Systems and methods for extracting exhaust gas from engine coalescing engines.

Abstract

This invention provides a system and method for extracting coalescing exhaust from an engine. In one embodiment, the system includes an engine, a muffler, and a coalescing exhaust passage, the engine including a crankcase in fluid communication with a coalescing agent, the muffler for receiving combustion exhaust from the engine, and the coalescing exhaust passage fluidly connecting the coalescing agent to the muffler. The coalescing exhaust passage includes an inlet disposed upstream of the muffler, the inlet being adapted to allow kinetic fluid to flow into the coalescing exhaust passage to increase the flow rate of the coalescing exhaust through the coalescing exhaust passage.

Description

Technical Field

[0001] The embodiments of the subject matter disclosed herein relate to coalescing exhaust extraction for engines. Background Technology

[0002] Engine systems can be configured to receive pressurized intake air from a turbocharger or supercharger for combustion with fuel in the engine cylinders. During engine operation, some gases may flow from the cylinders to the engine's crankcase; these gases are commonly referred to as blow-by gases. Blow-by gases may include a mixture of intake air, combustion gases, and / or aerosol oil. To reduce unwanted blow-by gas buildup in the crankcase, the engine may include a coalescer configured to receive blow-by gases from the crankcase and separate their components from each other. Some of the separated components may return to the engine, while others may enter the engine's exhaust manifold. Delivering the gases separated by the coalescer to the exhaust manifold may include directing the gas flow to an injector assembly directly connected to the engine system's muffler. However, such injector assemblies typically include components arranged within the engine's combustion exhaust flow path, which may increase the likelihood of soot buildup at the injector assembly and / or the frequency of use of the injector assembly. A system and method different from existing systems and methods may be desired. Summary of the Invention

[0003] The purpose of this invention is to provide a system and method for extracting exhaust gas from an engine coalescing device.

[0004] According to a first aspect of the present invention, a system for extracting exhaust gas from an engine coalescing chamber is provided, comprising:

[0005] An engine, including a crankcase that is fluidly connected to a coalescer;

[0006] A muffler for receiving combustion exhaust from the engine; and

[0007] A coalescer exhaust passage that connects the coalescer fluid to the muffler and includes an inlet disposed upstream of the muffler, the inlet being adapted to allow kinetic fluid to flow into the coalescer exhaust passage.

[0008] According to another aspect of the present invention, a method for extracting exhaust gas from an engine coalescing device is provided, comprising:

[0009] This causes blow-by gas to flow from the engine's crankcase to the coalescer;

[0010] The bypass gas forms the coalescer exhaust gas;

[0011] The coalescing exhaust is directed from the coalescing coalescer to the muffler via the coalescer exhaust passage; and

[0012] The flow rate of the coalescing exhaust gas through the coalescing exhaust passage is increased by the kinetic fluid received at the inlet of the coalescing exhaust passage upstream of the muffler.

[0013] According to another aspect of the present invention, a system for extracting exhaust gas from an engine coalescing engine is provided, comprising:

[0014] A coalescer, defining a coalescer exhaust passage in fluid communication with a muffler, the coalescer exhaust passage comprising:

[0015] The first part is configured to receive coalescing exhaust gas from the coalescer at a lower first velocity; and

[0016] The second part is configured to allow the coalescing exhaust to flow from the first part to the muffler at a higher second velocity.

[0017] Thus, the objective of this invention is achieved. Attached Figure Description

[0018] Figure 1 A schematic diagram of a vehicle including an engine and a coalescing exhaust passage is shown according to an embodiment of the present invention.

[0019] Figure 2 An engine system including a coalescing exhaust passage connected to a coalescing coiler and a muffler is shown.

[0020] Figure 3 Another view of the engine system and coalescing exhaust passage is shown.

[0021] Figure 4 A cross-sectional side view of the coalescer exhaust passage and the booster air passage is shown.

[0022] Figure 5 An enlarged cross-sectional side view of the coalescer exhaust passage and the pressurized air passage is shown.

[0023] Figure 6 The coalescing exhaust passage is shown as separate from the coalescing and muffler.

[0024] Figure 7 A cross-sectional view of the coalescing exhaust passage, separate from the coalescing unit and the muffler, is shown.

[0025] Figure 8 An enlarged cross-sectional view of the coalescer exhaust passage and a connector configured to connect the coalescer exhaust passage to the booster air passage is shown.

[0026] Figure 9 An assembly of a pressurized air passage extension located within a coalescer exhaust passage connector is shown.

[0027] Figure 10 It shows Figure 9 Cross-sectional view of the component shown.

[0028] Figures 11-16 Different examples of coalescer exhaust channels are shown.

[0029] Figures 2-10 Shown to scale, but other relative dimensions may be used if desired. Detailed Implementation

[0030] The following description relates to embodiments of a system for coalescing exhaust extraction. Engine systems, such as... Figure 1 The engine system shown includes a coalescer and a muffler. Exhaust is achieved through the coalescer exhaust passage, for example... Figures 2-3 The coalescer exhaust passage shown is fluidly connected to the muffler. (Example) Figures 6-7 As shown, the coalescer exhaust passage includes a first section, a second section, and a third section, with the second section having a smaller diameter relative to the first and third sections. Figures 4-5 As shown, the second section is configured to receive kinetic fluid, such as boost air, directly from the boost air passage. The boost air increases the flow rate of the coalescing exhaust gas through the second section, which reduces the pressure of the coalescing exhaust gas within the second section and increases the blow-by gas velocity flowing towards the coalescing gas. Therefore, the amount of blow-by gas extracted by the coalescing gas can be increased. Increasing the extraction amount reduces the likelihood of unwanted blow-by gas buildup within the engine.

[0031] refer to Figure 1 A block diagram of an embodiment of vehicle system 100 is shown on route 102, and is depicted herein as having an engine 104 arranged in a vehicle 106 having a plurality of wheels 112. In the illustrated embodiment, the vehicle is a locomotive. The engine system shown is a locomotive engine system. As shown, the vehicle has an engine, and the engine includes a plurality of combustion chambers (e.g., cylinders) not labeled. The cylinders of the engine receive fuel from fuel system 103 via fuel lines 107. In some examples, the fuel lines may be connected to a common rail fuel line, a fuel pump, an accumulator, and a plurality of fuel injectors.

[0032] The engine can receive intake air for combustion from intake passage 114. The intake air includes ambient air flowing into the intake passage from outside the vehicle through air filter 160. The intake passage may include and / or be coupled to an intake manifold to the engine. Exhaust gas produced by engine combustion is supplied to exhaust passage 116. The exhaust gas flows through the exhaust passage to muffler 117 and exits from exhaust pipe 119.

[0033] In one example, the engine is a multi-fuel engine that burns air and two or more fuels. The fuels can be liquid, gaseous, or a combination thereof. Suitable liquid fuels may include gasoline, kerosene, diesel fuel, biodiesel, or other petroleum distillates. Other liquid fuels may include those with densities suitable for compression ignition. Suitable gaseous fuels may include natural gas, propane, syngas, hydrogen, ammonia, etc., and mixtures of two or more of the foregoing. While compression ignition is considered in some examples, other ignition methods, such as spark ignition, and / or other forms of ignition, such as laser, plasma ignition, etc., may also be used in some embodiments. As further explained below, the engine can operate in a multi-fuel mode, where two or more fuels are burned simultaneously in the engine cylinders, or in a single-fuel mode, where only one fuel is burned in the engine cylinders. In one embodiment, the single-fuel mode may be a diesel fuel mode, where 100% diesel fuel is burned in the engine cylinders. In another example, the engine may be a dual-fuel engine that burns a mixture of gaseous fuel and diesel fuel. As used herein, the substitution rate can refer to the ratio or percentage of secondary fuels (e.g., gaseous fuels) burned in the engine cylinders to diesel fuel. Similarly, a suitable engine could be a multi-fuel engine that runs on both diesel and natural gas, but in other examples, the engine could use other direct / single fuels such as gasoline, diesel, or natural gas, hydrogen, ammonia, alcohol, or a variety of fuel combinations other than diesel and natural gas.

[0034] In one example, the vehicle is a diesel-electric vehicle. Figure 1 As shown, the engine is connected to a power generation system, which includes an alternator / generator 122 and an electric traction motor 124. In another example, the alternator / generator may include a direct current (DC) generator. Suitable engines may be diesel engines and / or natural gas engines. The engine can generate torque output that is transmitted to the generator, which is mechanically connected to the engine.

[0035] A generator can produce electrical energy. This electrical energy can be stored and / or applied to various downstream electrical components subsequently transmitted. As an example, a generator can be electrically connected to multiple traction motors, and the generator can provide power to multiple traction motors. As shown, multiple traction motors are connected to one of multiple wheels to provide traction to propel the vehicle. One example includes one traction motor per wheel set, while another example may have one traction motor per wheel. As depicted herein, six pairs of traction motors correspond to each of the six pairs of driving wheels of the vehicle. In another example, an alternator / generator, traction motors, or both can be connected to one or more resistive power grids 126. The resistive power grid can dissipate excess engine torque through heat generated by the power produced from the alternator / generator. In embodiments where the vehicle is, for example, a ship rather than a locomotive, the traction motor assembly provides torque to the drive shaft.

[0036] The engine crankcase 170 is fluidly connected to a coalescer 172. The coalescer is configured to separate the blow-by mixture exiting the crankcase into different components. Specifically, the coalescer can separate exhaust components, such as soot and / or oil, from the blow-by mixture, some of which (e.g., liquid components) flow from the coalescer to the engine oil pan, and gaseous exhaust components in the blow-by mixture flow from the coalescer to the muffler through a coalescer exhaust passage 174. As further described below, the coalescer exhaust passage is configured to receive boosted air to increase the amount of blow-by gas exiting the crankcase via the coalescer.

[0037] The vehicle system may include a turbocharger 120 disposed between an intake passage and an exhaust passage. In an alternative embodiment, the turbocharger may be replaced by a supercharger. The turbocharger increases the amount of ambient air drawn into the intake passage to provide greater charge density during combustion, thereby improving power output and / or engine operating efficiency. Figure 1 As shown, the turbocharger includes a compressor 121 (located in the intake passage), which is at least partially driven by a turbine 123 (located in the exhaust passage). Although a single turbocharger is included in this case, the system may include multiple turbine and / or compressor stages. A temperature sensor 125 is located in the exhaust passage upstream of the turbine inlet. In this way, the temperature sensor measures the temperature of the exhaust gas entering the turbine. Figure 1 As shown, the wastegate 127 is located in a bypass passage around the turbine and can be adjusted by actuation from the controller 110 to increase or decrease the exhaust flow through the turbine. For example, opening the wastegate (or increasing the opening amount) reduces the exhaust flow through the turbine and correspondingly reduces the compressor speed. As a result, less air may enter the engine, thereby reducing the air-fuel ratio.

[0038] The vehicle system also includes a compressor bypass passage 140, which is directly connected to the intake passage, upstream of the compressor, and upstream of the engine. In one example, the compressor bypass passage may be connected to the intake passage upstream of the engine intake manifold. The compressor bypass passage is also connected to the atmosphere or the outside of the engine. In an alternative embodiment, the compressor bypass passage may be connected to the intake passage upstream of the compressor and the exhaust passage downstream of the turbine. In yet another embodiment, the compressor bypass passage may alternatively be an engine bypass passage connected to the intake passage, located downstream of the compressor (and having an engine bypass valve disposed therein), thereby diverting airflow away from the engine after the airflow has passed through the compressor.

[0039] The compressor bypass passage is configured to divert airflow (e.g., from before the compressor inlet) from the engine (or the engine's intake manifold) to the atmosphere. In embodiments where the passage replaces the engine bypass passage, the engine bypass passage is configured to divert boosted airflow (e.g., from the compressor outlet) from the engine to the atmosphere. A compressor bypass valve (CBV) 142 is positioned in the compressor bypass passage and includes an actuator actuable by a controller to regulate the amount of intake air diverted from the engine to the atmosphere. In one example, the compressor bypass valve may be a two-position on / off valve. In another example, the compressor bypass valve may be a continuously variable valve adjustable to a fully open position, a fully closed position, and multiple positions between fully open and fully closed. When the compressor bypass valve is in the fully closed (or closed) position, it may prevent airflow through the compressor bypass passage to the atmosphere. Thus, all intake airflow can flow to the compressor and then to the engine for combustion in the engine cylinders.

[0040] In some embodiments, the vehicle system may further include an aftertreatment system connected to the exhaust passages upstream and / or downstream of the turbocharger. In one embodiment, the aftertreatment system may include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). In other embodiments, the aftertreatment system may additionally or alternatively include one or more emission control devices. Such emission control devices may include a selective catalytic reduction (SCR) catalyst, a three-way catalytic converter, a NOx trap, or various other devices or systems.

[0041] Figure 1 The vehicle system shown does not include an exhaust gas recirculation (EGR) system. However, in alternative embodiments, the vehicle system may include an EGR system connected to the engine that directs exhaust gas from the engine's exhaust manifold to an intake manifold downstream of the turbocharger. In some embodiments, the exhaust gas recirculation system may be exclusively connected to a group of one or more donor cylinders of the engine (also referred to as a donor cylinder system).

[0042] like Figure 1 As shown, the vehicle system also includes a cooling system 150. The cooling system circulates coolant through the engine to absorb engine waste heat and distributes the heated coolant to heat exchangers, such as radiator 152. A fan 154 may be connected to the radiator to maintain airflow through the radiator when the vehicle is moving slowly or when the vehicle is stationary and the engine is running. In some examples, the fan speed may be controlled by a controller. The coolant cooled by the radiator enters a tank 156. The coolant can then be pumped back to the engine or another component of the vehicle system by a water pump or a coolant pump (not shown).

[0043] The vehicle also includes an engine controller (referred to herein as the controller) to control various vehicle-related components. For example, various components of the vehicle system may be coupled to the controller via a communication channel or data bus. In one example, the controller includes a computer control system. The controller may additionally or alternatively include memory that holds a non-transitory computer-readable storage medium (not shown) containing code for implementing onboard monitoring and vehicle operation control.

[0044] The controller can receive information from multiple sensors and send control signals to multiple actuators. While supervising the control and management of the vehicle, the controller can be configured to receive signals from various engine sensors, as further elaborated herein, to determine operating parameters and conditions, and accordingly adjust various engine actuators to control vehicle operation. For example, the engine controller can receive signals from various engine sensors, including but not limited to engine speed, engine load (fuel amount commanded by the engine controller, fuel amount indicated by measured fuel system parameters, average torque data, and / or electrical output from the alternator or generator), air mass flow rate / rate (e.g., via an air mass flow meter), intake manifold air pressure, boost pressure, exhaust pressure, ambient pressure, ambient temperature, exhaust temperature (e.g., exhaust temperature entering the turbine, determined by a temperature sensor), particulate filter temperature, particulate filter back pressure, engine coolant pressure, nitrogen oxide emissions (from a NOx sensor), exhaust soot quantity (from a soot / particulate matter sensor), exhaust oxygen level sensor, etc. Accordingly, the controller can control the vehicle by sending commands to various components, such as the traction motor, alternator / generator, cylinder valves, fuel injectors, slotted throttle valves, compressor bypass valves (or engine bypass valves in alternative embodiments), wastegates, etc. Other active operating and control actuators can be connected to various locations within the vehicle. In one example, regulating the amount of intake airflow diverted from the intake manifold to the atmosphere (thus regulating the boosted intake airflow into the engine) could include an actuator regulating the compressor bypass valve to adjust the airflow bypassing the engine through the compressor bypass passage.

[0045] As described above, the blow-by mixture from the engine crankcase flows to a coalescer, where it is separated into different components. The gaseous components of the blow-by mixture separated by the coalescer (referred to herein as coalescer exhaust) flow from the coalescer to the muffler through a coalescer exhaust passage. The coalescer exhaust passage includes a first section 176, a second section 178, and a third section 180. The second section is configured to have a smaller diameter than each of the first and third sections, such that the coalescer exhaust flows through the second section at a higher velocity than the coalescer exhaust velocity through the first and third sections. Furthermore, the second section is fluidly connected to the turbocharger compressor via a boost air passage 182, so that a motive fluid, such as boost air (e.g., air compressed by the compressor), can flow from the compressor to the second section. With boost air flowing to the second section, the velocity of the coalescer exhaust through the second section increases due to the boost air flowing to the second section. For example, the coalescer exhaust can be mixed and / or collected with pressurized air in the second section. In this configuration, the pressurized air acts as a kinetic fluid to increase the flow rate of the coalescer exhaust. The increased flow rate of the coalescer exhaust results in a decrease in the pressure of the coalescer exhaust within the second section, and an increase in the pressure difference between the first and second sections. The increased pressure difference causes an increase in the flow rate of the blow-by mixture from the engine crankcase to the coalescer, and the increased flow rate of the blow-by mixture further increases the flow rate of the coalescer exhaust from the coalescer. Therefore, the amount of blow-by mixture removed from the crankcase by the coalescer can be increased, and the coalescer efficiency can be improved. The diameter of each of the first, second, and third sections can be configured to maintain a desired crankcase pressure (e.g., maintain a desired rate of leakage extraction from the crankcase).

[0046] Furthermore, compared to an example where the boost air passage is not connected to the second section, connecting the boost air passage to the second section can reduce the degradation of the coalescing exhaust passage and / or the boost air passage. For example, connecting the boost air passage to a third section of the coalescing exhaust passage reduces the distance between the boost air passage and the muffler, which may increase the likelihood of the boost air passage degrading due to proximity to engine combustion exhaust flowing towards the muffler. Additionally, compared to an example providing different kinetic fluids, configuring the boost air passage to provide kinetic fluid in the form of boost air to the second section of the coalescing exhaust passage can reduce the degradation of the coalescing exhaust passage. In particular, the configuration described herein reduces the exposure of the coalescing exhaust passage to engine combustion exhaust, which can reduce the degradation of the coalescing exhaust passage and / or reduce the frequency of engine system maintenance.

[0047] Figures 2-5 Different views of the engine system 200 are shown respectively. For example... Figure 2-3As shown, the engine system includes a coalescer 202 and a muffler 204, which are fluidly connected via a coalescer exhaust passage 206 configured to receive pressurized air via a booster air passage 208. The engine system, coalescer, muffler, coalescer exhaust passage, and booster air passage are respectively referenced above. Figure 1 The described engine system, coalescer, muffler, coalescer exhaust passage, and boost air passage are similar or identical. The reference shaft includes... Figure 2-5 In the middle, compare the views shown.

[0048] The coalescer exhaust passage includes a first part 210, a second part 212, and a third part 214, which can be respectively connected to the above reference. Figure 1 The first, second, and third parts described are similar or identical. As further described in detail below, the second part is configured to have a smaller diameter than each of the first and third parts. In this configuration, as coalescer exhaust flows from the coalescer through the coalescer exhaust passage, the flow velocity of the coalescer exhaust through the second part increases relative to the flow velocity through each of the first and third parts. This increase in the coalescer exhaust flow velocity within the second part results in a decrease in the coalescer exhaust pressure within the second part. Furthermore, the second part can receive pressurized air through a pressurized air passage, the pressure of which is higher than the pressure of the coalescer exhaust within the second part. The pressurized air flowing into the second part can further increase the flow velocity of the coalescer exhaust through the second part, thus further reducing the coalescer exhaust pressure within the second part.

[0049] The increased flow rate of the exhaust gas through the coalescer in the second section can create a pressure difference between the first and second sections, which can increase the removal of blow-by gas from the crankcase of the engine system fluidly connected to the coalescer (e.g., similar to the reference above). Figure 1 (Example described). In particular, since the pressure of the coalescing exhaust in the second section may be lower than that in the first section (e.g., due to the increased flow rate of the coalescing exhaust through the second section), the coalescing exhaust in the first section can flow more easily into the second section and can reduce the back pressure against blow-by in the crankcase, thereby increasing the flow rate of blow-by gas entering the coalescing.

[0050] An example of gas flow through the coalescer exhaust passage and the pressurized air passage is as follows: Figure 4 As shown. In particular, Figure 4A cross-sectional view of a pressurized air passage connected to a coalescing exhaust passage is shown. The coalescing exhaust flows at a low first velocity through a first portion of the coalescing exhaust pipe, as indicated by arrow 404, which has a thinner first thickness. The coalescing exhaust flows from the first portion to a second portion, and as it flows through the second portion, its velocity increases due to the smaller diameter of the second portion relative to the first portion, as indicated by arrow 406, which has a moderate second thickness. When pressurized air flows into the second portion via the pressurized air passage, the velocity of the coalescing exhaust through the second portion is further increased by the flow rate of the pressurized air, as indicated by arrow 408, which has a thicker third thickness (e.g., where the relative thickness of the arrows indicates relative flow velocities). At least downstream of the outlet 410 of the extension 402 of the pressurized air passage within the second portion, the velocity of the coalescing exhaust is increased by the pressurized air.

[0051] The pressurized air passage includes a connector 400 configured to connect the pressurized air passage to a coalescing exhaust passage. In some embodiments, the connector may be a threadolet. An extension of the pressurized air passage may pass through the connector and enter the coalescing exhaust passage. The connector may maintain engagement between the pressurized air passage and the coalescing exhaust passage, and the extension may be partially disposed within each of the pressurized air passage and the coalescing exhaust passage. Pressurized air flowing through the pressurized air passage may flow through the extension and enter the coalescing exhaust passage, thereby increasing the flow rate of the coalescing exhaust within a second portion of the coalescing exhaust passage, as described above.

[0052] Reference Figure 5 An enlarged cross-sectional view of a pressurized air passage connected to a coalescing exhaust passage is shown. As shown, the coalescing exhaust passage includes an opening 504 (e.g., an orifice) configured to receive a connector of the pressurized air passage. In some examples, the connector may include threads configured to engage with mating threads of the coalescing exhaust passage at the opening. In the illustrated embodiment, the connector includes an inlet 502 configured to receive an extension of the pressurized passage. The extension may be located within the inlet and may extend from the inlet into the coalescing exhaust passage. Pressurized air from the pressurized passage may flow into the extension via an orifice 506 disposed within the connector, and pressurized air may flow out from an outlet of the extension into the coalescing exhaust passage. In some embodiments, the pressurized passage may be connected to the connector via a fitting 500, and the fitting may include threads configured to engage with mating threads of the connector to keep the fitting and the connector engaged with each other. In some embodiments, pressurized air may flow directly from the pressurized air passage to the inlet of the coalescing exhaust passage without an extension.

[0053] refer to Figures 6-7For clarity, the coalescing exhaust passage is shown as separate from the engine system. A first axis 612 is arranged at the transition between the first and second portions (e.g., the first end of the second portion), and a second axis 610 is arranged at the transition between the second and third portions (e.g., the second end of the second portion). The first axis is arranged parallel to the second axis, and the second portion extends from the first portion to the third portion between the first and second axes. In some embodiments, the first, second, and third portions may be a single integral piece (e.g., formed together or molded into a single unit). In other embodiments, the first, second, and third portions may be connected together by fasteners (e.g., bolts) or other components (e.g., fittings).

[0054] like Figure 7 As shown, the first portion has a first inner diameter 714 at the location where it transitions to the second portion (e.g., at the first axis). In some embodiments, the first inner diameter may be 73 mm. The second portion transitions (e.g., tapers) from the first inner diameter to a second inner diameter 710, wherein the second inner diameter is less than (e.g., smaller than) the first inner diameter. In some embodiments, the second inner diameter may be 47 mm. The transition occurs at a first length 708 of the second portion, wherein the first length 708 extends between the first axis and a third axis 702, the third axis being arranged parallel to the first axis. In some embodiments, the first length may be in the range of approximately 38 mm. The second portion further transitions from the second inner diameter to a third inner diameter 716 of the third portion. In some embodiments, the third inner diameter may be the same as the first inner diameter of the first portion (e.g., the same diameter). For example, the third inner diameter may be 73 mm. In other embodiments, the third inner diameter may be different from the first inner diameter. However, in each embodiment, both the first and third inner diameters are larger than the second inner diameter. The second portion transitions from the second inner diameter to the third inner diameter via a second length 704, the second length extending between the fourth axis 700 and the second axis, the fourth axis being arranged parallel to the second axis. In some embodiments, the second length may be in the range of approximately 38 mm. A portion of the second portion between the third and fourth axes may be relatively straight along the third length 706, wherein each portion of the second portion between the third and fourth axes has a second inner diameter. In some embodiments, the third length may be in the range of approximately 262 mm. In some embodiments, the inlet of the connector and coalescer exhaust passage may be arranged approximately 88 mm from the first portion and approximately 250 mm from the third portion in a direction between the first and second axes. In particular, the diameter of the second portion at each location between the third and fourth axes may be a smaller second inner diameter. Various exemplary dimensions, lengths, and distances can be selected with reference to the final usage parameters.

[0055] Reference Figure 8An enlarged cross-sectional view of a connector attached to a second portion of a coalescing air passage is shown. The connector includes a main opening 800 and may include one or more openings of different sizes (e.g., different diameters), such as a first inner opening 802 and a second inner opening 804. The inner openings of different sizes may provide an inner surface configured to engage with a portion of an extension of the booster air passage. Furthermore, in some embodiments, at least a portion of the inner surface may include threads configured to engage with mating threads of a component of the extension of the booster air passage, similar to the following reference. Figures 9-10 Example of the description.

[0056] Figure 9 A connector 900 is shown, which is configured to receive an extension of a pressurized air passage, similar to the connector described above. Figure 9 The connector shown includes a main opening 902 and a first inner opening 904. The inner surface of the connector forming the first inner opening includes a thread 906, which is configured to engage with a corresponding thread on the ring 908 of the extension of the pressurized air passage. Figure 10 The cross-sectional view is shown. In some embodiments, the first inner opening may have a depth in the range of about 14 mm. Due to the arrangement of the extension passing through the orifice 1000 of the ring body, the ring body is connected to the connector by engaging the threads of the ring body with the corresponding threads of the connector, and the extension of the pressurized air passage can be held within the connector.

[0057] Figures 11-16 Different examples of coalescer exhaust channels are shown. In particular, Figure 11 The coalescer exhaust passage 1110 is shown. Figure 12 The coalescer exhaust passage 1210 is shown. Figure 13 The coalescer exhaust passage 1310 is shown. Figure 14 The coalescer exhaust passage 1410 is shown. Figure 15 The coalescer exhaust passage 1510 is shown, and Figure 16 The coalescer exhaust passage 1610 is shown. (Reference) Figures 11-16 The coalescing exhaust passage described herein may include the reference above. Figures 2-5 The engine system described. For example. Figures 11-16 The coalescer exhaust passage can be referenced above. Figures 2-5 Alternative examples of the described coalescer exhaust passage.

[0058] Similar to the example above, Figures 11-16 The coalescer exhaust channels shown all include narrowed sections configured to increase the flow rate of the coalescer exhaust. Figure 11The coalescer exhaust passage shown includes a first section 1100, a second section 1102, and a third section 1104, wherein the first section tapers and its diameter decreases to that of the second section, and the third section tapers and its diameter increases from that of the second section. An example location of a pressurized air passage 1120 (e.g., similar to the pressurized air passage described above) extending into the coalescer exhaust passage is shown. The pressurized air passage can supply kinetic fluid (e.g., pressurized air) to the coalescer exhaust passage to further increase the flow rate of the coalescer exhaust through the coalescer exhaust passage.

[0059] Figure 12 The coalescing exhaust passage shown includes a first portion 1200, a second portion 1202, and a third portion 1204. The first portion tapers in diameter to the second portion, where the second portion connects to the first portion with an increasing diameter. This diameter then tapers again at the junction of the second and third portions, and the third portion tapers in diameter from the second portion onwards. An example location of a pressurized air passage 1220 (e.g., similar to the pressurized air passage described above) extending into the coalescing exhaust passage is shown.

[0060] Figures 13-16 All show coalescer exhaust channels consisting of only two parts. Specifically, Figure 13 The coalescing exhaust passage shown includes a first section 1300 that tapers from a larger diameter to a smaller diameter, with the smaller diameter portion positioned at a joint 1304 between the first and second sections 1302. A second section tapers from a smaller diameter to a larger diameter, and the length 1332 of the second section is approximately 160% of the length 1330 of the first section. An example location of a pressurized air passage 1320 extending into the coalescing exhaust passage is shown. Figure 15 The coalescer exhaust passage shown has a similar configuration, wherein the first section 1500 is connected to the second section 1502 via a connector 1504, and an example location of the booster air passage 1520 is shown. However, in Figure 15 In the example shown, the length of the second part, 1532, is approximately 550% of the length of the first part, 1530. It should be noted that... Figure 13 and Figure 15 The example shown is not intended to be limiting; in other examples, the first and second parts may have different relative lengths.

[0061] exist Figure 14In the example shown, the coalescer exhaust passage includes a first portion 1400 that connects to the second portion 1402 at a connector 1404, and a pressurized air passage 1420 is shown in the example location. The first portion tapers and decreases in diameter toward the second portion (e.g., toward the connector), while the second portion tapers and increases in diameter from the connector. However, the diameter of the first portion at the connector is larger than the diameter of the second portion at the connector, such that an edge 1430 or step is formed at the connector between the first and second portions. Similarly, in Figure 16 In the example shown, the coalescer exhaust passage includes a first portion 1600 that connects to the second portion 1602 at a connector 1604, and an example location of the booster air passage 1620 is shown. However, the first portion does not taper gradually, but extends toward the connector with a relatively constant diameter (e.g., the diameter of the first portion does not decrease or increase toward the connector). This forms an edge 1630 at the connector, wherein this edge is relative to the above reference... Figure 14 The described edge can have a larger dimension (e.g., diameter).

[0062] It should be understood that the above refers to Figures 11-16 The examples described are not intended to be limiting, and in other examples, the sections may have different lengths, taper amounts, pressurized air passage locations, etc. However, in each example, the coalescer exhaust passage includes a narrowing section at which the pressurized air passage is arranged to increase the flow rate of the coalescer exhaust through the coalescer exhaust passage (e.g., by the kinetic fluid supplied by the pressurized air passage).

[0063] By configuring an engine system with a coalescing exhaust passage according to the above embodiments, the coalescing exhaust passage can increase the extraction of blow-by gas from the engine crankcase to the coalescing agent by increasing the flow rate of the coalescing exhaust gas through the coalescing exhaust passage. This reduces unwanted blow-by gas accumulation in the crankcase. Furthermore, by connecting the boost air passage to the coalescing exhaust passage in a second section upstream of the muffler, the flow rate of the coalescing exhaust gas through the coalescing exhaust passage can be increased, and degradation of the boost air passage and / or the coalescing exhaust passage due to contact with engine combustion exhaust can be reduced.

[0064] Figures 2-10Example configurations with relative positioning of various components are shown. If the components shown are in direct contact or directly connected to each other, then in at least one example, such components may be referred to as being in direct contact or directly connected, respectively. Similarly, in at least one example, components shown as being adjacent to each other or next to each other may be referred to as being adjacent to each other or next to each other, respectively. As an example, components placed face-to-face may be referred to as being face-to-face. As another example, in at least one example, components positioned separately from each other and having only space therein without other components may be referred to in this way. As yet another example, components shown above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to in this way. Furthermore, as shown, in at least one example, the topmost component or point of a component may be referred to as the “top” of the component, while the bottommost component or point of a component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figures and are used to describe the positioning of the components in the figures relative to each other. Thus, in one example, a component shown above other components is vertically positioned above the other components. As yet another example, the shapes of the elements depicted in the accompanying drawings can be described as having those shapes (e.g., circular, straight, flat, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements shown as intersecting each other can be described as intersecting elements or intersecting with each other. Additionally, in one example, an element shown as being inside or outside another element can be referred to as such.

[0065] As used herein, elements or steps expressed in the singular and described with the words “an” or “a” should be understood to not exclude plural forms of elements or steps unless such exclusion is explicitly stated. References to “an embodiment” or “an example” of the invention are not intended to exclude the existence of additional embodiments that also incorporate the described features. Furthermore, unless explicitly stated otherwise, embodiments that “comprise,” “include,” or “have” one or more elements having a particular characteristic may include additional elements that do not have that characteristic. The terms “comprise” and “wherein” are used as common equivalents to the corresponding terms “include” and “therein.” Additionally, the terms “first,” “second,” and “third,” etc., are used merely as labels and are not intended to impose numerical requirements or a specific order of position on their objects.

[0066] This disclosure uses examples to illustrate the invention and to enable those skilled in the art to make and practice the invention, including making and using any apparatus or system and performing any method. The patentable scope of the invention is defined by the claims. These other examples fall within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims. Those skilled in the art can combine aspects from the various embodiments described, as well as other known equivalents of each such aspect, to construct additional embodiments and techniques based on the principles of this application.

Claims

1. A system for extracting exhaust gas from an engine coalescing chamber, wherein, include: An engine, including a crankcase that is fluidly connected to a coalescer; A muffler for receiving combustion exhaust from the engine; Dynamic fluid channel; as well as A coalescer exhaust passage, connecting the coalescer fluid to the muffler, and comprising: The first portion having a larger first diameter; The second part has a smaller second diameter; and An inlet is formed at the second portion upstream of the muffler, the inlet being adapted to deliver kinetic fluid from the kinetic fluid passage to the coalescing exhaust passage; The power fluid passage includes an extension that extends through the inlet into the coalescer exhaust passage.

2. The system according to claim 1, wherein, The system also includes a compressor or turbocharger for a turbocharger, which is fluidly connected to the inlet via the power fluid channel.

3. The system according to claim 2, wherein, The power fluid includes pressurized air generated by the compressor.

4. The system according to claim 2, wherein, The system also includes a connector configured to maintain the power fluid passage engaged with the inlet.

5. The system according to claim 4, wherein, The connector is a threaded branch pipe platform, which includes an inner surface that is formed to engage with the annular structure of the power fluid channel.

6. The system according to claim 1, wherein, The coalescer exhaust passage further includes a third portion having a third diameter, the second portion being disposed between the first portion and the third portion, and the third diameter being larger than the second diameter.

7. The system according to claim 6, wherein, The third part connects the coalescer exhaust passage directly to the muffler.

8. The system according to any one of claims 1-7, wherein, The first part connects the coalescer exhaust passage directly to the crankcase.

9. The system according to claim 6 or 7, wherein, The second portion includes a first end that transitions from the first diameter of the first portion to the second diameter, and a second end that transitions from the second diameter to the third diameter of the third portion.

10. The system according to claim 9, wherein, The second portion includes a straight section extending between the first end and the second end, the straight section having the second diameter.

11. The system according to claim 10, wherein, The entrance is formed at the straight portion of the second part.

12. A method for extracting exhaust gas from an engine coalescing device, wherein, include: This causes blow-by gas to flow from the engine's crankcase to the coalescer; The bypass gas forms the coalescer exhaust gas; The coalescer exhaust flows from the coalescer to the muffler through a coalescer exhaust passage, wherein the coalescer exhaust passage includes a first portion, a second portion, and a third portion, the second portion being arranged between the first portion and the third portion, and the diameter of the second portion being smaller than the diameter of both the first portion and the third portion; and The motive fluid is directly transmitted through the motive fluid channel to the inlet formed at the second portion of the coalescer exhaust channel to increase the flow rate of the coalescer exhaust through the coalescer exhaust channel, wherein the motive fluid channel includes an extension extending through the inlet into the coalescer exhaust channel.

13. The method according to claim 12, wherein, The power fluid includes pressurized air flowing from the compressor.

14. The method according to claim 12, wherein, The step of directing the coalescing exhaust from the coalescing coalescer to the muffler includes: directing the coalescing exhaust through the first part into the second part, then directing the coalescing exhaust through the second part into the third part, and then directing the coalescing exhaust through the third part into the muffler.

15. A system for extracting exhaust gas from an engine coalescing chamber, wherein, include: A coalescer, defining a coalescer exhaust passage in fluid communication with a muffler, the coalescer exhaust passage comprising: The first part is configured to receive coalescing exhaust gas from the coalescer at a lower first velocity; and The second part is configured to cause the coalescing exhaust gas from the first part to flow towards the muffler at a higher second velocity; and A compressor, fluidly connected to the second part via a pressurized air passage, the compressor being configured to allow pressurized air to flow to the second part via the pressurized air passage; wherein the pressurized air passage includes an extension extending into the interior of the second part and bending within the second part to align with the flow direction of the second part, such that the outlet of the pressurized air passage is centrally located within the second part.

16. The system according to claim 15, wherein, The coalescer exhaust passage includes an inlet that directs pressurized air to the coalescer exhaust passage, wherein the coalescer exhaust passage includes a first portion having a larger first diameter and a second portion having a smaller second diameter, and the inlet is formed at the second portion.

17. The system according to claim 16, wherein, The coalescing exhaust passage further includes a third section disposed downstream of the second section and directly connected to the muffler, the third section being configured to allow a mixture of coalescing exhaust and pressurized air to flow from the second section to the muffler.

18. The system according to any one of claims 15-17, wherein, The first part and the second part have different diameters or lengths.

19. The system according to any one of claims 15-17, wherein, The first part gradually tapers towards the joint between the first part and the second part by a first amount, and the second part gradually tapers away from the joint by a second amount.

20. The system according to any one of claims 15-17, wherein, The first part and the second part are connected at a joint, and the diameter of the coalescer exhaust passage at the joint is greater than the diameter of the first part or the diameter of the second part.

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