WO2016004750A1 - 曲轴箱油气分离通道结构及具有其的曲轴箱总成 - Google Patents

曲轴箱油气分离通道结构及具有其的曲轴箱总成 Download PDF

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Publication number
WO2016004750A1
WO2016004750A1 PCT/CN2015/070771 CN2015070771W WO2016004750A1 WO 2016004750 A1 WO2016004750 A1 WO 2016004750A1 CN 2015070771 W CN2015070771 W CN 2015070771W WO 2016004750 A1 WO2016004750 A1 WO 2016004750A1
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WIPO (PCT)
Prior art keywords
oil
camshaft
crankcase
gas
gas separation
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PCT/CN2015/070771
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English (en)
French (fr)
Inventor
杨国玺
李倩
宋和滨
***
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北汽福田汽车股份有限公司
北京智科投资管理有限公司
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Application filed by 北汽福田汽车股份有限公司, 北京智科投资管理有限公司 filed Critical 北汽福田汽车股份有限公司
Priority to DE112015003205.3T priority Critical patent/DE112015003205B4/de
Publication of WO2016004750A1 publication Critical patent/WO2016004750A1/zh

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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
    • F01M13/04—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
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L2001/0475—Hollow camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication
    • 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
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/005—Layout of crankcase breathing systems having one or more deoilers
    • F01M2013/0061—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers
    • F01M2013/0072—Layout of crankcase breathing systems having one or more deoilers having a plurality of deoilers in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0422—Separating oil and gas with a centrifuge device

Definitions

  • the invention relates to the technical field of engines, in particular to a crankcase oil and gas separation passage structure, and a crankcase assembly having the crankcase oil and gas separation passage structure.
  • crankcase ventilation system With the increasingly strict requirements of automobile engine emissions, the current crankcase ventilation system must be closed-loop, and helium and oil oil and oil must be circulated to the engine intake system and burned into the cylinder, so that the efficiency of oil and gas separation must be very high. High requirements, it is necessary to separate the oil droplets as much as possible, otherwise the engine will produce oil burning phenomenon, affecting the discharge performance and the reliability of the engine.
  • the oil and gas separation for the crankcase mainly adopts two structures, one is to adopt a baffle type oil and gas separation structure, and the oil and gas is passed through the labyrinth passage in the engine cylinder head to achieve the purpose of separating oil and gas.
  • the efficiency of oil and gas separation is not high.
  • the oil-gas mixture enters from the left end of the channel, and due to the difference in oil droplets and gas density, larger oil droplets are adsorbed to the separator due to inertia in the flow.
  • On the internal surface or baffle smaller oil droplets may be carried out of the separator along with the air flow.
  • the other is a baffle-type oil-gas separation structure and a filter structure separator, so that although the separation efficiency is high, since the filter element needs to be periodically replaced, the life is low, the cost is high, and the structure is complicated, and the above structures are generally independent. Installed in the cylinder liner, the height of the engine is increased, and the structure of the cylinder head cover is complicated, which is not conducive to the compact design of the engine.
  • crankcase oil and gas separation passage structure that overcomes or at least mitigates one or more of the above-discussed deficiencies of the prior art.
  • the present invention provides a crankcase oil and gas separation passage structure, the crankcase oil and gas separation passage structure comprising a crankcase body and a first camshaft rotatably disposed in the crankcase body, wherein the a camshaft is a hollow camshaft having a first for inputting the oil-gas mixture at the first end of the first camshaft An oil and gas inlet having a plurality of first sidewall through holes for discharging oil separated when the first camshaft rotates on a sidewall of the first camshaft, at a second end of the first camshaft a first oil and gas outlet for discharging the oil-gas mixture after the initial oil-gas separation;
  • the crankcase oil-gas separation passage structure further includes a second cam shaft rotatably disposed in the crankcase body, the second cam The shaft is a hollow camshaft having a second oil and gas inlet in fluid communication with the first oil and gas outlet of the first camshaft at a first end of the second camshaft, on a sidewall of the
  • the inner wall surface of the first camshaft is formed as a rough surface capable of driving the oil-gas mixture entering the first camshaft to rotate with the first camshaft, and/or the second camshaft
  • the inner wall surface is formed as a rough surface capable of driving the oil-gas mixture entering the second camshaft to rotate with the second camshaft.
  • the crankcase oil-gas separation passage structure further includes a second camshaft, the second camshaft being a hollow camshaft having a first end connected to the first oil and gas outlet of the first camshaft a second oil and gas inlet; a plurality of second side wall through holes on a side wall of the second cam shaft for discharging oil separated when the second cam shaft rotates; and a second end of the second cam shaft There is a second oil and gas outlet for discharging the oil and gas mixture after the secondary oil and gas separation.
  • the direction of rotation of the second camshaft is opposite to the direction of rotation of the first camshaft.
  • the axis of the second camshaft is parallel to the axis of the first camshaft.
  • the first end of the second camshaft and the second end of the first camshaft are located at a first side of the crankcase body, and the second end of the second camshaft is opposite to the first A first end of a camshaft is located at the other side of the crankcase body opposite the first side.
  • the first oil and gas outlet at the second end of the first camshaft is in fluid communication with a second oil and gas inlet located at a first end of the second camshaft via a connecting passage formed on the crankcase body.
  • the connecting passage is straight-through, and an extending direction of the connecting passage is at an angle with an axial connection between an axial center of the first camshaft and an axial center of the second camshaft.
  • the crankcase body has a second circular groove on an outer circumference of the second end of the first camshaft, an axis of the second circular groove coincides with an axis of the first camshaft, and the a first oil and gas outlet of the first camshaft is in communication with the second circular groove, and has a third circular groove on an outer circumference of the first end of the second camshaft, the axis of the third circular groove is An axis of the second camshaft coincides, and a second oil and gas inlet of the second camshaft is in communication with the third circular groove, wherein the connecting passage communicates with the second circular groove and the third circle Shaped groove.
  • the first oil and gas inlet and the first oil and gas outlet of the first camshaft are disposed on sidewalls at respective ends of the first camshaft, and the second oil and gas inlet and the second of the second camshaft Two oil and gas outlets are disposed on the side walls at respective ends of the second camshaft.
  • the present invention also provides a crankcase assembly that includes a crankcase oil and gas separation passage structure as described above.
  • the hollow camshaft is used to sequentially perform multiple separations of oil and gas, and the oil and gas in the crankcase is well separated without adding equipment, and the structure is simple, the cost is low, and Conducive to the compact design of the engine.
  • FIG. 1 is a schematic view of a labyrinth oil and gas separation structure in the prior art.
  • FIG. 2 is a schematic view showing the structure of a crankcase oil-gas separation passage according to a first embodiment of the present invention.
  • Figure 3 is a schematic illustration of the structure of a crankcase oil and gas separation passage in accordance with a second embodiment of the present invention.
  • FIG. 4 is a schematic view showing the structure of the oil and gas separation passage of the crankcase shown in FIG.
  • FIG. 2 is a schematic view showing the structure of a crankcase oil-gas separation passage according to a first embodiment of the present invention.
  • the crankcase oil and gas separation passage structure shown in FIG. 2 includes a crankcase body 1 and a first camshaft 2.
  • the first camshaft 2 is supported on the crankcase body 1 and is rotatable at a relatively high speed to drive the corresponding structural movement.
  • the first camshaft 2 is disposed within the crankcase body 1. It will be understood that the first camshaft 2 may be completely disposed within the crankcase body 1 or may be partially located outside of the crankcase body 1, which are all within the scope of the present invention.
  • the first camshaft 2 is a hollow camshaft having a first oil and gas inlet 4 for inputting the oil and gas mixture at its first end (left end in FIG. 2): on the side of the first camshaft 2
  • the wall has a plurality of first side wall through holes 5 for discharging the oil separated when the first cam shaft rotates; and the first oil and gas at the second end of the first cam shaft (the right end in FIG. 2)
  • the outlet 6 is for discharging the oil-gas mixture after the initial oil and gas separation.
  • the shape, size, number, and arrangement of the first oil and gas inlet 4, the first side wall through hole 5, and the first oil and gas outlet 6 may be set as needed.
  • the first oil and gas inlet 4 and the first oil and gas outlet 6 are both radial passages extending in a direction perpendicular to the central axis of the first camshaft 2.
  • the first oil and gas inlet 4 and the first oil and gas outlet 6 are both circular holes, and the number of the first oil and gas inlet 4 and the first oil and gas outlet 6 may be set to four, that is, the first The oil and gas inlet 4 and the first oil and gas outlet 6 each include four through holes uniformly distributed in the circumferential direction.
  • a seal sleeve 3 is provided at both ends of the first camshaft 2. It will be appreciated that other sealing structures may be employed to seal the ends of the hollow first camshaft 2.
  • the first oil and gas inlet and the first oil and gas outlet of the first camshaft are disposed on sidewalls at respective ends of the first camshaft. It will be appreciated that the first oil and gas inlet and the first oil and gas outlet may also be disposed on an end wall or end cap (not shown) of the first camshaft.
  • a first circular groove 7 and a second circular groove 8 are respectively disposed at positions corresponding to the first oil and gas inlet 4 and the first oil and gas outlet 6 on the crankcase body 1. Introducing a hydrocarbon mixture requiring oil and gas separation into the first circular groove 7, and then entering the first camshaft 2 through the first oil and gas inlet 4 Department, for oil and gas separation. Finally, the oil and gas mixture that has passed through the oil and gas separation is guided to the second circular groove 8 to be led out of the first camshaft 2.
  • the first circular groove 7 and the second circular groove 8 cooperate with the outer wall of the first cam shaft to form an annular groove.
  • the inner wall surface of the first camshaft 2 adopts a rough surface.
  • centrifugal oil and gas separation is performed.
  • Figure 3 is a schematic illustration of the structure of a crankcase oil and gas separation passage in accordance with a second embodiment of the present invention.
  • 4 is a schematic view showing the structure of the oil and gas outlet passage of the crankcase shown in FIG.
  • crankcase oil-gas separation passage structure of the present invention is further included outside the first camshaft 2, and further includes a second camshaft 12.
  • the first cam shaft in the second embodiment is in communication with the first embodiment, and is also a hollow shaft, and will not be repeatedly described herein.
  • the second camshaft 12 is substantially similar to the first camshaft 2, and preferably, the intake and exhaust ends of the second camshaft 12 are opposite to the intake and outlet ends of the first camshaft 2.
  • the second camshaft 12 is a hollow camshaft having a second oil and gas inlet 14 for inputting the oil-gas mixture at the first end (the right end in FIG. 3) of the second camshaft 12;
  • the side wall of the shaft 12 is provided with a plurality of second side wall through holes 15 for discharging the oil separated when the second cam shaft 12 rotates; at the second end of the second cam shaft (the small left end of FIG. 3)
  • There is a second oil and gas outlet 16 for discharging the oil and gas mixture after the secondary oil and gas separation.
  • the shape, size, number, and arrangement of the second oil and gas inlet 14, the second side wall through hole 15, and the second oil and gas outlet 16 may be set as needed.
  • the second oil and gas inlet 14 and the second oil and gas outlet 16 are both radial passages that extend perpendicular to the central axis of the second camshaft 12.
  • the second oil and gas inlet 14 and the second oil and gas outlet 16 are both circular holes, and the number of the second oil and gas inlets 14 and the second oil and gas outlets 16 may be set to four (see FIG. 4). That is, the second oil and gas inlet 14 and the second oil and gas outlet 16 each include four through holes that are uniformly distributed in the circumferential direction.
  • a sealing sleeve is also provided at both ends of the second camshaft 12. It will be appreciated that other sealing structures may be employed to seal the ends of the hollow second camshaft 12.
  • a third circular groove 17 and a fourth circular groove 18 are respectively disposed at positions corresponding to the second oil and gas inlet 14 and the second oil and gas outlet 16 on the crankcase body 1.
  • An oil-gas mixture (which has been subjected to treatment by the first camshaft) that needs to perform secondary oil-gas separation is introduced into the third circular groove 17 through the connecting passage 10 formed on the crankcase body 1, and then passes through the second oil and gas inlet 14 enters the inside of the second camshaft 12 to perform oil and gas separation. Finally, the oil and gas mixture that has passed through the oil and gas separation is directed to the fourth circular groove 18 to be led out of the second camshaft 12.
  • the inner wall of the second camshaft 12 is painted with a rough surface.
  • the oil-gas mixture injected into the second camshaft can be effectively driven to rotate with the second camshaft to perform centrifugal oil and gas separation.
  • the rotation direction of the second camshaft 12 is set to be opposite to the rotation direction of the first camshaft 2.
  • the hedging effect is most significant due to the large reversal of the mixture swirling direction, so that the most efficient oil and gas separation will occur at this position.
  • the reverse reverse collision separation at this stage belongs to the positive collision momentum attenuation.
  • the axis of the second camshaft 12 is parallel to the axis of the first camshaft 2. It will be appreciated that the axis of the second camshaft 12 may also be at an angle to the axis of the first camshaft 2, or perpendicular to each other, and such variations are within the scope of the present invention.
  • the first end of the second camshaft 12 and the second end of the first camshaft 2 are located at a first side (right side) of the crankcase body 1.
  • the second end of the second camshaft 12 and the first end of the first camshaft 2 are located on the other side (left side) of the crankcase body 1 opposite the first side.
  • a first oil and gas outlet 6 at a second end of the first camshaft 2 is in fluid communication with a second oil and gas inlet 14 at a first end of the second camshaft 12 via a connecting passage 10 formed in the crankcase body 1.
  • the connecting passage 10 is a straight passage, and its extending direction is at an angle to the axial connection between the axial center of the first camshaft 2 and the axial center of the second camshaft 12 (see FIG. 4). ).
  • the axis of the second circular groove 8 coincides with the axis of the first camshaft 2, and the first oil and gas outlet 6 of the first camshaft 2 communicates with the second circular groove 8.
  • the axis of the third circular groove 17 coincides with the axis of the second camshaft 12, and the second oil and gas inlet of the second camshaft 12 communicates with the third circular groove 17.
  • the connecting passage 10 communicates with the second circular groove 8 and the third circular groove 17.

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Abstract

一种曲轴箱油气分离通道结构，包括曲轴箱本体（1）以及转动设置在曲轴箱本体（1）内的第一凸轮轴（2）和第二凸轮轴（12），第一凸轮轴（2）和第二凸轮轴（12）均为空心凸轮轴，第一凸轮轴（2）的第一端处具有第一油气入口（4），第一凸轮轴（2）的侧壁上具有多个第一侧壁通孔（5），第一凸轮轴（2）的第二端处具有第一油气出口（6），第二凸轮轴（12）的第一端处具有与第一凸轮轴（2）的第一油气出口流体连通的第二油气入口（14），第二凸轮轴（12）的侧壁上具有多个第二侧壁通孔（15），第二凸轮轴（12）的第二端处具有第二油气出口（16），从而利用多个空心凸轮轴依次进行油气分离。还公开了一种具有该曲轴箱油气分离通道结构的曲轴箱总成。曲轴箱油气分离通道结构在不增加设备的情况下，实现了曲轴箱中油气的良好分离，结构简单，成本低，且有利于发动机的紧凑设计。

Description

曲轴箱油气分离通道结构及具有其的曲轴箱总成 技术领域
本发明涉及发动机技术领域，特别是涉及一种曲轴箱油气分离通道结构、以及一种具有该曲轴箱油气分肉通道结构的曲轴箱总成。
背景技术
随着汽车发动机排放日益要求严格，目前曲轴箱通风***必须都是封闭式循环，窜气和机油油气都要循环到发动机进气***，进入气缸内燃烧掉，这样对于油气分离效率就要有很高要求，需要尽可能地把油滴都要分离出来，否则发动机会产生烧机油现象，影响排放性能和发动机的可靠性能。
现有技术中，对于曲轴箱进行油气分离主要采用两种结构，一种是采用一个挡板式油气分离结构，让油气通过发动机缸盖内迷宫式的通道来达到分离油气的目的，这种结构油气分离效率不高。在图1所示的现有技术迷宫式油气分离结构中，油气混合体从通道左端进入，由于油滴和气体密度不同，在流动中由于惯性作用，较大的油滴被吸附于分离器的内部表面或挡板上，较小的油滴则可能随气流一起被带出分离器。采用这种迷宫式油气分离通道，油气分离效果取决于隔断的多少，太多则对整个通风***的阻力增大，对降低曲轴箱的压力不利，太少则油气分离效率低下。且目前这种迷宫式油气分离结构的效率一般只有70％左右。
另外一种是挡板式油气分离结构再加入一个滤芯结构分离器，这样虽然分离效率高，但是因为滤芯需要定期更换，所以寿命较低，并且成本高而且结构复杂，且上述的结构一般均独立安装于缸罩，使得发动机的高度增加、缸盖罩结构复杂，不利于发动机的紧凑性设计。
因此，希望有一种油气分离装置来克服或至少减轻解决上述缺陷。
发明内容
本发明的目的在于提供一种曲轴箱油气分离通道结构，以克服或至少减轻现有技术的上述缺陷中的一个或多个。
为实现上述目的，本发明提供一种曲轴箱油气分离通道结构，所述曲轴箱油气分离通道结构包括曲轴箱本体和转动设置在所述曲轴箱本体内的第一凸轮轴，其中，所述第一凸轮轴为空心凸轮轴，在所述第一凸轮轴的第一端处具有用于输入油气混合体的第一 油气入口，在所述第一凸轮轴的侧壁上具有多个用于排出第一凸轮轴旋转时分离出的油液的第一侧壁通孔，在所述第一凸轮轴的第二端处具有用于排出经过初次油气分离之后的油气混合体的第一油气出口；所述曲轴箱油气分离通道结构还包括转动设置在所述曲轴箱本体内的第二凸轮轴，所述第二凸轮轴为空心凸轮轴，在所述第二凸轮轴的第一端处具有与所述第一凸轮轴的第一油气出口流体连通的第二油气入口，在所述第二凸轮轴的侧壁上具有多个用于排出第二凸轮轴旋转时分离出的油液的第二侧壁通孔，在所述第二凸轮轴的第二端处具有第二油气出口，以用于排出经过二次油气分离后的油气混合体。
优选地，所述第一凸轮轴的内壁面形成为能够带动进入到该第一凸轮轴内的油气混合体随该第一凸轮轴旋转的粗糙表面，和/或，所述第二凸轮轴的内壁面形成为能够带动进入到该第二凸轮轴内的油气混合体随该第二凸轮轴旋转的粗糙表面。
优选地，所述曲轴箱油气分离通道结构进一步包括第二凸轮轴，所述第二凸轮轴为空心凸轮轴，在其第一端处具有与第一凸轮轴的第一油气出口相连通的第二油气入口；在所述第二凸轮轴的侧壁上带有多个第二侧壁通孔，用于排出第二凸轮轴旋转时分离出的油液；在第二凸轮轴的第二端处具有第二油气出口，用于排出经过二次油气分离之后的油气混合体。
优选地，所述第二凸轮轴的旋转方向与所述第一凸轮轴的旋转方向相反。
优选地，所述第二凸轮轴的轴线平行于所述第一凸轮轴的轴线。
优选地，所述第二凸轮轴的第一端与所述第一凸轮轴的第二端位于所述曲轴箱本体的第一侧处，所述第二凸轮轴的第二端与所述第一凸轮轴的第一端位于所述曲轴箱本体的与所述第一侧相对的另一侧处。
优选地，位于第一凸轮轴的第二端处的第一油气出口通过形成在所述曲轴箱本体上的连接通道与位于第二凸轮轴的第一端处的第二油气入口流体连通。
优选地，所述连接通道为直通到，且所述连接通道的延伸方向与所述第一凸轮轴的轴心和所述第二凸轮轴的轴心之间的轴心连线成夹角。
优选地，所述曲轴箱本体在所述第一凸轮轴的第二端外周具有第二圆形槽，所述第二圆形槽的轴线与所述第一凸轮轴的轴线重合，且所述第一凸轮轴的第一油气出口与所述第二圆形槽连通，在所述第二凸轮轴的第一端外周具有第三圆形槽，所述第三圆形槽的轴线与所述第二凸轮轴的轴线重合，且所述第二凸轮轴的第二油气入口与所述第三圆形槽连通，其中，所述连接通道连通所述第二圆形槽与所述第三圆形槽。
优选地，所述第一凸轮轴的第一油气入口和第一油气出口设置在所述第一凸轮轴的相应端部处的侧壁上，所述第二凸轮轴的第二油气入口和第二油气出口设置在所述第二凸轮轴的相应端部处的侧壁上。
本发明还提供一种曲轴箱总成，所述曲轴箱总成包括如上所述的曲轴箱油气分离通道结构。
在本发明的曲轴箱油气分离通道结构中，利用空心凸轮轴依次进行油气的多次分离，在不需要增加设备的情况下，实现曲轴箱中油气的良好分离，结构简单，成本低，且有利于发动机的紧凑设计。
附图说明
图1是现有技术中的迷宫式油气分离结构的示意图。
图2是根据本发明第一实施例的曲轴箱油气分离通道结构的示意图。
图3是根据本发明第二实施例的曲轴箱油气分离通道结构的示意图。
图4是图3所示曲轴箱油气分离通道结构的示意图。
附图标记：
1 曲轴箱本体 10 连接通道
2 第一凸轮轴 12 第二凸轮轴
3 密封套 14 第二油气入口
4 第一油气入口 15 第二侧壁通孔
5 第一侧壁通孔 16 第二油气出口
6 第一油气出口 17 第三圆形槽
7 第一圆形槽 18 第四圆形槽
8 第二圆形槽    
具体实施方式
为使本发明实施的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行更加详细的描述。在附图中，自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。所描述的实施例是本发明一部分实施例，而不是全部的实施例。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。基于本发明中的实施例，本领域 普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。下面结合附图对本发明的实施例进行详细说明。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明保护范围的限制。
图2是根据本发明第一实施例的曲轴箱油气分离通道结构的示意图。图2所示的曲轴箱油气分离通道结构包括：曲轴箱本体1以及第一凸轮轴2。第一凸轮轴2支撑在曲轴箱本体1，且能够以较高的速度旋转，以带动相应的结构运动。在图2中，第一凸轮轴2设置在曲轴箱本体1内。可以理解的时，第一凸轮轴2可以完全设置在曲轴箱本体1内，也可以有部分位于曲轴箱本体1之外，这都在本发明的保护范围之内。
为了进行油气分离，第一凸轮轴2为空心凸轮轴，在其第一端(图2中的左端)处具有用于输入油气混合体的第一油气入口4：在第一凸轮轴2的侧壁上带有多个第一侧壁通孔5，用于排出第一凸轮轴旋转时分离出的油液；在第一凸轮轴的第二端(图2中的右端)处具有第一油气出口6，用于排出经过初次油气分离之后的油气混合体。第一油气入口4、第一侧壁通孔5和第一油气出口6的形状、大小、数量和排列方式可以根据需要设置。
在图2所示的实施例中，第一油气入口4和第一油气出口6均为径向通道，其延伸方向垂直于第一凸轮轴2的中心轴线。有利的是，如图2所示，第一油气入口4和第一油气出口6均为圆孔，而且，第一油气入口4和第一油气出口6的数量可以设置为4个，即第一油气入口4和第一油气出口6各自包括四个在周向上均布的通孔。
为了便于油气混合体的密封，在第一凸轮轴2的两端处设置有密封套3。可以理解的是，也可以采用其他密封结构来对中空的第一凸轮轴2的两端进行密封。在图示实施例中，第一凸轮轴的第一油气入口和第一油气出口设置在第一凸轮轴的相应端部处的侧壁上。可以理解的是，第一油气入口和第一油气出口也可以设置在第一凸轮轴的端壁或端盖(未图示)上。
为了便于油气混合体的输入及输出，在曲轴箱本体1上与第一油气入口4和第一油气出口6对应的位置处分别设置有第一圆形槽7和第二圆形槽8。将需要进行油气分离的油气混合体导入所述第一圆形槽7内，然后通过第一油气入口4进入第一凸轮轴2内 部，进行油气分离。最后，经过油气分离的油气混合物被引导至第二圆形槽8而被导出第一凸轮轴2。第一圆形槽7和第二圆形槽8与第一凸轮轴的外壁配合而形成环形槽。
为了提高油气分离的效果，有利的是，第一凸轮轴2的内壁面采用粗糙表面。以便于第一凸轮轴2旋转时能够有效地带动注入到该第一凸轮轴2内的油气混合体随该第一凸轮轴旋转，而进行离心油气分离。
图3是根据本发明第二实施例的曲轴箱油气分离通道结构的示意图。图4是图3所示曲轴箱油气分出通道结构的示意图。
在第二实施例中，本发明的曲轴箱油气分离通道结构在第一凸轮轴2之外，还包括筇二凸轮轴12。在第二实施例中的第一凸轮轴与第一实施例中相通，也是中空轴，在此不再进行重复说明。
第二凸轮轴12与第一凸轮轴2大体相似，优选地，第二凸轮轴12的进气端与出气端与第一凸轮轴2的进气端和出气端棚反。具体而言，第二凸轮轴12为空心凸轮轴，在第二凸轮轴12的第一端(图3中的右端)处具有用于输入油气混合体的第二油气入口14；在第二凸轮轴12的侧壁上带有多个第二侧壁通孔15，用于排出第二凸轮轴12旋转时分离出的油液；在第二凸轮轴的第二端(图3小的左端)处具有第二油气出口16，用于排出经过二次油气分离之后的油气混合体。第二油气入口14、第二侧壁通孔15和第二油气出口16的形状、大小、数量和排列方式可以根据需要设置。
在图3所示的实施例中，第二油气入口14和第二油气出口16均为径向通道，其延伸方向垂直于第二凸轮轴12的中心轴线。有利的是，如图3所示，第二油气入口14和第二油气出口16均为圆孔，而且，第二油气入口14和第二油气出口16的数量可以设置为4个(参见图4).也就是说，第二油气入口14和第二油气出口16各自包括四个在周向上均布的通孔。
为了便于油气混合体的密封，在第二凸轮轴12的两端处也设置有密封套。可以理解的是，也可以采用其他密封结构来对中空的第二凸轮轴12的两端进行密封。
为利便于油气混合体的输入及输出，在曲轴箱本体1上与第二油气入口14和第二油气出口16对应的位置处分别设置有第三圆形槽17和第四圆形槽18。将需要进行二次油气分离的油气混合体(已经经过第一凸轮轴的处理)经过形成在曲轴箱本体1上的连接通道10导入所述第三圆形槽17内，然后通过第二油气入口14进入第二凸轮轴12内部，进行油气分离。最后，经过油气分离的油气混合物被引导至第四圆形槽18而被导出第二凸轮轴12。与第一凸轮轴类似，第二凸轮轴12的内壁画采用粗糙表面。以便于 第二凸轮轴旋转时能够有效地带动注入到该第二凸轮轴内的油气混合体随该第二凸轮轴旋转，以进行离心油气分离。
为了提高油气分离效果，第二凸轮轴12的旋转方向设置为与第一凸轮轴2的旋转方向相反。当混合气从第一凸轮轴进入到第二凸轮轴时候，由于混合气旋向发生大逆转，对冲作用最为显著，因而最大效率的油气分离将会发生在这个位置。此阶段的逆旋反向碰撞分离，属于正碰动量衰减。从第一凸轮轴以速度V1＝rθ流出的混合气，正面撞上转速为v2＝rω的第二凸轮轴，瞬间相对碰撞速度为V＝rθ+rω，此时油滴的动量mr(θ+ω)在极短的时间衰减掉，相当于以极大的力将液滴压附在壁面上，形成油膜然后被甩掉形成回油。
在图3所示实施例中，第二凸轮轴12的轴线平行于第一凸轮轴2的轴线。可以理解的是，第二凸轮轴12的轴线还可以与第一凸轮轴2的轴线成一个角度，或相互垂直，这些变例都在本发明的保护范围之内。
参见图3，第二凸轮轴12的第一端与第一凸轮轴2的第二端位于曲轴箱本体1的第一侧(右侧)处。第二凸轮轴12的第二端与第一凸轮轴2的第一端位于曲轴箱本体1的与所述第一侧相对的另一侧(左侧)处。
位于第一凸轮轴2的第二端处的第一油气出口6通过形成在曲轴箱本体1上的连接通道10与位于第二凸轮轴12的第一端处的第二油气入口14流体连通。在图示实施例中，连接通道10为直通道，且其延伸方向与第一凸轮轴2的轴心和第二凸轮轴12的轴心之间的轴心连线成夹角(参见图4)。
第二圆形槽8的轴线与第一凸轮轴2的轴线重合，且第一凸轮轴2的第一油气出口6与第二圆形槽8连通。第三圆形槽17的轴线与第二凸轮轴12的轴线重合，且第二凸轮轴12的第二油气入口与第三圆形槽17连通。连接通道10连通所述第二圆形槽8与第三圆形槽17。将上述的曲轴箱油气分离通道结构用于曲轴箱总成，使得曲轴箱能够利用原有的凸轮轴(需要对凸轮轴进行结构改造，但安装尺寸不会有显著增加)进行油气分离，由此使得曲轴箱总成的结构简单、紧凑。
最后需要指出的是：以上实施例仅用以说明本发明的技术方案，而非对其限制。尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的梢神和范围。

Claims (10)

  1. 一种曲轴箱油气分离通道结构，包括曲轴箱本体和转动设置在所述曲轴箱本体内的第一凸轮轴，其特征在于，
    所述第一凸轮轴为空心凸轮轴，在所述第一凸轮轴的第一端具有用于输入油气混合体的第一油气入口，在所述第一凸轮轴的侧壁上具有多个用于排出第一凸轮轴旋转时分离出的油液的第一侧壁通孔，在所述第一凸轮轴的第二端处具有用于排出经过初次油气分离后的油气混合体的第一油气出口；
    所述曲轴箱油气分离通道结构还包括转动设置在所述曲轴箱本体内的第二凸轮轴，所述第二凸轮轴为空心凸轮轴，在所述第二凸轮轴的第一端处具有与所述第一凸轮轴的第一油气出口流体连通的第二油气入口，在所述第二凸轮轴的侧壁上具有多个用于排出第二凸轮轴旋转时分离出的油液的第二侧壁通孔，在所述第二凸轮轴的第二端处具有第二油气出口，以用于排出经过二次油气分离后的油气混合体。
  2. 根据权利要求1所述的曲轴箱油气分离通道结构，其特征在于，所述第一凸轮轴的内壁面形成为能够带动进入到该第一凸轮轴内的油气混合体随该第一凸轮轴旋转的粗糙表面，和/或
    所述第二凸轮轴的内壁面形成为能够带动进入到该第二凸轮轴内的油气混合体随该第二凸轮轴旋转的粗糙表面。
  3. 根据权利要求1所述的曲轴箱油气分离通道结构，其特征在于，所述第二凸轮轴的旋转方向与所述第一凸轮轴的旋转方向相反。
  4. 根据权利要求1所述的曲轴箱油气分离通道结构，其特征在于，所述第二凸轮轴的轴线平行于所述第一凸轮轴的轴线。
  5. 根据权利要求1所述的曲轴箱油气分离通道结构，其特征在于，所述第二凸轮轴的第一端与所述第一凸轮轴的第二端位于所述曲轴箱本体的第一侧处，所述第二凸轮轴的第二端与所述第一凸轮轴的第一端位于所述曲轴箱本体的与所述第一侧相对的另一侧处。
  6. 根据权利要求1-5中任意一项所述的曲轴箱油气分离通道结构，其特征在于，位于所述第一凸轮轴的第二端处的所述第一油气出口通过形成在所述曲轴箱本体上的连接通道与位于所述第二凸轮轴的第一端处的第二油气入口流体连通。
  7. 根据权利要求6所述的曲轴箱油气分离通道结构，其特征在于，所述连接通道为直通道，且所述连接通道的延伸方向与所述第一凸轮轴的轴心和所述第二凸轮轴的轴心之间的轴心连线成夹角。
  8. 根据权利要求6所述的曲轴箱油气分离通道结构，其特征在于，
    所述曲轴箱本体在所述第一凸轮轴的第二端外周具有第二圆形槽，所述第二圆形槽的轴线与所述第一凸轮轴的轴线重合，且所述第一凸轮轴的第一油气出口与所述第二圆形槽连通，
    所述曲轴箱本体在所述第二凸轮轴的第一端外周具有第三圆形槽，所述第三圆形槽的轴线与所述第二凸轮轴的轴线重合，且所述第二凸轮轴的第二油气入口与所述第三圆形槽连通，
    其中，所述连接通道连通所述第二圆形槽与所述第三圆形槽。
  9. 根据权利要求1所述的曲轴箱油气分离通道结构，其特征在于，所述第一凸轮轴的第一油气入口和第一油气出口设置在所述第一凸轮轴的相应端部处的侧壁上，所述第二凸轮轴的第二油气入口和第二油气出口设置在所述第二凸轮轴的相应端部处的侧壁上。
  10. 一种曲轴箱总成，其特征在于，该曲轴箱总成包括根据权利要求1至9中任一项所述的曲轴箱油气分离通道结构。
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