WO2013070114A1

WO2013070114A1 - Device for reducing vapour condensation in the crankcase of an internal combustion engine

Info

Publication number: WO2013070114A1
Application number: PCT/RU2012/000765
Authority: WO
Inventors: Сергей Михайлович КУЗЬМИН
Original assignee: Kuzmin Sergey Mikhailovich
Priority date: 2011-11-10
Filing date: 2012-09-17
Publication date: 2013-05-16
Also published as: WO2013070114A8; RU2482294C2; RU2011145748A

Abstract

The invention relates to mechanical engineering and can be used in engine construction. The technical result, consisting in reducing, or even preventing vapour condensation in the crankcase of an internal combustion engine, is achieved as a result of removing vapours from crankcase gases circulating along a circuit consisting of the crankcase (1), a duct (8), a condenser trap (7), a duct (9) and the crankcase (1) by means of vapour condensation in the condenser trap (7), which is coolable by ambient air. The crankcase gases (KG) are circulated along the above-mentioned circuit owing to the flue effect in said circuit in the engine cooling-down period after stopping and to operation of a duct fan (16) during starting and warming up of the engine. Condensate (13) flows along a pipe (18) from the condenser trap (7) to a condensate tank (21), from where said condensate drops via a valve (22), which is openable at operating temperature, into the warmed up crankcase (1), where said condensate evaporates, and vapours in the composition of the crankcase gases (KG) enter an intake collector (3).

Description

Device for reducing vapor condensation in the crankcase of an internal combustion engine.

The invention relates to mechanical engineering and can be used in motor engineering.

The ventilation system of the crankcase of an internal combustion engine is used to remove gases from the crankcase of the engine that enter it during engine operation by the gaps between the piston and cylinder (Crankcase ventilation system, Wikipedia). The removal of crankcase gases is necessary not only to ensure normal pressure in the crankcase, but also to remove products from it that have a negative effect on metal parts and oil. Crankcase gases at a crankcase operating temperature (about 100 ° C) are a mixture of gaseous products of fuel combustion, water vapor, fragments of unburned fuel and small amounts of by-products of combustion and thermal decomposition of fuel and oil.

Two types of crankcase ventilation systems are known: open and closed. In an open system, crankcase gases are vented to the atmosphere, in a closed system, they are sucked into the engine intake manifold and supplied with a fresh portion of fuel for afterburning. Insofar as when using an open system, the environment is polluted with harmful impurities, currently closed systems are preferred

crankcase ventilation. The channel for supplying crankcase gases from the crankcase to the intake manifold of the engine includes a pipeline equipped with a crankcase ventilation valve with an oil trap installed in front of it along the crankcase gases. The crankcase ventilation valve opens under the action of a pressure differential between the gas space of the crankcase and the engine intake manifold and passes crankcase gases through a channel for supplying crankcase gases from the crankcase to the engine intake manifold. In this case, the oil particles contained in the crankcase gases are removed from them when passing through the oil catching device.

When the engine is warming up (crankcase gas temperature 100-110 ° C), water and unburned fuel in crankcase gases are in the gas phase.

When the engine stops, crankcase ventilation stops, the engine starts to cool. When the temperature in the crankcase drops to the dew point temperature (water and / or fuel), water vapor and / or fuel begin to condense in the crankcase on the surface of the walls and oil.

When starting and warming up a cold engine, hot gases break through the gaps of the piston rings into the cold crankcase, where they cool quickly, mixing with the cold gases and oil filling the crankcase, and the vapors condense. The condensation process continues until the temperature in the crankcase rises to the dew point temperature of the crankcase gases, above which vapor condensation is not possible.

Condensate fuel dilutes the oil, and water when the engine is running forms an emulsion with the oil. Both that, and another worsens lubricant properties of oil and leads to the increased wear of the engine. It is believed that at least 25% of engine wear occurs when it starts and warms up. This problem is especially relevant in areas with low temperatures. In addition, at an operating temperature of the crankcase (about 100 ° C) in the presence of water, the quality of the oil rapidly deteriorates due to the hydrolysis of additives (Kolunin A.V. “The effect of low ambient temperatures on

the frequency of maintenance of power plants on the road and

building machines ", Diss, Omsk, 2006). The problem of vapor condensation in the crankcase of an internal combustion engine is exacerbated even more when the engine is operated in the so-called" short trips "mode, when the cooling-warming cycle is often repeated, moreover, without a complete warming up of the engine, each time being accompanied by vapor condensation, which leads to the accumulation of water and fuel in the oil.

Several methods are known for reducing vapor condensation in a crankcase of an internal combustion engine. This is a heated garage, heated with water from the crankcase engine cooling system (US Pat. No. 70,070,459,883 US), pre-start crankcase heating with hot air (US Pat. 5196673 US), electric crankcase heating (US Pat.

5017758 US), a system for recirculating oil in the parking lot through the heater and the oil system of the engine (US Pat. 4245593 US), heating the oil outside the engine and filling it into the crankcase before starting the engine (Kolunin AV "Effect of low temperatures

environment for the frequency of maintenance of power plants of road and building machines ", Diss, Omsk, 2006). To solve this problem, even a computer system for preparing the engine for starting by heating various parts of it with separate heaters controlled by a computer based on the readings of temperature sensors and even the water content in the oil and the viscosity of the latter (2009/0283364 US). To prevent condensation of vapors in the crankcase of the engine of sports aircraft after it is stopped, a method is known consisting of in crankcase purge after engine shutdown by drained purge through silica gel air cartridge (http://www.aircraftspruce.com/catalog eppages / engsaver.php, http://www.barkeraircraft.com/files/Engine_Dryer_Sport_Avi.pdf, Pat. 6155213 US) .All of these methods in their essence relate to maintenance, it is obvious that they are not universal, time-consuming, and ineffective.

The closest technical solution according to the principle of operation and the achieved technical result to the proposed one is the well-known forced ventilation of the crankcase (http://azbukadvs.ru/tehinfo/101-ventiliaciakartera.html). This solution consists in the design of the engine, which allows blowing the crankcase with outside air. External air enters the crankcase, for example, through a special hole equipped with a filter in the oil filler neck, under the influence of rarefaction in the crankcase created by suction through a channel for supplying crankcase gases to the engine intake manifold. Since the temperature of the dew point of the outdoor air is much lower than the temperature of the dew point of the crankcase gases (respectively

the water concentration in the outside air is much lower than in the crankcase gases), the latter are diluted with air to form a mixture with dew point temperature (and respectively, the concentration of water in the crankcase gases) is lower than the dew point temperature (and, accordingly, the concentration) of the crankcase gases without such dilution; as a result

105 vapor condensation in the crankcase decreases. The disadvantage of this ventilation system

consists in the fact that when the engine is stopped, crankcase ventilation stops and when the engine cools down, the vapors condense, and when the engine starts and warms up, when the vapors are most condensed in the crankcase, and the most intensive ventilation is required to remove them, it is minimal or absent due to dependence

According to the crankcase purge intensity from engine speed: when idling, it

minimal or absent. The main feature of the ventilation system of the crankcase ventilation system, which determines the low efficiency of reducing vapor condensation during engine start-up and warm-up, is its functional connection with the fuel-air system of the engine, the conditions of normal operation of which

115 limit the allowable ratio of the volumetric air velocity through the crankcase to the crankcase gas flow to about 1 (Crankcase Ventilation, Systems Application and Installation Guide, 2009 Caterpillar®,

htty: / blanchardmachinery.com/public/files/do

on.pdf). This restriction of the air flow through the crankcase is also related to the process.

120 preparation of the fuel-air mixture (gasoline engines), and with

the inadmissibility of the entrainment of oil into the intake manifold of the engine, which increases with increasing gas flow rate through the crankcase. The restriction of the air flow through the crankcase makes it impossible to effectively reduce the crankcase gases dilution by outside air 125 during start-up and warming up, especially at low temperatures, up to preventing vapor condensation, especially (see example 2).

A special device to reduce the condensation of vapors in the crankcase of an internal combustion engine, sufficiently close in design and achievable

the technical result in order to take it as a prototype of this proposal is unknown.

The aim of this proposal is to create a device to reduce condensation in the crankcase of an internal combustion engine of water and fuel vapors when the engine is stopped and cooled, and when it is started and heated.

135 The technical result achieved using the proposed device is to reduce condensation in the crankcase of the internal combustion engine of water vapor and fuel, and when the engine is stopped and cooled, and when it is started and heated,

140 The specified technical result is achieved by the fact that the proposed device (hereinafter referred to as the Device) is installed on the crankcase of the internal combustion engine, which includes a refrigerator-trap for cooling crankcase gases passing through it, condensing the mentioned vapors from them and collecting their condensate, which is cooled by ambient air flowing for crankcase

145 gases a tank connected to the top of the crankcase with an inlet channel for supplying heated crankcase gases to it and an outlet channel for returning cooled and dried gases from it to the crankcase.

Figure 1 presents the basic circuit diagram of the Device.

150 FIG. 2 is a schematic diagram of a Device further comprising an oil trapping device, a duct fan and a condensate evaporator, with a thermally insulated and heated channel for supplying crankcase gases to the refrigerator trap.

In FIG. 3 is a schematic diagram of a device with a channel for feeding 155 crankcase gases to a refrigerator-trap located inside the unit

cylinders, and optionally including a condensate accumulator.

Figure 4 presents graphs of cooling at an ambient temperature of -20 ° C of the crankcase of the YaMZ-238 engine and a refrigerator-trap located in 160 engine compartment.

Figure 5 presents a diagram of the flow of crankcase gases through the device when the engine cools down after it stops.

165 Fig. 6 shows the dependences of the volumetric velocity of the crankcase gas traction through

The device from the cooling time of the YaMZ-238 engine at an ambient temperature of -20 ° C with the location of the refrigerator-trap in the engine compartment and outside it. 170 Figure 7 shows the dew point temperature as a function of the concentration of water vapor in the crankcase gases.

On Fig presents changes in real concentrations of water vapor in crankcase gases in the first minutes after stopping the engine YaMZ-238, equipped with

175 device, at an ambient temperature of -20 ° C at

the location of the refrigerator-trap in the engine compartment and outside.

Figure 9 shows the changes in real concentrations of water vapor in the crankcase gases during cooling at an ambient temperature of -20 ° C after stopping the YaMZ-238 engine without the Device, and equipped with the Device, with 180 location of the refrigerator-trap in the engine compartment.

Figure 10 presents a diagram of the flow of crankcase gases during heating after startup

engine equipped with the Device.

Figure 11 presents the change in the actual concentration of saturated water vapor in the crankcase gases of the YaMZ-238 engine without the Device and concentrations

185 (virtual and real) water vapor in the crankcase gases of the YaMZ-238 engine equipped with the Device, at different multiples of crankcase gas circulation through the Device during heating at an ambient temperature of -25 ° С.

On Fig presents the dependence of the temperature of the dew point (water) crankcase gases 190 from the frequency of their circulation through the device in the process of warming the engine

YaMZ-238 after starting at -25 ° C.

On Fig illustrates the procedure for graphically determining the amount of condensate deposited in the crankcase and in the refrigerator-trap for different crankcase gas circulation rates through the device during warming up of the 195 YaMZ-238 engine from -25 ° C to the dew point temperature of crankcase gases,

appropriate multiplicity of circulation.

On Fig shows the dependence of the amount of condensate deposited in the crankcase

YaMZ-238 and in the refrigerator-trap during the engine warm-up time from -25 ° С to the dew point temperatures of crankcase gases at different multiplicities of them

200 circulation through the device.

On Fig shows the change in the concentration (real and virtual) of water in

crankcase gases during warming up of the YaMZ-238 engine from 0 ° С at different multiples of their circulation through the device. On Fig shows the change in the concentration (real and virtual) of water in

205 crankcase gases during the warming up of the YaMZ-238 engine from + 20 ° С at different multiples of their circulation through the Device.

On Fig shows the dependence of the space velocity of the crankcase gas traction through

Device from external temperature at a temperature inside the channel for supplying gases to the refrigerator-trap + 200 ° С.

210 Fig. 18 shows a randomly drawn dependence of the dew point temperature on the concentration of virtual matter in the crankcase gases.

In Fig.19 shows changes in concentrations (virtual and real) in the crankcase gases of the virtual substance at different degrees of circulation of crankcase gases through the Device in the process of warming up the YaMZ-238 engine from -25 ° C 215 Fig. 20 shows as an example a diagram of a specific air cooler - traps.

On Fig shown for a specific air cooler (see Fig.20)

changes in time of real saturated concentration of water

in crankcase gases when the YaMZ-238 engine warms up from -25 ° C without the Device and 220 is “critical” for the multiplicity of circulation 32 water concentration (see table 2) after the refrigerator-trap in the case of an engine with the Device.

On Fig shows the current temperature values of the crankcase gases at the outlet of the refrigerator-trap of a specific configuration (see Fig. 20) with different circulation rates, the current values of the crankcase temperature and the current 225 values of "critical" for the frequency of circulation and = 32 temperatures in

the process of warming up the YaMZ-238 engine at an air temperature of -25 ° C.

On Fig shows changes in the current concentration of saturated water vapor in

crankcase gases without the Device and the concentration of water in the crankcase gases with the Device including a specific refrigerator-trap (see Fig. 20) with 230 times the crankcase gas circulation 32, during engine warm-up

YaMZ-238 at an air temperature of -25 ° С.

Note: in Figs. 1-3 and 20 are schematic diagrams of the Device, i.e. scale, proportions and spatial relative positioning of elements are not respected.

235

The basic circuit diagram of the device is presented in figure 1.

The dash-dotted lines (here and in Fig. 2,3) conventionally depict the elements internal combustion engine to which the device is connected. This is crankcase 1, whose wall 1 A is schematically depicted separately, cylinder block 2, intake manifold 240 of engine 3, channel 4 for supplying crankcase gases KG to intake manifold 3.

Channel 4 is connected to the crankcase through the crankcase ventilation valve 5 and the oil trap 6.

The refrigerator trap 7 is connected to the upper wall of the crankcase 1 A via an inlet channel 8 for supplying heated crankcase gases KG to the refrigerator trap 7, and

245 using the outlet channel 9 - to return the cooled and dried crankcase gases KGD back to the crankcase 1. The "empty" arrows indicate the flow of air sucked by the engine through the intake manifold 3, the "filled" arrows indicate the flows of crankcase gases KG from the crankcase 1 through channel 4, oil catching device 6 and crankcase ventilation valve 5 into the intake manifold 3 and from the crankcase 1 through the device:

250 inlet channel 8 for supplying heated crankcase gases KG to the refrigerator-trap 7, a refrigerator-trap 7 and through the outlet channel 9 for returning the cooled and dried crankcase gases KGD to the crankcase 1.

The device operates as follows.

255 Hot KG crankcase gases through inlet 8 enter the cooler-trap 7, where they cool down, their density increases, condensate collects in the refrigerator-trap 7, cooled and dried KGD crankcase gases are returned through outlet 9 to crankcase 1, where they are diluted crankcase gases KG, reducing the concentration of vapors in them, thereby their dew point temperature and, accordingly,

260 reducing their condensation.

The movement of crankcase gases through the device can be ensured by a self-traction arising in the thermal circulation circuit:

crankcase 1 - inlet channel 8 - cooler-trap 7 - outlet channel 9 - crankcase 1 due to the difference in densities of heated crankcase gases KG and drained and

265 cooled KGD gases in the hot (inlet channel 8) and cold (refrigerator-trap 7 and outlet channel 9), respectively, the elbows of the specified circuit. Thanks to self-traction, KG crankcase gases circulate along this circuit, cooling and losing condensate in the refrigerator-trap 7, as the coldest place of the specified circuit, and not in the crankcase 1, which achieves the indicated technical result - reduction of vapor condensation in

270 crankcase. To achieve the maximum technical result - to prevent condensation of vapors in the crankcase - it is advisable to make the following additions to the design of the device.

275 arterial gases are an oil mist that does not interfere with the indicated thermal circulation and vapor condensation in the refrigerator-trap 7, however, it can reduce the completeness of the delayed condensed phase in the refrigerator-trap due to the partial leakage of oil droplets with condensate deposited onto their surfaces during condensation. Therefore, it is advisable input channel 8,

280 connect the trap 7 to the crankcase 1 connecting the refrigerator to the wall of the crankcase 1 A through a known oil-catching device 10 (see Fig. 2,3), for example, a centrifuge, cyclone, or coalescent filter.

The self-traction gas volumetric velocity depends on the temperature difference in the hot 285 and cold elbows of the indicated thermal circulation circuit (line 260) and on the height he (figure 1) of this circuit (see formula 3 in example 1, line 502). To maintain an increased temperature of crankcase gases KG in inlet channel 8, which provides more intensive thermal circulation of crankcase gases through a device that prevents premature condensation of vapors in inlet channel 8 and condensate flow 290 back into crankcase 1, it is advisable to cover inlet channel 8 with thermal insulation 11, it is also possible to provide heating element 12 (see figure 2), for example, a nichrome spiral with power from the on-board power system (not shown in figure 2).

To maintain an increased temperature in the input channel 8, it can also be made 295 inside the cylinder block 2, as shown in Fig.Z. This circuit with

the placement of the channel 8 for supplying heated crankcase gases KG to the refrigerator-trap 7 in the cylinder block 2 has the limitation that its implementation is possible only when developing a new engine, since it requires special

constructive and technological solutions. While for the implementation of the scheme with 300 placement of the channel 8 outside the cylinder block 2 shown in figure 2, it is required

just make two additional holes in the upper wall of the 1 A crankcase

an existing engine for connecting channel 8 and channel 9 (see Fig.1,2).

The self-traction volumetric gas velocity is greater, the greater the height

305 of the thermocirculation loop he (see formula 3 in example 1, line 507), therefore, for more intensive movement of crankcase gases through the device, it is advisable to place the channel 8 entrance into the refrigerator-trap 7 on top of the latter at the maximum possible height according to the engine layout conditions from the top of the crankcase 1 he, and the channel 9 outlet for returning cooled and dried gases to the crankcase - from the bottom of the refrigerator - 310 traps 7 (see Figs. 1,2,3).

The refrigerator-trap 7 is designed to cool crankcase gases KG to a temperature below their dew point temperature, which causes condensate 13 to drop out of them in the refrigerator-trap 7, and not in the crankcase 1. Perhaps forced

315 cooling the refrigerator-trap 7 in any known manner, for example, when

help Peltier elements powered by an onboard power supply system. However, it is preferable to cool with outside air, since the outside temperature is lower than the temperature of the crankcase 1 (hereinafter, by the temperature of the crankcase we will mean the temperature of the crankcase gases and oil, taking them equal), and he

320 can serve as a natural refrigerant. It is advisable to use a reason

condensation to reduce the latter. Therefore, it is advisable that the refrigerator-trap 7 be an efficient heat exchanger between the crankcase gases KG and the surrounding air. To do this, it is advisable to perform it in the form of a vessel with a developed heat transfer surface from a well heat-conducting material, with

325 the smallest possible, under pressure conditions, wall thickness. For example, such a refrigerator-trap 7 can be made of a copper alloy (tompak or half-pack) in the form of a thin-walled bellows as in Figures 2,3,20, either of round or rectangular cross-section. Rectangular section may be

preferable, since with the same overall dimensions, the area

330 heat exchange surface more than with a circular cross-section.

To perform the trap function, i.e. condensate collection, the refrigerator-trap should have in its lower part sufficient volume to contain condensate vapor 13 (the trap itself). This sufficient volume is ensured, as shown in 335 of Fig. 2,3, in that the beginning of the outlet from the refrigerator-trap of the channel 9 is located inside the bellows at a certain distance hi from the bottom of the bellows, providing, together with the cross-sectional area of the bellows, a volume sufficient to contain condensate vapor 13. 340 Since, in order to ensure more efficient heat transfer, the walls of the bellows are thin, it is advisable to reinforce the bellows with wire rings 14 as shown in FIG. 2 to prevent the bellows from bursting due to excessive pressure in the event of a frequently encountered malfunction of the ventilation valve 5 of the crankcase 1.

345

To improve the heat transfer from crankcase gases KG to the walls of the bellows 7 and to perform the function of an oil trapping device (in the particular case

execution) it is advisable to install at the entrance of gases KG into the bellows

gas distribution device 15, directing the flow of gases along the walls of the bellows. 350 For example, or in the form of an umbrella, as shown in FIG. 2, or paddle distributor, or Archimedes screw, additionally swirling the flow of gases around the axis of the bellows.

To enhance the circulation of crankcase gases KG through the device during cold start of the engine, at the beginning of which the thermal circulation is very insignificant due to

355 near the temperature of the gases in the crankcase 1 and the refrigerator-trap 7, it is advisable

additionally provide the device with a channel fan 16 (see figure 2) for forced circulation of crankcase gases KG through the refrigerator-trap 7 installed in channel 9, preferably (lower gas temperature), between the refrigerator trap 7 and the wall of the crankcase 1A, and supplying a gas stream from

360 fridge-traps 7 to the crankcase 1. The duct fan 16 is powered by an onboard

power supply system (not shown in Fig.), it turns on when the engine starts and turns off after the engine warms up to a predetermined temperature above the dew point of the crankcase gases or by the on-board computer, or from the oil temperature sensor (not shown in Fig. 2,3), because after exceeding crankcase dew point temperatures

365 gas device operation becomes unnecessary.

When the engine is cold started, to increase circulation of crankcase gases through the device due to the self-tightening, it is also possible to preheat channel 8 using the heating element 12, however, this option can be effective, as shown in Example 5 of the Device implementation, 370, only when the engine is started at ambient temperature above 0 ° C. Condensate collected in the refrigerator-trap 7, it is advisable

dispose of properly, freeing the refrigerator-trap 7 from it (see

375 figure 2) after the engine is stopped, because in winter, the condensate may freeze when stationary and thaw slowly during engine operation in the future, which may lead to disruption of the device. For this, in a particular case, the device

can be additionally equipped with a condensate evaporator 17 (see figure 2) for evaporation of the condensate 13 due to the heat of the removed crankcase gases KG and the supply of vapor to

380 of the latter through the channel 4 into the intake manifold 3 with the aim of burning them into

engine. The condensate evaporator 17 is made in the form of a tank connected to the bottom of the refrigerator-trap 7 by a pipe 18, through which the condensate 13 from the refrigerator-trap 7 flows into the condensate evaporator 17. The condensate evaporator 17 is integrated in the channel 4 for supplying crankcase gases KG to the intake manifold 3 between oil catching

385 device 6 and the crankcase ventilation valve 5 (see figure 2). The entrance of the channel 4 to the condensate evaporator 17 is made in the form of a pipe 19 of heat-conducting material, the end of which is located inside the condensate evaporator 17 at a distance from its bottom h2 (see Fig. 2), sufficient in conjunction with the cross-sectional area of the condensate evaporator 17 to form on bottom of the last volume for holding condensate 13.

390 It is advisable to improve the evaporation of condensate 13 above the end of the pipe 19

install a reflector 20 in the form of, for example, an umbrella to direct the flow of hot crankcase gases KG to the surface of the condensate 13. To improve the evaporation of the condensate 13, it is advisable, especially for low ambient temperatures, to cover the condensate evaporator 17 with thermal insulation 11, and at the same time

395 to insulate the crankcase ventilation valve 5, since the freezing of the latter is a common cause of engine malfunction at low temperatures.

In the particular case (see Fig. H) for the disposal of condensate 13, the lower part of the refrigerator-trap 7, where the condensate 13 is collected, can be connected by a pipe

400 18 with a condensate storage 21, which is a container located on the upper wall 1A of the crankcase 1 and connected to the inside of the crankcase through a valve 22 that opens from the temperature sensor (not shown in the diagram) in the crankcase when it reaches its operating value, after which condensate 13 flows into the heated crankcase 1, evaporates there, and the vapor enters with the crankcase gases KG through channel 4 in

405 intake manifold 3 and then through it into the engine cylinders for afterburning. Valve 22 is actuated by known methods. It could be a solenoid valve, triggered by a signal from the oil temperature sensor (possibly via the on-board computer), or from a thermal switch mounted on the wall of the crankcase 1A. Valve 22 can also be thermomechanical, for example, triggered by

410 bimetal plate. For faster thawing (when the engine warms up) of the condensate 13 in the condensate accumulator 21, it is advisable to fix the latter on the crankcase wall 1 A with a heat-conducting compound (not shown in Fig. 3), and cover it with thermal insulation 1 1 from above. This embodiment of the Device with a condensate accumulator 21 ( fig.Z) in comparison with the condensate evaporator 17 (figure 2) may have

415 preference. The refrigerator-trap 7, due to its described design in the form of a bellows with a ribbed inner surface and the presence of a gas flow distributor 15, directing the gas flow along this ribbed surface, can serve as an oil trapping device. Then, oil carried away by circulating crankcase gases settles on the ribbed surface of the refrigerator-trap, drains into

420 the lower part of the latter, from where the pipe 18 passes through the condensate accumulator 21 and valve 22 flows back to the crankcase 1. In this particular case, it is possible to implement the device without an oil trap 10, which not only simplifies the device, but also reduces the aerodynamic drag of the circulation circuit: crankcase 1 -channel 8 -cooling-trap 7 -channel fan 16 -channel 9-crankcase 1.

425

Examples of implementation of the device are given for the YaMZ-238 engine with the following characteristics, are given in table 1

Tab. 1 Characteristics of the YaMZ-238 engine (hereinafter referred to as the Engine), not equipped

Volume / mass of oil in the crankcase *, l / kg 33/30

Gas volume in crankcase *, M ^J , (Vo) 0.070

Crankcase gas consumption * or (y) m '/ min, or (G) kg / min 0.070

Temperature of gases breaking into the crankcase (KGB) * 200 ° С

Temperature of crankcase gases (KG) and oil in the crankcase heated up to 100 "C engine *

Dew point temperature (water) of crankcase gases KG in the crankcase +45 "C from a warm engine, or in bursting gases KGB

Concentration of water vapor in crankcase gases KG of a warm engine, 64 or in bursting gases KGB, g / m ³

*about.

Table 2 Summary table of terms and symbols used in the description of the following examples of implementation of the Device. For convenience

engine warming up at an ambient temperature of 0 ^and C

(see Fig. 15).

0-C120- Current virtual and real values of the concentration of vapors g / m C220 of water in the crankcase gases KG at the rate of circulation through

The device and = 0,1,2 (respectively) in a particular case when the engine warms up from + 20 ° C (see Fig. 16).

i Vapor concentration in breakthrough crankcase gases KGB, or, 65 g / m * which is the same, in crankcase gases KG of the Engine without Device at their temperature equal to and higher than the temperature of their dew point

(+ 45 ° with

Ccst Current real values of water concentration in crankcase 2 / M ^J

KG gases in a particular case, in the first minutes after stopping the Engine (the temperature is assumed to be constant in this period), equipped with a Device located outside the engine compartment at ambient temperature

air -20 ° C (see Fig. 8)

Ccstl Current real values of water concentration in crankcase g / m * gases KG in the particular case, in the first minutes after engine shutdown (temperature is assumed constant in this period), equipped with a Device located in the engine compartment at an ambient temperature of -20 ° С, and engine compartment temperature + 20 ° С

(See para. 8).

Cdp The concentration of water vapor in gases in the general case at g / m dew point temperature Tdp (see Fig. 7).

Cdpvir The concentration of virtual matter in gases at g / m * its dew point Tdpvir (see FIG. 18).

Ctr Current real values of water concentration in crankcase g / m * gases in a particular case when the Engine is warming up without the Device at an ambient temperature of -25 ° C (see Figs. 11,13).

CtrO Current real values of water concentration in crankcase g / m * gases in a particular case when the engine is warming up without a device

from 0 ° C (see Fig. 15). Ctrl9 Current real values of water concentration in crankcase g / m 'gases when the Engine cools (according to Tkgl9) without a Device in

a particular case at an external temperature of -20 ° C (see Fig.9)

Ctr20 Current real values of water concentration in crankcase g / m 'gases in a particular case when the engine is warming up without a device

from + 20 ° C (see Fig. 16).

Ctrv Current "real" values of virtual g / m 'concentration in crankcase gases during engine warm-up without

Devices from -25 ° C (see Fig.19).

Cv0-Cv32 Current virtual and "real" values of the concentration of g / m "virtual substance in crankcase gases at multiplicity

circulation "= 0,1,2,4,8,16,32 (respectively) during heating

An engine without a Device (n = 0) and with a Device, with

ambient temperature -25 ° C (see Fig. 19)

Cx Current real values of water concentration in crankcase g / m 'gases (KGD) after the refrigerator-trap in the general case

(original formulas) (see Fig.5 0).

Cxi 9 Actual current values of water concentration in crankcase g / m ¹ KGD gases after the refrigerator-trap in the particular case of its location in the engine compartment and cooling

Engine at an external ambient temperature of -20 ° C. (See para. 9)

Cxl9 (tl9) Approximate current values of water concentration in

crankcase gases KGD after the refrigerator-trap in the particular case of its location in the engine compartment and

engine cooling at an external ambient temperature of -20 ° С. (See para. 9)

Cx32r Current real values of the concentration of water in crankcase g / m 'gases after the refrigerator-trap with a multiplicity of circulation

crankcase gases and = 32 in the particular case of example 8 for

specific refrigerator traps (see lines 1257-1259).

C32r Current real values of the concentration of water in the crankcase

gases KG in the specific case of example 8 (see Fig.23).

KF Thermal load of the refrigerator-trap Bm / ^J C (KF) cr See critical heat load W '

KG Crankcase gases in the crankcase -

KGB Breakthrough, ie gases entering the crankcase from

engine cylinders through piston clearances

KGD Drained crankcase gases after the refrigerator - traps on

entrance into the crankcase

n The rate of circulation of crankcase gases through the device,

the ratio of the volumetric velocity of the crankcase gases through the refrigerator trap n V to the flow rate of crankcase gases v, or the same: the ratio of the volume of gases passed through the device to the volume of gases entering the crankcase: n = Vx / V

Q Heat flow through the surface of a refrigerator-trap in W general case

h The volumetric speed of the crankcase gas traction through the Device m ³ / s, or in the general case (initial formulas), or in the particular case of the engine stopping and cooling at an ambient temperature of -20 ° С and placing the Device outside

engine compartment (see Fig.6)

qi The volumetric speed of the crankcase gas traction through the Device M ^j / s in the particular case of engine stopping and cooling at an ambient temperature of -20 ° C and the placement of the Device in the engine compartment (see Fig. 6).

^ (tl9) The approximated dependence of the volumetric speed of the traction meter * * per hour of crankcase gases through the Device on the cooling time of the Engine equipped with the Device located in the engine compartment and at ambient temperature

air -20 ° С (see the formula on line 646) q200 Dependence of the volumetric speed of crankcase gases

Specific Device by ambient temperature

(from -25 ° С to + 25 ° С) at a temperature in the channel for supplying heated crankcase gases to the refrigerator-trap + 200 ° С (see

Fig. 17) r0, rl, r2, r4, r8, symbols on the graphs of points of realization (transformations

rl6, r32 virtual concentration value in real) virtual

the values of the concentration of water in crankcase gases with a multiplicity of their circulation through the device and = 0,1,2,4,8,16,32

accordingly, in the particular case of engine warming up at

ambient temperature -25 ° C (see Fig. 11,13)

t Current value of time since the beginning of the cooling process or Or seconds, warming up the Engine. or min or hours, is given in the text tl9 The current time from the beginning of a long engine start hour in a particular case at -2 ° C (see Fig. 4,9)

Tar Ambient temperature. ^and C

Tdp The temperature of the dew point in water in the General case at ° C vapor concentration Cdp (see Fig.7).

TdpO, Tdpl, Crankcase gas dew point temperatures KG in the particular case ° C Tdp2, Tdp4, starting at -25 ° C Engine equipped with

Tdp8, Tdpl6, device, with multiples of crankcase gas circulation through

Tdp32 Device "= 0,1,2,4,8,16,32 respectively (see Fig.11).

Tdpn Dependence of the temperature of the dew point of crankcase gases on ^and with the multiplicity of circulation of crankcase gases p in a particular case

engine warming up from -25 ° С (see Fig. 12).

Tdpvir Virtual substance dew point temperature at ° C

the concentration of its vapor Cdpvir (see Fig. 18).

Tkg Current value of crankcase gas temperature in the crankcase KG in "with the general case (see Fig. 5,20), in particular cases

pereoboznachaetsya in context

TkgO The current value of the crankcase gas temperature KG in particular ^and in case of engine warming up at an ambient temperature of 0 ° C (see Fig. 15).

Tkgl9 Current crankcase temperature KG in private ^and

case when the engine cools at ambient temperature air -20 ^υ С (see figure 4).

Tkg20 Current crankcase gas temperature KG in private

case when the engine warms up at ambient temperature

air + 20 ° C (see Fig. 16).

Tkg25 Current crankcase gas temperature KG in particular ° С case when the engine warms up at ambient temperature

air -25 ° C (see Fig.11).

Tkgb Temperature breaking through piston gaps from 200 "Cylinders to the crankcase KGB

Tx The current value of the crankcase gas temperature KGD at the exit "C from the refrigerator-trap in the General case (see Fig.5,20), in

special cases pereoboznachaetsya

Txl, Tx2, Tx4, Current crankcase gas temperatures KGD at the exit ° C Tx8, T l6, from the trap cooler with circulation rates

Tx32. crankcase gases through the device "= 1,2,4,8,16,32

respectively, in the particular case of implementation and operation

The devices in example 8 (see Fig 22).

Txl9 Current temperature value of crankcase gases KGD at the exit ^and C from the refrigerator-trap in the particular case of location

the latter in the engine compartment while cooling

Engine at an ambient temperature of -20 ° C (see

4).

Txcr Critical temperature (maximum temperature ^and C crankcase gases KGD at the outlet of the refrigerator trap below

which it is possible to achieve the maximum technical

result) crankcase gases KGD at the outlet of the refrigerator

traps in the particular case of warming up the engine equipped with

The device, at an ambient temperature of -25 ° C (see

22).

V The volumetric flow rate of crankcase gases equal to the volumetric velocity m ^L / min of the flow of crankcase gases KGB into the crankcase.

V Volume of crankcase gases KGB entering the crankcase

space through it during / from engine start, Vo The volume of gas in the crankcase. 0.070m

Vx Volume of crankcase gases passing through the device or with

moment of stop, or from the moment of start (in context)

Engine time / up to the current moment.

Virtual Concentration in the crankcase gases of vapors calculated from g / m concentration of an imaginary condition that the condensation of vapors in the crankcase is not

going on. The concept is introduced to simplify the decision.

the differential equation of the material balance of the crankcase in

a particular case of a description of the engine warming up process;

when the crankcase temperature rises to the dew point temperature corresponding to this virtual value

concentration, the latter becomes and remains with further

a real temperature increase (see example 2 of FIG. 11).

Virtual Imaginary substance with an arbitrarily defined dependence

substance dew point temperature Tdpvir of its concentration Cdpvir (see

Fig. 18) in crankcase gases; introduced to demonstrate generality

technical result achieved in relation to any

a substance having a dew point temperature in

the considered temperature range of the crankcase, for example, in

regarding vapors of unburned fuel.

Multiplicity Normalization coefficient “p” - volumetric ratio

circulation speed crankcase gases through the refrigerator trap n v to

n crankcase gas consumption v, or the same: volume ratio

gases passing through the device to the volume of gases,

entered the crankcase: n-Vx / V

Critical Vapor concentration in chilled and dried gases KGD g / m * concentration after refrigerator-trap, corresponding to temperature

Ccsg dew point equal to the critical temperature (see Fig.21).

Critical Current maximum temperature value of crankcase gases "C temperature at the outlet of the refrigerator-trap Тх, in specific conditions

Thsg (ambient temperature, crankcase temperature

gases and the multiplicity of circulation) at which and below which current time, vapor condensation in the crankcase is not

going on. See examples 7 and 8.

Critical minimum value of the coefficient product

thermal heat transfer K by the surface F of the refrigerator is the load of the trap, under which under specific conditions (temperature WРc (K'F) cr of ambient air, crankcase temperature and multiplicity of circulation) crankcase gases can heat the engine

cool to a critical temperature.

Maximum Prevention of Vapor Condensation in the Crankcase

th internal combustion

technical

result

Samotyaga The phenomenon of gas movement (circulation) in a closed loop,

including vertically located hot and cold

knee arising due to the difference in specific gravities

heated and chilled gas in each knee.

435

Example 1. An engine equipped with a device with a trap cooler 7 located outside the engine compartment is stopped at an air temperature of Tag = -20 ° C, and the crankcase 1 cools down (the temperature of the oil in the crankcase is measured) according to a graph 440 represented by the Tkgl9 curve in FIG. four. Hereinafter, we assume that the temperature

the crankcase, the oil temperature in it and the temperature of the crankcase gases KG are equal. Consider the process of achieving a technical result with the help of the Device - reducing condensation of vapors in the crankcase by the example of water vapor.

The flow diagram of crankcase gases during cooling of a stopped engine is presented 445 in figure 5. As in FIGS. 1-3, here 1 is a crankcase (more precisely, the crankcase gas space), 8 is a channel for supplying heated crankcase gases KG to the refrigerator-trap 7, 9 is an outlet channel of the refrigerator-trap for returning the dried crankcase gases KGD back to sump 1.

Vx is the volume of crankcase gases (not indicated in the diagram) that passed through the device for 450 time / s from the moment the engine was stopped, lL

In the gas space of the crankcase: Co is the initial concentration of water vapor in the crankcase gases KG at the time of shutdown, g / m ³

455 С - current value of the concentration of water in crankcase gases KG, g / m ³ , during engine cooling;

Cx - the current value of the concentration of water in the crankcase gases KGD after the refrigerator-trap 7, g / m ³ ;

Vo is the gas volume of the crankcase space, m ³ ;

460 Tkg - current value of crankcase gas temperature KG in crankcase 1 and at the inlet to

refrigerator trap 7;

Тх - the current value of the crankcase gas temperature KGD after the refrigerator-trap 7.

The differential equation of the material balance of the crankcase for water for these conditions:

465

Vo'dC = -dV * C + dV * Cx (l).

His decision on the current value of the concentration of water C in the crankcase gases KG:

Wow

470 C = Cx + (Co - Cx) * e ^Vo (2),

or q-t

C = Cx + (Co - Cx) * e ^Vo (2a),

Where

475 q - the volumetric speed of the crankcase gas traction through the device, m / s,

/ - time elapsed since the engine was stopped, sec.

To simplify the problem, as a first approximation, we assume that the temperature Tx of the crankcase gases KGD at the outlet of the refrigerator-trap 7 is constant and equal to the temperature of the surrounding air Tag (-20 ° С), and, therefore, the concentration of water Cx— in them

constant. Then it can be seen from equation (2a) that the current concentration of water in the crankcase gases KG (located in the crankcase) C is an exponential function of the space velocity of the crankcase gases q crankcase gases KG through the device. This space velocity can be determined using the well-known formula for determining the draft in a pipe (Smokestack-Wikipedia,

httD: //m.wikipedia.org/vviki/ ⁰ / oDO% A2% Dl ⁰ / o8F% DO% B3% D0 ⁰ / oBO% 28% D1% 82% D1% 80% D1% 83% D0% B1% D1% 8B% 29):

Where

q is the volumetric speed of the traction, m ³ / s;

A = 0.65-g-0.7 coefficient;

a is the cross-sectional area of the stream, m ² ;

g = 9.8 m / s ² acceleration of gravity;

he- pipe height, m;

77 - average temperature in the pipe, ° K; (hot)

The temperature of the ambient air outside, ° K (cold).

Since the scheme of the Device is somewhat different from the scheme of the chimney, formula (3) should be adapted for the Device as follows.

We accept that

I? - crankcase gas temperature KG in channel 8, Ti = Tkg + 273;

The average temperature of the gases between their temperature (° K) at the entrance of Tkg + 273 to the refrigerator trap 7 and the temperature of the crankcase gases KGD after it is Tag + 273, i.e.

Tkg + 273 + Tar + 273

Those.

2

Then the formula (3) will take the form:

Will accept

L = 0.65;

а = 0.002 m ² (the diameters of channel 8, the refrigerator-trap 7 and channel 9 are taken as 0.05 m);

Is = \ m. Substituting the experimental values of the crankcase gas temperature in channel 8 Tkgl9 in the formula (3a) as Tkg for the particular case of engine cooling at -20 ° C 515 from the engine cooling graph shown in Fig. 4 of the Tkgl9 curve, we obtain the values of the self-traction speed q ( figb) in the device at different times from the beginning of the cooling of the engine.

Substituting in the formula (2a) the values:

Cx = 0.9 g / m ³ - water concentration in crankcase gases KGD after the refrigerator - trap 520 7 at Тх = -20 ° С, found from the known dependence of the dew point temperature Tdp on the concentration of water Cdp in gases, shown in Fig.7,

Co = b5 g / m ^{3 the} initial concentration of water in the crankcase gases KG at the time of engine shutdown (from table 1);

o = 0.070 - the volume of gas in the crankcase, m ³ from table 1,

525 q = 0.002-m ³ / s (taken constant from time to time, due to brevity (see Fig. 8)

process) - the value of the volumetric speed of the crankcase gas traction through the device in the particular case of placing the latter outside the engine compartment at an ambient temperature of -20 ° C, from the graph in Fig. b we obtain the current values:

C-g / m ³ - water concentration in crankcase gases after engine shutdown,

530 shown in FIG. 8 by the curve Ccst = C.

As can be seen from the graph in Fig. 8, after the engine is stopped, the device reduces the concentration of water in crankcase gases from 65 g / m ³ (tab. 1) to 0.9 g / m ³ for about 3 minutes — a value corresponding to a dew point temperature of -20 ° C, equal to the temperature Tag of the ambient air. Therefore, cooling the crankcase to this external temperature in 535 will not further lead to condensation of vapors in the crankcase, which corresponds to the claimed technical result.

The short duration of the process (see Fig. 8) of decreasing the concentration of water in crankcase gases after engine shutdown makes it justifiable that, for this particular case, we took the space velocity of the traction q constant.

540

The circulation of crankcase gases through the Device with continued cooling of the engine will continue, but will be useless until the moment when the external temperature begins to decrease from the level at the time the engine was stopped, due to daily changes or changes in weather conditions. Since the refrigerator-trap 545 practically does not have thermal inertia due to its low mass and acquires an ambient temperature almost instantly compared to massive by the engine, when the external temperature decreases, it will remain colder than the engine, and the crankcase gases will circulate, ensuring that the current temperature of the crankcase dew points corresponds to an external temperature of 550 Tdp = Tar, which will make it impossible for the vapor in the crankcase to change

air temperature, which also corresponds to the claimed technical result.

Example 1a An engine equipped with a device with a refrigerator-trap 7 located in the engine compartment is stopped at a temperature

555 ambient air

Gag = -20 ° C.

The above is a particular case when the temperature of the refrigerator traps Tx

rather quickly compared to the crankcase temperature Tkg takes the ambient temperature Tag, for example, if the refrigerator is a trap

560 is located at some distance from the heated engine, for example, outside the hood next to a water or oil cooler. In reality, the refrigerator-trap 7 can also be located in the engine compartment, the temperature of which will not decrease so quickly due to the heat flux from the cooling massive engine.

In Fig. 4, the curve Tx19 is a graph of the temperature change of the refrigerator-trap 7 (and

565 respectively KGD after it) located in the engine compartment near the cylinder block. Here, the refrigerator-trap 7 is in a thermal field

the cooling engine and its temperature decreases much more slowly than if it were outside. The cooling graphs of the crankcase 1 - curve Tkgl9 and the refrigerator-trap curve Тх19 in figure 4 are shown at the experimental points.

570

Fig. 9 shows graphs of changes in water concentration in crankcase gases KG corresponding to these temperatures: curve Ctrl9 — current value

the concentration of water in the crankcase gases of the KG Engine without a Device cooling down according to the curve Tkgl9 in figure 4, and curve Cx19 the current value of the concentration of water in

575 KGD crankcase gases passing through refrigerator trap 7, cooling down

curve Tx19 (figure 4). Curves Ctrl9 and Cx19 are plotted according to the dependence of the dew point temperature Tdp on the water concentration in the gases Cdp (Fig. 7) for the values of the current temperature of the crankcase Tkgl9 and the refrigerator-trap 7 Тх19 in Fig. 4. 580 arterial gases passing through the cooler-trap and losing KGD water in it, entering the crankcase, dilute the KG gases contained in it, lowering their dew point temperature and thereby reducing the condensation of the vapors in the crankcase. The intake of dried KGD gases into the crankcase is ensured by self-drawing gases through the Device.

The volumetric speed of the Self-drawn, calculated by the formula (For) with the same parameters as

585 both earlier and at Tkg = Tkgl9 (crankcase temperature) and Tag = Tx19 (outside, in this case engine compartment temperature) from Fig. 4, the ql curve is shown in Fig. 6.

Substituting in the formula (2a) for the moment of engine stop

Cx = 17.3 g / m ³ — water concentration (corresponding to the engine compartment hood temperature 590 of the space) in crankcase gases after passing through the refrigerator-trap 7 from the Cx19 curve in Fig. 9;

Co = Ckg = 65 g / m ^{3 the} concentration of water in the crankcase gases when the engine is warm (immediately after stopping) from the curve Ctrl9 in Fig.9;

q = 0.0018 m ³ / s the volumetric speed of the traction after stopping the engine from the ql curve at 595 Fig.6,

we get the equation

0.0018 · <

C = 17.3 + (65 - 17.3 e ⁰⁰⁷⁰

changes in the concentration of water in crankcase gases KG after engine shutdown, represented by the curve Ccstl in Fig.8. The curve shows that in the first about 3

600 minutes thanks to the Device, the concentration of water in the crankcase gases KG drops from 65 g / m ³ to 20 g / m, corresponding to a dew point temperature of +20 C - the engine compartment temperature. This happens almost instantly (therefore, this drop is not shown in Fig. 9) compared to the cooling time of the engine (see curve Tkgl9 in Fig. 4). Further, the dew point temperature (equal to the temperature of the refrigerator-trap Тх19) in

605 crankcase gases changes slowly according to the cooling schedule Tx19 of the refrigerator-trap 7 in Fig. 4.

As mentioned above, the crankcase cooling curve Tkgl9 in FIG. 4 after reaching the dew point of the breakthrough QW) of the crankcase gases dp (Tdp = + 45 ° C, Cdp = 65 g / m ³ ) reflects the change in the temperature of the crankcase dew point KG at 610 engine cooling without a device. This temperature curve corresponds to

concentration curve Ctrl9 in Fig.9. When the engine cools down with the device located in the engine compartment, the dew point temperature of the crankcase gases is described by the curve Tx19 in figure 4, and the corresponding concentration of water in the crankcase gases of the curve Cx19 in figure 9.

615 Due to the action of the Crankcase gas dew point temperature device KG below the crankcase temperature of the engine (FIG. 4), therefore, vapor condensation in the crankcase does not occur, which corresponds to the claimed technical result. However, such a condition is possible if the self-pull-rod provides a sufficiently rapid exchange of crankcase gases between the gas space of the crankcase and the refrigerator -

620 by trap 7 during the engine cooling process. Therefore, consider

compliance with this condition to achieve a technical result.

The concentration of water C in the crankcase gases KG is described by equation (2a). Above, for the moment the engine stopped, we assumed that the water concentration after the cooler-trap C _x and the volumetric speed of the self-traction q are constant due to the brevity

625 establishing concentration C (see Ccstl curve in FIG. 8). For consideration

long cooling process, it is obvious that both C, C _x , and q in equation (2a) should be considered as functions of time /: g (t) 't

C (t) = Cx (t) + (Co - Cx (t) e ^Vo (2b)

630 A sign of sufficiency to achieve the technical result of the volumetric speed of the traction is the condition

Cif) = С if), accepted by us above,

which is satisfied when the exponential term is small in equation (26)

635 (Co - Cx (e ^Vo = 0. (2c)

To consider this condition, the values of Cx (t) and q (t) specific for the considered example, represented by the curves Cx19 in Fig. 9 and ql in Fig. 6, respectively, should be presented in an analytical form as functions of the cooling time /. This is done 640 by approximating the indicated experimental dependencies

by known methods.

For a specific example, the dependence of the current concentration of water in the crankcase gases KGD after the refrigerator-trap 7 on the cooling time I9 (hour) Cx \ t \ 9) = -2.4 · 1η (/ 19) + 6.8,

645 where tl9> 0,

obtained (dash-dot curve) by the values (straight crosses) of the curve Cx19 in Fig. 9 using the lnfit function (tl9, Cxi 9) of the well-known MathCad 13 program.

Expression for the current value of self-traction

q \ (t \ 9) = 6.381 - 0.38

650 is obtained from the values of the ql curve (converted to m ³ / h) in FIG. 6 using the line function (tl9, q) of the same program.

After substituting the values Cx (t) = Cxl9 (tl9) and q (t) = ql (tl9) into expression (2c), the latter takes the form:

6.381-0.38-M9

655 (17.3 + 2.4 · 1η (Υ19) - 6.8). £? ^{Vo '} .

Substituting the values of / 7 from 0.01 to 24 hours leads to infinitesimal values of this expression. Therefore, the self-traction of gases through the device ensures the fulfillment of the conditions

C (t) = C _x (t)

660 during engine cooling, i.e. crankcase water concentration KG

The engine equipped with the Device never exceeds the concentration of water in the crankcase gases KGD after the refrigerator-trap 7 and, therefore, condensation of water vapor in the crankcase does not occur, which corresponds to the claimed technical result. In other words: crankcase gas dew point temperature KG Tdp is maintained

665 With the device idle, it is always lower than the crankcase temperature Tkg, which prevents condensate from falling out in the crankcase, which corresponds to

the maximum claimed technical result in the particular case of cooling of the Engine with a refrigerator-trap 7, located in the engine compartment.

670 Example 2

The engine equipped with the device according to the scheme in Fig. 2,3, further including a channel fan 17, is started at an ambient temperature of Tag = -25 ° C. The flow diagram of crankcase gases during engine warm-up is shown in FIG. 10. As in figure 1-3, here 1 is the gas space of the crankcase, 8 is a channel for supplying heated crankcase 675 KG gases to the refrigerator-trap 7, 9 - channel for supplying dried KGD crankcase gases back to the crankcase 1. Consider the operation of the Device in relation to water vapor.

C, g / m ³ - current virtual concentration of water in crankcase gases KG, which would be under an imaginary or real condition (crankcase gases temperature is above 680 at their dew point temperature) that vapor condensation does not occur in the crankcase. it

artificial reception, as will be seen below, to simplify the mathematical solution of the problem.

Co - the actual concentration of water vapor in the crankcase gases at the time of engine start, 685 is found according to the well-known dependence shown in the graph of Fig.7; in this example, for a temperature of -25 ° C - Co = 0.6 g m ³ .

Ci = 65 g / m ³ is the actual concentration of water in the KGB gases breaking from the cylinders into the crankcase, which is also equal to the real concentration of vapors in the crankcase gases KG

690 temperature above the dew point temperature - (+ 45 ° С), taken as constant according to table 1.

Cx, g / m ³ - real water concentration in crankcase gases KGD at the exit from

refrigerator traps 7 in the crankcase 1; in this example, to simplify the problem, we take 695 Cx = Co, assuming that the crankcase gases cool in the refrigerator-trap to an ambient temperature of Tag = -25 ° C.

V, m ³ - the volume of crankcase gases KGB, burst into the crankcase 1 and passed through it into the intake pipe 3 from the moment the engine is started to the current moment in a time of 700 ((min).

o = 0.070 m ³ - the volume of gas in the crankcase, from table 1.

. Vx, m ³ is the volume of crankcase gases passing through the device from the moment the engine was started to the current moment during time t (Mun).

705 i-multiplicity of crankcase gas circulation through the Device (hereinafter - multiplicity

circulation), a normalizing factor equal to the ratio of the volume of gases passed to the current moment through the device to the volume of gases that burst from the cylinders into the crankcase Vx

(- ^ - =)); introduced to reduce the number of variables, by expressing the first volume through the second.

The differential equation of the material balance for water for these conditions (including the imaginary condition that vapor condensation does not occur in the crankcase):

Vo'dC = dV "C - dV * C - n * dV ^" C + n * dV * Cx

The solution of equation (4):

+ P'Cx C. - Co - C = - · β

n + l η + \

720 Taking in a first approximation that crankcase gases cool in the refrigerator-trap to an outside temperature and, therefore, Cx = Co:

Where

725 V = Vt, where

V = 0.070M ³ / MUH (FROM Tab. 1) - crankcase gas flow;

/ - time from the moment of engine start, min.

In Fig. 11, the graph of the temperature of the crankcase gases KG during engine warm-up from -25 ° C is represented by the curve Tkg25 (ordinate axis on the right). According to the temperature

730 of this curve, from the dependence of the dew point temperature Tdp on the concentration of water in Cdp gases, a curve Ctr is plotted on the graph of Fig. 7 — concentration of saturated water vapor at crankcase temperatures KG according to the curve Tkg25, i.e. a graph of changes in the actual concentration of water vapor in the crankcase gases KG as the engine warms up without

Devices to the dew point of breakthrough crankcase gases KGB (+ 45 ° С, 65 g / m ³ ).

735 Substituting in equation (5a) the values

FROM; = 65 g LI from tab. 1,

Co = 0.6 g / m ³ from FIG. 7 for a temperature of −25 ° C.

and Vo = 0.070 m ³ from table 1,

we obtain numerical solutions of this equation with respect to the virtual concentration of water vapor for different values of the crankcase gas circulation frequency n through

Device:

745 represented in FIG. 11 by curves

СО - for n = 0 (without the Device),

C1 - for n = 1;

C2 - for n = 2;

C4- for n = 4;

750 C8-dl n = 8;

C16- for n = 16;

C32- for n = 32.

As can be seen from Fig. 11, the exponential term of equation (5a) very quickly, faster than 5 minutes, turns to 0, therefore, the initial section of these curves in the graph of Fig. 11

755 is approximated by an oblique straight line.

The CO curve is a solution to the virtual equation of material balance for water (5 a): this would have to change the concentration of water in the crankcase gases without the Device and provided there was no condensation in the crankcase 1. Curve Ctr represents the change in the actual concentration of water vapor in the crankcase gases KG at

760 crankcase in the process of increasing the temperature in the crankcase until it reaches the dew point of the crankcase gases (+ 45 ° C and 65g / m ³ ), also without the Device. In reality, the concentration of water in the crankcase gases cannot be higher than on the Ctr curve, since this is the water concentration curve at the dew points, it is obvious that the difference in the CO and Ctr concentrations of these curves should actually precipitate in the crankcase 1, the amount

765 which is proportional to the difference in the areas of the graph under the curves of CO and Ctr. These curves intersect at the crankcase gas dew point KGB, designated as TdpO on the graph and merge into one straight line continuing the CO curve, equation (5a) after the TdpO intersection point becomes real, reflects the actual concentration of water in the crankcase gases KG after the engine is heated to a temperature above point temperature

770 dew The CI curve represents the virtual values of the concentration of water in the crankcase gases KG with a frequency of their circulation through the device n = 1. It lies below the CO curve due to the fact that part of the water is removed from the crankcase gases due to condensation in the refrigerator-trap 7. As the temperature of the crankcase gases Tkg2S increases

775, the curve of virtual concentration C1 intersects with the curve of real concentration (curve of crankcase gas dew points) Ctr at point rl. This happens when the actual water concentration at the dew points, reflected by the Ctr curve, is compared with the virtual gas concentration reflected by the C1 curve, i.e. with a further increase in temperature, vapor condensation is impossible, the virtual curve C1 turns into

780 is real and reflects the actual concentration of water vapor in crankcase gases, the course of the Ctr curve is interrupted and the actual concentration of water in crankcase gases follows curve C1 after the intersection point (let's call it the point of realization of the virtual concentration) rl. The course of the actual concentration of water vapor in the crankcase gases KG during engine warming up under the considered conditions (n = 1) is shown in Fig. 11 by arrows on the curves Ctr and C1:

785 first, the concentration of water vapor follows the Ctr curve until it intersects with the curve

virtual concentration C1 at the point of realization rl, it corresponds to the concentrations of the dew points of the crankcase gases KG with increasing temperature of the crankcase gases according to the curve Tkg25. After the realization point rl, the real concentration follows the curve C1, i.e.

remains constant, and vapor condensation in the crankcase becomes impossible, since

790 the crankcase temperature goes up from the dew point temperature of the crankcase gases KG (at # t = l) Tdpl, the value of which can be found on the temperature curve Tkg25 of engine warming, as shown in Fig. 11, drawing (dotted lines) from the point rl a vertical line to intersections with the crankcase temperature line Tkg25.

795. Similarly, from the intersection points (sales) (g2-g32) of the curves C2, C4, C8, C 16, C32 with the Ctr curve, one can find the dew point temperatures (Tdp2-Tdp32) of crankcase gases for the corresponding circulation rates n through the Device. The implementation points of r0 and r32 in FIG. 11 are not shown due to lack of space on the graph. Crankcase gas dew point temperatures (Tdp0-Tdp32) thus determined, depending on the multiplicity

800 circulation n during the engine warm-up period from -25 ° C is represented by the Tdp (ri) curve in Fig. 12, from which it can be seen that the action of the Device leads to a decrease in the dew point temperature of crankcase gases KG depending on the frequency of their circulation through the Device. 805 As can be seen from FIG. 11, under specific conditions of starting an engine equipped with

The device, at -25 ° C and the frequency of circulation through the last n = 32, water condensation in the crankcase 1 does not occur during the entire heating time, because due to the selection (condensation) of water from the crankcase gases KG in the refrigerator - trap 7, the concentration of water vapor in the crankcase gases KG is maintained below the dew point concentration at

810 crankcase temperatures (Ctr curve), therefore, the C32 curve throughout

the length represents the real concentration.

To determine the amount of water condensing in the crankcase 1 during the engine warming up to the temperature of the dew point of the crankcase gases at different circulation rates n, reformat the graph in Fig. 11, multiplying the time by the flow rate

815 crankcase gases v, thereby translating the dependence of the graph of FIG. 11 on time

engine warm-up / depending on the volume of crankcase gases KGB entering the crankcase

V = vt.

These dependencies are shown in FIG. 13. Then the amount of condensate falling in

820 crankcase 1 during warming up the engine to the temperatures of the dew points of the crankcase gases KG Tdp0-Tdp32 (in Fig. 13 they correspond to the points r0-g32) for different crankcase gas circulation rates through the Device, they will be equal to the areas of the graph enclosed between the curves of the virtual concentration of water vapor in crankcase gases KG СО, С1, С2, С4, С8, С16, С32 and the curve of real water concentration in crankcase

825 KG - Ctr gases from the origin to the intersection points of these curves

rO, rl, g2, g4, g8, g! 6, g32 (the last two points are not indicated on the graph due to lack of space). These areas are determined using one of the well-known graphic methods, for example, either "by cells" or "weighted", or on a computer in some kind of graphic editor, for example, as in the above example, AutoC dl3 using the function

830 "area". For example, in Fig. 13, the area bounded by the Ctr and CO curves (shaded in one and two lines) is equal to the amount of condensate 77.07 g deposited in the crankcase during engine warm-up from -25 ⁰ С to +45 ⁰ С without the Device (and = 0 ) The area enclosed between the Ctr and C 1 curves (shaded in two bars) is equal to the amount of condensate 21.83 g that has precipitated in the crankcase during the engine warming up to temperature

835 dew points (Tdpl = 33 ° C) of crankcase gases with a multiplicity of circulation of crankcase gases through Unit i = 1. It is obvious that when the crankcase gases circulated through the device in the refrigerator-trap, the difference in quantities was 77.07-21.83 = 55.24g.

Similarly obtained for the considered values of the multiplicity circulation of crankcase gases n values gg of the amount of condensate deposited during the engine warming up 840 to the dew point temperatures in the crankcase 1 and the amount of condensate gc deposited in the refrigerator trap 7 are shown in FIG. 14. From Fig.14 shows that with an increase in the frequency of circulation of crankcase gases KG through the device, the amount of condensate gg deposited in the crankcase of the engine 1 decreases sharply, which corresponds to the claimed technical result. The amount of condensate gc deposited in trap 7 in the refrigerator 845 increases accordingly. Thus, thanks to the Device, condensation of water vapor does not occur in the crankcase 1, but in the refrigerator-trap 7, and condensate does not enter the oil. The total amount of condensate

the trap falling out in the crankcase and refrigerator is equal to 77.07 g. While the amount of water supplied to the crankcase during warm-up is equal to the area between the CO 850 curve and the coordinate axes and is 130.5 g. Obviously, the difference is 130.5-77.07 = 53.43

is removed in the vapor phase during warming up of the KG crankcase gas through channel 4 into the intake manifold 3. The above information is also useful for estimating the volumes required to contain condensate 13 either in the trap cooler 7 or in the condensate evaporator 17 (see Fig. 2), or in the condensate storage 21 (Fig.Z).

855

Example 3

An engine equipped with a device according to the scheme of either FIG. 2 or FIG. 3, including an additional channel fan 17, is started at an ambient temperature of 0 ° C. The graph of the heating of the crankcase 1 is represented by the TkgO curve in Fig. 15, the water concentration at 860 dew point temperatures corresponding to this curve is represented by the CtrO curve, constructed from the dependence of the dew point temperature on the water concentration shown in Fig. 7.

Substituting into equation (5a)

Cx = Co = 4.% g / m ³ is the concentration of water in the crankcase gases before starting the engine and at 865 leaving the cooler-trap 7 in the crankcase 1 (found from the graph in Fig. 7 for

temperature 0 ° С);

C _/ = 65 g / m ³ (Tab. 1) water concentration in the breaking-through crankcase gases KGB;

Co = 0.070 m ³ - gas volume in the crankcase space, m ³ (tab. 1);

V = 0.070M ³ / MUH (FROM Tab. 1) - crankcase gas flow;

870

we obtain the expression for the virtual current concentration of water in the crankcase gases KG under the above conditions: _{c =} 65 + ^ 4.8 _ 65 - 4.8 _{| c} -o.Q7o ^ _{n7n ^}

n + \ n + 1

875

His numerical solutions

COO at n = 0;

C10 at n = 1;

C20 for n = 2;

880 SZO at n = 3

are presented in Fig. 15, similar to Fig. 11 and they can be analyzed analogously to Example 2. When comparing these figures, it is seen that the condensation and the amount of condensate when starting the Engine at an ambient temperature of 0 ° C is much less than at -25 ° C. So the dew point during engine warm-up without the Device is reached already in 885 in about 13 minutes, and to completely prevent condensation in the crankcase

when warming up the engine, the multiplicity of circulation of crankcase gases KG through the device is no longer 32, but total = 3.

Example 4

890 An engine equipped with a device according to the scheme of either FIG. 2 or FIG. 3,

additionally including a channel fan 16, started at an ambient temperature of + 20 ° C.

The engine warm-up schedule is shown in Fig. 16 of the Tkg20 curve (ordinate axis on the right). The dependence of the concentration of water in the crankcase gases KG at the dew points corresponding to 895 current temperature of the crankcase 1 on the curve Tkg20 and determined from the graph in Fig.7 is presented in Fig.16 curve Ctr20.

Substituting into equation (5 a)

Cx = Co = 17.3 g / m ³ is the concentration of water in the crankcase gases before starting the engine and at the outlet of the refrigerator-trap 7 in the crankcase 1, determined according to the schedule in Fig. 7 for 900 temperature + 20 ° C;

o = 0.070 m ³ - the volume of gas in the crankcase space, m ³ (table 1);

(from table 1) - crankcase gas flow,

we obtain the expression for the virtual current concentration of water in crankcase gases 905 KG under the above conditions: 65 + and ”17 3 65 - 17 3 -0.070 · //

n + l n + \

His numerical solutions

C020 at n = 0;

C120 at n = 1;

C220 at n = 2;

are presented in FIG. 16, similar to FIG. 11 and FIG. 15, and can be analyzed similarly to Examples 2 and 3. From FIG. Figure 16 shows that when the engine is started at + 20 ° C, the dew point in the crankcase without the Device is reached after about 6 minutes, and to completely eliminate condensation of water in the crankcase 1, the multiplicity is enough

crankcase gas circulation through the device

Thus, the higher the ambient temperature, the lower the multiplicity of circulation is required to achieve maximum technical result. According to the data given in examples 2-4, it is possible to evaluate the effectiveness of the well-known supply and exhaust ventilation of the crankcase with outside air. As indicated earlier (line 115-119), the accepted air supply ratio (the ratio of the air supply to the crankcase gas supply) to the crankcase is about 1, this approximately corresponds to the multiplicity of crankcase gas circulation through the Device and = 1. In FIG. 11,15, 16 it is possible to judge the effectiveness of the well-known supply and exhaust ventilation of the crankcase at different outdoor temperatures. From FIG. 16 (curve C 120) it can be seen that at an ambient temperature of +20 ° C, the known supply and exhaust ventilation of the crankcase provides the maximum technical result. At 0 ⁰ C, the condensation of water vapor in the crankcase ceases after about 7-8 minutes of heating (Fig. 15, curve CJ). But at -25 ° C, condensation in the crankcase stops after 19-20 minutes of heating (Fig. 11, curve C1). From this it can be seen that the proposed device has an advantage over the known supply and exhaust ventilation of the crankcase with air only at low ambient temperatures, approximately below 10 ⁰ C, especially at low temperatures.

It can also be seen from examples 2-4 that increasing the multiplicity of circulation over 32 is not effective due to the property (exponentiality) of the dilution process

(KG crankcase gases KGD crankcase gases passing through the Device) in the flow volume, which is the crankcase. Example 5. Evaluation of the applicability of the Device with a heated channel 8 for

940 ensure circulation (instead of channel fan 16) due to self-traction in

A device for feeding crankcase gases KG to the refrigerator-trap 7 when starting the Engine at an ambient temperature of -25 ° С.

As can be seen from examples 2,3,4, the lower the ambient temperature when starting 945 engine, the greater the multiplicity of circulation of crankcase gases through

A device to achieve the maximum technical result - to prevent condensation of water in the crankcase. Therefore, we evaluate the possibility of ensuring the circulation of crankcase gases through the device by creating traction by heating channel 8. Channel 8 can be heated, for example, to 200 ° C, then the volumetric speed of self-traction 950 at different ambient temperatures according to the formula (3) and with previously adopted values

k = 0.65,

a = 0.002 m ² (the diameters of channel 8, the refrigerator-trap 7 and channel 9 are taken as 5 cm), ps = 1 l

955 is shown in FIG. 17 (q200 curve), from which it can be seen that in the range of external air temperature from -25 ° C to 25 ° C, the volumetric velocity of the self-drawn rod is 0.168-0.150 m ³ / min (recounted from seconds to minutes for comparison with crankcase gas consumption v), which is equal to the frequency of crankcase gas circulation /1=2.1-^-2.4. From examples 2,3,4 and Fig. 15 it can be seen that such a design of the device with a heated channel 8 can

960 effectively reduce water condensation in the crankcase when starting the Engine only at positive ambient temperatures.

Example 6. Reduction by means of a Condensation Device in the crankcase of virtual substance vapors during the engine warm-up (see table 1) at a temperature

965 ambient air -25 ° C.

In addition to water condensation in the crankcase of an internal combustion engine, condensation of unburned fuel vapors is undesirable. Give examples of the behavior of fuel vapors similar to the examples of behavior of water vapor in the Device not

it seems possible due to the lack of the necessary similar data.

970 Fuel is a multicomponent mixture with a wide temperature range

boil, aggravated by the fact that different fractions of different fuels burn out differently and the composition of unburned fuel can be a serious research, which, incidentally, can be carried out using the Device, as will be shown below (see lines 1310–1314). We show that fortunately this study does not

975 is needed to demonstrate the operability of the Device in relation to not only

fuel, but also of any substance located in a possible temperature range of the crankcase in a two-phase state, in other words, having a dew point in this range. To do this, we draw an arbitrary dependence of the concentration of the virtual substance in the vapor phase at dew point temperatures, similar to the dependence on

980 of FIG. 7 for water. Such a dependence is shown in Fig. 18, where Cdpvlr is the concentration of the virtual substance in the gas at the dew point temperature Tdpvir. Consider the operation of the Device with respect to this abstract substance, similar to water in Example 2 (engine warming up from -25 ° С).

985 In Fig. 19, the Tkg25 curve (ordinate axis on the right) is a graph of the engine warming up from -25 ° C.

Let the temperature of the dew point of the breakthrough crankcase gases KGB for the virtual substance be + 40 ° C, then according to the graph in Fig. 18 the concentration of the substance in the breakthrough crankcase gases KGB

990 C _g - 50g / m ³ ,

and in crankcase gases KGD after the refrigerator-trap 7 (G = -25 ⁰ C)

Cx = Co = Zg / m ³ .

Curve Ctrv — concentration of a substance in crankcase gases at different times after the start of warming up of an engine not equipped with a Device, constructed according to FIG. 18 995 for temperatures along the curve Tkg25 in FIG. 19.

Then the equation for the current virtual value of the concentration of the substance in the crankcase gases KG according to equation (5a) takes the form

1000 His numerical solutions:

CVO for n = 0

Cvl for n =

Cv2 FOR n =:

Cv4 FOR П = '

Cv8 for n =! Cvl6 for n = 16;

Cv32 for n = 32;

are presented in FIG. 19, similar to FIG. 11 (with respect to water), and can be analyzed analogously to Example 2. Thus, using the Device 1010, the claimed technical result can be achieved with respect to vapors of any

arbitrary substance having a dew point in the considered temperature range of the crankcase.

Example 7. Thermal calculation of the parameters of the refrigerator-trap 7, necessary for 1015 to achieve the maximum technical result in the conditions of example 2.

In the above examples, we examined the requirements for changing vapor concentrations using the Device to achieve a technical result. The described processes of vapor condensation in the refrigerator-trap 7 should be provided with the appropriate thermal regime of the Device, the function of which is to 1020 cooling the crankcase gases KG in the refrigerator-trap 1, which leads to the condensation falling out in it and thereby lowering the temperature of the dew point of the crankcase gases KGD, which Returning to the crankcase, dilute the crankcase gases KG, lowering their dew point temperature.

First, for orientation, we consider the approximate thermal balance of the crankcase 1025 of the Engine during the warm-up period. When the engine is running in the crankcase, intensive mixing of the oil and crankcase gases by the crankshaft occurs, therefore, we assume that the temperature of the oil and crankcase gases is the same.

Tkgb = 2Q0 ° C - temperature of gases breaking into the crankcase;

Tkg — current crankcase temperature (crankcase gases KG and oil);

t t1 1 L kDeY

1030 Hkg = 1.02 - specific heat of crankcase gases (almost the same

kg - C

per kg and cash *);

Hol— 1.67 —— GG — specific heat of oil;

kg - C

- consumption of crankcase gases;

Ln ~ 30kg - weight of oil.

1035 Let us evaluate the heat fluxes in the engine crankcase during its heating, for example, in the section from 5 minutes to 15 minutes of the heating curve Tkg25 at ambient temperature -25 C shown in the graph of FIG. 11. The average crankcase temperature for this (the portion of the Tkg25 curve is taken as a straightforward) time period (10 min)

1040 T _K 5, Τ _κ ι 5 - crankcase temperature after 5 and 15 minutes, respectively, after the engine starts.

Then, for the considered period of time (10 min) with breaking

crankcase gases KGB enters the crankcase

\ 0 'G ^> Hkg ^ kgb -lO - G - Hkg - Tkm = lO - G' Hkg - (Tkgb - T) = l36} DK

1045

At the same time, the oil in the crankcase turned out to be

But 1.0 _m - {T _kX5 - T _k5 ) = \ 5 kJ.

Thus, it is obvious that the heat in the crankcase comes mainly through contact transfer of oil from the heated parts of the pistons, and not from bursting gases. If

1050 to take into account that even a large part of the heat not taken into account here is used to heat the metal mass of the crankshaft and the crankcase walls, it will become obvious that the heat flux with breaking KGB crankcase gases is not essential for the thermal regime of the crankcase. This circumstance simplifies our further consideration of heat transfer.

Devices, since it is obvious that the cooling of crankcase gases in the refrigerator is

1055 trap 7 almost no effect on the temperature of the crankcase 1.

The refrigerator-trap should provide sufficiently effective cooling.

crankcase gases KG for condensation of vapors in it to a sufficiently low concentration of Cx in equation (5). This concentration depends on the dependence in Fig.7 from 1060 the temperature of the crankcase gases KGD Tx at the outlet of the refrigerator-trap 7.

To find this temperature, we consider the heat balance of the trap cooler, a diagram of which is shown in FIG. 20. A channel with a second flow rate GS = 0.001KZ / C of crankcase gases KG having a temperature Tkg and specific heat capacity enters from above the cooler-trap 7 through channel 8

J

1065 Hkg = 1020

kg - ° С Bottom of the refrigerator-trap 7 comes a stream of cooled and dried crankcase gases KGD with the same second flow rate and the same specific heat, but with a temperature Tx.

The fridge trap transfers the heat flux Q to the outside air:

1070 Q - -K - F - T, where

Q- heat flux, W;

K is the heat transfer coefficient, W / m ² ° C;

F- heat transfer area, m ² ,

τ is the average logarithmic temperature difference of crankcase gases when they pass 1075 through a refrigerator-trap and ambient air, ° С:

Τ m -m

Τ ^" , Г _{т! П} - maximum and minimum, respectively, the temperature difference. * Max = Tkg - Tar, me

1080 Tkg - current value of crankcase gas temperature KG, ° С;

Tag = -25 ^e '- ambient temperature, ° C;

The heat flux received by the crankcase gas trap from the crankcase gas KG: Q = Hkg - ri 'Gs - {Tkg - Tx), me

1085 Hkg - specific heat of crankcase gases, J / kg ° C;

p - the frequency of circulation of crankcase gases through the refrigerator-trap;

Gs - crankcase gas flow rate, kg / s;

Tkg - current value of crankcase gas temperature KG (at the inlet to the refrigerator-trap), ° С;

1090 Тх - current value of the crankcase gas temperature KGD at the outlet of the trap refrigerator, ° С.

Assume (assuming that the heat transfer process is stationary) that the heat flux received from the crankcase gases by the fridge-trap and given to the surrounding air are equal to: 1095 Hkg - n - Gs - (Tkg - Tx) = K - F · τ.

Substituting the above expressions for Γ into this equation, we solve it

regarding

Tx = Tar + (Tkg - Tar) - e ^Hks " ^Gs (7),

and relative to the thermal load of the refrigerator-trap:

Example 2 shows that the maximum technical result (preventing condensation of vapors when the engine warms up from -25 ° C) is possible when the crankcase gases circulate through Device = 32 (curve C32 in Fig. 11).

1105 Let us determine what is the maximum permissible temperature (let's call it critical) of crankcase gases KGD at the outlet of the refrigerator-trap in the crankcase Тхсг to achieve the maximum technical result (for the conditions of example 2 with l = 32). To do this, we first determine the “critical” concentration of VHCg vapor after the refrigerator-trap (this is the maximum concentration of water in crankcase gases KGD

1110 at the exit of the refrigerator-trap into the crankcase, at which the maximum effect is still achievable). 11 shows that the curve C32, the values of which are obtained from equation (5), must lie below the curve of the real concentration of vapor Ctr, i.e. values of C32 <Ctr. Substituting in equation (5) instead of C - Ctr, and instead of Cx - Cxg, we obtain the equation v-t

C _x + p - Csg C _x - C ₀

1115 Ctr = (9),

n + 1 n + 1 whose solution according to Scheme:

Substituting here the numerical values of Ctr from the graph of FIG. 11 and indicated for

1120 of the considered example 2 values of Co and _/ for n = 32

65 - 0.6 _ 33 65

Cxsg = e ⁰⁰⁷ + Ctr (96),

32 32 32 we obtain the current critical values to achieve the maximum technical result of the values of the concentration of water Cxg in the crankcase gases after the refrigerator -

1125 KGD traps shown in FIG. 21 along with actual Ctr water concentrations in KG crankcase gases. As can be seen from Fig to achieve maximum

The technical result requires that the current values of the concentration of water in the gases after the refrigerator-trap was slightly less than the current value of the concentration of water in the crankcase gases Ctr. Due to the proximity of the values considered

From the current concentration values, they are also given in a more expressive numerical form in table 3.

Table 3 Critical to achieve the maximum technical result, the values of the concentration of water vapor Skhg in crankcase gases KGD, corresponding to them

1135 critical temperature Thsg of crankcase gases after the refrigerator-trap,

critical value of the thermal load (KF) _cr holodilnika- traps in the particular case YaMZ engine warm-238 at ambient temperatures -25 ° C and the circulation ratio n = 32. For the rest of the column designations and dimensions, see table 2.

1140 Note: both the Tkg25 curve and the Tkhsg curve are phase transition lines, i.e. this is the dew point temperature.

According to the values of the critical concentrations of water vapor in the crankcase gases KGD found by Eq. (96) after the trap cooler 7 Skh,

1145, according to the dependence of the temperature of the dew point Tdp on the concentration of water Cdp shown in Fig. 7, we find the critical values (the highest possible highest of which the maximum technical result is still achievable) of the crankcase gas temperature KGD after the refrigerator-trap 7- Thxg (tab. 3).

1150 Substituting into the equation (8) the found values of Tx = Txsg,

Hi _g = 1020 J / kg ° C - specific heat of crankcase gases and

Gs = 0.001 kg / s (0.07 kg / min) - weight flow of crankcase gases,

we find the critical values of the thermal load (KF) _CR for different times from the moment the engine is started t (tab. 3). As can be seen from the table, the maximum thermal

1155 load (and hence heat transfer area) of the refrigerator-trap 7 to achieve

a technical result is required at the beginning of heating and for the specific conditions of example 2 is approximately 25 WPC. Obviously, to achieve the maximum technical result (to prevent vapor condensation), it is necessary to install a refrigerator-trap with a thermal load at the beginning of engine warming up

1160 is less than 25 W / ⁰ C. However, it can also be seen from Table 3 that after 10 minutes of warming up the Engine, to completely prevent water condensation in the crankcase, a trap refrigerator with a heat load of KF B is 10 times less. Those. the claimed technical result (reduction of condensation of vapors in the crankcase) can be obtained with a lower thermal load of the refrigerator-trap, for example, 10 times less

1165 heat transfer areas (F = 0.04M ² ), or a lower heat transfer coefficient K = 9 W / m ² ° С. In this case, however, a certain amount of water is condensed in the crankcase at the beginning of heating. Thus, the claimed technical result (reduction of vapor condensation) is achievable in a wide range of parameters of the refrigerator-trap. Easily defined criterion of the sufficiency of the heat load ^ of the refrigerator-

1170 traps can be crankcase gases temperature KGD 7dg (specifically Th32),

determined at the exit from it in a known manner: the result is achieved when the temperature of the gases at the outlet of the refrigerator-trap (Tx32) is lower than the critical temperature in the graph of Fig.22:

Th32 <Thxg.

1175

The exponent in equation (7)

K - F contains all the values necessary to achieve a technical result. Above, we have just shown that in order to achieve the maximum technical result in 1180 specific conditions of Example 2, this indicator should be approximately equal to

(KF) c _t = 25 (see tab. 3)

25

= -0.77.

1020 - 32 - 0.001

Proceeding from this value of the exponent -0.77 ensuring achievement 1185 maximum technical result in the specific example considered 2 can be scaled conditions for achieving the technical result of the start conditions (-25 ° C) to other engines. It is known that the specific heat of crankcase gases H _tg varies very slightly for different engines, and it can be assumed constant, as in the example - 1020 J / kg ° C, the temperature of crankcase gases is also about 100 ° C, 1190 and expression (10) takes the form :

where from

(K - F) cr = 25 - Gs (I), WTP

1195 i.e. by equation (11) it is possible to roughly determine the thermal load

refrigerator trap, necessary to achieve the maximum technical result when a particular engine is warmed up from -25 ° C, according to the well-known or easily determined (Crankcase Ventilation, Systems Application and Installation Guide, 2009 Caterpillar, http: / Manchardmachinery om / public ffles / docs / Po

1200 on.pdf) crankcase gas consumption Gs. The choice of the relationship between the values of Kn F is a question of the standard thermophysical problem and the layout of the engine

Devices

Example 8. The implementation of the refrigerator-trap specific design for

1205 achieve the maximum technical result in the conditions of example 2.

A diagram of the specific design of the refrigerator-trap is shown in Fig.20.

The refrigerator-trap 7 is a thin-walled (wall thickness 0.15-0.20 mm) a bellows made of an alloy of copper (tompak or half-pack), inner 1210 diameter d = 0.05 m, outer D = 0.07M, corrugation angle α = 60 ^ο , height Itc = 1m, area

heat transfer F = 0.38M ² , heat transfer coefficient K = 90W / m ² ° C, heat load KF = tRS.

The feasibility of making a refrigerator-trap in the form of a corrugated tube (bellows) is determined by layout considerations: for a given space available 1215 to accommodate the Device, its shape and size of the heat transfer area can be varied quite diverse (for example, lay it with a snake or change the angle of the corrugation).

Crankcase gas inlet KG with current temperature Tkg, with specific heat

Hkg = 1020 J / kg ° C, in the amount (flow rate) Gs = 0.001 kg / s (G-0.07KZ / MUH) above. The output of 1220 dried crankcase gases KGD, with the current temperature Tx, with the same specific

heat capacity and flow rate - from below.

For the conditions of example 2 (ambient temperature Tag-25 ° С) according to equation (7), the current values of the temperature of the dried crankcase gases KGD during engine warm-up

0.38-90

1225 T _x = -25 + {Tkg + 25) · ¹⁰²⁰ * ° - ⁰⁰¹

are presented in Fig. 22 for different crankcase gas circulation rates:

Txl for n = 1;

Tx2 for n = 2;

Tx4 with n = 4;

1230 Tx8 with n = 8;

Tx16 with n = 1b;

Th32 at n = 32.

As can be seen from the graph of Fig. 22, with crankcase gas circulation rates up to 8, crankcase gases have time to cool in a particular refrigerator-trap to almost 1235 outside air temperatures of -25 ° C for the entire duration of the engine warm-up, and everything written in Example 2 (there we took gas temperature at the outlet of the refrigerator-trap equal to the temperature of the outside air) for these cases does not need to be clarified.

1240 But with circulation ratios of more than 8, the crankcase gases no longer have time to cool down in this particular refrigerator-trap to the temperature of the outside air. However, temperature curve of crankcase gases after the refrigerator-trap 7 Тх32 ("= 32— condition for achieving the maximum technical result during heating

The engine from -25 ° C) lies below the critical curve (for "= 32) temperature Txg, i.e. 1245 satisfies the condition stated above (line 1169-1174) for the sufficiency of the thermal load of the refrigerator-trap to achieve the maximum technical result. This can be additionally verified by directly looking at the current values of the concentration of water in the crankcase gases.

1250 For this, according to the temperature values Th32 of Fig.22, we determine the corresponding

the values of the concentration of water vapor Cx32g after the refrigerator-trap according to the graph in Fig. 7 and substituting them into equation (5) (Cx = Cx32g), we obtain the curve C32g = C (Fig.23) of the change in the concentration of water in crankcase gases KG during engine warming up under given conditions. On Fig presents a concentration curve in

1255 crankcase gases of saturated vapor Ctr during engine warming up without the Device (see example 2) and curve C32g of the concentration of water vapor in crankcase gases KG when the engine is equipped with a device with the above technical

characteristics (see Fig. 20) with a multiplicity of circulation of crankcase gases and = 32. From Fig.23 it is seen that the curve C32g, reflecting the change in the actual concentration of vapors in

1260 crankcase when starting the Engine equipped with the Device lies below the curve

the concentration of saturated vapor Ctr in the crankcase of the Engine without a Device,

therefore, condensation does not occur, i.e. the maximum technical result in this particular case of the implementation of the refrigerator-trap is also achieved at a temperature of crankcase gases KGD after the refrigerator-trap Tx32 above

1265 ambient temperature Tag.

It was previously shown (example 2) that the crankcase gas circulation ratio n = 32 is necessary to achieve the maximum technical result during cold start (from -25 ° C) of the engine, on the other hand it is shown (see Fig. 13.14) that the increase in the ratio circulation greater than 32 is ineffective. Therefore, it is advisable to take the maximum

1270 multiplicity of crankcase gas circulation 32. Thus for reporting Drive space velocity of crankcase gases through the apparatus will be 0.070x32 = 2.2 m ³ / min (134 m ³ / hour). Such performance can provide an analogue of a known channel fan for flue gases, e.g., channel fan VC-200 from VentTehkom, capacity 200 m ³ / hour, power 42W

1275 (http://www.ventech.ni/info/prod/vk200A. Maximum linear speed (at l = 32) the gas flow in the refrigerator-trap (internal diameter 0.05 m) - 18.5 m / s, is in the range accepted for air coolers - up to 25 m / s.

The above thermal calculations are based on more or less crude 1280 assumptions characteristic of the calculations of new thermal apparatuses, which, therefore, always require their experimental verification.

It is advisable to test the device when starting the engine at low ambient temperatures (for example, -25 ° C), since both from the practice of operating the engines and from the above examples 2,3,4 it can be seen that the lower the 1285 ambient temperature at startup, the condensation more, and the technical result from the use of the device is more pronounced. To test the operability of the Device, or, in other words, to demonstrate the objectivity of the manifestation

technical result, you can offer at least three options, each individually, or in combination.

1290

Option 1. Determine in a known manner (for example, A. Kolunin, “The influence of low ambient temperatures on the frequency of maintenance of power plants of road and construction vehicles,” Diss, Omsk, 2006), the water content in fresh oil, which is poured into the crankcase, or not equipped, or

1295 with the Device turned off, start the engine at ambient temperature

air, for example -25 ° С, warm it up to the dew point temperature of breakthrough crankcase gases KGB (for example, + 45 ° С), stop the engine, take an oil sample (you can take it during the heating process with a certain time step) and determine water content, calculate the total amount of condensate deposited

1300 in the crankcase during warm-up.

Do the same with the engine equipped with the Device, and compare the amount of condensate obtained in the oil in both cases. The achievement of the maximum result is indicated by the absence of condensate in the oil. The difference in the amount of condensate characterizes the degree of completeness of achievement

1305 technical result. To increase the latter, return to

the design of the Device and increase the heat load of the KF trap refrigerator by increasing its area, for example, or by changing its location for more intensive air blowing. 1310 Option 2.0 connect the tube 18 from the condensate evaporator 17 (see Fig. 2) or from the condensate accumulator 21 (see Fig. 3) and pinch it with a clamp (for example, Mora), warm the engine as in example 2 and stop it. Condensate 13 is drained, opening the clamp, into the dishes, its quantity is measured and, possibly, the composition is determined (water and fuel fragments). Obviously, this amount reduces condensation.

1315 vapor in the crankcase. Compare the amount of condensate in the crankcase without the Device, as determined by option 1 and the amount of condensate collected from the refrigerator traps. The achievement of the maximum technical result is evidenced by the equality of these quantities. The smaller the fraction of condensate collected from the refrigerator-trap is the total amount of condensate in the crankcase without

1320 Devices defined in option 1, the less effective the device.

You should return to its design and increase the heat load of K-F. You can take these readings in the dynamics by taking condensate samples during heating.

Option 3. Install a prototype of the Device with

1325 by a detachable channel 4 after the oil catching device 6 (see Fig. 2,3), into the connector of which a flue gas dew point temperature sensor is mounted, for example, Vaisala DRYCAP® Dewpoint Transmitters DMT345

fhttp: // www. vaisala.com/en/products/dewpoint/Pages/DMT345 346.aspx). A temperature sensor is inserted through the crankcase hole for the oil dipstick (standard sensors

1330 engine oil temperatures are usually not accurate enough for this purpose). The engine is started at a selected ambient temperature, for example, -25 ° C, and the values of the crankcase temperature and the dew point temperature of the crankcase gases are simultaneously taken during heating. Based on the data obtained, the dependences of the crankcase gas temperature and the dew point temperature on the warm-up time are built.

1335 The absence of vapor condensation in the crankcase at any time is indicated by the dew point temperature below the crankcase temperature.

The presence of a section where the dew point temperature is equal to the temperature of the crankcase gases (most likely at the beginning of heating) indicates the possibility of some condensation in this section. To eliminate completely condensation should

1340 increase the heat load of the K-F refrigerator-trap constructive and

layout measures. Thus, the technical result achieved by using the inventive device is to reduce, up to prevention in particular cases,

1345 condensation in the crankcase of the engine vapors of substances having a dew point, i.e. in a two-phase state in the considered temperature range of the crankcase.

This technical result is achieved due to condensation and temporary accumulation of vapors in the Device, and not in the crankcase, due to their cooling in the refrigerator-trap with ambient air.

1350 Reducing the condensation of the vapors in the crankcase reduces the known excess engine wear when it starts. Solves the problem of the so-called “short trips”, when as a result of short duty cycles of the engine, with frequent cooling and warming up with vapor condensation, there is a catastrophic accumulation of water in oil to a level where it begins to be considered unsuitable.

1355 The main feature of the proposed Device, ensuring the achievement of the maximum technical result compared with the well-known system of supply and exhaust ventilation of the crankcase, is its autonomy, the lack of communication of its action with the fuel-air system of the engine, including the existing (including the supply and exhaust) crankcase ventilation system . For example, when stopped

1360 engine The device is working, but the ventilation system is no longer there. During warm-up

(idle) engine The device is working, but there is almost no crankcase ventilation - the crankcase ventilation valve is closed. During the warm-up period of the engine, an intense flow of gases through the device, necessary to achieve the maximum technical result, occurs along a closed circuit, as if inside a crankcase, therefore

1365 carries oil into the intake manifold of the engine and does not affect the finely tuned process of preparing the fuel-air mixture in gasoline engines.

The device was considered as applied to engines with a closed crankcase ventilation system. For engines with open crankcase ventilation

1370 (currently irrelevant) there are no specific features of the device.

Claims

Formula.

1. Device for reducing condensation of vapors in the crankcase of an internal combustion engine, including

1375 refrigerator - a trap for cooling crankcase gases passing through it,

condensation of the mentioned vapors from them and collection of their condensate, which is a container cooled by ambient air for crankcase gases, connected to the top of the crankcase by an inlet channel for supplying heated crankcase gases to it and an outlet channel for returning cooled and dried

1380 gases per crankcase.

2. The device according to claim 1, characterized in that the channel for supplying heated crankcase gases to the refrigerator-trap is additionally equipped with an oil trap.

1385

3. The device according to claim 1, characterized in that the entrance of the channel for supplying crankcase gases to the refrigerator-trap is located on top of the latter at the maximum possible height according to the engine layout conditions from the top of the crankcase, and the channel outlet for returning cooled and dried gases to the crankcase is at the bottom refrigerator traps

1390 for sufficient self-traction of crankcase gases to occur in the thermocirculation circuit formed by hot (the channel for supplying hot crankcase gases to the refrigerator-trap) and cold (refrigerator-trap in conjunction with the outlet channel for returning cooled and dried crankcase gases to the crankcase) by the knees.

1395 4. The device according to claim 1, characterized in that the channel for supplying heated

crankcase gases in the refrigerator-trap is made either thermally insulated, or heated, or thermally insulated and heated.

5. The device according to claim 4, characterized in that in the particular case the channel for 1400 supply of heated crankcase gases to the refrigerator-trap is made inside the block

cylinders from the top of the crankcase to the top of the cylinder block, where it is connected to the top of the refrigerator-trap. b. The device according to claim 1, characterized in that it further includes a channel

1405 a fan installed in the outlet channel of the refrigerator-trap, creating engine warm-up time the flow of cooled and dried crankcase gases from the refrigerator-trap to the crankcase, driven from the onboard network

power supply and disconnected when the set temperature in the crankcase is reached.

1410 7. The device according to claim 6, characterized in that the channel fan

provides a crankcase gas circulation ratio equal to the ratio of the volumetric velocity of crankcase gases passing through the refrigerator-trap to the crankcase gas flow rate from 1 to 32.

1415 8. The device according to claim 1, characterized in that the refrigerator-trap is made in the form of a vessel with a developed surface of well heat-conducting thin-walled material and has in its lower part a sufficient volume to contain vapor condensate.

9. The device according to claim 8, characterized in that a sufficient volume for containing the condensate is achieved by placing the upper end of the channel to return the cooled and dried gases to the crankcase from the refrigerator-trap inside the latter at a distance from its bottom, sufficient in conjunction with the cross-sectional area of the refrigerator traps for the formation of said volume.

10. The device according to claim 8, characterized in that the refrigerator-trap is made in the form of a thin-walled bellows or a round or rectangular cross-section.

11. The device according to claim 10, characterized in that the thin-walled bellows is reinforced with wire rings laid along the recesses between the corrugations.

12. The device according to claim 8, characterized in that the refrigerator-trap is equipped with a distributor of a stream of heated crankcase gases included in it, directing this stream along the walls of the vessel.

13. The device according to claim 1, characterized in that, in the particular case, the additional 1440 includes a condensate evaporator made in the form of a tank running for crankcase gases, built into the channel for supplying crankcase gases from the crankcase to the engine intake manifold between the oil trap and the crankcase ventilation valve and a pipe connected to the bottom of the trap cooler to drain condensate from the trap cooler to the evaporator, where the condensate evaporates during operation of the 1445 engine due to the heat of the crankcase gases and, in their composition, supplies I have the engine intake manifold.

14. The device according to item 13, wherein the condensate evaporator is made in the form of a tank insulated from the outside.

1450

15. The device according to item 13, wherein the entrance to the condensate evaporator channel for supplying crankcase gases to the intake manifold of the engine is made in the form of a nozzle of heat-conducting material, the end of which is located inside the condensate evaporator at a distance from its bottom,

1455 sufficient in conjunction with the cross-sectional area of the evaporator to contain condensate.

16. The device according to p. 15, characterized in that a screen is installed above the end of the heat-conducting pipe to direct the crankcase gas stream entering the evaporator to the surface of the condensate located in the condensate evaporator.

17. The device according to claim 1, characterized in that in the particular case further includes a condensate storage device, which is a tank with a volume,

1465 sufficient to contain condensate, connected by a pipe to drain into it

condensate with the lower part of the refrigerator-trap, mounted on the upper wall of the crankcase with a heat-conducting connection, thermally insulated from above and connected to the internal space through a valve that opens from the temperature sensor in the crankcase when the last operating value is reached, after which it is accumulated and

1470 melted condensate enters the heated sump, where it evaporates and as part

crankcase gases enters the engine intake manifold.