• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a crankcase ventilation system (100) for venting exhaust gases from an internal combustion engine (106), said (100) (104) connectable with a first end (130) to the combustion engine (106) for systems comprising a crankcase ventilation pipe for receiving said exhaust gases from said exhaust gases. and having a second end (140) for an air intake pipe provided upstream of the turbo (110) and / or a compressor, said second end of (104) being provided for purge gases to said air intake. At least a portion of at least one said crankcase vent pipe supply heating pipe (114) is provided within said crankcase vent pipe (104), where (114) is provided for compressed air to an inlet downstream of said turbo (110) and / or said at least one heat pipe conveyor of said compressor . (Fig. 1)
    公开号:SE1000741A1
    申请号:SE1000741
    申请日:2008-02-26
    公开日:2010-08-31
    发明作者:Erik Larsson；Daniel Forsloew
    申请人:Volvo Lastvagnar Ab；
    IPC主号:
    专利说明:

    2 is generally carefully designed for the engine. Finally, these systems are relatively expensive and complicated and add unnecessary weight to the vehicle.
    US 5970 962 describes electric heaters for heating the PCV system. However, electric heaters draw power from the vehicle's electrical system.
    The heaters are also relatively expensive and labor intensive in terms of manufacturing and installation.
    In addition, the solutions identified above and other solutions are not entirely effective in overcoming the cooling effect of the wind, which can vary widely and is affected by factors such as ambient temperature, ambient moisture content and air velocity surrounding the crankcase ventilation system.
    SUMMARY OF THE INVENTION An object of the present invention is to provide a more efficient heat management device for a crankcase ventilation system which will minimize or eliminate one or more of the above-mentioned shortcomings.
    The object is achieved by the features of the independent claims. The other claims and the description show advantageous embodiments of the invention.
    According to a first aspect of the invention, there is provided a crankcase ventilation system (100) for venting purge gases from (106). (100) crankcase vent pipe (104) connectable to a first end of an internal combustion engine. A second end (140) of said crankcase vent pipe (104) is provided for an air intake pipe provided upstream of a turbo (110) and / or a compressor. Said other end of said crankcase ventilation pipe (104) is provided for supplying purge gases to said air intake. At least a portion of at least one heating pipe (114) is provided within said crankcase ventilation pipe (104). (114) is provided for compressed air to an inlet downstream of said turbo (110) and / or said at least one heat pipe conveyor of compressor.
    An advantage of the present invention is that heat generated in the production of compressed air is used for heating the crankcase ventilation system.
    In another embodiment, said compressed air in said heating pipe is provided by said turbo or said compressor. In yet another embodiment, said compressed air is generated in a separate, electrically or mechanically driven, air compressor for generating air pressure for the brakes, etc. of a vehicle. In yet another embodiment, said compressed air is generated by a belt-driven compressor or compressor for compressing intake air to the internal combustion engine.
    In another embodiment, the heating pipe may be connected with a first end between said turbo and a charge air cooler for receiving compressed air with a pressure P1 and with a second end to a point between said turbo and said charge air cooler (112) where said pressure is lower than P1.
    The heating tube is connected with a first end between said turbo or said compressor and a charge air cooler for receiving compressed air and with a second end to a point between a charge air cooler (112) and a cylinder top.
    The heating tube is connected with a first end between said turbo or compressor and a charge air cooler for receiving compressed air and with a second end to said charge air cooler (112).
    The other end of said crankcase ventilation pipe is connected to an air filter (108). According to another aspect of the present invention, there is provided a method of venting purge gases from a crankcase by providing a crankcase vent pipe for receiving purge gases from said internal combustion engine, comprising the steps of: cranking the housing of said internal combustion engine, transporting said purge gases from said purge gases. of said internal combustion engine, said intake being provided upstream of a turbo and / or a compressor. Said method further comprises the means of providing at least a part of a heating pipe inside said crankcase ventilation pipe, said at least one heating pipe being provided for transporting compressed air to an inlet downstream of said turbo and / or said compressor.
    BRIEF DESCRIPTION OF THE DRAWINGS Referring to the accompanying drawings, the following is a more detailed description of embodiments of the invention given by way of example: In the drawings: Fig. 1 shows a schematic illustration of a first embodiment of a crankcase ventilation system according to the present invention.
    The drawings refer to like or similar parts with like reference numerals. The drawings are only schematic representations and are not intended to depict specific parameters of the invention. In addition, the drawings are intended to illustrate only typical embodiments of the invention and are, therefore, not to be construed as limiting the scope of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 is a first schematic embodiment of a crankcase venting system 100 for venting exhaust gases from an internal combustion engine 106, said system 100 including a crankcase housing 104 for the first venting end of the engine. exhaust gases from said internal combustion engine and having a second end 140 to an air intake pipe provided upstream of a turbo 110, an air filter 108, a charge air cooler (CAC) 112 and a heating pipe 114.
    Blowing gases are formed when gaseous mixtures of unburned fuel, air and other constituent combustion products leak past the piston rings provided on the piston (s) 150 arranged inside the cylinder (s) of the internal combustion engine.
    Air is supplied to the internal combustion engine via the air filter 108 provided upstream of the turbo 110. Said air filter 108 is connectable to the turbo 110 via a pipe 120. Air is compressed in said turbo 110 and supplied to a charge air cooler 112. cylinder top 122 via a tube cylinder top 122 of the internal combustion engine Said charge air cooler is connectable to 116 and said charge air cooler is connectable to the turbo via the pipe 118. Exhaust gases from the internal combustion engine are transported through an exhaust manifold 124 and further to the exhaust system (not shown).
    The turbo unit 110 may be a single stage unit or a two stage unit.
    The heating tube 114 may in a first embodiment be provided with a first end between the turbo and the charge air cooler 112 and with a second end between the charge air cooler 112 and the cylinder head 122. In a second embodiment the heating tube 114 may be provided with a first end between the turbo and the charge air cooler 112 where the pressure is P1 and with a second end between the charge air cooler 112 and the turbo 110 where the pressure is below P1. The pressure into the heating pipe is higher than the pressure delivered from the heating pipe due to the pressure drop through said heating pipe. The other end of the heating pipe used for returning the compressed air to an intake air system downstream of said turbo must therefore be arranged at a point where the pressure is lower than the pressure delivered into the heating pipe 114, in this case P1. If the pressure at the other end were higher than or substantially equal to P1, it may be that compressed air cannot be transported in the heating pipe and that said heating pipe will therefore not generate the required heat.
    In Figure 1, the pressure between the turbo 110 and the charge air cooler 112 is denoted by P1, which is higher than the pressure just after the charge air cooler denoted by P2, which in turn is higher than the pressure just before the cylinder head denoted by P3. In yet another embodiment, said first end of said heating pipe may be arranged between said turbo 110 and said charge air cooler 112 and said second end of said heating pipe may be arranged at any point on said charge air cooler.
    The material in the heating tube could be metal or any heat-resistant plastic material. Said heating pipes may be provided with cooling fins or other cooling devices for increasing the heating of the purge gases in the crankcase ventilation pipe 104. Said cooling fins may be provided only near the first end 130 of said crankcase ventilation pipes 104, or alternatively only at the points of said heating pipes 114 provided. crankcase ventilation pipe 104.
    The material of the crankcase ventilation pipe can be steel or any heat-resistant plastic material. The crankcase vent pipe 114 may also be thermally insulated. The thermal insulation can be performed through a double layer structure of the crankcase ventilation pipe, ie. a larger diameter pipe enclosing a smaller diameter pipe, with either air or any other insulating material therebetween. Another example of thermal insulation may be to wrap thermal insulation material on the outside of the crankcase ventilation pipe. In the illustrated embodiment of Figure 1, said other end of the air filter. In embodiments, it is possible to connect said other end of said crankcase vent pipe 104 connected to alternative crankcase vent tubes 104 to any point of the air intake upstream of said turbo 110 or a compressor (not shown). Said compressor may be belt driven, mechanically driven directly from the camshaft or crankshaft, or electrically driven. It is also possible to use a combination of a compressor and a turbo, in this case said other end of the crankcase ventilation pipe should be arranged upstream of both said turbo and said compressor.
    By returning the compressed air from the heating pipe downstream of the turbo 110, there will not be as much charge pressure leakage compared to returning the compressed air upstream of said turbo. Returning the compressed air from the heat pipe upstream of said turbo 110 will be substantially equivalent to releasing said compressed air in said heat pipe 114 to the ambient atmosphere, resulting in a decrease in efficiency of the internal combustion engine which is much greater compared to, as according to the present invention, returning the compressed air from the heating tube downstream of said turbo 110.
    In Figure 1, it is illustrated that said heating pipe is not only provided inside said crankcase ventilation pipe 114 but also inside said air filter 108.
    This can be useful for heating the air filter at the point where the air filter. Moisture in the purge gases can begin to freeze and build up an ice layer on the crankcase ventilation pipe is provided on said air filter under certain conditions if it is not heated sufficiently.
    The first end of the crankcase vent pipe 114 is illustrated as being provided at the crankcase or oil pan in Figure 1. It may of course be equivalent to arranging said crankcase vent pipe 114 at the cylinder block and / or cylinder head and / or a cylinder head if sufficient ducts for 8 purge gases are provided and inside or the cylinder block and / or the cylinder head.
    The type of internal combustion engine can be a diesel engine, a petrol engine or a flexi-fuel engine with one or more cylinders in a row, V-shape or boxer shape.
    In the illustrated embodiment of Figure 1, a portion of only one heating pipe 114 is provided within said crankcase ventilation pipe 104. In an alternative embodiment, two or more heating pipes may be used. In such a case, compressed air can be supplied to a first heating pipe from a compressor, to a second heating pipe from a turbo and to a third heating pipe from an electric compressor for generating compressed air for the brake system. An advantage of having more than one pipe coming from alternative systems for generating compressed air is that the time for heating the crankcase ventilation pipe can be minimized.
    It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings, but rather those skilled in the art will appreciate that many changes and modifications may be made within the scope of the appended claims.
    权利要求:
    Claims (12)
    [1]
    Crankcase ventilation system (100) for venting purge gases from an internal combustion engine (106), said system (100) comprising a crankcase vent pipe (104) connectable with a first end (130) to the combustion engine (106) for receiving purge gases from said combustion gases. internal combustion engine and having a second end (140) for an air intake pipe provided upstream of a turbo (110) and / or a compressor, said second end of said crankcase vent pipe »(104) being provided for supplying purge gases to said air intake, characterized in that at least a portion of at least one heating pipe (114) is provided within said crankcase ventilation pipe (104), said at least one heating pipe (114) being provided for transporting compressed air to an inlet downstream of said turbo (110) and / or said compressor.
    [2]
    Crankcase ventilation system according to claim 1, wherein the compressed air in said at least one heating pipe (114) is provided from one or more of said turbo, said compressor and / or a following sources: air compressor for generating compressed air for a vehicle brake system.
    [3]
    Crankcase ventilation system according to claim 1, wherein said heating pipe is connected with a first end between said turbo or compressor and a charge air cooler for receiving compressed air with a pressure P1 and with a second end to a point between said turbo or compressor and said charge air cooler ( 112) where said pressure is lower than P1.
    [4]
    The crankcase ventilation system of claim 1, wherein said heating pipe is connected with a first end between said turbo or compressor and a charge air cooler for receiving compressed air and with a second end to a point between a charge air cooler (112) and a cylinder top.
    [5]
    The crankcase ventilation system of claim 1, wherein said heating pipe is connected with a first end between said turbo or compressor and a charge air cooler for receiving compressed air and with a second end to said charge air cooler (112).
    [6]
    The crankcase ventilation system of claim 1, wherein said other end of said crankcase ventilation pipe is connected to an air filter (108).
    [7]
    A method of venting purge gases from a crankcase of an internal combustion engine, comprising the steps of: providing a crankcase vent pipe for receiving purge gases from said crankcase of said internal combustion engine, transporting said purge gases from said crankcase to an intake of said combustion means. upstream of a turbo and / or a compressor, characterized in that said method further comprises the measure of: providing at least a part of a heating pipe inside said crankcase ventilation pipe, said at least one heating pipe being provided for transporting compressed air to an inlet downstream of said turbo and / or said compressor.
    [8]
    The method of claim 7, further comprising the step of: providing said compressed air in said at least one heat pipe from one or more of the following sources: said turbo, said compressor and / or an air compressor for generating compressed air for a vehicle brake system.
    [9]
    The method of claim 7, further comprising the steps of: connecting said heating pipe having a first end between said turbo or compressor and a charge air cooler for receiving compressed air with a pressure P1, connecting said heating pipe having a second end between said turbo or a compressor. compressor and said charge air cooler where said pressure is lower than P1. 11
    [10]
    The method of claim 7, further comprising the steps of: - connecting said heating pipe with a first end between said turbo or compressor and a charge air cooler for receiving compressed air, - connecting said heating pipe with a second end between said charging air cooler and a cylinder head .
    [11]
    The method of claim 7, further comprising the steps of: - connecting said heating tube with a first end between said turbo or compressor and a charge air cooler for receiving compressed air, - connecting said heating tube with a second end to said charge air cooler. 15
    [12]
    The method of claim 7, further comprising the step of providing said other end of said crankcase vent pipe for an air filter (108).
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    同族专利:
    公开号 | 公开日
    US20100326409A1|2010-12-30|
    CN101946065B|2014-07-30|
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    引用文献:
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    CN110030055A|2018-01-11|2019-07-19|南昌工控电装有限公司|A kind of temperature control system for preventing the outlet of engine crank case ventilation pipe from freezing|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2008/000161|WO2009108085A1|2008-02-26|2008-02-26|Crank case ventilation|
    SE1000741A|SE534308C2|2008-02-26|2008-02-26|Crankcase|SE1000741A| SE534308C2|2008-02-26|2008-02-26|Crankcase|
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