WO2016039142A1

WO2016039142A1 - Internal combustion engine and separator for internal combustion engine

Info

Publication number: WO2016039142A1
Application number: PCT/JP2015/074017
Authority: WO
Inventors: 啓之川合; 芳行鈴木; 一矢松島; 大吾宇佐
Original assignee: アイシン精機株式会社
Priority date: 2014-09-08
Filing date: 2015-08-26
Publication date: 2016-03-17

Abstract

This internal combustion engine comprises: an internal combustion engine body which includes a crankshaft and an oil sump for storing oil; and a separator member which is mounted to an outer surface of the internal combustion engine body, includes a suction opening for allowing blow-by gas from the internal combustion engine body to flow therein, and separates the blow-by gas, which flows from the internal combustion engine body, into gas and liquid. The suction opening of the separator member is disposed below the rotation axis of the crankshaft and above the level of the oil stored in the oil sump.

Description

Internal combustion engine and separator for internal combustion engine

The present invention relates to an internal combustion engine and a separator for an internal combustion engine.

Conventionally, an internal combustion engine provided with a separator member for gas-liquid separation of blow-by gas is known. Such an internal combustion engine is disclosed in, for example, Japanese Patent Application Laid-Open No. 2009-174464.

Japanese Patent Application Laid-Open No. 2009-174464 discloses a crankshaft, a crankcase, a cylinder block which is disposed on the upper side of the crankcase and sandwiches the crankshaft with a mating surface with the crankcase, and an outer surface of the cylinder block on the upper side of the crankcase An internal combustion engine is disclosed that includes an oil separation device (separator member) that is considered to be attached to the engine. In the crankcase of the internal combustion engine described in Japanese Patent Application Laid-Open No. 2009-174464, an oil storage part in which oil is stored and an internal space in which blow-by gas flows while being isolated from the oil storage part are formed. . A gas outflow passage that connects the internal space of the crankcase and the oil separation device is integrally provided in the cylinder block on the upper side of the crankcase. Accordingly, the blow-by gas in the crankcase is configured to be supplied to the oil separator through the internal space of the crankcase and the gas outflow passage of the cylinder block.

JP 2009-174464 A

However, in the internal combustion engine described in Japanese Patent Application Laid-Open No. 2009-174464, the gas outflow passage is integrally provided in the cylinder block above the rotation axis (matching surface) of the crankshaft. It is considered that the cylinder block is also provided with a connection opening for connecting the gas outflow passage inside the cylinder and the suction port of the oil separator attached to the outer surface of the cylinder block. For this reason, there is a problem that the rigidity of the cylinder block is reduced by the provision of the connection opening. In addition, in a portion (cylinder block) above the rotation axis of the crankshaft of the internal combustion engine body, a sliding member such as a piston of the internal combustion engine body slides, so high rigidity is required.

The present invention has been made to solve the above-described problems, and one object of the present invention is to suppress a decrease in the rigidity of the internal combustion engine body in a portion above the rotation axis of the crankshaft. It is an object to provide an internal combustion engine and an internal combustion engine separator that can be used.

In order to achieve the above object, an internal combustion engine according to a first aspect of the present invention is attached to an internal combustion engine body including a crankshaft and an oil storage part in which oil is stored, and an outer surface of the internal combustion engine body. A separator member for gas-liquid separation of the blow-by gas from the internal combustion engine body, the suction port of the separator member being below the rotation axis of the crankshaft And it is arrange | positioned above the oil level of the oil stored by the oil storage part.

In the internal combustion engine according to the first aspect of the present invention, as described above, the main body of the internal combustion engine is disposed above the rotation axis of the crankshaft by disposing the suction port of the separator member below the rotation axis of the crankshaft. Since the suction port through which blow-by gas flows in is not arranged, the connection opening that connects the gas outlet passage for flowing blow-by gas and the suction port of the separator member is located closer to the rotation axis of the crankshaft of the internal combustion engine body. There is no need to provide it in the upper part. Thereby, it can suppress that the rigidity of the internal combustion engine main body in the part above the rotating shaft line of a crankshaft falls. Furthermore, since it is not necessary to provide a gas outflow passage and a connection opening in a portion above the rotation axis of the crankshaft, the shape of the internal combustion engine body can be changed significantly in the portion above the rotation axis of the crankshaft. Can be suppressed. Thereby, even after the shape of the internal combustion engine body in the portion above the rotation axis of the crankshaft (cylinder block or the like) is determined, a structure for the flow of blow-by gas can be provided in the internal combustion engine body relatively easily. Can be added.

Further, in the internal combustion engine according to the first aspect, the suction port of the separator member is disposed above the oil level of the oil stored in the oil storage portion, so that the suction port of the separator member is connected to the rotation axis of the crankshaft. Even if it is a case where it arrange | positions below, it can suppress that oil flows into the suction inlet of a separator member. Furthermore, since the suction port of the separator member can be brought close to the oil storage part of the internal combustion engine body, the heat of the oil stored in the oil storage part can be transmitted to the vicinity of the suction port of the separator member. Thereby, when traveling in a cold district or the like, it is possible to suppress the moisture inside the separator member from being frozen around the suction port due to the cold traveling wind. As a result, it is possible to suppress the flow of blow-by gas from being inhibited in the separator member.

In the internal combustion engine according to the first aspect, preferably, the separator member is attached to the outer surface of the internal combustion engine main body extending along the direction in which the crankshaft extends. Here, since an intake device (intake manifold) or the like is connected to the upper portion of the outer surface of the internal combustion engine body extending along the direction in which the crankshaft extends, a separator member is attached to the outer surface of the internal combustion engine body Even so, by disposing the suction port of the separator member below the rotation axis of the crankshaft, at a position different from the intake device or the like that is mainly disposed in the upper part of the rotation axis of the crankshaft, The separator member can be easily arranged.

In the internal combustion engine according to the first aspect, preferably, the suction port is provided in a lower portion of the separator member, and the lower end of the suction port is disposed above the oil level of the oil stored in the oil storage unit. ing. If comprised in this way, even if oil is sucked into the inside of a separator member by providing a suction port in the lower part of a separator member, it will be easy from a suction mouth provided in the lower part of a separator member by the dead weight of oil. Can be discharged to the oil reservoir. In addition, by arranging the lower end of the suction port above the oil level of the oil stored in the oil storage part, the suction port of the separator member is surely above the oil level of the oil stored in the oil storage part. Can be arranged.

In the internal combustion engine according to the first aspect, preferably, the suction port has a vertically long shape extending in the vertical direction. If comprised in this way, even when discharging | emitting the oil isolate | separated from the lower part of the vertically long suction inlet, blow-by gas can be efficiently inhaled from the upper part which is vertically long and has a long vertical length.

In the internal combustion engine according to the first aspect, preferably, the separator member further includes a discharge port that is provided near the upper end of the separator member and discharges blow-by gas that has passed through the separator member. With this configuration, the oil separated in the separator member is provided near the upper end of the separator member by utilizing the fact that the liquid oil is more susceptible to gravity than the gas blow-by gas. Can be suppressed. Thereby, it can suppress that oil is discharged | emitted from a discharge port with blow-by gas. In addition, when the suction port is provided in the lower part of the separator member, it is possible to perform gas-liquid separation of blow-by gas in a wide range from the lower part of the separator member to the discharge port provided in the vicinity of the upper end part. Therefore, the gas-liquid separation of blow-by gas can be performed efficiently.

In this case, it is preferable to further include a control valve that is directly attached to the discharge port and controls the discharge amount of blow-by gas. This configuration eliminates the need for a connection passage for connecting the control valve and the discharge port compared to the case where the control valve and the discharge port are indirectly connected via the connection passage. Can be reduced, and the structure can be simplified.

In the configuration including the control valve, the discharge port is preferably formed at the upper end portion of the separator member, and the control valve is directly attached to the discharge port so as to protrude upward from the upper end portion. If comprised in this way, it can suppress effectively that the oil isolate | separated within the separator member is discharged | emitted from a discharge port with blow-by gas by providing a discharge port in the uppermost part of a separator member. Further, since the control valve protrudes upward from the upper end portion, the blow-by gas can be discharged toward the upper side of the control valve, so that the blow-by gas can be easily supplied to the upper part of the internal combustion engine body.

In the configuration in which the separator member includes the discharge port, preferably, the separator member is attached to the outer side surface of the internal combustion engine body extending along the direction in which the crankshaft extends, and the outer side surface to which the separator member of the internal combustion engine body is attached. An intake manifold is attached above the separator member, and further includes a blowby gas passage portion that guides the blowby gas discharged from the discharge port of the separator member to the intake manifold. According to this configuration, the separator member and the intake manifold attached above the separator member can be connected via the blow-by gas passage portion on the same outer surface of the internal combustion engine body. The length of the path (blow-by gas passage part) leading to the manifold can be effectively shortened. Thereby, blow-by gas (combusted gas and unburned mixture) separated by gas and liquid by the separator member can be efficiently supplied (returned) to the intake manifold.

In the internal combustion engine according to the first aspect, preferably, the internal combustion engine body includes a cylinder block and a crankcase disposed below the cylinder block, and the crankcase has a shape corresponding to the suction port of the separator member. And an opening communicating with the suction port is provided. If comprised in this way, the opening part connected easily with a suction inlet can be easily provided in the crankcase in which high rigidity is comparatively required compared with a cylinder block. Further, by connecting the opening of the crankcase having a shape corresponding to the suction port of the separator member to the suction port, it is possible to easily remove the suction port of the separator member from the main body of the internal combustion engine by simply attaching the suction port of the separator member to the opening of the crankcase. The blowby gas can be circulated inside the separator member.

In the internal combustion engine according to the first aspect, preferably, the separator member is formed so as to protrude inside the internal combustion engine body, and liquid oil in the internal combustion engine body flows into the oil separator through the suction port. Including a liquid oil inflow regulating section for regulating With this configuration, the liquid oil flowing toward the suction port can be blocked by the liquid oil inflow restricting portion protruding inside the internal combustion engine body, so that the liquid oil flows into the separator member through the suction port. Can be regulated. Thereby, it can suppress that the consumption of oil increases. Further, by providing the liquid oil inflow restricting portion on the separator member attached to the outer surface of the internal combustion engine main body so as to protrude to the inside of the internal combustion engine main body, compared with the case where the liquid oil inflow restricting portion is provided in the internal combustion engine main body. It is not necessary to change the shape of the internal combustion engine body significantly. Thereby, the liquid oil inflow regulation part which regulates inflow of liquid oil can be easily provided in an internal-combustion engine.

In the configuration in which the separator member includes the liquid oil inflow restricting portion, preferably, the liquid oil inflow restricting portion is formed integrally with the separator member by projecting a part of the separator member to the inside of the internal combustion engine body. Yes. If comprised in this way, a number of parts can be reduced compared with the case where a separate liquid oil inflow control part is attached to a separator member. In addition, when the separator member is made of a material that is lighter than the material constituting the internal combustion engine body, the liquid oil inflow restriction portion is lighter than when the liquid oil inflow restriction portion is provided on the internal combustion engine body side. The separator member itself can be reduced in weight.

In the configuration in which the separator member includes the liquid oil inflow restricting portion, the liquid oil inflow restricting portion preferably has an eaves-shaped upper inflow restricting portion that covers the suction port from above. If comprised in this way, it can suppress reliably that liquid oil flows in into the inside of a separator member from the upper side of a suction inlet by an eaves-shaped upper side inflow control part.

In the internal combustion engine according to the first aspect, preferably, the separator member includes a first suction path that communicates with the interior of the internal combustion engine body below the combustion chamber, and the interior of the intake device that introduces intake air into the internal combustion engine body. It is connected to a discharge path that communicates with a second suction path that communicates with the interior of the internal combustion engine body above the combustion chamber. The second suction path is provided in a valve-closed state, and is connected to a negative suction passage in the oil separator. A one-way valve is provided that is opened based on an increase in pressure. If comprised in this way, when the 1st suction path below a combustion chamber will be obstruct | occluded with oil and the negative pressure in a separator member will increase temporarily, a one-way valve will be opened and a separator member and an internal combustion engine The inside of the main body can be bypassed by the second suction path. As a result, even if a large negative pressure state in which oil droplets are sucked up to the intake device side temporarily occurs, the increase in the negative pressure in the separator member can be quickly eliminated. Thereby, even when the blow-by gas suction port in the first suction path is blocked by the oil, it is possible to prevent the oil droplets from being sucked to the intake device side.

In addition, when the second suction path is always in a communication state, the negative pressure on the intake device side is distributed to the first and second suction paths, so that the first suction path side is compared with the case where the second suction path is closed. The ventilation performance of blowby gas will be reduced. On the other hand, according to the present invention, since the one-way valve can be closed and the second suction path can be closed during normal times when the negative pressure in the separator member does not increase, Even when it is provided, the ventilation performance of the blow-by gas on the first intake path side can be maintained.

In this case, preferably, the internal combustion engine main body includes a cylinder head cover disposed above the combustion chamber, and the second suction path communicates with the inside of the cylinder head cover. According to this configuration, the second suction path can be easily connected to the cylinder head cover that facilitates the formation of the gas outlet port in the internal combustion engine body due to the layout of the internal combustion engine. Can be provided. Moreover, it is possible to prevent the second suction path from being blocked by oil or the like by connecting the second suction path to the cylinder head cover separated from the oil reservoir.

An internal combustion engine separator according to a second aspect of the present invention is an internal combustion engine separator that is attached to an outer surface of an internal combustion engine body that includes a crankshaft and an oil storage portion in which oil is stored. It includes a suction port through which blow-by gas flows, and includes a separator body for gas-liquid separation of blow-by gas from the internal combustion engine body. The suction port of the separator body is below the rotation axis of the crankshaft and stores oil. It is arrange | positioned above the oil level of the oil stored by the part.

In the internal combustion engine separator according to the second aspect of the present invention, as described above, the suction port of the separator body is disposed below the rotation axis of the crankshaft, so that the internal combustion engine is positioned above the rotation axis of the crankshaft. Since the suction port through which blow-by gas flows from the engine body is not disposed, the connection opening connecting the gas outlet passage for flowing blow-by gas and the suction port of the separator body is located above the rotation axis of the crankshaft. There is no need to provide a portion of the internal combustion engine body. As a result, it is possible to provide a separator for an internal combustion engine that can suppress a decrease in the rigidity of the internal combustion engine body in a portion above the rotation axis of the crankshaft. Furthermore, since it is not necessary to provide a gas outflow passage and a connection opening in a portion above the rotation axis of the crankshaft, the shape of the internal combustion engine body can be changed significantly in the portion above the rotation axis of the crankshaft. Can be suppressed. Thereby, even after the shape of the internal combustion engine body in the portion above the rotation axis of the crankshaft (cylinder block or the like) is determined, a structure for the flow of blow-by gas can be provided in the internal combustion engine body relatively easily. Can be added.

In the separator for an internal combustion engine according to the second aspect, the suction port of the separator main body is disposed above the oil level of the oil stored in the oil reservoir, so that the suction port of the separator main body is rotated by the crankshaft. Even when it is arranged below the axis, oil can be prevented from flowing into the suction port of the internal combustion engine separator, so that the internal combustion engine separator is prevented from being blocked due to the oil that has flowed in. can do. Furthermore, since the suction port of the separator body can be brought close to the oil storage part of the internal combustion engine body, the heat of the oil stored in the oil storage part can be transmitted to the periphery of the suction port of the separator body, so that it can be used in cold regions, etc. When the vehicle is traveling, the water inside the separator for the internal combustion engine can be prevented from freezing around the suction port due to the cold traveling wind. As a result, it is possible to suppress the flow of blow-by gas from being inhibited in the separator body.

According to the present invention, as described above, it is possible to suppress a decrease in the rigidity of the internal combustion engine body in the portion above the rotation axis of the crankshaft.

1 is a perspective view showing a schematic overall configuration of an engine according to a first embodiment of the present invention. 1 is a side view showing a schematic overall configuration of an engine according to a first embodiment of the present invention. FIG. 3 is a cross-sectional view taken along line 190-190 in FIG. It is the side view which showed the lower part of the engine main body by 1st Embodiment of this invention. It is the perspective view which showed the separator member by 1st Embodiment of this invention. It is the perspective view which showed the state which removed the cover part from the separator member shown in FIG. It is sectional drawing which showed a part of engine by 2nd Embodiment of this invention. It is the perspective view which showed the separator member of the engine by 2nd Embodiment of this invention. It is the figure which looked at the separator member of the engine by 2nd Embodiment of this invention from the cover part side. It is sectional drawing which showed a part of engine by the 1st modification of 2nd Embodiment of this invention. It is the perspective view which showed the separator member by the 1st modification of 2nd Embodiment of this invention. It is the figure which looked at the separator member by the 1st modification of 2nd Embodiment of this invention from the cover part side. It is sectional drawing which showed a part of engine by 3rd Embodiment of this invention. It is the perspective view which showed the separator member by 3rd Embodiment of this invention. It is the side view which looked at the separator member by 3rd Embodiment of this invention from the cover part side. It is the top view which looked at the separator member by 3rd Embodiment of this invention from the perpendicular direction upper direction. It is the perspective view which showed the schematic whole structure of the engine by 4th Embodiment of this invention. It is the conceptual diagram which showed the apparatus structure of the engine by 4th Embodiment of this invention. It is sectional drawing for demonstrating the internal structure of the separator member by 4th Embodiment of this invention. It is a schematic diagram which shows an example of the vehicle of FR drive system. It is the perspective view which showed the schematic whole structure of the engine by 5th Embodiment of this invention. It is the perspective view which showed the schematic whole structure of the engine by 6th Embodiment of this invention. It is the side view which showed the whole engine structure by the 1st modification of 1st Embodiment of this invention. It is the side view which showed the whole engine structure by the 2nd modification of 1st Embodiment of this invention. It is the perspective view which showed the separator member by the 2nd modification of 1st Embodiment of this invention. It is the perspective view which showed the separator member by the 3rd modification of 1st Embodiment of this invention. It is sectional drawing which showed a part of engine by the 2nd modification of 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
First, the configuration of an engine 100 composed of a gasoline engine according to the first embodiment of the present invention will be described with reference to FIGS. In the following description, the direction in which the crankshaft 10a extends is defined as the X-axis direction, the direction orthogonal to the crankshaft 10a is defined as the Y-axis direction, and the direction in which the cylinder 21 (see FIG. 3) extends is defined as the Z-axis direction (vertical direction). I do. The engine 100 is an example of the “internal combustion engine” in the present invention.

The engine 100 for automobiles according to the first embodiment of the present invention includes an engine body 10 made of aluminum alloy including a cylinder head 1, a cylinder block 2 and a crankcase 3, as shown in FIGS. Note that the cylinder block 2 and the crankcase 3 are configured separately. The in-line four-cylinder engine 100 includes a head cover 4 assembled on the upper side (Z1 side) of the cylinder head 1 and a crankshaft 10a disposed so as to penetrate the engine body 10 in the X-axis direction. In addition, an intake manifold 5, a separator member 6, and a mount bracket 7 are provided on an outer surface 10b on one side (Y2 side) of the outer surface of the engine 100 that extends along the X-axis direction in which the crankshaft 10a extends. It is attached. The engine main body 10 is an example of the “internal combustion engine main body” of the present invention, and the separator member 6 is an example of the “internal combustion engine separator” of the present invention.

The intake manifold 5 includes a surge tank 5a and an intake port 5b that is arranged on the downstream side of the surge tank 5a and branches into four. The intake manifold 5 has a function as an intake device that introduces intake air from the cylinder head 1 into combustion chambers (not shown) formed above a plurality of cylinders 21 (see FIG. 3) of the cylinder block 2. Separator member 6 makes fine oil mist in blow-by gas flowing in from engine body 10 into droplets, thereby forming gas (combustion gas and unburned mixture) and liquid (engine oil (drop-like mixture). Liquid oil) (hereinafter simply referred to as oil)). The mount bracket 7 is attached to fix the engine 100 to a vehicle body (not shown) via a mount insulator 7a (see FIG. 1) capable of absorbing shock. In FIG. 2, the mount insulator 7a is not shown for convenience.

A camshaft and a valve mechanism (not shown) are arranged inside the cylinder head 1 of the engine body 10. As shown in FIG. 3, four cylinders 21 in which the piston 22 reciprocates in the Z-axis direction are formed inside the cylinder block 2 connected to the lower side (Z2 side) of the cylinder head 1. The four cylinders 21 are configured to be supplied with intake air from four intake ports 5b (see FIG. 2).

Further, a crank chamber 10c is formed inside the engine body 10 by the cylinder block 2 and the crankcase 3 connected to the lower side (Z2 side) of the cylinder block 2. In the crank chamber 10c, a crankshaft 10a that is rotatably connected around a rotation axis A extending along the X-axis direction (see FIG. 3) is disposed. The crankshaft 10a is disposed on the mating surface between the cylinder block 2 and the crankcase 3. As a result, the rotation axis A of the crankshaft 10a and the mating surface between the cylinder block 2 and the crankcase 3 are in the vertical direction. They are aligned at substantially the same height position in the (Z-axis direction). 1 to 3, the crankshaft 10a is shown in a substantially rod shape. However, in actuality, the crankshaft 10a has a crank pin (not shown) or a crank pin whose rotational axis is eccentric. A balance weight (not shown) sandwiched in the X-axis direction is provided. The crankshaft 10a is connected to a piston 22 via a connecting rod (connecting rod) 12, and the crankshaft 10a is rotationally driven as the piston 22 reciprocates in the cylinder 21. At that time, blow-by gas leaks from the combustion chamber (not shown) vertically above the piston 22 into the crank chamber 10 c through a minute gap between the piston 22 and the cylinder 21.

The oil storage part 30 in which oil is stored is provided in the lower part (Z2 side) of the crank chamber 10c. The oil is pumped from the oil reservoir 30 to the upper part of the engine body 10 by an oil pump (not shown), and lubricates sliding parts such as a valve timing system member (not shown) such as a cam shaft and the outer peripheral surface of the piston 22. After that, it is dropped by its own weight and returned to the oil reservoir 30. In addition, the oil level of the oil stored in the oil storage unit 30 is located below the upper end of the crankcase 3 (the mating surface of the cylinder block 2 and the crankcase 3). The oil level of the oil means the oil level of the oil when the oil level is positioned at the highest position in the vertical direction when the oil is injected into the engine body 10 to an allowable amount.

3 and 4, the outer surface 3a on the Y2 side of the crankcase 3 is provided with an opening 31 to which a suction port 62 of a separator member 6 described later is connected. The opening 31 penetrates the outer surface 3a so as to connect the crank chamber 10c inside the crankcase 3 and the outside (separator member 6). As shown in FIG. 4, the opening 31 is formed in a vertically long oval shape having a major axis extending in the vertical direction and a minor axis extending in the X-axis direction.

Further, the opening 31 is disposed at the approximate center of the protruding portion 3b that protrudes circumferentially toward the outside (Y2 side). The outer surface 3a on the Y2 side of the crankcase 3 is formed with three screw holes 3c (see FIG. 3) for fixing the separator member 6, and the outer surface 2b of the cylinder block 2 on the Y2 side. One screw hole 2c (see FIG. 3) for fixing the separator member 6 is formed.

The separator member 6 is composed of a resin having oil resistance, heat resistance, chemical resistance, and sufficient strength such as 6,6-nylon. Further, as shown in FIGS. 1 and 3, the separator member 6 is attached to the lower side (Z2 side) of the intake manifold 5 and the mounting bracket 7 on the outer side surface 10 b on the Y2 side of the engine body 10. Further, the separator member 6 is attached to the outer surface 10b of the engine body 10 so as to be disposed in a space S formed between the outer surface 10b and the mount insulator 7a.

As shown in FIGS. 5 and 6, screws are inserted into the separator member 6 at positions corresponding to the three screw holes 3 c of the crankcase 3 and one screw hole 2 c (see FIG. 4) of the cylinder block 2. Each hole 6a is formed. Then, the four screw members 101 (see FIG. 2) are respectively screwed into the three screw holes 3c and one screw hole 2c in a state of passing through the screw insertion holes 6a. Thus, the separator member 6 is attached to the outer surface 10b on the Y2 side of the engine body 10.

As shown in FIGS. 3 and 5, the separator member 6 is disposed on the side of the crankcase 3 (Y1 side) and on the side opposite to the crankcase 3 (Y2 side). Is composed of a separator body including a body portion 61 fitted from the Y1 side. Further, the separator member 6 is manufactured by being integrated by vibration welding or the like in a state where the main body 61 is fitted in the lid 60.

Further, a suction port 62 through which blow-by gas flows from the engine body 10 is formed at a lower portion (Z2 side) below the center in the vertical direction (Z direction) of the lid portion 60 of the separator member 6. The suction port 62 is formed to correspond to the opening 31 of the crankcase 3 and has a vertically long oval shape having a major axis extending in the Z-axis direction and a minor axis extending in the X-axis direction.

Here, in the first embodiment, as shown in FIG. 3, the opening 31 of the crankcase 3 and the suction port 62 of the separator member 6 both have the rotation axis A of the crankshaft 10 a in the vertical direction (Z direction). It is arranged so as to be located below the (crank center) (Z2 side) and above the oil level of the oil stored in the oil reservoir 30 (Z1 side). That is, neither the opening 31 of the crankcase 3 nor the suction port 62 of the separator member 6 is arranged in the cylinder head 1 or the cylinder block 2 above the rotation axis A of the crankshaft 10a. Specifically, both the upper end 31a of the opening 31 and the upper end 62a of the suction port 62 are formed so as to be positioned below the rotation axis A of the crankshaft 10a by a distance D1. Further, the lower end 31b of the opening 31 is formed to be positioned above the oil level of the oil by a distance D2, and the lower end 62b of the suction port 62 is above the oil level of the oil by a distance D3. It is formed to be located. Since the distance D2 is slightly larger than the distance D3, the lower end 31b of the opening 31 is formed at a position slightly away from the oil surface than the lower end 62b of the suction port 62. Further, as shown in FIGS. 2 and 3, the entire separator member 6 is configured to be positioned above the oil surface of the oil.

Further, as shown in FIG. 5, a long circumferential groove 60 a is formed on the crankcase 3 side (Y1 side) of the lid portion 60 of the separator member 6 so as to surround the suction port 62. As shown in FIG. 3, an O-ring 102 for suppressing oil from flowing out of the engine 100 is fitted in the groove 60 a.

Further, as shown in FIG. 6, a flow path R through which blow-by gas flows is provided inside the separator member 6. Specifically, the main body 61 is formed with a recess 61 a that is recessed on the opposite side (Y2 side) from the lid 60, and the flow path R is formed by the recess 61 a and the lid 60. The blow-by gas that has passed through the flow path R is configured to be discharged from a discharge port 64 provided in the upper end portion 61b of the separator member 6 (main body portion 61). The main body 61 is provided with a wall 61c that protrudes from the bottom surface of the recess 61a toward the Y1 side. Further, an inclined portion 61e (see FIG. 3) is formed on the lower surface of the main body 61 in the vertical direction, which is inclined in the arrow Y1 direction toward the suction port 62 and downward in the vertical direction (arrow Z2 direction). Here, the flow of blow-by gas in the flow path R will be described with reference to FIGS. 5 and 6.

The blow-by gas that has flowed into the separator member 6 from the crank chamber 10c (see FIG. 3) through the opening 31 (see FIG. 3) and the suction port 62 flows from the suction port 62 to the bottom surface on the Y2 side of the recess 61a. It passes through the path R1 and collides with the bottom surface on the Y2 side of the recess 61a. Thereafter, the blow-by gas collides with the wall portion 61c through the second flow path R2 extending in the upward direction (Z1 direction). The blow-by gas then passes through the third flow path R3 extending in the lateral direction (X1 direction) along the wall portion 61c and collides with the inner side surface on the X1 side of the recess 61a. Thereafter, the blowby gas passes through a fourth flow path R4 formed by the wall portion 61c and the inner surface on the X1 side of the recess 61a and extends upward, and collides with the inner surface on the Z1 side of the recess 61a. Finally, the blowby gas passes through the fifth flow path R5 extending in the lateral direction (X2 direction) along the wall portion 61c and reaches the discharge port 64. The separator member 6 is formed with a bent flow path R having a labyrinth structure.

In each collision, the oil mist is separated from the blow-by gas, so that the blow-by gas from which the oil mist is separated is discharged from the discharge port 64. The separated liquid oil flows through the flow path R of the separator member 6 in the direction opposite to the flow direction of the blow-by gas by the weight of the oil, and enters the crank chamber 10c from the lower part of the vertically long suction port 62 and the opening 31. It is returned to the oil reservoir 30 (see FIG. 3). In the separator member 6, the blow-by gas suction port 62 and the oil discharge port after separation are common. When the suction port 62 and the separated oil discharge port are provided separately, a pressure difference may be generated between the suction port 62 and the discharge port, which may adversely affect the reduction efficiency of the blow-by gas to the intake side. By making the suction port 62 and the oil discharge port in common, the pressure difference is not generated.

Further, by forming the flow path R as described above, the separator member 6 is configured such that the distance (flow path distance) of the flow path R from the suction port 62 to the discharge port 64 is as long as possible. Further, the separator member 6 is configured to prevent the flow rate of the blow-by gas flowing through the flow path R from becoming excessively large by ensuring a certain cross-sectional area of the flow path R.

Also, a PCV (Positive Crankcase Ventilation) valve 8 is directly attached to the discharge port 64 of the separator member 6 so as to protrude upward (in the Z1 direction) from the upper end portion 61b of the separator member 6. The opening degree of the PCV valve 8 is changed according to the pressure difference between the intake manifold 5 side and the separator member 6 side. The valve is opened when the intake manifold 5 side becomes low pressure, and is closed when the intake manifold 5 side becomes high pressure. Further, the PCV valve 8 has a function of controlling the discharge amount of the blow-by gas separated from the gas and liquid discharged from the discharge port 64. The PCV valve 8 is an example of the “control valve” in the present invention.

As shown in FIGS. 2 and 3, the lower end of the tube member 9 (connection piping) is connected to the side (Z1 side) opposite to the connection side (Z2 side) to the discharge port 64 of the PCV valve 8. ing. The tube member 9 is connected to the PCV valve 8 so as to extend in the vertical direction (Z direction). The upper end of the tube member 9 is connected to the surge tank 5 a of the intake manifold 5. Therefore, the tube member 9 returns the blowby gas to the intake manifold 5 on the intake side by guiding the blowby gas discharged from the discharge port 64 (PCV valve 8) of the separator member 6 to the lower surface side in the vertical direction of the surge tank 5a. It fulfills the function of connecting piping. The tube member 9 is an example of the “blow-by gas passage” in the present invention.

Also, the tube member 9 is connected to the surge tank 5a through a through hole 7b formed in the mount bracket 7. As a result, as compared with the case where the tube member 9 is routed so as to avoid the mount bracket 7, the length of the tube member 9 is suppressed and the exposed portion of the tube member 9 is reduced. It is suppressed that the water | moisture content in the tube member 9 freezes resulting from the cold running wind at the time of driving | running | working.

Further, the blow-by gas is configured to be sucked into the suction port 62 of the separator member 6 by the negative pressure of the intake manifold 5. The blow-by gas sucked into the suction port 62 is supplied to the intake manifold 5 through the separator member 6, the PCV valve 8 and the tube member 9, and is supplied to the cylinder 21 of the cylinder block 2 together with the intake air. A PCV system including such a separator member 6 is provided in the engine 100.

In the first embodiment, the following effects can be obtained.

In the first embodiment, as described above, the suction port 62 of the separator member 6 is disposed below (the Z2 side) the rotation axis A of the crankshaft 10a, so that it is above the rotation axis A of the crankshaft 10a ( Since the suction port 62 through which blow-by gas flows from the engine body 10 is not arranged in the cylinder head 1 or the cylinder block 2 on the Z1 side), the gas outlet passage for allowing blow-by gas to flow in is connected to the suction port of the separator member. There is no need to provide a connection opening in the cylinder head 1 or the cylinder block 2 above the rotation axis A of the crankshaft 10a. Thereby, it can suppress that the rigidity of the engine main body 10 in the cylinder head 1 or the cylinder block 2 falls. Furthermore, since it is not necessary to provide a gas outflow passage and a connection opening in the cylinder head 1 or the cylinder block 2, a significant change in the shape of the cylinder head 1 or the cylinder block 2 can be suppressed. Thereby, even after the shapes of the cylinder head 1 and the cylinder block 2 are determined, a structure for circulation of blow-by gas can be added to the engine body 10 relatively easily.

Moreover, in 1st Embodiment, the suction inlet 62 is arrange | positioned above the oil level of the oil stored in the oil storage part 30 by arrange | positioning the suction inlet 62 of the separator member 6 rather than the rotating shaft A of the crankshaft 10a. Even if it is a case where it arrange | positions below, it can suppress that oil flows into the suction inlet 62. FIG. Furthermore, since the suction port 62 can be brought close to the oil storage unit 30 of the engine body 10, the heat of the oil stored in the oil storage unit 30 can be transmitted to the vicinity of the suction port 62. Thereby, when traveling in a cold district or the like, it is possible to suppress the moisture inside the separator member 6 from being frozen around the suction port 62 due to the cold traveling wind. As a result, the separator member 6 can be inhibited from obstructing the flow of blow-by gas.

In the first embodiment, by attaching the separator member 6 to the outer side surface 10b of the engine body 10, the separator member 6 can be easily attached to the engine body 10 as compared with the case where the separator member is provided inside the engine body 10. Can do. Further, by attaching a separate separator member 6 to the outer side surface 10 b of the engine body 10, the separator member 6 damaged due to blockage or the like can be easily replaced with a new separator member 6.

Moreover, in 1st Embodiment, the suction port 62 of the separator member 6 is more reliably stored by the oil storage part 30 by comprising so that the whole separator member 6 may be located above the oil level of oil. The oil can be disposed above the oil level.

In the first embodiment, the suction port 62 of the separator member 6 is disposed below the rotation axis A of the crankshaft 10a on the outer surface 10b of the engine body 10 to which the intake manifold 5 and the mount bracket 7 are attached. Attach the separator member 6 to the plate. Thereby, the separator member 6 can be easily disposed at a position different from the intake manifold 5 and the mount bracket 7 disposed in the portion above the rotation axis A of the crankshaft 10a.

In the first embodiment, the suction port 62 is provided in the lower part of the separator member 6, so that even if oil is sucked into the separator member 6, the lower part of the separator member 6 is sucked by utilizing the weight of the oil. The oil can be easily discharged from the port 62 to the oil reservoir 30.

In the first embodiment, the lower end 62 b of the suction port 62 of the separator member 6 is disposed above the oil level of the oil stored in the oil storage unit 30, so that the suction port 62 is reliably connected to the oil storage unit 30. The oil stored in 30 can be disposed above the oil level.

In the first embodiment, the suction port 62 is formed in a vertically long oval shape having a major axis extending in the Z-axis direction (vertical direction) and a minor axis extending in the X-axis direction, so that the longitudinal suction port 62 is formed. Even when the oil separated from the lower portion of the gas is discharged, blow-by gas can be efficiently sucked from the upper portion of the suction port 62 having a vertically long shape and a large vertical length. Further, even if the oil in the oil reservoir 30 reaches the suction port 62 due to the inclination of the engine body 10 or the like, the entire suction port 62 is made of oil by the vertically long suction port 62 extending in the vertical direction. Occlusion can be suppressed. Thereby, it can suppress that the distribution | circulation of the blow-by gas in the separator member 6 resulting from oil is inhibited.

Further, in the first embodiment, by providing the discharge port 64 for discharging blow-by gas at the upper end portion 61 b of the separator member 6, it is utilized that liquid oil is more susceptible to gravity than gas blow-by gas. Thus, the oil separated in the separator member 6 can be prevented from reaching the discharge port 64 provided in the vicinity of the upper end of the separator member 6.

Moreover, in 1st Embodiment, by providing the discharge port 64 in the upper end part 61b which is the uppermost part of the separator member 6, it can suppress effectively that oil is discharged from the discharge port 64 with blow-by gas. .

In the first embodiment, the suction port 62 is provided in the lower portion of the separator member 6 and the discharge port 64 is provided in the upper end portion 61b of the separator member 6, so that the exhaust port provided in the upper end portion 61b from the lower portion of the separator member 6 is provided. Since the blow-by gas can be separated into gas and liquid in a wide range up to the outlet 64, the blow-by gas can be separated efficiently.

Moreover, in 1st Embodiment, compared with the case where the PCV valve 8 and the discharge port 64 are connected indirectly via a connection path by attaching the PCV valve 8 directly to the discharge port 64 of the separator member 6. Since no connection passage for connecting the PCV valve 8 and the discharge port 64 is required, the number of parts can be reduced and the structure can be simplified.

In the first embodiment, the blow-by gas is discharged upward of the PCV valve 8 by directly attaching the PCV valve 8 to the discharge port 64 so as to protrude upward from the upper end portion 61 b of the separator member 6. Therefore, blow-by gas can be easily supplied to the upper part of the engine body 10.

In the first embodiment, the intake manifold 5 is attached above the separator member 6, and the tube member 9 that guides the blow-by gas discharged from the discharge port 64 of the separator member 6 to the intake manifold 5 is provided. Thereby, since the separator member 6 and the intake manifold 5 attached above the separator member 6 can be connected via the tube member 9 on the same outer side surface 10b of the engine body 10, the separator member 6 can be The length of the tube member 9 reaching the manifold 5 can be effectively shortened. Thereby, the blow-by gas separated by the separator member 6 can be efficiently supplied (returned) to the intake manifold 5.

In the first embodiment, the crankcase 3 is provided with an opening 31 having a shape corresponding to the suction port 62 of the separator member 6 and communicating with the suction port 62. Accordingly, the opening 31 that communicates with the suction port 62 can be easily provided in the crankcase 3 that does not require high rigidity as compared with the cylinder block 2. In addition, by connecting the opening 31 having a shape corresponding to the suction port 62 of the separator member 6 to the suction port 62, it is possible to easily attach the suction port 62 of the separator member 6 to the opening 31 of the crankcase 3. The blow-by gas from the engine body 10 can be circulated inside the separator member 6.

Moreover, in 1st Embodiment, since the separator member 6 is resin, compared with the case where a separator member is metal, since the heat conductivity of the separator member 6 can be reduced, in cold districts etc. During the traveling, it is possible to prevent the moisture inside the separator member 6 from freezing due to the cold traveling wind.

[Second Embodiment]
An engine 200 according to a second embodiment of the present invention will be described with reference to FIGS. The engine 200 is an example of the “internal combustion engine” in the present invention.

7 and 8, in the engine 200, a separator member 206 (a separator for an internal combustion engine) is attached to the outer surface 10b of the engine body 10. The PCV valve 8 is attached in the horizontal direction (Y-axis direction) at the upper portion of the separator member 206 on the Y2 side. The tube member 9 connected horizontally to the PCV valve 8 extends while changing its direction upward (in the direction of arrow Z1) and is connected to the surge tank 5a (see FIG. 1).

Here, in the engine body 10 (crank chamber 10c), liquid oil adhering to the crankshaft 10a is scattered by turning of the crankshaft 10a. For this reason, it adheres to the inner surface 10 d of the engine body 10 vertically above the opening 31 and flows toward the opening 31 (the suction port 62 of the separator member 206) or scatters toward the opening 31.

Therefore, in the second embodiment, the separator member 206 is provided with an upper inflow restricting portion 67 that restricts the liquid oil in the engine body 10 from flowing into the separator member 206 through the suction port 62. The upper inflow restricting portion 67 is an example of the “liquid oil inflow restricting portion” in the present invention. Below, the structure of the suction inlet 62 of the separator member 206 and the upper side inflow control part 67 is demonstrated in detail.

8 and 9, the suction port 62 penetrates the lid 60 of the separator member 206 in the Y-axis direction. Further, the portions other than the upper edge portion 63b constituting the upper portion of the suction port 62 in the vertical direction (Z-axis direction) constitute a part of an oval shape elongated in the vertical direction so as to correspond to the opening 31. The upper edge portion 63b is formed so as to have a mountain shape where the line segment intersects with the upper end 63a in the vertical direction, not the semicircular shape constituting a part of the oval shape when viewed from the Y1 side. The shape of the suction port 62 is formed by positioning a base portion 261b for forming the upper inflow restricting portion 67 in the upper part of the elliptical vertical direction. The suction port 62 has a substantially mirror image symmetry with respect to a center line C extending in the vertical direction (vertical direction, Z-axis direction).

Further, the upper inflow restricting portion 67 is integrally formed with the separator member 206 by projecting in the arrow Y1 direction from the base portion 261b in the vicinity of the upper edge 63b in the vertical direction of the suction port 62. Further, the upper inflow restricting portion 67 is formed in a mountain shape when viewed from the Y1 side so as to be along the upper edge portion 63b of the suction port 62, and the “eave shape” that covers the entire suction port 62 from the upper side in the vertical direction ( Umbrella shape).

Further, as shown in FIG. 7, when the separator member 206 is attached to the outer side surface 10 b of the engine body 10, the upper edge portion 63 b of the suction port 62 is positioned slightly inside the inner surface of the opening portion 31. Is formed. As a result, the upper inflow restricting portion 67 is configured to pass through the opening 31 and protrude to the crank chamber 10 c inside (inside) the engine body 10. The upper inflow restricting portion 67 protrudes from the inner side surface 10d of the crank chamber 10c by a length L1 in the arrow Y1 direction.

Further, as shown in FIG. 9, the upper inflow restricting portion 67 has substantially mirror image symmetry with respect to the center line C, similarly to the suction port 62. The upper inflow restricting portion 67 is inclined in the direction of the arrow X1 that is away from the center line C and downward in the vertical direction (the direction of the arrow Z2) in the inclined portion 67b from the top 67a on the center line C toward the X1 side. In the inclined portion 67c from the top portion 67a on the center line C toward the X2 side, the inclined portion 67c is inclined in the arrow X2 direction away from the center line C and downward in the vertical direction. On the other hand, the

inclined portions

67b and 67c of the umbrella-shaped upper inflow restricting portion 67 extend substantially horizontally without being inclined downward in the vertical direction in the Y-axis direction. Further, at the lower ends in the vertical direction of the

inclined portions

67b and 67c of the upper inflow restricting portion 67, wall portions 67d extending slightly downward in the vertical direction are formed. The wall portion 67d is formed to extend along straight portions formed on both sides of the suction port 62 in the X-axis direction.

Thereby, the liquid oil that has dropped on the upper surface in the vertical direction of the

inclined portion

67b or 67c of the upper inflow restricting portion 67 is separated from the center line C along the inclination of the

inclined portion

67b or 67c (the direction of the arrow X1 or X2). ) And vertically downward. Then, the liquid oil falls from the wall portion 67d of the upper inflow restricting portion 67 to the outside of the suction port 62 in the X-axis direction. On the other hand, the

inclined portions

67b and 67c extend substantially horizontally without being inclined downward in the vertical direction in the Y-axis direction, so that the front side of the suction port 62 (opening 31) from the end on the Y1 side of the upper inflow restricting portion 67. It is suppressed that liquid oil falls to (a position overlapping in the Y-axis direction). Thereby, it is suppressed that the liquid oil which fell to the front of the suction inlet 62 is sucked into the separator member 206 by negative pressure. The other configurations of the second embodiment are the same as those of the first embodiment.

In the second embodiment, the following effects can be obtained.

In the second embodiment, as described above, the liquid oil in the engine body 10 is restricted from flowing into the separator member 206 through the suction port 62 so as to protrude into the crank chamber 10 c inside the engine body 10. An upper inflow restricting portion 67 is provided. As a result, the liquid oil heading toward the suction port 62 can be blocked by the upper inflow restricting portion 67 protruding to the inside of the engine body 10, so that the liquid oil flows into the separator member 206 through the suction port 62. Can be regulated. Therefore, it is possible to suppress an increase in oil consumption (amount taken away). Further, the upper inflow restricting portion 67 is provided on the separator member 206 attached to the outer side surface 10 b of the engine main body 10 so as to protrude into the crank chamber 10 c inside the engine main body 10. Compared with the case where it provides in, it is not necessary to change the shape of the engine main body 10 significantly. Thus, the upper inflow restricting portion 67 that restricts the inflow of liquid oil can be easily provided in the engine 200.

In the second embodiment, the upper inflow restricting portion 67 is integrally formed with the separator member 206 by projecting from the base portion 261b near the upper edge 63b in the vertical direction of the suction port 62 to the Y1 side. Thereby, compared with the case where the separate upper inflow restriction part 67 is attached to the separator member 206, the number of parts can be reduced. Further, the separator member 206 is made of a resin that is lighter than the aluminum alloy constituting the engine body 10, so that the upper inflow restricting portion 67 is lighter than the case where the upper inflow restricting portion 67 is provided on the engine body 10 side. The separator member 206 itself can be reduced in weight.

In the second embodiment, the upper inflow restricting portion 67 protrudes from the base portion 261b near the upper edge 63b in the vertical direction of the suction port 62 to the Y1 side, and extends along the upper edge 63b of the suction port 62. The suction port 62 is formed in a “eave shape” that covers the entire suction port 62 from the upper side in the vertical direction. As a result, the “eave-shaped” upper inflow restricting portion 67 can reliably prevent the liquid oil from flowing into the separator member 206 from the upper side in the vertical direction of the suction port 62.

Further, in the second embodiment, the liquid oil flows into the suction port 62 by projecting the “eave-shaped” upper inflow restricting portion 67 from the vicinity of the upper edge 63 b in the vertical direction of the suction port 62 to the inside of the engine body 10. Inflow into the separator member 206 from the upper side in the vertical direction can be effectively suppressed in the vicinity of the upper side in the vertical direction of the suction port 62. In addition, the X1 side inclined portion 67b of the upper inflow restricting portion 67 is in the direction of the arrow X1 spaced from the center line C with respect to the center line C extending in the vertical direction of the suction port 62, and vertically downward (in the direction of arrow Z2). ) And the inclined portion 67c on the X2 side of the upper inflow restricting portion 67 is formed so as to be inclined in the direction of the arrow X2 away from the center line C and downward in the vertical direction. Thereby, since liquid oil can be flowed to the position which does not overlap with the suction port 62 (the position shifted from the front of the opening 31 and the suction port 62 on the Y1 side), the position overlapping the suction port 62 (suction port) The liquid oil can be prevented from flowing into the suction port 62 due to the liquid oil being guided to the front of 62.

[First Modification of Second Embodiment]
Next, a first modification of the second embodiment will be described with reference to FIGS. In the first modification of the second embodiment, an example will be described in which the upper inflow restricting portion 267 is formed in a semicircular shape, unlike the upper inflow restricting portion 67 formed in a mountain shape. In addition, about the structure similar to the said 2nd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. The upper inflow restricting portion 267 is an example of the “liquid oil inflow restricting portion” in the present invention.

As shown in FIG. 10, the separator member 216 of the engine 250 is attached to the outer surface 10 b of the engine body 10. Further, the structure of the separator member 216 (the separator for the internal combustion engine) is defined by the direction when the separator member 216 is attached to the outer surface 10b of the engine body 10. The engine 250 is an example of the “internal combustion engine” in the present invention.

As shown in FIGS. 11 and 12, the suction port 262 of the separator member 216 is different from the suction port 62 (see FIGS. 8 and 9) of the second embodiment in that the base 261 b is not provided, thereby opening the opening 31. Are formed in an oval shape extending in the vertical direction (Z-axis direction). That is, the upper edge portion 263b constituting the upper portion of the suction port 262 in the vertical direction is formed in a semicircular shape constituting a part of an oval shape. On the other hand, as illustrated in FIG. 10, the suction port 262 is configured so that the upper edge 263 b including the vertical upper end 263 a of the suction port 262 is located slightly below the inner surface of the opening 31 (Z2 side). It is formed in an oval shape slightly smaller than the opening 31. Note that the suction port 262 is formed so as to have a substantially mirror image symmetry with respect to a center line C extending in the vertical direction of the suction port 262.

As shown in FIGS. 11 and 12, the separator member 216 has an upper inflow that restricts the liquid oil in the engine body 10 from flowing into the flow path R inside the separator member 216 via the suction port 262. A restricting portion 267 is provided. The upper inflow restricting portion 267 is formed integrally with the lid portion 260 of the separator member 216 by projecting to the Y1 side between the groove portion 60a and the suction port 262 and from the lid portion 260 in the vicinity of the upper edge portion 263b. Has been. Further, the upper inflow restricting portion 267 is formed in a semicircular shape when viewed from the Y1 side along the semicircular upper edge 263b of the suction port 262, and the entire suction port 262 is formed on the upper side in the vertical direction (Z1 It has a “eave shape” that covers from the side.

10, when the separator member 216 is attached to the outer side surface 10b of the engine body 10, the upper edge 263b of the suction port 262 is slightly lower than the inner surface of the opening 31 in the vertical direction (Z2 side). ). Thus, the upper inflow restricting portion 267 is configured to pass through the opening 31 and protrude to the crank chamber 10 c inside (inside) the engine body 10. The upper inflow restricting portion 267 protrudes from the inner side surface 10d of the crank chamber 10c by a length L2 in the arrow Y1 direction.

Also, as shown in FIG. 12, the upper inflow restricting portion 267 has a substantially mirror image symmetry with respect to the center line C, similarly to the suction port 262. The upper inflow restricting portion 267 is, in the arc-shaped portion 267b from the top portion 267a on the center line C toward the X1 side, in the direction of the arrow X1 that is separated from the center line C and downward in the vertical direction (direction of the arrow Z2). It is formed in an arc shape so as to incline, and in the arc-shaped portion 267c from the top portion 267a on the center line C toward the X2 side, it inclines in the arrow X2 direction away from the center line C and downward in the vertical direction. It is formed in a circular arc shape. Further, the arc-shaped

portions

267b and 267c of the upper inflow restricting portion 267 are formed to extend substantially horizontally without being inclined downward in the vertical direction in the Y-axis direction.

As a result, the liquid oil that has dropped on the upper surface in the vertical direction of the arc-shaped

portion

267b or 267c of the upper inflow restricting portion 267 is separated from the center line C along the arc-shaped

portion

267b or 267c (in the direction indicated by the arrow X1 or X2). Direction) and vertically downward. Then, the liquid oil falls from the upper inflow restricting portion 267 to the outside of the suction port 262 in the X-axis direction. On the other hand, the arc-shaped

portions

267b and 267c of the upper inflow restricting portion 267 are formed so as to extend substantially horizontally without inclining vertically downward in the Y-axis direction, so that the end of the upper inflow restricting portion 267 on the Y1 side The liquid oil is suppressed from dropping from the portion to the front surface (position overlapping in the Y-axis direction) of the suction port 262 (opening 31). Thereby, it is suppressed that the liquid oil which fell to the front of the suction inlet 262 is sucked into the separator member 216 by negative pressure. In addition, the other structure of the 1st modification of 2nd Embodiment is the same as that of the said 2nd Embodiment.

In the first modification of the second embodiment, as described above, the liquid oil in the engine body 10 passes through the suction port 262 so as to protrude into the crank chamber 10 c inside the engine body 10. An upper inflow restricting portion 267 that restricts the inflow into the air is provided. Thereby, similarly to the said 2nd Embodiment, it can suppress that the amount of oil consumption increases by the upper inflow control part 267. FIG. Further, by providing the upper inflow restricting portion 267 so as to protrude into the crank chamber 10c inside the engine body 10 on the separator member 216 attached to the outer side surface 10b of the engine body 10, as in the second embodiment, An upper inflow restricting portion 267 that restricts the inflow of liquid oil can be easily provided in the engine 250.

In the first modification of the second embodiment, the upper inflow restricting portion 267 is formed along the semicircular vertical upper edge portion 263b of the suction port 262. As a result, the upper inflow restricting portion 267 can be formed so as to correspond to the opening 31, so that the gap between the opening 31 and the upper inflow restricting portion 267 can be reduced. As a result, the amount of oil used to lubricate the sliding portion of the engine body 10 due to the liquid oil remaining in the gap between the opening 31 and the upper inflow restricting portion 267 is suppressed. Can do. The remaining effects of the first modification of the second embodiment are similar to those of the aforementioned second embodiment.

[Third Embodiment]
Next, a third embodiment will be described with reference to FIGS. In the third embodiment, an example in which the lower inflow restricting portion 368 is provided will be described, unlike the second embodiment in which the upper inflow restricting portion 67 is provided. In addition, about the structure similar to the said 2nd Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. The lower inflow restricting portion 368 is an example of the “liquid oil inflow restricting portion” in the present invention.

As shown in FIG. 13, a separator member 306 (a separator for an internal combustion engine) of the engine 300 is attached to the outer surface 10 b on the Y2 side of the engine body 10. Further, the structure of the separator member 306 is defined by the direction when the separator member 306 is attached to the outer surface 10 b of the engine body 10. Engine 300 is an example of the “internal combustion engine” in the present invention.

The lid 360 of the separator member 306 is formed with an oval opening 360c that is long in the vertical direction (Z-axis direction) so as to correspond to the opening 31 of the engine body 10. In addition, the opening part 31 and the opening part 360c of the cover part 360 are formed in substantially the same size.

Here, in the third embodiment, the separator member 306 has a lower inflow restricting portion that restricts the liquid oil in the engine body 10 from flowing into the flow path R inside the separator member 306 via the suction port 362. 368 is provided. The lower inflow restricting portion 368 is formed vertically upward (Z1 side) with respect to the oil level of the liquid oil in the oil reservoir 30, and is integrated with the lower portion in the vertical direction of the main body 361 of the separator member 306. Is formed.

13 to 15, the vertical upper surface 368a of the lower inflow restricting portion 368 communicates with the inclined portion 361a of the main body portion 361 of the separator member 306, and the engine main body 10 side. In the direction of the arrow Y1, and downward in the vertical direction (the direction of the arrow Z2). That is, the inclined portion 361a of the separator member 306 is inclined downward in the vertical direction so as to pass through the suction port 362 from the inside of the separator member 306 and protrude in the arrow Y1 direction, and the upper surface 368a of the lower inflow restricting portion 368. Doubles as

In the third embodiment, the upper portion and the central portion of the suction port 362 in the vertical direction are configured by the opening 360 c of the lid portion 360, and the lower portion of the suction port 362 in the vertical direction is the lower inflow restricting portion 368. The upper surface 368a (inclined part 361a) of this is comprised. That is, the lower inflow restricting portion 368 is formed at the lower end of the suction port 362 in the vertical direction and in the vicinity thereof.

Further, the end 368c on the engine body 10 side (Y1 side) of the lower inflow restricting portion 368 is vertically above the lower end in the vertical direction of the opening portion 360c of the lid portion 360 and the lower end in the vertical direction of the opening portion 31. Configured to be located. As a result, the lower inflow restricting portion 368 is formed so as to pass through the opening 31 and protrude to the crank chamber 10 c inside (inside) the engine body 10. Note that the lower inflow restricting portion 368 protrudes from the inner surface 10d of the crank chamber 10c by a length L3 (see FIG. 13) in the arrow Y1 direction.

Also, as shown in FIG. 13, the lower surface 368b in the vertical direction of the lower inflow restricting portion 368 is formed substantially horizontally. Then, the liquid oil from the oil storage part 30 in the lower vertical direction collides with the lower surface 368b of the lower inflow restricting part 368, so that it is not sucked from the suction port 362 and is returned to the oil storage part 30 again. Has been.

Further, as shown in FIG. 16, the lower inflow restricting portion 368 protrudes in the arrow Y1 direction in a trapezoidal shape when viewed from above in the vertical direction (Z1 side). That is, the end portion 368c on the Y1 side of the lower inflow restricting portion 368 extends by a predetermined length in the X-axis direction. Further, the vertical upper surface 368a (inclined portion 361a) of the lower inflow restricting portion 368 is inclined in the arrow Y1 direction and vertically downward (Z2 direction), but not in the X-axis direction. As shown in FIG. 15, the suction port 362 and the lower inflow restricting portion 368 are formed so as to be substantially mirror-image symmetric with respect to the center line C. In addition, the other structure of 3rd Embodiment is the same as that of the said 2nd Embodiment.

In the third embodiment, the following effects can be obtained.

In the third embodiment, as described above, the liquid oil in the engine body 10 flows into the separator member 306 through the suction port 362 so as to protrude into the crank chamber 10 c inside the engine body 10. A lower inflow restricting portion 368 for restriction is provided. Thereby, similarly to the said 2nd Embodiment, it can suppress that the amount of oil consumption increases by the lower inflow control part 368. FIG. In addition, the separator member 306 attached to the outer side surface 10b of the engine body 10 is provided with a lower inflow restricting portion 368 so as to protrude into the crank chamber 10c inside the engine body 10, so that the same as in the second embodiment. The engine 300 can be easily provided with the lower inflow restricting portion 368 that restricts the inflow of liquid oil.

In the third embodiment, the lower inflow restricting portion 368 is formed vertically above the oil level of the liquid oil in the oil reservoir 30 and in the vicinity of the lower end of the suction port 362 in the vertical direction. As a result, the liquid oil in the oil reservoir 30 is scattered toward the suction port 362 in the vertical direction due to the vibration of the engine body 10, or the liquid oil oil is tilted when the vehicle in which the engine 300 is disposed is inclined. Even when the surface reaches the vicinity of the suction port 362, the lower inflow restricting portion 368 can reliably prevent the liquid oil from flowing into the separator member 306.

In the third embodiment, the main body 361 of the separator member 306 is inclined downward in the vertical direction from the inside of the separator member 306 through the suction port 362 to the crank chamber 10c inside the engine main body 10 and An inclined portion 361a constituting the upper surface 368a in the vertical direction of the inflow restricting portion 368 is formed. As a result, the oil mist (liquid oil) liquefied in the separator member 306 is reliably returned to the oil reservoir 30 via the inclined portion 361a inclined downward in the vertical direction to the crank chamber 10c inside the engine body 10. be able to. The remaining effects of the third embodiment are similar to those of the aforementioned second embodiment.

[Fourth Embodiment]
Next, the configuration of the engine 400 according to the fourth embodiment of the present invention will be described with reference to FIGS. The engine 400 is an example of the “internal combustion engine” in the present invention.

As shown in FIG. 17, the engine 400 has an intake manifold 5 and a separator member 406 attached to the outer side surface 10 b of the engine body 10. The separator member 406 (internal combustion engine separator) is connected to the first suction path 406a, the discharge path 406b, and the second suction path 406c. Further, as shown in FIG. 18, the intake manifold 5 includes a blow-by gas introduction port 53 provided on the lower surface of the surge tank 5a. The intake manifold 5 is an example of the “intake device” in the present invention.

Further, as shown in FIG. 17, the separator member 406 includes a suction port 62 to which the first suction path 406a is connected, a discharge port (discharge port) 64 to which the discharge path 406b is connected, a suction port 62 and a discharge port. And a flow path R (see FIG. 18) connecting the The separator member 406 includes a connection port 464 to which the second suction path 406c is connected. Further, as shown in FIG. 19, the suction port 62 is provided at the lower end portion of the separator member 406. The suction port 62 communicates with the inside of the engine body 10 by being directly connected to the opening 31 formed in the engine body 10 without a piping member. Further, the discharge port 64 is provided at the upper end portion of the separator member 406. The connection port 464 is disposed at a position closer to the discharge port 64 than the suction port 62 inside the separator member 406 (flow path R). In the fourth embodiment, the connection port 464 is arranged at the upper end portion (the other end portion) of the flow path R in the same manner as the discharge port 64.

As shown in FIG. 18, the first suction path 406 a communicates the separator member 406 with the interior of the engine body 10 below the combustion chamber 15 formed in the upper part of the plurality (four) cylinders 21 of the cylinder block 2. It is provided to let you. The first suction path 406 a is a gas conduction path for introducing blow-by gas inside the engine body 10 into the separator member 406. The first suction path 406 a is connected to the opening 31 of the engine body 10. That is, in the fourth embodiment, the first suction path 406 a is a path that is directly connected by the opening 31 and the suction port 62. The first suction path 406a may be a path in which the opening 31 and the suction port 62 are connected by piping or the like.

The discharge path 406b is provided so that the separator member 406 communicates with the inside of the intake manifold 5. The discharge path 406b is a gas conduction path for reducing the blow-by gas in the separator member 406 to the intake manifold 5 on the intake side. The discharge path 406 b connects the discharge port 64 (PCV valve 8) of the separator member 406 and the introduction port 53 of the intake manifold 5. In the fourth embodiment, as shown in FIG. 17, the discharge side of the PCV valve 8 provided at the discharge port 64 and the introduction port 53 are directly connected by the tube member 9. That is, the discharge path 406 b is a path in which the discharge port 64 (PCV valve 8) and the introduction port 53 are connected by the tube member 9.

As shown in FIG. 18, the second suction path 406 c is provided so that the separator member 406 communicates with the interior of the engine body 10 above the combustion chamber 15. The second suction path 406c is a bypass path that communicates when the negative pressure in the separator member 406 increases. The second suction path 406 c communicates with the inside of the head cover 4. Specifically, the second suction path 406 c is provided so as to connect the connection port 464 of the separator member 406 and the lead-out port 41 of the head cover 4. In the fourth embodiment, as shown in FIG. 17, the connection port 464 of the separator member 406 and the outlet port 41 of the head cover 4 are directly connected by a bypass pipe 408. That is, in the fourth embodiment, the second suction path 406 c is a path in which the connection port 464 and the outlet port 41 are connected by the bypass pipe 408. As will be described later, the second suction path 406c is normally disconnected.

As shown in FIG. 19, since the connection port 464 is disposed at the upper end of the flow path R that is the same as the discharge port 64, the second suction path 406 c connected to the connection port 464 is the suction of the flow path R. The separator member 406 is connected at a position closer to the discharge port 64 than the port 62. The bypass pipe 408 is formed of a pipe member formed separately from the engine body 10 and the separator member 406.

In the fourth embodiment, the second suction path 406c is provided with a one-way valve 466 that is provided in a valve-closed state and is opened based on an increase in negative pressure in the separator member 406. The one-way valve 466 is attached to the separator member 406 at the end of the second suction path 406c on the separator member 406 side. That is, the one-way valve 466 is attached to the connection port 464 of the separator member 406, and the bypass pipe 408 is connected to the suction side of the one-way valve 466.

The one-way valve 466 includes, for example, a valve body 66a for opening and closing the valve, and an urging member 66b for urging the valve body 66a toward the valve closing side (head cover 4 side). In the one-way valve 466, when the negative pressure in the separator member 406 becomes greater than a threshold value, a tensile force that overcomes the urging force of the urging member 66b acts on the valve body 66a, so that the valve body 66a opens in the valve opening direction. To the valve opening position (communication state). The one-way valve 466 is biased to a position (see a solid line in FIG. 19) where the valve body 66a closes the connection port 464 in a normal state where the negative pressure in the separator member 406 is less than a predetermined threshold value. The valve closing state is configured to be maintained. To be precise, the negative pressure in the separator member 406 is a differential pressure between the internal pressure on the head cover 4 side (internal pressure of the bypass pipe 408) that is the suction side of the one-way valve 466 and the internal pressure of the separator member 406.

Here, as shown in FIG. 20, the engine 400 according to the fourth embodiment is mounted on a vehicle 401 adopting, for example, an FR (front engine / rear drive) drive system. As shown in FIG. 17, the engine main body 10 is disposed so that the crankshaft 10 a extends along the front-rear direction of the vehicle 401 (see FIG. 20), and is attached to the vehicle 401 by the mount bracket 7. The arrow X1 direction is the front of the vehicle 401, and the arrow X2 direction is the rear of the vehicle 401. Crankshaft 10 a is connected to the power transmission device of vehicle 401 from the rear side of engine 400. In this case, an air flow (traveling wind) taken into the vehicle 401 when the vehicle 401 travels flows from the vehicle front side (X1 side) in the direction of the arrow X2.

In the fourth embodiment, the second suction path 406c is provided so as to directly connect the engine body 10 and the separator member 406 to the intake manifold 5 through the rear side (X2 side) of the vehicle 401. . That is, the bypass pipe 408 connects the outlet port 41 of the head cover 4 and the connection port 464 (one-way valve 466) of the separator member 406 through the rear side of the vehicle 401 to the intake manifold 5. More specifically, the bypass pipe 408 (second suction path 406 c) is connected to the one end 81 connected to the one-way valve 466 (connection port 464) of the separator member 406 and to the outlet port 41 of the head cover 4. Between the end 82, the mounting bracket 7 and the intake manifold 5 are provided so as to bypass the rear side (X2 side).

The mount bracket 7 is attached to the lower side (Z2 side) of the intake manifold 5 on the outer side surface 10b of the engine body 10 on the Y2 side. The mount bracket 7 is disposed between the intake manifold 5 and the separator member 406. Moreover, the tube member 9 (connection piping) of the discharge path 406b directly connects the introduction port 53 and the PCV valve 8 through the through hole 7b provided in the mount bracket 7 as shown in FIG. . The tube member 9 passes (through) the through hole 7b in a straight line in the vertical direction. Although not shown, the tube member 9 of the discharge path 406b may be provided so as to bypass the rear side of the intake manifold 5 and the mount bracket 7 similarly to the bypass pipe 408.

Next, the structure of the engine body 10 will be described. As shown in FIG. 18, an intake port 1 a and an exhaust port 1 b communicating with the cylinder 21 are provided inside the cylinder head 1. The four cylinders 21 are respectively supplied with intake air from four distribution pipes 51 (see FIG. 17) via the intake port 1a. A space surrounded by the upper end of the cylinder 21, the upper surface of the piston 22 at the top dead center position, and the recess of the cylinder head 1 is a combustion chamber 15. The head cover 4 to which the second suction path 406c is connected has a lower end connected to the upper end (Z1 side) of the cylinder head 1 and is disposed above the combustion chamber 15. The crankcase 3 (opening 31) to which the first suction path 406a is connected is disposed below the combustion chamber 15.

Next, the operation of the second suction path 406c will be described. As shown in FIG. 18, normally, blow-by gas is sucked into the suction port 62 of the separator member 406 by the negative pressure of the intake manifold 5. The separator member 406 and the inside of the crank chamber 10c are in communication with each other via the first suction path 406a, and the negative pressure of the separator member 406 is maintained below the threshold value of the one-way valve 466. For this reason, the one-way valve 466 is maintained in a closed state, and the second suction path 406c is in a non-communication state. The blow-by gas sucked into the suction port 62 is separated into gas and liquid by the separator member 406 and then returned to the surge tank 5a of the intake manifold 5 from the discharge path 406b. The blow-by gas reduced into the surge tank 5a is supplied to the intake ports 1a through the distribution pipes 51 together with the intake air.

On the other hand, for example, when the oil surface is tilted when the vehicle 401 is climbing, descending or turning, or when an oil droplet is splashed by vibration, the opening 31 (suction) The mouth 62) may be blocked by oil. In this case, in the separator member 406, both the first suction path 406a and the second suction path 406c are closed, so that the negative pressure temporarily increases. As a result, when the negative pressure of the separator member 406 increases to a value equal to or larger than the threshold value of the one-way valve 466, the one-way valve 466 is opened as shown by a two-dot chain line in FIG. And the inside of the separator member 406 and the inside of the head cover 4 are connected via the 2nd suction path 406c.

The gas HG from the head cover 4 is introduced into the separator member 406 from the connection port 464 through the second suction path 406c. As a result, the increase in negative pressure in the separator member 406 is quickly eliminated. The gas HG introduced from the connection port 464 does not flow toward the suction port 62 in the flow path R, but is sucked out from the nearby discharge port 64 to the discharge path 406b. As a result, the flow of the gas HG introduced from the connection port 464 is prevented from transporting oil droplets that block the suction port 62 to the discharge path 406b. When the blockage by the oil is eliminated and the negative pressure in the separator member 406 returns below a predetermined threshold value, the one-way valve 466 is closed and the second suction path 406c is closed.

In the fourth embodiment, the following effects can be obtained.

In the fourth embodiment, as described above, the first suction path 406 a that communicates with the interior of the engine body 10 below the combustion chamber 15, the discharge path 406 b that communicates with the interior of the intake manifold 5, and the combustion chamber 15 In addition, the separator member 406 is connected to the second suction path 406c communicating with the inside of the engine body 10 at the upper side, and the second suction path 406c is provided in a valve-closed state to increase the negative pressure in the separator member 406. A one-way valve 466 is provided that is opened on the basis thereof. As a result, when the first suction path 406a below the combustion chamber 15 is blocked by oil and the negative pressure in the separator member 406 temporarily increases, the one-way valve 466 is opened to release the separator member 406 and the engine. The inside of the main body 10 can be bypassed by the second suction path 406c. As a result, even if a large negative pressure state in which oil droplets are sucked toward the intake manifold 5 temporarily occurs, the increase in the negative pressure in the separator member 406 can be quickly eliminated. Accordingly, even when the blow-by gas suction port 62 in the first suction path 406a is blocked by oil, it is possible to suppress the suction of oil droplets to the intake manifold 5 side.

In addition, if the second suction path 406c is always in a communication state, the negative pressure on the intake manifold 5 side is distributed to the first suction path 406a and the second suction path 406c, so that the ventilation performance of the blow-by gas decreases accordingly. become. On the other hand, according to the engine 100 of the first embodiment, the one-way valve 466 can be closed during the normal state so that the second suction path 406c can be closed, so the second suction path 406c is provided. Even in this case, the ventilation performance of the blow-by gas on the first intake path 6a side can be maintained.

In the fourth embodiment, the second suction path 406 c is provided so as to communicate with the inside of the head cover 4. Thereby, the second suction path 406c can be easily provided because the second suction path 406c can be connected to the head cover 4 in which the lead-out port 41 can be easily formed. Further, by connecting the second suction path 406c to the head cover 4 separated from the oil reservoir 30, it is possible to prevent the second suction path 406c from being blocked by oil.

In the fourth embodiment, the one-way valve 466 is attached to the separator member 406 at the end of the second suction path 406c on the separator member 406 side. Thereby, the one-way valve 466 can be brought close to the inside of the separator member 406. As a result, since the responsiveness to the pressure change in the separator member 406 can be improved, the second suction path 406c can be opened and closed quickly.

In the fourth embodiment, the second suction path 406c is provided so that the engine body 10 and the separator member 406 are directly connected to the intake manifold 5 through the rear side (X2 side) of the vehicle 401. As a result, the intake manifold 5 is disposed in front of the second suction path 406c, so that the traveling wind of the traveling vehicle 401 is prevented from hitting the second suction path 406c. As a result, when the vehicle 401 travels in a cold environment, it is possible to prevent water contained in the gas in the second suction path 406c from being frozen by the travel wind.

In the fourth embodiment, the engine body 10 is provided with an opening 31 disposed below the rotational axis A of the crankshaft 10a. Then, the first suction path 406 a of the separator member 406 is connected to the opening 31. Thereby, the opening part 31 can be arrange | positioned close to the position where blowby gas leaks. As a result, the blow-by gas can be efficiently sucked from the first suction path 406a, so that the ventilation inside the engine 400 can be improved. In this case, the opening 31 is arranged in the vicinity of the oil surface. However, according to the engine 400, as described above, even when the blow-by gas suction port 62 is blocked by oil, It is possible to suppress sucking up the droplets.

[Fifth Embodiment]
Next, a fifth embodiment will be described with reference to FIGS. In the fifth embodiment, unlike the fourth embodiment in which the second suction passage 406c is provided so as to directly connect the engine body 10 and the separator member 406 through the rear side of the intake manifold 5, the second suction path An example in which the path 506c is provided so as to directly connect the engine body 10 and the separator member 406 through the front side of the intake manifold 5 will be described. In addition, about the structure similar to the said 4th Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

In the engine 500, as shown in FIG. 21, the second suction path 506c passes the engine body 10 and the separator member 406 through the front side (X1 side) of the vehicle 401 (see FIG. 20) with respect to the intake manifold 5. Are provided for direct connection. That is, the bypass pipe 508 is provided so as to directly connect the lead-out port 541 of the head cover 4 and the connection port 564 of the separator member 406 to the intake manifold 5 through the front side of the vehicle 401. In FIG. 21, the mounting bracket 7 is not shown. Engine 500 is an example of the “internal combustion engine” in the present invention.

The bypass pipe 508 (second suction path 506 c) is provided so as to bypass the front side of the intake manifold 5 between the one end 81 and the other end 82. Specifically, the connection port 564 is provided on the upper surface (side surface on the Z1 side) of the separator member 406, and one end 81 of the bypass pipe 508 is connected to the one-way valve 466 from the Z1 side. A lead-out port 541 is provided at a position on the front side of the head cover 4 (X1 side portion) in front of the intake manifold 5, and the other end 82 of the bypass pipe 508 is connected to the lead-out port 541. Yes.

The engine 500 is particularly effective in a case where an installation space for the auxiliary devices 502 is provided on the front side (X1 side) of the intake manifold 5. In this case, the bypass pipe 508 (second suction path 506c) is provided so as to pass on the front side (X1 side) of the intake manifold 5 and on the rear side (X2 side) of the installation space for the auxiliary devices 502. . As a result, the bypass pipe 508 (second suction path 506c) is disposed on the downstream side (X2 side) of the auxiliary devices 502 with respect to the traveling wind flowing in the arrow X2 direction. The remaining configuration of the fifth embodiment is similar to that of the aforementioned fourth embodiment.

In the fifth embodiment, the following effects can be obtained.

In the fifth embodiment, even if a large negative pressure state temporarily occurs, the increase in the negative pressure in the separator member 406 can be quickly eliminated, so the blow-by gas suction port 62 in the first suction path 406a. Even when the oil is blocked by oil, it is possible to prevent the oil droplets from being sucked into the intake manifold 5 side.

Further, when the auxiliary devices 502 and the like are arranged on the front side (X1 side) of the vehicle 401 with respect to the intake manifold 5, the traveling wind of the vehicle 401 traveling by these auxiliary devices 502 is bypass piping 508. It can suppress hitting (2nd suction path 506c). As a result, even when the vehicle 401 travels in a cold environment, it is possible to prevent water in the bypass pipe 508 (second suction path 506c) from freezing due to traveling wind. The remaining effects of the fifth embodiment are similar to those of the aforementioned fourth embodiment.

[Sixth Embodiment]
Next, a sixth embodiment will be described with reference to FIGS. 20 and 22. In the sixth embodiment, unlike the fourth and fifth embodiments in which the second suction path 406c (506c) bypasses the intake manifold 5, the second suction path 606c passes through the intake manifold 605 and passes through the engine. An example in which the main body 10 and the separator member 406 are provided so as to be directly connected will be described. In addition, about the structure similar to the said 4th or 5th embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. The intake manifold 605 is an example of the “intake device” in the present invention.

In the engine 600, the second suction path 606c is provided so as to pass through the intake manifold 605 and directly connect the engine body 10 and the separator member 406. The engine 600 is an example of the “internal combustion engine” in the present invention.

Specifically, the intake manifold 605 includes a relay passage portion 651 constituting a part of the second suction passage 606c. The relay passage portion 651 is a gas passage provided so as to connect the first connection port 652 provided on the lower surface of the intake manifold 605 and the second connection port 653 provided on the upper surface of the intake manifold 605. Further, the relay passage portion 651 is provided independently without being connected to the distribution pipe 51 and the surge tank 5a. The first connection port 652 is provided downward on the lower surface of the surge tank 5a. The relay passage part 651 extends along the peripheral wall part of the surge tank 5 a and is provided so as to pass between the two distribution pipes 51 at the center among the four distribution pipes 51. The second connection port 653 is provided upward at a position between the two distribution pipes 51 at the center.

The second suction path 606c includes a first portion 661 that connects the separator member 406 and one end (first connection port 652) of the relay passage portion 651, the other end (second connection port 653) of the relay passage portion 651, and the engine. And a second portion 662 connecting the main body 10. In addition, the 1st part 661 and the 2nd part 662 consist of a pipe member similar to the bypass piping 408 of the said 4th Embodiment, respectively. More specifically, one end of the first portion 661 is connected to the one-way valve 466 of the connection port 664 from the Z1 side, and the other end of the first portion 661 is connected to the first connection port 652 from the Z2 side.

Also, one end of the second portion 662 is connected to the second connection port 653 from the Z1 side, and the other end of the second portion 662 is connected to the outlet port 641 of the head cover 4. As a result, the second suction path 606 c allows the inside of the head cover 4 and the separator member 406 to communicate with each other via the lead-out port 641. The lead-out port 641 is disposed at the center of the head cover 4 in the X-axis direction, and the position in the X-axis direction corresponds to the position of the second connection port 653 in the X-axis direction. Thus, in the sixth embodiment, the second suction path 606c is configured by the first portion 661, the second portion 662, and the relay passage portion 651. The remaining configuration of the sixth embodiment is similar to that of the aforementioned fourth embodiment.

In the sixth embodiment, the following effects can be obtained.

In the sixth embodiment, even if a large negative pressure state temporarily occurs, the increase in the negative pressure in the separator member 406 can be quickly eliminated, so the blow-by gas suction port 62 in the first suction path 406a. Even when the oil is blocked by oil, it is possible to prevent the oil droplets from being sucked up to the intake manifold 605 side.

In the sixth embodiment, the relay passage portion 651 that constitutes a part of the second suction path 606c is formed inside the intake manifold 605. Then, a first portion 661 that connects the separator member 406 and the first connection port 652 of the relay passage portion 651, and a second portion 662 that connects the second connection port 653 of the relay passage portion 651 and the engine body 10 are provided. A second suction path 606c is provided. Accordingly, since the second suction path 606c passes through the intake manifold 605, it is possible to suppress the traveling wind of the traveling vehicle 401 from hitting the second suction path 606c. As a result, when the vehicle 401 travels in a cold environment, moisture contained in the gas in the second suction path 606c can be prevented from freezing by the traveling wind. The remaining effects of the sixth embodiment are similar to those of the aforementioned fourth embodiment.

[Modification]
It should be thought that embodiment disclosed this time is an illustration and restrictive at no points. The scope of the present invention is shown not by the description of the above-described embodiment but by the scope of claims for patent, and further includes all modifications (modifications) within the meaning and scope equivalent to the scope of claims for patent.

For example, in the first embodiment, the separator member 6 is attached to the outer surface 10b on the Y2 side of the engine body 10 (the cylinder block 2 and the crankcase 3), but the present invention is not limited to this. In the present invention, like the engine 150 of the first modified example of the first embodiment shown in FIG. 23, the separator member 6 is attached to the outer surface 3a on the Y2 side of the crankcase 203, while being attached to the outer surface 2b of the cylinder block 202. It does not have to be attached. Thereby, it is possible to reliably suppress a decrease in the rigidity of the cylinder block 202. Further, since the design change for attaching the separator member 6 to the cylinder block 202 can be eliminated, it is possible to more easily add a structure for circulation of blow-by gas to the engine body 210. Furthermore, since the separator member 6 as a whole can be arranged in the vicinity of the oil stored in the crankcase 203, when traveling in a cold district or the like, moisture inside the separator member 6 is caused by the cold traveling wind. It is possible to suppress freezing. At this time, it is necessary to dispose the suction port 62 of the separator member 6 above the oil surface of the oil, and the tube member 209 (connection piping) corresponding to the disposition of the separator member 6 below the first embodiment. Need to be longer. The engine 150 and the engine body 210 are examples of the “internal combustion engine” and the “internal combustion engine body” of the present invention, respectively, and the tube member 209 is an example of the “blow-by gas passage portion” of the present invention. Note that the above modification can also be applied to the second to sixth embodiments.

In the first embodiment, the tube member 9 is provided so as to guide the blow-by gas discharged from the discharge port 64 of the separator member 6 into the surge tank 5a. However, the present invention is not limited to this. In the present invention, the blow-by gas discharged from the discharge port 364 (see FIG. 25) of the separator member 126 is used as the surge tank of the intake manifold 305 as in the engine 160 of the second modification of the first embodiment shown in FIG. The tube member 309 may be configured to lead to each of the intake ports 305b branched into four instead of 305a. At this time, the tube member 309 includes a lower part 309a attached to the PCV valve 308 and an upper part 309b branched from the lower part 309a into four parts. Then, the four branched upper portions 309b are respectively connected to the corresponding four intake ports 305b. The engine 160 and the separator member 126 are examples of the “internal combustion engine” and the “separator for the internal combustion engine” of the present invention, respectively. The PCV valve 308 and the tube member 309 are examples of the “control valve” and the “blow-by gas passage portion” of the present invention, respectively.

In the second modification of the first embodiment, as shown in FIG. 25, the discharge port 364 of the main body 126a of the separator member 126 is Y2 near the upper end on the Z1 side of the separator member 126 (main body 126a). It is formed in the side part of the side. The PCV valve 308 is directly attached to the discharge port 364 so as to protrude from the lateral side portion of the separator member 126 on the Y2 side in the lateral direction (arrow Y2 direction). As a result, as shown in FIG. 24, the tube member 309 can be easily routed so as to avoid the mount bracket 307, so that it is not necessary to provide a through hole in the mount bracket 307.

Moreover, in the said 1st Embodiment, the discharge port 64 of the separator member 6 is provided in the upper end part 61b of the separator member 6, and the example which attaches the PCV valve | bulb 8 to the discharge port 64 so that it protrudes toward upper direction (Z1 direction). In the second modification of the first embodiment, the discharge port 364 of the separator member 126 is provided in the lateral side portion on the Y2 side near the upper end on the Z1 side of the separator member 126 (main body portion 126a), and the PCV valve 308 is provided. The separator member 126 is attached to the discharge port 364 so as to protrude from the lateral side portion on the Y2 side of the separator member 126 in the lateral direction (Y2 direction), but the present invention is not limited to this. In the present invention, like the separator member 136 of the third modification of the first embodiment shown in FIG. 26, the discharge port 464 (shown by a broken line) of the separator member 136 is connected to the Z1 side of the separator member 136 (main body portion 136a). The PCV valve 708 may be attached to the discharge port 464 so as to protrude in the lateral direction (arrow X2 direction) from the lateral side portion of the separator member 136 on the X2 side. The separator member 136 and the PCV valve 708 are examples of the “separator for an internal combustion engine” and the “control valve” of the present invention, respectively.

In the first to sixth embodiments, the engine body 10 includes the cylinder head 1, the cylinder block 2, and the crankcase 3. However, the present invention is not limited to this. A ladder frame may be inserted between the cylinder block and the crankcase, or an oil pan may be provided below the crankcase. That is, if the suction port of the separator member is disposed below the rotation axis A of the crankshaft and above the oil level of the oil stored in the oil reservoir, The configuration is not particularly limited.

In the first to sixth embodiments, the example in which the PCV valve 8 is directly attached to the discharge port 64 of the separator member 6 has been described. However, the present invention is not limited to this. In the present invention, the PCV valve may be indirectly attached to the outlet of the separator member via a member such as a tube.

In the first to sixth embodiments, the cylinder block 2 and the crankcase 3 are configured separately, but the present invention is not limited to this. In the present invention, the cylinder block and the crankcase may be configured integrally. Also in this case, since a sliding member such as a piston slides in a portion above the rotation axis A of the crankshaft corresponding to the cylinder block, high rigidity is required, and as a result, the shape change is It's not easy. However, by applying the configuration of the present invention, it is possible to prevent the shape of the engine body from changing significantly in the portion above the rotation axis A of the crankshaft.

In the first to sixth embodiments, the opening 31 of the crankcase 3 and the suction port 62 of the separator member 6 are both formed in a vertically long oval shape, but the present invention is not limited to this. For example, the opening of the crankcase and the inlet of the separator member may be formed in a vertically long oval shape or may be formed in a vertically long rectangular shape. Furthermore, the opening of the crankcase and the inlet of the separator member may be formed in a perfect circle.

In the first to sixth embodiments, the separator member 6 is attached to the outer surface 10b of the engine body 10 to which the intake manifold 5 and the mount bracket 7 are attached. However, the present invention is not limited to this. In the present invention, for example, a separator member may be attached to the outer surface of the engine body to which an exhaust device such as an exhaust manifold is attached.

In the first to sixth embodiments, the example in which the present invention is applied to an automobile engine including a gasoline engine has been described. However, the present invention is not limited to this. That is, if it is an internal combustion engine, the present invention may be applied to gas engines other than gasoline engines (internal combustion engines such as diesel engines and gas engines). Further, the present invention may be applied to an internal combustion engine that is installed as a drive source (power source) of equipment other than an automobile, for example.

In the second embodiment and the first modification of the second embodiment, the oil separator 6 (206) is provided with an upper inflow restricting portion 67 (267). In the third embodiment, the oil separator 306 has a lower side. Although the inflow restricting portion 368 is provided, the present invention is not limited to this. In the present invention, for example, as in the second modification of the second embodiment shown in FIG. 27, the oil separator 226 is provided with an upper inflow restricting portion 67 and a lower inflow restricting portion that protrude into the crank chamber 10c inside the engine body 10. Both parts 368 may be provided. Moreover, you may provide a wall-like liquid oil inflow control part in the both sides of a suction inlet so that an upper inflow control part and a lower inflow control part may be connected. That is, you may provide the liquid oil inflow control part which protrudes in the crank chamber over the perimeter of a suction inlet.

In the second embodiment and the first modification of the second embodiment, the upper inflow restricting portion 67 (267, liquid oil inflow restricting portion) is integrally provided in the oil separator 6 (226), and the third embodiment described above. In the above example, the lower inflow restricting portion 368 (liquid oil inflow restricting portion) is integrally provided in the oil separator 306, but the present invention is not limited to this. In the present invention, the liquid oil inflow restricting portion may be provided separately from the oil separator. That is, the liquid oil inflow restricting portion that is separate from the oil separator may be provided on the oil separator by screwing or the like.

Further, in the second embodiment and the first modification of the second embodiment, the upper inflow restricting portion 67 (267) is in the vertical direction in the Y-axis direction (through direction of the opening 31 and the suction port 62 (262)). Although configured not to tilt in the direction of arrow Z, the present invention is not limited to this. In the present invention, the upper inflow restricting portion may be formed so as to be inclined in the vertical direction in the direction of penetration of the opening and the suction port. At this time, if the upper inflow restricting portion is formed on the side opposite to the engine main body (Y2 side in FIG. 7) and inclined downward in the vertical direction, the upper inflow restricting portion is liquid at the end of the upper inflow restricting portion on the engine main body side. Since the oil can be prevented from being guided, it is possible to suppress the liquid oil from falling on the front surface of the suction port (opening).

In the second embodiment and the first modification of the second embodiment, the upper inflow restricting portion 67 (267) is substantially mirror-symmetric with respect to the center line C extending in the vertical direction of the suction port 62 (262). The

inclined portions

67b and 67c (arc-shaped

portions

267b and 267c) are formed so as to be inclined in the direction away from the center line C and downward in the vertical direction (Z2 direction). Is not limited to this. For example, by forming the upper inflow restricting portion so as to incline downward in the vertical direction from one end side in the direction orthogonal to the center line of the suction port (X-axis direction in FIG. 9) toward the other end side. The upper inflow restricting portion may be formed so as to have an “eave shape” that covers the suction port from the upper side in the vertical direction.

Further, in the second embodiment and the first modification of the second embodiment, the upper inflow restricting portion 67 (267) is formed in an “eave shape” that covers the entire suction port 62 (262) from the upper side in the vertical direction. Although an example is shown, the present invention is not limited to this. In the present invention, the upper inflow restricting portion may be formed so as to cover only a part of the suction port from the upper side in the vertical direction.

Moreover, in the said 2nd Embodiment and the 1st modification of 2nd Embodiment, the example which formed the upper inflow control part 67 (267, liquid oil inflow control part) in the perpendicular direction upper side of the suction inlet 62 (262) is shown. In the third embodiment, the example in which the lower inflow restricting portion 368 (liquid oil inflow restricting portion) is provided on the lower side in the vertical direction of the suction port 362 is shown, but the present invention is not limited to this. In the present invention, the liquid oil inflow restricting portion may be formed only on the side of the suction port.

In the fourth to sixth embodiments, the engine mounted on the FR drive type vehicle 401 is exemplified, but the present invention is not limited to this. You may apply this invention to the engine mounted in the vehicle of what kind of drive system. In addition, the present invention may be applied to an engine mounted on any vehicle, not limited to an automobile, and the present invention may be applied to an internal combustion engine used for purposes other than a vehicle.

In the first to sixth embodiments, the oil separator (inertial collision type oil separator) having the separation portion including the flow path R having the labyrinth structure is shown, but the present invention is not limited to this. In the present invention, a centrifugal oil separator that creates a swirling flow of blow-by gas in an oil separator and performs gas-liquid separation by centrifugal force, or a filter built-in type oil separator that performs gas-liquid separation by a filter that passes blow-by gas It may be. Moreover, the oil separator may be comprised by the combination of these several types of separation parts.

In the fourth to sixth embodiments, the example in which the second suction path is connected to the head cover 4 has been described. However, the present invention is not limited to this. In the present invention, for example, the second suction path may be connected to the cylinder head. The second suction path may be provided so as to communicate with the interior of the engine body above the combustion chamber.

In the fourth to sixth embodiments, the example in which the first suction path is connected to the crankcase 3 (opening 31) is shown, but the present invention is not limited to this. In the present invention, for example, the first suction path may be connected to the cylinder block. The first suction path only needs to be provided below the combustion chamber so as to communicate with the interior of the engine body.

2, 202 Cylinder block 3 Crankcase 4 Head cover (cylinder head cover)
5,305,605 Intake manifold (intake device)
6, 126, 136, 206, 216, 306, 406 Separator member (separator for internal combustion engine)
8, 308, 708 PCV valve (control valve)
9, 209, 309 Tube member (blow-by gas passage)
10, 210 Engine body (Internal combustion engine body)
DESCRIPTION OF SYMBOLS 10a Crankshaft 10b Outer side surface 15 Combustion chamber 30 Oil storage part 31 Opening part 61b Upper end part 62,262,362 Suction port 62b Lower end 64,364,464 Discharge port 67,267 Upper inflow regulation part (liquid oil inflow regulation part)
100, 150, 160, 200, 250, 300, 400, 500, 600 engine (internal combustion engine)
368 Lower inflow restriction part (liquid oil inflow restriction part)
401 Vehicle 406a First suction path

406b Discharge path

406c, 506c, 606c Second suction path 466 One-way valve A Rotation axis

Claims

An internal combustion engine body including a crankshaft and an oil storage part in which oil is stored;
A separator member attached to an outer surface of the internal combustion engine main body, including a suction port through which blow-by gas flows from the internal combustion engine main body; and a separator member for gas-liquid separation of the blow-by gas from the internal combustion engine main body,
The internal combustion engine, wherein the suction port of the separator member is disposed below a rotation axis of the crankshaft and above an oil level of oil stored in the oil storage part.
2. The internal combustion engine according to claim 1, wherein the separator member is attached to the outer side surface of the internal combustion engine main body extending along a direction in which the crankshaft extends.
The suction port is provided in the lower part of the separator member,
The internal combustion engine according to claim 1 or 2, wherein a lower end of the suction port is disposed above an oil level of oil stored in the oil storage section.
The internal combustion engine according to any one of claims 1 to 3, wherein the suction port has a vertically long shape extending in a vertical direction.
The internal combustion engine according to any one of claims 1 to 4, wherein the separator member further includes a discharge port that is provided near an upper end of the separator member and discharges blow-by gas that has passed through the separator member.
The internal combustion engine according to claim 5, further comprising a control valve that is directly attached to the discharge port and controls a discharge amount of blow-by gas.
The discharge port is formed at the upper end of the separator member,
The internal combustion engine according to claim 6, wherein the control valve is directly attached to the discharge port so as to protrude upward from the upper end portion.
The separator member is attached to the outer surface of the internal combustion engine body extending along a direction in which the crankshaft extends;
An intake manifold is attached above the separator member of the outer surface to which the separator member of the internal combustion engine body is attached;
The internal combustion engine according to any one of claims 5 to 7, further comprising a blow-by gas passage portion that guides the blow-by gas discharged from the discharge port of the separator member to the intake manifold.
The internal combustion engine body includes a cylinder block and a crankcase disposed below the cylinder block,
The internal combustion engine according to any one of claims 1 to 8, wherein the crankcase has a shape corresponding to the suction port of the separator member, and is provided with an opening communicating with the suction port. .
The separator member is formed so as to protrude to the inside of the internal combustion engine body, and the liquid oil inflow regulation that restricts the liquid oil in the internal combustion engine body from flowing into the separator member through the suction port The internal combustion engine according to any one of claims 1 to 9, further comprising a portion.
11. The internal combustion engine according to claim 10, wherein the liquid oil inflow restricting portion is formed integrally with the separator member by projecting a part of the separator member inside the main body of the internal combustion engine.
The internal combustion engine according to claim 10 or 11, wherein the liquid oil inflow restricting portion includes an eaves-shaped upper inflow restricting portion that covers the suction port from above.
The separator member includes a first suction path that communicates with the interior of the internal combustion engine body below the combustion chamber, a discharge path that communicates with the interior of an intake device that introduces intake air into the internal combustion engine body, and the combustion chamber Connected to a second suction path communicating with the inside of the internal combustion engine body above
The one-way valve according to any one of claims 1 to 12, wherein the second suction path is provided with a one-way valve that is provided in a valve-closed state and is opened based on an increase in negative pressure in the separator member. The internal combustion engine described.
The internal combustion engine main body includes a cylinder head cover disposed above the combustion chamber,
The internal combustion engine according to claim 13, wherein the second suction path communicates with the inside of the cylinder head cover.
A separator for an internal combustion engine that is attached to an outer surface of an internal combustion engine main body including a crankshaft and an oil storage portion in which oil is stored,
Including a suction port through which blow-by gas flows from the internal combustion engine body, comprising a separator body for gas-liquid separation of blow-by gas from the internal combustion engine body;
The separator for an internal combustion engine, wherein the suction port of the separator body is disposed below the rotation axis of the crankshaft and above the oil level of the oil stored in the oil reservoir.