EP0937195A1 - Valve unit - Google Patents
Valve unitInfo
- Publication number
- EP0937195A1 EP0937195A1 EP97951863A EP97951863A EP0937195A1 EP 0937195 A1 EP0937195 A1 EP 0937195A1 EP 97951863 A EP97951863 A EP 97951863A EP 97951863 A EP97951863 A EP 97951863A EP 0937195 A1 EP0937195 A1 EP 0937195A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- module
- valve
- crankcase
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
- F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
-
- 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
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
- F01M13/023—Control valves in suction conduit
-
- 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
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/04—Filling or draining lubricant of or from machines or engines
-
- 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
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/10—Indicating devices; Other safety devices
- F01M11/12—Indicating devices; Other safety devices concerning lubricant level
Definitions
- the invention relates to an assembly for an apparatus driven by an internal combustion engine according to the preamble of patent claim 1.
- this object is achieved in that components are combined to form a module and in that means are provided with which the module can be connected to the internal combustion engine.
- the advantage here is that both the manufacturing costs of the individual functional units and the costs of final assembly and the weight can be reduced. Due to the structural consistency Synergies achieved between the various functional units that are mentioned
- modules for final assembly also simplifies logistics.
- the modular structure of the assembly also has a favorable effect on the recycling of the assemblies.
- the combination of the functional units into a module also allows a quick reaction to changed marketing concepts.
- a carrier body is integrated in the module, which can be connected to the internal combustion engine and to which the components of the module are attached.
- This carrier body gives the module a structure that defines the connection of the module to the internal combustion engine and the arrangement of the individual components of the module.
- One possibility would be, for example, to use the air filter box as a carrier body.
- the module essentially contains a crankcase pressure control valve and an idling vacuum valve as a component, which are combined in a single functional unit, which leads to both weight and cost savings.
- the device communicates with the crankcase and / or the filter chamber, in particular with its clean air side. This guarantees that the crankcase gases responsible for emissions remain in the overall system of the internal combustion engine and are supplied to the combustion process.
- module can be expanded with further components. It would be conceivable, for example, to summarize all the essential valve assemblies which are connected with the operation of an internal combustion engine.
- the module as an additional component, an oil filler neck and / or an oil dipstick and / or an AKF valve, as described in the German patent specification 42 05 101 in claims 2-5 and in the description, column 1, line 51 to column 2, line 13 is described and / or comprises a throttle valve and / or its adjusting device.
- the advantage lies in the combination of functional groups, that are in an effective context, because in this way both communication channels,
- crankcase pressure control valve acts as a carrier body of the module, by means of which the module can be connected to the internal combustion engine.
- the advantage as a structural body of the module lies in its spatial extent and in its mode of operation, which makes direct contact with the housing of the internal combustion engine appear advantageous anyway, and in the fact that it has a certain basic strength of the housing.
- At least one component of the module consists of plastic. Even the complete design of the module and its plastic components is conceivable. The design of the module in plastic inevitably leads to cost savings and weight reductions, and consequently to a low fuel consumption of the internal combustion engine during operation.
- crankcase pressure control valve and / or the idling vacuum valve are arranged so as to be connectable to the intake manifold and the crankcase. This arrangement not only ensures that the crankcase gases remain in the circuit of the engine of the motor vehicle.
- the module is integrated in, on or on the cylinder head or its cover, which leads to short communication paths and small housing dimensions, since part of the cylinder head or its cover can also be used as a module housing. It would also be conceivable to mount the module in or on the air filter box, since functional relationships also exist here.
- Figure 1 a shows a section through a module
- Figure 2 shows a section through the module of Figure 1 along the line AA
- Figure 3 shows a compact module on a schematically shown Brerin engine
- Figure 4 shows an even more compact module on a schematically illustrated internal combustion engine
- FIG. 5 shows the detail Y from FIG. 4
- Figure 6 is a schematic representation of the module on the internal combustion engine
- Figure 7 is a schematic representation of the module on the Brerinkkraftmaschine
- the module 2 which is shown in Figure 1 a, contains a crankcase pressure control valve 3, which is housed together with an idle vacuum valve 4 in the module housing 14.
- Crankcase pressure control valve membrane 11 regulates the transfer of crankcase gases, which enter the module either via the crankcase gas inlet on the cylinder head 6 or the crankcase gas inlet on the oil pan 8, to the crankcase gas outlet 7, the crankcase pressure control valve diaphragm valve 11 from the crankcase pressure control valve pressure valve and the pressure control valve spring valve 9 and the pressure regulator valve control valve 9 and the pressure control valve spring valve 9 and the pressure control valve spring valve 9 and the pressure control valve spring valve 9 and the pressure control valve spring valve 9 and the pressure regulator valve from the crankcase 12 is supported.
- the module housing is shielded from the atmosphere by module cover 13.
- FIG. 1 b The detail X from FIG. 1 a is shown enlarged in FIG. 1 b. It shows the idle vacuum valve 4 integrated in module 2 with the associated diaphragm 5, which reduces the cross section to such an extent that the blow-by gas produced is drawn in by means of the vacuum generated. This measure generates the detection of negative pressure in the crankcase.
- the module 2 which is already shown in Figure 1 a, is shown along the line AA. It has a crankcase pressure control valve 3, which is accommodated in the module housing 14 together with an idling vacuum valve 4.
- crankcase pressure - regulating valve membrane 11 which is covered here by the module cover 13, regulates the transfer of crankcase gases to the crankcase gas outlet 7, either via the crankcase gas inlet on the cylinder head 6 or the crankcase gas inlet on the oil pan 8, which is also not visible in this section, in arrive the module 2, the non-visible crankcase pressure control valve membrane 11 being supported by the crankcase pressure control valve spring 9 as well as the crankcase pressure control valve seat 10 and the crankcase pressure control valve plate 12.
- the internal combustion engine 1 which is shown schematically in FIG. 3, has at its upper end or on the cylinder head cover a module 2 which contains a crankcase pressure control valve and an idling vacuum valve, of which only the crankcase gas inlet on the cylinder head 6, the crankcase gas outlet 7 and the crankcase gas inlet the oil pan 8 are visible.
- a module 2 which contains a crankcase pressure control valve and an idling vacuum valve, of which only the crankcase gas inlet on the cylinder head 6, the crankcase gas outlet 7 and the crankcase gas inlet the oil pan 8 are visible.
- crankcase pressure control valve spring which connects the air filter box 16, which contains a filter insert 17, which separates the clean air side 18 from the unfiltered air side 19, as a communicating tube to the motor of the motor vehicle, has a throttle valve 33 for controlling the quantity of the fuel gas.
- the module shown in FIG. 3 already has a higher integration density than that shown in FIGS. 1 and 2, since the oil dipstick 20 together with the oil dipstick receptacle 21 and the oil filler opening 22 with the associated oil filler opening cover 23 are also contained in the module 2.
- the supply of the crankcase gases takes place in the area of the air filter box 16 on the clean air side 18, that is to say in the flow direction after the filter insert 17.
- the introduction of the crankcase gases takes place for safety reasons and in order to generate underpressure in the crankcase, since these too are in the area of a flame protection 24 arranged in the air filter box 16 are flammable.
- a part of the crankcase gas in the area of the oil pan 25 is removed, just above the oil sump 26.
- the internal combustion engine 1 which is shown schematically in FIG. 4, also has, like the machine shown in FIG. 3, a module 2 at its upper end or the cylinder head cover, which contains a crankcase pressure control valve and an idling vacuum valve, of which only the crankcase gas inlet on the cylinder head 6 , the crankcase gas outlet 7 and the crankcase gas inlet on the oil pan 8 are visible.
- the exemplary embodiment shown has an AKF valve, of which only the elements listed below are also visible: the AKF valve inlet 29, which communicates with the activated carbon canister 27, which in turn is connected to the tank 32 of the motor vehicle, and AKF valve control spigot 30 and AKF valve outlet 31.
- the AKF valve 28 which is not visible and which is indicated in FIG. 4 as detail Y, is shown enlarged in FIG. 5, the AKF valve inlet 29 being shown, which communicates with the tank 32 of the vehicle by means of the activated carbon container 27.
- the AKF valve inlet 29 and the AKF valve outlet 31 can also be seen in FIG.
- crankcase pressure regulating valve spring crankcase pressure regulating valve seat
- crankcase pressure regulating valve membrane crankcase pressure regulating valve plate
- FIG. 3 The elements shown in FIGS. 1 and 2, such as crankcase pressure regulating valve spring, crankcase pressure regulating valve seat, crankcase pressure regulating valve membrane and crankcase pressure regulating valve plate, are covered in FIG. 3 by module cover 13 and module housing 14, as is AKF valve 28.
- Module 2 shown in FIG. 4 has an even higher integration density than that shown in FIGS. 1, 2 and 3, since the AKF valve is also contained in module 2.
- the supply of the crankcase gases takes place in the area of the air filter box 16 on the clean air side 18 in the flow direction after the filter insert 17.
- the crankcase gases are introduced in the area of a flame arrester 24 arranged in the air filter box 16.
- part of the crankcase gases is removed in the area of the oil pan, just above the oil sump 26.
- the internal combustion engine 1 and the module 2 are shown schematically in FIG. 6.
- the crankcase pressure control valve 3 contained in module 2 contains the crankcase gases to be supplied to it via the crankcase gas inlet on the oil pan 8, which removes the crankcase gases on the oil pan 25 just above the oil sump, it becoming clear that the communication path with this supply line is comparatively long, which is the advantage has that this crankcase gas supply is not so much affected by the pulsation, especially when idling. Also housed in module 2 is the idling vacuum valve 4, which takes its crankcase gases directly from the crankcase gas inlet on the cylinder head 6, so that very short communication paths can be realized here if the module 2 is mounted in the area of the cylinder head.
- crankcase pressure control valve and the idling vacuum valve use the common crankcase gas outlet 7, which either communicates with the air filter box 16, as shown in FIG. 6, or communicates directly with the intake manifold 15 in an alternative embodiment.
- An AKF valve 28 is also integrated in module 2. This AKF valve 28 communicates by means of the AKF valve inlet 29 with the activated carbon canister 27, which in turn is connected to the tank 32 of the motor vehicle.
- the AKF valve control connector 30 communicates with the pressure conditions existing in the intake manifold 15, in the manner previously described in the German application 42 05 101, so that fuel vapors are fed into the intake manifold 15 via the AKF valve outlet 31 in the operating states described.
- the internal combustion engine 1 and the module 2 are shown schematically in FIG.
- the crankcase pressure control valve 3 contained in module 2 receives the crankcase gases to be supplied to it via the crankcase gas inlet on the oil pan 8.
- the idle vacuum valve 4, which takes its crankcase gases directly from the crankcase gas inlet on the cylinder head 6, is also accommodated in module 2, so that very short communication paths can be realized here when module 2 is installed in the area of the cylinder head.
- Both the crankcase pressure control valve and the idling vacuum valve use the common crankcase gas outlet 7, which either communicates with the air filter box 16, as shown in FIG. 6, or communicates directly with the intake manifold 15 in an alternative embodiment.
- An AKF valve 28 is also integrated in module 2.
- This AKF valve 28 communicates by means of the AKF valve inlet 29 with the activated carbon canister 27, which in turn is connected to the tank 32 of the motor vehicle.
- the AKF valve control connector 30 communicates with the pressure Conditions in the manner already described in DE 42 05 101, so that in the previously described operating states, fuel vapors are fed into the intake manifold 15 via the AKF valve outlet 31, which in this embodiment is merged with the crankcase gas outlet.
- the valve seats can be heated both by the crankcase pressure control valve and by the idling vacuum valve. This is done by means of an electrically operated heating resistor, which is attached in such a way that the seats heat up in the event of frost, so that a malfunction of the valve in winter is impossible.
- the heating resistor is supplied via the vehicle's electrical system. If the ambient temperature rises by or below zero degrees, a thermocouple sends a signal to the on-board control system, in which a control signal is generated that activates the heating resistor in the valve seat, so that such valves remain operational even at temperatures around or below zero.
- the heatable seat of such a valve for. B. from a copper sheet.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19645665 | 1996-11-06 | ||
DE19645665A DE19645665A1 (en) | 1996-11-06 | 1996-11-06 | Valve unit |
PCT/EP1997/006091 WO1998020236A1 (en) | 1996-11-06 | 1997-11-04 | Valve unit |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0937195A1 true EP0937195A1 (en) | 1999-08-25 |
EP0937195B1 EP0937195B1 (en) | 2002-05-08 |
Family
ID=7810761
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97951863A Expired - Lifetime EP0937195B1 (en) | 1996-11-06 | 1997-11-04 | Valve unit |
Country Status (9)
Country | Link |
---|---|
US (1) | US6148806A (en) |
EP (1) | EP0937195B1 (en) |
JP (1) | JP2001503494A (en) |
KR (1) | KR20000053107A (en) |
AR (1) | AR009594A1 (en) |
CZ (1) | CZ160899A3 (en) |
DE (2) | DE19645665A1 (en) |
WO (1) | WO1998020236A1 (en) |
ZA (1) | ZA979838B (en) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE522391C2 (en) | 2000-01-26 | 2004-02-03 | Volvo Personvagnar Ab | Crankcase and exhaust ventilation in a supercharged internal combustion engine |
FR2826691B1 (en) * | 2001-07-02 | 2003-09-26 | Solvay | CIRCUIT FOR RESPIRATING THE CRANKCASE GASES OF AN INTERNAL COMBUSTION ENGINE |
DE60219466T2 (en) * | 2002-08-22 | 2008-01-03 | Perkins Engines Co. Ltd. | Combined check valve and cover for a venting device of an internal combustion engine |
DE102008005409B4 (en) | 2007-04-18 | 2012-08-09 | Dichtungstechnik G. Bruss Gmbh & Co. Kg | Valve for the crankcase ventilation of an internal combustion engine |
US7644706B1 (en) * | 2008-12-19 | 2010-01-12 | Kubota Corporation | Breather device for an engine |
US10174650B2 (en) * | 2014-11-21 | 2019-01-08 | Ford Global Technologies, Llc | Vehicle with integrated turbocharger oil control restriction |
DE202014010065U1 (en) | 2014-12-19 | 2016-01-25 | Reinz-Dichtungs-Gmbh | Valve |
DE202017100507U1 (en) | 2017-01-31 | 2018-05-03 | Reinz-Dichtungs-Gmbh | Valve |
AT520512B1 (en) * | 2017-10-12 | 2019-09-15 | Ift Gmbh | internal combustion engine |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1067257B (en) * | 1959-10-15 | Bayerische Motoren Werke Aktiengesellschaft, München | Crankcase ventilation on internal combustion engines | |
US3139080A (en) | 1962-07-16 | 1964-06-30 | Robert E Mcmahon | Internal combustion engine |
GB974944A (en) * | 1962-10-16 | 1964-11-11 | Smith & Sons Ltd S | Improvements in or relating to valve mechanism for placing an induction manifold or a low pressure zone of a carburettor into communication with the crank-case of an internal combustion engine |
US3673994A (en) * | 1969-07-04 | 1972-07-04 | Nissan Motor | Crankcase blow-by gas recirculating device |
DE2357136A1 (en) * | 1973-11-15 | 1975-05-22 | Biasse Richard L De | Combustion piston engine has airtight crank case - connected with engine inlet down stream of throttle and limited leak-off piston rings |
GB1495870A (en) * | 1976-02-04 | 1977-12-21 | Ford Motor Co | Crankcase breathers for internal combustion engines |
US4169432A (en) * | 1977-03-31 | 1979-10-02 | Ford Motor Company | Integrated PCV valve and oil filler cap |
DE3625376C1 (en) * | 1986-07-26 | 1987-10-29 | Porsche Ag | Crankcase ventilation for motor vehicles |
DE4017074A1 (en) * | 1990-05-26 | 1991-11-28 | Mann & Hummel Filter | PRESSURE CONTROL VALVE FOR THE CRANKCASE VENTILATION ON AN INTERNAL COMBUSTION ENGINE |
DE4022129A1 (en) * | 1990-07-11 | 1992-01-16 | Mann & Hummel Filter | PRESSURE CONTROL VALVE FOR INSTALLATION IN A BLEEDING LINE ON AN INTERNAL COMBUSTION ENGINE |
DE4205101C2 (en) | 1992-02-20 | 1998-02-19 | Mann & Hummel Filter | Process for the temporary storage and metered feeding of the fuel vapors located in the free space of a tank system into the intake pipe of an internal combustion engine |
-
1996
- 1996-11-06 DE DE19645665A patent/DE19645665A1/en not_active Withdrawn
-
1997
- 1997-10-22 AR ARP970104890A patent/AR009594A1/en unknown
- 1997-10-31 ZA ZA9709838A patent/ZA979838B/en unknown
- 1997-11-04 US US09/297,673 patent/US6148806A/en not_active Expired - Fee Related
- 1997-11-04 DE DE59707233T patent/DE59707233D1/en not_active Expired - Fee Related
- 1997-11-04 WO PCT/EP1997/006091 patent/WO1998020236A1/en not_active Application Discontinuation
- 1997-11-04 JP JP52105098A patent/JP2001503494A/en active Pending
- 1997-11-04 EP EP97951863A patent/EP0937195B1/en not_active Expired - Lifetime
- 1997-11-04 KR KR1019990704031A patent/KR20000053107A/en not_active Application Discontinuation
- 1997-11-04 CZ CZ991608A patent/CZ160899A3/en unknown
Non-Patent Citations (1)
Title |
---|
See references of WO9820236A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE19645665A1 (en) | 1998-05-07 |
US6148806A (en) | 2000-11-21 |
ZA979838B (en) | 1998-05-22 |
KR20000053107A (en) | 2000-08-25 |
WO1998020236A1 (en) | 1998-05-14 |
JP2001503494A (en) | 2001-03-13 |
CZ160899A3 (en) | 1999-11-17 |
EP0937195B1 (en) | 2002-05-08 |
AR009594A1 (en) | 2000-04-26 |
DE59707233D1 (en) | 2002-06-13 |
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