EP2010761B1 - Deaerating and aerating device for a supercharged internal combustion engine - Google Patents

Deaerating and aerating device for a supercharged internal combustion engine Download PDF

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Publication number
EP2010761B1
EP2010761B1 EP07728280A EP07728280A EP2010761B1 EP 2010761 B1 EP2010761 B1 EP 2010761B1 EP 07728280 A EP07728280 A EP 07728280A EP 07728280 A EP07728280 A EP 07728280A EP 2010761 B1 EP2010761 B1 EP 2010761B1
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EP
European Patent Office
Prior art keywords
line
crankcase
deaerating
fresh gas
internal combustion
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EP07728280A
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German (de)
French (fr)
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EP2010761A1 (en
Inventor
Mirko Braun
Robert Dunsch
Stefan Ruppel
Yakup ÖZKAYA
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Mahle International GmbH
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Mahle International GmbH
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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
    • F01M13/02—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
    • 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
    • F01M13/028—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of positive pressure
    • 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
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter

Definitions

  • the present invention relates to a venting and ventilating device for a supercharged internal combustion engine, in particular in a motor vehicle, for discharging blow-by gas from a crankcase of the internal combustion engine.
  • blow-by gases from combustion chambers of the internal combustion engine enter into a crankcase of the internal combustion engine during operation.
  • the amount of blowby gases produced depends on the operating condition of the internal combustion engine, e.g. Apprenticeship or full load, from.
  • the Blowbygase In order to avoid an excessively high overpressure in the crankcase, the Blowbygase must be removed from the crankcase. In this case, an emission of Blowbygase in the environment for environmental reasons is undesirable.
  • a venting device usually comprises a line which is connected at one end to the crankcase and the other end is connected to a fresh gas line of the internal combustion engine.
  • the blowby gases are again supplied to the internal combustion engine for combustion.
  • a negative pressure is regularly available in the fresh air line at least in naturally aspirated engines, in particular after a throttle valve.
  • negative pressures can arise which are so great that they can lead to destruction of the crankcase.
  • With the help of vacuum control valves while trying to adjust the negative pressure in the crankcase to a predetermined value.
  • a venting device preferably comprises a first line, which is connected at one end to the crankcase and the other end downstream of the charging device to the fresh gas line.
  • the first line contains a vent valve, usually a vacuum control valve, which is designed so that it is from a predetermined limit of a adjacent thereto differential pressure limits a volume flow leading to the fresh gas line to a predetermined target value.
  • a ventilation device can usually also additionally have a second line which is connected at one end upstream of the charging device to the fresh gas line and at the other end also to the crankcase. This second line includes a throttle device which is designed such that it adjusts a volume flow leading to the crankcase to a predetermined target value at a predetermined value of a differential pressure applied thereto.
  • the negative pressure at the connection point of the first line drops, while at the same time the amount of blow-by gas to be removed in the crankcase increases. Accordingly, the amount of fresh air supplied via the second pipe decreases. From a certain partial load of the enough At the connection point of the first line prevailing negative pressure is no longer sufficient to set the desired negative pressure in the crankcase. In this case, the negative pressure at the junction of the first line is smaller than the negative pressure at the junction of the second line. As a result, the flow direction in the second line is reversed so that it now provides for the venting of the crankcase.
  • the first line can be suitably equipped with a non-return device, whereby the first line is automatically blocked in the direction of the crankcase when the pressure in the fresh gas line at the junction of the first line continues to increase.
  • the negative pressure available upstream of the charging device in the fresh gas line is comparatively small, so that adequate suction of the blowby gases is not always ensured.
  • the connection point of the second line eg for reasons of space, must be positioned comparatively close to the inlet of the charging device, the problem is exacerbated.
  • the present invention is concerned with the problem of providing for a venting device of the type mentioned an improved embodiment, which is particularly characterized in that it allows a sufficient venting even with a relatively small negative pressure, thereby providing comparatively flexible connection options on the side of the fresh gas line offers.
  • the invention is based on the general idea to arrange in the second line parallel to the throttle device, a non-return valve that locks to the crankcase out. This ensures that when venting the crankcase through the second line, the blow-by gases do not have to flow through the throttle device, but can flow through the non-return valve that opens in this direction.
  • the flow resistance can be reduced in this flow direction, which already sufficient relatively small negative pressures sufficient to be able to aspirate Blowbygas.
  • the second line can also be connected to those points of the fresh gas line, where only a comparatively small negative pressure can be provided, which improves the mounting flexibility of the deaerating and ventilating device.
  • an internal combustion engine 1 an engine block 2 with crankcase 3, cylinder head 4, cylinder head cover 5 and oil pan 6.
  • a fresh gas line 7 leads fresh gas from an environment 8 to the engine block 2, while an exhaust pipe 9 exhaust gas of the internal combustion engine 1 from the engine block 2 discharges and into the environment 8 emitted.
  • the internal combustion engine 1 is preferably arranged in a motor vehicle.
  • the internal combustion engine 1 is charged and accordingly has a charging device 10, which in the present case is configured by way of example as an exhaust gas turbocharger.
  • the charging device 10 comprises a compressor 11, which is arranged in the fresh gas line 7, and a turbine 12, which is arranged in the exhaust pipe 9.
  • the internal combustion engine 1 may also be equipped with another charging device 10, such as e.g. a mechanical loader, in particular a Roots blower.
  • the fresh gas line 7 contains on the input side an air filter 13 and downstream thereof an air mass or air mass measuring device 14, which is designed for example as a hot film knife. Downstream of the charging device 10, the fresh gas line 7 includes a charge air cooler 15 and downstream of a throttle valve 16th
  • the internal combustion engine 1 is equipped with an exhaust gas recirculation device 17, which is reproduced here in a simplified manner and represented only by an exhaust gas recirculation cooler 18.
  • the internal combustion engine 1 is equipped with a venting and venting device 19, with the help of which in the operation of the internal combustion engine 1 Blowbygas can be removed from the crankcase 3.
  • Blowbygas occurs during operation of the internal combustion engine 1 due to leaks Unspecified cylinder chambers of the engine block 2 in the crankcase 3 a.
  • the deaerating and ventilating device 19 comprises a first line 20 and a second line 21.
  • the first line 20 is connected at one end to the crankcase 3 and at the other end to the fresh gas line 7 via a first connection point 22.
  • the first connection point 22 is located downstream of the charging device 10 and in particular downstream of the throttle valve 16. At the same time, the first connection point 22 is positioned within the fresh gas line 7 upstream of an unspecified inlet point of the exhaust gas recirculation device 17.
  • the first line 20 includes a vent valve 23, which may be configured as a kind of vacuum control valve.
  • the vent valve 23 is designed so that it limits a leading to the fresh gas line 7 volume flow to a predetermined target value from a predetermined limit of a voltage applied thereto differential pressure.
  • a non-return device 24 is also arranged in the first conduit 20, which blocks in the direction of the crankcase 3 and is effective in series with the vent valve 23.
  • the non-return device 24 is integrated in the vent valve 23, whereby a uniform assembly 25 is formed, which is formed by a vent valve with integrated non-return function.
  • the second line 21 is at one end at a second connection point 26, which is located upstream of the charger 10, connected to the fresh gas line 7, while the other end also and preferably independent of the first line 20, in particular directly, is connected to the crankcase 3.
  • the second line 21 includes a throttle device 28 which is adapted to adjust a volume flow leading to the first line 20 to a predetermined target value for a predetermined value of a differential pressure applied thereto.
  • the second line 21 is provided with a non-return valve 29, which blocks in the direction of the first line 20.
  • non-return valve 29 and throttle device 28 are arranged to be flowed through in parallel, whereby the throttle device 28 forms a bypass which bypasses the non-return valve 29, which is also designated by 28 below.
  • the non-return valve 29 and the throttle device 28 may also form an integral component 30. This component 30 is formed in particular by the non-return valve 29 with integrated bypass 28.
  • the first line 20 includes a first separation device 31, which is designed to remove oil and / or oil mist from the blow-off gas sucked out of the crankcase 3 during operation of the internal combustion engine 1.
  • the separated oil can, via a first return line 32 from the first separator 31 into the crankcase 3, preferably in the oil pan 6, be recycled.
  • the second line 21 also contains its own second separation device 27 with associated second oil return line 36.
  • the venting device 19 operates as follows:
  • the internal combustion engine 1 operates in an idle mode, ie in an operating state with a minimum load. In this operating condition, comparatively little blowby gas enters the crankcase 3.
  • the charging device 10 is substantially inactive; at least causes the throttle valve 16 is a strong throttling, whereby downstream of the throttle valve 16 in the fresh gas line 7, a comparatively large negative pressure prevails. This negative pressure is so great that it is above the limit value of the venting valve 23 and above the predetermined value of the throttling device 28. Accordingly, the vent valve 23 passes the predetermined volume flow.
  • the first line 20 causes a venting of the crankcase 3. In this operating state 20 more gas can be discharged via the first line as new blow-by gas flows.
  • a negative pressure established at the second connection point 26 in the fresh gas line 7 is smaller than the negative pressure prevailing at the first connection point 22.
  • the vent through the first line 20 lowers in Crankcase 3 the pressure as far as until the pressure equalization fresh gas can flow on the second line 21.
  • the throttle device 28 also allows a volume flow, which, however, is smaller than the predetermined volume flow of the vent valve 23.
  • the second line 21 causes ventilation of the crankcase 3 with fresh gas from the fresh gas line 7.
  • vent valve 23 and the throttle device 28 are specifically coordinated so that flows in this case with minimal deducted from the crankcase 3 Blowbygasmenge in the crankcase 3 just enough fresh gas via the second line 21, that can set a predetermined negative pressure in the crankcase 3 , In particular, the negative pressure in the crankcase 3 should not fall arbitrarily far in this operating state. Accordingly, in this operating state, the volume flow drawn off via the first line 20 from the crankcase 3 and discharged into the fresh gas line 7 is in part formed by the amount of blowby gas to be removed and otherwise by a corresponding amount of fresh gas which is supplied to the crankcase 3 via the second line 21.
  • the Blowbygasströmung is in Fig. 1 symbolized by arrows 33.
  • the fresh gas flow is in Fig. 1 symbolized by arrows 34 and composed of Blowbygas and fresh gas mixture flow is in Fig. 1 symbolized by arrows 35.
  • Fig. 2 shows an operating condition of the internal combustion engine 1 at partial load, in which at the first connection point 22 in the fresh gas line 7, only a relatively small negative pressure is present, which is just so large that the total amount of blowby gas still on the first line 20 from the crankcase. 3 removed and introduced into the fresh gas line 7.
  • a vent valve 23 which is characterized by a characteristic in which increases with increasing pressure difference of the vent valve 23 by flow rate first (linear), then at a mean differential pressure has a maximum for the flow and at further increasing pressure difference falls to the predetermined, with further increasing pressure difference constant target value (linear).
  • said maximum is in the range of a pressure difference, which in the in Fig.
  • the in Fig. 3 shown state.
  • the negative pressure established at the first connection point 22 becomes too small in order to be able to extract the amount of blowby gas produced.
  • the first connection point 22 in particular by the connection or activation of the charging device 10 in conjunction with a corresponding throttle position, build up an overpressure, which makes it impossible to initiate Blowbygas via the first connection point 22 in the fresh gas line 7.
  • the non-return device 24 blocks in the event of overpressure at the first connection point 22.
  • the pressure on the suction side of the charging device 10 decreases.
  • a negative pressure is created which is sufficient to suck off the blowby gases accumulating in the crankcase 3 only through the second line 21.
  • the second line 21 causes in this case the desired ventilation of the crankcase 3. This is basically possible via the throttle device 28, which is indicated here by flow arrows shown interrupted is.
  • the non-return valve 29 opens so that the blow-by gas flow 33; at least the main part, flows through the check valve 29.
  • the non-return valve 29 is designed so that its opening resistance and its flow resistance are smaller than the flow resistance of the bypass or the throttle device 28.
  • the opening resistance and the flow resistance of the non-return valve 29 are selected so that the negative pressure prevailing at the second connection point 26 is sufficient to extract the amount of blowby gas arising from the crankcase 3 in this operating state or state area.
  • a predetermined negative pressure can be set in the crankcase 3.
  • the second line 21 is quenched in the opening direction of the non-return valve 29 due to the very small resistances for opening and flow through the non-return valve 29, so that even with relatively small pressures sufficient ventilation can be achieved, whereby it is particularly possible, the second junction 26 relative to be positioned close to an inlet of the charging device 10.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

The present invention relates to a deaerating and aerating device (19) for an internal combustion engine (1) for discharging blowby gas out of a crankcase (3), comprising a first line (20) which is connected at one end to the crankcase (3) and at the other end to a fresh gas line (7) downstream of a supercharging device (10) and which contains a deaerating valve (23), and a second line (21) which is connected at one end to the fresh gas line (7) upstream of the supercharging device (10) and at the other end to the crankcase (3) and which contains a throttle device (28) and, parallel thereto, a non-return check valve (29) which provides a blocking action in the direction of the crankcase (3).

Description

Die vorliegende Erfindung betrifft eine Ent- und Belüftungseinrichtung für eine aufgeladene Brennkraftmaschine, insbesondere in einem Kraftfahrzeug, zum Abführen von Blowbygas aus einem Kurbelgehäuse der Brennkraftmaschine.The present invention relates to a venting and ventilating device for a supercharged internal combustion engine, in particular in a motor vehicle, for discharging blow-by gas from a crankcase of the internal combustion engine.

Bei Brennkraftmaschinen, die als Kolbenmotor ausgestaltet sind, treten im Betrieb sogenannte Blowbygase aus Brennräumen der Brennkraftmaschine in ein Kurbelgehäuse der Brennkraftmaschine ein. Die Menge der anfallenden Blowbygase hängt vom Betriebszustand der Brennkraftmaschine, z.B. Lehrlauf oder Volllast, ab. Um einen unzulässig hohen Überdruck im Kurbelgehäuse zu vermeiden, müssen die Blowbygase aus dem Kurbelgehäuse abgeführt werden. Dabei ist eine Emission der Blowbygase in die Umgebung aus Umweltschutzgründen unerwünscht.In internal combustion engines, which are designed as a piston engine, so-called blow-by gases from combustion chambers of the internal combustion engine enter into a crankcase of the internal combustion engine during operation. The amount of blowby gases produced depends on the operating condition of the internal combustion engine, e.g. Apprenticeship or full load, from. In order to avoid an excessively high overpressure in the crankcase, the Blowbygase must be removed from the crankcase. In this case, an emission of Blowbygase in the environment for environmental reasons is undesirable.

Dementsprechend umfasst eine Entlüftungseinrichtung üblicherweise eine Leitung, die einenends an das Kurbelgehäuse angeschlossen ist und die anderenends an eine Frischgasleitung der Brennkraftmaschine angeschlossen ist. Die Blowbygase werden so erneut der Brennkraftmaschine zur Verbrennung zugeführt. Um die Emission von Blowbygasen in die Umgebung ausschließen zu können, ist es zweckmäßig, die Blowbygase aus dem Kurbelgehäuse abzusaugen, derart, dass sich dabei im Kurbelgehäuse ein Unterdruck einstellt. Ein derartiger Unterdruck steht in der Frischluftleitung zumindest bei Saugmotoren, insbesondere nach einer Drosselklappe, regelmäßig zur Verfügung. Allerdings können bei bestimmten Betriebszuständen in der Frischgasleitung Unterdrücke entstehen, die so groß sind, dass sie zu einer Zerstörung des Kurbelgehäuses führen können. Mit Hilfe von Unterdruckregelventilen wird dabei versucht, den Unterdruck im Kurbelgehäuse auf einen vorbestimmten Wert einzustellen.Accordingly, a venting device usually comprises a line which is connected at one end to the crankcase and the other end is connected to a fresh gas line of the internal combustion engine. The blowby gases are again supplied to the internal combustion engine for combustion. In order to exclude the emission of blow-by gases into the environment, it is expedient to suck the blow-by gases out of the crankcase in such a way that a negative pressure is established in the crankcase. Such a negative pressure is regularly available in the fresh air line at least in naturally aspirated engines, in particular after a throttle valve. However, under certain operating conditions in the fresh gas line, negative pressures can arise which are so great that they can lead to destruction of the crankcase. With the help of vacuum control valves while trying to adjust the negative pressure in the crankcase to a predetermined value.

Bei aufgeladenen Brennkraftmaschinen, wie im DE 20 2004 011 V1 gezeigt, entstehen zusätzliche Probleme dadurch, dass eine Einleitung der Blowbygase stromauf der jeweiligen Ladeeinrichtung an sich unerwünscht ist, um eine Verschmutzung derselben zu vermeiden. Auf der Druckseite der Ladeeinrichtung steht jedoch nur dann ein hinreichender Unterdruck zur Verfügung, wenn die Brennkraftmaschine im Leerlaufbetrieb oder in einem unteren Teillastbetrieb arbeitet.In supercharged internal combustion engines, as in DE 20 2004 011 V1 shown additional problems arise in that an introduction of the blow-by gases upstream of the respective charging device is in itself undesirable in order to avoid contamination thereof. However, only a sufficient negative pressure is available on the pressure side of the charging device when the internal combustion engine is operating in idling mode or in a lower part-load operation.

Eine Entlüftungseinrichtung umfasst vorzugsweise eine erste Leitung, die einenends an das Kurbelgehäuse und anderenends stromab der Ladeeinrichtung an die Frischgasleitung angeschlossen ist. Die erste Leitung enthält ein Entlüftungsventil, in der Regel ein Unterdruckregelventil, das so ausgestaltet ist, dass es ab einem vorbestimmten Grenzwert eines daran anliegenden Differenzdrucks einen zur Frischgasleitung führenden Volumenstrom auf einen vorbestimmten Zielwert begrenzt. Eine Ent- und Belüftungseinrichtung kann üblicherweise zusätzlich noch eine zweite Leitung aufweisen, die einenends stromauf der Ladeeinrichtung an die Frischgasleitung und anderenends ebenfalls an das Kurbelgehäuse angeschlossen ist. Diese zweite Leitung enthält eine Drosseleinrichtung, die so ausgestaltet ist, dass sie bei einem vorbestimmten Wert eines daran anliegenden Differenzdrucks einen zum Kurbelgehäuse führenden Volumenstrom auf einen vorbestimmten Zielwert einstellt.A venting device preferably comprises a first line, which is connected at one end to the crankcase and the other end downstream of the charging device to the fresh gas line. The first line contains a vent valve, usually a vacuum control valve, which is designed so that it is from a predetermined limit of a adjacent thereto differential pressure limits a volume flow leading to the fresh gas line to a predetermined target value. A ventilation device can usually also additionally have a second line which is connected at one end upstream of the charging device to the fresh gas line and at the other end also to the crankcase. This second line includes a throttle device which is designed such that it adjusts a volume flow leading to the crankcase to a predetermined target value at a predetermined value of a differential pressure applied thereto.

Im Leerlaufbetrieb der Brennkraftmaschine herrscht an der Anschlussstelle zwischen erster Leitung und Frischgasleitung, insbesondere wenn sich diese stromab einer Drosselklappe befindet, ein relativ starker Unterdruck, wodurch relativ viel Blowbygas aus dem Kurbelgehäuse abgeführt werden kann. Allerdings entsteht im Leerlaufbetrieb nur vergleichsweise wenig Blowbygas. Die zweite Leitung ermöglicht für diesen Betriebsfall eine Belüftung des Kurbelgehäuses, indem sie stromauf der Ladeeinrichtung angesaugte Frischluft dem Kurbelgehäuse zuführt, um einen unzulässig großen Unterdruck im Kurbelgehäuse zu vermeiden.In idle operation of the internal combustion engine prevails at the junction between the first line and fresh gas line, especially if this is downstream of a throttle valve, a relatively strong negative pressure, whereby relatively much blowby gas can be removed from the crankcase. However, only comparatively little blowby gas is produced during idling operation. The second line allows ventilation of the crankcase for this case of operation by supplying fresh air sucked in upstream of the charging device to the crankcase in order to avoid an unacceptably high negative pressure in the crankcase.

Mit zunehmender Teillast sinkt der Unterdruck an der Anschlussstelle der ersten Leitung ab, während gleichzeitig die abzuführende Blowbygasmenge im Kurbelgehäuse zunimmt. Dementsprechend nimmt die über die zweite Leitung zugeführte Frischluftmenge ab. Ab einer bestimmten Teillast reicht der an der Anschlussstelle der ersten Leitung herrschende Unterdruck nicht mehr aus, im Kurbelgehäuse den gewünschten Unterdruck einzustellen. Dabei wird der Unterdruck an der Anschlussstelle der ersten Leitung kleiner als der Unterdruck an der Anschlussstelle der zweiten Leitung. In der Folge kehrt sich die Strömungsrichtung in der zweiten Leitung um, so dass diese nun für die Entlüftung des Kurbelgehäuses sorgt. Die erste Leitung kann zweckmäßig mit einer Rückschlagsperreinrichtung ausgestattet sein, wodurch die erste Leitung in Richtung zum Kurbelgehäuse selbsttätig gesperrt wird, wenn der Druck in der Frischgasleitung an der Anschlussstelle der ersten Leitung weiter ansteigt.As the part load increases, the negative pressure at the connection point of the first line drops, while at the same time the amount of blow-by gas to be removed in the crankcase increases. Accordingly, the amount of fresh air supplied via the second pipe decreases. From a certain partial load of the enough At the connection point of the first line prevailing negative pressure is no longer sufficient to set the desired negative pressure in the crankcase. In this case, the negative pressure at the junction of the first line is smaller than the negative pressure at the junction of the second line. As a result, the flow direction in the second line is reversed so that it now provides for the venting of the crankcase. The first line can be suitably equipped with a non-return device, whereby the first line is automatically blocked in the direction of the crankcase when the pressure in the fresh gas line at the junction of the first line continues to increase.

Bei weiter zunehmender Teillast oder bei Volllast herrscht stromab der Ladeeinrichtung Überdruck in der Frischgasleitung. Die erste Leitung ist dann gesperrt und die Abführung der Blowbygase erfolgt ausschließlich über die zweite Leitung.With further increasing partial load or at full load prevails downstream of the charging device overpressure in the fresh gas line. The first line is then blocked and the discharge of blowby gases takes place exclusively via the second line.

In bestimmten Betriebszuständen der Brennkraftmaschine, insbesondere bei Volllast, ist der stromauf der Ladeeinrichtung in der Frischgasleitung zur Verfügung stehende Unterdruck vergleichsweise klein, so dass eine hinreichende Absaugung der Blowbygase nicht immer gewährleistet ist. Insbesondere dann, wenn die Anschlussstelle der zweiten Leitung, z.B. aus Bauraumgründen, vergleichsweise nahe am Einlass der Ladeeinrichtung positioniert werden muss, verschärft sich die Problematik.In certain operating states of the internal combustion engine, in particular at full load, the negative pressure available upstream of the charging device in the fresh gas line is comparatively small, so that adequate suction of the blowby gases is not always ensured. In particular, when the connection point of the second line, eg for reasons of space, must be positioned comparatively close to the inlet of the charging device, the problem is exacerbated.

Die vorliegende Erfindung beschäftigt sich mit dem Problem, für eine Entlüftungseinrichtung der eingangs genannten Art eine verbesserte Ausführungsform anzugeben, die sich insbesondere dadurch auszeichnet, dass sie auch mit einem vergleichsweise kleinen Unterdruck eine hinreichende Entlüftung ermöglicht, wodurch sie vergleichsweise flexible Anschlussmöglichkeiten auf der Seite der Frischgasleitung bietet.The present invention is concerned with the problem of providing for a venting device of the type mentioned an improved embodiment, which is particularly characterized in that it allows a sufficient venting even with a relatively small negative pressure, thereby providing comparatively flexible connection options on the side of the fresh gas line offers.

Dieses Problem wird erfindungsgemäß durch den Gegenstand des unabhängigen Anspruchs gelöst. Vorteilhafte Ausführungsformen sind Gegenstand der abhängigen Ansprüche.This problem is solved according to the invention by the subject matter of the independent claim. Advantageous embodiments are the subject of the dependent claims.

Die Erfindung beruht auf dem allgemeinen Gedanken, in der zweiten Leitung parallel zur Drosseleinrichtung ein Rückschlagsperrventil anzuordnen, dass zum Kurbelgehäuse hin sperrt. Hierdurch wird erreicht, das beim Entlüften des Kurbelgehäuses durch die zweite Leitung die Blowbygase nicht durch die Drosseleinrichtung strömen müssen, sondern durch das in dieser Richtung öffnende Rückschlagsperrventil strömen können. Der Strömungswiderstand kann dadurch in dieser Strömungsrichtung reduziert werden, wodurch bereits relativ kleine Unterdrücke ausreichen, hinreichend Blowbygas absaugen zu können. In der Folge kann die zweite Leitung auch an solchen Stellen der Frischgasleitung angeschlossen werden, an denen nur ein vergleichsweise kleiner Unterdruck zur Verfügung gestellt werden kann, was die Montageflexibilität der Ent- und Belüftungseinrichtung verbessert.The invention is based on the general idea to arrange in the second line parallel to the throttle device, a non-return valve that locks to the crankcase out. This ensures that when venting the crankcase through the second line, the blow-by gases do not have to flow through the throttle device, but can flow through the non-return valve that opens in this direction. The flow resistance can be reduced in this flow direction, which already sufficient relatively small negative pressures sufficient to be able to aspirate Blowbygas. As a result, the second line can also be connected to those points of the fresh gas line, where only a comparatively small negative pressure can be provided, which improves the mounting flexibility of the deaerating and ventilating device.

Weitere wichtige Merkmale und Vorteile der Erfindung ergeben sich aus den Unteransprüchen, aus den Zeichnungen und aus der zugehörigen Figurenbeschreibung anhand der Zeichnungen.Other important features and advantages of the invention will become apparent from the dependent claims, from the drawings and from the associated figure description with reference to the drawings.

Es versteht sich, dass die vorstehend genannten und die nachstehend noch zu erläuternden Merkmale nicht nur in der jeweils angegebenen Kombination, sondern auch in anderen Kombinationen oder in Alleinstellung verwendbar sind, ohne den Rahmen der vorliegenden Erfindung zu verlassen.It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Bevorzugte Ausführungsbeispiele der Erfindung sind in den Zeichnungen dargestellt und werden in der nachfolgenden Beschreibung näher erläutert, wobei sich gleiche Bezugszeichen auf gleiche oder ähnliche oder funktional gleiche Bauteile beziehen.Preferred embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components.

Es zeigen, jeweils schematisch,

Fig. 1 bis 3
jeweils eine stark vereinfachte, schaltplanar- tige Prinzipdarstellung einer Entlüftungsein- richtung bei unterschiedlichen Betriebszustän- den.
Show, in each case schematically,
Fig. 1 to 3
in each case a greatly simplified schematic diagram of a venting device with different operating states.

Entsprechend den Fig. 1 bis 3 umfasst eine Brennkraftmaschine 1 einen Motorblock 2 mit Kurbelgehäuse 3, Zylinderkopf 4, Zylinderkopfhaube 5 und Ölwanne 6. Eine Frischgasleitung 7 führt Frischgas aus einer Umgebung 8 dem Motorblock 2 zu, während eine Abgasleitung 9 Abgas der Brennkraftmaschine 1 vom Motorblock 2 abführt und in die Umgebung 8 emittiert.According to the Fig. 1 to 3 an internal combustion engine 1 an engine block 2 with crankcase 3, cylinder head 4, cylinder head cover 5 and oil pan 6. A fresh gas line 7 leads fresh gas from an environment 8 to the engine block 2, while an exhaust pipe 9 exhaust gas of the internal combustion engine 1 from the engine block 2 discharges and into the environment 8 emitted.

Die Brennkraftmaschine 1 ist vorzugsweise in einem Kraftfahrzeug angeordnet. Die Brennkraftmaschine 1 ist aufgeladen und weist dementsprechend eine Ladeeinrichtung 10 auf, die im vorliegenden Fall beispielhaft als Abgasturbolader ausgestaltet ist. Dementsprechend umfasst die Ladeeinrichtung 10 einen Verdichter 11, der in der Frischgasleitung 7 angeordnet ist, sowie eine Turbine 12, die in der Abgasleitung 9 angeordnet ist. Es ist klar, dass die Brennkraftmaschine 1 auch mit einer anderen Ladeeinrichtung 10 ausgestattet sein kann, wie z.B. ein mechanischer Lader, insbesondere ein Rootsgebläse.The internal combustion engine 1 is preferably arranged in a motor vehicle. The internal combustion engine 1 is charged and accordingly has a charging device 10, which in the present case is configured by way of example as an exhaust gas turbocharger. Accordingly, the charging device 10 comprises a compressor 11, which is arranged in the fresh gas line 7, and a turbine 12, which is arranged in the exhaust pipe 9. It is clear that the internal combustion engine 1 may also be equipped with another charging device 10, such as e.g. a mechanical loader, in particular a Roots blower.

Die Frischgasleitung 7 enthält eingangsseitig ein Luftfilter 13 sowie stromab davon eine Luftmengen- oder Luftmassen-Messseinrichtung 14, die beispielsweise als Heißfilmmesser ausgestaltet ist. Stromab der Ladeeinrichtung 10 enthält die Frischgasleitung 7 einen Ladeluftkühler 15 sowie stromab davon eine Drosselklappe 16.The fresh gas line 7 contains on the input side an air filter 13 and downstream thereof an air mass or air mass measuring device 14, which is designed for example as a hot film knife. Downstream of the charging device 10, the fresh gas line 7 includes a charge air cooler 15 and downstream of a throttle valve 16th

Desweiteren ist die Brennkraftmaschine 1 mit einer Abgasrückführeinrichtung 17 ausgestattet, die hier vereinfacht wiedergegeben und lediglich durch einen Abgasrückführkühler 18 repräsentiert ist.Furthermore, the internal combustion engine 1 is equipped with an exhaust gas recirculation device 17, which is reproduced here in a simplified manner and represented only by an exhaust gas recirculation cooler 18.

Außerdem ist die Brennkraftmaschine 1 mit einer Ent- und Belüftungseinrichtung 19 ausgestattet, mit deren Hilfe im Betrieb der Brennkraftmaschine 1 Blowbygas aus dem Kurbelgehäuse 3 abgeführt werden kann. Derartiges Blowbygas tritt im Betrieb der Brennkraftmaschine 1 aufgrund von Leckagen aus nicht näher bezeichneten Zylinderräumen des Motorblocks 2 in das Kurbelgehäuse 3 ein.In addition, the internal combustion engine 1 is equipped with a venting and venting device 19, with the help of which in the operation of the internal combustion engine 1 Blowbygas can be removed from the crankcase 3. Such Blowbygas occurs during operation of the internal combustion engine 1 due to leaks Unspecified cylinder chambers of the engine block 2 in the crankcase 3 a.

Die Ent- und Belüftungseinrichtung 19 umfasst eine erste Leitung 20 sowie eine zweite Leitung 21. Die erste Leitung 20 ist einenends an das Kurbelgehäuse 3 und anderenends an die Frischgasleitung 7 über eine erste Anschlussstelle 22 angeschlossen. Die erste Anschlussstelle 22 befindet sich dabei stromab der Ladeeinrichtung 10 und insbesondere stromab der Drosselklappe 16. Gleichzeitig ist die erste Anschlussstelle 22 innerhalb der Frischgasleitung 7 stromauf einer nicht näher bezeichneten Einleitstelle der Abgasrückführeinrichtung 17 positioniert. Die erste Leitung 20 enthält ein Entlüftungsventil 23, das quasi als Unterdruckregelventil ausgestaltet sein kann. Das Entlüftungsventil 23 ist so ausgebildet, dass es ab einem vorbestimmten Grenzwert eines daran anliegenden Differenzdrucks einen zur Frischgasleitung 7 führenden Volumenstrom auf einen vorbestimmten Zielwert begrenzt.The deaerating and ventilating device 19 comprises a first line 20 and a second line 21. The first line 20 is connected at one end to the crankcase 3 and at the other end to the fresh gas line 7 via a first connection point 22. The first connection point 22 is located downstream of the charging device 10 and in particular downstream of the throttle valve 16. At the same time, the first connection point 22 is positioned within the fresh gas line 7 upstream of an unspecified inlet point of the exhaust gas recirculation device 17. The first line 20 includes a vent valve 23, which may be configured as a kind of vacuum control valve. The vent valve 23 is designed so that it limits a leading to the fresh gas line 7 volume flow to a predetermined target value from a predetermined limit of a voltage applied thereto differential pressure.

Bei den hier gezeigten Beispielen ist in der ersten Leitung 20 außerdem eine Rückschlagsperreinrichtung 24 angeordnet, die in Richtung zum Kurbelgehäuse 3 sperrt und in Reihe zum Entlüftungsventil 23 wirksam ist. Vorzugsweise ist die Rückschlagsperreinrichtung 24 in das Entlüftungsventil 23 integriert, wodurch eine einheitliche Baugruppe 25 entsteht, die durch ein Entlüftungsventil mit integrierter Rückschlagsperrfunktion gebildet ist.In the examples shown here, a non-return device 24 is also arranged in the first conduit 20, which blocks in the direction of the crankcase 3 and is effective in series with the vent valve 23. Preferably, the non-return device 24 is integrated in the vent valve 23, whereby a uniform assembly 25 is formed, which is formed by a vent valve with integrated non-return function.

Die zweite Leitung 21 ist einenends bei einer zweiten Anschlussstelle 26, die sich stromauf der Ladeeinrichtung 10 befindet, an die Frischgasleitung 7 angeschlossen, während sie anderenends ebenfalls und vorzugsweise unabhängig von der ersten Leitung 20, insbesondere direkt, an das Kurbelgehäuse 3 angeschlossen ist.The second line 21 is at one end at a second connection point 26, which is located upstream of the charger 10, connected to the fresh gas line 7, while the other end also and preferably independent of the first line 20, in particular directly, is connected to the crankcase 3.

Die zweite Leitung 21 enthält eine Drosseleinrichtung 28, die so ausgebildet ist, dass sie für einen vorbestimmten Wert eines daran anliegenden Differenzdrucks einen zur ersten Leitung 20 führenden Volumenstrom auf einen vorbestimmten Zielwert einstellt. Außerdem ist die zweite Leitung 21 mit einem Rückschlagsperrventil 29 ausgestattet, das in Richtung zur erste Leitung 20 sperrt. Dabei sind Rückschlagsperrventil 29 und Drosseleinrichtung 28 parallel durchströmbar angeordnet, wodurch die Drosseleinrichtung 28 einen das Rückschlagsperrventil 29 umgehenden Bypass bildet, der im folgenden ebenfalls mit 28 bezeichnet ist. Vorzugsweise können das Rückschlagsperrventil 29 und die Drosseleinrichtung 28 ebenfalls ein integrales Bauteil 30 bilden. Dieses Bauteil 30 ist insbesondere durch das Rückschlagsperrventil 29 mit integriertem Bypass 28 gebildet.The second line 21 includes a throttle device 28 which is adapted to adjust a volume flow leading to the first line 20 to a predetermined target value for a predetermined value of a differential pressure applied thereto. In addition, the second line 21 is provided with a non-return valve 29, which blocks in the direction of the first line 20. In this case, non-return valve 29 and throttle device 28 are arranged to be flowed through in parallel, whereby the throttle device 28 forms a bypass which bypasses the non-return valve 29, which is also designated by 28 below. Preferably, the non-return valve 29 and the throttle device 28 may also form an integral component 30. This component 30 is formed in particular by the non-return valve 29 with integrated bypass 28.

Die erste Leitung 20 enthält eine erste Abscheideeinrichtung 31, die dazu ausgebildet ist, im Betrieb der Brennkraftmaschine 1 Öl und/oder Ölnebel aus dem aus dem Kurbelgehäuse 3 abgesaugten Blowbygas zu entfernen. Das abgeschiedene Öl kann über eine erste Rücklaufleitung 32 von der ersten Abscheideeinrichtung 31 in das Kurbelgehäuse 3, vorzugsweise in die Ölwanne 6, rückgeführt werden. Bei der hier gezeigten, bevorzugten Ausführungsform enthält auch die zweite Leitung 21 eine eigene zweite Abscheideeinrichtung 27 mit zugehöriger zweiter Ölrücklaufleitung 36.The first line 20 includes a first separation device 31, which is designed to remove oil and / or oil mist from the blow-off gas sucked out of the crankcase 3 during operation of the internal combustion engine 1. The separated oil can, via a first return line 32 from the first separator 31 into the crankcase 3, preferably in the oil pan 6, be recycled. In the preferred embodiment shown here, the second line 21 also contains its own second separation device 27 with associated second oil return line 36.

Die erfindungsgemäße Entlüftungseinrichtung 19 arbeitet wie folgt:The venting device 19 according to the invention operates as follows:

In einem in Fig. 1 wiedergegebenen ersten Betriebszustand arbeitet die Brennkraftmaschine 1 in einem Leerlaufbetrieb, also in einem Betriebszustand mit minimaler Last. In diesem Betriebszustand tritt vergleichsweise wenig Blowbygas in das Kurbelgehäuse 3 ein. Gleichzeitig ist die Ladeeinrichtung 10 im wesentlichen inaktiv; zumindest bewirkt die Drosselklappe 16 eine starke Drosselung, wodurch stromab der Drosselklappe 16 in der Frischgasleitung 7 ein vergleichsweise großer Unterdruck herrscht. Dieser Unterdruck ist so groß, dass er oberhalb des Grenzwerts des Entlüftungsventils 23 und oberhalb des vorbestimmten Werts der Drosseleinrichtung 28 liegt. Dementsprechend lässt das Entlüftungsventil 23 den vorbestimmten Volumenstrom durch. Die erste Leitung 20 bewirkt dabei eine Entlüftung des Kurbelgehäuses 3. Dabei kann in diesem Betriebszustand über die erste Leitung 20 mehr Gas abgeführt werden als neues Blowbygas nachströmt.In an in Fig. 1 reproduced first operating state, the internal combustion engine 1 operates in an idle mode, ie in an operating state with a minimum load. In this operating condition, comparatively little blowby gas enters the crankcase 3. At the same time, the charging device 10 is substantially inactive; at least causes the throttle valve 16 is a strong throttling, whereby downstream of the throttle valve 16 in the fresh gas line 7, a comparatively large negative pressure prevails. This negative pressure is so great that it is above the limit value of the venting valve 23 and above the predetermined value of the throttling device 28. Accordingly, the vent valve 23 passes the predetermined volume flow. The first line 20 causes a venting of the crankcase 3. In this operating state 20 more gas can be discharged via the first line as new blow-by gas flows.

Gleichzeitig ist ein sich an der zweiten Anschlussstelle 26 in der Frischgasleitung 7 einstellender Unterdruck kleiner als der an der ersten Anschlussstelle 22 herrschende Unterdruck. Die Entlüftung durch die erste Leitung 20 senkt im Kurbelgehäuse 3 den Druck soweit ab, bis zum Druckausgleich Frischgas über die zweite Leitung 21 nachströmen kann. In der Folge lässt auch die Drosseleinrichtung 28 einen Volumenstrom durch, der jedoch kleiner ist als der vorbestimmte Volumenstrom des Entlüftungsventils 23. Die zweite Leitung 21 bewirkt dabei eine Belüftung des Kurbelgehäuses 3 mit Frischgas aus der Frischgasleitung 7.At the same time, a negative pressure established at the second connection point 26 in the fresh gas line 7 is smaller than the negative pressure prevailing at the first connection point 22. The vent through the first line 20 lowers in Crankcase 3 the pressure as far as until the pressure equalization fresh gas can flow on the second line 21. As a result, the throttle device 28 also allows a volume flow, which, however, is smaller than the predetermined volume flow of the vent valve 23. The second line 21 causes ventilation of the crankcase 3 with fresh gas from the fresh gas line 7.

Das Entlüftungsventil 23 und die Drosseleinrichtung 28 sind dabei gezielt so aufeinander abgestimmt, dass in diesem Betriebsfall mit minimaler aus dem Kurbelgehäuse 3 abzuführender Blowbygasmenge in das Kurbelgehäuse 3 gerade soviel Frischgas über die zweite Leitung 21 nachströmt, dass sich im Kurbelgehäuse 3 ein vorbestimmter Unterdruck einstellen kann. Insbesondere soll der Unterdruck im Kurbelgehäuse 3 in diesem Betriebszustand nicht beliebig weit absinken. Dementsprechend wird in diesem Betriebszustand der über die erste Leitung 20 vom Kurbelgehäuse 3 abgesaugte und in die Frischgasleitung 7 abgeführte Volumenstrom zu einem Teil durch die abzuführende Blowbygasmenge und im übrigen durch eine entsprechende Frischgasmenge gebildet, die über die zweite Leitung 21 dem Kurbelgehäuse 3 zugeführt wird.The vent valve 23 and the throttle device 28 are specifically coordinated so that flows in this case with minimal deducted from the crankcase 3 Blowbygasmenge in the crankcase 3 just enough fresh gas via the second line 21, that can set a predetermined negative pressure in the crankcase 3 , In particular, the negative pressure in the crankcase 3 should not fall arbitrarily far in this operating state. Accordingly, in this operating state, the volume flow drawn off via the first line 20 from the crankcase 3 and discharged into the fresh gas line 7 is in part formed by the amount of blowby gas to be removed and otherwise by a corresponding amount of fresh gas which is supplied to the crankcase 3 via the second line 21.

Mit zunehmender Last der Brennkraftmaschine 1 nimmt auch die Menge der im Kurbelgehäuse 3 anfallenden Blowbygase zu, so dass entsprechend mehr Blowbygas abgeführt werden muss. Aufgrund der Drosselwirkung der Drosseleinrichtung 28 nimmt dabei gleichzeitig der Volumenstrom des dem Kurbelgehäuse 3 zugeführten Frischgases in entsprechender Weise ab.With increasing load of the internal combustion engine 1, the amount of blowby gases accumulating in the crankcase 3 also increases, so that correspondingly more blow-by gas has to be removed. Due to the throttle effect of the throttle device 28, the volume flow of the fresh gas supplied to the crankcase 3 simultaneously decreases in a corresponding manner.

Die Blowbygasströmung ist in Fig. 1 durch Pfeile 33 symbolisiert. Die Frischgasströmung ist in Fig. 1 durch Pfeile 34 symbolisiert und die sich aus Blowbygas und Frischgas zusammensetzende Gemischströmung ist in Fig. 1 durch Pfeile 35 symbolisiert.The Blowbygasströmung is in Fig. 1 symbolized by arrows 33. The fresh gas flow is in Fig. 1 symbolized by arrows 34 and composed of Blowbygas and fresh gas mixture flow is in Fig. 1 symbolized by arrows 35.

Fig. 2 zeigt einen Betriebszustand der Brennkraftmaschine 1 bei Teillast, bei dem an der ersten Anschlussstelle 22 in der Frischgasleitung 7 nur noch ein vergleichsweise kleiner Unterdruck vorliegt, der gerade noch so groß ist, dass die gesamte anfallende Blowbygasmenge noch über die erste Leitung 20 aus dem Kurbelgehäuse 3 abgeführt und in die Frischgasleitung 7 eingeleitet werden kann. Hierzu eignet sich in besondere Weise ein Entlüftungsventil 23, das sich durch eine Kennlinie charakterisiert, bei der mit zunehmender Druckdifferenz der das Entlüftungsventil 23 durchströmende Volumenstrom zunächst (linear) zunimmt, dann bei einem mittleren Differenzdruck ein Maximum für den Volumenstrom aufweist und bei weiter zunehmender Druckdifferenz bis zum vorbestimmten, bei weiter zunehmender Druckdifferenz konstant bleibenden Zielwert (linear) abfällt. Zweckmäßig liegt besagtes Maximum im Bereich einer Druckdifferenz, die bei dem in Fig. 2 wiedergegebenen Betriebszustand der Brennkraftmaschine 1 am Entlüftungsventil 23 anliegt. In diesem Betriebszustand ist die über die zweite Leitung 21 dem Blowbygas zugemischte Frischgasmenge sehr klein und kann sogar auf den Wert Null zurückgehen. Zur Verdeutlichung sind die Strömungspfeile für die Frischgasströmung 34 mit unterbrochenen Linien dargestellt. Fig. 2 shows an operating condition of the internal combustion engine 1 at partial load, in which at the first connection point 22 in the fresh gas line 7, only a relatively small negative pressure is present, which is just so large that the total amount of blowby gas still on the first line 20 from the crankcase. 3 removed and introduced into the fresh gas line 7. For this purpose, in a special way, a vent valve 23, which is characterized by a characteristic in which increases with increasing pressure difference of the vent valve 23 by flow rate first (linear), then at a mean differential pressure has a maximum for the flow and at further increasing pressure difference falls to the predetermined, with further increasing pressure difference constant target value (linear). Suitably, said maximum is in the range of a pressure difference, which in the in Fig. 2 reproduced operating state of the internal combustion engine 1 at the vent valve 23 is applied. In this operating state, the amount of fresh gas added to the blow-by gas via the second line 21 is very small and may even decrease to zero. To clarify the flow arrows for the fresh gas flow 34 shown in broken lines.

Da die Frischgasströmung 34 in diesem Betriebszustand quasi vernachlässigbar ist, liegt in der ersten Leitung 20 hier quasi nur noch die Blowbygasströmung 33 vor.Since the fresh gas flow 34 is practically negligible in this operating state, virtually only the blow-by gas flow 33 is present in the first line 20 here.

Bei weiter zunehmender Last, insbesondere bei Volllast, stellt sich der in Fig. 3 gezeigte Zustand ein. Zum einen wird der sich an der ersten Anschlussstelle 22 einstellende Unterdruck zu klein, um die anfallende Blowbygasmenge absaugen zu können. Zum anderen kann sich an der ersten Anschlussstelle 22, insbesondere durch die Zuschaltung oder Aktivierung der Ladeeinrichtung 10 in Verbindung mit einer entsprechenden Drosselklappenstellung, ein Überdruck aufbauen, der es unmöglich macht, Blowbygas über die erste Anschlussstelle 22 in die Frischgasleitung 7 einzuleiten. Die Rückschlagsperreinrichtung 24 sperrt bei Überdruck an der ersten Anschlussstelle 22.With further increasing load, in particular at full load, the in Fig. 3 shown state. On the one hand, the negative pressure established at the first connection point 22 becomes too small in order to be able to extract the amount of blowby gas produced. On the other hand, at the first connection point 22, in particular by the connection or activation of the charging device 10 in conjunction with a corresponding throttle position, build up an overpressure, which makes it impossible to initiate Blowbygas via the first connection point 22 in the fresh gas line 7. The non-return device 24 blocks in the event of overpressure at the first connection point 22.

Mit zunehmendem Druck an der Druckseite der Ladeeinrichtung 10 nimmt der Druck an der Saugseite der Ladeeinrichtung 10 ab. In der Folge entsteht an der zweiten Anschlussstelle 26 ein Unterdruck, der ausreicht, die im Kurbelgehäuse 3 anfallenden Blowbygase nur durch die zweite Leitung 21 abzusaugen. Die zweite Leitung 21 bewirkt in diesem Fall die gewünschte Entlüftung des Kurbelgehäuses 3. Dies ist grundsätzlich über die Drosseleinrichtung 28 möglich, was hier durch unterbrochen dargestellte Strömungspfeile angedeutet ist. Jedoch öffnet in dieser Strömungsrichtung das Rückschlagsperrventil 29, so dass die Blowbygasströmung 33; zumindest deren Hauptteil, durch das Rückschlagsperrventil 29 strömt.With increasing pressure on the pressure side of the charging device 10, the pressure on the suction side of the charging device 10 decreases. As a result, at the second connection point 26, a negative pressure is created which is sufficient to suck off the blowby gases accumulating in the crankcase 3 only through the second line 21. The second line 21 causes in this case the desired ventilation of the crankcase 3. This is basically possible via the throttle device 28, which is indicated here by flow arrows shown interrupted is. However, in this flow direction, the non-return valve 29 opens so that the blow-by gas flow 33; at least the main part, flows through the check valve 29.

Vorzugsweise ist das Rückschlagsperrventil 29 so ausgelegt, dass sein Öffnungswiderstand und sein Durchströmungswiderstand kleiner sind als der Durchströmungswiderstand des Bypasses bzw. der Drosseleinrichtung 28. Insbesondere sind der Öffnungswiderstand und der Durchströmungswiderstand des Rückschlagsperrventils 29 so ausgewählt, dass der an der zweiten Anschlussstelle 26 herrschende Unterdruck ausreicht, die in diesem Betriebszustand oder Zustandsbereich anfallende Blowbygasmenge aus dem Kurbelgehäuse 3 abzusaugen. Hierdurch kann im Kurbelgehäuse 3 ein vorbestimmter Unterdruck eingestellt werden. Die zweite Leitung 21 ist in der Öffnungsrichtung des Rückschlagsperrventils 29 aufgrund der sehr kleinen Widerstände für Öffnung und Durchströmung des Rückschlagsperrventils 29 quasi entdrosselt, so dass schon mit vergleichsweise kleinen Unterdrücken eine hinreichende Entlüftung erzielbar ist, wodurch es insbesondere möglich ist, die zweite Anschlussstelle 26 relativ nahe an einem Einlass der Ladeeinrichtung 10 zu positionieren.Preferably, the non-return valve 29 is designed so that its opening resistance and its flow resistance are smaller than the flow resistance of the bypass or the throttle device 28. In particular, the opening resistance and the flow resistance of the non-return valve 29 are selected so that the negative pressure prevailing at the second connection point 26 is sufficient to extract the amount of blowby gas arising from the crankcase 3 in this operating state or state area. As a result, a predetermined negative pressure can be set in the crankcase 3. The second line 21 is quenched in the opening direction of the non-return valve 29 due to the very small resistances for opening and flow through the non-return valve 29, so that even with relatively small pressures sufficient ventilation can be achieved, whereby it is particularly possible, the second junction 26 relative to be positioned close to an inlet of the charging device 10.

Claims (10)

  1. A deaerating and aerating device for a supercharged internal combustion engine (1), in particular in a motor vehicle, for discharging blow-by gas out of a crankcase (3) of the internal combustion engine (1),
    - having a first line (20), which is or can be connected to the crankcase (3) at one end, and which is or can be connected at the other end downstream from a supercharging device (10) of the internal combustion engine (1) to a fresh gas line (7) of the internal combustion engine (1), and which contains a deaerating valve (23) that is designed so that beyond a predetermined limit value of a pressure difference applied thereto, it limits a volume flow leading to the fresh gas line (7) to a predetermined target value,
    - having a second line (21), which is or can be connected at one end upstream from the charging device (10) to the fresh gas line (7) which or can be connected at the other end to the crankcase (3) and which contains a throttle device (28) designed, so that at a predetermined target value of a pressure difference applied thereto, it adjusts a volume flow leading to the crankcase (3),
    - whereby the second line (21) contains parallel to the throttle device (28) a nonreturn cutoff valve (29) which blocks the flow from the fresh gas line (7) to the crankcase (3), so that the throttle device (28) forms a bypass (28) that bypasses the nonreturn cutoff valve (29).
  2. The deaerating and aerating device according to Claim 1,
    characterized in that
    the bypass (28) or the throttle device (28) is integrated into the nonreturn cutoff valve (29).
  3. The deaerating and aerating device according to Claim 1 or 2,
    characterized in that
    an opening resistance and a flow-through resistance of the nonreturn cutoff valve (29) are lower than a flow-through resistance of the bypass (28) or of the throttle device (28).
  4. The deaerating and aerating device according to any one of Claims 1 to 3,
    characterized in that
    an opening resistance and a flow-through resistance of the nonreturn cutoff valve (29) are selected so that the vacuum prevailing at a connection point (26) at which the second line (21) is connected to the fresh gas line (7) is sufficient in full-load operation of the internal combustion engine (1) to adjust a predetermined vacuum in the crankcase (3) or to exhaust a predetermined amount of blow-by gas.
  5. The deaerating and aerating device according to any one of Claims 1 to 4,
    characterized in that
    the first line (20) contains a nonreturn cutoff device (24) which cuts off the flow from the fresh gas line (7) to the connection point (27).
  6. The deaerating and aerating device according to Claim 5,
    characterized in that
    the nonreturn cutoff device (24) is integrated into the deaerating valve (23).
  7. The deaerating and aerating device according to any one of Claims 1 to 6,
    characterized in that
    the deaerating valve (23) and the bypass (28) or the throttle device (28) are coordinated with one another, so that in idling operation of the internal combustion engine (1), the pressure drop in the crankcase (3) is limited to a predetermined vacuum or the blow-by gas exhausting from the crankcase (3) is limited to a predetermined volume flow.
  8. The deaerating and aerating device according to any one of Claims 1 to 7,
    characterized in that
    - the first line (20) is connected to the fresh gas line (7) downstream from a supercharging air cooler (15), and/or
    - the first line (20) is connected to the fresh gas line (7) downstream from a throttle valve (16), and/or
    - the first line (20) is connected to the fresh gas line (7) downstream from an introduction point of an exhaust gas recirculation device (17).
  9. The deaerating and aerating device according to any one of Claims 1 to 8,
    characterized in that
    - the second line (21) is connected to the fresh gas line (7) downstream from an air flow meter (14), and/or
    - the second line (21) is connected to the fresh gas line (7) downstream from an air filter (13).
  10. The deaerating and aerating device according to any one of Claims 1 to 9,
    characterized in that
    a separator device (27, 31) for separating oil and/or oil droplets from the blow-by gas is provided in the first line (20) and in the second line (21).
EP07728280A 2006-04-25 2007-04-19 Deaerating and aerating device for a supercharged internal combustion engine Active EP2010761B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006019636A DE102006019636A1 (en) 2006-04-25 2006-04-25 Ent- and ventilation device for a supercharged internal combustion engine
PCT/EP2007/053818 WO2007122172A1 (en) 2006-04-25 2007-04-19 Deaerating and aerating device for a supercharged internal combustion engine

Publications (2)

Publication Number Publication Date
EP2010761A1 EP2010761A1 (en) 2009-01-07
EP2010761B1 true EP2010761B1 (en) 2011-01-26

Family

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Application Number Title Priority Date Filing Date
EP07728280A Active EP2010761B1 (en) 2006-04-25 2007-04-19 Deaerating and aerating device for a supercharged internal combustion engine

Country Status (6)

Country Link
US (1) US8191538B2 (en)
EP (1) EP2010761B1 (en)
JP (1) JP2009534584A (en)
CN (1) CN101449032B (en)
DE (2) DE102006019636A1 (en)
WO (1) WO2007122172A1 (en)

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Also Published As

Publication number Publication date
CN101449032A (en) 2009-06-03
EP2010761A1 (en) 2009-01-07
CN101449032B (en) 2011-09-07
DE102006019636A1 (en) 2007-10-31
DE502007006370D1 (en) 2011-03-10
JP2009534584A (en) 2009-09-24
US8191538B2 (en) 2012-06-05
US20100000499A1 (en) 2010-01-07
WO2007122172A1 (en) 2007-11-01

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