WO2017078483A1 - Reniflard de type impacteur de moteur et moteur pourvu d'un reniflard de type impacteur - Google Patents

Reniflard de type impacteur de moteur et moteur pourvu d'un reniflard de type impacteur Download PDF

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Publication number
WO2017078483A1
WO2017078483A1 PCT/KR2016/012697 KR2016012697W WO2017078483A1 WO 2017078483 A1 WO2017078483 A1 WO 2017078483A1 KR 2016012697 W KR2016012697 W KR 2016012697W WO 2017078483 A1 WO2017078483 A1 WO 2017078483A1
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WO
WIPO (PCT)
Prior art keywords
gas
blow
nozzle hole
engine
nozzle
Prior art date
Application number
PCT/KR2016/012697
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English (en)
Korean (ko)
Inventor
김재원
Original Assignee
두산인프라코어 주식회사
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Application filed by 두산인프라코어 주식회사 filed Critical 두산인프라코어 주식회사
Priority to CN201680064342.7A priority Critical patent/CN108350776B/zh
Publication of WO2017078483A1 publication Critical patent/WO2017078483A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D17/00—Separation of liquids, not provided for elsewhere, e.g. by thermal diffusion
    • B01D17/02—Separation of non-miscible liquids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K3/00—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing
    • F16K3/02—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with flat sealing faces; Packings therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K3/00—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing
    • F16K3/30—Details
    • F16K3/314—Forms or constructions of slides; Attachment of the slide to the spindle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/12—Actuating devices; Operating means; Releasing devices actuated by fluid
    • F16K31/126—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a diaphragm, bellows, or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an engine including an impactor type breather and an impactor type breather for separating the engine oil from the blow-by gas flowing into the crankcase of the engine.
  • the vehicle is equipped with an engine as one kind of driving source for driving the vehicle.
  • the engine generates driving power by converting thermal energy into mechanical energy.
  • the piston type engine the piston reciprocates in the cylinder by the combustion of fuel, and the reciprocating motion of the piston is transferred to the crankshaft and converted into rotational motion.
  • blow-by gas contains unburned fuel, combustion gas and engine oil, when blow-by gas stays inside the crankcase, it not only corrodes the engine and deteriorates engine oil, but also increases the pressure of blow-by gas. Can be reversed. Therefore, the blow-by gas is discharged to the atmosphere or recycled to the engine.
  • Breather types include filter type, cyclone type and impactor type. Among them, impact type breathers are widely used because of their simple structure and low maintenance cost.
  • 1 is an example of a conventional impactor type breather
  • FIG. 2 is another example of a conventional impactor type breather.
  • the impactor type breather of FIG. 1 is a type mounted on the outside of the engine block
  • the impactor type breather of FIG. 2 is a type mounted on the top of the engine block. 1 and 2
  • the impactor type breather is installed in communication with the housings 1, 1 ′, the gas inlets 2, 2 ′, the gas inlets 2, 2 ′ and the nozzle holes 4, 4 ′.
  • the flow rate of the blow-by gas passing through the nozzle holes 4 and 4 ' must be high.
  • the blow-by gas passing through the nozzle holes 4 and 4' is high because the pressure of the blow-by gas upstream of the nozzle parts 3 and 3 'is high.
  • the flow rate of the gas is fast, so that the engine oil can be separated well.
  • the blow-by gas which passed through the nozzle holes 4 and 4 ' will have a high flow velocity. .
  • the flow rate of blow-by gas continues to change with engine operating conditions, especially a load.
  • the conventional impactor type breather does not correspond to the flow rate of blow-by gas of various sizes because the total area of the nozzle holes 4 and 4 'is fixed.
  • blow-by gas may flow back through the gap between the piston and the inner wall of the cylinder, or leaks or leaks may occur in seals such as gaskets and oil seals.
  • the total area of the nozzle holes 4 and 4 ' is set based on the maximum flow rate of blow-by gas.
  • blow-by gas has maximum flow, it is usually when the engine is at full power. However, it is not uncommon for the engine to produce the maximum output during operation of the engine, and generally operates below the maximum output.
  • the flow rate of blow-by gas is also reduced.
  • the blow-by gas with a small flow rate passes through the nozzle holes 4 and 4 'with the total area set based on the maximum flow rate, the flow rate of the blow-by gas is slower than an appropriate level. There is a problem that separation is not smooth.
  • Patent Document 1 KR10-0783888 B1
  • the flow rate of blow-by gas passing through the nozzle hole can be optimally maintained even when the flow rate of blow-by gas changes, while the pressure of the blow-by gas upstream of the nozzle portion is excessive. It is an object of the present invention to provide an engine having an impactor type breather and an impactor type breather that can prevent rising.
  • An impactor type breather of an engine includes a gas inlet unit through which blow-by gas is introduced; A nozzle unit in which a nozzle hole through which the blow-by gas introduced through the gas inlet unit passes is formed; A collision part in which the blow-by gas passing through the nozzle hole collides with each other; A gas discharge part through which the blow-by gas passing through the nozzle hole is discharged; And adjusting means for adjusting the total opening area of the nozzle hole in response to the blow-by-gas flow rate prediction index for predicting the flow of the blow-by gas.
  • the adjusting means may include a blocking member capable of opening and closing at least a part of the nozzle hole; And an actuator for operating the blocking member to adjust the total opening area of the nozzle hole.
  • the blow-by-gas flow rate prediction index may include any one or more of intake pressure, engine output, engine load, fuel injection amount, fuel injection pressure, and exhaust pressure.
  • the actuator may include a main body; A hydraulic member for dividing the space inside the main body into a first space and a second space; An elastic member interposed between the main body and the hydraulic member to elastically support the hydraulic member; A rod having one end connected to the hydraulic member and the other end connected to the blocking member; And an inflow port through which outside air flows into the main body, wherein the blow-by gas flow rate prediction index includes the pressure of the outside air, and the pressure inside the main body is increased by the inflow of the outside air.
  • the hydraulic member When formed larger than the elastic force of the, the hydraulic member may be driven to change the volume of the first space and the second space while operating the rod.
  • the hydraulic member may be a diaphragm or a piston.
  • the outside air may include intake air supplied to the engine combustion chamber.
  • the intake air may be introduced into the combustion chamber through an intake air line via a supercharger, and the inlet port may be connected to the intake air line downstream of the supercharger.
  • the intake air is introduced into the combustion chamber through an intake air line, and a part of the exhaust gas discharged from the combustion chamber through the exhaust gas line is a recirculation line connecting the exhaust gas line and the intake air line.
  • the inlet port may be connected to the intake air line upstream of the connecting portion of the recirculation line and the intake air line.
  • the outside air may include exhaust gas discharged from an engine combustion chamber.
  • the actuator may include a step motor coupled to a blocking member and operated by a blow-by-gas prediction indicator control signal.
  • the blocking member may adjust the total opening area of the nozzle hole by a reciprocating method.
  • the blocking member according to an exemplary embodiment may adjust the total opening area of the nozzle hole by a rotational movement method.
  • the blocking member according to the exemplary embodiment may be formed with a through hole for adjusting the total opening area of the nozzle hole according to the area overlapping with the nozzle hole.
  • the adjusting means according to the exemplary embodiment may adjust the total opening area of the nozzle hole by adjusting the degree of covering the area of the nozzle hole.
  • the nozzle hole is provided in plural, and the adjusting means adjusts the total opening area of the nozzle hole by adjusting the number of the nozzle holes in which the adjusting means completely covers an area of the plurality of nozzle holes. Can be.
  • the nozzle hole is provided in plural, and the adjusting means adjusts the degree of covering the area of the nozzle hole and the number of the nozzle holes in which the adjusting means completely covers an area of the plurality of nozzle holes.
  • the total opening area of the nozzle hole can be adjusted.
  • a gas inlet of the impactor type breather is connected to an inside of the crankcase of the engine, and a gas exhaust part from which the blow-by gas is discharged is sucked into the combustion chamber from the outside. It can be connected to the intake air line to guide the air.
  • the total opening area of the nozzle hole is adjusted to correspond to the flow rate of the blow-by gas, so that the flow rate of the blow-by gas passing through the nozzle hole can be maintained quickly even when the flow rate of the blow-by gas is small.
  • the breather according to the embodiment of the present invention may provide the best oil separation performance in all operating regions regardless of the load of the engine.
  • the total opening area of the nozzle hole can be adjusted in advance in response to the change in the flow rate of the blow-by gas, thereby preventing a temporary pressure increase after the flow rate of the blow-by gas and a decrease in the flow rate of the blow-by gas.
  • the actuator when the actuator is composed of a mechanical actuator, it is possible to simply adjust the operating characteristics of the breather by adjusting the elastic modulus of the elastic member.
  • the actuator when the actuator is configured as an electronic actuator, it is possible to simply adjust the operating characteristics of the breather by modifying the control map of the controller for outputting the control signal. Accordingly, there is an advantage that the same structure of the breather can be used in common for the engine of various outputs.
  • FIG. 3 is a vertical sectional view showing the overall configuration of the impactor type breather according to the embodiment of the present invention.
  • FIG 4 is an embodiment of a mechanical actuator of an impactor type breather according to an embodiment of the present invention.
  • FIG 5 is another embodiment of a mechanical actuator of an impactor type breather according to an embodiment of the present invention.
  • FIG. 6 is a view schematically showing the configuration of an engine to which a mechanical actuator of an impactor type breather according to an embodiment of the present invention is applied.
  • FIG. 7 is a view showing the operation of the first embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • FIG 8 is a view showing the operation of the second embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • FIG. 9 is a view showing the operation of the third embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • FIG. 10 is a view showing the operation of the fourth embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • 11 is an embodiment of an electronic actuator of an impactor type breather according to an embodiment of the present invention.
  • FIG. 12 is a view showing operation of the fifth embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • FIG. 13 is a diagram schematically illustrating a configuration of an engine to which an electronic actuator of an impactor type breather according to an exemplary embodiment of the present invention is applied.
  • FIG 14 is a view showing the operation of the sixth embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • 3 is a vertical sectional view showing the overall configuration of the impactor type breather according to the embodiment of the present invention.
  • 4 and 5 are embodiments of the mechanical actuator of the impactor type breather according to the embodiment of the present invention.
  • 6 is a view schematically showing the configuration of an engine to which a mechanical actuator of an impactor type breather according to an embodiment of the present invention is applied.
  • 7 to 9 are views showing the operation of the first, second, third and fourth embodiments of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • 11 is an embodiment of an electronic actuator of an impactor type breather according to an embodiment of the present invention.
  • FIG. 12 is a view showing operation of the fifth embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • FIG. 13 is a diagram schematically illustrating a configuration of an engine to which an electronic actuator of an impactor type breather according to an exemplary embodiment of the present invention is applied.
  • 14 is a view showing the operation of the sixth embodiment of the nozzle unit and the blocking member of the impactor type breather according to the embodiment of the present invention.
  • the impactor type breather according to the embodiment of the present invention may be installed at one side of the engine to separate the engine oil contained in the blow-by gas (Blow-By Gas) flowing into the crankcase from the blow-by gas.
  • the impactor type breather according to the exemplary embodiment of the present invention includes a nozzle unit 20 having a gas inlet 12 through which blow-by gas is introduced, a nozzle hole 22 through which the introduced blow-by gas passes, and a nozzle hole 22.
  • Collision part 30 through which blow-by gas passes through gas discharge part 14 through which blow-by gas passed through nozzle hole 22 is discharged, and drain part from which engine oil separated from blow-by gas is drained (16), the adjusting means for opening and closing the nozzle hole in accordance with the flow rate of the blow-by gas.
  • the gas inlet part 12, the gas discharge part 14, and the drain part 16 may be formed in the housing 10, and the nozzle part 20 and the impingement part 30 may be disposed inside the housing 10.
  • the housing 10 may be sealed except for the gas inlet 12, the gas discharge 14, and the drain 16.
  • the inner space of the housing 10 may be partitioned by the nozzle unit 20.
  • the gas inlet 12 is disposed upstream 17 of the nozzle 20, and the impingement 30, the gas discharge 14, and the drain 16 are downstream 18 of the nozzle 20. It can be arranged on the side.
  • the blow-by gas introduced into the housing 10 through the gas inlet 12 is configured to be able to move downstream 18 of the nozzle unit 20 only through the nozzle hole 22. However, if necessary, the blow-by gas may move to the downstream 18 of the nozzle unit 20 without passing through the nozzle hole 22.
  • the gas inlet 12 is a passage through which blow-by gas is introduced into the housing 10, and the gas discharge part 14 is a passage through which the blow-by gas from which oil is separated is discharged to the outside of the housing 10.
  • the gas inlet 12 may be in communication with the inside of the crankcase, and the gas outlet 14 may be in communication with the intake line or exhaust line of the engine or directly with the atmosphere.
  • the nozzle unit 20 partitions an internal space of the housing 10 and includes a nozzle hole 22 through which blow-by gas passes.
  • the blow-by gas introduced into the housing 10 through the gas inlet 12 passes through the narrow nozzle hole 22 to increase the flow rate.
  • At least one nozzle hole 22 is formed in the nozzle unit 20, and only one nozzle hole 22 may be formed as required, or a plurality of nozzle holes 22 may be formed.
  • the nozzle unit 20, the nozzle hole 22, and the blocking member 40 may have various shapes, in which the shape of the nozzle unit 20 is mainly the shape of the housing 10. Or it may be determined corresponding to the flow rate of the blow-by gas.
  • the nozzle hole 22 may also have various shapes, such as a circle, an ellipse, and a rectangle, and may be formed at various portions of the nozzle unit 20. When a plurality of nozzle holes 22 are formed, the nozzle holes 22 may be arranged in various patterns.
  • the impingement part 30 may be disposed downstream of the nozzle part 20 so that blow-by gas passing through the nozzle hole 22 may collide.
  • the oil contained in the blow-by gas may be separated from the blow-by gas by sticking to the impact part 30.
  • the oil adhering to the impingement part 30 may flow by the gravity to move to the drain part 16.
  • the collision part 30 may be disposed adjacent to the nozzle hole 22 so that the blow-by gas passing through the nozzle hole 22 may collide at a high speed.
  • the impingement part 30 may have a shape corresponding to the shape and arrangement position of the nozzle hole 22. In other words, the collision part 30 may be formed sufficiently large so that the blow-by gas passing through the nozzle hole 22 may collide with the collision part 30 as much as possible.
  • the drain portion 16 is a passage through which oil separated from the blow-by gas is drained to the outside of the housing 10.
  • the drain portion 16 may be connected into the crankcase of the engine.
  • the drain portion 16 may be disposed under the housing 10 so that oil separated from the blow-by gas may be drained without the aid of a separate pumping means.
  • the adjusting means may adjust the total opening area of the nozzle hole 22.
  • the total area of the nozzle holes 22 means the sum of the areas of all the nozzle holes 22, and the open total area of the nozzle holes 22 means an area through which blow-by gas can pass among the total areas of the nozzle holes 22. do.
  • the adjusting means may adjust the total opening area of the nozzle hole 22 in order to maintain the pressure of the nozzle unit 20 upstream 17, that is, the pressure of the blow-by gas.
  • the pressure of the blow-by gas is related to the amount of blow-by gas generated, that is, the flow rate of the blow-by gas.
  • the adjusting means is to adjust the pressure of the nozzle unit 20 upstream 17 to adjust the flow rate of the blow-by gas.
  • the total opening area may be equal to or smaller than the total area depending on the degree of adjustment by the adjusting means for adjusting the total opening area of the nozzle hole 22.
  • the adjusting means may include the blocking member 40 and the actuators 50, 50 ′, 60.
  • the blocking member 40 may be disposed at an upstream 17 side of the nozzle unit 20 to cover part or all of the total area of the nozzle hole 22.
  • the blocking member 40 is disposed upstream of the nozzle unit 20, but may be disposed downstream of the nozzle unit 20 as necessary.
  • the actuators 50, 50 ′, and 60 may move the blocking member 40 to adjust the degree of the blocking member 40 covering the nozzle hole 22.
  • the total opening area of the nozzle hole 22 can be adjusted by changing the degree of the blocking member 40 covering the nozzle hole 22. If the blocking member 40 covers a part or the whole of each nozzle hole 22, the blow-by gas may not pass through the part covered by the blocking member 40.
  • FIG. As the blocking member 40 covers the nozzle hole 22 more, the total opening area of the nozzle hole 22 decreases. As the blocking member 40 covers the nozzle hole 22 less, the opening total area of the nozzle hole 22 decreases. This increases. If the blocking member 40 does not cover the nozzle hole 22, the total opening area of the nozzle hole 22 becomes maximum.
  • the total opening area of the nozzle hole 22 can be adjusted in various ways. As shown in FIG. 7 and FIG. 10, the total opening area of the nozzle hole 22 may be adjusted by controlling the extent to which the blocking member 40 covers the area of each nozzle hole 22. In addition, as shown in FIGS. 9 and 12, the nozzle hole 22 is controlled by controlling the number of the nozzle holes 22 that the blocking member 40 completely covers an area of the nozzle holes 22. The total open area of can be adjusted. Also, as shown in FIG. 8, the two methods may be mixed. In order to adjust the total opening area of the nozzle hole 22, the blocking member 40 may move in a reciprocating manner, that is, in a linear manner, as shown in FIGS. 7 to 9, and as shown in FIG. In other words, you can move in a rotary way. Of course, the movement form of the blocking member 40 is not limited thereto and may move in various ways.
  • the actuators 50, 50 ′ and 60 for moving the blocking member 40 to adjust the total opening area of the nozzle hole 22 may be the mechanical actuators 50, 50 ′ or the electronic actuator 60.
  • the mechanical actuator 50 may be operated by a force applied from the flow rate prediction indicator of the blow-by gas.
  • the flow rate prediction index of blow-by gas means a physical value which can be considered to be linked to the change of pressure of blow-by gas. These physical values may include intake air pressure, exhaust gas pressure, engine output, fuel injection amount, fuel injection pressure, and the like of the engine.
  • ECU engine control unit
  • the mechanical actuator 50 may include a main body 52, a diaphragm 54, an elastic member 58, and a rod 57.
  • the main body 52 may form a closed space therein, and an inflow port 53 may be formed at one side thereof.
  • the diaphragm 54 is disposed inside the main body 52 to divide the space inside the main body 52 into the first space 55 and the second space 56.
  • the first space 55 and the second space 56 are partitioned to allow a change in volume and may not be in communication with each other. That is, the first space 55 and the second space 56 may be partitioned to allow a volume change that is mutually canceled in the main body 52 that is a limited space.
  • An elastic member 58 may be disposed in any one of the first space 55 and the second space 56, and the inflow port 53 may be communicated with the other space.
  • the elastic member 58 is disposed in the second space 56, the inlet port 53 is in communication with the first space 55.
  • the rod 57 has one end connected to the diaphragm 54, may extend outside the main body 52, and the other end is connected to the blocking member 40. Accordingly, the diaphragm 54, the rod 57, the blocking member 40 may be interlocked with each other.
  • the diaphragm 54, the rod 57, the blocking member 40 may be interlocked with each other.
  • the rod 57 may be organically interlocked to move upward in the drawing in response to the deformation of the diaphragm 54.
  • the rod 57 extends in the direction in which the elastic member 58 is disposed, but if necessary, the rod 57 may extend in the opposite direction.
  • the elastic member 58 may be disposed between the diaphragm 54 and the main body 52 to provide an elastic force that pushes the diaphragm 54 toward the first space 55.
  • the elastic member 58 may be installed in the first space 55 to pull the diaphragm 54 toward the first space 55.
  • the diaphragm 54 is utilized as a hydraulic member (pressure-sensitive member) which is operated by the pressure of the intake air introduced into the first space 55.
  • the piston 54 ′ may be used as a hydraulic member replacing the diaphragm 54 so as to drive the rod 57 using the pressure change in the main body 52.
  • Inflow port 53 may be introduced into the outside air to distinguish the blow-by gas.
  • the inflow port 53 may be connected to the intake air line 130 of the engine 100 to receive intake air.
  • suction air flows through the inflow port 53, pressure is formed in the first space 55 communicating with the inflow port 53, and the pressure acts on the diaphragm 54.
  • the force acting on the diaphragm 54 by the pressure of the suction air introduced into the first space 55 is less than or equal to the elastic force of the elastic member 58, the diaphragm 54 does not move.
  • the diaphragm 54 When the force acting on the diaphragm 54 by the pressure of the first space 55 is larger than the elastic force of the elastic member 58, the diaphragm 54 is deformed into a convex shape toward the second space 56. Accordingly, the rod 57 coupled to the diaphragm 54 moves.
  • the higher the intake air pressure applied to the diaphragm 54 the greater the distance that the rod 57 is drawn out of the main body 52, that is, the displacement of the rod 57, and the lower the intake air pressure applied to the diaphragm 54, The displacement of the rod 57 becomes small. Referring to FIG. 3, the larger the displacement of the rod 57, the less the blocking member 40 covers the nozzle hole 22. In other words, as the intake pressure is higher, the total opening area of the nozzle hole 22 increases.
  • Blow-by gas may be introduced into the inlet port 53 described above instead of intake air.
  • intake air when the intake air is introduced, it is possible to prevent contamination of the diaphragm and the inside of the main body by contaminants such as oil / dust contained in blow-by gas. This can improve the durability and oil separation efficiency of the impactor type breather.
  • the intake air pressure may be referred to as a blow-by gas flow rate prediction index.
  • the intake air pressure flowing into the inlet port 53 increases, the combustion pressure of the engine 100 will increase, and the high combustion pressure promotes the generation of blow-by gas.
  • Such a large number of blow-by gas generation means that the flow rate of the blow-by gas introduced into the gas inlet 12 is increased.
  • the mechanical actuator 50 is configured to increase the total opening area of the nozzle hole 22 as the intake air pressure is increased, the blow total gas increases by increasing the total opening area of the nozzle hole 22 when the blow-by gas is increased.
  • the pressure of the bigas can be kept constant. Accordingly, the flow rate of the blow-by gas passing through the nozzle hole 22 may also be kept constant.
  • Engine load, exhaust gas pressure and fuel injection volume are also related to blow-by-gas flow rate in this context and can be used as an indicator of blow-by-gas flow rate.
  • the load of the engine can be measured by the engine control unit (ECU) 200, and the pressure / flow rate of the intake air and the exhaust gas can be detected through separate sensors 191 and 192 (see FIG. 6).
  • the internal pressure of the crankcase and the turbocharger shear pressure can also be used as an indicator for blow-by-gas flow rate.
  • the inlet port 53 is connected to the exhaust gas line 140, the crankcase (not shown), and the intake air line 130 above and downstream of the turbocharger 110. Can be connected.
  • the engine according to the present embodiment shown in FIG. 6 provides power to the exhaust gas recirculation line 150 for resupplying some of the exhaust gas to the combustion chamber, the turbocharger 110 for charging the intake air, and the turbocharger. It is configured in the form having a turbine 120 driven by the exhaust gas.
  • the inflow port 53 may be connected to the intake air line downstream of the turbocharger 110 to receive the high pressure intake air to ensure driving reliability of the actuator.
  • the inflow port 53 is connected to the intake air line 130 upstream than the confluence of the exhaust recirculation line 150 and the intake air line 130, and can receive the intake air in a clean state, Uncertainty in the blow-by gas flow rate prediction due to the exhaust gas re-introduced into the air can be minimized.
  • a change in the intake air pressure, a change in the engine load, and a change in the fuel injection amount precede the change in the flow rate of the blow-by gas. That is, the flow rate of the blow-by gas can be predicted based on the intake air pressure of the engine, the engine load, and the fuel injection amount. If the flow rate change of the blow-by gas can be predicted in this way, it becomes possible to preemptively respond to the flow rate change of the blow-by gas.
  • the flow rate of the blow-by gas is checked and the blocking member 40 is driven, an impact caused by the pressure of the blow-by gas or the flow rate of the blow-by gas passing through the nozzle unit 20 immediately before the blocking member 40 is operated. Deterioration may occur.
  • the electronic actuator 60 is a control generated based on the indicator of the pressure of the blow-by gas. Can be activated by a signal.
  • the electronic actuator 60 may be a step motor operated by a control signal output from the controller.
  • the blocking member 40 is coupled to the rotary shaft 62 of the step motor to move in a rotary manner to adjust the total opening area of the nozzle hole 22.
  • the blocking member 40 may move in a linear manner similarly to the mechanical actuator 50.
  • the controller may control the electronic actuator 60 based on the values that become the blow-by-gas flow rate prediction index.
  • the values that are indicative of the pressure of the blow-by gas may be, for example, intake air pressure, engine output, fuel injection amount, fuel injection pressure, exhaust gas pressure, and the like. These values are all proportional to the flow rate of the blow-by gas, and the higher the value, the higher the flow rate of the blow-by gas.
  • the intake air pressure value and the exhaust gas pressure value may be obtained through various sensors 191 and 192 installed in the intake air line 130 or the exhaust gas line 140, respectively. Such sensors can be flow sensors or pressure sensors.
  • the fuel injection amount may be calculated by the engine control unit (ECU) 200 and transmitted to the controller, and the engine output value may be calculated by the engine control unit 200 based on the engine speed, the fuel injection amount, and transmitted to the controller.
  • the engine control unit 200 performs a function of the controller. That is, the engine control unit 200 may be configured to simultaneously perform driving control of the electronic actuator 60 and engine fuel injection amount control.
  • a vehicle control unit (VCU) provided separately from the engine control unit 200 to control the entire vehicle
  • TCU transmission control unit
  • these May use a separate control device or the like as the control unit described above.
  • the blocking member 40 may be a through hole 42 is formed.
  • the through hole 42 formed in the blocking member 40 may be formed in a pattern similar to the arrangement pattern of the nozzle hole 22 formed in the nozzle unit 20.
  • the through holes 42 may be formed in the same number as the number of the nozzle holes 22 formed in the nozzle unit 20.
  • the total opening area of the nozzle hole 22 may be adjusted according to the area where the through hole 42 and the nozzle hole 22 overlap.
  • the range of adjustment of the total opening area of the nozzle hole 22 is reduced even if the displacement of the blocking member 40 becomes shorter than that of the embodiment shown in FIGS. 8 and 9. Can remain the same. Therefore, even if the pressure of the blow-by gas is minutely changed, the total opening area of the nozzle hole 22 can be delicately changed. In addition, since the occupying space of the blocking member 40 is small, the design freedom of the breather is improved.
  • blow-by gas is introduced into the crankcase.
  • Blow-by gas introduced into the crankcase is introduced into the housing 10 through the gas inlet 12.
  • the blocking member 40 may be in the state shown in (b) of FIGS. 7 to 10, 12, and 14, respectively.
  • the blow-by gas introduced into the housing 10 passes through the nozzle hole 22, and the flow rate increases while the blow-by gas passes through the nozzle hole 22.
  • the blow-by gas with an increased flow rate collides with the collision part 30 at high speed, and the engine oil is separated from the blow-by gas by the collision.
  • the blow-by gas from which the engine oil is separated is discharged through the gas discharge part 14, and the engine oil separated from the blow-by gas is discharged to the outside of the housing 10 through the drain part 16.
  • the actuator moves the blocking member 40 to the nozzle hole 22 Increase the total area of At this time, the blocking member 40 may be changed to the state shown in (c) of each of FIGS. 7 to 10, 12, 14. As the total opening area is increased, the flow of the blow-by gas is expanded, so that an excessive increase in the pressure upstream of the nozzle unit 20 can be prevented. At this time, the flow rate of the blow-by gas passing through the nozzle hole 22 does not decrease.
  • the actuators 50, 50 ′, 60 move the blocking member 40, and the nozzle hole 22. Decrease the total area of At this time, the blocking member 40 may be changed to the state shown in (a) of each of FIGS. 7 to 10, 12, and 14. As the total opening area decreases, the flow rate of the blow-by gas is reduced, so that the pressure of the nozzle portion 20 upstream 17 is prevented from falling. Accordingly, despite the flow rate reduction of the blow-by gas, the flow rate of the blow-by gas passing through the nozzle hole 22 is not reduced, and as a result, oil separation performance can be maintained.
  • housing 12 gas inlet

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un reniflard de type impacteur destiné à séparer l'huile moteur d'un gaz de fuite s'écoulant dans un carter de moteur. Le reniflard de type impacteur selon un mode de réalisation de la présente invention comprend : une partie entrée de gaz dans laquelle le gaz de fuite circule ; une partie buse dans laquelle est ménagé un trou de buse à travers lequel le gaz de fuite, ayant pénétré par la partie entrée de gaz, passe ; une partie collision avec laquelle le gaz de fuite, ayant traversé le trou de buse, entre en collision ; une partie évacuation de gaz par laquelle le gaz de fuite, ayant passé à travers le trou de buse, est évacué ; et un moyen de régulation de la zone d'ouverture totale du trou de buse en fonction de la pression du gaz de fuite.
PCT/KR2016/012697 2015-11-04 2016-11-04 Reniflard de type impacteur de moteur et moteur pourvu d'un reniflard de type impacteur WO2017078483A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201680064342.7A CN108350776B (zh) 2015-11-04 2016-11-04 发动机的冲击式通气装置及具备冲击式通气装置的发动机

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2015-0154447 2015-11-04
KR1020150154447A KR102454615B1 (ko) 2015-11-04 2015-11-04 임팩터 타입 브리더

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WO2017078483A1 true WO2017078483A1 (fr) 2017-05-11

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KR (1) KR102454615B1 (fr)
CN (1) CN108350776B (fr)
WO (1) WO2017078483A1 (fr)

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Also Published As

Publication number Publication date
CN108350776B (zh) 2020-07-03
KR20170052238A (ko) 2017-05-12
KR102454615B1 (ko) 2022-10-14
CN108350776A (zh) 2018-07-31

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