EP3717756A1 - Moteur a combustion interne destine a un vehicule automobile - Google Patents

Moteur a combustion interne destine a un vehicule automobile

Info

Publication number
EP3717756A1
EP3717756A1 EP18807956.0A EP18807956A EP3717756A1 EP 3717756 A1 EP3717756 A1 EP 3717756A1 EP 18807956 A EP18807956 A EP 18807956A EP 3717756 A1 EP3717756 A1 EP 3717756A1
Authority
EP
European Patent Office
Prior art keywords
crankcase
internal combustion
combustion engine
gas
blow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18807956.0A
Other languages
German (de)
English (en)
Inventor
Daniel SCHATZ
Johannes WEINMANN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP3717756A1 publication Critical patent/EP3717756A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M3/00—Investigating fluid-tightness of structures
    • G01M3/02—Investigating fluid-tightness of structures by using fluid or vacuum
    • G01M3/26—Investigating fluid-tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors
    • G01M3/32—Investigating fluid-tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors for containers, e.g. radiators
    • G01M3/34—Investigating fluid-tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors for containers, e.g. radiators by testing the possibility of maintaining the vacuum in containers, e.g. in can-testing machines
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • 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
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M3/00—Investigating fluid-tightness of structures
    • G01M3/02—Investigating fluid-tightness of structures by using fluid or vacuum
    • G01M3/025—Details with respect to the testing of engines or engine parts
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F01M2001/0215—Electrical pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M2013/026—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with pumps sucking air or blow-by gases from the crankcase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device

Definitions

  • the present invention relates to an internal combustion engine for a motor vehicle, comprising an engine block, which includes at least one cylinder for a piston, and a crankcase, which connects to the engine block and contains a coupled to the respective piston crankshaft, wherein a crankcase ventilation device for discharging provided by blow-by gas from the crankcase. Furthermore, the invention relates to a method for leak testing of the crankcase ventilation device of such an internal combustion engine.
  • each cylinder and the associated piston bound a combustion chamber, wherein the piston movably mounted in the respective cylinder has at least one piston ring which, together with the piston, seals the crankcase with respect to the combustion chamber.
  • a certain clearance is provided between the piston ring and the inner walls of the cylinder, so that a complete fluidic separation of the combustion chamber and the crankcase is not achievable. Therefore, especially in supercharged internal combustion engines, which use an increased pressure in the intake tract to increase performance, blow-by gas flows out of the combustion chamber into the crankcase and there continuously increases the gas pressure relative to the atmospheric pressure. This increased gas pressure can lead to damage to the crankcase.
  • crankcase ventilation device is used for discharging the blow-by gas from the crankcase, wherein during operation of the internal combustion engine typically a pressure in the range of -2 mbar relative to the ambient pressure of Engine is sought.
  • Internal combustion engines with crankcase ventilation devices are known from DE 10 2012 220 800 A1, DE 10 2015 203 694 A1 and CH 664 798 A5.
  • the blow-by gas should not escape unfiltered during operation of the internal combustion engine, since it can contain the finest oil droplets, fuel residues and soot, which have a detrimental effect on the environment. Therefore, it is particularly important that possible leaks of the crankcase ventilation device are detected promptly after their emergence.
  • DE 10 2007 046 465 A1 describes a device for detecting leaks in crankcase ventilation devices, wherein a sensor element is provided at a connection point which is formed by two adjacent end pieces of two adjacent components of the crankcase ventilation device.
  • the sensor element has electrical contacts, which determines the electrical resistance value via the two adjoining end pieces, wherein the end pieces must of course be formed of electrically conductive material. If, for example, such end pieces are not installed correctly or become detached during operation of the internal combustion engine, so that the electrically conductive connection between the end pieces is interrupted, the sensor element measures a very large resistance value, which deviates from a predetermined desired value.
  • crankcase ventilation system An operating method for a crankcase ventilation system is known from DE 10 2004 030 908 A1, in which, with the internal combustion engine switched off, a pump generates an overpressure in a gas path of the crankcase ventilation system in order to carry out a leak test.
  • the present invention has for its object to provide an embodiment of an internal combustion engine of the type described above, which allows a leak test of the crankcase ventilation device, the leak test should not be limited to leaks at joints. Furthermore, a suitable test method is sought.
  • the present invention is based on the general idea of creating a negative pressure in the crankcase and then determining the gas pressure in the crankcase.
  • the internal combustion engine according to the invention has a crankcase ventilation device, which comprises an electrically driven conveying device, which is fluidically connected to the crankcase by means of a blow-by-gas line.
  • the electrically driven conveying device may be formed as a fluid pump, wherein it may be preferred that the conveying device is a side channel compressor having a rotating blade impeller, which between a inlet and an outlet of the side channel compressor, a pressure generated difference, wherein at the inlet a lower pressure than at the outlet prevails.
  • the delivery device generates a negative pressure in an operating mode in the blow-by gas line, as a result of which the blow-by gas is sucked or driven out of the crankcase in the direction of the delivery device.
  • At least one pressure sensor is provided in the internal combustion engine, which measures the gas pressure in the crankcase.
  • Both the crankcase ventilation device, in particular the conveying device, and the pressure sensor are each communicatively connected to a control device, wherein this control device can be designed to control and / or regulate the internal combustion engine.
  • a communicating connection is to be understood here as meaning that a bidirectional or unidirectional data connection can be provided between two components communicating with one another, with which electrical control, regulating, and / or measuring signals can be transmitted in analog or digital form.
  • the communication between more than two components of the internal combustion engine can be realized with a bus system.
  • the control unit is designed and / or programmed to carry out a leak test of the crankcase ventilation device when the internal combustion engine is switched off.
  • a tightness test use is made of the fact that the crankcase of the switched-off internal combustion engine has a certain fluidic impermeability to the respective combustion chamber.
  • the fluid tightness of the crankcase relative to the surroundings of the internal combustion engine or atmosphere is essentially determined by the tightness between the crankcase and the respective combustion chamber. If, however, leaks occur in the area of the crankcase ventilation device, reduce also the fluidic tightness of the crankcase with respect to the environment of the internal combustion engine.
  • the fluidic tightness of the crankcase can be determined by measuring the gas pressure in the crankcase with the pressure sensor, wherein this gas pressure measurement can be carried out, for example, at a predetermined time or can also take place continuously for a specific measuring time in order to determine the time change of the gas pressure to determine the predetermined measurement time.
  • At least one desired value of the gas pressure of the crankcase is stored in the control unit and, when a leak test is carried out, is compared with at least one actual value of the gas pressure which is determined by the pressure sensor.
  • crankcase ventilation device As a result, a leak test of the crankcase ventilation device is made possible, whereby leaks outside of joints are reliably detected.
  • the invention relates to a method for leak testing a crankcase ventilation device of an internal combustion engine according to the invention, wherein switched off the internal combustion engine switched on the conveyor and operated for a predetermined period of time to generate a negative pressure in the crankcase.
  • the gas pressure in the crankcase is compared with a predetermined tolerance gas pressure range, an error message being generated if the gas pressure measured at the predetermined time is outside the tolerance gas pressure range.
  • This comparison is preferably carried out by the control unit of the internal combustion engine, with the control unit also preferably generating the error message and transmitting it, for example, to a diagnostic interface.
  • the pressure in the crankcase is reduced continuously after switching off the conveyor since blow-by gas is sucked into the crankcase from the respective combustion chamber.
  • the rate at which the gas pressure in the crankcase increases after switching off the conveyor is essentially determined by the fluidic tightness between the crankcase and the respective combustion chamber. To a certain extent, this fluidic tightness is influenced by factors such as the ambient temperature of the internal combustion engine, the operating mode of the internal combustion engine before it is switched off, and the wear occurring between time between the piston ring and the inner wall of the respective cylinder. Therefore, it makes sense not to compare the gas pressure in the crankcase with a fixed individual value, but rather with a tolerance gas pressure range which includes typical gas pressure values of the crankcase as a function of sensible influencing factors.
  • the predetermined period of time is at least 1 second and at most 10 seconds or at most 5 seconds, preferably at least 2 seconds and at most 4 seconds, particularly preferably 3 seconds. These time periods for generating a negative pressure in the crankcase are necessary, to create a negative pressure sufficient to perform a Dretesprü test.
  • the predetermined period of time depends on the desired negative pressure, volume of the crankcase and the design of the conveyor.
  • the predetermined time is at least 1 second and at most 4 seconds, preferably at least 2 seconds and at most 3 seconds, more preferably 2 seconds.
  • the tolerance gas pressure region has a width of 10 mbar.
  • the width of the tolerance gas pressure range is to be understood as meaning the difference between the upper limit and the lower limit of the gas pressure range. It has been found that the influencing factors mentioned above, which influence the tightness between the respective combustion chamber and the crankcase, typically cause fluctuations in the gas pressure in the crankcase in a range which is less than 10 mbar.
  • the tolerance gas pressure range is 10 mbar above a gas pressure which is present in the crankcase when the delivery device is switched off.
  • the gas pressure present in the crankcase when the conveyor device is switched off is approximately -60 mbar and the gas pressure range extends approximately from -50 to -40 mbar.
  • the tolerance gas pressure region has a width that is as great as a distance of a lower limit of the tolerance gas pressure range from a gas pressure present in the crankcase when the delivery device is switched off.
  • the advantage of this is that the tolerance gas pressure range is sufficiently selected to encompass typical fluctuations in the gas pressure in the crankcase.
  • control device configured and / or programmed such that it carries out the above-listed methods for leak testing the crankcase ventilation device.
  • the crankcase ventilation device has a ⁇ labschei- for separating oil from the blow-by gas, which is arranged in the blow-by gas line downstream of the conveyor, wherein the ⁇ labschei - Has an oil collection chamber for collecting the separated oil and a return line for returning the separated oil from the ⁇ lsam- melraum to the crankcase.
  • the return line establishes a fluidic connection between the oil collecting space and the crankcase.
  • the oil separator can be designed, for example, as a centrifugal separator, impactor or plate separator.
  • the delivery device and the oil separator are combined in a common housing to form a separator module.
  • the separator module can have an unfiltered air inlet and a clean air outlet, wherein the oil separator between the unfiltered air inlet and the clean air outlet is arranged so that it fluidly separates from one another that the blow-by gas essentially only passes through the oil separator from the unfiltered air inlet to the oil separator Clean air outlet passes.
  • the conveying device for driving the blow-by gas can preferably be arranged between the unfiltered air inlet and the oil separator.
  • the pressure sensor at the inlet of the conveyor and / or on the crankcase and / or in the blow-by-gas line upstream of the conveyor is arranged.
  • the use of a plurality of pressure sensors may be advantageous in order to localize a leak with a single measurement, since the gas pressure changes at the respective pressure sensor have different rates of change, which indicate the position of a leak.
  • the installation location essentially depends on the design of the internal combustion engine.
  • the pressure sensor is arranged on the separator module in order to equip an internal combustion engine with a system according to the invention for leak testing the crankcase ventilation device with as few work steps as possible, thereby reducing the manufacturing costs of the internal combustion engine.
  • the internal combustion engine has a fresh air system for supplying fresh air to the respective cylinder and the blow-by-gas line supplies the blow-by gas to the fresh air system or environment of the internal combustion engine.
  • the fresh air system filters dust from the intake ambient air, which also contains quartz, among other things, which would form a grinding mass together with lubricating oils used in the internal combustion engine, which leads to increased wear of the internal combustion engine. Since the blow-by gas can have unburned fuel, it can be fed again to the respective combustion chamber during the supply to the fresh air system, so that these unburned pollutants do not escape into the environment.
  • a non-return valve is arranged downstream of the pressure sensor in the blow-by gas line or on the conveyor, which blocks in the direction of the crankcase.
  • the non-return valve arranged in the separator module is to allow the simplest possible and cost-effective installation of the system for leak testing the crankcase ventilation device.
  • FIG. 1 is a schematic diagram of a first embodiment of an inventive internal combustion engine with a Kurbelgepatentlcommunungsein- direction
  • FIG. 2 is a schematic diagram of a second embodiment of an inventive internal combustion engine with a Kurbelgepatuseentlwestungsein- direction.
  • an internal combustion engine 1 is in fluidic interaction with its surroundings 14, wherein Rohlufteinlass 15 the environment 14 untreated air withdrawn and the internal combustion engine 1 is supplied. After the untreated air has been used in the internal combustion engine 1, it is returned to the environment 14 in the form of exhaust gases via an exhaust gas outlet 22.
  • Such an internal combustion engine 1 may, for example, be designed as a gasoline or diesel engine.
  • a fresh air system 13 Downstream of the unfiltered air inlet 15, a fresh air system 13 is provided, which may have a housing with an inlet and an outlet, wherein the raw air inlet 15 opens into the inlet and connects to the outlet a fresh air line 16.
  • a filter element in the housing can be arranged such that it fluidly separates the inlet and outlet from each other, so that the raw air sucked from the environment 14 must essentially flow through the filter element and is thereby freed from contamination leading to increased wear could lead the internal combustion engine 1.
  • a charging device 17 Downstream of the fresh air system 13, a charging device 17 is provided, in which the fresh air line 16 opens.
  • the charging device 17 is connected fluidically via the air intake line 19 and the exhaust gas line 20 to at least one cylinder 3 of an engine block 2 of the internal combustion engine 1.
  • a piston 4 Within each cylinder 3, a piston 4 is movably mounted and coupled to a crankshaft which is provided in a crankcase 5, which connects to the engine block 2.
  • Each piston 4 and the associated adjacent inner walls of each cylinder 3 delimit a combustion chamber, which is fluidically connected to the charge air line 19 and exhaust pipe 20.
  • the clean air required for the combustion process is supplied via the charge air line 14 and is conveyed via the exhaust line.
  • tion 20 resulting from the combustion process exhaust gases are discharged from the combustion chamber.
  • each piston 4 is provided with at least one piston ring, not shown, which is arranged between the respective piston 4 and the inner walls of the respective cylinder 3.
  • the loading unit 17 comprises a compressor 18 and an exhaust gas turbine 21, which are coupled to each other via a rotatably mounted shaft.
  • the exhaust gases which are formed in the combustion chamber during the combustion process flow through the exhaust gas line 20 and drive the exhaust gas turbine 21, which in turn drives the compressor 18 via the rotatably mounted shaft.
  • Such a charging unit 17, which may be designed as an exhaust gas turbocharger, operates essentially loss-free, since it does not require any drive power from the crankshaft.
  • the compressor 18 may be configured as a compressor wheel and sucks in the fresh air via the fresh air line 16 and compresses it to supply the combustion process pre-compressed fresh air or charge air via the charge air line 19. As a result, a performance or efficiency increase of the internal combustion engine 1 is achieved.
  • the charge air compressed by the compressor 18 has an elevated temperature compared to the uncompacted fresh air.
  • charge air cooling may be provided in the charge air line 19 between the compressor 18 and the respective cylinder 3 in order to cool the charge air and thus further increase its density.
  • the charge air line 19 may have a boost pressure control, not shown, which may be formed, for example, as a throttle valve.
  • crankcase ventilation device 6 which in the embodiment of FIG. 1 has a conveyor 8 which is fluidically connected to the crankcase 5 via a blow -by-gas line 7 is connected.
  • the delivery device 8, which may be designed, for example, as a fluid pump with an electric drive, preferably generates a negative pressure in the range of -2 mbar in the crankcase 5.
  • the blow-by gas line 7 is arranged on the crankcase 5 in such a way that no oil is sucked out of the oil pan 23 when the crankcase ventilation device 6 is operating.
  • the conveying device 8 is communicatively connected to a control device 10 via at least one control line 25, wherein the control line 25 preferably represents a bidirectional connection, so that on the one hand preferably transmitted by the control device 10 electrical signals for controlling and / or regulating the conveyor 8 and On the other hand, operating information of the conveying device 8 can be transmitted to the control unit 10.
  • the control unit 10 may be provided with control lines (not shown) for controlling and / or Control of the internal combustion engine 1 and in addition communicate with other electronic components of a motor vehicle in communicating connection, such as display elements, controls or diagnostic interfaces.
  • Several signal lines 25 may be combined as a bus system.
  • the blow-by gas which penetrates into the crankcase 5 during operation of the internal combustion engine 1, absorbs the smallest oil droplets, so that a fine oil mist is formed.
  • an oil separator 11 is provided downstream of the conveyor 8, in which the oil droplets are separated from the blow-by gas.
  • the oil separator 11 is fluidically connected through the blow-by-gas line 7 to the conveyor 8 and may have an oil collecting space for collecting the separated oil, said oil collecting space fluidly by means of a return line 12 with the crankcase 5, preferably with the oil pan 23, is connected.
  • the delivery device 8 While the delivery device 8 generates a negative pressure in the blow-by gas line 7 between it and the crankcase 5, it generates an overpressure between itself and the oil separator 11, so that the blow-by gas flows into the oil separator 11 , This overpressure can also be used to convey the separated oil via the return line 12 into the crankcase 5.
  • the oil separator 11 is connected fluidically through the blow-by gas line 7 to the fresh air system 13 of the internal combustion engine 1, so that the blow-by gas freed from the oil mist returns to the combustion process of the internal combustion engine 1 is supplied.
  • unused fuel fractions that have entered the crankcase 5 during the compression step by the piston 4 with the blow-by gas still usable, so that the unburned pollutants do not enter the environment of the internal combustion engine 1, ie in the environment.
  • the delivery device 8 During operation of the internal combustion engine 1, the delivery device 8 has a suction power which is matched to the volume of the crankcase 5 in such a way that the blow-by gas already present in the crankcase 5 is exhausted, but if possible no additional blow-by Gas is sucked out of the combustion chamber. In order to carry out a leak test of the crankcase ventilation device 6, a deeper negative pressure or a lower gas pressure in the crankcase 5 than during operation of the internal combustion engine 1 must be generated so that even the smallest leaks of the crankcase ventilation device 6 can be determined safely. In contrast to the continuous operation of the delivery device 8 during operation of the internal combustion engine 1, when the internal combustion engine 1 is switched off, the delivery device 8 is operated only for a predetermined time period for generating the negative pressure in the crankcase 5.
  • a non-illustrated non-return valve Downstream of the crankcase 5, a non-illustrated non-return valve can be provided, which blocks a fluid exchange in the direction of the crankcase 5.
  • the pressure gas increase in the crankcase 5 thus depends essentially only on the fluidic tightness between the respective combustion chamber and the crankcase 5. If the crank venting device 6 has leaks, the pressure rise in the crankcase 5 is at a certain time after switching off the conveyor 8 higher than a predetermined setpoint or setpoint range and thus an indicator of the presence of these leaks.
  • the gas pressure in the crankcase 5 is determined with at least one pressure sensor 9, which can be arranged on or in the crankcase 5, as shown in FIG.
  • the pressure sensor 9 is arranged at the inlet of the conveying device 8 or in the blow-by-gas line 7 upstream of the conveying device 8.
  • a plurality of pressure sensors 9 are used, which can be installed at the positions listed above.
  • the at least one pressure sensor 9 is communicatively connected to the control device 10 by at least one signal line 24, wherein a bidirectional or even unidirectional connection is conceivable.
  • the associated signal lines 24 can be combined to form a bus system, wherein such a bus system can also be designed such that it comprises the signal lines 24 and control lines 25 connected to the control unit 10.
  • the control unit 10 is designed and / or programmed to carry out a leak test of the crankcase ventilation device 6 when the internal combustion engine 1 is switched off. It can be provided that the control unit 10 carries out the leakage test after each switching off of the internal combustion engine 1 or only when a certain number of shutdowns of the internal combustion engine 1 have taken place. In addition, it can be provided that the leak test can be initiated by a diagnostic interface, not shown, which is communicatively connected to the control unit 10. Thus, the leak test at regular maintenance can be performed by a specialist.
  • the control unit 10 has at least one non-volatile memory, in which at least a predetermined period of time is stored.
  • a control signal is transmitted via the control lines 25 to the conveyor 8, whereby the conveyor 8 is started and a negative pressure in the crankcase 5 generated.
  • the predetermined period of time depends essentially on the volume of the crankcase 5 and the design or delivery rate of the conveyor 8 from.
  • the control unit 10 sends a signal to the conveyor 8 via the control lines 25 in order to switch it off.
  • Flier drink also includes the non-illustrated check valve, which is arranged downstream of the crankcase 5.
  • the pressure sensor 9 measures the gas pressure in the crankcase 5 and transmits this value via the signal line 24 to the control unit 10. It can be provided that the pressure sensor 9 continuously transmits measured values to the control unit 10. It can also be provided that the pressure sensor 9 only transmits a measured value to the control unit 10 when it requests the measured value of the gas pressure at a predetermined time after switching off the conveyor 8.
  • the gas pressure in the crankcase 5 with a predetermined Toleranzgasdruckbe- is richly compared by the control unit 10, wherein an error message is generated by the control unit 10 when the gas pressure measured at the predetermined time lies outside the tolerance gas pressure range.
  • At least one predetermined point in time and at least one predetermined tolerance gas pressure range are stored in the control unit 10.
  • the comparison of the gas pressure in the crankcase 5 with a Toleranzgas horr- range at a predetermined time is more useful than the comparison with a single setpoint of the gas pressure, since the fluid tightness between the respective combustion chamber and the crankcase 5, for example, from the ambient temperature and also from the mode of operation of the internal combustion engine before the leak test depends. It has been found that a tolerance gas pressure range with a preferred width of 10 mbar is suitable for carrying out a reliable leak test of the crankcase ventilation device 6.
  • control unit 10 stores the measured value of the gas pressure in the crankcase 5 after each leak test and provides it with a time stamp, so that a possible change in the fluidic sealing speed of the crankcase 5 and / or the crankcase ventilation device 6 can be determined not based on additional leaks, but may be an indication of wear of the piston rings for example.
  • the exemplary embodiment of the internal combustion engine 1 in FIG. 2 has a crankcase ventilation device 6, which is designed as a separator module, in which the conveyor 8 and the oil separator 11 are combined, whereby the pressure sensor 9 is also installed in this separator module.
  • a non-illustrated non-return valve is arranged downstream of the pressure sensor 9 in the separator module.
  • the blow-by gas is not supplied to the fresh air system 13, but instead flows via the blow-by

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur à combustion interne (1) destiné à un véhicule automobile, comprenant un dispositif de dégazage de carter (6) servant à l'évacuation de gaz de carter présents dans le carter de vilebrequin (5), un capteur de pression (6) servant à mesurer la pression des gaz dans le carter de vilebrequin (5) et une unité de commande (10) raccordée au dispositif de dégazage de carter (6) de façon à communiquer avec ce dernier étant conçue et/ou programmée pour effectuer un contrôle d'étanchéité du dispositif de dégazage de carter (6) lorsque le moteur à combustion interne (1) est éteint.
EP18807956.0A 2017-11-28 2018-11-22 Moteur a combustion interne destine a un vehicule automobile Withdrawn EP3717756A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
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US20200291833A1 (en) 2020-09-17
CN111417768A (zh) 2020-07-14
DE102017221318B4 (de) 2024-08-29
WO2019105841A1 (fr) 2019-06-06
DE102017221318A1 (de) 2019-05-29
CN111417768B (zh) 2022-03-18
US11035264B2 (en) 2021-06-15

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