CN215408806U - Crankcase ventilation system and vehicle - Google Patents

Abstract

The embodiment of the application provides a crankcase ventilation system and a vehicle, which comprise an engine cylinder, a crankcase body, an air filter, a supercharger and a intercooler; the air filter is connected with the supercharger through a first pipeline, and the supercharger is connected with the intercooler through a second pipeline; a first anti-freezing pipeline is arranged between the first pipeline and the second pipeline and communicated with the first pipeline and the second pipeline; an air-oil separation cavity of the engine cylinder is provided with an air exhaust pipeline which is communicated with the first anti-freezing pipeline; the first anti-freezing pipeline is provided with a first valve, and the first valve is closed when the engine is in an idling working condition and is opened when the engine is in a non-idling working condition. Through crankcase ventilation system and vehicle that this application embodiment provided, can reduce the condition that crankcase ventilation system freezes to appear.

Description

Crankcase ventilation system and vehicle

Technical Field

The embodiment of the application relates to the technical field of automobiles, in particular to a crankcase ventilation system and a vehicle.

Background

During operation of the engine, high-pressure combustible mixture and burned gas in the combustion chamber leak into the crankcase through a gap between the piston group and the cylinder to a greater or lesser extent, resulting in blow-by. The blowby gas is composed of unburned fuel gas, water vapor, exhaust gas and the like, and the blowby gas dilutes the engine oil, reduces the service performance of the engine oil and accelerates the oxidation and the deterioration of the engine oil. And the water vapor is condensed in the engine oil to form oil sludge to block an oil path; acid gases in the exhaust gas are mixed into the lubrication system, which can cause corrosion and accelerated wear of engine parts; blow-by also causes the crankcase pressure to be too high and the crankcase seal to be broken, allowing oil to leak and run off.

Crankcase ventilation must be implemented to prevent excessive crankcase pressure, extend engine oil life, reduce wear and corrosion of parts, and prevent engine oil leakage. In addition, crankcase ventilation system designs must also be implemented during automotive engine design to meet increasingly stringent emissions requirements and to improve economy.

However, when the outside temperature is low, the connection position of the crankcase ventilation system and the air intake system of the vehicle is easy to be frozen, and the ice blocks are brought into the supercharger by the air intake system, so that the supercharger can be damaged and failed.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a crankcase ventilation system and a vehicle, and aims to reduce the icing condition of the crankcase ventilation system.

The first aspect of the embodiment of the application provides a crankcase ventilation system, which comprises an engine cylinder, a crankcase body, an air filter, a supercharger and a intercooler; the air filter is connected with the supercharger through a first pipeline, and the supercharger is connected with the intercooler through a second pipeline;

one end of the first anti-freezing pipeline is communicated with the first pipeline or the supercharger, and the other end of the first anti-freezing pipeline is communicated with the second pipeline;

an air-oil separation cavity of the engine cylinder is provided with an air exhaust pipeline which is communicated with the first anti-freezing pipeline; and a first Venturi three-way pipe is formed at the position where the exhaust pipeline is communicated with the first anti-freezing pipeline;

the first anti-freezing pipeline is provided with a first valve, and the first valve is positioned between the first anti-freezing pipeline and the second pipeline communication position and between the first anti-freezing pipeline and the exhaust pipeline communication position.

Optionally, a compensation pipeline is arranged between the engine cylinder and the air filter, one end of the compensation pipeline is communicated with the crankcase body, and the other end of the compensation pipeline is communicated with the first pipeline;

the compensation pipeline is provided with a second valve, the second valve is closed when the air pressure in the crankcase body is at positive pressure, and the air pressure in the crankcase body is opened when the air pressure is at negative pressure.

Optionally, the intercooler is connected with the engine cylinder through a third pipeline;

and one end of the second anti-freezing pipeline is communicated with the exhaust pipeline, and the other end of the second anti-freezing pipeline is communicated with the third pipeline.

Optionally, a position where the second antifreeze pipe communicates with the exhaust pipe forms a second venturi tee.

Optionally, a third venturi tee is formed at a position where the second antifreeze pipe communicates with the third pipe.

Optionally, a third valve is arranged on the second anti-freezing pipeline, and the third valve is opened when the engine is in an idle working condition and closed when the engine is in a non-idle working condition.

Optionally, an extension pipe is arranged in an air inlet pipe of the supercharger, and one end, far away from the second pipeline, of the first anti-freezing pipeline is communicated with the extension pipe.

Optionally, the system comprises a control device, the control device is respectively connected with the first valve and the third valve in a communication mode, and the control device is used for controlling the opening and closing of the first valve and the opening and closing of the third valve;

when the engine is in an idling working condition, the control device controls the first valve to be closed and controls the third valve to be opened;

when the engine is in a non-idle working condition, the control device controls the first valve to be opened and controls the third valve to be closed.

Optionally, the second valve is a one-way shut-off valve.

A second aspect of embodiments of the present application provides a vehicle comprising a crankcase ventilation system as provided in the first aspect of embodiments of the present application.

Has the advantages that:

the application provides a crankcase ventilation system and a vehicle, through setting up the first pipeline that prevents frostbite between first pipeline and second pipeline, and make exhaust pipe and first pipeline intercommunication that prevents frostbite, part gas after the booster pressure boost can get into in the first pipeline that prevents frostbite, this part gas can mix this exhaust pipe exhaust oil gas and get into in the first pipeline together, get into the booster through the first pipeline, because the gas pressure after the booster pressure is higher, therefore this part gas can flow in the first pipeline that prevents frostbite fast, and then form the venturi effect in the position that exhaust pipe and first pipeline intercommunication that prevents frostbite, make the oil gas in the exhaust pipe sucked out, and the gas after the booster pressure is along with this part gets into the first pipeline, reentry the booster, so just make moisture in the oil gas can't form the ice-cube, thereby the condition that crankcase ventilation system freezes appearance has been reduced, and the problems of supercharger damage and failure are reduced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.

FIG. 1 is a schematic structural view of a crankcase ventilation system according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a crankcase ventilation system having a compensating passage according to an embodiment of the present application;

FIG. 3 is a schematic block diagram of a crankcase ventilation system having a second antifreeze conduit according to an embodiment of the present application;

fig. 4 is a schematic structural view of a crankcase ventilation system having an extension tube according to an embodiment of the present application.

Description of reference numerals: 1. an engine cylinder; 11. a throttle valve; 2. a crankcase body; 3. an air filter; 4. a supercharger; 41. an extension tube; 5. an intercooler; 61. a first pipeline; 62. a second pipeline; 63. a third pipeline; 71. a first antifreeze line; 72. a second antifreeze line; 8. an exhaust line; 91. a first valve; 92. a second valve; 93. a third valve; 10. and a compensation pipeline.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Among the correlation technique, crankcase ventilation system includes engine cylinder, crankcase body, air cleaner, booster and intercooler, connects through first tube coupling between booster and the intercooler, is provided with the exhaust pipe on the last separation chamber of engine cylinder, and exhaust pipe and first pipeline intercommunication for this internal oil gas of crankcase can get into first pipeline through exhaust pipe, and the rethread first pipeline gets into the booster.

However, when the external temperature is low, the temperature of the gas entering the first pipeline through the air filter is low, and after the moisture in the oil gas is mixed with the low-temperature gas, condensed water is formed at the position where the exhaust pipeline is communicated with the first pipeline, and then the condensed water is rapidly cooled into ice, and the ice is attached to the inner wall of the position where the exhaust pipeline is communicated with the first pipeline.

When the temperature in the cabin becomes high, the ice blocks can be separated from the exhaust pipeline and the inner wall of the first pipeline, and the air entering the first pipeline blows into the supercharger, and an impeller rotating at a high speed is arranged in a compressor in the supercharger, if the ice blocks enter the compressor of the supercharger and contact with the impeller, the impeller of the supercharger can be damaged, and the supercharger is damaged or fails.

In view of the above, the present application provides a crankcase ventilation system and a vehicle, in which a first anti-freezing pipeline is disposed between a first pipeline and a second pipeline, and an exhaust pipeline is communicated with the first anti-freezing pipeline, a portion of gas pressurized by a supercharger enters the first anti-freezing pipeline, and the portion of gas mixes with oil gas discharged from the exhaust pipeline and enters the first pipeline, and then enters the supercharger through the first pipeline, because the pressurized gas has a higher pressure, the portion of gas flows in the first anti-freezing pipeline quickly, so that a venturi effect is formed at a position where the exhaust pipeline is communicated with the first anti-freezing pipeline, so that the oil gas in the exhaust pipeline is sucked out, and the pressurized gas enters the first pipeline and then enters the supercharger, so that moisture in the oil gas cannot form ice cubes, thereby reducing the occurrence of icing of the crankcase ventilation system, and the problems of supercharger damage and failure are reduced.

Example one

Referring to fig. 1, a crankcase ventilation system disclosed in an embodiment of the present application includes an engine cylinder 1, a crankcase body 2, an air filter 3, a supercharger 4, and an intercooler 5, where the air filter 3 and the supercharger 4 are connected by a first pipeline 61, the supercharger 4 and the intercooler 5 are connected by a second pipeline 62, and the intercooler 5 and the engine cylinder 1 are connected by a third pipeline 63.

Referring to fig. 1, the crankcase ventilation system further includes a first antifreeze conduit 71 and an exhaust conduit 8, the first antifreeze conduit 71 is disposed between the first conduit 61 and the second conduit 62, and one end of the first antifreeze conduit 71 communicates with the first conduit 61 or the supercharger 4 and the other end communicates with the second conduit 62; the exhaust pipeline 8 is arranged on an oil-gas separation cavity of the engine cylinder 1, oil gas in the crankcase body 2 is discharged through the exhaust pipeline 8, the exhaust pipeline 8 is communicated with the first anti-freezing pipeline 71, and a first Venturi three-way pipe is formed at the position where the exhaust pipeline 8 is communicated with the first anti-freezing pipeline 71.

During specific application, outside air enters the first pipeline 61 through the air filter 3 and then enters the supercharger 4 through the first pipeline 61, after the supercharger 4 supercharges the air, the air enters the second pipeline 62, part of the air in the second pipeline 62 enters the first anti-freezing pipeline 71, and the part of the air and oil discharged by the exhaust pipeline 8 are mixed with the air and the oil and the gas and enter the first pipeline 61 and then enter the supercharger 4 through the first pipeline 61.

Because the pressurized gas is 1.8-3 times of the pressure of the gas in the first pipeline 61, the gas can rapidly flow in the first anti-freezing pipeline 71, and a venturi effect is formed at the position where the exhaust pipeline 8 is communicated with the first pipeline 61, and the venturi effect can cause the gas in the first anti-freezing pipeline 71 and the gas in the exhaust pipeline 8 to form a pressure difference, so that oil gas in the exhaust pipeline 8 is sucked out, and the pressurized gas enters the first pipeline 61 and then enters the supercharger 4 along with the pressurized gas. Therefore, the moisture in the oil gas can be directly brought into the first pipeline 61 and then blown into the supercharger 4 by the gas in the first pipeline 61, so that ice blocks cannot be formed at the position where the first anti-freezing pipeline 71 is communicated with the first pipeline 61, and the condition that the crankcase ventilation system is frozen is reduced.

In particular, in order to form the first venturi tee, the inner diameter of the connection between the exhaust pipe 8 and the first anti-freezing pipe 71 needs to be smaller than that of the first anti-freezing pipe 71, so that the flow rate of gas at the connection between the exhaust pipe 8 and the first anti-freezing pipe 71 is faster, and oil gas is better sucked out.

However, when the engine is in an idling condition, the throttle opening of the engine is reduced, the gas entering the engine is also reduced, at this time, if the first anti-freezing pipeline 71 is communicated, the gas entering the first anti-freezing pipeline 71 is less, so the flow speed of the gas in the first anti-freezing pipeline 71 is reduced, the venturi suction force formed at the exhaust pipeline 8 is also less, the oil gas in the exhaust pipeline 8 is slowly discharged, and the normal discharge of the oil gas in the crankcase body 2 is affected.

Therefore, referring to fig. 1, a first valve 91 is further provided on the first antifreeze line 71, the first valve 91 being located between where the first antifreeze line 71 communicates with the second line 62 and where the first antifreeze line 71 communicates with the exhaust line 8. The first valve 91 is closed when the engine is in an idle condition, so that the first anti-freezing pipeline 71 is closed, and the first valve 91 is opened when the engine is in a non-idle condition, so that the first anti-freezing pipeline 71 is communicated. Thus, when the engine is in an idle condition, the first anti-freezing pipeline 71 is closed, and oil gas in the exhaust pipeline 8 directly flows out through the position where the first anti-freezing pipeline 71 is not closed.

In one embodiment, the gas in the first anti-freezing pipeline 71 drives the oil gas in the crankcase body 2 to be discharged from the exhaust pipeline 8, when the oil gas in the crankcase body 2 is discharged too fast, a negative pressure may be formed in the crankcase body 2, and the fuel oil may be flowed in after the negative pressure is formed in the crankcase body 2, where the negative pressure means that the gas pressure in the crankcase body 2 is smaller than the external gas pressure, and relatively, the positive pressure in the crankcase body 2 means that the gas pressure in the crankcase body 2 is greater than the external gas pressure.

In order to avoid negative pressure inside the crankcase body 2, referring to fig. 2, a compensation pipeline 10 is arranged between the first pipeline and the crankcase body 2, one end of the compensation pipeline 10 is communicated with the crankcase body 2, the other end of the compensation pipeline is communicated with the first pipeline 61, meanwhile, a second valve 92 is arranged on the compensation pipeline 10, and the second valve 92 is closed when the air pressure inside the crankcase body 2 is at positive pressure, so that the compensation pipeline 10 is closed; the second valve 92 opens when the air pressure in the crankcase body 2 is at a negative pressure, so that the compensation line 10 is communicated. Thus, when the pressure inside the crankcase body 2 is negative, a part of the gas in the first pipeline 61 will enter the crankcase body 2 through the compensation pipeline 10, so that the pressure inside the crankcase can be kept normal.

In the present embodiment, the second valve 92 is configured as a one-way stop valve, when the gas inside the crankcase body 2 is at positive pressure, the gas will flow out toward the outside of the crankcase body 2, so that the one-way stop valve is closed; when the gas inside the crankcase body 2 is at a negative pressure, the gas flows into the crankcase body 2, so that the check valve is opened.

In an embodiment, when the engine of the vehicle is in an idle condition for a long time, due to insufficient gas pressure after the supercharger 4 is supercharged, moisture in oil gas discharged from the exhaust pipeline 8 may still freeze at a position in the first anti-freezing pipeline 71, which is communicated with the first pipeline 61.

In order to further reduce the occurrence of icing, referring to fig. 3, a second anti-freezing line 72 is provided between the exhaust line 8 and the third line 63, one end of the second anti-freezing line 72 is communicated with the exhaust line 8, the other end is communicated with the third line 63, and the position where the second anti-freezing line 72 is communicated with the third line 63 is located behind the throttle valve 11 of the engine.

Moreover, in this embodiment, a second venturi three-way pipe is formed at a position where the second anti-freezing pipeline 72 is communicated with the exhaust pipeline 8, and a third venturi three-way pipe is formed at a position where the second anti-freezing pipeline 72 is communicated with the third pipeline 63, where the second venturi three-way pipe and the third venturi three-way pipe are similar to the first venturi three-way pipe in the foregoing, and therefore detailed descriptions of the structures are omitted.

Meanwhile, in the present embodiment, a third valve 93 is disposed on the third pipeline 63, and the third valve 93 is opened when the engine is in an idle condition and is closed when the engine is in a non-idle condition.

In practical application, when the engine of the vehicle is in an idle condition, the first valve 91 is closed, the third valve 93 is opened, and then the opening of the throttle valve 11 of the engine is controlled to be closed to be within 20% of the opening, because the air used for combustion of the engine cylinder 1 is less when the engine is in the idle condition. In this way, due to the decrease in the opening degree of the throttle valve 11, the flow rate of air passing through the throttle valve 11 becomes faster, a venturi effect is created where the second antifreeze conduit 72 communicates with the third conduit 63, thus, the gas in the first pipe 61 enters the second antifreeze pipe 72 through the first antifreeze pipe 71 and the exhaust pipe 8, and this gas flow creates a venturi effect where the second antifreeze line 72 communicates with the exhaust line 8, so that the oil and gas in the exhaust line 8 mixes with this gas and enters the second antifreeze line 72, in this way, the oil gas will not enter the first anti-freezing pipeline 71, and naturally, no icing will occur at the position where the first anti-freezing pipeline 71 is communicated with the first pipeline 61, and because the temperature at the oil-gas separation chamber of the engine cylinder 1 is higher, no icing will occur at the location where the second antifreeze line 72 communicates with the exhaust line 8.

In one embodiment, when one end of the first anti-freezing pipeline 71 is connected to the supercharger 4, in order to further avoid the icing condition inside the crankcase ventilation system, referring to fig. 4, an extension pipe 41 is arranged on the compressor of the supercharger 4, and one end of the first anti-freezing pipeline 71, which is far away from the second pipeline 62, is communicated with the extension pipe 41, so that the oil gas discharged from the exhaust pipeline 8 directly enters the compressor of the supercharger 4.

The temperature of the supercharger 4 is high during working, and the supercharger 4 is made of metal materials, so the temperature of the supercharger 4 can be conducted to the air compressor of the supercharger 4, and the extension pipe 41 arranged on the air compressor has certain temperature, and therefore the moisture in the oil gas can not be frozen naturally.

In other embodiments, the first anti-freezing pipeline 71 may be communicated with an extended section of an air inlet pipe connector of the compressor, or oil gas may be directly introduced into the compressor.

In one embodiment, referring to fig. 1, in order to better discharge oil and gas, the end of the exhaust line 8 communicating with the first antifreeze line 71 is disposed obliquely, and the end of the exhaust line 8 is inclined toward the first line 61, thereby facilitating the discharge of oil and gas from the exhaust line 8.

In one embodiment, the crankcase ventilation system further comprises a control device (not shown) in electrical communication with the first valve 91 and the third valve 93, respectively, and the control device can control the opening and closing of the first valve 91 and the third valve 93.

Specifically, when the engine is in an idling working condition, the control device controls the first valve 91 to be closed and controls the third valve 93 to be opened; when the engine is in the non-idle working condition, the control device controls the first valve 91 to be opened and controls the third valve 93 to be closed.

In a specific application, the Control device may be an ECU (Electronic Control Unit) of the vehicle.

Example two

Based on the same inventive concept, the embodiment of the application provides a vehicle comprising a crankcase ventilation system provided by the first embodiment of the application.

It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.

It should also be noted that, in this document, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Moreover, relational terms such as "first" and "second" are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions or should not be construed as indicating or implying relative importance. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or terminal equipment comprising the element.

The technical solutions provided by the present application are described in detail above, and the principles and embodiments of the present application are described herein by using specific examples, which are only used to help understanding the present application, and the content of the present description should not be construed as limiting the present application. While various modifications of the illustrative embodiments and applications will be apparent to those skilled in the art based upon this disclosure, it is not necessary or necessary to exhaustively enumerate all embodiments, and all obvious variations and modifications can be resorted to, falling within the scope of the disclosure.

Claims (10)

1. A crankcase ventilation system comprises an engine cylinder (1), a crankcase body (2), an air filter (3), a supercharger (4) and a intercooler (5); the method is characterized in that:

the air filter (3) is connected with the supercharger (4) through a first pipeline (61), and the supercharger (4) is connected with the intercooler (5) through a second pipeline (62);

a first antifreeze line (71), one end of the first antifreeze line (71) being communicated with the first line (61) or the supercharger (4), and the other end being communicated with the second line (62);

an exhaust pipeline (8) is arranged on an oil-gas separation cavity of the engine cylinder (1), and the exhaust pipeline (8) is communicated with the first anti-freezing pipeline (71); and a first Venturi three-way pipe is formed at the position where the exhaust pipeline (8) is communicated with the first anti-freezing pipeline (71);

be provided with first valve (91) on first pipeline (71) prevents frostbite, first valve (91) are located first pipeline (71) with second pipeline (62) intercommunication department prevents frostbite with first pipeline (71) with between exhaust pipe (8) the intercommunication department.

2. The crankcase ventilation system according to claim 1, wherein:

a compensation pipeline (10) is arranged between the engine cylinder (1) and the air filter (3), one end of the compensation pipeline (10) is communicated with the crankcase body (2), and the other end of the compensation pipeline is communicated with the first pipeline (61);

the compensation pipeline (10) is provided with a second valve (92), the second valve (92) is closed when the air pressure in the crankcase body (2) is in positive pressure, and is opened when the air pressure in the crankcase body (2) is in negative pressure.

3. The crankcase ventilation system according to claim 1, wherein:

the intercooler (5) is connected with the engine cylinder (1) through a third pipeline (63);

a second anti-freezing pipeline (72) is arranged between the third pipeline (63) and the exhaust pipeline (8), one end of the second anti-freezing pipeline (72) is communicated with the exhaust pipeline (8), and the other end of the second anti-freezing pipeline is communicated with the third pipeline (63).

4. The crankcase ventilation system according to claim 3, wherein:

and a second Venturi three-way pipe is formed at the position where the second anti-freezing pipeline (72) is communicated with the exhaust pipeline (8).

5. The crankcase ventilation system according to claim 3 or 4, wherein:

and a third Venturi tee pipe is formed at the position where the second anti-freezing pipeline (72) is communicated with the third pipeline (63).

6. The crankcase ventilation system according to claim 5, wherein:

and a third valve (93) is arranged on the second anti-freezing pipeline (72), and the third valve (93) is opened when the engine is in an idling working condition and is closed when the engine is in a non-idling working condition.

7. The crankcase ventilation system according to claim 1, wherein: an extension pipe (41) is arranged on an air inlet pipe of the supercharger (4), and one end, far away from the second pipeline (62), of the first anti-freezing pipeline (71) is communicated with the extension pipe (41).

8. The crankcase ventilation system according to claim 6, wherein:

the system comprises a control device which is respectively in telecommunication connection with the first valve (91) and the third valve (93), and is used for controlling the opening and closing of the first valve (91) and the opening and closing of the third valve (93);

when the engine is in an idling working condition, the control device controls the first valve (91) to be closed and controls the third valve (93) to be opened;

when the engine is in a non-idling working condition, the control device controls the first valve (91) to be opened and controls the third valve (93) to be closed.

9. The crankcase ventilation system according to claim 2, wherein: the second valve (92) is a one-way stop valve.

10. A vehicle, characterized in that:

comprising a crankcase ventilation system according to any of claims 1-9.

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