KR20120009155A - Intake structure for i.c engine of carbon removal - Google Patents

Intake structure for i.c engine of carbon removal Download PDF

Info

Publication number
KR20120009155A
KR20120009155A KR1020100071048A KR20100071048A KR20120009155A KR 20120009155 A KR20120009155 A KR 20120009155A KR 1020100071048 A KR1020100071048 A KR 1020100071048A KR 20100071048 A KR20100071048 A KR 20100071048A KR 20120009155 A KR20120009155 A KR 20120009155A
Authority
KR
South Korea
Prior art keywords
surge tank
hose
vehicle
internal combustion
combustion engine
Prior art date
Application number
KR1020100071048A
Other languages
Korean (ko)
Other versions
KR101154161B1 (en
Inventor
김영환
Original Assignee
김영환
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 김영환 filed Critical 김영환
Priority to KR20100071048A priority Critical patent/KR101154161B1/en
Publication of KR20120009155A publication Critical patent/KR20120009155A/en
Application granted granted Critical
Publication of KR101154161B1 publication Critical patent/KR101154161B1/en

Links

Images

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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/04—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours

Abstract

PURPOSE: A carbon accumulation prevention apparatus for an intake system of an internal combustion engine is provided to prevent the performance deterioration of an internal combustion engine by restraining carbon, included in blowby gas and exhaust gas, from being adsorbed to the interior of an intake line. CONSTITUTION: A carbon accumulation prevention apparatus for an intake system of an internal combustion engine comprises an air cleaner(10), a throttle body(30), a surge tank(50), a cylinder block(70), an intake manifold(90), a breather hose(100), a PCV hose(130), a fan member, and a drive member. The fan member leads blowby gas and exhaust gas, which remain in the surge tank, into a cylinder head cover(710) through a coupling hose(150), thereby ventilating the surge tank. The drive member is connected to the fan member by a shaft and drives the fan member with the power provided from a vehicle battery under the control of a controller.

Description

Accumulation prevention device of carbon intake cylinder of internal combustion engine {INTAKE STRUCTURE FOR I.C ENGINE OF CARBON REMOVAL}

According to the present invention, the blower-by gas and the exhaust gas remaining in the surge tank remain in the surge tank under the control of the control unit while the vehicle is turned off, thereby venting the inside of the surge tank. Since the carbon contained in the gas and the exhaust gas can be minimized from being absorbed in the intake line including the surge tank and the intake valve, the intake pipe of the internal combustion engine can be more effectively prevented from deteriorating the performance of the vehicle internal combustion engine. It relates to a carbon accumulation preventing device of.

In general, the mixer supplied from the combustion chamber of the engine is combusted. At this time, the blower-by gas and the exhaust gas in the cylinder, along with the engine start stop, float in the space in the intake manifold, etc., and then flow back into the intake cylinder. There is a problem that carbon contained in the gas and the exhaust gas is particularly adsorbed in the surge tank, thereby degrading the performance of the vehicle internal combustion engine.

In order to solve the above-described problems, the present inventors introduce the blower by-gas and exhaust gas remaining in the surge tank into the cylinder head cover by controlling the control unit while the vehicle is turned off. By ventilating, in particular, it is possible to minimize the adsorption of carbon contained in the blower via gas and the exhaust gas in the surge tank, so that the intake pipe of the internal combustion engine can be more effectively prevented from deteriorating the performance of the vehicle internal combustion engine. The carbon accumulation prevention device of the present invention is proposed.

According to the present invention, the blower-by gas and the exhaust gas remaining in the surge tank remain in the surge tank under the control of the control unit while the vehicle is turned off, thereby venting the inside of the surge tank. Since the carbon contained in the gas and the exhaust gas can be minimized from being absorbed in the intake line including the surge tank and the intake valve, the intake pipe of the internal combustion engine can be more effectively prevented from deteriorating the performance of the vehicle internal combustion engine. It is an object of the present invention to provide a carbon accumulation preventing device.

The present invention for achieving the above object and the air cleaner; A throttle body connected to the air cleaner and having a throttle valve configured to adjust external air amount therein; A surge tank into which external air flows through the throttle body; A cylinder block receiving external air from the surge tank and having a cylinder head cover at an upper portion thereof; An intake manifold connecting the cylinder block and the surge tank; Brother hose connecting the throttle body and the cylinder head cover of the cylinder block; PCV hose connecting the surge tank and the cylinder head cover of the cylinder block; in the intake cylinder of the internal combustion engine comprising: remaining in the surge tank through a connection hose connecting the PCV hose and the brother hose. A fan member for introducing a blow-by gas and an exhaust gas into the cylinder head cover to ventilate the inside of the surge tank; And a driving member coupled to the fan member and driving the fan member by receiving power from the battery of the vehicle under control of the controller while the vehicle is started. It provides a carbon accumulation preventing device of the intake pipe of the internal combustion engine.

Here, the control unit preferably controls the ventilation unit based on the output signal of the 'L' terminal of the vehicle generator or the output signal of the engine KEY IG1 of the vehicle.

In addition, a timer for setting the driving time of the ventilation unit is preferably provided.

Furthermore, the driving time of the ventilation unit set in the timer is preferably 5 minutes.

According to the present invention, the blower-by gas and the exhaust gas remaining in the surge tank remain in the surge tank under the control of the control unit while the vehicle is turned off, thereby venting the inside of the surge tank. Since the carbon contained in the gas and the exhaust gas can be minimized to be adsorbed in the intake line including the surge tank, the intake valve, and the like, there is an effect of more effectively preventing the performance of the vehicle internal combustion engine from deteriorating.

In addition, since the control unit controls the ventilation unit based on the output signal of the 'L' terminal of the vehicle generator or the output signal of the engine key IG1 of the vehicle, the surge tank is more easily in the state in which the start of the vehicle is turned off more easily. Blower-by-gas and exhaust gas remaining in the gas can be introduced into the cylinder head cover to ventilate the surge tank, and as a result, the adsorption of carbon into the surge tank while the vehicle is turned off can be performed more efficiently. There is an effect that can be prevented.

Furthermore, since the ventilation unit is driven by the control of the controller during the driving time set in the timer, the ventilation unit can be more easily prevented from being driven more than necessary when the vehicle is turned off. There is an effect that the battery may be more easily prevented from discharging.

In addition, when the driving time of the ventilator set to the timer is 5 minutes, there is an effect that it is possible to prevent the carbon is adsorbed in the surge tank with a higher efficiency than the start of the vehicle is turned off.

1 is a schematic view showing a carbon accumulation preventing device of an intake cylinder of an internal combustion engine which is an embodiment of the present invention;
2 is a partially enlarged configuration diagram in which the ventilation unit is enlarged,
3 is a configuration diagram schematically showing the flow of external air when the vehicle is started on,
4 is a configuration diagram schematically illustrating the flow of blower-by-gas and exhaust gas remaining in the surge tank by the ventilation unit in a state in which the vehicle is turned off.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Of course, the scope of the present invention is not limited to the following examples, and various modifications can be made by those skilled in the art without departing from the technical gist of the present invention.

1 is a configuration diagram schematically showing a carbon accumulation preventing device of an intake cylinder of an internal combustion engine according to an embodiment of the present invention, and FIG. 2 is a partially enlarged configuration diagram in which the ventilation unit 20 is enlarged.

The carbon accumulation preventing device of the intake cylinder of the internal combustion engine which is one embodiment of the present invention is large, as shown in Figure 1, the air cleaner 10; A throttle body (30) connected to the air cleaner (10) and provided with a throttle valve (310) for controlling an external air amount; A surge tank 50 into which external air flows into the inside through the throttle body 30; A cylinder block 70 receiving external air from the surge tank 50 and having a cylinder head cover 710 disposed thereon; An intake manifold (90) connecting the cylinder block (70) and the surge tank (50); A broth hose (100) connecting the throttle body (30) and the cylinder head cover (710) of the cylinder block (70) and having a check valve (101) at an upper end thereof; And a PCV hose 130 connecting the surge tank 50 and the cylinder head cover 710 of the cylinder block 70 and having a PCV check valve 131 at one end thereof.

The air cleaner 10, the throttle body 30, the surge tank 50, the cylinder block 70, the intake manifold 90, the brother hose 100 and the PCV hose 130 is a known technique at the same time Those skilled in the art to which the present invention pertains will be apparently understood and practiced so that the following detailed description will be omitted.

However, a connection hose 150 is provided between the other end of the PCV hose 130 and the lower end of the brother hose 100 to connect the other end of the PCV hose 130 to the lower end of the brother hose 100. Can be.

As shown in FIG. 2, a solenoid valve 151 for opening and closing the connection hose 150 may be provided at one end of the connection hose 150.

An intermediate portion of the connection hose 150 may be provided with a casing 60 which is hermetically connected and fixed on the connection hose 150 to communicate with the connection hose 150.

The ventilation unit 20 may be provided in the casing 60.

As shown in FIG. 2, the ventilation unit 20 includes a fan member 220 and a driving member 240.

The fan member 220 may be horizontally rotatably mounted on the inner upper side of the casing 60.

The fan member 220 is a blow-by gas remaining in the surge tank 50 through the connection hose 150 for connecting the other end of the PCV hose 130 and the lower end of the brother hose 100 and An exhaust gas is introduced into the cylinder head cover 710 to ventilate the inside of the surge tank 50.

The driving member 240 may be made of a motor or the like.

The driving member 240 may be bolted vertically to the inner lower side of the casing 60 in the state coupled to the fan member 220 to be located in the lower direction of the fan member 220.

In particular, the driving member 240 receives the power from the battery (not shown) of the vehicle under the control of a control unit (not shown) in the state that the start of the vehicle is turned to drive the fan member 200 is rotated forward and reverse do.

Next, the controller (not shown) controls the driving member 240 of the ventilation unit 20 based on the output signal of the 'L' terminal of the generator (not shown) of the vehicle or the output signal of the engine KEY IG1 of the vehicle. Can be controlled.

The controller (not shown) may be provided in the driver's seat of the vehicle, but is not necessarily limited thereto, and the controller (not shown) may be provided in more various positions such as those provided in the casing 60.

3 is a configuration diagram schematically illustrating the flow of external air when the vehicle is started.

When the driver operates the vehicle in the ON state, an output signal is generated at the 'L' terminal of the generator (not shown) of the vehicle or the engine key IG1 of the vehicle, and the throttle is controlled by the control unit (not shown). The valve 310 may be rotated in a horizontal state as shown in FIG. 3 to open the throttle body 30.

At the same time, the solenoid valve 151 provided at one end of the connection hose 150 may be closed at one end of the connection hose 150 by the control of the controller (not shown).

In addition, the control unit (not shown) controls the driving member 240 of the ventilation unit 20 so that the power of the battery (not shown) of the vehicle is not supplied to the driving member 240 of the ventilation unit 20. It can be prevented from running.

In this state, the air cleaner 10 may purge external air and introduce the throttle body 30 under the control of the controller (not shown).

The outside air introduced into the throttle body 30 passes through the inside of the surge tank 50 as shown in FIG. 3, the intake manifold 90, the cylinder block 70, the cylinder head cover 710, and the PCV hose ( 130) sequentially repeating cycles (see solid arrow in FIG. 3).

A part of the external air introduced into the throttle body 30 passes through the brother hose 100, the cylinder head cover 710, PCV hose 130, surge tank 50, intake manifold 90, cylinder block (70) sequentially repeating the cycle (see dotted arrow in FIG. 3).

4 is a configuration diagram schematically illustrating the flow of blower-by-gas and exhaust gas remaining in the surge tank 50 by the ventilation unit 20 when the vehicle is turned off.

When the driver operates the vehicle in the OFF state, the output signal is not generated at the 'L' terminal of the generator (not shown) of the vehicle or the engine key IG1 of the vehicle, and under the control of the controller (not shown) The throttle valve 310 may be rotated in a vertical state as shown in FIG. 4 to close the throttle body 30.

At the same time, the solenoid valve 151 provided at one end of the connection hose 150 may open one end of the connection hose 150 under the control of the controller (not shown).

In addition, the air cleaner 10 is stopped by the control of the controller (not shown) and power of the battery (not shown) of the vehicle is supplied to the driving member 240 of the ventilation unit 20 to provide the ventilation. The driving member 240 of the unit 20 is driven, which causes the fan member 220 of the ventilation unit 20 to rotate forward and backward.

As the fan member 220 of the ventilation unit 20 rotates forward and backward, the blower-by gas and the exhaust gas remaining in the surge tank 50 are the other ends of the PCV hose 130 as shown in FIG. 4. Passing through the inside of the connection hose 150, the lower end of the brother hose 100, the cylinder head cover 710, the intake manifold 90, the surge tank 50 is repeated in circulation. See solid arrow in 4.)

In this case, the check valve 101 provided at the upper end of the brother hose 100 has the throttle through the blower by gas and the exhaust gas introduced into the lower end of the brother hose 100 through the upper end of the brother hose 100 It is prevented from flowing into the body 30.

In addition, the PCV check valve 131 provided at one end of the PCV hose 130 is a blow-by gas and exhaust gas flows through the one end of the PCV hose 130 into the cylinder head cover 710. Will be prevented.

Since the control unit (not shown) controls the ventilation unit 20 based on the output signal of the 'L' terminal of the vehicle generator (not shown) or the engine KEY IG1 output signal of the vehicle, the ventilation unit 20 is more The blower via gas and the exhaust gas remaining in the surge tank 50 can be easily introduced into the cylinder head cover 710 while the vehicle is turned off, thereby allowing the surge tank 50 to be ventilated. Of course, this has the advantage that it is possible to prevent the adsorption of carbon in the surge tank 50 in a state in which the start of the vehicle is OFF with a higher efficiency.

Next, a timer (not shown) for setting the driving time of the ventilation unit 20 may be provided.

The timer (not shown) may be provided to the controller (not shown) in various ways such as a push button method and a dial button method.

Since the ventilation unit 20 is driven by the control of the controller (not shown) during the driving time set in the timer (not shown), the ventilation unit 20 is driven more than necessary in the state where the vehicle is turned off. Not only can it be more easily prevented, but this also has the advantage that it is possible to more easily prevent the discharge of the battery (not shown) of the vehicle.

Next, the driving time of the ventilation unit 20 set in the timer (not shown) is preferably 5 minutes.

If the driving time of the ventilation unit 20 set to the timer (not shown) is more than 5 minutes, the ventilation unit 20 is driven more than necessary, so that there is a high possibility that the battery (not shown) of the vehicle is discharged. do.

When the driving time of the ventilator 20 set to the timer (not shown) is less than 5 minutes, the ventilation efficiency of the surge tank 50 of the ventilator 20 is lowered so that carbon is adsorbed inside the surge tank. There is a problem that can not be prevented more easily.

When the driving time of the ventilation unit 20 set to the timer (not shown) is 5 minutes, the ventilation unit 20 is even higher than the carbon adsorbed in the surge tank 50 while the vehicle is turned off. There is an advantage that can be prevented with efficiency.

According to the present invention configured as described above, the ventilation unit 20 controls the blower-by-gas and exhaust gas remaining in the surge tank 50 under the control of the controller (not shown) when the vehicle is turned off. As the cylinder head cover 710 is introduced into the surge tank 50 to ventilate the inside of the surge tank 50, in particular, the carbon contained in the blow-by gas and the exhaust gas is in the intake line including the surge tank 50 and the intake valve. Since the adsorption can be minimized, there is an advantage that the performance of the vehicle internal combustion engine can be prevented from being lowered more efficiently.

10; Air cleaner, 20; Ventilation,
220; A fan member, 240; Drive member,
30; Throttle body, 310; Throttle Valve,
50; Surge tank, 60; Casing,
70; Cylinder block, 710; Cylinder head cover,
90; Intake manifold, 100; Brother Horse,
101; Check valve, 130; PCV Hose,
131; PCV check valve, 150; Hose,
151; Solenoid valve.

Claims (4)

An air cleaner 10; A throttle body (30) connected to the air cleaner (10) and provided with a throttle valve (310) for controlling an external air amount; A surge tank 50 into which external air flows into the inside through the throttle body 30; A cylinder block 70 receiving external air from the surge tank 50 and having a cylinder head cover 710 disposed thereon; An intake manifold (90) connecting the cylinder block (70) and the surge tank (50); A brother hose (100) connecting the throttle body (30) and the cylinder head cover (710) of the cylinder block (70); In the intake cylinder of the internal combustion engine comprising a; PCV hose 130 for connecting the surge tank 50 and the cylinder head cover 710 of the cylinder block 70,
Blower by-gas and exhaust gas remaining in the surge tank 50 are introduced into the cylinder head cover 710 through the connection hose 150 connecting the PCV hose 100 and the brother hose 90. A fan member 220 for ventilating the inside of the surge tank 50; A driving member 240 axially coupled to the fan member 200 and driving the fan member 200 by receiving power from a battery of the vehicle under control of a controller in a state in which the starting of the vehicle is turned off. Carbon accumulation prevention device of the intake cylinder of the internal combustion engine, characterized in that the ventilation portion 20 is provided.
The method of claim 1,
The control unit is a carbon accumulation preventing device of the intake cylinder of the internal combustion engine, characterized in that for controlling the ventilation unit 20 based on the output signal of the 'L' terminal of the vehicle generator or the output signal of the engine KEY IG1 of the vehicle.
The method of claim 1,
The carbon accumulation preventing device of the intake cylinder of the internal combustion engine, characterized in that a timer for setting the driving time of the ventilation unit 20 is provided.
The method of claim 3, wherein
Driving time of the ventilation unit 20 is set to the timer is carbon accumulation prevention device of the intake cylinder of the internal combustion engine, characterized in that 5 minutes.
KR20100071048A 2010-07-22 2010-07-22 Intake structure for i.c engine of carbon removal KR101154161B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR20100071048A KR101154161B1 (en) 2010-07-22 2010-07-22 Intake structure for i.c engine of carbon removal

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR20100071048A KR101154161B1 (en) 2010-07-22 2010-07-22 Intake structure for i.c engine of carbon removal

Publications (2)

Publication Number Publication Date
KR20120009155A true KR20120009155A (en) 2012-02-01
KR101154161B1 KR101154161B1 (en) 2012-07-03

Family

ID=45834105

Family Applications (1)

Application Number Title Priority Date Filing Date
KR20100071048A KR101154161B1 (en) 2010-07-22 2010-07-22 Intake structure for i.c engine of carbon removal

Country Status (1)

Country Link
KR (1) KR101154161B1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101379764B1 (en) * 2012-10-24 2014-04-01 전인구 The complex roaster for a direct fired
CN108223054A (en) * 2017-12-29 2018-06-29 重庆小康工业集团股份有限公司 The Pcv system of internal combustion engine

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100589186B1 (en) 2004-06-14 2006-06-12 현대자동차주식회사 engine breathing system
JP4345633B2 (en) 2004-10-01 2009-10-14 トヨタ自動車株式会社 Blow-by gas reduction device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101379764B1 (en) * 2012-10-24 2014-04-01 전인구 The complex roaster for a direct fired
CN108223054A (en) * 2017-12-29 2018-06-29 重庆小康工业集团股份有限公司 The Pcv system of internal combustion engine

Also Published As

Publication number Publication date
KR101154161B1 (en) 2012-07-03

Similar Documents

Publication Publication Date Title
JP4616739B2 (en) Method for detecting evaporative fuel emissions in a vehicular fuel vapor control system
CN107580654B (en) Method for operating a device for injecting water into an internal combustion engine
CA2820400C (en) Internal combustion engine with improved tank cleaning
CN107429638B (en) EGR system
JP6948989B2 (en) Evaporative fuel processing equipment
CN103174566B (en) Internal combustion engine with fuel system
US9592873B2 (en) Motorcycle
RU2703879C2 (en) Method and system of throttle turbo generator operation control
CN110273798A (en) System and method for fuel filter diagnosis
US9695783B2 (en) Fuel evaporative gas treatment device for fuel tank
US9518539B2 (en) Systems and methods for purge air flow routing
KR101154161B1 (en) Intake structure for i.c engine of carbon removal
US20130133629A1 (en) Control of the temperature of adsorbent materials in a canister
JP4798793B2 (en) Canister arrangement structure in power generator
JP2017067008A (en) Evaporated fuel treatment device
KR20080037431A (en) Interior ventilation structure of vehicles using battery cooling device for vehicles
JP2010174840A (en) Power generation controlling unit
KR20200068186A (en) evaporation gas active purge system and operating method for evaporation gas active purge system
KR101261834B1 (en) Exhaust gas recirculation valve assembly
JP2008274777A (en) Canister arranging structure in generator set
JPH10264645A (en) Fuel supply device for combustion heater for vehicle
KR100581788B1 (en) Battery cooling system for hybrid vehicle
CN215566302U (en) Motor-driven EGR valve
JP2008207754A (en) Vehicle
JP2017106368A (en) Evaporated fuel treatment device

Legal Events

Date Code Title Description
A201 Request for examination
E701 Decision to grant or registration of patent right
GRNT Written decision to grant
FPAY Annual fee payment

Payment date: 20150508

Year of fee payment: 4

FPAY Annual fee payment

Payment date: 20160524

Year of fee payment: 5

FPAY Annual fee payment

Payment date: 20170522

Year of fee payment: 6

FPAY Annual fee payment

Payment date: 20190311

Year of fee payment: 8