EP3914812B1 - Culasse - Google Patents

Culasse Download PDF

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Publication number
EP3914812B1
EP3914812B1 EP20701133.9A EP20701133A EP3914812B1 EP 3914812 B1 EP3914812 B1 EP 3914812B1 EP 20701133 A EP20701133 A EP 20701133A EP 3914812 B1 EP3914812 B1 EP 3914812B1
Authority
EP
European Patent Office
Prior art keywords
oil
cylinder head
internal combustion
combustion engine
fuel rail
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.)
Active
Application number
EP20701133.9A
Other languages
German (de)
English (en)
Other versions
EP3914812A1 (fr
Inventor
Alfred Inden
Daniel Bertram
Gerald Leyh
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.)
Deutz AG
Original Assignee
Deutz AG
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 Deutz AG filed Critical Deutz AG
Publication of EP3914812A1 publication Critical patent/EP3914812A1/fr
Application granted granted Critical
Publication of EP3914812B1 publication Critical patent/EP3914812B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0004—Crankcases of one-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • 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
    • F01M2013/0433—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a deflection device, e.g. screen
    • 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
    • F01M2013/0461—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a labyrinth
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames

Definitions

  • the invention relates to an internal combustion engine with the features of the preamble of claim 1.
  • Such an internal combustion engine is, for example, from JP 2016 056709 A known.
  • DE 10 2018 116 622 A1 describes a cylinder head cover structure for an engine with a cylinder head cover and an oil separator integrated therein for separating and removing oil mist contained in blow-by gas.
  • crankcase ventilation serves to separate oil-containing components (aerosols) from the amount of leakage gas that is unavoidable due to the system, which enters the crankcase via piston rings, ATL seals and valve stem seals and must be drained from there via appropriate oil separation devices.
  • Oil separators in internal combustion engines have the task of cleaning the oil-gas mixture in the crankcase by separating the oil droplets from this mixture and returning them to the oil sump of the oil pan, while directing gases into the intake area.
  • the oil separator is connected to the crankcase at its inlet and to the intake area at its outlet.
  • An oil separator of the type mentioned above is, for example, from DE 4239108 A1 known.
  • return lines are provided, which run below the oil level into the oil sump the oil pan.
  • the DE 4017074 A1 discloses a pressure control valve for crankcase ventilation on an internal combustion engine, this pressure control valve being arranged in combination with a filler opening for engine oil and an oil dipstick.
  • This combination is characterized by the fact that it saves space and centrally connects all components that affect the oil supply and monitoring of an internal combustion engine. This combination is further characterized by the fact that only a single connection is required on the engine block, through which the oil to be filled or the oil returning from the pressure control valve is fed to the oil pan and also accommodates the oil dipstick.
  • An oil separator arranged on a cylinder head cover which has a housing on the horizontal bottom surface of which three L-shaped angles are arranged, the back sides of the vertical L-bars being aligned with drainage openings in the bottom surface.
  • a pipe is inserted into the housing on the top of the housing, through which the gases freed from oil droplets escape via a valve.
  • the DE 2103061 shows a device for returning gases from the engine housing of an internal combustion engine into its gas introduction system.
  • DE 19914166 shows a rotary oil separator for cleaning the gas contained in the crankcase of an internal combustion engine, in particular a self-igniting internal combustion engine.
  • crankcase gas Crankcase ventilation gas or blow-by gas, hereinafter referred to as crankcase gas, is gas that passes the piston rings into the crankcase during engine operation.
  • the absorbed oil must be removed from this crankcase gas and the cleaned crankcase gas is then fed, in particular, to the combustion air.
  • Oil separation from the crankcase gases is now mainly carried out with the help of separators that consist of a knitted fabric of fibers or with the help of jet deflections on baffle plates or a combination of both processes.
  • the separation levels that can be achieved with current separators are not effective enough for future engines. Therefore, ultra-fine filters, possibly also as replaceable filter systems, will be used.
  • these have the disadvantage that, due to their principle, they work with a high differential pressure and thus lead to leakage problems on the engine.
  • the invention has the task of creating an internal combustion engine that avoids the disadvantages mentioned above.
  • An advantage according to the invention here is the compact design, the reduction of components, the combination of functions, the minimization of the number of components of the overall system, the reduction of leakage possibilities by reducing interfaces, minimization of the installation effort through assembly and the reduction of lines in the engine periphery.
  • the cylinder head closes off the top of the combustion chamber.
  • the cylinder head contains intake and exhaust valves, as well as injection nozzles or injectors through which the fuel is injected into the combustion chamber.
  • the valve train and the control of the injectors are attached to the cylinder head and housed in the valve cover via a corresponding wiring harness. It is also possible to integrate both injection lines and the fuel rail into the cylinder head-valve cover functional group. Furthermore, there are devices or geometries in the cylinder head for the preliminary or fine separation of oil aerosols from the blow-by.
  • the internal combustion engine has a cylinder head 2 and a valve cover 1.
  • Gas exchange valves, valve train, injectors, injector wiring harness, injection lines 4, fuel rail 5 and a pre-separator for separating the oil aerosols contained in the blow-by volume flow are arranged in the cylinder head 2.
  • the space provided for the fuel rail is also used as a pre-separation space for oil aerosol separation, as shown in Fig. 1 is pictured.
  • the installation space d surrounding the fuel rail 5 serves as a calming space for agglomeration or coagulation of the oil drops.
  • the installation space for mounting the rail is separated from the valve train space a by a web b in the cast contour of the cylinder head and a baffle c integrated into the valve cover.
  • the gas transfer from the valve train chamber a into the fuel rail chamber or calming chamber d takes place via the passages h necessary for the passage of the high-pressure lines 4 of the injectors 3.
  • Fig. 2 shows a cylinder head 2 and a valve cover 1 of the internal combustion engine.
  • Gas exchange valves, valve train, injectors, injector wiring harness, injection lines 4, fuel rail 5 and a pre-separator for separating the oil aerosols contained in the blow-by volume flow are arranged in the cylinder head 2.
  • the space provided for the fuel rail 5 is also used as a pre-separation space for oil aerosol separation, as shown in Fig. 1 is pictured.
  • the installation space d surrounding the fuel rail 5 serves as a calming space for agglomeration or coagulation of the oil drops.
  • the installation space for mounting the rail is separated from the valve train space a by a web b in the cast contour of the cylinder head and a baffle c integrated into the valve cover.
  • the gas transfer from the valve train chamber a into the fuel rail chamber or calming chamber d takes place via the passages h necessary for the passage of the high-pressure lines 4 of the injectors 3.
  • Fig. 3 shows a top view of the cylinder head 2 from the Fig. 1 and 2 without valve cover.
  • the cylinder head 2 contains gas exchange valves, valve train, injectors, injector wiring harness, injection lines 4, fuel rail 5 and a pre-separator for separating the gas contained in the blow-by volume flow Oil aerosols arranged.
  • the space provided for the fuel rail is also used as a pre-separation space for oil aerosol separation, as shown in Fig. 1 is pictured.
  • the installation space d surrounding the fuel rail 5 serves as a calming space for agglomeration or coagulation of the oil drops.
  • the installation space for mounting the rail is separated from the valve train chamber by a web b in the cast contour of the cylinder head and a baffle c integrated into the valve cover.
  • the gas transfer from the valve train chamber a into the fuel rail chamber or calming chamber d takes place via the passages h necessary for the passage of the high-pressure lines 4 of the injectors 3.
  • the separated amount of oil is drained through the crankcase into the oil pan via a drainage option.
  • FIG. 4 An internal combustion engine is shown which has a cylinder head 2 and a valve cover 1. Gas exchange valves, valve train, injectors, injector wiring harness, injection lines 4, fuel rail 5 and a pre-separator for separating the oil aerosols contained in the blow-by volume flow are arranged in the cylinder head 2.
  • the space provided for the fuel rail is also used as a pre-separation space for oil aerosol separation, as shown in Fig. 1 is pictured.
  • the installation space d surrounding the fuel rail 5 serves as a calming space for agglomeration or coagulation of the oil drops.
  • the installation space for mounting the rail is separated from the valve train chamber by a web b in the cast contour of the cylinder head and a baffle c integrated into the valve cover.
  • the gas transfer from the valve train chamber a into the fuel rail chamber or calming chamber d takes place via the passages h necessary to pass through the high-pressure lines 4 of the injectors 3, which are equipped with drip edges e to optimize or reduce the oil entry into the calming chamber.
  • an additional bulkhead f projects into the calming space d, which delimits a separate pre-separation space g.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (6)

  1. Moteur à combustion interne, comprenant
    au moins un carter-cylindres, et
    au moins une tête de cylindre (2) comprenant au moins un capot de soupape (1), dans lequel
    dans la tête de cylindre (2) sont disposés des soupapes d'échange gazeux, un mécanisme de distribution à soupapes, des injecteurs (3), un faisceau de câbles d'injecteur, des conduites d'injection (4), un rail à carburant (5) et un pré-épurateur pour épurer des aérosols d'huile contenus dans un débit volumique de gaz de fuite,
    caractérisé en ce qu'une zone (a) dans la tête de cylindre (2), dans laquelle sont disposés les injecteurs (3), et une zone (d), dans laquelle est disposé le rail de carburant (5), sont séparées l'une de l'autre par une paroi d'impact (c) conçue sous la forme de labyrinthe et une entretoise (b).
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que le moteur à combustion interne conduit les aérosols d'huile du capot de soupape par la zone entre la tête de cylindre (2) et le capot de soupape (1).
  3. Moteur à combustion interne selon la revendication 1 ou 2,
    caractérisé en ce que entre la tête de cylindre (2) et le capot de soupape est disposée une zone, laquelle contient le rail de carburant (5) et laquelle sert simultanément de chambre de pré-épurateur pour une séparation d'aérosol d'huile.
  4. Moteur à combustion interne selon la revendication 1 ou 2,
    caractérisé en ce que dans la tête de cylindre (2) est disposé un passage de drainage (i) de telle sorte que l'huile épurée est évacuée à travers le carter-cylindres dans le carter d'huile.
  5. Moteur à combustion interne selon l'au moins une quelconque des revendications précédentes,
    caractérisé en ce que l'entretoise (b) et/ou la paroi d'impact (c) comportent des larmiers (e).
  6. Moteur à combustion interne selon l'au moins une quelconque des revendications précédentes,
    caractérisé en ce que la zone (d) dans laquelle est disposé le rail de carburant (5), comporte une paroi d'injection (f) supplémentaire et délimite à l'intérieur de ladite zone (d) une chambre de pré-épurateur (g) séparée.
EP20701133.9A 2019-01-23 2020-01-08 Culasse Active EP3914812B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019000498.1A DE102019000498A1 (de) 2019-01-23 2019-01-23 Zylinderkopf
PCT/EP2020/000004 WO2020151903A1 (fr) 2019-01-23 2020-01-08 Culasse

Publications (2)

Publication Number Publication Date
EP3914812A1 EP3914812A1 (fr) 2021-12-01
EP3914812B1 true EP3914812B1 (fr) 2023-12-06

Family

ID=69177129

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20701133.9A Active EP3914812B1 (fr) 2019-01-23 2020-01-08 Culasse

Country Status (5)

Country Link
US (1) US20220074328A1 (fr)
EP (1) EP3914812B1 (fr)
CN (1) CN113272531B (fr)
DE (1) DE102019000498A1 (fr)
WO (1) WO2020151903A1 (fr)

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* Cited by examiner, † Cited by third party
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Also Published As

Publication number Publication date
CN113272531A (zh) 2021-08-17
US20220074328A1 (en) 2022-03-10
WO2020151903A1 (fr) 2020-07-30
DE102019000498A1 (de) 2020-07-23
CN113272531B (zh) 2023-09-01
EP3914812A1 (fr) 2021-12-01

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