CN115217577A - Triton regulator, triton regulating system and triton regulating method - Google Patents
Triton regulator, triton regulating system and triton regulating method Download PDFInfo
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- CN115217577A CN115217577A CN202110650188.4A CN202110650188A CN115217577A CN 115217577 A CN115217577 A CN 115217577A CN 202110650188 A CN202110650188 A CN 202110650188A CN 115217577 A CN115217577 A CN 115217577A
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- stator
- crank
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- 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
- F01M13/0011—Breather valves
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- 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
- F01M2013/0077—Engine parameters used for crankcase breather systems
- F01M2013/0088—Rotation speed
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- 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
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- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a crank regulator, a crank regulating system and a crank regulating method.A base in the crank regulator is provided with a concave cavity, an air inlet and an air outlet; the rotor is rotatably arranged in the concave cavity, the plurality of blades are arranged on the outer side of the rotor, and the rotating areas of the blades cover the air inlet and the air outlet; the stator is movably arranged in the concave cavity, the stator is provided with a cylindrical through cavity and is sleeved outside the rotor, the outer end of each blade is abutted to the inner wall of the through cavity, and an air cavity is formed by enclosing two adjacent blades and the through cavity; the adjusting rod is connected with the stator, the actuator controls the adjusting rod to push the stator, and the eccentricity between the stator and the rotor is adjusted so as to adjust the volume of the corresponding air cavity at the air outlet; the larger the eccentricity of the stator and the rotor is, the smaller the volume of the corresponding air cavity at the air outlet is; the smaller the eccentricity between the stator and the rotor is, the larger the volume of the corresponding air cavity at the air outlet is. The crank regulator is used for accurately controlling and regulating the flow of gas entering a crankcase, and improves the oil-gas separation efficiency.
Description
Technical Field
The invention relates to the technical field of crankcase ventilation, in particular to a crank adjuster, a crank adjusting system and a crank adjusting method.
Background
In the working process of a vehicle engine, part of mixed gas of air, fuel oil and engine oil and combustion waste gas are easy to mix and then flow into a crankcase through a piston ring, and excessive mixed gas is condensed in the crankcase to dilute lubricating oil, so that the engine oil is easy to deteriorate, parts are corroded, and damage is caused to the crankcase. Therefore, it is necessary to provide a crankcase ventilation system on the engine, to extract the combustible mixture and the combustion exhaust gas (collectively referred to as a crank gas) from the crankcase, and to separate the crank gas from the oil, so as to prolong the service life of the engine oil and reduce the corrosion of parts.
The traditional crankcase ventilation system mostly adopts a mode of taking gas above a cylinder head cover, an oil return hole and an oil-gas separator are arranged on the cylinder head cover, and the separation efficiency of the oil-gas separator depends on the ventilation effect of the crankcase. However, according to the working condition difference of the engine, the crankcase has different ventilation requirements, and a crankcase ventilation system in the prior art is difficult to efficiently adapt to the ventilation requirements of the crankcase, so that the problem of insufficient ventilation of the crankcase is easily caused, and the oil-gas separation efficiency is poor; in addition, although a crank regulator is provided in the crankcase, it is difficult to accurately control the gas flow rate of the crankcase in the conventional crank regulator.
Disclosure of Invention
The embodiment of the invention provides a crank regulator, a crank regulating system and a crank regulating method, and aims to solve the problems that the oil-gas separation efficiency is poor and the crank regulator is difficult to accurately control the gas flow of a crankcase.
In one aspect, embodiments of the present invention provide a crank regulator for regulating a flow of gas into a crankcase, the crank regulator including a base, a rotor, a stator, a vane assembly, and an electrical adjustment assembly;
the base is provided with a concave cavity, an air inlet and an air outlet;
the vane assembly comprises a plurality of vanes for driving a flow of gas; the rotor is rotatably arranged in the concave cavity, a plurality of blades are arranged on the outer side of the rotor, and the rotating areas of the blades cover the air inlet and the air outlet;
the stator is movably arranged in the concave cavity, the stator is provided with a cylindrical through cavity and is sleeved outside the rotor, the outer end of each blade is abutted to the inner wall of the through cavity, and an air cavity is formed by enclosing two adjacent blades and the through cavity;
the electric adjusting assembly comprises an adjusting rod and an actuator connected with the adjusting rod, the adjusting rod is connected with the stator, the actuator is used for controlling the adjusting rod to push the stator, and the eccentric distance between the stator and the rotor is adjusted, so that the volume of the air cavity corresponding to the air outlet is adjusted;
when the eccentricity between the stator and the rotor is larger, the volume of the air cavity corresponding to the air outlet is smaller;
when the eccentricity between the stator and the rotor is smaller, the volume of the air cavity corresponding to the air outlet is larger.
Preferably, the electrical adjustment assembly further comprises a resilient member; the stator is provided with a connecting part; one end of the elastic piece is abutted against the base, and the other end of the elastic piece is abutted against the connecting part; the connecting part is clamped with the adjusting rod;
the stator is hinged with the base;
when the adjusting rod slides to the first direction, the connecting part is pushed to extrude the elastic part, the stator rotates around the position where the stator is hinged with the base, and the eccentric distance between the stator and the rotor is increased; alternatively, the first and second liquid crystal display panels may be,
when the adjusting rod slides towards the second direction, the elastic piece resets and pushes the connecting part, so that the stator rotates around the position where the stator is hinged with the base, and the eccentricity between the stator and the rotor is reduced.
Preferably, the bottom wall of the cavity is provided with a sliding groove for the adjusting rod to slide, and the sliding groove is used for the adjusting rod to reciprocate between the first direction and the second direction.
Preferably, the outer edge of the rotor is provided with a plurality of limiting grooves, each blade is telescopically and movably inserted in the limiting groove, and the outer end of each blade is abutted against the inner wall of the through cavity.
Preferably, the blade assembly further comprises two inner limiting rings for connecting the same ends of the plurality of blades; two end faces of the rotor are respectively provided with a circular limiting concave cavity, each limiting concave cavity is used for accommodating the inner limiting ring, and two sides of the inner end of each blade are respectively abutted to the outer side of the corresponding inner limiting ring; the circle centers of the two inner limiting rings are positioned on the axis of the through cavity.
Preferably, the bottom wall of the concave cavity is provided with an air inlet cavity communicated to the air inlet and an air outlet cavity communicated to the air outlet.
Preferably, the air inlet or the air outlet is provided with a one-way valve.
Preferably, the crank adjuster further comprises a rotating shaft, one end of the rotating shaft is connected to the rotor, and the other end of the rotating shaft is connected with the engine.
In another aspect, embodiments of the present invention provide a crank regulation system comprising a crank case, a crank gas passage, an air-oil separator, and the crank regulator of any one of claims 1 to 8; one end of the crank gas channel is connected with the crankcase, and the other end of the crank gas channel is connected with the oil-gas separator; the crank regulator is communicated with the crank gas channel.
In another aspect, an embodiment of the present invention provides a method for controlling a crank regulator as described above to regulate a gas flow rate into a crankcase, including:
acquiring real-time load and real-time rotating speed of an engine;
determining a real-time eccentricity based on the real-time engine load and the real-time engine speed;
and adjusting the adjusting rod according to the real-time eccentricity so as to adjust the gas flow entering the crankcase.
Preferably, the determining the real-time eccentricity based on the real-time engine load and the real-time engine speed comprises:
if the real-time rotating speed of the engine is greater than the first rotating speed and not greater than the second rotating speed, acquiring the maximum load and the maximum eccentricity of the engine under the real-time rotating speed of the engine; determining the real-time eccentricity according to the maximum load, the maximum eccentricity, the real-time load of the engine and the real-time rotating speed of the engine under the real-time rotating speed of the engine;
if the real-time rotating speed of the engine is not more than the first rotating speed or the real-time rotating speed of the engine is more than the second rotating speed, the real-time eccentricity is 0;
wherein the first rotational speed is less than the second rotational speed.
The embodiment of the invention provides a crank adjuster, a crank adjusting system and a crank adjusting method, wherein the crank adjuster can simply and conveniently realize accurate control of the eccentric distance between a rotor and a stator through an actuator and an adjusting rod, and the adjusting precision of the eccentric distance between the rotor and the stator is improved; simultaneously, the gas flow entering the crankcase is adjusted by adjusting the eccentricity between the rotor and the stator, so that the ventilation requirement of the crankcase is met, and the oil-gas separation efficiency is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive labor.
FIG. 1 is a perspective view of a bellcrank regulator in accordance with an embodiment of the present invention;
FIG. 2 is a schematic view of the stator and rotor of FIG. 1 with an eccentricity of 0;
FIG. 3 is a schematic view of the stator and rotor of FIG. 1 with the maximum eccentricity;
FIG. 4 is an exploded view of FIG. 3;
FIG. 5 is a schematic view of a structure of the base of FIG. 1;
FIG. 6 is another schematic view of the base of FIG. 1;
FIG. 7 is a schematic diagram of the construction of the triton adjustment system;
FIG. 8 is a schematic view of the gas flow configuration of the triton adjustment system;
FIG. 9 is a flow chart of a method of regulating the amount of power in a system according to an embodiment of the present invention;
fig. 10 is another flow chart of a method of tuning a triton in an embodiment of the invention.
Description of the drawings:
10. a triton regulator; 11. a base; 111. a concave cavity; 1111. an air inlet cavity; 1112. an air outlet cavity; 1113. a sliding groove; 112. an air inlet; 113. an air outlet; 12. a rotor; 121. a limiting groove; 122. a concave limiting cavity; 13. a stator; 131. a cavity is communicated; 132. a connecting portion; 14. a blade assembly; 141. a blade; 142. an inner limiting ring; 143. an air cavity; 15. an electrical conditioning assembly; 151. adjusting a rod; 152. an actuator; 153. an electrical interface; 154. an elastic member; 16. a one-way valve; 17. a rotating shaft; 18. a seal ring; 19. a cover plate;
20. a crankcase;
30. a gas channel is communicated; 31. a first channel; 32. a second channel;
40. an oil-gas separator;
50. an air cleaner;
60. an air intake duct; 61. a throttle valve;
70. a cylinder head;
80. a cylinder head cover.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those 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 device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The invention provides a crank regulator 10 which is applied to a crank regulating system and used for regulating the flow of gas entering a crank case 20 so as to improve the oil-gas separation efficiency.
As shown in fig. 1-6, the crank adjuster 10 includes a base 11, a rotor 12, a stator 13, a blade assembly 14, and an electrical adjustment assembly 15; the base 11 has a cavity 111, an air inlet 112 and an air outlet 113; the vane assembly 14 includes a plurality of vanes 141 for driving the flow of gas; the rotor 12 is rotatably installed in the cavity 111, a plurality of vanes 141 are installed outside the rotor 12, and the rotating regions of the vanes 141 cover the air inlet 112 and the air outlet 113; the stator 13 is movably installed in the cavity 111, the stator 13 has a cylindrical through cavity 131 and is sleeved outside the rotor 12, the outer end of each blade 141 abuts against the inner wall of the through cavity 131, and an air cavity 143 is formed by the surrounding of two adjacent blades 141 and the through cavity 131; the electric adjusting assembly 15 comprises an adjusting rod 151 and an actuator 152 connected with the adjusting rod 151, the adjusting rod 151 is connected with the stator 13, the actuator 152 is used for controlling the adjusting rod 151 to push the stator 13, and the eccentric distance between the stator 13 and the rotor 12 is adjusted, so as to adjust the volume of the corresponding air cavity 143 at the air outlet 113; when the eccentricity between the stator 13 and the rotor 12 is larger, the volume of the corresponding air cavity 143 at the air outlet 113 is smaller; as the eccentricity of the stator 13 from the rotor 12 is smaller, the volume of the corresponding air chamber 143 at the air outlet 113 is larger.
In this embodiment, the actuator 152 and the adjusting rod 151 can simply and conveniently control the eccentricity between the rotor 12 and the stator 13, so as to improve the adjustment accuracy of the eccentricity between the rotor 12 and the stator 13, and if the eccentricity is adjusted by using a pneumatic valve, the eccentricity is fixed, and the real-time eccentricity cannot be adjusted; meanwhile, the gas flow entering the crankcase 20 is adjusted by adjusting the eccentricity between the rotor 12 and the stator 13, so that the ventilation requirement of the crankcase 20 is met, and the oil-gas separation efficiency is improved. Specifically, as shown in fig. 2, the process of adjusting the eccentricity between the rotor 12 and the stator 13 by the actuator 152 and the adjusting rod 151 is as follows: when the actuator 152 does not push the adjusting rod 151, and the eccentricity between the rotor 12 and the stator 13 is 0, the volumes of the air chambers 143 enclosed between the adjacent two vanes 141 and the through chamber 131 are equal. When the actuator 152 pushes the adjusting rod 151, the eccentricity of the rotor 12 and the stator 13 changes with the distance of pushing the adjusting rod 151, at this time, the volumes of the air chambers 143 enclosed between the adjacent two vanes 141 and the through cavity 131 are not equal, and the volume of the air chamber 143 located at the air outlet 113 is minimum, specifically, when one air chamber 143 passes through the air inlet 112, air enters and fills the air chamber 143, the volume of the air chamber 143 is gradually compressed as the rotor 12 rotates, that is, the air in the air chamber 143 is compressed, and when the air chamber 143 rotates to the air outlet 113, the air in the air chamber 143 is higher than the air pressure of the air inlet 112, and thus, the air in the air chamber 143 flows out from the air outlet 113. Since the volume of the gas contained in the gas chamber 143 is constant, the smaller the volume of the gas chamber 143 is, the greater the gas pressure generated by compressing the internal air is, and thus the eccentricity adjustment of the stator 13 and the rotor 12 is equivalent to the final adjustment of the gas pressure of the gas flowing out from the air outlet 113. In other words, the eccentricity between the rotor 12 and the stator 13 is positively correlated with the air pressure at the air outlet 113: the larger the eccentricity of the two is, the larger the air pressure flowing out from the air outlet 113 is, and the larger the air flux in unit time is; the smaller the eccentricity of the two, the smaller the air pressure flowing out from the air outlet 113, and the smaller the air flux per unit time.
It can be understood that when the eccentricity is 0 or the eccentricity is not 0 but the eccentricity is fixed, the flow of the gas entering the crankcase 20 can be adjusted by controlling the rotation speed of the rotor 12 to meet the ventilation requirement of the crankcase 20, so as to improve the oil-gas separation efficiency.
As an example, as shown in fig. 2-4, the electrical conditioning assembly 15 further includes an elastic member 154; the stator 13 is provided with a connecting portion 132; one end of the elastic member 154 abuts against the base 11, and the other end abuts against the connecting portion 132; the connecting part 132 is clamped with the adjusting rod 151; the stator 13 is hinged with the base 11; when the adjusting rod 151 slides in the first direction, the connecting part 132 is pushed to extrude the elastic part 154, the stator 13 rotates around the position where the stator 13 is hinged with the base 11, and the eccentricity between the stator 13 and the rotor 12 is increased; alternatively, when the adjustment rod 151 slides in the second direction, the elastic member 154 is restored to push the connection portion 132, so that the stator 13 rotates around a position where the stator 13 is hinged to the base 11, and the eccentricity between the stator 13 and the rotor 12 is reduced.
In this embodiment, one end of the elastic element 154 abuts against the base 11, the other end abuts against the connecting part 132, and the connecting part 132 is clamped with the adjusting rod 151, so that when the actuator 152 controls the adjusting rod 151 to slide in the first direction, the connecting part 132 presses the elastic element 154, and the stator 13 rotates around the position where the stator 13 is hinged with the base 11, so as to increase the eccentricity between the stator 13 and the rotor 12, at this time, the first direction is a direction close to the upper end of the base 11, and the rotation direction of the stator 13 is a counterclockwise direction; when the adjusting rod 151 is pushed to move the connecting portion 132 in the second direction, and the elastic member 154 is reset, the stator 13 rotates around the position where the stator 13 is hinged to the base 11, so that the eccentricity between the stator 13 and the rotor 12 is reduced, at this time, the first direction is a direction away from the upper end of the base 11, and the rotation direction of the stator 13 is a clockwise direction. According to the scheme, the eccentric distance between the stator 13 and the rotor 12 is accurately controlled through the assembly of the adjusting rod 151, the elastic piece 154 and the controller, the gas flow entering the crankcase 20 is adjusted, and the gas flow entering the crankcase 20 is accurately controlled.
In this embodiment, the base 11 is hinged to the stator 13 through a pin, so that the stator 13 can rotate flexibly.
As an example, as shown in fig. 5 and 6, the bottom wall of the cavity 111 is opened with a sliding groove 1113 for the adjusting rod 151 to slide, and the sliding groove 1113 is used for the adjusting rod 151 to reciprocate between the first direction and the second direction.
In this embodiment, when the adjusting rod 151 moves to the uppermost end of the sliding groove 1113 in the first direction, the stator 13 and the rotor 12 reach the maximum eccentricity; when the adjustment rod 151 moves to the lowermost end of the sliding groove 1113 in the second direction, the stator 13 and the rotor 12 reach a minimum eccentricity, which is 0. In this embodiment, the eccentricity of the stator 13 and the rotor 12 can be easily and conveniently controlled by the adjusting rod 151, so as to adjust the gas flow entering the crankcase 20, thereby precisely controlling the gas flow entering the crankcase 20. The uppermost end of the sliding groove 1113 is the position where the sliding groove 1113 is closest to the upper end of the base 11.
As an example, as shown in fig. 4, the outer edge of the rotor 12 is provided with a plurality of limiting grooves 121, each blade 141 is movably inserted into the limiting grooves 121, and the outer end of each blade 141 abuts against the inner wall of the through cavity 131.
In this embodiment, the blade 141 can slide in the limiting groove 121, which is equivalent to the blade 141 can extend and contract relative to the rotor 12; the outer end of each vane 141 abuts against the inner wall of the through cavity 131, so that the vanes 141 and the rotor 12 are prevented from being deviated. Since the stator 13 and the rotor 12 are eccentrically arranged, when the vanes 141 rotate to different positions, they are limited by the through cavities 131, and the lengths of the different vanes 141 between the inner wall of the stator 13 and the outer wall of the rotor 12 are different, so that the volumes of the air cavities 143 formed by the different vanes 141 are different. Wherein, the blade 141 at the air outlet 113 has a shorter length as it can extend out of the limiting groove 121, that is, the volume of the air chamber 143 at the air outlet 113 is smaller, and the volume of the air chamber 143 is compressed as the air chamber 143 is closer to the air outlet 113 in the rotating process, so as to compress the air inside, increase the air pressure of the air outlet 113, and realize the function of increasing the air flow.
As an example, as shown in fig. 2-4, the blade assembly 14 further includes two inner stop collars 142 for connecting the same ends of the plurality of blades 141; two end faces of the rotor 12 are respectively provided with a circular limiting concave cavity 122, each limiting concave cavity 122 is used for accommodating an inner limiting ring 142, and two sides of the inner end of each blade 141 are respectively abutted to the outer side of the corresponding inner limiting ring 142; the centers of the two inner limiting rings 142 are located on the axis of the through cavity 131.
In this embodiment, because the lengths of the blades 141 are the same, the outer ends of the blades 141 are abutted to the inner wall of the cavity 111, the inner ends of the blades 141 are abutted to the outer wall of the inner limiting ring 142, and the centers of the two inner limiting rings 142 are located on the axis of the through cavity 131, that is, the inner limiting ring 142 and the stator 13 are concentrically arranged, so that all the blades 141 can synchronously move in the radial direction of the rotor 12, when the stator 13 rotates relative to the rotor 12, all the blades 141 are driven to float relative to the rotor 12 together, the length of the blades 141 between the inner wall of the stator 13 and the outer wall of the rotor 12 is adjusted, and the effect of adjusting the volume of the air cavity 143 is achieved.
As an example, as shown in fig. 1, the crank adjuster 10 further includes a rotating shaft 17, one end of the rotating shaft 17 is connected to the rotor 12, and the other end of the rotating shaft 17 is connected to the engine.
In general, the higher the engine load and the higher the engine speed, the more gas leaks into the crankcase 20 through the piston rings, and at this time, the speed of the crank gas flow needs to be increased.
In this embodiment, one end of the rotating shaft 17 is connected to the rotor 12, and the other end is connected to the engine. Therefore, the rotation speed of the rotor 12 is increased by the increase of the engine rotation speed and changes in the same direction as the engine rotation speed, so that the effect of enhancing the flow of the crank gas by automatically following the increase of the engine rotation speed and weakening the effect of enhancing the flow of the crank gas by automatically following the decrease of the engine rotation speed is achieved. Accelerate the speed that the gas flow of making a bend separates in the oil and gas separator 40, improve oil-gas separation efficiency, shorten the detention time of the gas of making a bend in crankcase 20 simultaneously, effectively improve the problem that the machine oil is rotten and becomes thin in the crankcase 20.
As an example, as shown in fig. 1-4, the bottom wall of the cavity 111 is opened with an air inlet chamber 1111 connected to the air inlet 112 and an air outlet chamber 1112 connected to the air outlet 113.
In this embodiment, the crank adjuster 10 further comprises a cover plate 19 mounted on both end surfaces of the base 11, and the cover plate 19 comprises a front cover plate and a rear cover plate for sealing the cavity 111 to ensure that the crank adjuster 10 adjusts the gas flow rate of the crank case 20 according to the ventilation requirement of the crank case 20. Specifically, the air inlet chamber 1111 is disposed on the bottom wall of the cavity 111, but does not penetrate through the bottom wall of the cavity 111; the front cover plate is sealed at the opening end of the cavity 111 to seal the whole cavity 111. The air outlet cavity 1112 is disposed on the bottom wall of the cavity 111 and penetrates through the bottom wall of the cavity 111, so that the air outlet cavity 1112 is communicated with the air outlet 113, and the cavity 111 is guaranteed to be better sealed. And the front cover plate is provided with a hole through which the rotation shaft 17 passes and a hole through which the air outlet 113 is connected to the outside; the rear cover is mounted on the bottom wall of the cavity 111 for mounting the actuator 152 and the electrical interface 153, and is provided with a cover 19 slot corresponding to the sliding slot 1113 for sliding the adjustment rod 151.
Optionally, as shown in fig. 1, a hole in the front cover plate for the rotation shaft 17 to pass through and a hole in the front cover plate for the air outlet 113 to connect to the outside are provided with sealing rings 18 for sealing so as to prevent air leakage in the crank regulator 10 from causing air pressure change of the crank regulator 10 and affecting the regulation performance of the crank regulator 10.
As an example, as shown in fig. 4, the air inlet 112 or the air outlet 113 is provided with a check valve 16. In this embodiment, when the rotor 12 rotates, air flows out of the crank adjuster 10 through the air outlet chamber 1112, and the pressure difference of the air flow opens the check valve 16 to draw air in the duct behind the air cleaner 50 into the cavity 111, thereby adjusting the air flow rate of the crank adjuster 10. Similarly, a check valve 16 may be provided at the air outlet 113 to regulate the air flow rate of the crank regulator 10.
Further, since the engine speed variation and the ventilation requirement of the crankcase 20 are not completely synchronized one-to-one, there are cases where they are not synchronized in the actual control. For example, when the engine speed or load increases beyond a certain value, in order to avoid introducing excessive fresh air into the engine interior to ensure that the internal pressure of the crankcase 20 is within a normal range, the ventilation flow rate of the crankcase 20 needs to be reduced, and the eccentricity can be changed by the electrical adjustment assembly 15, so as to adjust the air flow rate of the crankcase 20 while keeping the rotation speed of the rotor 12 constant, so as to more accurately match the actual ventilation requirement. In other embodiments, the rotation speed of the rotor 12 in the crank regulator 10 can be controlled by other control units, which are not described in detail herein.
The present invention provides a crank regulation system, as shown in fig. 7 and 8, comprising a crank case 20, a crank gas passage 30, a gas-oil separator 40 and the crank regulator 10; one end of the crank gas channel 30 is connected with the crankcase 20, and the other end is connected with the oil-gas separator 40; the crank regulator 10 communicates with a crank gas passage 30.
The crank gas passage 30 comprises a first passage 31 and a second passage 32 which are communicated with each other, wherein the first passage 31 is connected with the crankcase 20, the second passage 32 is connected with the gas-oil separator 40, the first passage 31 is arranged along the vertical direction, the second passage 32 is arranged along the horizontal direction, the crank regulator 10 is arranged on the second passage 32, and the crank regulator 10 blows crank gas along the horizontal direction so that the crank gas flows to the gas-oil separator 40 from the position where the second passage 32 is connected with the gas-oil separator 40.
Specifically, the crank regulation system further includes an air cleaner 50, an intake duct 60, a cylinder head 70, and a cylinder head cover 80; one end of the intake duct 60 is connected to the air cleaner 50, and the other end of the intake duct 60 is connected to an engine intake port of the cylinder head 70; the air inlet 112 of the crank regulator 10 is connected to the intake duct 60, and the air outlet 113 of the crank regulator 10 is connected to the crank gas passage 30. When the engine is running, external air is filtered by the air cleaner 50, and a part of the air enters the crankcase 20 through the throttle valve 61 of the air inlet pipeline 60; the other part enters an air inlet 112 of the crank regulator 10 through an air inlet pipeline 60 and flows into a crank gas channel 30 enclosed by the cylinder cover 70 and the cylinder head cover 80 after being regulated by the crank regulator 10; at this time, according to the ventilation requirement of the crankcase 20, the eccentricity between the rotor 12 and the stator 13 can be simply and conveniently controlled by the actuator 152 and the adjusting rod 151, when the air chamber 143 passes through the air inlet 112, air enters and fills the air chamber 143, the volume of the air chamber 143 is gradually compressed along with the rotation of the rotor 12, that is, the air in the air chamber 143 is compressed, when the air chamber 143 rotates to the air outlet 113, the air in the air chamber 143 is higher than the air pressure of the air inlet 112, therefore, the air in the air chamber 143 flows out from the air outlet 113, and the air outlet 113 is connected with the curved gas passage 30, so that the flow of the curved gas in the curved gas passage 30 can be accurately adjusted, and the oil-gas separation efficiency is improved.
Thus, the crank regulator 10 of the present embodiment can regulate the crankcase gas flow rate by: firstly, the rotating speed of the rotor 12 is adjusted to adjust the speed of the flow of the curved gas to the oil-gas separator 40; when the rotating speed of the rotor 12 is high, the speed of the crank gas flowing to the oil-gas separator 40 is high; when the rotation speed of the rotor 12 is slow, the speed of the flow of the crank gas to the oil separator 40 is slow. Secondly, the speed of the crank gas flowing to the oil-gas separator 40 is adjusted by adjusting the eccentricity of the stator 13 and the rotor 12; when the eccentricity is larger, the gas flux is larger, and the speed of the crank gas flowing to the oil-gas separator 40 is high; when the eccentricity is smaller, the gas flux is smaller, and the speed of the crank gas flowing to the oil separator 40 is slower.
The present invention provides a method for controlling the above-mentioned crank regulator 10 to regulate the flow of gas into the crankcase 20, as shown in fig. 9, comprising:
s901: and acquiring the real-time load and the real-time rotating speed of the engine.
The real-time load of the engine refers to the load borne by the engine at the current moment. The real-time rotating speed of the engine is the number of turns of the crankshaft in unit time at the current moment.
In the embodiment, the sensor can be arranged to acquire the data of the engine, so that the real-time load and the real-time rotating speed of the engine can be obtained.
S902: and determining the real-time eccentricity based on the real-time load of the engine and the real-time rotating speed of the engine.
In the embodiment, the real-time load and the real-time rotating speed of the engine are calculated by adopting an eccentricity formula to obtain the real-time eccentricity, so that technical support is provided for accurately controlling the eccentricity.
S903: the adjusting rod is adjusted according to the real-time eccentricity so as to adjust the gas flow entering the crankcase.
The real-time eccentricity refers to the eccentricity between the stator 13 and the rotor 12 at the current moment.
In this embodiment, the actuator 152 controls the adjusting rod 151 to slide along the sliding slot 1113 according to the real-time load of the engine and the real-time rotating speed of the engine, so as to push the connecting part 132 by using the adjusting rod 151, so that the stator 13 rotates around the hinged position of the stator 13 and the base 11, thereby realizing the stepless adjustment of the eccentricity between the stator 13 and the rotor 12 and improving the adjustment accuracy of the eccentricity between the stator 13 and the rotor 12; meanwhile, the flow of gas entering the crankcase 20 can be accurately adjusted by adjusting the real-time eccentricity, so that the oil-gas separation efficiency is improved; meanwhile, the actuator 152 of the electrical adjusting assembly is used for controlling the adjusting rod 151 to accurately adjust the eccentricity between the stator 13 and the rotor 12, so that the adjusting steps are simplified, and the working efficiency is improved.
The method for adjusting the crank is characterized in that a real-time eccentricity is determined based on a real-time load of an engine and a real-time rotating speed of the engine; the adjusting rod is adjusted according to the real-time eccentricity so as to adjust the gas flow entering the crankcase 20, realize stepless adjustment of the eccentricity of the stator 13 and the rotor 12 and improve the adjustment precision of the eccentricity of the rotor 12 and the stator 13; meanwhile, the gas flow entering the crankcase 20 can be accurately adjusted by adjusting the real-time eccentricity, and the oil-gas separation efficiency is improved.
As an example, as shown in fig. 10, the step S902 of determining the real-time eccentricity based on the real-time engine load and the real-time engine speed includes:
s1001: if the real-time rotating speed of the engine is greater than the first rotating speed and not greater than the second rotating speed, acquiring the maximum load and the maximum eccentricity of the engine under the real-time rotating speed of the engine; and determining the real-time eccentricity according to the maximum load and the maximum eccentricity of the engine under the real-time rotating speed of the engine, the real-time load of the engine and the real-time rotating speed of the engine.
The first rotating speed is preset, and the number of turns of the crankshaft in unit time is set in advance. The second speed is a predetermined number of revolutions of the crankshaft per unit time. The maximum load of the engine at the real-time rotating speed of the engine is the maximum load which can be borne by the engine at the real-time rotating speed of the engine. The maximum eccentricity is the maximum distance between the center of the stator 13 and the center of the rotor 12. In this embodiment, the first rotational speed is less than the second rotational speed. Illustratively, the first rotational speed may be 1250r/min; the second rotation speed may be 3000r/min, which is not limited herein.
In the embodiment, when the real-time rotating speed of the engine is greater than the first rotating speed and not greater than the second rotating speed, namely the first rotating speed is greater than r1 and not greater than the second rotating speed, wherein r1 is the real-time rotating speed of the engine; then real-time eccentricity of the stator 13 and the rotor 12 needs to be adjusted in real time, and at this time, the eccentricity formula is adopted for calculation, and the eccentricity formula is: real-time eccentricity = (real-time engine speed/3000) × (maximum load of engine under real-time engine load/real-time engine speed) × maximum eccentricity.
S1002: and if the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentricity is 0.
When the real-time rotating speed of the engine is not more than the first rotating speed, or the real-time rotating speed of the engine is more than the second rotating speed, then the real-time eccentricity is 0, at the moment, only the rotating speed of the rotor 12 is controlled through the rotating shaft 17, the effect of reinforcing the flow of the crank gas is weakened along with the reduction of the rotating speed of the engine automatically, so that the gas flow entering the crankcase 20 is adjusted, the speed of separating the crank gas flowing into the oil-gas separator 40 is increased, the oil-gas separation efficiency is improved, meanwhile, the detention time of the crank gas in the crankcase 20 is shortened, and the problem that engine oil in the crankcase 20 is deteriorated and thinned is effectively solved.
According to the method for adjusting the crank throw, when the real-time rotating speed of the engine is greater than the first rotating speed and not greater than the second rotating speed, the maximum load and the maximum eccentricity of the engine under the real-time rotating speed of the engine are obtained; the real-time eccentricity is determined according to the maximum load and the maximum eccentricity of the engine, the real-time load of the engine and the real-time rotating speed of the engine under the real-time rotating speed of the engine, so that the flow of gas entering the crankcase 20 is accurately controlled through the adjusting rod, the ventilation requirement of the crankcase 20 is met, and the oil-gas separation efficiency is improved; and when the real-time rotating speed of the engine is not more than the first rotating speed or the real-time rotating speed of the engine is more than the second rotating speed, the real-time eccentricity is 0.
The above-mentioned embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (11)
1. A crank adjuster for adjusting the flow of gas into a crankcase, the crank adjuster comprising a base, a rotor, a stator, a vane assembly and an electrical adjustment assembly;
the base is provided with a concave cavity, an air inlet and an air outlet;
the vane assembly includes a plurality of vanes for driving a flow of gas; the rotor is rotatably arranged in the concave cavity, a plurality of blades are arranged on the outer side of the rotor, and the rotating areas of the blades cover the air inlet and the air outlet;
the stator is movably arranged in the concave cavity, the stator is provided with a cylindrical through cavity and is sleeved outside the rotor, the outer end of each blade is abutted to the inner wall of the through cavity, and an air cavity is formed by enclosing two adjacent blades and the through cavity;
the electric adjusting assembly comprises an adjusting rod and an actuator connected with the adjusting rod, the adjusting rod is connected with the stator, the actuator is used for controlling the adjusting rod to push the stator, and the eccentricity between the stator and the rotor is adjusted so as to adjust the volume of the air cavity corresponding to the air outlet;
when the eccentricity between the stator and the rotor is larger, the volume of the air cavity corresponding to the air outlet is smaller;
when the eccentricity between the stator and the rotor is smaller, the volume of the air cavity corresponding to the air outlet is larger.
2. The triton regulator of claim 1 wherein said electrical regulation assembly further comprises a resilient member; the stator is provided with a connecting part; one end of the elastic piece is abutted against the base, and the other end of the elastic piece is abutted against the connecting part; the connecting part is clamped with the adjusting rod;
the stator is hinged with the base;
when the adjusting rod slides to the first direction, the connecting part is pushed to extrude the elastic part, the stator rotates around the position where the stator is hinged with the base, and the eccentric distance between the stator and the rotor is increased; alternatively, the first and second electrodes may be,
when the adjusting rod slides towards the second direction, the elastic piece resets and pushes the connecting part, so that the stator rotates around the position where the stator is hinged with the base, and the eccentric distance between the stator and the rotor is reduced.
3. The triton adjuster according to claim 2, wherein the bottom wall of the cavity is formed with a sliding groove for sliding the adjusting lever, and the sliding groove is used for reciprocating the adjusting lever between the first direction and the second direction.
4. A crank adjuster according to claim 1 where the outer edge of the rotor has a plurality of slots, each blade is telescopically inserted in the slot and the outer end of each blade abuts the inner wall of the through cavity.
5. A regulator according to claim 4, wherein said blade assembly further comprises two internal retaining rings for connecting the same ends of a plurality of said blades; two end faces of the rotor are respectively provided with a circular limiting concave cavity, each limiting concave cavity is used for accommodating the inner limiting ring, and two sides of the inner end of each blade are respectively abutted to the outer side of the corresponding inner limiting ring; the circle centers of the two inner limiting rings are positioned on the axis of the through cavity.
6. The crank adjuster according to claim 1 wherein the bottom wall of the cavity defines an inlet chamber communicating with the air inlet and an outlet chamber communicating with the air outlet.
7. A triton conditioner according to claim 1 characterized in that the air inlet or the air outlet is provided with a one-way valve.
8. A crank adjuster as claimed in claim 1, further comprising a rotating shaft, one end of which is connected to the rotor and the other end of which is connected to an engine.
9. A crank regulation system comprising a crank case, a crank gas passage, an oil-gas separator and a crank regulator according to any one of claims 1 to 8; one end of the crank gas channel is connected with the crankcase, and the other end of the crank gas channel is connected with the oil-gas separator; the crank regulator is communicated with the crank gas channel.
10. A method of regulating a crank for controlling a crank regulator according to any one of claims 1-8 to regulate the flow of gas into a crankcase, comprising:
acquiring real-time load and real-time rotating speed of an engine;
determining a real-time eccentricity based on the real-time engine load and the real-time engine speed;
and adjusting the adjusting rod according to the real-time eccentricity so as to adjust the gas flow entering the crankcase.
11. The method of claim 10, wherein said determining a real-time eccentricity based on said real-time engine load and real-time engine speed comprises:
if the real-time rotating speed of the engine is greater than the first rotating speed and not greater than the second rotating speed, acquiring the maximum load and the maximum eccentricity of the engine under the real-time rotating speed of the engine; determining the real-time eccentricity according to the maximum load, the maximum eccentricity, the real-time load of the engine and the real-time rotating speed of the engine under the real-time rotating speed of the engine;
if the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentricity is 0;
wherein the first rotational speed is less than the second rotational speed.
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| CN202110650188.4A CN115217577B (en) | 2021-06-10 | 2021-06-10 | Curve regulator, curve regulating system and Curve regulating method |
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| US2524597A (en) * | 1947-10-08 | 1950-10-03 | Packard Motor Car Co | Crankcase ventilation |
| WO2000073660A1 (en) * | 1999-05-28 | 2000-12-07 | Lmf Leobersdorfer Maschinenfabrik Ag | Rotary compressor or vacuum pump |
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| CN115217577B (en) | 2023-09-29 |
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