GB2527556A

GB2527556A - Crankcase gas outlet system

Info

Publication number: GB2527556A
Application number: GB1411311.2A
Authority: GB
Inventors: Tom Powell; Lee Peck; Nathan J Mcleese; Kieran Richards
Original assignee: Cummins Inc
Current assignee: Cummins Inc
Priority date: 2014-06-25
Filing date: 2014-06-25
Publication date: 2015-12-30
Also published as: GB201411311D0

Abstract

breather apparatus, comprising: a breather unit; and a breather inlet pipe connectable to the breather unit, the breather inlet pipe 200 includes: a first pipe 205 having a first pipe outer and inner diameter ( 305, 310, figure 3); and a second pipe 210 having a second pipe outer and inner diameter( 315, 320, figure 3), the second pipe outer diameter is less than the first pipe inner diameter, allowing the first pipe to couple to the second pipe in a configuration where the second pipe extends into the first pipe, and the breather inlet pipe is connect to a crankcase of an engine to receive an airflow from the crankcase and transfer the airflow towards the breather unit. The same breather apparatus can also be included in an engine system or breather system, where there is a first and second breather apparatus each with a breather inlet pipe and first and second pipes coupled in the same way as above. There may also be a balance pipe connected between the inlet pipes of the first breather and second breather configured to facilitate a flow between the inlet pipes such that a maximum airflow is not exceeded (figure 1).

Description

Crankcase Gas Outlet System

TECHNICAL FIELD

[0001] The present disclosure relates generally to improved efficiency and emissions of engine systems.

BACKGROUND

[0902] Engine crankcase ventilation (or "breather") systems serve important roles in the operation of a vehicle's engine system. Engine breather systems provide a controlled mechanism for release of pressure built up throughout the engine system caused by movement of particular parts of the engine. Adequate breather capabilities of an engine's crankcase serve an important function in engine breather systems. The crankcase houses the crankshaft, which facilitates the movement of pistons in the engine system. The crankcase also connects to several other components of the engine including the cylinders, pistons, the carburetor, etc. As the engine system operates, gases build up in a variety of places. For example, in an internal combustion engine, gases created in the combustion chamber may seep past the moving pistons and collect in the crankcase housing the crankcase shaft. To ensure efficient and safe operation of engine components including the crankshaft and pistons, the pressure build up resulting from the collected gases must he rEleased before the engine system pressure limit is reached. Also, due to environmental concerns, these collected gases, also known as "How-by", must be properly addressed to meet increasing emissions standards.

SUMMARY

[0903] According to one embodiment, a breather system comprising a first breather unit and a second breather unit is described. Each of the first and second breather units may be configured to receive airflow. The system further comprises a first breather inlet pipe and a second breather inlet pipe. The first breather inlet pipe is connectable to the first breather unit and a crankcase of an engine and is configured to receive gases from the crankcase and direct the gases toward the first breather unit. The second breather inlet pipe is connectable to the second breather irnit and the crankcase. The second breather inlet pipe is configired to receive the gases from the crankcase and direct the gases toward the second breather unit. The first breather inlet pipe and the second breather inlet pipe cacTi include a first pipe and a second pipe. The first pipe has a first pipe outer diameter and a first pipe 11111cr diameter. The second pipe has a second pipe outer diameter and a second pipe inner diameter, and the second pipe outer diameter is less than the first pipe inner diameter. For both the first breather inlet pipe ailci the second breather inlet pipe, the first pipe is configured to couple to the second pipe ill a coilfiguration such that a portion of the second pipe extends into the first pipe.

[0904] According to another embodiment, an engine system is disclosed. The engine system comprises ai engine with a crankcase including a first bank connection to the crankcase aid a second bank connection to the crankcase. The engine system further comprises a first breather unit and a second breather unit each configured to receive airflow from the crankcase. The engine system further comprises a first breather inlet pipe and a second breather inlet pipe. The first breather infrt pipe is connectable to the first hank connection to the crankcase and the first breather unit. The first breather inlet pipe is configured to receive gases from the crankcase and direct the gases toward the first breather unit. The second breather inlet pipe is connectable to the second bank connection to the crankcase and the second breather unit. The second breather inlet pipe is configured to receive the gases from the crankcase and direct the gases toward the second breather unit. The first breather inlet pipe and the second breather inlet pipe each include a first pipe and a second pipe. The first pipe has a first pipe outer diameter and a first pipe inner diameter, and a secoild pipe has a second pipe outer diameter and a second pipe inner diameter.

The second pipe outer diameter is less than the first pipe inner diameter. The first pipe for both the first breather rnlet pipe md the second breather inlet pipe is configured to couple to the second pipe in a configuration such that a portion of the second pipe extends into the first pipe [0005] In a further embodiment, a breather apparatus is disclosed comprising a breather unit and a breather inlet pipe connectable to the breather unit. The breather inlet pipe includes a first pipe and a second pipe. The first pipe has a first pipe outer diameter and a first pipe inner diameter, and the second pipe has a second pipe outer diameter and a second pipe inner diameter.

The second pipe outer diameter is less than the first pipe inner diameter. The first pipe is configured to couple to the second pipe in a configuration such that a portion of the second pipe extends into the first pipe. The breather inlet pipe is configLired to connect to a crankcase of an engine to receive airflow from the crankcase and transfer the airflow towards the breather unit.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The details of one or more implementations of the subject matter described in this specification are set forth in the accompallying drawings and the description below. Other features and aspects of the subject matter will become apparent from the description, the drawings, and the claims presented herein.

[0907] Fig. I is a schematic view of a breather system according to an example embodiment.

[0008] Fig. 2 is a schematic side view of a breather inlet pipe.

[0909] Fig. 3 is a cross-sectional view of the breather inlet pipe of Fig. 2.

[0910] Fig. 4 is a schematic drawing of a breather inlet pipe on the high side of an engine according to one example.

[0011] Figs. 5(a), 5(b) and 5(c) are schematic drawings of an exemplary engine in multiple orientations.

DETATLED DESCRIPTION OF VARIOUS EMBODIMENTS

[0012] The apparatus and systems described below provide for a breather inlet pipe for use in a breather system to relieve pressure buildup in the crankcase of an engine from gases and pressure created from piston movement within a cylinder. The breather system may comprise a plurality of breather inlet pipes that connect to a crankcase and direct a flow of gases (also used interchangeably with an airflow) from the crankcase to a plurality of breather units. The breather system may further include a balance pipe connected to the plurality of breather inlet pipes to balance the flow of gases or airflow between the pipes such that a maximum air flow capacity of an individual breather unit is not exceeded. The breather inlet pipe may contain a first pipe with a large diameter and a second pipe with a diameter smaller than the large diameter extending into the first pipe. The first pipe serves various functions depending on location of the first pipe with respect to the engine (i.e., on a high side of the engine or a low side of the engine).

[0013] Referring to Fig. 1, a schematic view of a breather system 100 according to an example embodiment is shown. The breather system 100 includes a first breather inlet pipe 105, a second breather inlet pipe 110, a left bank connection 115, a right bank connection 120, a first breather unit 125, a second breather unit 130, a balance pipe 135, and outlet pipes 140 and 145. The first breather inlet pipe 105 and the second breather inlet pipe 110 are hollow structures that allow material such as gases, oil, fuel, exhaust, debris, airflow, etc., to transfer throughout the structures. The left bank connection 115 is a location on the crankcase of an engine that is connectable to the first breather inlet pipe 105. Material such as gases, oil, exhaust, debris, etc., may exit the crankcase at the left bank connection 115. Similarly, the right bank connection 120 is a location on the crankcase of an engine that is connectable to the second breather inlet pipe and allows gases, oil fuel, exhaust, debris, etc., to exit the crankcase.

[0014] The breather system 100 may include breather units (i.e., breather unit 125 and breather unit 130), which facilitate gas or airflow exhaust and pressure relief of the breather system 100.

The breather system 100 may contain a plurality of breather units, each of which may have a maximum airflow limit. The maximum airflow limit of a breather unit denotes the maximum airflow that a breather unit may receive before the breather unit airflow restriction causes the engine system pressure limit to be reached. In Fig. 1, the breather system 100 has a first breather unit 125 and a second breather unit i 30. The first breather unit 125 and the second breather unit receive airflow from the crankcase by way of the first breather inlet pipe and separate oil particles from the air flow entering the first breather unit 125 and the second breather unit i 30.

Oil particles are collected within the first breather unit 125 and the second breather unit 130 while air flows out of the first breather unit 125 and the second breather unit 130 into the outlet pipes 140 and 145. The outlet pipe 140 is connected to the first breather unit 125, and the outlet pipe 145 is connected to the second breather unit 130. The outlet pipe 140 and the outlet pipe receives airflow exiting the first breather unit 125 and the second breather unit 130, respectively, axd directs the airflow away from the first breather unit 125 and the second breather unit 130. 111 one example, the airflow may be directed towards atmosphere. in another example, the airflow may be directed towards other parts of the engine system.

[0915] The balailce pipe 135 is a pipe that is collilectable to the first breather inlet pipe 105 aild the second breather inlet pipe 110. When connected, the balance pipe 135 serves to balance the airflow between the first breather inlet pipe 105 and the second breather inlet pipe 110 such that the maximum airflow of a breather unit is not exceeded. For example, a portion of the airflow exiting the first breather inlet pipe 105 may be redirected through the balance pipe 135 towards the second breather inlet pipe 110 and eventually towards the second breather unit 130.

Similarly, a portion of the airflow exiting the second breather inlet pipe 110 may be redirected through the balance pipe 135 towards the first breather inlet pipe ItO and subsequently towards the first breather unit 125. The balance pipe also ensures that the crankcase does not over pressurize, in some embodiments, the engine system may create a maximum crankcase outlet flow of 55 cubic feet per minute (cfm) whereas a single breather unit may only be able to withstand a maximum 35 cfm, which ensures the required oil separating efficiency of the breather unit is achieved when the engine is level and there is air flow through both breather units.

[0016] The first breather inlet pipe 105 is connected to the left bank coilnection 115 at oe end of die pipe and is connected to the first breather unit 125 at another end of the pipe. Also, the second breather inlet pipe 110 is coilnected to the right bank coilnection 120 at one end of the pipe and is connected to the second breather unit 130 at another end of the pipe. In some embodiments, the left bank connection 115 and the right bank connection 120 may be located at hand hole ports on sides of the crankcase, which comprises an opening for mateTial such as air and oil to flow into and out of the crankcase. Airflow may be balanced between the first breather inlet pipe 105 and the second breather inlet pipe 110 by way of the balance pipe 135 connected between the first breather inlet pipe 105 and the second breather inlet pipe 110. In some embodiments, the breather system 100 may have a plurality of connections to the crankcase, hand hole ports, balance pipes, breather inlet pipes, and breather units.

[0017] Fig. 2 displays a schematic side view of a breather inlet pipe 200 connectable to an engine 220. In one embodiment, the engine 220 is an internal combustion engine. The breather inlet pipe contains a first pipe 205, a second pipe 210, and a crankcase connection end 215. The first pipe 205 has a first diameter and the second pipe 210 has a second diameter. The diameter of the first pipe (i.e., first diameter) is larger than the diameter of the second pipe 210 (i.e., second diameter). The first pipe 205 may be any length suitable for any engine system. For example, the first pipe 205 may span a length of 170 millimeters. A plurality of pipes of the same diameter may be connected together using any method described to create and/or extend the first pipe 205. The second pipe 210 may span a length shorter than, equal to, or longer than the length of the first pipe 205. For example, the second pipe 210 may span a length of 35 millimeters. A plurality of pipes of the same diameter may also he connected together using any method described throughout to create and/or extend the second pipe 210.

[0018] According to one example, the second pipe 210 is connected to the first pipe 205 such that a flow of material transfers between the two pipes. The first pipe 205 and the second pipe 210 may be connected according to any method known in the art, including but not limited to bolts, screws, adhesives, mechanical connections, interlocking mechanisms, threading mechanisms, magnetic coupling, etc. The second pipe 210 partially extends into the cavity of the first pipe 205. The length of the portion of the second pipe 210 extending into the first pipe 205 is less than the length of the first pipe 205. In one embodiment, the length of the portion of the second pipe 210 extending into the first pipe 205 is 25 millimeters. According to one example, the connection between the first pipe 205 and the second pipe 210 creates a shell at an end of the first pipe 205 receiving the portion of the second pipe 210. Material such as oil and sludge may be collected on the shelf area of the first pipe.

[0019] The crankcase connection end 215 is an end of the breather inlet pipe 200 that connects to the engine 220. The crankcase connection end 215 is located on an end of the first pipe 205 and may connect to the engine 220 using connective measures such as screws, bolts, threading, magnetic features, etc. The crankcase connection end 215 may connect to the engine 220 on a low side of the engine 220 or on a high side of the engine 220, as discussed further below. Also discussed further below, the first pipe 205 serves differeilt fmictions based upon the locatioll of the crankcase connection end 215 of the first pipe 205 to the engine 220. 111 other embodiments, the crankcase connection end 215 may be located on an end of the secoild pipe 210.

[0020] Fig. 3 is a cross-sectional view of the breather inlet pipe of Fig. 2. The second pipe 210 is shown disposed within the first pipe 205. The first pipe 205 has a first pipe outer diameter 305 and a first pipe inner diameter 310. The first pipe inner diameter 310 is smaller than the first pipe outer diameter 305. The thickness of the first pipe 205 may vary. The second pipe 210 has a second pipe outer diameter 315 and a second pipe inner diameter 320, wherein the second pipe inner diameter 320 is smaller than the second pipe outer diameter 315. The second pipe outer diameter 315 is smaller than the first pipe inner diameter 310. The thickness of the second pipe 210 may also vary. Oil may be collected along the inner wall of the first pipe 205 and may pool together on an end shelf created on the end of the first pipe 205 between the inner diameter of the first pipe 205 and outer diameter of the second pipe 210.

[0021] As discussed herein, the first pipe 205 of either the first inlet breather pipe 105 or the second inlet breather pipe 110 may be located on a high side of a crankcase/engille. Also, the first pipe 205 of either the first illiet breather pipe 105 or the second inlet breather pipe 110 may be located on the low side of a crankcase/engine. On the low side, the first pipe 205 is configured to catch oil spilled out of the crankcase. When the engine reaches high tilt ailgIes (e.g., 15 degrees or more), die first pipe 205 fills up with oil, thus checking air flow Oil the low side of the engine. In this example, the crankcase air flow is forced through the high side hand hole port! connection to the crankcase, thus providing for flow through the remaining inlet pipe(s) in any given system. When the smafler second pipe 210 is in line with and extended into the larger first pipe 205 on the low side, the second pipe 210 is dropped into the captured oil collected in the first pipe 205, which increases the checking capability of the first pipe 205. It also prevents crankcase pressure spikes by stopping air bubbling within the system.

[0922] Fig. 4 is a schematic drawing of a breather inlet pipe on the high side of an engine according to one example. The breather inlet pipe 200 of Fig. 2 is shown communicatively coupled to the crankcase 405 of an engine by way of a hand hole cover 410. Airflow is traveling from the crankcase 405 and through the hand hole cover 410, connection end 215, and first pipe 205. The airflow is shown exiting the second pipe 210. The hand hole cover 410 is a component that has holes or port openings to allow material to escape the crankcase 405. The hand hole cover 410 is attached to the crankcase 405 and connects to the breather inlet pipe 200 at the connection end 215. Positioned on the high side of the engine, the first pipe 205 having a larger diameter than the second pipe 210 receives air flow exiting the crank case 405 and hand hole cover 410 and slows the speed of the air flow down due to the larger area within the first pipe 205. This large area also increases the distance between the second pipe 210 and the ports on the hand hole cover 410. Accordingly, any oil that may be splashed into the hand hole cover 410 port area drops hack into the crankcase 410 and is not drawn into the second pipe 2i 0. A portion of the second pipe 210 extends within the first pipe 205. Having a portion of the smaller second pipe 210 in line with and extended into the larger section allows any splashed oil to drop to the walls of the first pipe 205 and away from the central air flow entering into the second pipe 210.

This may allow for a cleaner air flow, increased engine breather capabilities, and an increased life span of certain components, such as filters within the breather units of a breather system.

[0023] As used herein, the low side and the high side of an engine 220 refer to different sides of the engine 220 when the engine is in a tilted position. By way of example, Figs. 5(a), 5(b) and 5(c) are illustrations of an engine 220 in multiple positions. h Fig 5(a), the engine 220 is level and has the left bank connection 115 on the left side of the engine 220 and the right bank connection 120 on the right side of the engine 220. In Fig. 50), the engine 220 is in a tilted position wherein the left hank is tilted down. The engine 220 may be tilted, for example, when the vehicle wheels roll over an object, causing the hody of the vehicle to lift. When the left bank is tilted down, the low side of the engine 220 is on the left side of the engine 220, and the high side of the engine 220 is on the right side of the engine 220. In this orientation, the left bank connection 115 is at a lower position than the right bank connection 120. Conversely, Fig. 5(c) shows the engine 220 in a tilted position wherein the right bank is tilted down. When the right hank is tilted down, the low side of the engine 220 is Ofl tile right side of the engine 220 and the high side of the engille 220 is on the left side of the engille. in this orientation, the right bank connectioll 120 is at a lower position than the left bank connection 115.

[0024] In the above description, certain terms may be used such as "up," "down," "upper," "lower," "top," "bottom," "upper," "lower," "left," "right," and the like. These terms are used, where applicable, to provide some clarity of description when dealing with relative relationships.

Unless provided with a specific context or definition, however, these terms are not intended to imply absolute relationships, positions, and/or orientations. For example, with respect to an object, mid unless otherwise noted, an tiupperit surface cmi become a ttlowertl surface simply by turning the obiect over. Nevertheless, it is still the same object. Further, the terms "including," "comprising," "having," aid variations thereof mean "including but not limited to" unless express'y specified otherwise. An enumerated Usting of items does not imply that any or all of the items are mutually exclusive and/or mutually inclusive, unless expressly specified otherwise.

The terms "a," "an," and "the" also refer to "one or more" unless expressly specified otherwise.

[0025] Additionally, instances in this specification where one element is "coupled" to another element can include direct and indirect coupling. Direct coupling can be defined as one element coupled to and in some coiltact with allother element. bdirect coupling can be defined as coupling between two elements not in direct contact with each other, but having one or more additional elements betweell the coupled elements. Further, as used herein, securing one elemeilt to another element cax include direct securing and indirect securing. Additionally, as used herein, "adjacent" does not necessarily denote coiltact. For example, one elemeilt ca be adjacent another element without being in contact with that element.

[0026] The foregoing description of embodiments of the disclosure has been presented for purposes of illustration and description, it is not intended to be exhaustive or to limit the invention to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the invention. The embodiments were chosen and described in order to explain the principa's of the disclosure and its practical application to enaffle one skilled in the art to utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes mid omissions may be made in the disclosure's operatifig conditions and arrangement of the components and/or embodiments without departing from the scope of the

present disclosure.

Claims

WHAT IS CLAIMED IS: -A breather system, comprising: a first breather unit and a second breather unit each configured to receive an airfluw a first breather inlet pipe connectable to the first breather unit and a crankcase of im engine, the first breather inlet pipe configured to receive gases from the crankcase and direct the gases toward the first breather unit and a second breather inlet pipe connectable to the second breather unit and the crankcase, the second breather inlet pipe configured to receive the gases from the crankcase and direct the gases toward the second breather unit, wherein the first breather inlet pipe and the second breather inlet pipe each include: a first pipe havrng a first pipe outer diameter and a first pipe inner diameter; and a second pipe having a second pipe outer diameter and a second pipe inner diameter, the second pipe outer diameter being less than the first pipe inner diameter, and wherein for both the first breather inlet pipe and the second breather inlet pipe, the first pipe is configured to couple to the second pipe in a configuration such that a portion of the second pipe extends into the first pipe.
2. The breather system of claim 1, wherein a length of the portion of the second pipe extending into the first pipe is less than a length of the first pipe.
3. The breather system of either of claims 1 or 2, further comprising a balance pipe connected to the first breather inlet pipe and the second breather inlet pipe, the balance pipe configured to facilitate a flow between the first breather inlet pipe and the second -ii -breather inlet pipe such that a maximum airflow limit of the first breather unit and the second breather unit is not exceeded.
4. The breather system of any preceding claim, wherein the first breather inlet pipe is positiolled on a low side of the engine, aild wherein splashed oil exiting the crankcase collects along the surface of an inner wail of the first pipe of the first breather inlet pipe positioned on the low side away from central airflow entering the connected second pipe.
5. The breather system of claim 4, wherein the first pipe catches oil exiting the crankcase when die engille is at a high tilt angle.
6. The breather system of claim 5, wherein the high tilt angle is greater than degrees.
7. The breather system of any preceding claim, wherein the second breather inlet pipe is positioned on a high side of the engine, and wherein the first pipe of the second breather inlet pipe reduces a speed of the airflow from the crimkcase entenllg the conilected second pipe.
8. The breather system of claim 7, wherein oil splashed into a hand hole port on the crankcase drops hack into the crankcase.
9. The breather system of any preceding claim, wherein the airflow exiting the crankcase is one way and is permitted outward through at least one of the first breather unit and the second breather unit.
10. An engine system comprising: an engine with a crankcase and iriduding a first hank connection to the crankcase and a second bank coilnection to the crankcase; a first breather unit and a second breather unit each configured to receive an airflow from the crankcase; a first breather inlet pipe connectable to the first bank connection to the crankcase and the first breather unit, the first breather inlet pipe configured to receive gases from the crankcase and direct the gases toward the first breather unit; and a second breather inlet pipe connectable to the second bank connectioll to the crankcase and the second breather unit, the second breather inlet pipe configured to receive the gases from the crankcase and direct the gases toward the second breather unit, wherein the first breather inlet pipe and the second breather inlet pipe each include: a first pipe having a first pipe outer diameter and a first pipe inner diameter; and a second pipe having a second pipe outer diameter and a second pipe inner diameter, the second pipe outer diameter being less than the first pipe inner diameter, and wherein, for both the first breather inlet pipe and the second breather inlet pipe, the first pipe is configured to couple to the second pipe in a configuration such that a portion of the second pipe extends into the first pipe.
11. The engine system of claim 10, wherein a length of the portion of the second pipe extending illto the first pipe is less thall a length of the first pipe.
12. The engine system of either of claims tO or I!, further comprising a balance pipe connectable to the first breather inlet pipe and the second breather inlet pipe, the balance pipe configured to facilitate a flow between the first breather inlet pipe and the second breather inlet pipe such that a maximum airflow limit of the first breather unit and the second breather unit is not exceeded.
13. The engine system of any of claims 10 to 12, wherein the first breather inlet pipe is positioned on a low side of the engine, and wherein splashed oil exiting the crankcase collects along the surface of an inner wall of the first pipe of the first breather inlet pipe positioned on the low side away from central airflow entering the connected second pipe.
14. The engine system of claim 13, wherein the first pipe catches oil exiting the crankcase when the engine is at a high tilt angle greater than 15 degrees.
15. The engine system of any of claims 10 to 14, wherein the second breather inlet pipe is positiolleci on a high side of the engine, and whereill the first pipe of the second breather inlet pipe reduces a speed of the airflow from the crankcase entering the connected second pipe.
16. A breather apparatus, comprising: a breather unit; and a breather inlet pipe connectable to the breather unit, the breather inlet pipe including: a first pipe having a first pipe outer diameter and a first pipe inner diameter; and a second pipe having a second pipe outer diameter and a second pipe inner diameter, the second pipe outer diameter being less than the first pipe inner diameter, wherein the first pipe is configured to couple to the second pipe in a configuration such that a portion of the second pipe extends into the first pipe, and wherein the breather inlet pipe is configured to connect to a crankcase of an engine to receive an airflow from the crankcase and transfer the airflow towards the breather unit.
17. The breather apparatus of claim 16, wherein the breather inlet pipe is connectable to a balance pipe configured to facilitate a flow between a piLirality Of breather inlet pipes sLich that a maximum airflow of the breather Linit is not exceeded.
18. The breather apparatus of either of claims 16 or 17, wherein a length of the portion of the second pipe extending into the first pipe is tess than a length of the first pipe.
19. The breather apparatus of any of claims 16 to 18, wherein the first pipe is configured to collect oil exiting the craiikcase alollg inner walls of the first pipe away from central airflow entering the second pipe.
20. The breather apparatus of any of claims 16 to 19, wherein the first pipe is configured to reduce a speed of the airflow exiting the crankcase and entering the second pipe.