EP1785601B1 - Entlüftungsvorrichtung für eine Brennkraftmaschine - Google Patents

Entlüftungsvorrichtung für eine Brennkraftmaschine Download PDF

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Publication number
EP1785601B1
EP1785601B1 EP20060124079 EP06124079A EP1785601B1 EP 1785601 B1 EP1785601 B1 EP 1785601B1 EP 20060124079 EP20060124079 EP 20060124079 EP 06124079 A EP06124079 A EP 06124079A EP 1785601 B1 EP1785601 B1 EP 1785601B1
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EP
European Patent Office
Prior art keywords
engine
opening
cylinder head
separator wheel
suction tube
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.)
Active
Application number
EP20060124079
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English (en)
French (fr)
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EP1785601A1 (de
Inventor
Markus Hochmayr
Christian Berger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BRP Rotax GmbH and Co KG
Original Assignee
BRP Powertrain GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BRP Powertrain GmbH and Co KG filed Critical BRP Powertrain GmbH and Co KG
Priority to EP20060124079 priority Critical patent/EP1785601B1/de
Publication of EP1785601A1 publication Critical patent/EP1785601A1/de
Application granted granted Critical
Publication of EP1785601B1 publication Critical patent/EP1785601B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/006—Camshaft or pushrod housings
    • 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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • 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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles

Definitions

  • the present invention relates to an internal combustion engine.
  • a portion of the engine oil present in the crankcase of an internal combustion engine is in the form of droplets suspended in the air.
  • gases are known as blow-by gases.
  • blow-by gases In the crankcase, the blow-by gases mix with the oil droplets. This mixture of blow-by gases and oil cannot be safely exhausted directly to the atmosphere.
  • One solution consists in returning the mixture to the engine's induction system to be re-combusted.
  • combusting a mixture containing oil is undesirable as it creates a substantial amount of pollutants. Therefore, in order to reduce pollutants produced by the engine, the oil droplets must first be removed from the mixture such that only the blow-by gases are re-combusted.
  • United States Patent No. 5,261,380 discloses a ventilation system for an automotive engine having a crankcase, an induction system, a crankshaft, and at least one camshaft.
  • a processor pumps gases from the crankcase and separates entrained lubricating oil from the pumped gas flow.
  • a recovery apparatus introduces the separated gas to the induction system while returning the separated oil to the crankcase.
  • the disclosed solution has a complicated structure and requires a lot of space. Therefore, there is a need for an engine blow-by gas ventilation system which has a relatively simple construction and is relatively simple to manufacture while being reliable.
  • German Patent Publication No. 196 08 503 A1 discloses a crankcase of an internal combustion engine that is vented by a venting duct radially through one web of a crankshaft and connecting with an axial duct through the crankshaft and out of one end of the engine. Any oil particles are thrown out of the radial duct back into the crankcase through the centrifugal force of the rotating crankshaft.
  • the axial venting duct can connect to a short radial duct outside the engine housing. This connects with a circular collecting duct around the crankshaft stub.
  • German Patent Publication No. 42 37 128 A1 discloses engine crankcase venting, in which blow-by gases are fed through a centrifuge for oil separation.
  • the blow-by gases enter the centrifuge at the periphery and exit centrally.
  • the centrifuge has one or more channels, each of which extends radially to the rotational axis of a rotating element of the engine.
  • the channels are arranged opposite one another in pairs in a gear wheel or sprocket wheel.
  • the invention provides an internal combustion engine comprising an engine casing having a crankcase, a cylinder head, a valve cover, and a separating plane along which the valve cover can be separated from the cylinder head.
  • a shaft is disposed in the cylinder head.
  • the shaft has a shaft axis.
  • At least one bearing supports the shaft in the engine casing and permits rotation of the shaft about the shaft axis.
  • a separator wheel is disposed on the shaft for rotation therewith.
  • the separator wheel has a first opening in fluid communication with the crankcase, a second opening, and a channel extending radially from the second opening to the first opening relative to the shaft axis.
  • a suction tube fluidly communicates with the second opening of the separator wheel.
  • An end of the suction tube has a unitary abutment surface.
  • a gasket is disposed between the unitary abutment surface of the suction tube and the second opening of the separator wheel. The gasket is also disposed at least in part on the separating plane of the engine casing.
  • the suction tube is integrally formed either with the valve cover or with the cylinder head.
  • the suction tube is cast either with the valve cover or with the cylinder head.
  • the second opening is coaxial with the shaft axis.
  • the gasket is a ring gasket.
  • the shaft is a camshaft
  • the engine has at least one cam on the camshaft for actuating a valve disposed in the cylinder head.
  • the separator wheel is disposed at a first end of the camshaft.
  • the engine also has a driving sprocket provided at a second end of the camshaft for driving the camshaft.
  • the separator wheel is a driving sprocket for driving a secondary component.
  • the separator wheel is a gear.
  • the suction tube is disposed at least in part on the separating plane of the engine casing.
  • a mixture of oil droplets and blow-by gases present in the crankcase enters the first opening of the separator wheel, rotation of the separator wheel causes the oil droplets to separate from the mixture, the separated oil droplets exit the first opening of the separator wheel and return to the crankcase, the remaining blow-by gases continue through the channel of the separator wheel, exit the second opening, pass through the gasket, and enter the suction tube, the blow-by gases are then returned to an induction system of the engine.
  • the terms "permanently affixed" used to characterize a component mean that the component is physically attached to another in such a way that they can only be separated by destroying the attachment.
  • methods that can be used for permanently affixing one component to another include, but are not limited to, welding, soldering, and bonding.
  • integrally forming one component with another, such as by casting the two together, is considered permanently affixing.
  • Embodiments of the present invention each have at least one of the above-mentioned objects and/or aspects, but do not necessarily have all of them.
  • Fig. 1 is a schematic illustration of an internal combustion engine of the present invention
  • Fig. 2A is a cross-section, taken through line A-A of Fig. 1 , of a first embodiment of the cylinder head and blow-by gas ventilation system;
  • Fig. 2B is a cross-section, taken through line A-A of Fig. 1 , of a second embodiment of the cylinder head and blow-by gas ventilation system;
  • Fig. 3 is a perspective view of the valve cover of the engine of Fig. 1 corresponding to the first embodiment
  • Fig. 4 is a side view of a motorcycle powered by the engine of Fig. 1 ;
  • Fig. 5 is a side view of an all-terrain vehicle (ATV) powered by the engine of Fig. 1 .
  • ATV all-terrain vehicle
  • the internal combustion engine 1' which is preferably a four-stroke engine, has an engine casing 22.
  • the engine casing 22 is made of three main parts. These are the crankcase 24, the cylinder block 30, and the valve cover 3.
  • the valve cover 3 can be separated from the remainder of the engine casing 22 along separating plane 5, as discussed in more detail below.
  • a lower portion 26 of the crankcase 24 can also be separated a from the remainder of the engine casing 22 along separating plane 32.
  • An upper portion 28 of the crankcase 22 and the cylinder block 30 a preferably integrally formed, but it is contemplated that they could also be separable portions of the engine casing.
  • One or more cylinders 42 are formed in the cylinder block 30. Each cylinder houses a piston 38.
  • a cylinder head 4, which will be described in more detail below, is disposed at the upper portion of the cylinder block 30 and is covered by the valve cover 3.
  • the cylinder head 4 and the valve cover 3 together form a cylinder head assembly.
  • the cylinder 42, piston 38, and cylinder head 4 define together a combustion chamber 44.
  • the induction system 50 fluidly communicates with the combustion chamber 44 to provide the engine with the oxygen necessary to the combustion of the fuel inside the combustion chamber 44.
  • the piston 38 is connected to the crankshaft (not shown) of the engine 1 by a connecting rod 40.
  • the crankshaft is disposed in the crankcase 24, preferably along the separating plane 32, During operation of the engine 1, the piston 38 reciprocates inside the cylinder 42 which causes the crankshaft to rotate.
  • the crankshaft is operatively connected to or integrally formed with the output shaft 34.
  • An end of the output shaft 34 extends externally of the engine casing 22.
  • An output wheel 36 in the form of a gear or sprocket, is disposed on the end of the output shaft 34 and is used to transmit power from the engine 1 to, for example, the wheels of a vehicle.
  • crankcase 24 fluidly communicates with a blow-by gas ventilation system 2 ( Figs. 2A , 2B ) of the engine 1 via a passage 48 ( Figs. 2A , 2B ) in the cylinder block 30.
  • the cylinder head 4 accommodates at least part of the valve operation mechanism which includes one or more of the following elements (which for clarity have not been specifically illustrated): valves, valve springs, rocker arms, barrel tappets, and cam followers.
  • valves valves
  • valve springs valve springs
  • rocker arms rocker arms
  • barrel tappets barrel tappets
  • cam followers cam followers
  • the valve cover 3 is connected to the cylinder head 4 by fasteners 20, preferably screws.
  • a cylinder head gasket 19 is disposed between the valve cover 3 and the cylinder head 4 in order to seal the connection between these two parts.
  • a camshaft 6 is supported in the cylinder head 4 by camshaft bearings 8 for rotation about the camshaft axis 9.
  • the camshaft axis 9 is preferably disposed on the separating plane 5.
  • a plurality of cams 7 are disposed on the camshaft 6 and are used to actuate the valves (not shown) in the cylinder head 4.
  • a driving sprocket 10 is disposed at one end of the camshaft 6.
  • the driving sprocket 10 is operatively connected to the crankshaft by a chain or a belt so as to rotate during operation of the engine 1.
  • the camshaft 6 rotates together with the driving sprocket 10.
  • a separator wheel 12 is disposed at the other end of the camshaft 6.
  • the separator wheel 12 is secured to the camshaft 6 by a fastener 15, preferably a bolt, such that the separator wheel 12 rotates together with the camshaft.
  • the separator wheel 12 is preferably a gear or sprocket which is used to drive a secondary component of the engine 1, such as a water pump.
  • the separator wheel 12 has a first opening 13, a second opening 14, and a channel 21 extending radially from the second opening 14 to the first opening 13 relative to the camshaft axis 9. As can be seen, the channel 21 is slightly angled relative to a line normal to the camshaft axis 9.
  • the second opening 14 is disposed is coaxial with the camshaft axis 9 and is located at an end of the camshaft 6. It is contemplated that the separator wheel 12 could be disposed on a different shaft and which would be driven by the camshaft 6 or some other shaft of the engine 1.
  • a suction tube 17 is fluidly connected to the second opening 14 of the separator wheel 12.
  • the opening 52 at the end of the suction tube 17 is centered about the camshaft axis 9.
  • the suction tube 17 is preferably integrally formed with the valve cover 3 as shown in Fig. 3 . This can be achieved by casting these two elements as a single part. Alternatively, it is contemplated that suction tube 17 could be otherwise permanently affixed to the valve cover 3 by welding, soldering, or bonding the two together for example.
  • a gasket 16, in the form of a ring gasket, is disposed between the abutment surface 54 of the suction tube 17 and the second opening 14 of separator wheel 12.
  • the gasket 16 seals the connection between the rotating separator wheel 12 and the nonrotating abutment surface 54 of the suction tube 17.
  • the abutment surface 54 of the suction tube 17, the second opening of the separator wheel 12, and the gasket 16 are all disposed on the separating plane 5.
  • the abutment surface 54 is of unitary construction which facilitates the positioning of the valve cover 3 and improves sealing between the abutment surface 54 and the gasket 16.
  • the gasket 16 can be attached to either one of the abutment surface 54 and the separator wheel 12, but is preferably attached to the separator wheel 12 by clips.
  • the gasket 16 is preferably made of an oil resistant elastomer or plastic (thermoplastic or duroplast) or of metal.
  • the suction tube 17 is connected to a line 18 connected at one end to the valve cover 3 and, as seen in Fig. 1 , to the induction system 50 of the engine 1 at the other end.
  • Fig. 2B illustrates an alternative embodiment of the blow-by gas ventilation system 2.
  • the suction tube 17 is integrally formed with the cylinder head 4.
  • suction tube 17 could be otherwise permanently affixed to the cylinder head 4 by welding, soldering, or bonding the two together for example. All other elements are similar to those described above with respect to Fig. 2A , and as such have been numbered using the same reference numerals and will not be described again.
  • the suction tube 17 could also be made integrally with or permanently affixed to other portions of the engine casing 22.
  • the suction tube 17 could be affixed to a portion of the crankcase 24 and extend upwardly so as to have its opening 52 in alignment with the second opening 14 of the separator wheel 12.
  • the crankshaft causes the driving sprocket 10 to rotate, thereby causing the camshaft 6 and the separator wheel 12 to rotated with the driving sprocket 10.
  • the mixture of blow-by gases and oil droplets present in the crankcase 24 move up the cylinder block 30 to the cylinder head 4 via the passage 48.
  • the mixture then enters the first opening 13 of the rotating separator wheel 12.
  • the rotation of the separator wheel 12 causes the oil droplets to separate from the mixture and to exit the first opening 13 of the separator wheel 12.
  • the separated oil droplets then return to the crankcase 24.
  • the remaining blow-by gases continue through the channel 21 of the separator wheel 12, exit the second opening 14, pass through the gasket 16, and enter the suction tube 17.
  • the blow-by gases are then returned to the induction system 50 of the engine 1 via the line 18.
  • the internal combustion engine 1 could be used to power a motorcycle 300, as shown in Fig. 4 .
  • the motorcycle 300 has two wheels 302A, 302B, a handlebar 304 to steer the front wheel 302A, and a straddle-type seat 306.
  • the engine 1 is mounted to the frame 308 of the motorcycle 300 below the seat 306.
  • the engine 1 powers the motorcycle 300 by having the output shaft 34 operatively connected to the rear wheel 302B by a via a chain 310.
  • the internal combustion engine 1 could also be used to power an all-terrain vehicle (ATV) 350, as shown in Fig. 5 .
  • the ATV 350 has two front wheels 352A, two rear wheels 352B, a handlebar 354 to steer the two front wheels 352A, and a straddle-type seat 356.
  • the engine 1 is mounted to the frame 358 of the ATV 350 below the seat 356.
  • the engine 1 powers the ATV 350 by having the output shaft: 34 operatively connected to the two rear wheels 352B by a via a chain 360.
  • the internal combustion engine 1 described above could also be used to power other motorized recreational vehicle such as three-wheeled straddle-type vehicles, personal watercraft snowmobiles, sports boats, outboard and inboard marine engines, aircraft, karts, and small utility vehicles.
  • motorized recreational vehicle such as three-wheeled straddle-type vehicles, personal watercraft snowmobiles, sports boats, outboard and inboard marine engines, aircraft, karts, and small utility vehicles.

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  • 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)

Claims (13)

  1. Brennkraftmaschine (1), umfassend:
    ein Motorgehäuse (22), das ein Kurbelgehäuse (24), einen Zylinderkopf (4), einen Ventildeckel (3) und eine Trennebene (5) aufweist, an der entlang der Ventildeckel (3) von dem Zylinderkopf (4) getrennt werden kann;
    eine Welle (6), die in dem Zylinderkopf (4) angeordnet ist und eine Wellenachse (9) aufweist;
    mindestens ein Lager (8), das die Welle (6) in dem Motorgehäuse (22) trägt und eine Drehung der Welle (6) um die Wellenachse (9) herum ermöglicht;
    ein Abscheiderrad (12), das auf der Welle (6) zur Drehung mit derselben angeordnet ist, wobei das Abscheiderrad (12) eine erste Öffnung (13) in Fluidkommunikation mit dem Kurbelgehäuse (24), eine zweite Öffnung (14) und einen Kanal (21), der sich radial von der zweiten Öffnung (14) zur ersten Öffnung (13) im Verhältnis zur Wellenachse (9) erstreckt, aufweist;
    ein Saugrohr (17), das in Fluidkommunikation mit der zweiten Öffnung (14) des Abscheiderrads (12) steht, wobei ein Ende des Saugrohrs (17) eine einheitliche Anschlagfläche (54) aufweist; und
    eine Dichtung (16), die zwischen der einheitlichen Anschlagfläche (54) des Saugrohrs (17) und der zweiten Öffnung (14) des Abscheiderrads (12) angeordnet ist, wobei die Dichtung (16) auch mindestens teilweise auf der Trennebene (5) des Motorgehäuses (22) angeordnet ist;
    wobei die Brennkraftmaschine (1) dadurch gekennzeichnet ist, dass:
    das Saugrohr (17) mit einem von dem Ventildeckel (3) und dem Zylinderkopf (4) einstückig gebildet ist.
  2. Motor nach Anspruch 1, wobei das Saugrohr (17) mit einem von dem Ventildeckel (3) und dem Zylinderkopf (4) einstückig gegossen ist.
  3. Motor nach Anspruch 1 oder 2, wobei die zweite Öffnung (14) zur Wellenachse (9) koaxial ist.
  4. Motor nach einem der Ansprüche 1 bis 3, wobei die Dichtung (16) eine Ringdichtung ist.
  5. Motor nach einem der Ansprüche 1 bis 4, wobei die Welle (6) eine Nockenwelle ist; und
    ferner umfassend mindestens einen Nocken (7) auf der Nockenwelle zum Betätigen eines Ventils, das auf dem Zylinderkopf (4) angeordnet ist.
  6. Motor nach Anspruch 5, wobei das Abscheiderrad (12) an einem ersten Ende der Nockenwelle angeordnet ist.
  7. Motor nach Anspruch 6, ferner umfassend ein Antriebskettenrad (10), das an einem zweiten Ende der Nockenwelle bereitgestellt wird, um die Nockenwelle anzutreiben.
  8. Motor nach einem der Ansprüche 1 bis 7, wobei das Abscheiderrad (12) ein Antriebskettenrad zum Antreiben eines Nebenteils ist.
  9. Motor nach einem der Ansprüche 1 bis 7, wobei das Abscheiderrad (12) ein Zahnrad ist.
  10. Motor nach einem der Ansprüche 1 bis 9, wobei das Saugrohr (17) mindestens teilweise auf der Trennebene (5) des Motorgehäuses (22) angeordnet ist.
  11. Motor nach einem der Ansprüche 1 bis 10, wobei, wenn der Motor (1) in Betrieb ist, ein Gemisch aus Öltröpfchen und Blow-by-Gasen, das im Kurbelgehäuse (24) vorliegt, in die erste Öffnung (13) des Abscheiderrads (12) eindringt, eine Drehung des Abscheiderrads (12) veranlasst, dass die Öltröpfchen von dem Gemisch abgeschieden werden, die abgeschiedenen Öltröpfchen die erste Öffnung (13) des Abscheiderrads (12) verlassen und zum Kurbelgehäuse (24) zurückkehren, die übrigen Blow-by-Gase weiter durch den Kanal (21) des Abscheiderrads (12) gehen, die zweite Öffnung (14) verlassen, durch die Dichtung (16) gehen und in das Saugrohr (17) eindringen und die Blow-by-Gase dann an eine Sauganlage (50) des Motors (1) zurückgeführt werden.
  12. Motor nach einem der Ansprüche 1 bis 11, wobei der eine von dem Ventildeckel (3) und dem Zylinderkopf (4) der Ventildeckel (3) ist.
  13. Motor nach einem der Ansprüche 1 bis 11, wobei der eine von dem Ventildeckel (3) und dem Zylinderkopf (4) der Zylinderkopf (4) ist.
EP20060124079 2005-11-14 2006-11-14 Entlüftungsvorrichtung für eine Brennkraftmaschine Active EP1785601B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20060124079 EP1785601B1 (de) 2005-11-14 2006-11-14 Entlüftungsvorrichtung für eine Brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP05110707 2005-11-14
EP20060124079 EP1785601B1 (de) 2005-11-14 2006-11-14 Entlüftungsvorrichtung für eine Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1785601A1 EP1785601A1 (de) 2007-05-16
EP1785601B1 true EP1785601B1 (de) 2012-10-24

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5551556B2 (ja) * 2010-09-30 2014-07-16 富士重工業株式会社 エンジンのブリーザ装置
CN107084017B (zh) * 2017-06-21 2023-01-31 浙江春风动力股份有限公司 车辆及其发动机
FR3111943B1 (fr) * 2020-06-24 2022-07-15 Renault Sas Ensemble comportant un arbre a cames et un separateur d’huile par centrifugation porte par cet arbre
CN115288875B (zh) * 2022-10-10 2022-12-27 泗洪亿成机械制造有限公司 一种无油活塞的密封曲轴箱

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61175213A (ja) * 1985-01-30 1986-08-06 Honda Motor Co Ltd エンジンにおけるカムケ−スのブリ−ザ装置
US5261380A (en) 1992-07-15 1993-11-16 Ford Motor Company Crankcase ventilation system for automotive engine
DE4237128A1 (de) 1992-11-03 1994-01-27 Bayerische Motoren Werke Ag Kurbelgehäuseentlüftung mit einer Zentrifuge
US5542402A (en) * 1995-04-05 1996-08-06 Ford Motor Company Positive crankcase ventilation system with a centrifugal oil separator
DE19608503C2 (de) 1996-03-05 1999-10-21 Bayerische Motoren Werke Ag Kurbelgehäuseentlüftung für eine Brennkraftmaschine

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