• 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 present invention relates to a preassembled and a finally assembled heat shield plate (2) suitable for efficient installation and to a method for assembly thereof. The present invention particularly relates to a preassembled heat shield plate (2) and a finally assembled heat shield plate (2) as well as to a spacer element (4) suitable therefor. During the pre-assembly, a mounting bolt (1), the heat shield plate (2) and a spacer element (4) are bolted together securely, not exceeding a designed breaking torque of the thread for the spacer element. In the final assembly, the preassembled system is bolted to a device to be shielded, wherein the designed breaking torque is exceeded and the thread thus no longer interferes with the functioning of the spacer element. A spacer element (4) suitable for the above preassembly and final assembly is also provided.
    公开号:SE1251411A1
    申请号:SE1251411
    申请日:2012-12-12
    公开日:2013-06-29
    发明作者:Carlos Mendes；Hans-Friedrich Schwarz；Peter Schenk
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    In addition, features of the invention are found in the following description and in the drawing, without this being further emphasized in any particular way.
    The invention is based on the premise that in order to improve the vapor-forming properties of the ethanol fuel in the combustion chamber, it is advantageous to produce as little pressure as possible in the intake pipe and in the combustion chamber. A known measure for this is to completely close the throttle valve before starting the internal combustion engine. When an intake valve is opened, a certain negative pressure is thus achieved in the intake stroke of a cylinder both in the combustion chamber and in an area of the intake pipe lying between the throttle valve and the combustion chamber.
    However, the present invention goes even further, while actively influencing the pressure in this area further through a fluid line which usually opens there, the so-called crankcase vent line.
    The crankcase vent line means the following: When operating an internal combustion engine, some of the combustion gases flow out of the combustion chamber via the area between the pistons and piston rings and cylinders into the crankcase. To prevent a speed-dependent pressure increase in the crankcase, the combustion gases that have reached there are led away. However, since these combustion gases, in addition to unburned fuel components, contain the entire spectrum of emissions of seed gas and are also mixed with oil from the crankcase (oil mist), they are not led unfiltered into the open air, but are led to the combustion chamber via the crankcase vent line and intake line. The crankcase vent line thus creates a fluid connection between the crankcase which during the normal operation of the internal combustion engine is under a higher pressure, and the area between the throttle valve and the combustion chamber which during normal operation has a lower pressure.
    According to the invention, it was observed that this fluid line at the start of the internal combustion engine can prevent as low a pressure as possible from being reached in an area of the intake pipe between the throttle valve and the combustion chamber. Therefore, the invention proposes to arrange in the fluid line an operating device which can be controlled in such a way that it can influence the fluid flow flowing through the fluid line, which at least does not obstruct but perhaps even supports that as low a pressure as possible is achieved in this area. at the intake manifold. When the internal combustion engine is started, it thus becomes possible to have comparatively low pressures in the area directly of the intake valve lying in the intake pipe and in the combustion chamber itself, which promotes the steam formation of the injected fuel, which contains a high proportion of ethanol. Such an internal combustion engine therefore exhibits good starting behavior even at comparatively low temperatures. As soon as the internal combustion engine has been started, the operating device is again regulated so that the fluid line again has its normal function as a crankcase vent line, the crankcase is thus vented into the intake line. This guarantees a good emission ratio during the normal operation of the internal combustion engine.
    A structurally particularly simple design of the present invention is characterized in that the operating device comprises a shut-off valve, with which the fluid line can be blocked.
    Thus, while the internal combustion engine is started, when the throttle valve is completely closed at the same time, the area of the intake manifold between the throttle valve and the combustion chamber can be closed practically hermetically, so that a comparatively low pressure can be created in the intake manifold by the downward movement of the piston.
    Even before the first suction stroke of the cylinder piston, a comparatively low pressure can be created in the area of the suction pipe between the throttle valve and the combustion chamber, when the operating device comprises a fluid pump, the suction side of which is connected to the area of the suction pipe between the throttle valve and the intake valve. This is especially true when the fluid pump comprises an electric starter motor, which can be switched on even before the first rotation of the starter device, whereby a corresponding pressure drop in the suction pipe is already achieved in advance. an additional electric motor does not need to be used when the fluid pump is driven mechanically, for example through a camshaft of the internal combustion engine.
    A particularly effective design of the present invention provides, both during the start of the internal combustion engine and also during its normal operation, that the operating device comprises a control valve arranged between fluid pump and the area of throttle valve and intake valve, which in a first position connects the suction side of the fluid pump to the between the throttle valve and the intake valve the area of the intake pipe, and in a second position the area between the throttle valve and the intake valve connects the intake pipe to the crankcase past the fluid pump. The first position is thus occupied by the control valve while the internal combustion engine is started, whereby the pressure can be lowered in the area of the intake pipe lying between the throttle valve and the combustion chamber by connecting the fluid pump. On the other hand, after the internal combustion engine has been started in its normal operation, the control valve assumes its second position, whereby the crankcase can be vented without disturbance.
    In the continuation of this, it can further be provided that there is a fluid return valve between the fluid pump and the crankcase for the non-return valve. During the normal operation of the internal combustion engine, the fluid pump is thereby protected against the gases flowing out of the crankcase.
    It is further possible that the crankcase is constantly connected to an area of the intake pipe lying upstream of the throttle valve. Consequently, a certain deaeration of the crankcase also takes place during the starting process.
    Embodiments of the present invention are explained below with reference to the accompanying drawing. The drawing shows: Figure 1 a schematic view of an internal combustion engine with a first embodiment of the crankcase venting system; Figure 2 is a view similar to Figure 1 with a second embodiment of a crankcase vent system; Figure 3 is a view similar to Figure 1 with a third embodiment of a crankcase vent system; and Figure 4 is a view similar to Figure 1 with a fourth embodiment of a crankcase vent system.
    An internal combustion engine in Figure 1 has the total reference numeral 10. It is indicated by a dash-dotted box and is intended for starting a motor vehicle, for example.
    The internal combustion engine 10 comprises several cylinders, of which in Figure 1 only one is made with the reference numeral 12. The cylinder 12 in turn comprises a combustion chamber 14, which is limited, among other things, by a piston 16. By a movement of the piston 16 a crankshaft 18 is set in rotation .
    Fuel enters the combustion chamber 14 directly through an injection valve 20, which is connected to a fuel supply device 22, which supplies fuel from a tank 24.
    The fuel supply device 22 may comprise, for example, a feed pump, a high pressure pump and a fuel rail. The fuel / air mixture in the combustion chamber 14 is ignited by a spark plug 26.
    Combustion air for the combustion chamber 14 is sucked in through an intake pipe 28. In this a compressor 30 is arranged, downstream of this a throttle valve 34. From there the air reaches via an intake valve 34 into the combustion chamber 14. The area of the intake pipe 28 lying between intake valve 34 and throttle valve 32 is denoted by 36. Combustion gases are blown out of the combustion chamber 14 via a drain valve 38 into an exhaust pipe 40. In the latter a turbine 42 is arranged, which is mechanically coupled to the compressor 30 and drives it.
    The cylinder 12 of the internal combustion engine 10 has a crankcase 44. From this a fluid line 46 extends to the area 36 of the intake pipe 28 (section 46a of the fluid line 46) located between the intake valve 34 and the throttle valve 32, and to the area lying upstream of the compressor 30 (without reference numeral). of the suction pipe 28 (section 46b of the fluid line 46). Through this fluid line 46, during the normal operation of the internal combustion engine 10, gases are led out of the crankcase 44 into the intake pipe 28. The fluid line 46 is therefore also referred to as the crankcase vent line. In the section 46a of the fluid line 46, which goes to the area 36 of the suction pipe 28, an adjustable operating device 48 is arranged. In the exemplary embodiment of an internal combustion engine 10 shown in Figure 1, this comprises an electromagnetically actuated shut-off valve 50. In the electromagnetically actuated coupling position of the shut-off valve 50, the area 36 of the intake pipe 28 is separated from the crankcase 44, while area 36 is connected to the crankcase 44. The internal combustion engine 10 further comprises an operating and regulating device 52, which comprises an undrawn memory, on which various computer programs are stored, with which the operation of the internal combustion engine 10 is controlled and regulated. One of these computer programs is programmed to perform a process, which is used at the start of the internal combustion engine 10, which will be further produced in the following. The operating and regulating device 52 controls various adjusting devices, for example the throttle valve 32 and the shut-off valve 50, as well as the spark plug 26 and the injection valve 20. In addition, the operating and regulating device 52 receives signals from various sensors and sensors, for example from a crankshaft sensor 54, an intake air temperature sensor 56, an intake air pressure sensor 58 and further non-manufactured sensors and sensors.
    In the tank 24 of the present internal combustion engine 10, fuel is stored with a high proportion of ethanol, which, especially at low temperatures, exhibits relatively poor vapor-forming properties and thereby complicates the start of the internal combustion engine. However, in order to ensure a rapid start of the internal combustion engine even at low temperatures, the start of the internal combustion engine 10 is preceded by the following and already mentioned procedure: If the control and regulation device determines that the user requires the internal combustion engine 10 to start, the throttle valve 32 is started the position is completely or at least largely closed, and the shut-off valve 50 is supplied with power, the shut-off valve 50 is thus in its locked switching position. The internal combustion engine 10 is now started via an operation of an unmanufactured starter motor. During a suction stroke, i.e. with the intake valve 34 opened, the piston 16 in Figure 1 moves downwards, whereby the pressure is lowered both in the combustion chamber 14 and in the area 36 of the intake pipe 28. Just before the piston 16 reaches the lower dead center, when the pressure in the area 36 reaches a kind of minimum, the injection valve 20 is controlled by the operating and regulating device 52, so that the fuel is injected into the combustion chamber 14.
    Because the fluid line 46 is blocked by the shut-off valve 50, due to the low pressure in the area 36, gas is prevented from flowing via the fluid line 46 and 46a into the area 36, thereby preventing the pressure drop or at least reducing it. Due to the low pressure thus obtained in the area 36, an improved vapor formation of the injected ethanol fuel is achieved, whereby the starting behavior of the internal combustion engine 10 is improved.
    After the internal combustion engine 10 is started, the control and regulating device 52 terminates the power supply to the shut-off valve 50, whereby it is connected to its opened basic position, in which it connects area 36 to the crankcase 44 via the fluid line 46 and 46a, respectively. Furthermore, the throttle valve 32 is regulated in accordance with the torque request from the user of the internal combustion engine 10. Through the opening of the disconnection valve 50, gas reaching into the crankcase 44 via the fluid line 46 and 46a can now be sucked into the area 36 of the intake pipe 28 and thereby the crankcase 44 can be vented. An alternative embodiment of an internal combustion engine is shown in Figure 2. Here, and also in subsequent embodiments, such elements and areas, which have equivalent functions to elements and areas of previously described embodiments, have the same reference numerals and not again are described in detail.
    The combustion engine 10 in Figure 2 differs from that in Figure 1 in that the operating device 48 in the fluid line 46 is not formed as a shut-off valve, but as a fluid pump 60, the suction side of which is connected to the area 36 of the intake pipe 28, while the pressure side is connected to the crankcase 44 and with the area of the intake pipe 28 upstream of the compressor 30. The fluid pump 60 is mechanically driven, for example, via a camshaft (not shown) of the internal combustion engine 10, which is indicated by a connection 62. In the simplest case, the drive 62 is not switchable, the fluid pump 60 is thus constantly driven. As a result, when the crankshaft 18 rotates, the fluid pump 60 is driven and a negative pressure is formed in the area 36, which leads to the effect described above in connection with Figure 1. During the normal operation of the internal combustion engine 10, the crankcase 44 is then vented via section 46b of the fluid line 46. However, it is more advantageous if the mechanical drive 62 of the fluid pump 60 is switchable so that the fluid pump 60 is operated only while the internal combustion engine 10 is started, and that after the internal combustion engine 10 is started, the crankcase 44 can again be normally vented into the area 36.
    This is done corresponding to the procedure described in connection with Figure 1.
    The difference between Figure 3 and Figure 2 is that the fluid pump 60 is not driven mechanically but by an electric motor 64. Thus, for example, when the internal combustion engine 10 is mounted in a motor vehicle, the fluid pump 60 can already be connected via the door contact on the motor vehicle and the throttle valve 32 closed. so that then, when the driver of the motor vehicle wants to start the internal combustion engine 10, an already maximum low pressure prevails in the area 36 of the intake pipe 28 and consequently also in the combustion chamber 14. Also here after starting the electric motor 64 is switched off, so that the crankcase can be vented normally. Optionally, the fluid pump 60 may also be driven in the opposite direction to support the crankcase venting.
    In the embodiment according to Figure 4, in addition to the electrically driven fluid pump 60, a control valve 66 is arranged in the fluid line 46a. In an electrical state, it connects the area 36 to the suction side of the fluid pump 60 and its pressure side past a check valve 68 with the crankcase 44. In the spring-loaded basic position, in its second coupling position, the control valve 66 connects the area 36 of the intake pipe 28 directly to the crankcase 44 by bypassing both the fluid pump 60 and the non-return valve 68. As a result, the crankcase deaeration during the normal operation of the internal combustion engine 10 remains maximally efficient.
    权利要求:
    Claims (1)
    [1]
    Patent claims. Crankcase vent system for an internal combustion engine (10), with a fluid line (46) connecting the crankcase (44) at least occasionally to an area (36) of the intake manifold (28), which is preferably located between a throttle valve (32) and an intake valve (34) of the internal combustion engine (10), characterized by an adjustable operating device (48) arranged in the fluid line (46), with which the fluid flow in the fluid line (46) can be influenced. . Crankcase vent system according to claim 1, characterized in that the operating device (48) comprises a shut-off valve (50), with which the fluid line (46) can be blocked. . Crankcase vent system according to one of the preceding claims, characterized in that the actuating device (48) comprises a fluid pump (60), the suction side of which is connected to the area (36) of the suction pipe (28) lying between the throttle valve (32) and the suction valve (34). . Crankcase vent system according to claim 3, characterized in that the fluid pump (60) is mechanically driven by a shaft of the internal combustion engine (10). . Crankcase vent system according to claim 3, characterized in that the fluid pump (60) comprises an electric drive motor (64). . Crankcase vent system according to one of Claims 3 to 5, characterized in that the actuating device (48) comprises a control valve (66) arranged between the fluid pump (60) and the region of the suction pipe (36) preferably located between the throttle valve (32) and the intake valve (34), which in a first position it connects the suction side of the fluid pump (60) to the region of the suction pipe (28) preferably located between the control valve (32) and the suction valve (34), and in a second position it preferably connects between the throttle valve (32) and the suction valve (34) the area of the suction pipe (28) with the crankcase (44) past the fluid pump (60). Crankcase vent system according to Claim 6, characterized in that a non-return valve (68) for the fluid pump (60) is arranged between the fluid pump (60) and the crankcase (44). Crankcase vent system according to one of the preceding claims, characterized in that the crankcase (44) is constantly connected to an area of the suction pipe (28) lying upstream of the throttle valve (32). Internal combustion engine (10), in particular for the operation of a motor vehicle, characterized in that it has a crankcase venting system according to any one of the preceding claims. A method of starting an internal combustion engine (10) according to claim 9, characterized in that it comprises the following: step: 10 a. closing the throttle valve (32); b. controlling the operating device (48) in such a way that the fluid line (46) is blocked and the fluid pump (60) is set in motion; c. starting the internal combustion engine (10); d. after the start of the internal combustion engine (10): the blocking of the fluid line (46) is lifted and the operation of the fluid pump (60) is terminated. Actuating and / or control device (52), characterized in that it comprises a memory, on which a computer program is stored, which is programmed to perform a method according to claim (10). 20
    类似技术:
    公开号 | 公开日 | 专利标题
    US8739746B2|2014-06-03|Variable oil pump diagnostic
    US9382824B2|2016-07-05|Failure detection device for blow-by gas recirculation apparatus of engine
    US8316831B2|2012-11-27|Control device for internal combustion engine and control method for internal combustion engine
    CN100412347C|2008-08-20|Automatic choke control system for general-purpose engine
    US20130179049A1|2013-07-11|Method and device for operating a lubricating system of a combustion engine
    CN102052170A|2011-05-11|Fuel delivery system control strategy
    CN100404830C|2008-07-23|Internal combustion engine
    JP2008014198A|2008-01-24|Control device for internal combustion engine
    US10100751B2|2018-10-16|Methods and systems for clearing throttle obstruction
    CN100422535C|2008-10-01|Electrically-actuated throttle device for general-purpose engine
    US7168410B2|2007-01-30|Idle speed controller for internal combustion engine
    US20090050107A1|2009-02-26|Idle speed control apparatus for internal combustion engine
    RU115830U1|2012-05-10|ENGINE CASE VENTILATION IMPROVEMENT SYSTEM |
    EP1216351B1|2005-01-26|Idle control for internal combustion engine
    CN202493336U|2012-10-17|Vent valve
    US5832893A|1998-11-10|Control system for internal combustion engine
    KR101927184B1|2018-12-10|Method and apparatus for diagnosing engine system
    JP4563369B2|2010-10-13|4-cycle engine with internal EGR system
    US7204215B2|2007-04-17|Valve characteristic controller and control method for internal combustion engine
    SE1251411A1|2013-06-29|Crankcase vent system, internal combustion engine, method of starting an internal combustion engine, and control and / or control device for an internal combustion engine.
    WO2017041835A1|2017-03-16|Valve arrangement
    JP2012087641A|2012-05-10|Fuel injection device
    JP2009062827A|2009-03-26|Evaporated fuel treatment device
    US7757651B2|2010-07-20|Fuel control system having cold start strategy
    EP1961938B1|2016-04-06|Control system for general-purpose engine
    同族专利:
    公开号 | 公开日
    DE102011090007A1|2013-07-04|
    SE539337C2|2017-07-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102011090007A|DE102011090007A1|2011-12-28|2011-12-28|Crankcase ventilation system for internal combustion engine, particularly for driving motor vehicle, has fluid line which connects crankcase partially with area of intake pipe which lies between throttle valve and inlet valve|
    [返回顶部]