WO2016004750A1

WO2016004750A1 - Oil-gas separation channel structure for crankcase, and crankcase assembly provided with same

Info

Publication number: WO2016004750A1
Application number: PCT/CN2015/070771
Authority: WO
Inventors: 杨国玺; 李倩; 宋和滨; 李强
Original assignee: 北汽福田汽车股份有限公司; 北京智科投资管理有限公司
Priority date: 2014-07-10
Filing date: 2015-01-15
Publication date: 2016-01-14
Also published as: CN104863666A; DE112015003205T5; CN104863666B; DE112015003205B4

Abstract

An oil-gas separation channel structure for a crankcase comprises a crankcase body (1), and comprises a first camshaft (2) and a second camshaft (12) both disposed rotationally in the crankcase body (1). Both the first camshaft (2) and the second camshaft (12) are hollow camshafts. A first end of the first camshaft (2) is provided with a first oil and gas inlet (4). Multiple first sidewall through-holes (5) are formed in the sidewall of the first camshaft (2). A second end of the first camshaft (2) is provided with a first oil and gas outlet (6). A first end of the second camshaft (12) is provide with a second oil and gas inlet (14) in fluid communication with the first oil and gas outlet of the first camshaft (2). Multiple second sidewall through-holes (15) are formed in the sidewall of the second camshaft (12). A second end of the second camshaft (12) is provided with a second oil and gas outlet (16). In this manner, oil-gas separation is performed sequentially by means of multiple hollow camshafts. Also disclosed is a crankcase assembly provided with the oil-gas separation channel structure for a crankcase. According to the oil-gas separation channel structure for a crankcase, in a situation in which devices are not added, oil and gas are well separated in the crankcase, the structure is simple, the cost is low, and the compact design of a motor is facilitated.

Description

Crankcase oil and gas separation passage structure and crankcase assembly therewith

Technical field

The invention relates to the technical field of engines, in particular to a crankcase oil and gas separation passage structure, and a crankcase assembly having the crankcase oil and gas separation passage structure.

Background technique

With the increasingly strict requirements of automobile engine emissions, the current crankcase ventilation system must be closed-loop, and helium and oil oil and oil must be circulated to the engine intake system and burned into the cylinder, so that the efficiency of oil and gas separation must be very high. High requirements, it is necessary to separate the oil droplets as much as possible, otherwise the engine will produce oil burning phenomenon, affecting the discharge performance and the reliability of the engine.

In the prior art, the oil and gas separation for the crankcase mainly adopts two structures, one is to adopt a baffle type oil and gas separation structure, and the oil and gas is passed through the labyrinth passage in the engine cylinder head to achieve the purpose of separating oil and gas. The efficiency of oil and gas separation is not high. In the prior art labyrinth oil-gas separation structure shown in FIG. 1, the oil-gas mixture enters from the left end of the channel, and due to the difference in oil droplets and gas density, larger oil droplets are adsorbed to the separator due to inertia in the flow. On the internal surface or baffle, smaller oil droplets may be carried out of the separator along with the air flow. With this labyrinth oil-gas separation channel, the oil-gas separation effect depends on the number of partitions. Too much resistance to the entire ventilation system increases, which is unfavorable for reducing the pressure of the crankcase. Too little oil separation efficiency is low. At present, the efficiency of this labyrinth oil-gas separation structure is generally only about 70%.

The other is a baffle-type oil-gas separation structure and a filter structure separator, so that although the separation efficiency is high, since the filter element needs to be periodically replaced, the life is low, the cost is high, and the structure is complicated, and the above structures are generally independent. Installed in the cylinder liner, the height of the engine is increased, and the structure of the cylinder head cover is complicated, which is not conducive to the compact design of the engine.

Accordingly, it would be desirable to have an oil and gas separation device that overcomes or at least mitigates the above disadvantages.

Summary of the invention

It is an object of the present invention to provide a crankcase oil and gas separation passage structure that overcomes or at least mitigates one or more of the above-discussed deficiencies of the prior art.

To achieve the above object, the present invention provides a crankcase oil and gas separation passage structure, the crankcase oil and gas separation passage structure comprising a crankcase body and a first camshaft rotatably disposed in the crankcase body, wherein the a camshaft is a hollow camshaft having a first for inputting the oil-gas mixture at the first end of the first camshaft An oil and gas inlet having a plurality of first sidewall through holes for discharging oil separated when the first camshaft rotates on a sidewall of the first camshaft, at a second end of the first camshaft a first oil and gas outlet for discharging the oil-gas mixture after the initial oil-gas separation; the crankcase oil-gas separation passage structure further includes a second cam shaft rotatably disposed in the crankcase body, the second cam The shaft is a hollow camshaft having a second oil and gas inlet in fluid communication with the first oil and gas outlet of the first camshaft at a first end of the second camshaft, on a sidewall of the second camshaft a plurality of second sidewall through holes for discharging oil separated when the second cam shaft rotates, and a second oil and gas outlet at the second end of the second cam shaft for discharging twice Oil and gas mixture after oil and gas separation.

Preferably, the inner wall surface of the first camshaft is formed as a rough surface capable of driving the oil-gas mixture entering the first camshaft to rotate with the first camshaft, and/or the second camshaft The inner wall surface is formed as a rough surface capable of driving the oil-gas mixture entering the second camshaft to rotate with the second camshaft.

Preferably, the crankcase oil-gas separation passage structure further includes a second camshaft, the second camshaft being a hollow camshaft having a first end connected to the first oil and gas outlet of the first camshaft a second oil and gas inlet; a plurality of second side wall through holes on a side wall of the second cam shaft for discharging oil separated when the second cam shaft rotates; and a second end of the second cam shaft There is a second oil and gas outlet for discharging the oil and gas mixture after the secondary oil and gas separation.

Preferably, the direction of rotation of the second camshaft is opposite to the direction of rotation of the first camshaft.

Preferably, the axis of the second camshaft is parallel to the axis of the first camshaft.

Preferably, the first end of the second camshaft and the second end of the first camshaft are located at a first side of the crankcase body, and the second end of the second camshaft is opposite to the first A first end of a camshaft is located at the other side of the crankcase body opposite the first side.

Preferably, the first oil and gas outlet at the second end of the first camshaft is in fluid communication with a second oil and gas inlet located at a first end of the second camshaft via a connecting passage formed on the crankcase body.

Preferably, the connecting passage is straight-through, and an extending direction of the connecting passage is at an angle with an axial connection between an axial center of the first camshaft and an axial center of the second camshaft.

Preferably, the crankcase body has a second circular groove on an outer circumference of the second end of the first camshaft, an axis of the second circular groove coincides with an axis of the first camshaft, and the a first oil and gas outlet of the first camshaft is in communication with the second circular groove, and has a third circular groove on an outer circumference of the first end of the second camshaft, the axis of the third circular groove is An axis of the second camshaft coincides, and a second oil and gas inlet of the second camshaft is in communication with the third circular groove, wherein the connecting passage communicates with the second circular groove and the third circle Shaped groove.

Preferably, the first oil and gas inlet and the first oil and gas outlet of the first camshaft are disposed on sidewalls at respective ends of the first camshaft, and the second oil and gas inlet and the second of the second camshaft Two oil and gas outlets are disposed on the side walls at respective ends of the second camshaft.

The present invention also provides a crankcase assembly that includes a crankcase oil and gas separation passage structure as described above.

In the crankcase oil and gas separation passage structure of the present invention, the hollow camshaft is used to sequentially perform multiple separations of oil and gas, and the oil and gas in the crankcase is well separated without adding equipment, and the structure is simple, the cost is low, and Conducive to the compact design of the engine.

DRAWINGS

1 is a schematic view of a labyrinth oil and gas separation structure in the prior art.

2 is a schematic view showing the structure of a crankcase oil-gas separation passage according to a first embodiment of the present invention.

Figure 3 is a schematic illustration of the structure of a crankcase oil and gas separation passage in accordance with a second embodiment of the present invention.

4 is a schematic view showing the structure of the oil and gas separation passage of the crankcase shown in FIG.

Reference mark:

11	曲轴箱本体 Crankcase body	1010	连接通道 Connection channel
11	曲轴箱本体 Crankcase body	1010	连接通道 Connection channel	22	第一凸轮轴 First camshaft	1212	第二凸轮轴 Second camshaft
33	密封套 Gland	1414	第二油气入口Second oil and gas inlet	22	第一凸轮轴 First camshaft	1212	第二凸轮轴 Second camshaft
33	密封套 Gland	1414	第二油气入口Second oil and gas inlet	44	第一油气入口First oil and gas inlet	1515	第二侧壁通孔Second sidewall through hole
55	第一侧壁通孔First sidewall through hole	1616	第二油气出口Second oil and gas export	44	第一油气入口First oil and gas inlet	1515	第二侧壁通孔Second sidewall through hole
55	第一侧壁通孔First sidewall through hole	1616	第二油气出口Second oil and gas export	66	第一油气出口First oil and gas export	1717	第三圆形槽Third circular groove
77	第一圆形槽First circular groove	1818	第四圆形槽Fourth circular groove	66	第一油气出口First oil and gas export	1717	第三圆形槽Third circular groove
77	第一圆形槽First circular groove	1818	第四圆形槽Fourth circular groove	88	第二圆形槽Second circular groove

detailed description

The technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. In the figures, the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The described embodiments are a part of the embodiments of the invention, and not all of the embodiments. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting. Based on embodiments in the present invention, the field All other embodiments obtained by a person of ordinary skill in the art without creative efforts are within the scope of the invention. The embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "transverse", "front", "back", "left", "right", "vertical", "horizontal", The orientation or positional relationship of the "top", "bottom", "inside", "outside" and the like is based on the orientation or positional relationship shown in the drawings, and is merely for the convenience of describing the present invention and simplifying the description, rather than indicating or implying The device or component referred to must have a particular orientation, is constructed and operated in a particular orientation, and thus is not to be construed as limiting the scope of the invention.

2 is a schematic view showing the structure of a crankcase oil-gas separation passage according to a first embodiment of the present invention. The crankcase oil and gas separation passage structure shown in FIG. 2 includes a crankcase body 1 and a first camshaft 2. The first camshaft 2 is supported on the crankcase body 1 and is rotatable at a relatively high speed to drive the corresponding structural movement. In FIG. 2, the first camshaft 2 is disposed within the crankcase body 1. It will be understood that the first camshaft 2 may be completely disposed within the crankcase body 1 or may be partially located outside of the crankcase body 1, which are all within the scope of the present invention.

For oil and gas separation, the first camshaft 2 is a hollow camshaft having a first oil and gas inlet 4 for inputting the oil and gas mixture at its first end (left end in FIG. 2): on the side of the first camshaft 2 The wall has a plurality of first side wall through holes 5 for discharging the oil separated when the first cam shaft rotates; and the first oil and gas at the second end of the first cam shaft (the right end in FIG. 2) The outlet 6 is for discharging the oil-gas mixture after the initial oil and gas separation. The shape, size, number, and arrangement of the first oil and gas inlet 4, the first side wall through hole 5, and the first oil and gas outlet 6 may be set as needed.

In the embodiment shown in FIG. 2, the first oil and gas inlet 4 and the first oil and gas outlet 6 are both radial passages extending in a direction perpendicular to the central axis of the first camshaft 2. Advantageously, as shown in FIG. 2, the first oil and gas inlet 4 and the first oil and gas outlet 6 are both circular holes, and the number of the first oil and gas inlet 4 and the first oil and gas outlet 6 may be set to four, that is, the first The oil and gas inlet 4 and the first oil and gas outlet 6 each include four through holes uniformly distributed in the circumferential direction.

In order to facilitate the sealing of the oil-gas mixture, a seal sleeve 3 is provided at both ends of the first camshaft 2. It will be appreciated that other sealing structures may be employed to seal the ends of the hollow first camshaft 2. In the illustrated embodiment, the first oil and gas inlet and the first oil and gas outlet of the first camshaft are disposed on sidewalls at respective ends of the first camshaft. It will be appreciated that the first oil and gas inlet and the first oil and gas outlet may also be disposed on an end wall or end cap (not shown) of the first camshaft.

In order to facilitate the input and output of the oil-gas mixture, a first circular groove 7 and a second circular groove 8 are respectively disposed at positions corresponding to the first oil and gas inlet 4 and the first oil and gas outlet 6 on the crankcase body 1. Introducing a hydrocarbon mixture requiring oil and gas separation into the first circular groove 7, and then entering the first camshaft 2 through the first oil and gas inlet 4 Department, for oil and gas separation. Finally, the oil and gas mixture that has passed through the oil and gas separation is guided to the second circular groove 8 to be led out of the first camshaft 2. The first circular groove 7 and the second circular groove 8 cooperate with the outer wall of the first cam shaft to form an annular groove.

In order to enhance the effect of oil and gas separation, it is advantageous that the inner wall surface of the first camshaft 2 adopts a rough surface. In order to effectively drive the oil-gas mixture injected into the first camshaft 2 to rotate with the first camshaft when the first camshaft 2 rotates, centrifugal oil and gas separation is performed.

Figure 3 is a schematic illustration of the structure of a crankcase oil and gas separation passage in accordance with a second embodiment of the present invention. 4 is a schematic view showing the structure of the oil and gas outlet passage of the crankcase shown in FIG.

In the second embodiment, the crankcase oil-gas separation passage structure of the present invention is further included outside the first camshaft 2, and further includes a second camshaft 12. The first cam shaft in the second embodiment is in communication with the first embodiment, and is also a hollow shaft, and will not be repeatedly described herein.

The second camshaft 12 is substantially similar to the first camshaft 2, and preferably, the intake and exhaust ends of the second camshaft 12 are opposite to the intake and outlet ends of the first camshaft 2. Specifically, the second camshaft 12 is a hollow camshaft having a second oil and gas inlet 14 for inputting the oil-gas mixture at the first end (the right end in FIG. 3) of the second camshaft 12; The side wall of the shaft 12 is provided with a plurality of second side wall through holes 15 for discharging the oil separated when the second cam shaft 12 rotates; at the second end of the second cam shaft (the small left end of FIG. 3) There is a second oil and gas outlet 16 for discharging the oil and gas mixture after the secondary oil and gas separation. The shape, size, number, and arrangement of the second oil and gas inlet 14, the second side wall through hole 15, and the second oil and gas outlet 16 may be set as needed.

In the embodiment shown in FIG. 3, the second oil and gas inlet 14 and the second oil and gas outlet 16 are both radial passages that extend perpendicular to the central axis of the second camshaft 12. Advantageously, as shown in FIG. 3, the second oil and gas inlet 14 and the second oil and gas outlet 16 are both circular holes, and the number of the second oil and gas inlets 14 and the second oil and gas outlets 16 may be set to four (see FIG. 4). That is, the second oil and gas inlet 14 and the second oil and gas outlet 16 each include four through holes that are uniformly distributed in the circumferential direction.

In order to facilitate the sealing of the oil-gas mixture, a sealing sleeve is also provided at both ends of the second camshaft 12. It will be appreciated that other sealing structures may be employed to seal the ends of the hollow second camshaft 12.

In order to facilitate the input and output of the oil-gas mixture, a third circular groove 17 and a fourth circular groove 18 are respectively disposed at positions corresponding to the second oil and gas inlet 14 and the second oil and gas outlet 16 on the crankcase body 1. An oil-gas mixture (which has been subjected to treatment by the first camshaft) that needs to perform secondary oil-gas separation is introduced into the third circular groove 17 through the connecting passage 10 formed on the crankcase body 1, and then passes through the second oil and gas inlet 14 enters the inside of the second camshaft 12 to perform oil and gas separation. Finally, the oil and gas mixture that has passed through the oil and gas separation is directed to the fourth circular groove 18 to be led out of the second camshaft 12. Similar to the first camshaft, the inner wall of the second camshaft 12 is painted with a rough surface. In order to When the second camshaft rotates, the oil-gas mixture injected into the second camshaft can be effectively driven to rotate with the second camshaft to perform centrifugal oil and gas separation.

In order to improve the oil and gas separation effect, the rotation direction of the second camshaft 12 is set to be opposite to the rotation direction of the first camshaft 2. When the mixture enters the second camshaft from the first camshaft, the hedging effect is most significant due to the large reversal of the mixture swirling direction, so that the most efficient oil and gas separation will occur at this position. The reverse reverse collision separation at this stage belongs to the positive collision momentum attenuation. The mixture flowing out from the first camshaft at the speed V1=rθ hits the second camshaft with the rotational speed of v2=rω, and the instantaneous relative collision velocity is V=rθ+rω, and the momentum of the oil droplet mr(θ+ ω) is attenuated in a very short time, which is equivalent to pressing the liquid droplets on the wall with great force, forming an oil film and then being thrown off to form oil return.

In the embodiment shown in FIG. 3, the axis of the second camshaft 12 is parallel to the axis of the first camshaft 2. It will be appreciated that the axis of the second camshaft 12 may also be at an angle to the axis of the first camshaft 2, or perpendicular to each other, and such variations are within the scope of the present invention.

Referring to FIG. 3, the first end of the second camshaft 12 and the second end of the first camshaft 2 are located at a first side (right side) of the crankcase body 1. The second end of the second camshaft 12 and the first end of the first camshaft 2 are located on the other side (left side) of the crankcase body 1 opposite the first side.

A first oil and gas outlet 6 at a second end of the first camshaft 2 is in fluid communication with a second oil and gas inlet 14 at a first end of the second camshaft 12 via a connecting passage 10 formed in the crankcase body 1. In the illustrated embodiment, the connecting passage 10 is a straight passage, and its extending direction is at an angle to the axial connection between the axial center of the first camshaft 2 and the axial center of the second camshaft 12 (see FIG. 4). ).

The axis of the second circular groove 8 coincides with the axis of the first camshaft 2, and the first oil and gas outlet 6 of the first camshaft 2 communicates with the second circular groove 8. The axis of the third circular groove 17 coincides with the axis of the second camshaft 12, and the second oil and gas inlet of the second camshaft 12 communicates with the third circular groove 17. The connecting passage 10 communicates with the second circular groove 8 and the third circular groove 17. The above-mentioned crankcase oil-gas separation passage structure is used for the crankcase assembly, so that the crankcase can utilize the original camshaft (the structural modification of the camshaft is required, but the installation size is not significantly increased), thereby separating the oil and gas. The structure of the crankcase assembly is simple and compact.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or equivalently replace some of the technical features. Modifications or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the invention.

Claims

A crankcase oil-gas separation passage structure includes a crankcase body and a first camshaft rotatably disposed in the crankcase body, wherein

The first camshaft is a hollow camshaft having a first oil and gas inlet for inputting the oil-gas mixture at a first end of the first camshaft, and having a plurality of uses on a sidewall of the first camshaft a first sidewall through hole for discharging oil separated when the first cam shaft is rotated, and a first oil and gas passage for discharging the oil and gas mixture after the initial oil and gas separation at the second end of the first cam shaft Export;

The crankcase oil and gas separation passage structure further includes a second camshaft rotatably disposed in the crankcase body, the second camshaft being a hollow camshaft having a first end at the second camshaft a second oil and gas inlet in fluid communication with the first oil and gas outlet of the first camshaft, and a plurality of second oil on the side wall of the second camshaft for discharging oil separated when the second camshaft rotates The sidewall through hole has a second oil and gas outlet at the second end of the second camshaft for discharging the oil and gas mixture after the secondary oil and gas separation.
The crankcase oil-gas separation passage structure according to claim 1, wherein an inner wall surface of the first camshaft is formed to be capable of driving an oil-gas mixture entering the first camshaft to rotate with the first camshaft Rough surface, and / or

The inner wall surface of the second camshaft is formed as a rough surface capable of driving the oil-gas mixture entering the second camshaft to rotate with the second camshaft.
The crankcase oil and gas separation passage structure according to claim 1, wherein a rotation direction of said second cam shaft is opposite to a rotation direction of said first cam shaft.
The crankcase oil and gas separation passage structure according to claim 1, wherein an axis of said second camshaft is parallel to an axis of said first camshaft.
The crankcase oil and gas separation passage structure according to claim 1, wherein a first end of said second camshaft and a second end of said first camshaft are located at a first side of said crankcase body a second end of the second camshaft and a first end of the first camshaft are located at the other side of the crankcase body opposite the first side.
A crankcase oil-gas separation passage structure according to any one of claims 1 to 5, wherein said first oil and gas outlet located at a second end of said first camshaft is formed in said crankcase A connecting passage on the body is in fluid communication with a second oil and gas inlet at a first end of the second camshaft.
The crankcase oil-gas separation passage structure according to claim 6, wherein the connecting passage is a straight passage, and an extending direction of the connecting passage is opposite to an axial center of the first camshaft and the second cam The axis of the shaft is connected at an angle to the axis.
The crankcase oil and gas separation passage structure according to claim 6, wherein

The crankcase body has a second circular groove on an outer circumference of the second end of the first camshaft, an axis of the second circular groove coincides with an axis of the first camshaft, and the first cam a first oil and gas outlet of the shaft is in communication with the second circular groove,

The crankcase body has a third circular groove on an outer circumference of the first end of the second camshaft, an axis of the third circular groove coincides with an axis of the second camshaft, and the second cam a second oil and gas inlet of the shaft is in communication with the third circular groove,

Wherein the connecting channel communicates with the second circular groove and the third circular groove.
The crankcase oil and gas separation passage structure according to claim 1, wherein a first oil and gas inlet of said first camshaft and a first oil and gas outlet are provided at side walls of respective ends of said first camshaft Above, the second oil and gas inlet and the second oil and gas outlet of the second camshaft are disposed on sidewalls at respective ends of the second camshaft.
A crankcase assembly, characterized in that the crankcase assembly comprises a crankcase oil and gas separation passage structure according to any one of claims 1 to 9.