Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
  • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
  • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
  • F01M13/023—Control valves in suction conduit

Definitions

• the invention relates to a crankcase ventilation valve for an internal combustion engine having a valve housing, a gas inflow channel connected to the interior of the crankcase, a gas outflow channel connected to an air intake channel of the internal combustion engine and a membrane which divides the valve housing into an inner and an outer chamber on the crankcase side and a ventilation valve disk has, the membrane with the vent valve plate depending on the pressure difference between the two chambers selectively opens or closes the gas discharge channel, according to the preamble of claim 1.
• a crankcase ventilation known for example from DE 44 06 986 A1, EP 0 459 031 B1, DE 27 53 335 C2 and EP 0 730 086 A1 is a closed system for recycling pollutants, such as oil vapor and unburned hydrocarbons, which run along the Pistons get inside the crankcase, from the crankcase to the engine combustion, so that these pollutants do not escape into the environment.
• pollutants such as oil vapor and unburned hydrocarbons, which run along the Pistons get inside the crankcase, from the crankcase to the engine combustion, so that these pollutants do not escape into the environment.
• an intake duct of the internal combustion engine is connected to an outlet of the crankcase ventilation. Since in this intake duct, depending on the operating state of the internal combustion engine, there is a more or less strong negative pressure, precautions must be taken to ensure that this negative pressure does not continue to a large extent in the crankcase, since otherwise in an undesirable manner, for. B. a crankshaft seal air would be sucked into the crankcase from the outside.
• DE 44 06 986 A1 proposes a generic crankcase ventilation valve.
• a hole is provided in the cover of the valve housing, which connects the outer chamber to the ambient pressure on a side of the membrane facing away from the crankcase.
• the gas outflow channel is arranged on the crankcase side, opposite the chamber at ambient pressure, and a complicated gas channel guidance from the vent valve through the crankcase to the air intake channel of the internal combustion engine is therefore required.
• different installation positions of the internal combustion engine with different paths from Breather valve to the air intake duct of the internal combustion engine may therefore need to be modified.
• the present invention is therefore based on the object of providing a crankcase ventilation valve of the above-mentioned type, the above-mentioned disadvantages being overcome and which can be used universally regardless of the installation position of the internal combustion engine.
• the outer chamber of the valve housing is connected to the gas inflow channel and, furthermore, a ventilation channel is formed on the crankcase side, which connects the inner chamber of the valve housing on the crankcase side with an ambient pressure.
• valve housing is formed in two parts, with a base frame open on one side and a cover in which the gas outflow channel is integrated, the base frame being rotationally symmetrical and the cover at least at the connection point with the base frame is rotationally symmetrical.
• the cover with the gas outflow channel is connected to the base frame in a position that the gas outflow channel points in a desired direction, depending on the installation position of the combustion engine.
• a simple and inexpensive assembly results from the fact that the base frame and optionally also the ventilation duct are formed integrally with the crankcase.
• the membrane is biased against the pressure in the crankcase-side inner chamber with a spring.
• a predetermined pressure for the crankcase can be set by means of the spring force.
• the spring is a compression spring, in particular a spiral spring, and is arranged in the outer chamber.
• the ventilation duct is expediently formed integrally in the crankcase or a hood of the crankcase.
• FIGS. 1 and 2 The preferred embodiment of a crankcase ventilation valve 10 according to the invention shown in FIGS. 1 and 2 is placed on a crankcase 12
• Hood 13 comprises a Grundrahme ⁇ 14 and a cover 16, which together form a valve housing 14, 16.
• a membrane 18 is arranged in the valve housing 14, 16, which is supported on a seat 20 and divides the valve housing 14, 16 into two chambers 22 and 24, namely a lower chamber 22 and an upper chamber 24.
• the lower chamber 22 is arranged on the crankcase side, and the upper chamber 24 is formed opposite on a side of the valve housing 14, 16 facing away from the crankcase 12.
• Crankcase 12 is understood here to mean the entirety of a cylinder crankcase receiving the running gear and a cylinder head placed thereon.
• the seat 20 of the membrane 18 and the base frame 14 of the valve housing are formed integrally with the hood 13.
• the cover 16 which can be placed on the base frame 14 additionally comprises a gas outflow channel 28 with a connecting piece 30 for connection to an air intake channel of the internal combustion engine, not shown.
• the upper chamber 24 is connected to the air intake duct of the internal combustion engine.
• the crankcase gases 38 entering the upper chamber 24 via a gas inflow channel 32 are returned to the combustion process of the internal combustion engine and do not escape into the environment.
• a vent valve plate 34 is arranged on the membrane 18 in such a way that it optionally opens or closes the gas outflow channel 28 when the membrane 18 is moved back and forth.
• the lower chamber 22 is connected to the surroundings on the crankcase side via a ventilation duct 26. In this way, the ambient pressure always prevails in the lower chamber 22. Since the upper chamber 24 is connected to the air intake duct of the internal combustion engine, there is always a pressure difference between the upper chamber 24 and the lower chamber 22, which corresponds to the pressure difference between the air intake duct of the internal combustion engine and the environment. In the event of a negative pressure in the upper chamber 22, that is to say in the air intake duct, the diaphragm 18 in FIGS.
• a spring 36 is provided, which is designed as a spiral and compression spring 36 and is arranged in the upper chamber 24. This spring 36 acts on the membrane 18 against the ambient pressure in the opening direction of the vent valve plate 34 with a force, so that the vent valve plate 34 closes the gas outflow channel 28 only at a pressure difference predetermined by the spring tension between the chambers 22 and 24.
• the crankcase 12 When the gas outflow duct 28 is open, the crankcase 12 is vented into the air intake duct of the internal combustion engine. With the pretension of the spring 36, a maximum negative pressure is set in the air intake duct of the internal combustion engine, up to which venting takes place. If this negative pressure or the pressure difference between the air intake duct and the ambient pressure rises above a value predetermined by the spring 36, the external overpressure closes the gas outflow duct 28 via the membrane 18 and the vent valve plate 34.
• FIG. 3 shows the state when the gas outflow channel 28 is open.
• the spring force is sufficiently large or the negative pressure in the upper chamber 24 is sufficiently low and the crankcase gases 38 flow out of the crankcase 12 via the hood 13 into the upper chamber 22 and via the Gas outflow duct 28 and the connector 30 into the air intake duct of the internal combustion engine, a slight negative pressure in the air intake duct possibly supporting this process.
• connection piece 30 may be oriented in a correspondingly different direction for connection to the air intake duct of the internal combustion engine.
• the cover 16 is formed on its circumference, which comes into contact with the base frame 14, and the base frame 14 is rotationally symmetrical.
• the lid 14 can be placed in any angular position on the base frame 14 and connected to it, so that the nozzle 30 can be aligned at any angle 360 degrees around the lid.
• the connection is preferably made by friction welding, but other solutions, for example gluing, screwing or ultrasonic welding, are also conceivable.
• a special feature of the crankcase ventilation valve 10 is that the atmospheric connection takes place on a rear side of the membrane 18, that is to say from "inside" or on the crankcase side, via a channel 26 formed integrally, for example in the hood 13 of the crankcase 12.
• Oil separation takes place, for example, in a labyrinth in the hood 13 or the crankcase 12, which is not shown in the flow direction upstream of the gas inflow channel 32. If oil does enter the upper chamber 24 with the crankcase gases 38, this can occur in the chamber 24, for example on the side delimited by the cover 16, and then flow back into the crankcase 12 via the gas inflow channels 32.

Landscapes

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

Applications Claiming Priority (3)

Publications (2)

Family

ID=7837090

Family Applications (1)

Country Status (8)

Families Citing this family (16)

Family Cites Families (12)

• 1997
  • 1997-07-28 DE DE19732367A patent/DE19732367A1/de not_active Withdrawn
• 1998
  • 1998-06-12 WO PCT/EP1998/003548 patent/WO1999006679A1/fr not_active Ceased
  • 1998-06-12 EP EP98936331A patent/EP1000228B1/fr not_active Expired - Lifetime
  • 1998-06-12 CN CN98807646A patent/CN1097141C/zh not_active Expired - Fee Related
  • 1998-06-12 AT AT98936331T patent/ATE224002T1/de not_active IP Right Cessation
  • 1998-06-12 KR KR10-1999-7012187A patent/KR100491400B1/ko not_active Expired - Fee Related
  • 1998-06-12 JP JP2000505409A patent/JP2001512207A/ja active Pending
  • 1998-06-12 DE DE59805533T patent/DE59805533D1/de not_active Expired - Lifetime
  • 1998-06-12 US US09/463,708 patent/US6158423A/en not_active Expired - Lifetime

Non-Patent Citations (1)

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