JP5319002B2 - Blow-by gas reduction device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a blow-by gas reduction device capable of performing satisfactory ventilation in a crank case in an entire operation range. <P>SOLUTION: The blow-by gas reduction device 1 of an engine 3 with a supercharger is provided with a blow-by gas reduction passage 4 which includes a first blow-by gas reduction passage 41 and a second blow-by gas reduction passage 42. The first blow-by gas reduction passage 41 is configured so that the inlet of the passage is connected to a cylinder block 31 or a head cover 32 and the outlet of the passage is connected to an intake bypass passage 23 which connects the upstream side and the downstream side of the supercharger 21 in the intake passage 2. The first blow-by gas reduction passage 41 or the intake bypass passage 23 is provided with a first backflow preventing means 24 which inhibits inflow from the first blow-by gas reduction passage 41. The second blow-by gas reduction passage is configured so that the outlet of the passage 42 is connected to the intake passage 2 on the down stream of a throttle valve 22. <P>COPYRIGHT: (C)2013,JPO&amp;INPIT

Description

  The present invention relates to a blow-by gas reduction device that is provided in an engine having a supercharger in an intake passage and that reduces blow-by gas generated in the engine to the engine through the intake passage.

Conventionally, in an engine mounted on an automobile or the like, it is known that blow-by gas leaking from a combustion chamber through a gap between a cylinder and a piston into a crankcase deteriorates engine oil in the engine.
And the technique regarding the blow-by gas reduction apparatus which ventilates the blow-by gas leaked in the crankcase is reported (patent document 1).

  In Patent Document 1, as a blow-by gas reduction device, a blow-by gas passage that guides blow-by gas from inside a crankcase to an intake system of an engine, a main turbocharger and a sub-turbocharger provided in parallel to the engine, An intake switching valve and an exhaust switching valve for switching between operation and non-operation of the turbocharger, an intake bypass passage connecting the downstream side of the auxiliary turbocharger, and the upstream side of the main turbocharger, and a negative pressure side discharge port of the blow-by gas passage Is described in which a blow-by gas is introduced from the crankcase into the intake system by communicating with the intake passage downstream of the throttle valve and the air-side discharge port of the blow-by gas passage with the intake bypass passage.

Japanese Utility Model Publication No. 4-8711

  However, in the technique described in Patent Document 1, when the pressure on the downstream side of the throttle valve becomes higher than the crankcase internal pressure, air flows into the blowby gas passage from the negative pressure side discharge port of the blowby gas passage. There was a problem that the crankcase could not be ventilated sufficiently.

  The present invention has been made in view of such conventional problems, and even when the pressure at the intake passage side outlet of the blow-by gas reduction passage is higher than the crankcase internal pressure or the head cover internal pressure, the intake passage side to the engine side is provided. It is an object of the present invention to provide a blow-by gas reduction device that prevents inflow and can satisfactorily ventilate at least one of the inside of the crankcase and the head cover in the entire operation region.

A first invention is provided in an engine having a supercharger and a throttle valve disposed on the downstream side of the supercharger in an intake passage, and blow-by gas generated in the engine is caused to flow into the intake passage. A blow-by gas reduction device for a supercharged engine provided with a blow-by gas reduction passage for returning to the engine,
The blow-by gas reduction device includes an intake bypass passage that connects an upstream side and a downstream side of the supercharger in the intake passage,
The blow-by gas reduction passage is composed of a first blow-by gas reduction passage and a second blow-by gas reduction passage,
The first blow-by gas reduction passage has an inlet connected to a cylinder block or a head cover, and an outlet connected to the intake bypass passage.
The first blow-by gas reduction passage or the intake bypass passage includes first backflow prevention means for prohibiting inflow from the first blow-by gas reduction passage to the cylinder block or the head cover,
The second blow-by gas reduction passage has an outlet connected to the intake passage downstream of the throttle valve, and a second backflow prevention for prohibiting inflow from the second blow-by gas reduction passage to the cylinder block or the head cover. A blow-by gas reduction device comprising a means (first invention).

  The blow-by gas reduction device according to the first aspect of the present invention can ventilate at least one of the inside of the crankcase and the head cover in the entire operation region by having the above configuration.

In the blow-by gas reduction device, the pressure in the intake passage upstream of the supercharger (hereinafter referred to as P1) is atmospheric pressure in the entire operation region.
During idling, since the compressor speed is low, the pressure in the intake passage from the downstream side of the supercharger to the throttle valve (hereinafter referred to as P2) is atmospheric pressure, and the pressure in the intake passage downstream of the throttle valve is The pressure (hereinafter P3) is a negative pressure. That is, P1 = P2> P3 when idling.

  Further, when the throttle opening is small, the rotation speed of the compressor is increased and P2 is increased to a positive pressure, but P3 is in a negative pressure state. That is, when the throttle opening is small, P2> P1> P3.

  When the throttle opening is large, the rotation speed of the compressor increases, P2 increases, P3 becomes positive pressure, is larger than P1, and is equal to P2. That is, when the throttle opening is large, P2 ≧ P3> P1.

According to the configuration of the first aspect of the present invention, the negative pressure (P3) generated in the intake passage downstream of the throttle valve is generated in the second blowby gas reduction passage at the time of idling (P1 = P2> P3). The blow-by gas that has acted and leaked into the crankcase or the head cover from the combustion chamber of the engine flows into the intake passage through the second blow-by gas reduction passage. That is, at the time of idling, blow-by gas can be reduced to the engine through the second blow-by gas reduction passage.
At this time, since there is almost no pressure difference between P1 and P2, no flow rate is generated in the intake bypass passage, and reduction through the first blow-by gas reduction passage is not performed.

  When the throttle opening is small (P2> P1> P3), the negative pressure (P3) generated in the intake passage downstream of the throttle valve is generated in the second blow-by gas reduction passage as in the idling state. The blow-by gas that has acted and leaked from the combustion chamber of the engine flows into the intake passage through the second blow-by gas reduction passage.

  At this time, a pressure difference (P2> P1) is generated in the intake air between the upstream side and the downstream side of the supercharger in the intake passage, and a pressure difference is also generated between both ends of the intake bypass passage. Due to this pressure difference, air flows into the intake bypass passage, and blowby gas generated in the engine is caused to flow to the intake passage through the first blowby gas reduction passage and the intake bypass passage. The blow-by gas led to the intake passage is reduced to the combustion chamber of the engine via the supercharger and the intake passage. That is, when the throttle opening is small, blow-by gas can be reduced to the engine through the first blow-by gas reduction passage and the second blow-by gas reduction passage.

Further, when the supercharging pressure by the supercharger increases, the pressure difference between the upstream side and the downstream side of the supercharger increases accordingly, so that the flow rate of blowby gas flowing from the engine to the first blowby gas reduction passage increases. The flow rate of blow-by gas flowing into the intake passage increases.
Further, since the intake bypass passage is provided so as to bypass a part of the intake passage, the intake bypass passage does not affect the intake resistance of the intake passage. Therefore, the blow-by gas can be reduced to the combustion chamber without increasing the intake resistance of the intake passage during the operation of the supercharger, and the blow-by gas reduction flow rate can be increased as the supercharging pressure increases.

  At this time, the pressure in the intake bypass passage becomes larger than the crankcase internal pressure and the head cover internal pressure, but the backflow to the engine side is prevented by the first backflow prevention means provided in the first blowby gas reduction passage or the intake bypass passage. Therefore, it is possible to prevent a decrease in ventilation capacity due to backflow.

When the throttle opening is large (P2 ≧ P3> P1), as in the case where the throttle opening is small, the pressure difference (in the intake air) between the upstream side and the downstream side of the turbocharger in the intake passage ( P2> P1) occurs, and a pressure difference also occurs between both ends of the intake bypass passage. Due to this pressure difference, air flows into the intake bypass passage, and blow-by gas generated in the engine by the air flow flows through the first blow-by gas reduction passage and the intake bypass passage to the intake passage.
That is, when the throttle opening is large, the blow-by gas can be reduced to the engine through the first blow-by gas reduction passage.

  At this time, although P3 becomes a positive pressure, the backflow to the engine side can be prevented by the second backflow prevention means provided in the second blow-by gas reduction passage, and the deterioration of the ventilation capacity due to the backflow can be prevented. Can do.

Thus, according to the first aspect, blow-by gas can be returned to the engine at any time of idling, when the throttle opening is small, and when the throttle opening is large. In other words, even when the pressure at the intake passage side outlet of the blowby gas reduction passage is higher than the crankcase internal pressure or the head cover internal pressure, inflow from the intake passage side to the engine side is prevented, and the cylinder block and the oil pan are formed in the entire operation region. It is possible to provide a blow-by gas reduction device capable of satisfactorily ventilating the crankcase and the head cover.
And since it can ventilate well, an oil maintenance pitch can be extended with an engine.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows the engine system containing the blow-by gas reduction apparatus in Example 1. FIG. 1 is a cross-sectional view showing a jet pump in Embodiment 1. FIG. Sectional drawing which shows the non-return valve in Example 1. FIG. (A) Sectional drawing which shows the time of valve closing. (B) Sectional drawing which shows the time of valve opening. The graph which shows the relationship between P1, P2, and P3 in Example 1. FIG. Explanatory drawing which shows the engine system in Example 2 containing a blow-by gas reduction apparatus. The graph which shows the blowby gas reduction | restoration flow volume characteristic in Example 2. FIG. Explanatory drawing which shows the engine system containing the blowby gas reducing apparatus in Example 3. FIG. 9 is a flowchart illustrating a control program executed by an ECU according to a third embodiment. Explanatory drawing which shows the engine system containing the blowby gas reducing apparatus in Example 4. FIG.

As described above, the blow-by gas reduction device according to the first aspect of the present invention is provided in an engine provided with a supercharger and a throttle valve disposed on the downstream side of the supercharger in the intake passage.
As an engine provided with the blow-by gas reduction device of the first invention, for example, a reciprocating type engine can be used. The engine is generally composed of a cylinder block, a cylinder head, a head cover, and an oil pan.
Moreover, it is preferable that the crankcase and the head cover formed by the cylinder block and the oil pan communicate with each other via a communication path provided in the cylinder block.

The intake passage is connected to an intake port of the cylinder head. An exhaust passage is connected to the exhaust port of the cylinder head.
And it is preferable that the inlet of the said intake passage is provided with the air cleaner which purifies air.

The supercharger generally includes a compressor that is disposed in the intake passage and boosts intake air, a turbine that is disposed in the exhaust passage, and a rotary shaft that connects the compressor and the turbine so as to be integrally rotatable. .
Further, the supercharger boosts the intake air in the intake passage, that is, supercharges, by rotating the turbine with the exhaust gas flowing through the exhaust passage and rotating the compressor integrally through the rotating shaft. ing.
And it is preferable that the said compressor is provided in the intake passage downstream from the said air cleaner.

  The exhaust passage is preferably provided with an exhaust bypass passage that bypasses the turbine. The exhaust bypass passage is preferably provided with a waste gate valve whose opening degree is adjusted by a diaphragm type actuator. In this case, the exhaust gas flowing through the exhaust bypass passage is adjusted by the wastegate valve, thereby adjusting the flow rate of the exhaust gas supplied to the turbine, adjusting the rotational speed of the turbine and the compressor, and supercharging by the supercharger. Can be adjusted.

  In the intake passage, an intercooler is preferably provided between the compressor of the supercharger and the throttle valve. This intercooler can cool the intake air boosted by the compressor to an appropriate temperature.

Further, the blow-by gas reduction device includes an intake bypass passage that connects an upstream side and a downstream side of the supercharger in the intake passage.
That is, an intake bypass passage that bypasses the compressor is provided between the intake passage on the immediately downstream side of the compressor having a high boost pressure and the intake passage on the upstream side of the compressor.

The first blow-by gas reduction passage has an inlet connected to an engine cylinder block or a head cover and an outlet connected to the intake bypass passage.
If the first blow-by gas reduction passage is not provided, blow-by gas cannot be sufficiently reduced when the throttle opening is small and when the throttle opening is large.

The first blow-by gas reduction passage or the intake bypass passage includes first backflow prevention means for prohibiting inflow from the first blow-by gas reduction passage to the cylinder block or the head cover.
The first backflow prevention means prevents backflow from the first blowby gas reduction passage to the engine side when the intake bypass passage is larger than the crankcase internal pressure or the head cover internal pressure.

As the first backflow prevention means, any means may be used as long as it can prevent the inflow from the first blow-by gas reduction passage to the engine side. A pump or a check valve can be applied.
Further, the position of the first backflow prevention means is not limited as long as it is provided on the first blowby gas reduction passage or the intake bypass passage, but is provided at a connection portion between the first blowby gas reduction passage and the intake bypass passage. It is preferable that

  Without the first backflow prevention means, when the pressure in the intake bypass passage is greater than the crankcase internal pressure or the head cover internal pressure, the blow-by gas cannot be sufficiently ventilated by flowing back into the cylinder block or the head cover. There is a fear.

The second blow-by gas reduction passage has an outlet connected to the intake passage downstream of the throttle valve.
If the second blow-by gas reduction passage is not provided, the blow-by gas cannot be sufficiently reduced during idling and when the throttle opening is small.
The inlet of the second blow-by gas reduction passage may be connected to the cylinder block, or may be connected to the first blow-by gas reduction passage as will be described later.

The second blow-by gas reduction passage includes second backflow prevention means for prohibiting inflow from the second blow-by gas reduction passage into the cylinder block or the head cover.
As the second backflow prevention means, any means may be used as long as it is a means capable of preventing inflow from the second blow-by gas reduction passage to the engine side. Valve can be applied.
The second backflow prevention means is not limited to the case where P3 is positive pressure, and prevents backflow from the second blow-by gas reduction passage to the engine side when P3 is larger than the crankcase internal pressure or the head cover internal pressure. It is.

The position of the second backflow prevention means is not limited as long as it is provided on the second blow-by gas reduction passage, but it is preferably provided in the vicinity of the inlet of the second blow-by gas reduction passage.
Without the second backflow prevention means, when the downstream side of the throttle valve is at a positive pressure, there is a possibility that the backflow into the cylinder block or the head cover does not sufficiently ventilate the blow-by gas. In addition, there is a concern that the oil in the crankcase formed by the cylinder block and the oil pan rises to increase the oil, thereby reducing the durability of the engine.

Moreover, it is preferable that an inlet of the second blow-by gas reduction passage of the blow-by gas reduction device is connected to the first blow-by gas reduction passage (second invention).
In this case, piping provided in the engine can be reduced, and the manufacturing process and manufacturing cost can be reduced.
In this case, when P3 is lower than the pressure in the engine, the blow-by gas is returned to the engine through the first blow-by gas reduction passage and the second blow-by gas reduction passage.

Further, it is preferable that the second blow-by gas reduction passage includes a blow-by gas flow rate limiting means upstream of the second backflow prevention means (third invention).
In this case, it is possible to prevent excessive blow-by gas from being reduced to the engine.

As the blow-by gas flow restricting means, any means can be used as long as it can restrict the blow-by gas flow rate. For example, an orifice formed by reducing the diameter of the second blow-by gas passage is applied. be able to.
The flow rate restricting means may be provided continuously with the second backflow preventing means, or may be provided with an interval.

The first backflow prevention means includes a jet pump for generating a negative pressure in the intake bypass passage, and an outlet of the first blowby gas reduction passage is connected to the intake bypass passage via the jet pump. It is preferable that this is done (fourth invention).
In this case, not only the back flow from the first blow-by gas reduction passage to the engine side is prevented, but the blow-by gas flow rate when the pressure difference is generated between the upstream side and the downstream side of the turbocharger is increased. Can be returned to the engine.

  As the jet pump, for example, a jet pump having a configuration including a nozzle provided on the air inlet side, a diffuser provided on the air outlet side, and a decompression chamber provided between the nozzle and the diffuser is used. be able to. The outlet of the first blow-by gas reduction passage is connected to the decompression chamber.

  The jet pump generates a negative pressure in the decompression chamber by the air ejected from the nozzle. That is, when the supercharger is operated, the intake air is boosted by the compressor, so that a pressure difference occurs between the upstream side and the downstream side of the supercharger. Therefore, different intake pressures act between the nozzle of the jet pump and the diffuser through the intake bypass passage, and air is ejected from the nozzle toward the diffuser, thereby generating a negative pressure in the decompression chamber. Then, the negative pressure in the decompression chamber acts, and blow-by gas generated in the engine flows to the intake passage through the first blow-by gas reduction passage, the jet pump, and the intake bypass passage. In addition, when negative pressure is generated in the decompression chamber, it is possible to prevent inflow from the intake bypass passage into the first blow-by gas reduction passage.

  Further, the magnitude of the negative pressure generated in the decompression chamber changes depending on the magnitude of the supercharging pressure by the supercharger. That is, when the supercharging pressure by the supercharger increases, the negative pressure generated in the decompression chamber increases accordingly, so the flow rate of blowby gas flowing from the engine to the first blowby gas reduction passage increases and flows to the intake passage. The blow-by gas flow rate increases.

The intake bypass passage preferably includes an on-off valve (fifth invention).
In this case, when the supercharger is operated, air flows into the intake bypass passage by opening the intake bypass passage with the on-off valve. By closing the valve with the on-off valve, the air flow in the intake bypass passage is blocked. Therefore, if necessary, blow-by gas can be selectively flowed into the intake bypass passage and returned to the engine.

The first blow-by gas reduction passage preferably includes a blow-by gas flow rate adjusting valve (sixth invention).
In this case, the flow rate of the blow-by gas flowing through the first blow-by gas reduction passage can be adjusted. Therefore, it is possible to prevent excessive blowby gas from being reduced to the engine.

In the blow-by gas reducing device, it is preferable that a fresh air introduction path for introducing fresh air is connected to the cylinder block or the head cover (seventh invention).
In this case, ventilation in the crankcase or the head cover can be performed more favorably, and the effect of suppressing deterioration of engine oil due to blow-by gas can be improved.
The fresh air introduction passage preferably has an inlet connected to the intake passage upstream of the supercharger and an outlet connected to a cylinder block or a head cover.

Example 1
In this example, an embodiment according to the blow-by gas reduction apparatus of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram showing an engine system including a blow-by gas reduction device 1 of this example.

As shown in FIG. 1, the blow-by gas reduction device 1 of this example is provided in an engine 3 having an intake passage 2 and a supercharger 21 and a throttle valve 22 disposed on the downstream side of the supercharger 21. A blow-by gas reduction passage 4 that is provided and flows the blow-by gas generated in the engine 3 through the intake passage 2 and returns it to the engine 3 is provided.
The blow-by gas reduction device 1 includes an intake bypass passage 23 that connects an upstream side and a downstream side of the supercharger 21 in the intake passage 2.

The blow-by gas reduction passage 4 includes a first blow-by gas reduction passage 41 and a second blow-by gas reduction passage 42. The first blow-by gas reduction passage 41 has an inlet connected to the cylinder block 31 or the head cover 32, and an outlet. Is connected to the intake bypass passage 23.
The first blow-by gas reduction passage 41 or the intake bypass passage 23 includes first backflow prevention means 24 that prohibits inflow from the first blow-by gas reduction passage 41 to the cylinder block 31 or the head cover 32.
The outlet of the second blow-by gas reduction passage 42 is connected to the intake passage 2 downstream of the throttle valve 22 and flows into the cylinder block 31 or the head cover 32 from the second blow-by gas reduction passage 42. A second backflow prevention means 421 to be prohibited is provided.
This will be described in detail below.

  The engine system including the blow-by gas reduction device 1 of this example includes a reciprocating type engine 3. As shown in FIG. 1, the engine 3 includes a cylinder block 31, a cylinder head 35, a head cover 32, and an oil pan 36. The intake passage 2 is connected to the intake port 33 of the cylinder head 35 of the engine 3, and the exhaust passage 71 is connected to the exhaust port 34 of the cylinder head 35. An air cleaner 25 is provided at the inlet of the intake passage 2.

The supercharger 21 is disposed in the intake passage 2, and includes a compressor 211 for boosting intake air, a turbine 212 disposed in the exhaust passage 71, and a rotary shaft 213 that connects the compressor 211 and the turbine 212 so as to be integrally rotatable. including.
The supercharger 21 boosts the intake air in the intake passage 2 by rotating the turbine 212 and integrally rotating the compressor 211 via the rotating shaft 213 by the exhaust gas flowing through the exhaust passage 71, that is, supercharging the turbocharger 21. It is like that.
The compressor 211 is provided downstream of the air cleaner 25.

  The exhaust passage 71 is provided with an exhaust bypass passage 72 that bypasses the turbine 212 adjacent to the supercharger 21. A waste gate valve 73 is provided in the exhaust bypass passage 72. The opening degree of the wastegate valve 73 is adjusted by a diaphragm type actuator 74. By adjusting the exhaust gas flowing through the exhaust bypass passage 72 by the wastegate valve 73, the flow rate of the exhaust gas supplied to the turbine 212 is adjusted, and the rotational speeds of the turbine 212 and the compressor 211 are adjusted. The supercharging is adjusted.

  In the intake passage 2, an intercooler 26 is provided between the compressor 211 of the supercharger 21 and the engine 3. The intercooler 26 is used to cool the intake air boosted by the compressor 211 to an appropriate temperature. A surge tank 27 is provided in the intake passage 2 between the intercooler 26 and the engine 3. A throttle valve 22 is provided on the upstream side of the surge tank 27.

  The upstream side and the downstream side of the supercharger 21 in the intake passage 2 are connected by an intake bypass passage 23. That is, an intake bypass passage 23 that bypasses the compressor 211 is provided between the intake passage 2 immediately downstream of the compressor 211 having a high boost pressure and the intake passage 2 upstream of the compressor 211. The intake bypass passage 23 is provided with a jet pump 24 that generates negative pressure by the air flowing through the passage as a first backflow prevention means.

FIG. 2 is a sectional view showing a schematic configuration of the jet pump 24. The jet pump 24 includes a nozzle 241 provided on the air inlet side, a diffuser 242 provided on the air outlet side, and a decompression chamber 243 provided between the nozzle 241 and the diffuser 242.
As shown in FIG. 1, the outlet of the first blow-by gas reduction passage 41 is connected to the decompression chamber 243 of the jet pump 24. That is, the outlet of the first blow-by gas reduction passage 41 is connected to the intake bypass passage 23 via the jet pump 24. The inlet of the first blow-by gas reduction passage 41 is connected to the cylinder block 31 of the engine 3.

The jet pump 24 prevents inflow from the intake bypass passage 23 to the first blowby gas reduction passage 41 and prohibits inflow from the first blowby gas reduction passage 41 to the cylinder block 31 or the head cover 32.
The jet pump 24 generates a negative pressure in the decompression chamber 243 by the air ejected from the nozzle 241. That is, when the supercharger 21 is operated, the intake air is boosted by the compressor 211, so that an intake pressure difference is generated between the intake passage 2 upstream of the compressor 211 and the intake passage 2 downstream of the compressor 211. Arise. Therefore, different intake pressures act between the nozzle 241 and the diffuser 242 of the jet pump 24 through the intake bypass passage 23, and air is ejected from the nozzle 241 toward the diffuser 242, thereby negatively flowing into the decompression chamber 243. Pressure is generated. The magnitude of the negative pressure varies depending on the magnitude of the supercharging pressure by the supercharger 21.

  Then, even if the negative pressure is generated in the decompression chamber 243 and the pressure in the intake bypass passage 23 is larger than the pressure in the crankcase 39, the first blowby gas reduction passage 41 leads to the intake bypass passage 23. Only the derivation of the blow-by gas occurs, and the inflow from the intake bypass passage 23 to the first blow-by gas reduction passage 41 can be prevented. Further, the negative pressure in the decompression chamber 243 acts, and blow-by gas generated in the engine 3 flows to the intake passage 2 through the first blow-by gas reduction passage 41, the jet pump 24, and the intake bypass passage 23.

  Further, an outlet of the second blow-by gas reduction passage 42 is connected to the intake passage 2 downstream of the throttle valve 22. The inlet of the second blow-by gas reduction passage 42 is connected to the cylinder block 31 of the engine 3. Further, a check valve 421 is provided as second backflow prevention means for prohibiting inflow from the second blow-by gas reduction passage 42 to the cylinder block 31 or the head cover 32.

FIG. 3 shows a cross-sectional view of the check valve 421. FIG. 3A shows a state where the check valve 421 is closed, and FIG. 3B shows a state where the check valve 421 is open.
In the check valve 421, the valve body 81 is urged toward the seat surface 83 by a spring 82. When the internal pressure of the surge tank 27 is larger than the internal pressure of the crankcase 39 or the internal pressure of the head cover 32, as shown in FIG. 3 (a), the valve body 81 comes into contact with the seat surface 83 and closes. By blocking the flow from the surge tank side port 84 to the cylinder block side port 85, the back flow from the second blow-by gas reduction passage to the engine side is prevented. On the other hand, when the internal pressure of the surge tank 27 is equal to or lower than the internal pressure of the crankcase 39 or the internal pressure of the head cover 32, the valve body 81 moves in the direction of the surge tank side port 84 to open, and blow-by gas is allowed to flow in.

  Further, an orifice 422 is provided upstream of the check valve 421 as blow-by gas flow restriction means so as to restrict the blow-by gas flow to the second blow-by gas reduction passage 42.

In this embodiment, the fresh air introduction passage 75 for introducing fresh air into the inside of the head cover 32 and the inside of the crankcase 39 formed by the cylinder block 31 and the oil pan 36 includes the engine 3 and the intake passage 2. Between.
The fresh air introduction passage 75 is connected to the intake passage 2 downstream of the air cleaner 25, and its outlet is connected to the head cover 32.
Note that the inside of the head cover 32 and the inside of the crankcase 39 communicate with each other via a communication path 38 provided in the engine 3.

  Here, FIG. 4 shows the pressure (P1) in the intake passage 2 upstream from the supercharger 21 in the entire operation region (in the present embodiment, the engine speeds of 800 to 3200 rpm, 3200 rpm or more are omitted for the same tendency). ) Shows the relationship between the pressure (P2) in the intake passage 2 from the downstream side of the supercharger 21 to the throttle valve 22 and the pressure (P3) in the intake passage 2 on the downstream side of the throttle valve 22. In FIG. 4, the horizontal axis represents the pressure (P3) (kPa, gauge pressure) in the intake passage 2 downstream from the throttle valve 22, and the vertical axis represents the pressure (kPa, gauge pressure). The straight line in FIG. 4 indicates P3, the symbol ● indicates P1, and the symbol x indicates P2. Further, a position A in FIG. 4 indicates the idling time, a region B indicates a region where the throttle opening is small, and a region C indicates a region where the throttle opening is large.

As is known from FIG. 4, in the blow-by gas reduction device 1, the pressure (P 1) in the intake passage 2 upstream from the supercharger 21 is atmospheric pressure in the entire operation region.
During idling, since the rotation speed of the compressor 211 is low, the pressure (P2) in the intake passage 2 from the downstream side of the supercharger 21 to the throttle valve 22 is atmospheric pressure, and the intake air downstream from the throttle valve 22 The pressure (P3) in the passage 2 is a negative pressure. That is, P1 = P2> P3 when idling.

  When the throttle opening is small, the rotation speed of the compressor 211 increases and P2 rises to a positive pressure, but P3 is in a negative pressure state. That is, when the throttle opening is small, P2> P1> P3.

  Further, when the throttle opening is large, the rotation speed of the compressor 211 increases, P2 further increases, P3 becomes positive pressure, becomes larger than P1, and is almost equal to P2. That is, when the throttle opening is large, P2 ≧ P3> P1.

  According to the blow-by gas reduction device 1 of this example, the negative pressure (P3) generated in the surge tank 27 acts on the second blow-by gas reduction passage 42 during the idling (P1 = P2> P3), The blow-by gas leaked from the combustion chamber 37 of the engine 3 into the crankcase 39 is caused to flow to the surge tank 27 provided in the intake passage 2 through the second blow-by gas reduction passage 42. That is, blow-by gas can be reduced to the engine 3 through the second blow-by gas reduction passage 42 during idling.

At this time, the flow rate of blow-by gas flowing from the engine 3 to the second blow-by gas reduction passage 42 is limited by the orifice 422.
Further, since there is no pressure difference between P1 and P2 during idling, no flow rate is generated in the intake bypass passage 23, and reduction through the first blow-by gas reduction passage 41 is not performed.

  Further, when the throttle opening is small (P2> P1> P3), P3 acts on the second blowby gas reduction passage 42 as in the idling state, and the blowby gas of the engine 3 is reduced to the second blowby gas reduction. It flows through the passage 42 to the surge tank 27 provided in the intake passage 2.

  Further, a pressure difference (P2> P1) is generated in the intake air between the upstream side and the downstream side of the supercharger 21 in the intake passage 2, and a pressure difference is also generated between both ends of the intake bypass passage 23. Due to this pressure difference, air flows into the intake bypass passage 23, and blow-by gas generated in the engine 3 is led to the intake passage 2 through the first blow-by gas reduction passage 41 and the intake bypass passage 23 by the air flow.

  In this embodiment, a jet pump 24 is provided in the intake bypass passage 23. Therefore, a negative pressure is generated in the decompression chamber 243 of the jet pump 24 by the amount of air flowing through the intake bypass passage 23. Therefore, the negative pressure by the jet pump 24 acts on the outlet of the first blow-by gas reduction passage 41, and the blow-by gas accumulated in the crankcase 39 is efficiently transferred to the first blow-by gas reduction passage 41 and the jet pump 24. And through the intake bypass passage 23 to the intake passage 2.

The blow-by gas that has flowed into the intake passage 2 is reduced to the combustion chamber 37 of the engine 3 via the compressor 211, the intake passage 2, and the like.
That is, when the slot opening is small, blow-by gas can be reduced to the engine 3 through the first blow-by gas reduction passage 41 and the second blow-by gas reduction passage 42.

Further, when the supercharging pressure by the supercharger 21 increases, the pressure difference between the upstream side and the downstream side of the supercharger 21 increases accordingly, so that the blowby gas flowing from the engine 3 to the first blowby gas reduction passage 41 is increased. The flow rate increases, and the flow rate of blow-by gas flowing into the intake passage 2 increases.
Further, when the pressure difference between the upstream side and the downstream side of the supercharger 21 increases, the negative pressure generated by the jet pump 24 increases accordingly, and the flow rate of blow-by gas flowing into the intake passage 2 increases.

Further, since the intake bypass passage 23 is provided to bypass a part of the intake passage 2, the intake bypass passage 23 does not affect the intake resistance of the intake passage 2. For this reason, the blow-by gas can be reduced to the combustion chamber 37 without increasing the intake resistance of the intake passage 2 when the supercharger 21 is operated, and the blow-by gas reduction flow rate is increased in accordance with the increase of the supercharging pressure. Can do.
At this time, the internal pressure of the intake bypass passage 23 is larger than the internal pressure of the crankcase 39 and the internal pressure of the head cover 32, but the first backflow prevention means (jet pump) 24 provided in the intake bypass passage 23 causes the engine to Backflow to the 3 side can be prevented. That is, due to the negative pressure generated in the decompression chamber 243, only the derivation of blow-by gas from the first blow-by gas reduction passage 41 to the intake bypass passage 23 occurs, and the inflow from the intake bypass passage 23 to the first blow-by gas reduction passage 41 occurs. Can be prevented.

  Further, when the throttle opening is large (P2 ≧ P3> P1), the pressure is applied to the intake air between the upstream side and the downstream side of the supercharger 21 in the intake passage 2 as in the case where the throttle opening is small. A difference (P2> P1) is generated, and a pressure difference is also generated between both ends of the intake bypass passage 23. Due to this pressure difference, air flows into the intake bypass passage 23, and blow-by gas generated in the engine 3 due to the air flow flows to the intake passage 2 through the first blow-by gas reduction passage 41 and the intake bypass passage 23.

At this time, although P3 becomes a positive pressure, the backflow to the engine 3 side can be prevented by the second backflow prevention means (check valve) 421 provided in the second blow-by gas reduction passage 42.
That is, when the throttle opening is large, the blow-by gas can be reduced to the engine 3 through the first blow-by gas reduction passage 41.

Thus, according to this embodiment, blow-by gas can be returned to the engine 3 at any time of idling, when the throttle opening is small, and when the throttle opening is large. In other words, even when the pressure at the outlet of the intake passage 2 side of the blowby gas reduction passage 4 is higher than the internal pressure of the crankcase 39 or the internal pressure of the head cover 32, inflow from the intake passage 2 side to the engine 3 side is prevented, and the crankcase is It can be seen that the blow-by gas reduction device 1 that can perform good ventilation in the head 39 and the head cover 32 can be provided.
In this example, the jet pump 24 is provided in the intake bypass passage 23 as the first backflow prevention means. However, the jet pump 24 is not necessarily a jet pump, and a check valve or the like may be provided.

(Example 2)
In this embodiment, as shown in FIG. 5, the blow-by gas reduction passage 4 in the first embodiment has a configuration in which the first blow-by gas reduction passage 51 and the outlet are connected to the first blow-by gas reduction passage 51. The blow-by gas reduction device 102 is changed to the blow-by gas reduction passage 5 including the blow-by gas reduction passage 52. The second blow-by gas reduction passage 52 includes a check valve 521 as a second backflow prevention means for prohibiting inflow from the second blow-by gas reduction passage 52 to the first blow-by gas reduction passage 51. Further, upstream of the check valve 521, an orifice 522 is provided as a blow-by gas flow restricting means so as to restrict the blow-by gas flow to the second blow-by gas reduction passage 52. Other configurations are the same as those of the first embodiment.

  The blow-by gas reduction apparatus 102 of this example can reduce the piping provided in the engine 3, and can reduce a manufacturing process and manufacturing cost. In other respects, the same effects as those of the first embodiment can be obtained.

  In this case, when the negative pressure (P3) generated in the surge tank 27 is lower than the pressure in the engine 3 (during idling and when the throttle opening is small), the first blow-by gas reduction passage 41 The blow-by gas is reduced to the engine 3 through a part and the second blow-by gas reduction passage 42.

  FIG. 6 shows the blow-by gas flow rate characteristics of the blow-by gas reduction device 102 of this embodiment. In FIG. 6, the horizontal axis represents the pressure in the intake passage (P3) (kPa, gauge pressure) on the downstream side of the throttle valve 22, and the vertical axis represents the flow rate (L / min). In FIG. 4, a curve X indicates the blow-by gas generation amount, a curve Y indicates a blow-by gas reduction flow rate by the first blow-by gas reduction passage 51 and the second blow-by gas reduction passage 52, and a curve Z indicates the first blow-by gas reduction passage 51. The blowby gas reduction flow rate by is shown. A region S (shaded portion) indicates a ventilation flow rate of fresh air through the fresh air introduction passage 75.

  As is known from FIG. 6, the first blow-by gas reduction passage 51 and the second blow-by gas reduction are performed during idling and when the throttle opening is small, that is, while the intake pressure is “−60 to 0 (kPa)”. Ventilation is performed by the passage 52, and ventilation is performed through the first blow-by gas reduction passage 51 when the throttle opening is large, that is, while the intake pressure is “0 to 60 (kPa)”.

As apparent from FIG. 6, according to the blow-by gas reduction device 102 of the present example, the crankcase is at idle, when the throttle opening is small, and when the throttle opening is large, that is, in the entire operation region. It can be seen that the blow-by gas in the head 31 and the head cover 32 can be discharged and ventilated.
It can also be seen that the boost pressure increases and the blowby gas reduction flow rate increases.
Note that the blow-by gas flow rate characteristics similar to those of the blow-by gas reduction device 1 of the first embodiment can be obtained.

(Example 3)
In this embodiment, as shown in FIG. 7, a vacuum switching valve (VSV) 61 is provided in the intake bypass passage 23 in the second embodiment. It is the blow-by gas reduction apparatus 103 comprised so that it might control according to. Other configurations are the same as those of the second embodiment.

  Here, the ECU 62 inputs detection values such as engine rotation speed and intake pressure from various sensors (not shown) provided in the engine 3 and controls the VSV 61 based on these detection values. In this embodiment, VSV 61 corresponds to the on-off valve of the present invention.

  FIG. 8 is a flowchart showing a control program executed by the ECU 62. When the process proceeds to this routine, the ECU 62 first determines in step 100 (S100) whether or not a predetermined time has elapsed after the engine is started. If the determination result is negative, the ECU 62 closes the VSV 61 in step 130 (S130), assuming that the engine 3 has not been warmed up. As a result, the intake bypass passage 23 is closed by the VSV 61, the air flow in the passage 23 is shut off, and no negative pressure is generated by the jet pump 24.

  On the other hand, if the determination result in step 100 (S100) is affirmative, the ECU 62 determines in step 110 (S110) whether or not the intake pressure is greater than or equal to a predetermined value. If this result is negative, the ECU 62 closes the VSV 61 in the same manner as described above in step 130 (S130) as described above, assuming that the supercharger 21 is inoperative after the warm-up of the engine 3 is completed.

  On the other hand, if the determination result in step 110 (S110) is affirmative, the ECU 62 opens the VSV 61 in step 120 (S120), assuming that the supercharger 21 is operating after the warm-up of the engine 3 is completed. As a result, the intake bypass passage 23 is opened by the VSV 61, air flows in the intake bypass passage 23 in accordance with the supercharging pressure, and negative pressure is generated in the jet pump 24 in accordance with the supercharging pressure. Thereby, blow-by gas is discharged from the crankcase 39 to the first blow-by gas reduction passage 41 according to the magnitude of the supercharging pressure, and the blow-by gas passes through the jet pump 24, the intake bypass passage 23, and the intake passage 2. It is reduced to the combustion chamber 37.

  Therefore, in this embodiment, the intake bypass passage 23 is opened by the VSV 61 according to the operating state of the engine 3, so that air flows into the intake bypass passage 23 and negative pressure is generated by the jet pump 24. On the other hand, by closing the intake bypass passage 23 by the VSV 61 according to the operating state of the engine 3, the flow of intake air in the intake bypass passage 23 is blocked, and no negative pressure is generated in the jet pump 24. Therefore, according to the operating state of the engine 3, that is, as necessary, the blow-by gas selectively flows from the crankcase 39 to the intake bypass passage 23 through the first blow-by gas reduction passage 41 and is reduced to the combustion chamber 37. be able to. In other respects, the same effects as those of the second embodiment can be obtained.

Example 4
As shown in FIG. 9, the present embodiment is a blow-by gas reduction device 104 configured to provide a PCV valve 411 in the first blow-by gas reduction passage of the first embodiment. Other configurations are the same as those of the first embodiment.
In the blow-by gas reduction device 104 of this embodiment, a PCV valve 411 is provided as a blow-by gas flow rate adjustment valve at the inlet of the first blow-by gas reduction passage 41 in the crankcase 39.

  Therefore, the blow-by gas flow rate flowing to the first blow-by gas reduction passage 41 can be adjusted to an appropriate amount by the PCV valve 411, and excessive blow-by gas is prevented from being reduced to the combustion chamber 37 through the first blow-by gas reduction passage 41. be able to. In other respects, the same effects as those of the first embodiment can be obtained.

DESCRIPTION OF SYMBOLS 1 Blow-by gas reduction apparatus 2 Intake passage 21 Supercharger 22 Throttle valve 23 Intake bypass passage 24 1st backflow prevention means (jet pump)
3 Engine 31 Cylinder block 32 Head cover 4 Blow-by gas reduction passage 41 First blow-by gas reduction passage 42 Second blow-by gas reduction passage 421 Second backflow prevention means

Claims (7)

An intake passage is provided in an engine having a supercharger and a throttle valve disposed on the downstream side of the supercharger, and blow-by gas generated in the engine flows into the intake passage and is reduced to the engine. A blowby gas reduction device for a supercharged engine equipped with a blowby gas reduction passage,
The blow-by gas reduction device includes an intake bypass passage that connects an upstream side and a downstream side of the supercharger in the intake passage,
The blow-by gas reduction passage is composed of a first blow-by gas reduction passage and a second blow-by gas reduction passage,
The first blow-by gas reduction passage has an inlet connected to a cylinder block or a head cover, and an outlet connected to the intake bypass passage.
The first blow-by gas reduction passage or the intake bypass passage includes first backflow prevention means for prohibiting inflow from the first blow-by gas reduction passage to the cylinder block or the head cover,
The second blow-by gas reduction passage has an outlet connected to the intake passage on the downstream side of the throttle valve,
The first backflow prevention means includes a jet pump for generating negative pressure in the intake bypass passage, and an outlet of the first blowby gas reduction passage is connected to the intake bypass passage via the jet pump, During the operation of the supercharger, a pressure difference is generated between the upstream side and the downstream side of the supercharger in the intake passage, air flows into the intake bypass passage due to the pressure difference, and the air flow causes the Negative pressure is generated in the jet pump,
A blow-by gas reduction device comprising means for adjusting a flow rate of blow-by gas reduced through the first blow-by gas reduction passage.   2. The blow-by gas reduction device according to claim 1, wherein the means for adjusting the blow-by gas flow rate in the first blow-by gas reduction passage is a blow-by gas flow rate adjusting valve provided in the first blow-by gas reduction passage.   2. The blow-by gas reduction device according to claim 1, wherein the means for adjusting the blow-by gas flow rate in the first blow-by gas reduction passage is an on-off valve provided in the intake bypass passage.   4. The second blow-by gas reduction passage according to claim 1, wherein the second blow-by gas reduction passage includes second backflow prevention means for prohibiting inflow from the second blow-by gas reduction passage to the cylinder block or the head cover. Blow-by gas reduction device.   5. The blow-by gas reduction device according to claim 4, wherein the second blow-by gas reduction passage includes a blow-by gas flow rate limiting means upstream of the second backflow prevention means.   6. The blow-by gas reduction device according to claim 1, wherein the second blow-by gas reduction passage has an inlet connected to the first blow-by gas reduction passage. 7. The blow-by gas reduction device according to claim 1, wherein a fresh-air introduction path for introducing fresh air is connected to the cylinder block or the head cover.

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