- 239000007789 gas Substances 0.000 description 38
- 238000003745 diagnosis Methods 0.000 description 3
- 238000001816 cooling 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
- 238000009826 distribution Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000035699 permeability Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
Images
Classifications
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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
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
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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
- 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
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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
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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
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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
- F01M2013/0038—Layout of crankcase breathing systems
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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
- F01M2013/0038—Layout of crankcase breathing systems
- F01M2013/0044—Layout of crankcase breathing systems with one or more valves
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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
- 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 - gas can collect in a crankcase. It is also referred to as crankcase gas. This usually happens when the crankcase gas from a combustion chamber (or the cylinder) passes through a gap past a piston into the interior of the crankcase.
- the crankcase gas is also often referred to as "blow-by gas". It does not undergo exhaust gas purification before entering the crankcase. In addition, it often contains a high proportion of unburned or incompletely burned components. Therefore, the crankcase gas should not escape from the crankcase to the environment. However, the crankcase gas should be vented from the (usually airtight) crankcase to avoid pressure build-up in the crankcase. A pressure build-up is to be avoided in particular in order to avoid damage to the components of an internal combustion engine and its attachments. This applies in particular to seals.
- crankcase ventilation Internal combustion engines are known in which the crankcase gas is removed from the crankcase and fed back to the combustion chambers so that after renewed combustion in the combustion chambers it can be fed to an exhaust gas system for exhaust gas aftertreatment (e.g. by means of a catalytic converter). This concept is often required by law for internal combustion engines and is called "crankcase ventilation”.
- crankcase lines z. B. can be made of rubber.
- Such lines have the disadvantage that gas can escape from these crankcases in the event of a leak. This is disadvantageous, in particular due to legal requirements and/or environmental protection reasons.
- crankcase ventilation lines In known systems, a diagnosis of the tightness of the crankcase ventilation lines is either not possible or can only be implemented with great effort (possibly using additional sensors). Even if a leak is detected, in systems of this type it cannot be ruled out that the internal combustion engine with the leak will continue to be operated, at least temporarily.
- an internal combustion engine is to be presented in which the risk of a leak, through which crankcase gas can get into the environment, is greatly reduced and possibly even eliminated, so that a complex diagnosis can also be dispensed with.
- the device according to the invention is an internal combustion engine having an engine block and a cylinder head. At least one crankcase and at least one cylinder, which is connected to at least one intake line, are arranged in the internal combustion engine.
- the crankcase is over a crankcase ventilation line connected to the at least one intake 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 can be, for example, an internal combustion engine for a motor vehicle.
- the cylinder or cylinders form the combustion chamber(s) of the internal combustion engine, in which fuel can be combusted with air.
- the engine block surrounds the cylinders.
- the engine block is preferably realized as a cast part.
- the cylinder head completes the engine block.
- the internal combustion engine has a cylinder head, which is preferably also implemented as a cast part.
- the engine block and cylinder head are firmly connected.
- the at least one cylinder is preferably arranged inside the engine block and closed on one side by the cylinder head.
- the crankcase forms a space delimited by the engine block and/or cylinder head.
- the crankcase forms a cavity within the engine block and/or within the cylinder head in which crankcase gas can collect.
- the crankcase ventilation line is provided in order to remove gas that collects in the crankcase from the crankcase and feed it back into the combustion process.
- This is preferably to the crankcase in which the Crankcase gases can collect, tied.
- the crankcase ventilation line is preferably connected to the intake line in such a way that the crankcase gases are sucked into the intake line due to a negative pressure prevailing in the intake line.
- negative pressure here means a negative pressure level relative to the pressure level in the crankcase.
- the crankcase ventilation line is preferably connected to a point of the intake line at which the pressure in the intake line (at least temporarily) is lower than in the crankcase.
- crankcase ventilation line is preferably designed in such a way that the crankcase gas can be fed to a different point in the intake line depending on the operating state.
- a system of several branched crankcase ventilation lines or branches on the crankcase ventilation line can be provided, which can be controlled via valves or flaps in such a way that, depending on the operating state of the internal combustion engine, a flow path provided for this operating state for the crankcase gas between the crankcase and the intake line is released is.
- crankcase ventilation line is arranged at least predominantly inside the engine block inside or the cylinder head.
- crankcase ventilation line in the engine block or in the cylinder head is preferably realized in such a way 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 removed, and without leaving the engine block and the cylinder head can be passed through the crankcase ventilation line into an arranged within the crankcase area of the intake line. In this way it can be ensured that the crankcase gas cannot escape into the environment.
- the percentages refer to the length of the crankcase ventilation line measured along the course of the crankcase ventilation line. The percentages indicate the portion of the crankcase ventilation line located inside the engine block or the cylinder head in relation to the entire crankcase ventilation line (which can consist of several branches).
- the internal combustion engine also has a compressor for compressing air in the intake line, with the crankcase ventilation line branching out and being connected to at least one first connection point on the intake line downstream of the compressor, and a line branch branching off at a junction point, which branch is connected to at least one second connection point is connected upstream of the compressor.
- crankcase ventilation line and the intake line is preferably arranged at the entry into 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 the type of supercharging element used in the compressor (whether turbocharger or compressor).
- a crankcase ventilation line connection to the intake manifold at the discharge point is not detachable or an integral part of the assembly of the internal combustion engine. The same applies to a connection between the crankcase ventilation line and the crankcase (at an outlet of the crankcase from the engine). This connection is also not detachable or an integral part of the assembly.
- the compressor can be an exhaust gas turbocharger, for example.
- supercharged operation where the compressor compresses the air in the intake line so that the air is forced into the cylinder or cylinders
- naturally aspirated operation where there is no compression and the air sucked into the cylinder(s).
- suction operation there is a vacuum in the intake areas of the cylinders (i.e. a lower pressure than in the crankcase), which is suitable for crankcase ventilation. Therefore, a crankcase ventilation line is preferably used in suction operation, which is connected to the intake area of the cylinder.
- crankcase ventilation line that is connected to the at least one first connection point on the intake line downstream of the compressor.
- downstream means downstream in the (usually present) direction of flow.
- the at least one first connection point is arranged between the compressor and the cylinder or cylinders.
- crankcase ventilation preferably takes place via the line branch, which is connected to the at least one second connection point upstream of the compressor.
- a negative pressure i.e. a lower pressure than in the crankcase
- suction operation there is usually also a negative pressure at the at least one second connection point.
- this negative pressure is lower than the then existing negative pressure at the first intake point downstream of the compressor. Therefore, a branching of the crankcase ventilation line is advantageous, which enables a temporary suction at the first suction point and a temporary suction at the second suction point.
- crankcase ventilation can preferably take place via one or both branches of the crankcase ventilation line.
- a valve (flap) or changeover switch is preferably provided for this purpose, in particular at the branch-off point. It is possible that the valve itself is the branch point.
- the valve can be passive or switchable. A passive valve is brought into the desired position immediately by the pressure differences that occur at the various intake points. An active valve is actively (possibly electronically) controlled 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 intake line is preferably branched in such a way that it is connected individually via a corresponding branch to the respective intake area of each cylinder.
- the respective first connection point of a cylinder is preferably arranged in the corresponding branch of the intake line. This allows the crankcase gas to be evenly distributed to all cylinders. In any case, this applies to 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 is connected to the intake line via a non-detachable connection at the first connection point.
- outside the internal combustion engine means in particular that the branch line is not arranged inside the engine block and not inside the cylinder head.
- the design of the internal combustion engine can result in the intake line being arranged in such a way that the line branch must run at least partially outside the crankcase. This can apply in particular if a compressor is not molded directly onto the engine block or onto the cylinder head.
- This external part of the line branch is preferably kept as short as possible.
- at least the part of the branch line on the outside is made of a material and designed in such a way (in particular with regard to a material thickness of a line wall) that tightness is ensured over the entire life cycle of the motor vehicle.
- the material of the external part of the branch line is selected in such a way that it shows the least possible signs of aging, in particular with regard to material properties that are relevant for the tightness of a line (porosity, rigidity, flexibility, brittleness, permeability to gas, Etc.).
- the part of the line branch lying on the outside can also be formed from a combination of several coaxially arranged lines which, as a whole, particularly reliably prevent gas escaping from the interior of the line branch.
- this power branch is also not individually detachable, possibly integrally connected to the parts of the crankcase ventilation line arranged inside the internal combustion engine.
- a non-detachable connection is to be understood in the present sense as meaning that the connection between the charging element and the engine-internal crankcase ventilation line is inevitable during repair work.
- the non-releasable connection is preferably also to be understood as meaning a connection that cannot be released without damaging a component, in particular the crankcase ventilation line, the intake line and a connecting part which may be arranged in between. This ensures that the connection can no longer be loosened after factory assembly (during which, for example, a leak test was carried out). Then there is also no risk of an only partial, incomplete connection when it is restored.
- the non-releasable connection is preferably designed in such a way that it cannot and does not have to be released over the entire life cycle of the motor vehicle.
- 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 the existence of the non-detachable connection being a hindrance.
- the line branch is arranged at most 25% outside of the crankcase.
- a portion of the line branch outside the crankcase is preferably designed to be as short as technically possible.
- the condition mentioned relates to a length of the branch line, which is measured along the course of the branch line.
- the line branch is only arranged at most 5% outside of the crankcase.
- the part of the line branch located outside the engine block or the cylinder head is at most 20 cm [centimeters], in particular only 10 cm long.
- the branch line has a check valve (flap) which is arranged inside the internal combustion engine.
- a check valve overlap
- the wording “within the internal combustion engine” means in particular that the branch line is arranged inside the engine block or inside the cylinder head (also called cylinder head cover).
- crankcase ventilation line is configured to direct gas from the crankcase into the intake line.
- the pressure in the intake line can also 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 branch line.
- the passage direction of the check valve is preferably oriented from the branch point to the second connection point.
- the non-return valve in particular in the described orientation of the passage direction, can preferably prevent air from getting into the crankcase from the intake line as described.
- the fact that the non-return valve is arranged within the internal combustion engine can significantly reduce the risk of leakage and thus of crankcase gas escaping, particularly in the case of this component, which is prone to leaks.
- the non-return valve is integrated into the internal combustion engine in such a way that it is impossible for gas to escape from the non-return valve (flap) into the environment.
- a control valve also called a control unit
- the crankcase ventilation line is connected to the crankcase.
- control valve control unit
- a control valve means a device with which ventilation of the crankcase can be controlled in a targeted manner via the crankcase ventilation line, for example via an electronic control intervention.
- the control valve (control unit) is preferably set up to keep a pressure in the crankcase at a desired level or below a desired level.
- the control valve (control unit) is used for switching (in different operating states of the internal combustion engine) between the branches of the crankcase ventilation line as described above.
- the control valve (control unit) has an inlet 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 line.
- the control valve preferably has an outlet for each branch of the crankcase ventilation line.
- the control valve is preferably arranged inside the crankcase. As with the check valve described above, it can be achieved that a leak of the control valve is avoided.
- the control valve is preferably integrated into the internal combustion engine in such a way that it is impossible for gas to escape from the control valve into the environment.
- the control valve can prevent the pressure in the crankcase from becoming too low. Under-pressure in the crankcase can increase the build-up of crankcase gas to an undesirable degree by actively drawing gas from the cylinders past the pistons and into the crankcase. In addition, damage to other components such as seals can also occur due to a particularly low pressure, which can be avoided by using a control valve.
- the control valve is preferably a PCV valve .
- the control valve can be volume flow or mass flow controlled or pressure controlled.
- the part of the crankcase ventilation line running inside the engine block and/or the cylinder head is implemented as recesses inside the material of the engine block and/or the cylinder head.
- crankcase gas leakage can be prevented particularly effectively.
- crankcase ventilation line is implemented as a cast or drilled channel.
- the engine block and/or the cylinder head is/are realized as a cast part or as two cast parts, a duct cast therein is particularly well protected against leakage.
- the invention is preferably used in a motor vehicle with an internal combustion engine as described above.
- FIG. 1 shows schematically a motor vehicle 1 with an internal combustion engine 2 having a crankcase 3 with a cavity 17.
- Four cylinders 4 are arranged on the crankcase 3, which are each connected to an intake line 5 via an intake area 9.
- the intake line 5 has an air filter 8 , a throttle valve 21 and a cooling device 22 .
- the cylinders 4 are connected to an exhaust pipe 6 via outlet areas 10 .
- a compressor 7 designed as an exhaust gas turbocharger is connected both to the intake line 5 and to the exhaust line 6 .
- a crankcase ventilation line 11 is arranged predominantly inside the internal combustion engine 2 .
- the crankcase ventilation line 11 is connected to the four first connection points 13 on the intake line 5 in the intake areas 9 downstream of the compressor 7 .
- a line branch 12 of the crankcase ventilation line 11 branches off at a branch point 25 .
- the line branch 12 is connected to the intake line 5 upstream of the compressor 7 at a second connection point 14 , which is designed as a non-detachable connection 18 .
- a control valve 15 is arranged at the junction point 25 .
- 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 towards the second connection point 14 .
- FIG. 2 shows an internal combustion engine 2 according to the prior art.
- the external line 26 is connected externally to a crankcase 3 and an intake line 5 via detachable connections and is used to ventilate the crankcase 3.
- the external line 26 cannot reliably prevent crankcase gas from escaping into the environment, and a diagnosis of leaks is only possible possible with great effort.
- crankcase ventilation line 11 is predominantly arranged inside an engine block 24 or a cylinder head 23.
- FIG. Furthermore, the crankcase ventilation line 11 is connected here to an intake line 5 via a non-detachable connection 18 at a second connection point 14 .
- crankcase ventilation line 11 is implemented with cutouts 19 which form a cast-in channel 20 .
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- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Description
Die Erfindung betrifft eine Vorrichtung zur Entlüftung eines Kurbelgehäuses einer Verbrennungskraftmaschine, insbesondere eine Kurbelgehäuseentlüftungsleitung.The invention relates to a device for venting a crankcase of an internal combustion engine, in particular a crankcase ventilation line.
Bei Verbrennungskraftmaschinen - insbesondere bei solchen für Kraftfahrzeuge, mit Kolben bzw. Zylindern - kann sich Gas in einem Kurbelgehäuse sammeln. Man spricht auch von Kurbelgehäusegas. Dies geschieht üblicherweise indem das Kurbelgehäusegas aus einem Brennraum (bzw. dem Zylinder) durch einen Spalt an einem Kolben vorbei in das Innere des Kurbelgehäuses gelangt. Das Kurbelgehäusegas wird häufig auch als "Blowby-Gas" bezeichnet. Es wird keiner Abgasreinigung unterzogen, bevor es in das Kurbelgehäuse gelangt. Außerdem beinhaltet es häufig einen hohen Anteil unverbrannter oder unvollständig verbrannter Bestandteile. Daher sollte das Kurbelgehäusegas aus dem Kurbelgehäuse nicht in die Umgebung austreten. Das Kurbelgehäusegas sollte aber aus dem (üblicherweise luftdichten) Kurbelgehäuse herausgelassen werden, um einen Druckaufbau in dem Kurbelgehäuse zu vermeiden. Ein Druckaufbau ist insbesondere zu vermeiden, um einen Schaden der Bauteile einer Verbrennungskraftmaschine und ihrer Anbauten zu vermeiden. Dies gilt insbesondere für Dichtungen.In internal combustion engines - especially those for motor vehicles, with pistons or cylinders - gas can collect in a crankcase. It is also referred to as crankcase gas. This usually happens when the crankcase gas from a combustion chamber (or the cylinder) passes through a gap past a piston into the interior of the crankcase. The crankcase gas is also often referred to as "blow-by gas". It does not undergo exhaust gas purification before entering the crankcase. In addition, it often contains a high proportion of unburned or incompletely burned components. Therefore, the crankcase gas should not escape from the crankcase to the environment. However, the crankcase gas should be vented from the (usually airtight) crankcase to avoid pressure build-up in the crankcase. A pressure build-up is to be avoided in particular in order to avoid damage to the components of an internal combustion engine and its attachments. This applies in particular to seals.
Es sind Verbrennungskraftmaschinen bekannt, bei denen das Kurbelgehäusegas dem Kurbelgehäuse entnommen und den Brennräumen erneut zugeführt wird, sodass es nach erneuter Verbrennung in den Brennräumen zur Abgasnachbehandlung (z. B. mittels eines Katalysators) einer Abgasanlage zugeführt werden kann. Dieses Konzept ist bei Verbrennungskraftmaschinen häufig gesetzlich vorgeschrieben und wird "Kurbelgehäuseentlüftung" genannt.Internal combustion engines are known in which the crankcase gas is removed from the crankcase and fed back to the combustion chambers so that after renewed combustion in the combustion chambers it can be fed to an exhaust gas system for exhaust gas aftertreatment (e.g. by means of a catalytic converter). This concept is often required by law for internal combustion engines and is called "crankcase ventilation".
Bekannte Systeme weisen dazu extern am Kurbelgehäuse angeordnete Leitungen auf, die z. B. aus Gummi bestehen können. Solche Leitungen haben den Nachteil, dass bei Undichtigkeit aus diesen Kurbelgehäusegas entweichen kann. Insbesondere aufgrund von gesetzlichen Vorgaben und/oder aus Umweltschutzgründen ist dies nachteilig.Known systems have to externally arranged on the crankcase lines z. B. can be made of rubber. Such lines have the disadvantage that gas can escape from these crankcases in the event of a leak. This is disadvantageous, in particular due to legal requirements and/or environmental protection reasons.
In bekannten Systemen ist eine Diagnose der Dichtigkeit der Kurbelgehäuseentlüftungsleitungen entweder nicht möglich oder nur unter großem Aufwand zu realisieren (ggf. über zusätzliche Sensoren). Selbst wenn eine Undichtigkeit detektiert wird, ist in derartigen Systemen nicht ausgeschlossen, dass die Verbrennungskraftmaschine mit der Undichtigkeit zumindest zeitweise weiter betrieben wird.In known systems, a diagnosis of the tightness of the crankcase ventilation lines is either not possible or can only be implemented with great effort (possibly using additional sensors). Even if a leak is detected, in systems of this type it cannot be ruled out that the internal combustion engine with the leak will continue to be operated, at least temporarily.
Aus der
Hiervon ausgehend ist es Aufgabe der hier vorliegenden Erfindung, die im Zusammenhang mit dem Stand der Technik geschilderten technischen Probleme weiterhin zu lösen bzw. zumindest zu lindern. Es soll insbesondere eine Verbrennungskraftmaschine vorgestellt werden, bei der die Gefahr einer Undichtigkeit, über die Kurbelgehäusegas in die Umwelt gelangen kann, stark reduziert und ggf. sogar ausgeschlossen ist, so dass auch auf eine aufwendige Diagnose verzichtet werden kann.Proceeding from this, it is the object of the present invention to continue to solve or at least alleviate the technical problems described in connection with the prior art. In particular, an internal combustion engine is to be presented in which the risk of a leak, through which crankcase gas can get into the environment, is greatly reduced and possibly even eliminated, so that a complex diagnosis can also be dispensed with.
Diese Aufgabe wird gelöst mit einer Verbrennungskraftmaschine gemäß den Merkmalen des Patentanspruchs 1. Weitere vorteilhafte Ausgestaltungen der Verbrennungskraftmaschine sind in den abhängig formulierten Patentansprüchen angegeben. Die in den Patentansprüchen einzeln aufgeführten Merkmale sind in beliebiger, technologisch sinnvoller Weise miteinander kombinierbar und können durch erläuternde Sachverhalte aus der Beschreibung ergänzt werden, wobei weitere Ausführungsvarianten der Erfindung aufgezeigt werden.This object is achieved with an internal combustion engine according to the features of patent claim 1. Further advantageous refinements of the internal combustion engine are specified in the dependently formulated patent claims. The features listed individually in the patent claims can and can be combined with one another in any technologically sensible manner are supplemented by explanatory facts from the description, with further embodiment variants of the invention being shown.
Die erfindungsgemäße Vorrichtung ist eine Verbrennungskraftmaschine aufweisend einen Motorblock und einen Zylinderkopf. In der Verbrennungskraftmaschine ist zumindest ein Kurbelgehäuse und mindestens ein Zylinder angeordnet, der an mindestens eine Ansaugleitung angebunden ist. Das Kurbelgehäuse ist über eine Kurbelgehäuseentlüftungsleitung mit der mindestens einen Ansaugleitung verbunden. Die Kurbelgehäuseentlüftungsleitung ist zumindest überwiegend innerhalb der Verbrennungskraftmaschine, insbesondere innerhalb des Motorblocks und/oder innerhalb des Zylinderkopfes angeordnet.The device according to the invention is an internal combustion engine having an engine block and a cylinder head. At least one crankcase and at least one cylinder, which is connected to at least one intake line, are arranged in the internal combustion engine. The crankcase is over a crankcase ventilation line connected to the at least one intake 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.
Bei der Verbrennungskraftmaschine kann es sich beispielsweise um eine Verbrennungskraftmaschine für ein Kraftfahrzeug handeln. Der Zylinder bzw. die Zylinder bilden den Brennraum/die Brennräume der Verbrennungskraftmaschine, in denen Kraftstoff mit Luft verbrannt werden kann. Der Motorblock umgibt die Zylinder. Vorzugsweise ist der Motorblock als ein Gussteil realisiert. Der Zylinderkopf schließt den Motorblock ab. Zusätzlich zum Motorblock hat die Verbrennungskraftmaschine einen Zylinderkopf, der vorzugsweise ebenfalls als Gussteil realisiert ist. Der Motorblock und der Zylinderkopf sind fest miteinander verbunden. Bevorzugt ist der mindestens eine Zylinder innerhalb des Motorblocks angeordnet und einseitig durch den Zylinderkopf verschlossen. Das Kurbelgehäuse bildet einen Raum, der vom Motorblock und/oder vom Zylinderkopf begrenzt ist. Das Kurbelgehäuse bildet einen Hohlraum innerhalb des Motorblocks und/oder innerhalb des Zylinderkopfs in dem sich Kurbelgehäusegas sammeln kann.The internal combustion engine can be, for example, an internal combustion engine for a motor vehicle. The cylinder or cylinders form the combustion chamber(s) of the internal combustion engine, in which fuel can be combusted with air. The engine block surrounds the cylinders. The engine block is preferably realized as a cast part. The cylinder head completes the engine block. In addition to the engine block, the internal combustion engine has a cylinder head, which is preferably also implemented as a cast part. The engine block and cylinder head are firmly connected. The at least one cylinder is preferably arranged inside the engine block and closed on one side by the cylinder head. The crankcase forms a space delimited by the engine block and/or cylinder head. The crankcase forms a cavity within the engine block and/or within the cylinder head in which crankcase gas can collect.
Über die mindestens eine Ansaugleitung wird der zumindest eine Zylinder mit Luft versorgt. Die mindestens eine Ansaugleitung kann beispielsweise als ein Rohr zwischen der Umgebung des Kraftfahrzeugs und dem mindestens einen Zylinder ausgeführt sein. Vorzugsweise ist in der mindestens einen Ansaugleitung zumindest eine der folgenden Komponenten angeordnet:
- ein Luftfilter,
- eine Drosselklappe, und
- eine Kühlvorrichtung.
- an air filter,
- a throttle body, and
- a cooling device.
Um sich im Kurbelgehäuse sammelndes Gas aus dem Kurbelgehäuse zu entnehmen und der Verbrennung erneut zuzuführen, ist die Kurbelgehäuseentlüftungsleitung vorgesehen. Diese ist vorzugsweise an das Kurbelgehäuse, in dem sich die Kurbelgehäusegase sammeln können, angebunden. Weiterhin ist die Kurbelgehäuseentlüftungsleitung vorzugsweise derart an die Ansaugleitung angebunden, dass aufgrund eines in der Ansaugleitung herrschenden Unterdrucks die Kurbelgehäusegase in die Ansaugleitung gesaugt werden. Mit dem Begriff "Unterdruck" ist hier ein negatives Druckniveau relativ zu dem Druckniveau in dem Kurbelgehäuse gemeint. Das heißt. insbesondere auch, dass die Kurbelgehäuseentlüftungsleitung bevorzugt an einer Stelle der Ansaugleitung angebunden ist, an der in der Ansaugleitung (zumindest zeitweise) ein geringerer Druck, als im Kurbelgehäuse herrscht. Bei Verbrennungskraftmaschinen, die bei verschiedenen Betriebszuständen verschiedene Druckverteilungen in der Ansaugleitung aufweisen, ist die Kurbelgehäuseentlüftungsleitung vorzugsweise derart ausgeführt, dass je nach Betriebszustand das Kurbelgehäusegas an eine andere Stelle der Ansaugleitung zugeführt werden kann. Dazu kann beispielsweise ein System von mehreren verzweigten Kurbelgehäuseentlüftungsleitungen oder Abzweigen an der Kurbelgehäuseentlüftungsleitung vorgesehen sein, welche über Ventile oder Klappen derart gesteuert werden können, dass je nach Betriebszustand der Verbrennungskraftmaschine, ein für diesen Betriebszustand vorgesehener Strömungspfad für das Kurbelgehäusegas zwischen dem Kurbelgehäuse und der Ansaugleitung freigegeben ist.The crankcase ventilation line is provided in order to remove gas that collects in the crankcase from the crankcase and feed it back into the combustion process. This is preferably to the crankcase in which the Crankcase gases can collect, tied. Furthermore, the crankcase ventilation line is preferably connected to the intake line in such a way that the crankcase gases are sucked into the intake line due to a negative pressure prevailing in the intake line. The term "negative pressure" here means a negative pressure level relative to the pressure level in the crankcase. This means. in particular also that the crankcase ventilation line is preferably connected to a point of the intake line at which the pressure in the intake line (at least temporarily) is lower than in the crankcase. In internal combustion engines that have different pressure distributions in the intake line in different operating states, the crankcase ventilation line is preferably designed in such a way that the crankcase gas can be fed to a different point in the intake line depending on the operating state. For this purpose, for example, a system of several branched crankcase ventilation lines or branches on the crankcase ventilation line can be provided, which can be controlled via valves or flaps in such a way that, depending on the operating state of the internal combustion engine, a flow path provided for this operating state for the crankcase gas between the crankcase and the intake line is released is.
Um die weiter oben beschriebene Problematik umgehen zu können, dass Kurbelgehäusegas in die Umwelt gelangen kann (insbesondere wenn eine Leitung nicht richtig angeschlossen ist), ist die Kurbelgehäuseentlüftungsleitung zumindest überwiegend innerhalb des Motorblocks innerhalb bzw. des Zylinderkopfes angeordnet.In order to be able to circumvent the problem described above that crankcase gas can get into the environment (especially if a line is not properly connected), the crankcase ventilation line is arranged at least predominantly inside the engine block inside or the cylinder head.
Die Anordnung der Kurbelgehäuseentlüftungsleitung in dem Motorblock bzw. in dem Zylinderkopf ist vorzugsweise derart realisiert, dass aus der Kurbelgehäuseentlüftungsleitung kein Gas in die Umwelt entweichen kann. Vorzugsweise findet die Kurbelgehäuseentlüftung ausschließlich innerhalb des Motorblocks bzw. innerhalb des Zylinderkopfs statt, sodass das Kurbelgehäusegas aus dem Kurbelgehäuse entnommen, und ohne den Motorblock und den Zylinderkopf zu verlassen durch die Kurbelgehäuseentlüftungsleitung in einen innerhalb des Kurbelgehäuses angeordneten Bereich der Ansaugleitung geleitet werden kann. Auf diese Weise kann sichergestellt werden, dass das Kurbelgehäusegas nicht in die Umwelt entweichen kann.The arrangement of the crankcase ventilation line in the engine block or in the cylinder head is preferably realized in such a way that no gas can escape into the environment from the crankcase ventilation line. Preferably, the crankcase ventilation takes place exclusively within the engine block or within the cylinder head, so that the crankcase gas from the crankcase removed, and without leaving the engine block and the cylinder head can be passed through the crankcase ventilation line into an arranged within the crankcase area of the intake line. In this way it can be ensured that the crankcase gas cannot escape into the environment.
Dass die Kurbelgehäuseentlüftungsleitung zumindest überwiegend innerhalb des Motorblocks bzw. des Zylinderkopfes angeordnet ist, bedeutet, dass zumindest 50 %, bevorzugt zumindest 75 % und besonders bevorzugt zumindest 90 %, der Kurbelgehäuseentlüftungsleitung innerhalb des Motorblocks bzw. des Zylinderkopfes angeordnet sind. Die Prozentangaben beziehen sich auf die entlang des Verlaufs der Kurbelgehäuseentlüftungsleitung gemessene Länge der Kurbelgehäuseentlüftungsleitung. Die Prozentangaben geben den Anteil des innerhalb des Motorblocks bzw. des Zylinderkopfes angeordneten Teils der Kurbelgehäuseentlüftungsleitung an der gesamten Kurbelgehäuseentlüftungsleitung (die aus mehreren Zweigen bestehen kann) an.The fact that the crankcase ventilation line is arranged at least predominantly inside the engine block or the cylinder head means that at least 50%, preferably at least 75% and particularly preferably at least 90%, of the crankcase ventilation line are arranged inside the engine block or the cylinder head. The percentages refer to the length of the crankcase ventilation line measured along the course of the crankcase ventilation line. The percentages indicate the portion of the crankcase ventilation line located inside the engine block or the cylinder head in relation to the entire crankcase ventilation line (which can consist of several branches).
In einer bevorzugten Ausführungsform weist die Verbrennungskraftmaschine weiterhin einen Verdichter zum Verdichten von Luft in der Ansaugleitung auf, wobei die Kurbelgehäuseentlüftungsleitung verzweigt ist und an mindestens eine erste Anschlussstelle an der Ansaugleitung stromabwärts des Verdichters angebunden ist und an einer Abzweigungsstelle ein Leitungsabzweig abzweigt, der an mindestens eine zweite Anschlussstelle stromaufwärts des Verdichters angeschlossen ist.In a preferred embodiment, the internal combustion engine also has a compressor for compressing air in the intake line, with the crankcase ventilation line branching out and being connected to at least one first connection point on the intake line downstream of the compressor, and a line branch branching off at a junction point, which branch is connected to at least one second connection point is connected upstream of the compressor.
Bevorzugt ist die Verbindung zwischen der Kurbelgehäusenentlüftungsleitung und der Ansaugleitung am Eintritt in einen Verdichter zur Verdichtung der Ansaugluft angeordnet. Die Einleitung des Kurbelgehäusegases in den Verdichtereintritt ist integraler Bestandteil des Verdichters, unabhängig davon mit welcher Art von Aufladeorgan der Verdichter realisiert ist (ob Turbolader oder Kompressor). Eine Verbindung der Kurbelgehäuseentlüftungsleitung der Ansaugleitung an der Einleitestelle ist nicht lösbar bzw. fester Bestandteil der Montage der Verbrennungskraftmaschine. Gleiches gilt für eine Verbindung der Kurbelgehäuseentlüftungsleitung und des Kurbelgehäuses (an einem Austritt des Kurbelgehäuses aus dem Motor) . Diese Verbindung ist ebenfalls nicht lösbar bzw. fester Bestandteil der Montage.The connection between the crankcase ventilation line and the intake line is preferably arranged at the entry into 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 the type of supercharging element used in the compressor (whether turbocharger or compressor). A crankcase ventilation line connection to the intake manifold at the discharge point is not detachable or an integral part of the assembly of the internal combustion engine. The same applies to a connection between the crankcase ventilation line and the crankcase (at an outlet of the crankcase from the engine). This connection is also not detachable or an integral part of the assembly.
Der Verdichter kann beispielsweise ein Abgasturbolader sein. Bei einer Verbrennungskraftmaschine mit Verdichter kann unterschieden werden zwischen aufgeladenem Betrieb (bei dem mit dem Verdichter die Luft in der Ansaugleitung verdichtet wird, so dass die Luft in den bzw. in die Zylinder gedrückt wird) und Saugbetrieb (bei dem keine Verdichtung stattfindet und die Luft in den bzw. in die Zylinder eingesaugt wird). Im Saugbetrieb herrscht an den Ansaugbereichen der Zylinder ein Unterdruck (das heißt ein geringerer Druck, als im Kurbelgehäuse), der für die Kurbelgehäuseentlüftung geeignet ist. Daher wird im Saugbetrieb vorzugsweise eine Kurbelgehäuseentlüftungsleitung verwendet, die an den Ansaugbereich der Zylinder angebunden ist. Dies wird vorliegend durch den Teil der Kurbelgehäuseentlüftungsleitung ermöglicht, der an die mindestens eine erste Anschlussstelle an der Ansaugleitung stromabwärts des Verdichters angebunden ist. Dabei bedeutet "stromabwärts" in (üblicherweise vorliegender) Strömungsrichtung nachgelagert. Hier also ist die mindestens eine erste Anschlussstelle zwischen dem Verdichter und dem Zylinder bzw. den Zylindern angeordnet.The compressor can be an exhaust gas turbocharger, for example. In an internal combustion engine with a supercharger, a distinction can be made between supercharged operation (where the compressor compresses the air in the intake line so that the air is forced into the cylinder or cylinders) and naturally aspirated operation (where there is no compression and the air sucked into the cylinder(s). In suction operation, there is a vacuum in the intake areas of the cylinders (i.e. a lower pressure than in the crankcase), which is suitable for crankcase ventilation. Therefore, a crankcase ventilation line is preferably used in suction operation, which is connected to the intake area of the cylinder. In the present case, this is made possible by the part of the crankcase ventilation line that is connected to the at least one first connection point on the intake line downstream of the compressor. In this context, “downstream” means downstream in the (usually present) direction of flow. So here the at least one first connection point is arranged between the compressor and the cylinder or cylinders.
Im aufgeladenen Betrieb hingegen, ist der Druck in der Ansaugleitung stromabwärts des Verdichters durch den Verdichter erhöht, sodass eine Kurbelgehäuseentlüftung über diesen Teil der Kurbelgehäuseentlüftungsleitung nicht möglich ist. Die Kurbelgehäuseentlüftung findet im aufgeladenen Betrieb vorzugsweise über den Leitungsabzweig statt, der an die mindestens eine zweite Anschlussstelle stromaufwärts des Verdichters angeschlossen ist. Stromaufwärts des Verdichters herrscht im aufgeladenen Betrieb ein Unterdruck (das heißt ein geringerer Druck, als im Kurbelgehäuse), der zur Kurbelgehäuseentlüftung geeignet ist. Dies ist insbesondere dadurch begründet, dass der Verdichter die zu verdichtende Luft ansaugt und dadurch stromaufwärts den Unterdruck erzeugt. Im Saugbetrieb liegt üblicherweise an der mindestens einen zweiten Anschlussstelle auch ein Unterdruck vor. Dieser Unterdruck ist allerdings geringer, als der dann vorliegende Unterdruck an der ersten Ansaugstelle stromabwärts des Verdichters. Daher ist eine Verzweigung der Kurbelgehäuseentlüftungsleitung vorteilhaft, die eine zeitweilige Absaugung an der ersten Ansaugstelle und eine zeitweilige Absaugung an der zweiten Ansaugstelle ermöglicht.In supercharged operation, on the other hand, the pressure in the intake line downstream of the compressor is increased by the compressor, so that crankcase ventilation via this part of the crankcase ventilation line is not possible. In supercharged operation, crankcase ventilation preferably takes place via the line branch, which is connected to the at least one second connection point upstream of the compressor. In supercharged operation, upstream of the compressor there is a negative pressure (i.e. a lower pressure than in the crankcase), which is suitable for crankcase ventilation. This is due in particular to the fact that the compressor draws in the air to be compressed and thereby creates the negative pressure upstream. In suction operation, there is usually also a negative pressure at the at least one second connection point. However, this negative pressure is lower than the then existing negative pressure at the first intake point downstream of the compressor. Therefore, a branching of the crankcase ventilation line is advantageous, which enables a temporary suction at the first suction point and a temporary suction at the second suction point.
Vorzugsweise kann die Kurbelgehäuseentlüftung je nach Betriebszustand der Verbrennungskraftmaschine wahlweise über einen oder beide Zweige der Kurbelgehäuseentlüftungsleitung stattfinden. Dazu ist vorzugsweise ein Ventil (Klappe) oder Umschalter vorgesehen, insbesondere an der Abzweigungsstelle. Es ist möglich, dass das Ventil selbst die Abzweigungsstelle darstellt. Das Ventil kann passiv oder schaltbar sein. Ein passives Ventil wird unmittelbar durch die auftretenden Druckdifferenzen an den verschiedenen Ansaugstellen in die gewünschte Position gebracht. Ein aktives Ventil wird aktiv (ggf. elektronisch) angesteuert, um eine Verbindung zu der gewünschten Ansaugstelle herzustellen.Depending on the operating state of the internal combustion engine, the crankcase ventilation can preferably take place via one or both branches of the crankcase ventilation line. A valve (flap) or changeover switch is preferably provided for this purpose, in particular at the branch-off point. It is possible that the valve itself is the branch point. The valve can be passive or switchable. A passive valve is brought into the desired position immediately by the pressure differences that occur at the various intake points. An active valve is actively (possibly electronically) controlled in order to establish a connection to the desired intake point.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist eine Mehrzahl von Zylindern vorgesehen. Für jeden der Zylinder ist mindestens eine erste Anschlussstelle vorgesehen.In a further preferred embodiment of the internal combustion engine, a plurality of cylinders is provided. At least one first connection point is provided for each of the cylinders.
Vorzugsweise ist die Ansaugleitung derart verzweigt, dass sie über einen entsprechenden Zweig an den jeweiligen Ansaugbereich eines jeden Zylinders einzeln angebunden ist. Die jeweilige erste Anschlussstelle eines Zylinders ist vorzugsweise in dem entsprechenden Zweig der Ansaugleitung angeordnet. Dadurch kann das Kurbelgehäusegas auf alle Zylinder gleichmäßig verteilt werden. Dies gilt jedenfalls im Saugbetrieb der Verbrennungskraftmaschine, in dem die Kurbelgehäuseentlüftung über die ersten Anschlussstellen stattfindet.The intake line is preferably branched in such a way that it is connected individually via a corresponding branch to the respective intake area of each cylinder. The respective first connection point of a cylinder is preferably arranged in the corresponding branch of the intake line. This allows the crankcase gas to be evenly distributed to all cylinders. In any case, this applies to the suction operation of the internal combustion engine, in which the crankcase ventilation takes place via the first connection points.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist der Leitungsabzweig teilweise außerhalb der Verbrennungskraftmaschine angeordnet und über eine nicht lösbare Verbindung an der ersten Anschlussstelle mit der Ansaugleitung verbunden.In a further preferred embodiment of the internal combustion engine, the line branch is arranged partially outside the internal combustion engine and is connected to the intake line via a non-detachable connection at the first connection point.
Mit der Formulierung "außerhalb der Verbrennungskraftmaschine" ist insbesondere gemeint, dass der Leitungsabzweig nicht innerhalb des Motorblocks und nicht innerhalb des Zylinderkopfs angeordnet ist.The wording "outside the internal combustion engine" means in particular that the branch line is not arranged inside the engine block and not inside the cylinder head.
Aus der Konstruktion der Verbrennungskraftmaschine kann es sich ergeben, dass die Ansaugleitung derart angeordnet ist, dass der Leitungsabzweig zumindest teilweise außerhalb des Kurbelgehäuses verlaufen muss. Dies kann insbesondere gelten, wenn ein Verdichter nicht unmittelbar am Motorblock oder am Zylinderkopf angeformt ist. Dieser außen liegende Teil des Leitungsabzweigs ist bevorzugt möglichst kurz gehalten. Vorzugsweise ist zumindest der außen liegende Teil des Leitungsabzweigs aus einem Material gefertigt und derart ausgeführt (insbesondere hinsichtlich einer Materialdicke einer Leitungswand), dass eine Dichtigkeit über einen gesamten Lebenszyklus des Kraftfahrzeuges sichergestellt ist. Insbesondere ist es bevorzugt, dass das Material des außen liegenden Teils des Leitungsabzweigs derart gewählt ist, dass dieses möglichst geringe Alterungserscheinungen zeigt, insbesondere hinsichtlich Materialeigenschaften, die für die Dichtigkeit einer Leitung relevant sind (Porosität, Steifigkeit, Biegbarkeit, Brüchigkeit, Durchlässigkeit für Gas, etc.). Auch kann insbesondere der außen liegende Teil des Leitungsabzweigs aus einer Kombination von mehreren koaxial angeordneten Leitungen gebildet sein, die in ihrer Gesamtheit besonders zuverlässig einen Austritt von Gas aus dem Innern des Leitungsabzweigs verhindern. Bevorzugt ist dieser Leistungsabzweig auch nicht für sich einzeln lösbar, ggf. stoffschlüssig mit den innerhalb der Verbrennungskraftmaschine angeordneten Teilen der Kurbelgehäuseentlüftungsleitung verbunden.The design of the internal combustion engine can result in the intake line being arranged in such a way that the line branch must run at least partially outside the crankcase. This can apply in particular if a compressor is not molded directly onto the engine block or onto the cylinder head. This external part of the line branch is preferably kept as short as possible. Preferably, at least the part of the branch line on the outside is made of a material and designed in such a way (in particular with regard to a material thickness of a line wall) that tightness is ensured over the entire life cycle of the motor vehicle. In particular, it is preferred that the material of the external part of the branch line is selected in such a way that it shows the least possible signs of aging, in particular with regard to material properties that are relevant for the tightness of a line (porosity, rigidity, flexibility, brittleness, permeability to gas, Etc.). In particular, the part of the line branch lying on the outside can also be formed from a combination of several coaxially arranged lines which, as a whole, particularly reliably prevent gas escaping from the interior of the line branch. Preferably, this power branch is also not individually detachable, possibly integrally connected to the parts of the crankcase ventilation line arranged inside the internal combustion engine.
Eine nicht lösbare Verbindung ist im vorliegenden Sinne so zu verstehen, dass bei Instandsetzungsmaßnahmen der Verbund zwischen dem Aufladeorgan und der motorinternen Kurbelgehäuseentlüftungsleitung zwangsläufig erfolgt.A non-detachable connection is to be understood in the present sense as meaning that the connection between the charging element and the engine-internal crankcase ventilation line is inevitable during repair work.
Unter der nicht lösbaren Verbindung ist bevorzugt auch eine solche Verbindung zu verstehen, die nicht gelöst werden kann ohne Beschädigung eines Bauteils, insbesondere der Kurbelgehäuseentlüftungsleitung, der Ansaugleitung und eines ggf. dazwischen angeordneten Verbindungsteils. Damit kann sichergestellt werden, dass nach einer werkseitigen Montage (bei der z. B. eine Dichtigkeitsprüfung durchgeführt wurde) die Verbindung nicht mehr gelöst werden kann. Dann besteht auch kein Risiko, einer nur teilweisen, unvollständigen Verbindung bei einer Wiederherstellung.. Die nicht lösbare Verbindung ist vorzugsweise derart ausgeführt, dass diese über den gesamten Lebenszyklus des Kraftfahrzeugs nicht gelöst werden kann und auch nicht gelöst werden muss. Insbesondere ist es bevorzugt, dass die Verbrennungskraftmaschine derart konstruiert ist, dass sämtliche mögliche Reparaturen (umfassend beispielsweise den Aus- und Einbau von Bauteilen) durchgeführt werden können, ohne dass das Bestehen der nicht lösbaren Verbindung dabei hinderlich wäre.The non-releasable connection is preferably also to be understood as meaning a connection that cannot be released without damaging a component, in particular the crankcase ventilation line, the intake line and a connecting part which may be arranged in between. This ensures that the connection can no longer be loosened after factory assembly (during which, for example, a leak test was carried out). Then there is also no risk of an only partial, incomplete connection when it is restored. The non-releasable connection is preferably designed in such a way that it cannot and does not have to be released over the entire life cycle of the motor vehicle. In particular, it is preferred that 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 the existence of the non-detachable connection being a hindrance.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist der Leitungsabzweig zu höchstens 25 % außerhalb des Kurbelgehäuses angeordnet. Bevorzugt ist ein Anteil des Leitungsabzweigs außerhalb des Kurbelgehäuses so kurz wie technisch möglich gestaltet.In a further preferred embodiment of the internal combustion engine, the line branch is arranged at most 25% outside of the crankcase. A portion of the line branch outside the crankcase is preferably designed to be as short as technically possible.
Die genannte Bedingung bezieht sich auf eine Länge des Leitungsabzweigs, die entlang des Verlaufs des Leitungsabzweigs gemessen wird. Mit einem derart kurz gewählten Leitungsabzweig kann die Gefahr einer Undichtigkeit in dem außerhalb des Kurbelgehäuses angeordneten Teil des Leitungsabzweigs reduziert werden. Es ist bevorzugt, dass der Leitungsabzweig sogar nur zu höchstens 5 % außerhalb des Kurbelgehäuses angeordnet ist. Weiterhin ist es bevorzugt, dass der außerhalb des Motorblocks bzw. des Zylinderkopfes angeordnete Teil des Leitungsabzweigs höchstens 20 cm [Zentimeter], insbesondere nur 10 cm lang ist.The condition mentioned relates to a length of the branch line, which is measured along the course of the branch line. With such a short line branch, the risk of a leak in the part of the line branch arranged outside the crankcase can be reduced. It is preferred that the line branch is only arranged at most 5% outside of the crankcase. Furthermore, it is preferred that the part of the line branch located outside the engine block or the cylinder head is at most 20 cm [centimeters], in particular only 10 cm long.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine weist der Leitungsabzweig ein Rückschlagventil (Klappe) auf, welches innerhalb der Verbrennungskraftmaschine angeordnet ist. In weiteren Ausführungsvarianten ist aber auch möglich ein Rückschlagventil als integralen Bestandteil eines Verdichters (insbesondere eines Verdichterbogens) auszuführen.In a further preferred embodiment of the internal combustion engine, the branch line has a check valve (flap) which is arranged inside the internal combustion engine. In further embodiment variants, however, it is also possible to design a check valve as an integral part of a compressor (in particular a compressor bend).
Mit der Formulierung "innerhalb der Verbrennungskraftmaschine" ist insbesondere gemeint, dass der Leitungsabzweig innerhalb des Motorblocks oder innerhalb des Zylinderkopfs (auch Zylinderkopfhaube genannt) angeordnet ist.The wording “within the internal combustion engine” means in particular that the branch line is arranged inside the engine block or inside the cylinder head (also called cylinder head cover).
Wie weiter oben beschrieben, ist die Kurbelgehäuseentlüftungsleitung dazu eingerichtet, Gas aus dem Kurbelgehäuse in die Ansaugleitung zu leiten. Der Druck in der Ansaugleitung kann aber, je nach Betriebszustand der Verbrennungskraftmaschine, auch größer sein, als der Druck im Kurbelgehäuse. Dies gilt insbesondere für den Druck stromabwärts eines Verdichters. In diesem Fall könnte über die Kurbelgehäuseentlüftungsleitung Luft in das Kurbelgehäuse gelangen und dort den Druck erhöhen.As described above, the crankcase ventilation line is configured to direct gas from the crankcase into the intake line. However, depending on the operating state of the internal combustion engine, the pressure in the intake line can also 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.
Insbesondere über den Leitungsabzweig kann Luft wie beschrieben aus der Ansaugleitung in das Kurbelgehäuse gelangen. Daher ist das Rückschlagventil in dem Leitungsabzweig vorgesehen. Die Durchlassrichtung des Rückschlagventils ist vorzugsweise von der Abzweigungsstelle hin zur zweiten Anschlussstelle orientiert. Durch das Rückschlagventil, insbesondere bei der beschriebenen Orientierung der Durchlassrichtung, kann bevorzugt verhindert werden, dass Luft aus der Ansaugleitung wie beschrieben in das Kurbelgehäuse gelangt. Dass das Rückschlagventil innerhalb der Verbrennungskraftmaschine angeordnet ist, kann gerade bei diesem für Leckagen anfälligen Bauteil die Gefahr einer Undichtigkeit und damit eines Austretens von Kurbelgehäusegas erheblich reduzieren. Vorzugsweise ist das Rückschlagventil derart in die Verbrennungskraftmaschine integriert, dass ein Austreten von Gas aus dem Rückschlagventil (Klappe) in die Umwelt unmöglich ist.In particular, via the line branch, air can get from the intake line into the crankcase, as described. Therefore, the check valve is provided in the branch line. The passage direction of the check valve is preferably oriented from the branch point to the second connection point. The non-return valve, in particular in the described orientation of the passage direction, can preferably prevent air from getting into the crankcase from the intake line as described. The fact that the non-return valve is arranged within the internal combustion engine can significantly reduce the risk of leakage and thus of crankcase gas escaping, particularly in the case of this component, which is prone to leaks. Preferably the non-return valve is integrated into the internal combustion engine in such a way that it is impossible for gas to escape from the non-return valve (flap) into the environment.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist innerhalb der Verbrennungskraftmaschine ein Regelventil (auch Regeleinheit genannt) vorgesehen, über das die Kurbelgehäuseentlüftungsleitung an das Kurbelgehäuse angebunden ist.In a further preferred embodiment of the internal combustion engine, a control valve (also called a control unit) is provided within the internal combustion engine, via which the crankcase ventilation line is connected to the crankcase.
Mit der Formulierung "innerhalb der Verbrennungskraftmaschine" ist insbesondere gemeint, dass das Regelventil (Regeleinheit) innerhalb der Verbrennungskraftmaschine, insbesondere innerhalb des Motorblocks oder innerhalb des Zylinderkopfs angeordnet ist.The wording “within 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.
Mit einem Regelventil (Regeleinheit) ist hier eine Vorrichtung gemeint, mit welcher eine Entlüftung des Kurbelgehäuses über die Kurbelgehäuseentlüftungsleitung gezielt gesteuert werden kann, beispielsweise über einen elektronischen Regeleingriff.A control valve (control unit) means a device with which ventilation of the crankcase can be controlled in a targeted manner via the crankcase ventilation line, for example via an electronic control intervention.
Das Regelventil (Regeleinheit) ist vorzugsweise dazu eingerichtet, einen Druck im Kurbelgehäuse auf einem gewünschten Niveau bzw. unter einem gewünschten Niveau zu halten. Außerdem ist bevorzugt, dass das Regelventil (Regeleinheit) dem weiter oben beschriebenen Umschalten (bei verschiedenen Betriebszuständen der Verbrennungskraftmaschine) zwischen den Zweigen der Kurbelgehäuseentlüftungsleitung dient. Vorzugsweise hat das Regelventil (Regeleinheit) einen Einlass, der mit dem zu entlüftenden Kurbelgehäuse verbunden ist. Außerdem weist das Regelventil vorzugsweise zwei Auslässe auf, je einen für jeden der Zweige der Kurbelgehäuseentlüftungsleitung. Bei einer Kurbelgehäuseentlüftungsleitung mit mehr als zwei Zweigen weist das Regelventil vorzugsweise für jeden Zweig der Kurbelgehäuseentlüftungsleitung je einen Auslass auf. Das Regelventil ist bevorzugt innerhalb des Kurbelgehäuses angeordnet. Wie auch bei dem weiter oben beschriebenen Rückschlagventil kann dadurch erreicht werden, dass eine Undichtigkeit des Regelventils vermieden wird. Vorzugsweise ist das Regelventil derart in die Verbrennungskraftmaschine integriert, dass ein Austreten von Gas aus dem Regelventil in die Umwelt unmöglich ist.The control valve (control unit) is preferably set up to keep a pressure in the crankcase at a desired level or below a desired level. In addition, it is preferred that the control valve (control unit) is used for switching (in different operating states of the internal combustion engine) between the branches of the crankcase ventilation line as described above. Preferably, the control valve (control unit) has an inlet which is connected to the crankcase to be vented. In addition, the control valve preferably has two outlets, one for each of the branches of the crankcase ventilation line. In the case of 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 arranged inside the crankcase. As with the check valve described above, it can be achieved that a leak of the control valve is avoided. The control valve is preferably integrated into the internal combustion engine in such a way that it is impossible for gas to escape from the control valve into the environment.
Durch das Regelventil kann verhindert werden, dass der Druck im Kurbelgehäuse zu gering wird. Durch einen zu geringen Druck im Kurbelgehäuse kann die Entstehung von Kurbelgehäusegas in einem unerwünschten Maße verstärkt werden, indem Gas aus den Zylindern aktiv an den Kolben vorbei in das Kurbelgehäuse gesaugt wird. Außerdem können auch durch einen besonders niedrigen Druck Beschädigungen an weiteren Bauteilen wie Dichtungen auftreten, die durch die Verwendung eines Regelventils vermieden werden können.The control valve can prevent the pressure in the crankcase from becoming too low. Under-pressure in the crankcase can increase the build-up of crankcase gas to an undesirable degree by actively drawing gas from the cylinders past the pistons and into the crankcase. In addition, damage to other components such as seals can also occur due to a particularly low pressure, which can be avoided by using a control valve.
Vorzugsweise handelt es sich bei dem Regelventil um ein PCV-Ventil. Das Regelventil kann volumenstrom- oder massenstromgeregelt oder druckgeregelt sein.The control valve is preferably a PCV valve . The control valve can be volume flow or mass flow controlled or pressure controlled.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist der innerhalb des Motorblocks und/oder des Zylinderkopfes verlaufende Teil der Kurbelgehäuseentlüftungsleitung als Aussparungen innerhalb des Materials des Motorblocks und/oder des Zylinderkopfes realisiert.In a further preferred embodiment of the internal combustion engine, the part of the crankcase ventilation line running inside the engine block and/or the cylinder head is implemented as recesses inside the material of the engine block and/or the cylinder head.
Eine durch Aussparungen in einem Materialblock realisierte Leitung kann jedenfalls zwischen ihren Enden nicht undicht sein. Daher kann in dieser Ausführungsform besonders effektiv ein Austreten von Kurbelgehäusegas verhindert werden.In any case, a line realized by cutouts in a block of material cannot leak between its ends. Therefore, in this embodiment, crankcase gas leakage can be prevented particularly effectively.
In einer weiteren bevorzugten Ausführungsform der Verbrennungskraftmaschine ist die Kurbelgehäuseentlüftungsleitung als ein eingegossener oder gebohrter Kanal realisiert.In a further preferred embodiment of the internal combustion engine, the crankcase ventilation line is implemented as a cast or drilled channel.
Ist/Sind der Motorblock und/oder der Zylinderkopf als ein Gussteil bzw. als zwei Gussteile realisiert, so ist ein darin eingegossener Kanal besonders gut gegen eine Undichtigkeit geschützt.If the engine block and/or the cylinder head is/are realized as a cast part or as two cast parts, a duct cast therein is particularly well protected against leakage.
Die Erfindung findet vorzugsweise Einsatz in einem Kraftfahrzeug mit einer zuvor beschriebenen Verbrennungskraftmaschine.The invention is preferably used in a motor vehicle with an internal combustion engine as described above.
Die weiter vorne für die Verbrennungskraftmaschine beschriebenen besonderen Vorteile und Ausgestaltungsmerkmale sind auf das beschriebene Kraftfahrzeug anwendbar und übertragbar.The particular advantages and design features described above for the internal combustion engine can be applied and transferred to the motor vehicle described.
Die Erfindung und das technische Umfeld werden nachfolgend anhand der Figuren näher erläutert. Die Figuren zeigen besonders bevorzugte Ausführungsbeispiele, auf die die Erfindung jedoch nicht begrenzt ist. Insbesondere ist darauf hinzuweisen, dass die Figuren und insbesondere die dargestellten Größenverhältnisse nur schematisch sind. Es zeigen:
- Fig. 1:
- eine schematische Darstellung eines Kraftfahrzeugs mit einer Verbrennungskraftmaschine,
- Fig. 2:
- eine perspektivische Darstellung einer Verbrennungskraftmaschine mit einer Kurbelgehäuseentlüftungsleitung gemäß Stand der Technik,
- Fig. 3:
- eine perspektivische Darstellung einer beschriebenen Verbrennungskraftmaschine mit einer Kurbelgehäuseentlüftungsleitung, und
- Fig. 4:
- eine Schnittdarstellung der Verbrennungskraftmaschine aus
Fig. 3 .
- Figure 1:
- a schematic representation of a motor vehicle with an internal combustion engine,
- Figure 2:
- a perspective view of an internal combustion engine with a crankcase ventilation line according to the prior art,
- Figure 3:
- a perspective view of an internal combustion engine described with a crankcase ventilation line, and
- Figure 4:
- a sectional view of the
internal combustion engine 3 .
Ein als ein Abgasturbolader ausgeführter Verdichter 7 ist sowohl an die Ansaugleitung 5, als auch an die Abgasleitung 6 angebunden. Überwiegend innerhalb der Verbrennungskraftmaschine 2 ist eine Kurbelgehäuseentlüftungsleitung 11 angeordnet. Die Kurbelgehäuseentlüftungsleitung 11 ist an die vier ersten Anschlussstellen 13 an die Ansaugleitung 5 in den Ansaugbereichen 9 stromabwärts des Verdichters 7 angebunden. An einer Abzweigungsstelle 25 zweigt sich ein Leitungsabzweig 12 der Kurbelgehäuseentlüftungsleitung 11 ab. Der Leitungsabzweig 12 ist an einer zweiten Anschlussstelle 14, die als eine nicht lösbare Verbindung 18 ausgeführt ist, stromaufwärts des Verdichters 7 an die Ansaugleitung 5 angebunden. An der Abzweigungsstelle 25 ist ein Regelventil 15 angeordnet. Der Leitungsabzweig 12 weist innerhalb der Verbrennungskraftmaschine 2 ein Rückschlagventil 16 auf. Die Durchlassrichtung des Rückschlagventils 16 ist von der Abzweigungsstelle 25 hin zur zweiten Anschlussstelle 14 orientiert.A
- 11
- Kraftfahrzeugmotor vehicle
- 22
- Verbrennungskraftmaschineinternal combustion engine
- 33
- Kurbelgehäusecrankcase
- 44
- Zylindercylinder
- 55
- Ansaugleitungintake line
- 66
- Abgasleitungexhaust pipe
- 77
- Verdichtercompressor
- 88th
- Luftfilterair filter
- 99
- Ansaugbereichintake area
- 1010
- Auslassbereichoutlet area
- 1111
- KurbelgehäuseentlüftungsleitungCrankcase ventilation line
- 1212
- Leitungsabzweigline branch
- 1313
- erste Anschlussstellefirst connection point
- 1414
- zweite Anschlussstellesecond connection point
- 1515
- Regelventilcontrol valve
- 1616
- Rückschlagventilcheck valve
- 1717
- Hohlraumcavity
- 1818
- nicht lösbare Verbindungnon-detachable connection
- 1919
- Aussparungrecess
- 2020
- eingegossener Kanalcast channel
- 2121
- Drosselklappethrottle
- 2222
- Kühlvorrichtungcooler
- 2323
- Zylinderkopfcylinder head
- 2424
- Motorblockengine block
- 2525
- Abzweigungsstellejunction point
- 2626
- externe Leitungexternal line
Claims (10)
- Internal combustion engine (2) having an engine block (24) and a cylinder head (23), at least one crankcase (3) and at least one cylinder (4) which is attached to at least one intake line (5) being arranged in the internal combustion engine (2), the crankcase (3) being connected to the at least one intake line (5) via a crankcase breather line (11), having, furthermore, a compressor (7) for compressing air in the intake line (5), the crankcase breather line (11) being branched and being attached to at least one first connector point (13) on the intake line (5) downstream of the compressor (7), and a line branch (12) which is connected to at least one second connector point (14) upstream of the compressor (7) branching off at a branching point (25), characterized in that at least 75% of the crankcase breather line (11) is arranged within the engine block (24) and/or within the cylinder head (23), and in that that part of the line branch (12) which is arranged outside the engine block (24) and the cylinder head (23) is at most 20 cm long.
- Internal combustion engine (2) according to Claim 1, at least 90% of the crankcase breather line (11) being arranged within the engine block (24) and/or within the cylinder head (23).
- Internal combustion engine (2) according to Claim 1 or 2, a plurality of cylinders (4) being provided, and one of the at least one first connector points (13) being provided for each of the cylinders (4).
- Internal combustion engine (2) according to one of the preceding claims, the line branch (12) being arranged partially outside the internal combustion engine (2) and being connected to the intake line (5) via a non-releasable connection (18) at the first connector point (13) .
- Internal combustion engine (2) according to one of the preceding claims, at most 25% of the line branch (12) being arranged outside the internal combustion engine (2) .
- Internal combustion engine (2) according to one of the preceding claims, the line branch (12) having a check valve (16) which is arranged within the internal combustion engine (2).
- Internal combustion engine (2) according to one of the preceding claims, a control valve (15) being provided within the internal combustion engine (2), via which control valve (15) the crankcase breather line (11) being attached to the crankcase (3).
- Internal combustion engine (2) according to one of the preceding claims, that part of the crankcase breather line (11) which runs within the engine block (24) and/or the cylinder head (23) being realised as cut-outs (19) within the material of the engine block (24) and/or the cylinder head (23).
- Internal combustion engine (2) according to one of the preceding claims, the crankcase breather line (11) being realised as a cast channel (20).
- Motor vehicle (1) with an internal combustion engine (2) according to one of the preceding claims.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016219344.9A DE102016219344B4 (en) | 2016-10-06 | 2016-10-06 | Internal combustion engine with a device for ventilating a crankcase and motor vehicle with such an internal combustion engine |
PCT/EP2017/071181 WO2018065147A1 (en) | 2016-10-06 | 2017-08-23 | Device for the ventilation of a crankcase of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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EP3523514A1 EP3523514A1 (en) | 2019-08-14 |
EP3523514B1 true EP3523514B1 (en) | 2022-06-15 |
Family
ID=59745278
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP17758849.8A Active EP3523514B1 (en) | 2016-10-06 | 2017-08-23 | Device for the ventilation of a crankcase of an internal combustion engine |
Country Status (5)
Country | Link |
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US (1) | US10794245B2 (en) |
EP (1) | EP3523514B1 (en) |
CN (1) | CN109415959A (en) |
DE (1) | DE102016219344B4 (en) |
WO (1) | WO2018065147A1 (en) |
Families Citing this family (1)
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CN114320526A (en) * | 2020-09-30 | 2022-04-12 | 深圳臻宇新能源动力科技有限公司 | Crankcase ventilation system and air leakage diagnosis method thereof |
Family Cites Families (21)
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EP1026372B1 (en) | 1999-02-01 | 2004-09-22 | Honda Giken Kogyo Kabushiki Kaisha | Engine crankcase ventilation system including a blowby gas passage defined between crankcase members |
US6234154B1 (en) * | 2000-06-12 | 2001-05-22 | General Motors Corporation | Integral PCV system |
DE10163781B4 (en) * | 2001-12-22 | 2014-09-25 | Mahle Filtersysteme Gmbh | Pressure control valve |
JP4323203B2 (en) * | 2003-04-07 | 2009-09-02 | 愛知機械工業株式会社 | Blowby gas recirculation device for internal combustion engine |
JP3772871B2 (en) * | 2003-10-10 | 2006-05-10 | 日産自動車株式会社 | Intake device for internal combustion engine |
DE102004012160A1 (en) | 2004-03-12 | 2005-09-29 | Adam Opel Ag | Crankcase ventilation arrangement involves crankcase, cylinder head, cylinder head cover, all for an automotive vehicle, with cylinder head cover housing with at least one inner space |
DE202004011882U1 (en) * | 2004-07-29 | 2005-12-08 | Hengst Gmbh & Co.Kg | Crankcase breather for an internal combustion engine with an exhaust gas turbocharger |
GB2457892A (en) * | 2008-02-26 | 2009-09-02 | Symbian Software Ltd | Switching content between devices in a subscriber entertainment system |
CN101575996A (en) * | 2008-05-07 | 2009-11-11 | 中国第一汽车集团公司 | Built-in channel crankcase ventilation structure of cylinder body |
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 |
DE112011105854T5 (en) * | 2011-11-15 | 2014-08-07 | Toyota Jidosha Kabushiki Kaisha | Blow-by gas ventilation device |
WO2013082488A2 (en) * | 2011-11-30 | 2013-06-06 | Corning Incorporated | Optical coating method, apparatus and product |
JP5664628B2 (en) * | 2012-10-16 | 2015-02-04 | トヨタ自動車株式会社 | Blow-by gas ventilation system for an internal combustion engine with a supercharger |
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 (en) * | 2014-02-28 | 2016-07-13 | トヨタ自動車株式会社 | Blow-by gas processing device for internal combustion engine |
DE102014013714A1 (en) * | 2014-09-17 | 2016-03-17 | Daimler Ag | Internal combustion engine, in particular for a motor vehicle |
DE102014114397A1 (en) * | 2014-10-02 | 2016-04-07 | Hengst Of North America, Inc. | Internal combustion engine with a crankcase ventilation device and method for monitoring a crankcase ventilation device |
-
2016
- 2016-10-06 DE DE102016219344.9A patent/DE102016219344B4/en active Active
-
2017
- 2017-08-23 EP EP17758849.8A patent/EP3523514B1/en active Active
- 2017-08-23 WO PCT/EP2017/071181 patent/WO2018065147A1/en unknown
- 2017-08-23 CN CN201780039976.1A patent/CN109415959A/en active Pending
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- 2019-01-25 US US16/257,196 patent/US10794245B2/en active Active
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EP3523514A1 (en) | 2019-08-14 |
WO2018065147A1 (en) | 2018-04-12 |
DE102016219344B4 (en) | 2024-07-04 |
US10794245B2 (en) | 2020-10-06 |
DE102016219344A1 (en) | 2018-04-12 |
CN109415959A (en) | 2019-03-01 |
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