US20060249128A1 - Oil separator - Google Patents
Oil separator Download PDFInfo
- Publication number
- US20060249128A1 US20060249128A1 US11/123,618 US12361805A US2006249128A1 US 20060249128 A1 US20060249128 A1 US 20060249128A1 US 12361805 A US12361805 A US 12361805A US 2006249128 A1 US2006249128 A1 US 2006249128A1
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- US
- United States
- Prior art keywords
- wall
- housing
- oil separator
- path
- diaphragm
- 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
- 239000007789 gas Substances 0.000 claims abstract description 25
- 238000002485 combustion reaction Methods 0.000 claims abstract description 12
- 238000006073 displacement reaction Methods 0.000 claims abstract description 8
- 230000008859 change Effects 0.000 claims abstract description 5
- 238000009423 ventilation Methods 0.000 claims abstract description 5
- 230000000694 effects Effects 0.000 claims abstract description 3
- 230000007423 decrease Effects 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 239000003595 mist Substances 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 239000002253 acid Substances 0.000 description 1
- 150000007513 acids Chemical class 0.000 description 1
- 239000006227 byproduct Substances 0.000 description 1
- 238000004581 coalescence Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 239000013536 elastomeric material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Images
Classifications
-
- 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
- F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/0011—Breather valves
-
- 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
- F01M13/0011—Breather valves
- F01M2013/0016—Breather valves with a membrane
-
- 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
- F01M2013/0433—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a deflection device, e.g. screen
-
- 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
- F01M2013/0461—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a labyrinth
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention relates to an oil separator for an internal combustion engine. More particularly, the invention relates to an oil separator for removing oil from PCV gases of an internal combustion engine.
- An internal combustion engine typically includes a combustion chamber, where a fuel air mixture is burned to cause movement of a set of reciprocating pistons, and a crankcase, which contains the crankshaft driven by the pistons. During operation, it is normal for the engine to experience “blowby,” wherein combustion gases leak past the pistons from the combustion chamber and into the crankshaft. These combustion or blowby gases contain moisture, acids and other undesired by-products of the combustion process.
- An engine typically includes a Positive Crankcase Ventilation (PCV) system for removing harmful gases from the engine and prevents those gases from being expelled into the atmosphere.
- PCV Positive Crankcase Ventilation
- the PCV system does this by using manifold vacuum to draw vapors from the crankcase into the intake manifold. Vapor is then carried with the fuel/air mixture into an intake manifold of the combustion chambers where it is burned.
- the flow or circulation within the system is controlled by the PCV valve, which acts as both a crankcase ventilation system and as a pollution control device.
- blowby gases it is normal for blowby gases to also include a very fine oil mist.
- the oil mist is carried by the PCV system to the manifold.
- the oil mist is then burned in the combustion chamber along with the fuel/air mixture. This results in an increase in oil consumption.
- a known method of removing oil from the blowby gases is to use a labyrinth or cyclone-type separator design.
- a path is provided through which small oil droplets pass. The small oil droplets impact the walls of the path and coalesce into larger droplets. The droplets are then re-introduced back to a sump, which generally holds excess oil in the system.
- an oil separator for removing oil from ventilation gases flowing between a crankcase and an intake manifold of an internal combustion engine.
- the oil separator includes a housing, a wall and a diaphragm.
- the housing has an inlet and an outlet.
- the wall is cooperative with the housing to define a path through which the gases flow between the inlet and the outlet.
- the wall is movably coupled to the housing to effect a change in the height of the path.
- the diaphragm has a movable portion coupled to the wall.
- the diaphragm defines a substantially closed volume. The substantially closed volume is continuous with the intake manifold so that pressure changes in the intake manifold causes corresponding displacement of the movable portion and the wall relative to the housing.
- FIG. 1 is an exploded view of an oil separator according to one embodiment of the invention
- FIG. 2 is a cross sectional view of the oil separator in an closed position
- FIG. 3 is a cross sectional view of the oil separator in an open position
- FIG. 4 is an exploded view of an oil separator according to a second embodiment of the invention.
- FIG. 5 is a cross sectional view of the oil separator of FIG. 4 shown in the closed position.
- FIG. 6 is a cross sectional view of the oil separator of FIG. 4 shown in the open position.
- the separator 10 includes a housing 12 having first 14 and second 16 halves. Each half 14 , 16 of the housing 12 is generally cylindrical and cup shaped with a closed end 18 , 20 and an open end 22 , 24 .
- the first half 14 of the housing 12 has a smaller diameter than the second half 16 , so that the first half 14 can be arranged concentrically inside of the second half 16 .
- the first 14 and second 16 halves are arranged with the open ends 22 , 24 facing each other, such that a cavity 26 is defined between the closed ends 18 , 20 of the first 14 and second 16 halves of the housing 12 .
- the cavity 26 is substantially enclosed.
- the first 14 and second 16 halves of the housing 12 can be axially displaced relative to each other in a telescopic manner. Further, the volume of the cavity 26 varies as the first 14 and second 16 halves of the housing 12 are displaced relative to each other.
- the housing 12 includes an outlet 30 formed in the closed end 18 of the first half 14 of the housing 12 .
- a spiral shaped guide 40 extends outwardly from the closed end 18 of the first half 14 of the housing 12 toward the second half 16 .
- a spiral shaped wall 42 extends outwardly from the closed end 20 of the second half 16 toward the first half 14 .
- the housing 12 includes an inlet 32 formed in the spiral shaped wall 42 of the second half 16 .
- the guide 40 and wall 42 have corresponding shapes so as to divide the cavity 26 and define a continuous spiral shaped path that guides a flow of gases between the inlet 32 and the outlet 30 .
- the guide 40 and wall 42 are slidably engaged along an axis 44 .
- a seal or gasket is provided between the guide 40 and wall 42 to prevent gases from leaking therebetween.
- the path has a width that decreases in size between the inlet 32 and the outlet 30 .
- the width of the path between the inlet 32 and the outlet 30 decreases at a constant rate.
- the path has a height that varies within a predetermined range that corresponds with sliding movement of the wall 42 relative to the guide 40 along the axis 44 . More specifically, sliding the guide 40 and wall 42 apart increases the height and volume of the path, thereby increasing the amount of gases that can flow therethrough under a fixed pressure. Sliding the guide 40 and wall 42 toward each other decreases the height and volume of the path, thereby increasing flow speed under a fixed pressure drop condition.
- the oil separator 10 also includes a cap 50 and a flexible diaphragm 52 .
- the cap 50 and diaphragm 52 are each cup shaped with frustoconical walls.
- the cap 50 and diaphragm 52 are arranged in an inverted or opposed manner relative to each other to define a substantially closed volume or cavity 54 therebetween.
- the cap 50 is fixedly secured to the housing 12 by a rigid L-shaped bracket 55 .
- the diaphragm 52 includes a movable portion or end 56 coupled to the wall 42 .
- the diaphragm 52 is made from an elastomeric material so as to be deformable between an closed position, as shown in FIG. 2 , and an open position, as shown in FIG. 3 .
- the diaphragm 52 Deformation of the diaphragm 52 between the closed and open positions causes substantially linear displacement of the end 56 of the diaphragm 52 along the axis 44 .
- the diaphragm is provided in the form a plurality of rigid shells arranged concentrically for telescopic movement between the open and closed position.
- the diaphragm is provided in the form of a cylinder/plunger arrangement, wherein the plunger is slidably supported within the cylinder for movement between the closed and open positions.
- the cap is integrally formed with the diaphragm, such that the diaphragm defines the substantially closed cavity.
- a biasing member 60 is continuously energized between the cap 50 and the diaphragm 52 to bias the end 56 of the diaphragm 52 toward the closed position.
- the biasing member 60 is a helical coil spring.
- a washer 57 is disposed between the end 56 of the diaphragm 52 and the biasing member 60 .
- the washer 57 includes a boss to keep the biasing member 60 centered on the end 56 of the diaphragm 52 .
- a conduit 58 is coupled between the cap 50 and the intake manifold (not shown) so that the cavity 54 of the diaphragm 52 is open with an atmosphere defined by the intake manifold.
- the diaphragm 52 stays in the closed position while the pressure of the cavity 54 remains above a threshold amount.
- the threshold amount is related to the predetermined spring rate of the biasing member 60 . That is, it is possible for the pressure to be below ambient pressure, while the biasing member 60 maintains the end 56 of the diaphragm 52 in the closed position.
- a vacuum is created in the intake manifold and cavity 54 due to decreased engine speed.
- the diaphragm 52 begins to deform and collapse toward the open position when the pressure in the cavity 54 falls below the threshold amount.
- the extent of the deformation of the diaphragm 52 and resulting displacement of the end 56 of the diaphragm 52 is proportional to the amount of change in the pressure below the threshold amount.
- Displacement of the wall 42 away from the guide 40 increases the height of the path, thereby allowing decreased gas flow velocity between the inlet 32 and outlet 30 of the housing 12 .
- the increased capacity of the path between the inlet 32 and outlet 30 therefore, accommodates the decreased demand from the PCV valve.
- Increased engine speeds results in a pressure drop decrease between manifold and cavity 26 , which tends to expand the cavity 54 and displace the end 56 of the diaphragm 52 toward the closed position.
- pressure increase means positive change in the pressure, although the resulting pressure may still be below ambient, i.e. a vacuum may still exist in the cavity 54 .
- Displacement of the diaphragm 52 toward the closed position shortens the path between the inlet 32 and outlet 30 , as the wall 42 is moved toward the guide 40 .
- the shortened path allows increased gas flow velocity between the inlet 32 and outlet 30 of the housing 12 for improving oil droplet capturing function.
- the capacity of the path between the inlet 32 and outlet 30 therefore, increases device efficiency in response to the decreased functionality of PCV valve.
- the oil separator 110 includes an impact plate 70 , a guide plate 72 and a wall 74 .
- the impact plate 70 , guide plate 72 and wall 74 are each planar and substantially parallel to each other.
- the guide plate 72 is disposed between the impact plate 70 and the wall 74 .
- the guide plate 72 includes a plurality of holes 76 allowing gases to flow between the inlet 132 and outlet 130 of the housing 112 .
- Each of the plurality of holes 76 has a predetermined diameter, preferably ranging between 2 and 4 mm.
- the wall 74 is slidably coupled to the housing 112 and coupled to the end 156 of the diaphragm 152 for movement along a linear path between the closed position, as shown in FIG. 5 , and the open position, as shown in FIG. 6 .
- the wall 74 prevents the flow of gases through all except at least one of the plurality of holes 76 , therefore to increase gas flow velocity to improve oil droplet capturing efficiency.
- Sliding the wall 74 to the open position reveals all of the plurality of holes 76 allowing increased gas flow through the guide plate 72 when enough flow rate is achieved to main consistent oil droplet capturing efficiency at different engine operating conditions.
- the plurality of holes 76 are arranged in rows normal to the linear path of the wall 74 , such that movement of the wall 74 toward the open position reveals successive rows of holes 76 .
- gases flow through the guide plate 72 and toward the impact plate 70 .
- a high velocity impact region is formed at the impact plate 70 as gases are redirected around the impact plate 70 and toward the outlet 130 . The high velocity impact region promotes coalescence due to impact and removal of oil from the gas flow.
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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)
Abstract
Description
- The invention relates to an oil separator for an internal combustion engine. More particularly, the invention relates to an oil separator for removing oil from PCV gases of an internal combustion engine.
- An internal combustion engine typically includes a combustion chamber, where a fuel air mixture is burned to cause movement of a set of reciprocating pistons, and a crankcase, which contains the crankshaft driven by the pistons. During operation, it is normal for the engine to experience “blowby,” wherein combustion gases leak past the pistons from the combustion chamber and into the crankshaft. These combustion or blowby gases contain moisture, acids and other undesired by-products of the combustion process.
- An engine typically includes a Positive Crankcase Ventilation (PCV) system for removing harmful gases from the engine and prevents those gases from being expelled into the atmosphere. The PCV system does this by using manifold vacuum to draw vapors from the crankcase into the intake manifold. Vapor is then carried with the fuel/air mixture into an intake manifold of the combustion chambers where it is burned. Generally, the flow or circulation within the system is controlled by the PCV valve, which acts as both a crankcase ventilation system and as a pollution control device.
- It is normal for blowby gases to also include a very fine oil mist. The oil mist is carried by the PCV system to the manifold. The oil mist is then burned in the combustion chamber along with the fuel/air mixture. This results in an increase in oil consumption. A known method of removing oil from the blowby gases is to use a labyrinth or cyclone-type separator design. A path is provided through which small oil droplets pass. The small oil droplets impact the walls of the path and coalesce into larger droplets. The droplets are then re-introduced back to a sump, which generally holds excess oil in the system. Conventional cyclone separators, however, have a fixed radius and convergent nozzle and, as a result, require a high velocity to generate a sufficient centrifugal force to promote a formation of oil film from smaller droplets. Conventional cyclone separators are also known to generate a high pressure loss. Examples of cyclone separators are disclosed in U.S. Pat. Nos. 6,279,556 B1 and 6,626,163 B1 to Busen et al., both of which are assigned Walter Hengst GmbH & Co. KG.
- Thus, it remains desirable to provide a cyclone oil separator that provides improved oil separation performance, lower pressure loss and greater system flexibility over conventional cyclone designs.
- According to one aspect of the invention, an oil separator for removing oil from ventilation gases flowing between a crankcase and an intake manifold of an internal combustion engine. The oil separator includes a housing, a wall and a diaphragm. The housing has an inlet and an outlet. The wall is cooperative with the housing to define a path through which the gases flow between the inlet and the outlet. The wall is movably coupled to the housing to effect a change in the height of the path. The diaphragm has a movable portion coupled to the wall. The diaphragm defines a substantially closed volume. The substantially closed volume is continuous with the intake manifold so that pressure changes in the intake manifold causes corresponding displacement of the movable portion and the wall relative to the housing.
- Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein:
-
FIG. 1 is an exploded view of an oil separator according to one embodiment of the invention; -
FIG. 2 is a cross sectional view of the oil separator in an closed position; -
FIG. 3 is a cross sectional view of the oil separator in an open position; -
FIG. 4 is an exploded view of an oil separator according to a second embodiment of the invention; -
FIG. 5 is a cross sectional view of the oil separator ofFIG. 4 shown in the closed position; and -
FIG. 6 is a cross sectional view of the oil separator ofFIG. 4 shown in the open position. - Referring to
FIGS. 1-3 , an oil separator according to an embodiment of the invention is generally indicated at 10. Theseparator 10 includes ahousing 12 having first 14 and second 16 halves. Eachhalf housing 12 is generally cylindrical and cup shaped with a closedend open end first half 14 of thehousing 12 has a smaller diameter than thesecond half 16, so that thefirst half 14 can be arranged concentrically inside of thesecond half 16. The first 14 and second 16 halves are arranged with theopen ends cavity 26 is defined between the closedends housing 12. Thecavity 26 is substantially enclosed. By this arrangement, the first 14 and second 16 halves of thehousing 12 can be axially displaced relative to each other in a telescopic manner. Further, the volume of thecavity 26 varies as the first 14 and second 16 halves of thehousing 12 are displaced relative to each other. Thehousing 12 includes anoutlet 30 formed in the closedend 18 of thefirst half 14 of thehousing 12. - A spiral
shaped guide 40 extends outwardly from the closedend 18 of thefirst half 14 of thehousing 12 toward thesecond half 16. A spiralshaped wall 42 extends outwardly from the closedend 20 of thesecond half 16 toward thefirst half 14. Thehousing 12 includes aninlet 32 formed in the spiralshaped wall 42 of thesecond half 16. Theguide 40 andwall 42 have corresponding shapes so as to divide thecavity 26 and define a continuous spiral shaped path that guides a flow of gases between theinlet 32 and theoutlet 30. Theguide 40 andwall 42 are slidably engaged along anaxis 44. Optionally, a seal or gasket is provided between theguide 40 andwall 42 to prevent gases from leaking therebetween. The path has a width that decreases in size between theinlet 32 and theoutlet 30. Preferably, the width of the path between theinlet 32 and theoutlet 30 decreases at a constant rate. The function of the spiral path in the removal of oil from the crankshaft gases flowing between the inlet and the outlet of the housing is discussed in greater detail in co-pending U.S. patent application Ser. No. 10/961,557 filed on Oct. 8, 2004, which is incorporated herein by reference in it entirety. - The path has a height that varies within a predetermined range that corresponds with sliding movement of the
wall 42 relative to theguide 40 along theaxis 44. More specifically, sliding theguide 40 andwall 42 apart increases the height and volume of the path, thereby increasing the amount of gases that can flow therethrough under a fixed pressure. Sliding theguide 40 andwall 42 toward each other decreases the height and volume of the path, thereby increasing flow speed under a fixed pressure drop condition. - The
oil separator 10 also includes acap 50 and aflexible diaphragm 52. Thecap 50 anddiaphragm 52 are each cup shaped with frustoconical walls. Thecap 50 anddiaphragm 52 are arranged in an inverted or opposed manner relative to each other to define a substantially closed volume orcavity 54 therebetween. Thecap 50 is fixedly secured to thehousing 12 by a rigid L-shapedbracket 55. Thediaphragm 52 includes a movable portion or end 56 coupled to thewall 42. Thediaphragm 52 is made from an elastomeric material so as to be deformable between an closed position, as shown inFIG. 2 , and an open position, as shown inFIG. 3 . Deformation of thediaphragm 52 between the closed and open positions causes substantially linear displacement of theend 56 of thediaphragm 52 along theaxis 44. Optionally, the diaphragm is provided in the form a plurality of rigid shells arranged concentrically for telescopic movement between the open and closed position. Optionally, the diaphragm is provided in the form of a cylinder/plunger arrangement, wherein the plunger is slidably supported within the cylinder for movement between the closed and open positions. Optionally, the cap is integrally formed with the diaphragm, such that the diaphragm defines the substantially closed cavity. - A biasing
member 60 is continuously energized between thecap 50 and thediaphragm 52 to bias theend 56 of thediaphragm 52 toward the closed position. Preferably, the biasingmember 60 is a helical coil spring. Optionally, awasher 57 is disposed between theend 56 of thediaphragm 52 and the biasingmember 60. Thewasher 57 includes a boss to keep the biasingmember 60 centered on theend 56 of thediaphragm 52. - A
conduit 58 is coupled between thecap 50 and the intake manifold (not shown) so that thecavity 54 of thediaphragm 52 is open with an atmosphere defined by the intake manifold. Thediaphragm 52 stays in the closed position while the pressure of thecavity 54 remains above a threshold amount. The threshold amount is related to the predetermined spring rate of the biasingmember 60. That is, it is possible for the pressure to be below ambient pressure, while the biasingmember 60 maintains theend 56 of thediaphragm 52 in the closed position. - Typically, a vacuum is created in the intake manifold and
cavity 54 due to decreased engine speed. Thediaphragm 52 begins to deform and collapse toward the open position when the pressure in thecavity 54 falls below the threshold amount. The extent of the deformation of thediaphragm 52 and resulting displacement of theend 56 of thediaphragm 52 is proportional to the amount of change in the pressure below the threshold amount. Thus, low engine speeds will result in the formation of a large vacuum or pressure drop in the intake manifold andcavity 26. In turn, the large pressure drop below the threshold amount causes a large displacement of theend 56 andwall 42 along theaxis 44 away from theguide 40. Displacement of thewall 42 away from theguide 40 increases the height of the path, thereby allowing decreased gas flow velocity between theinlet 32 andoutlet 30 of thehousing 12. The increased capacity of the path between theinlet 32 andoutlet 30, therefore, accommodates the decreased demand from the PCV valve. - Increased engine speeds results in a pressure drop decrease between manifold and
cavity 26, which tends to expand thecavity 54 and displace theend 56 of thediaphragm 52 toward the closed position. It should be appreciated that pressure increase means positive change in the pressure, although the resulting pressure may still be below ambient, i.e. a vacuum may still exist in thecavity 54. Displacement of thediaphragm 52 toward the closed position shortens the path between theinlet 32 andoutlet 30, as thewall 42 is moved toward theguide 40. The shortened path allows increased gas flow velocity between theinlet 32 andoutlet 30 of thehousing 12 for improving oil droplet capturing function. The capacity of the path between theinlet 32 andoutlet 30, therefore, increases device efficiency in response to the decreased functionality of PCV valve. - Referring to
FIGS. 4-6 , a second embodiment of the oil separator is generally indicated at 110, wherein like components are referenced by numerals offset by 100. Theoil separator 110 includes animpact plate 70, aguide plate 72 and awall 74. Theimpact plate 70,guide plate 72 andwall 74 are each planar and substantially parallel to each other. Theguide plate 72 is disposed between theimpact plate 70 and thewall 74. Theguide plate 72 includes a plurality ofholes 76 allowing gases to flow between theinlet 132 andoutlet 130 of thehousing 112. Each of the plurality ofholes 76 has a predetermined diameter, preferably ranging between 2 and 4 mm. Thewall 74 is slidably coupled to thehousing 112 and coupled to theend 156 of thediaphragm 152 for movement along a linear path between the closed position, as shown inFIG. 5 , and the open position, as shown inFIG. 6 . - In the closed position, the
wall 74 prevents the flow of gases through all except at least one of the plurality ofholes 76, therefore to increase gas flow velocity to improve oil droplet capturing efficiency. Sliding thewall 74 to the open position reveals all of the plurality ofholes 76 allowing increased gas flow through theguide plate 72 when enough flow rate is achieved to main consistent oil droplet capturing efficiency at different engine operating conditions. The plurality ofholes 76 are arranged in rows normal to the linear path of thewall 74, such that movement of thewall 74 toward the open position reveals successive rows ofholes 76. In either position, gases flow through theguide plate 72 and toward theimpact plate 70. A high velocity impact region is formed at theimpact plate 70 as gases are redirected around theimpact plate 70 and toward theoutlet 130. The high velocity impact region promotes coalescence due to impact and removal of oil from the gas flow. - The invention has been described in an illustrative manner. It is, therefore, to be understood that the terminology used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the invention are possible in light of the above teachings. Thus, within the scope of the appended claims, the invention may be practiced other than as specifically described.
Claims (9)
Priority Applications (2)
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US11/123,618 US7140358B1 (en) | 2005-05-06 | 2005-05-06 | Oil separator |
US11/492,427 US7258111B2 (en) | 2005-05-06 | 2006-07-25 | Oil separator |
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US11/123,618 US7140358B1 (en) | 2005-05-06 | 2005-05-06 | Oil separator |
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US11/492,427 Division US7258111B2 (en) | 2005-05-06 | 2006-07-25 | Oil separator |
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US20060249128A1 true US20060249128A1 (en) | 2006-11-09 |
US7140358B1 US7140358B1 (en) | 2006-11-28 |
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US11/123,618 Expired - Fee Related US7140358B1 (en) | 2005-05-06 | 2005-05-06 | Oil separator |
US11/492,427 Expired - Fee Related US7258111B2 (en) | 2005-05-06 | 2006-07-25 | Oil separator |
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US11/492,427 Expired - Fee Related US7258111B2 (en) | 2005-05-06 | 2006-07-25 | Oil separator |
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Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070251225A1 (en) * | 2005-09-27 | 2007-11-01 | Doherty Timothy J | Method and apparatus for separating air and oil |
US20080264018A1 (en) * | 2007-04-26 | 2008-10-30 | Herman Peter K | Inertial gas-liquid separator with slot nozzle |
US20080276580A1 (en) * | 2004-12-10 | 2008-11-13 | Knauf Craig R | Oil Mist Removal Device with Oil Fill |
US7473291B2 (en) | 2004-09-21 | 2009-01-06 | Cummins Filtration Ip, Inc. | Inertial gas-liquid separator with variable flow actuator |
US20090050121A1 (en) * | 2007-08-23 | 2009-02-26 | Holzmann Mark V | Two Stage Drainage Gas-Liquid Separator |
US20090100811A1 (en) * | 2007-10-17 | 2009-04-23 | Scheckel Benjamin L | Inertial Gas-Liquid Separator with Constrictable and Expansible Nozzle Valve Sidewall |
US20090120854A1 (en) * | 2004-09-21 | 2009-05-14 | Cummins Filtration Ip, Inc. | Inertial Gas-Liquid Separator with Valve and Variable Flow Actuator |
US7648543B2 (en) | 2004-09-21 | 2010-01-19 | Cummins Filtration Ip Inc. | Multistage variable impactor |
US7678169B1 (en) | 2006-07-12 | 2010-03-16 | Cummins Filtration Ip Inc. | Oil fill cap with air/oil separator |
US7896946B1 (en) | 2004-09-21 | 2011-03-01 | Cummins Filtration Ip, Inc. | Multistage multicontroller variable impactor |
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US7473291B2 (en) | 2004-09-21 | 2009-01-06 | Cummins Filtration Ip, Inc. | Inertial gas-liquid separator with variable flow actuator |
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US8118909B2 (en) | 2004-09-21 | 2012-02-21 | Cummins Filtration Ip, Inc. | Multistage variable impactor |
US8048212B2 (en) | 2004-09-21 | 2011-11-01 | Cummins Filtration Ip, Inc. | Inertial gas-liquid separator with valve and variable flow actuator |
US20090120854A1 (en) * | 2004-09-21 | 2009-05-14 | Cummins Filtration Ip, Inc. | Inertial Gas-Liquid Separator with Valve and Variable Flow Actuator |
US20110197765A1 (en) * | 2004-09-21 | 2011-08-18 | Cummins Filtration Ip, Inc. | Multistage Variable Impactor |
US7648543B2 (en) | 2004-09-21 | 2010-01-19 | Cummins Filtration Ip Inc. | Multistage variable impactor |
US8241411B2 (en) | 2004-09-21 | 2012-08-14 | Cummins Filtration Ip, Inc. | Multistage variable impactor |
US7896946B1 (en) | 2004-09-21 | 2011-03-01 | Cummins Filtration Ip, Inc. | Multistage multicontroller variable impactor |
US7810477B2 (en) | 2004-12-10 | 2010-10-12 | Cummins Filtration Ip, Inc. | Oil mist removal device with oil fill |
US20080276580A1 (en) * | 2004-12-10 | 2008-11-13 | Knauf Craig R | Oil Mist Removal Device with Oil Fill |
US20070251225A1 (en) * | 2005-09-27 | 2007-11-01 | Doherty Timothy J | Method and apparatus for separating air and oil |
US7678169B1 (en) | 2006-07-12 | 2010-03-16 | Cummins Filtration Ip Inc. | Oil fill cap with air/oil separator |
US8016904B2 (en) | 2006-07-12 | 2011-09-13 | Cummins Filtration Ip Inc. | Oil fill cap with air/oil separator |
US20100122675A1 (en) * | 2006-07-12 | 2010-05-20 | Cummins Filtration Ip Inc., A Corporation Organized Under The Laws Of The State Of Delawere | Oil Fill Cap with Air/Oil Separator |
US20080264018A1 (en) * | 2007-04-26 | 2008-10-30 | Herman Peter K | Inertial gas-liquid separator with slot nozzle |
US20090050121A1 (en) * | 2007-08-23 | 2009-02-26 | Holzmann Mark V | Two Stage Drainage Gas-Liquid Separator |
US7614390B2 (en) | 2007-08-23 | 2009-11-10 | Cummins Filtration Ip Inc. | Two stage drainage gas-liquid separator |
US7857883B2 (en) | 2007-10-17 | 2010-12-28 | Cummins Filtration Ip, Inc. | Inertial gas-liquid separator with constrictable and expansible nozzle valve sidewall |
US20090100811A1 (en) * | 2007-10-17 | 2009-04-23 | Scheckel Benjamin L | Inertial Gas-Liquid Separator with Constrictable and Expansible Nozzle Valve Sidewall |
EP2336510A1 (en) * | 2009-12-16 | 2011-06-22 | MAHLE Filter Systems Japan Corporation | Oil Mist Separator |
US20120318215A1 (en) * | 2010-02-05 | 2012-12-20 | Parker Hannifin Manufacturing (UK) Ltd. | Separator |
US8915237B2 (en) * | 2010-02-05 | 2014-12-23 | Parker Hannifin Manufacturing (UK) Ltd. | Separator |
US20130067873A1 (en) * | 2010-04-09 | 2013-03-21 | Alfa Laval Corporate Ab | Centrifugal separator |
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WO2021170378A1 (en) * | 2020-02-26 | 2021-09-02 | Mann+Hummel Gmbh | Separator for separating fluid from a gas flow and assembly kit for a separator |
Also Published As
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US7140358B1 (en) | 2006-11-28 |
US20060260589A1 (en) | 2006-11-23 |
US7258111B2 (en) | 2007-08-21 |
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