Adjustable air flow damper and method of operating the same

Abstract

The present disclosure provides an adjustable airflow baffle and method of operating the same. Methods and systems are provided for adjusting the flow profile of an airflow baffle. In one example, a method of operating an engine system is provided, the method comprising: operating the engine to perform combustion; determining an engine speed; and adjusting the flow profile of a plurality of deflectors in an airflow baffle positioned in a crankcase based on the engine speed.

Description

Technical Field

[0001] The present description generally relates to an engine having an engine system including an adjustable air flow damper; and a method of operating the engine system.

[0002] Background Art / Summary of the Invention

[0003] Engines have utilized air flow baffles positioned in the crankcase to modify the fluid dynamics within the crankcase. The use of air flow baffles is particularly prevalent in high-performance engines, as these engines tend to operate at high speeds for extended periods. However, the necessity of an air flow baffle varies depending on engine operating conditions. At lower engine speeds, turbulent flow in the crankcase may not cause the oil aeration issues that are so prevalent at higher engine speeds. However, as engine speed increases, the momentum of the crankcase flow field and oil leakage through component bearings disrupt the flow and impinges at high velocities on the free surface of the oil within the oil reservoir. Aeration is an inherent consequence of the oil interacting with the highly turbulent flow field within the crankcase. A more static free surface for the oil was one of the design goals of previous air flow baffles. However, at lower engine speeds, oil aeration is significantly reduced and may not pose a significant problem. Therefore, at lower engine speeds, the flow disruption created by the air flow baffle may not be necessary. Furthermore, at low engine speeds, the air flow baffle may interfere with oil drainage. For example, oil may impinge on the surface of the air flow baffle, disrupting oil drainage. In particular, the amount and / or velocity of oil returning to the oil pan may be reduced due to interference from the air flow baffle. Additionally, some air flow baffles may also cause losses in the crankcase ventilation system.

[0004] US 6,019,071 discloses an air flow baffle in which an oil flow path provided in the air flow baffle with an integrated oil ejector directs oil to the underside of the engine piston. However, the air flow baffle disclosed in US 6,019,071 suffers from the above-mentioned problems of slow oil drainage and loss of crankcase ventilation.

[0005] Recognizing the above-described problems and in an effort to address at least some of them, the inventors have developed a method for operating an engine system. The method includes: operating an engine to perform combustion; determining an engine speed; and adjusting the flow profile of a plurality of deflectors in an air flow baffle positioned in a crankcase based on the engine speed. In this manner, the flow profile of the air flow baffle can be dynamically adjusted to modify the flow characteristics in the crankcase over a wide range of engine speeds. Consequently, the function of the air flow baffle can be tailored to engine operating conditions, such that, for example, the air flow baffle can reduce oil aeration during selected operating conditions while reducing air flow baffle flow disturbances to increase oil drainage during other operating conditions.

[0006] In one example, a deflector in the air flow baffle can be opened when the engine is operating at speeds below a threshold speed and closed when the engine is operating at speeds above the threshold speed. In this manner, the air flow baffle serves to reduce crankcase turbulence around the lubricant reservoir, thereby reducing oil aeration during high-speed operation. Conversely, during lower speed engine operation, lubricant drainage disturbances are mitigated by opening the deflector in the air flow baffle, thereby improving lubrication system efficiency.

[0007] It should be understood that the above summary is provided to introduce in simplified form selected concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 A schematic diagram of an internal combustion engine is shown, comprising an air flow baffle plate with an adjustable adjustment deflector.

[0009] Figure 2 A diagram showing a cross section of a first example of an air flow baffle with an adjustable deflector in a closed configuration is shown.

[0010] Figure 3 A diagram showing a cross section of a first example of an air flow baffle with an adjustable deflector in an open configuration is shown.

[0011] Figure 4 A perspective view of another exemplary air flow baffle with an adjustable deflector is shown.

[0012] Figure 5 A method of operating an engine system having an adjustable air flow damper is presented.

[0013] Figure 6 Another method of operating an engine system having an adjustable air flow damper is shown.

[0014] Figure 7 A timing diagram of an exemplary air flow damper control strategy is shown. DETAILED DESCRIPTION

[0015] The following description relates to an engine system and method for varying the flow profile of an air flow baffle based on engine speed, thereby enabling the air flow baffle to function during target conditions to disrupt crankcase turbulence. The engine system includes an air flow baffle having an adjustable deflector (e.g., a shutter) for achieving flow disruption variability. The deflector can be pivoted or otherwise moved to increase and decrease the amount of crankcase gases passing through the air flow baffle. In one example, the deflector can be moved to an open position during lower speed operation to increase lubricant drainage. Continuing with this example, during higher speed operation, the deflector can be closed to reduce the likelihood of lubricant aeration caused by crankcase turbulence. As a result, engine lubrication is enhanced during both high and low speed engine operation, thereby improving engine reliability and life.

[0016] Figure 1 A schematic diagram of an engine system with an air flow baffle is shown. Figure 2 An example of an engine system with an air flow baffle is shown with a deflector in the air flow baffle in a closed position. Figure 3 Shown Figure 2 The engine system and air flow baffle are shown with the deflector in the open position. Figure 4 A perspective view of another exemplary air flow baffle is shown. Figure 5 and Figure 6 A method of operating an engine system having an air flow baffle to vary flow patterns in a crankcase and a lubricant reservoir based on engine operating conditions is presented. Figure 7 A timing diagram associated with an air flow damper control strategy that reduces lubricant aeration and increases lubricant drainage in a lubricant system is shown.

[0017] Go to Figure 1 , schematically illustrates an engine 10 with an engine system 12 in a vehicle 14. Figure 1 Schematic diagrams of various engines and engine systems are provided, but it will be appreciated that at least some of the components may have similar Figure 1 The components shown have different spatial positions and greater structural complexity. Figures 2 to 4 The structural details of the components are discussed in more detail.

[0018] exist Figure 1 Also shown is an intake system 16 that provides intake air to a combustion chamber 18. A piston 20 is positioned in the combustion chamber 18. The piston 20 is coupled to a crankshaft 22 via a mechanical component 24 (e.g., a piston rod). The combustion chamber 18 is formed by a cylinder block 26 coupled to a cylinder head 28. Although, Figure 1The engine 10 is shown with one combustion chamber. In other examples, the engine 10 may have additional combustion chambers. For example, the engine 10 may include multiple combustion chambers, which may be positioned in groups in some cases.

[0019] Intake system 16 includes an intake duct 30 and a throttle 32 coupled thereto. Throttle 32 is configured to adjust the amount of airflow provided to combustion chamber 18. In the example shown, intake duct 30 feeds air to an intake manifold 34. In turn, intake manifold 34 directs the air to intake valves 36. However, in other examples, such as in multi-cylinder engines, the intake runners may branch from the intake manifold and feed intake air to other intake valves.

[0020] Intake valve 36 can be actuated by intake valve actuator 38. Similarly, exhaust valve 40 can be actuated by exhaust valve actuator 42. In one example, intake valve actuator 38 and exhaust valve actuator 42 can employ cams coupled to intake and exhaust camshafts (not shown), respectively, to open and close the valves. Continuing with the example of cam-driven valve actuators, the intake and exhaust camshafts can be rotationally coupled to crankshaft 22. Additionally, in this example, the valve actuators can utilize one or more of a cam profile switching system (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems to vary valve operation. Thus, if desired, a cam timing device can be used to vary valve timing. Therefore, it will be appreciated that valve overlap may occur. In another example, intake and / or exhaust valve actuators 38 and 42 can be controlled by electronic valve actuation. For example, valve actuators 38 and 42 may be electric valve actuators controlled via electronic actuation. In another example, engine 10 may alternatively include exhaust valves controlled via electric valve actuation and intake valves controlled via cam actuation including a CPS and / or VCT system, or vice versa. In still other embodiments, the intake and exhaust valves may be controlled by a common valve actuator or actuation system.

[0021] Engine 10 also includes a lubrication system 44 that provides lubricant to engine components, such as piston 20, crankshaft 22, mechanical component 24, and the like. Lubrication system 44 includes a lubricant reservoir 46 that receives lubricant from lubricated components (e.g., piston, crankshaft, piston rod, and the like). Thus, lubricant reservoir 46 in lubrication system 44 can be designed to receive lubricant discharged from lubricated components, such as piston 20, crankshaft 22, mechanical component 24, and the like. For example, lubricant reservoir 46 can be positioned beneath the lubricated components to receive oil that has been sprayed or otherwise delivered to the lubricated components. In the illustrated example, a lubricant pump 48 is positioned within lubricant reservoir 46. However, in other examples, lubricant pump 48 can be positioned external to the lubricant reservoir using a lapped line extending into the reservoir. Lubricant pump 48 is configured to flow pressurized lubricant to a plurality of lubrication lines 50. The plurality of lubrication lines 50 are schematically illustrated. However, it will be appreciated that lubrication lines may extend through different sections of the cylinder block 26 and / or cylinder head 28 to provide lubricant to the pistons 20, crankshaft 22, mechanical components 24, etc. The lubrication system 44 may also include nozzles designed to spray or otherwise direct lubricant to the pistons, crankshaft, etc., and is herein referred to as Figure 2 and Figure 3 The lubrication system 44 also includes valves designed to regulate the flow rate of lubricant provided to the lubricated components, which will be discussed herein with respect to Figure 2 and Figure 3 Discuss in more detail.

[0022] Engine 10 may also include an engine cooling system (not shown). The engine cooling system may include a coolant jacket that circulates coolant through the cylinder head and / or cylinder block, and a heat exchanger (eg, a radiator) that removes heat from the coolant.

[0023] Figure 1 Also shown is a fuel delivery system 52. The fuel delivery system 52 provides pressurized fuel to fuel injectors 54. In the example shown, the fuel injectors 54 are direct fuel injectors coupled to the combustion chambers 18. Additionally or alternatively, the fuel delivery system 52 may also include port fuel injectors designed to inject fuel upstream of the combustion chambers 18 into the intake system 16. The fuel delivery system 52 includes a fuel tank 56 and a fuel pump 58 designed to flow pressurized fuel to downstream components. Fuel lines 60 provide fluid communication between the fuel pump 58 and the fuel injectors 54. The fuel delivery system 52 may include conventional components, such as a high-pressure fuel pump, check valves, return lines, etc., to enable fuel to be provided to the injectors at a desired pressure.

[0024] Figure 1 The illustrated vehicle 14 also includes an exhaust system 62 configured to manage exhaust from the combustion chamber 18. The exhaust system 62 includes an exhaust valve 40 that is designed to open and close to allow and prevent exhaust flow to components downstream of the combustion chamber. The exhaust system 62 also includes an emission control device 64 coupled to an exhaust conduit 66 downstream of an exhaust manifold 68. The emission control device 64 may include a filter, a catalyst, an absorber, etc. to reduce tailpipe emissions. The engine 10 also includes an ignition system 70 that includes an energy storage device 72 designed to provide energy to an ignition device 74. Additionally or alternatively, the engine 10 may perform compression ignition.

[0025] The engine system 12 is designed to change the flow pattern in the lubricant reservoir 46 and the crankcase 82. The engine system 12 includes an air flow baffle 84. The air flow baffle 84 includes an adjustable deflector that can be actively controlled to change the amount of crankcase gas flowing through the air flow baffle. For example, the deflector can be opened during low engine speeds to allow crankcase gas to flow through the air flow baffle. Continuing with this example, the deflector can be closed during high engine speeds to prevent crankcase gas from flowing through the air flow baffle. Figures 2 to 4 The deflector is described in greater detail. Additionally, in one example, the engine system 12 can also include a lubricant reservoir 46 , a lubricant pump 48 , and / or the crankshaft 22 .

[0026] During engine operation, the combustion chamber 18 typically undergoes a four-stroke cycle, consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, the exhaust valve is typically closed and the intake valve is open. Air is introduced into the combustion chamber via the corresponding intake duct, and the piston moves to the bottom of the combustion chamber to increase the volume within the combustion chamber. The position of the piston near the bottom of the combustion chamber and at the end of its stroke (e.g., when the combustion chamber is at its maximum volume) is generally referred to by those skilled in the art as bottom dead center (BDC). During the compression stroke, both the intake and exhaust valves are closed. The piston moves toward the cylinder head to compress the air within the combustion chamber. The point at which the piston is closest to the cylinder head at the end of its stroke (e.g., when the combustion chamber is at its minimum volume) is generally referred to by those skilled in the art as top dead center (TDC). In a process herein referred to as injection, fuel is introduced into the combustion chamber. In a process herein referred to as ignition, the injected fuel in the combustion chamber ignites via compression, resulting in combustion. However, in other examples, a spark from an ignition device may additionally or alternatively be used to ignite the air-fuel mixture in the combustion chamber. During the expansion stroke, the expanding gases push the piston back to BDC. The crankshaft converts this piston motion into rotational torque of the rotating shaft. During the exhaust stroke, in conventional designs, the exhaust valve is opened to release the remaining combusted air-fuel mixture into the corresponding exhaust passage, and the piston returns to TDC.

[0027] Figure 1 Also shown is a controller 100 in the vehicle 14. In particular, the controller 100 is Figure 1 1 , which is shown as a conventional microcomputer, includes a microprocessor unit 102, input / output ports 104, read-only memory 106, random access memory 108, keep-alive memory 110, and a conventional data bus. Controller 100 is configured to receive various signals from sensors coupled to engine 10. The sensors may include an engine coolant temperature sensor 130, an exhaust gas constituent sensor 132, an exhaust gas flow sensor 134, an intake air flow sensor 136, a manifold pressure sensor 137, an engine speed sensor 138, a vibration sensor 140, and the like. Controller 100 is also configured to receive throttle position (TP) from throttle position sensor 112, which is coupled to a pedal 114 actuated by a driver 116.

[0028] In addition, the controller 100 can be configured to trigger one or more actuators and / or send commands to components. For example, the controller 100 can trigger adjustments to the throttle valve 32, the lubrication system 44, the intake valve actuator 38, the exhaust valve actuator 42, the engine system 12, the fuel delivery system 52, and / or the ignition system 70. In particular, the controller 100 can be configured to send a signal to the air flow baffle 84 to adjust the position of the deflector (e.g., shutter) in the air flow baffle. The controller 100 can also be configured to send a control signal to the lubrication system 44 to control the amount of lubricant delivered to the target lubricated component. Furthermore, the controller 100 can be configured to send control signals to the fuel pump 58 and the fuel injector 54 to control the amount and timing of the fuel injection provided to the combustion chamber 18. The controller 100 can also send a control signal to the throttle valve 32 to change the engine speed.

[0029] Thus, the controller 100 receives signals from various sensors and employs various actuators to adjust engine operation based on the received signals and instructions stored in the controller's memory (e.g., non-transitory memory). It will be appreciated that the controller 100 can send signals to and receive signals from the engine system 12. For example, adjusting a deflector in an airflow damper plate may include adjusting a deflector actuator to adjust the deflector in the airflow damper plate. In another example, the degree of opening of the deflector in the airflow damper plate may be empirically determined and stored in a predetermined lookup table and / or function. For example, one table may correspond to determining the degree of opening of the deflector in the airflow damper plate when the engine is operating within a first speed range, and another table may correspond to determining the degree of opening of the deflector in the airflow damper plate when the engine is operating within a second speed range less than the first speed range. The table may be indexed for engine operating conditions, such as engine speed, engine load, and other engine operating conditions. Furthermore, during each cylinder cycle, the engine table may output a certain amount of fuel for injection into the combustion chamber via the fuel injector. Thus, it will be appreciated that the controller 100 may be configured to implement the methods, control strategies, etc. described herein with respect to an engine system including an air flow baffle.

[0030] Figure 2 A first example of an internal combustion engine 200 and an engine system 202 is shown in cross section. Figure 2 and Figure 3 The z-axis and x-axis are provided in . For reference, Figure 4 The y-axis is also shown along with the z-axis and the x-axis. In one example, the z-axis can be parallel to the gravity axis. In one example, the x-axis can be the horizontal axis. Additionally, in one case, the y-axis can be the vertical axis. However, in other examples, other x-axis, y-axis, and z-axis orientations are contemplated. It will be appreciated that Figure 2The engine 200 and engine system 202 are shown as Figure 1 An example of an engine 10 and an engine system 12 is shown. Figure 1 Features shown in engine 10 and engine system 12 may be included in Figure 2 In the depicted engine 200 and engine system 202 , the reverse is also true.

[0031] Figure 2 An engine 200 is shown including a cylinder block 204 coupled to a cylinder head 206 forming a combustion chamber 208. Figure 2 Only one cylinder is shown in FIG. 2 , but it will be appreciated that engine 200 may include additional combustion chambers. In this example, an air flow baffle 210 included in engine system 202 may extend below a piston and associated piston rod, for example.

[0032] Additionally, exhaust valve 212 and intake valve 214 are shown coupled to combustion chamber 208. Intake valve 214 includes intake valve stem 215, and exhaust valve 212 includes exhaust valve stem 217. Correspondingly, Figure 2 Also shown are intake conduit 216 and exhaust conduit 218 providing fluid communication between upstream intake system components and downstream exhaust system components.

[0033] Positioned within combustion chamber 208 is a piston 220. Piston 220 includes piston rings 222 designed to seal combustion chamber 208. A piston rod 224 is attached to piston 220 and a crankshaft 226.

[0034] Direct fuel injector 228 is also shown coupled to combustion chamber 208. However, port fuel injectors may additionally or alternatively be included in the engine. Figure 2Also shown is a lubrication system 230. Lubrication system 230 includes a lubricant pump 232, which is designed to circulate lubricant through the lubricant lines in the lubrication system. Furthermore, in one example, lubricant pump 232 can be driven by rotational energy extracted from the crankshaft. However, in other examples, lubricant pump 232 can be an electric pump. Suitable pumps are contemplated, such as gear pumps, gerotor gear pumps, vane pumps, and the like. Lubricant pump 232 includes a bridging line 234 having an inlet 236, which directs lubricant 283 from a lubricant reservoir 238 to the pump. Lubricant pump 232 also includes an outlet 240 in fluid communication with lubricant line 242. A lubricant valve 244 is coupled to lubricant line 242. Lubricant valve 244 is configured to vary the amount of lubricant flowing through lubricant line 242. For example, lubricant valve 244 can be fully open, fully closed, and / or can have varying degrees of opening and closing. Lubricant valve 244, as well as other lubricant valves described herein, can be an on / off electrically actuated solenoid valve, an on / off pneumatically actuated solenoid valve, an on / off electrically actuated piezoelectric stack valve, an electrically actuated proportional valve, or a pneumatically actuated proportional valve. A nozzle 246 is coupled to the end of lubricant line 242. Nozzle 246 is designed to direct a spray of lubricant toward the underside 248 of piston 220 to lubricate the piston. It will be appreciated that lubrication system 230 may also include additional lubricant lines that direct lubricant to other lubricated components, such as crankshaft 226, intake valve stem 217, exhaust valve stem 215, and the like.

[0035] A lubricant reservoir 238 is also included. Figure 2 In the lubrication system 230 shown, the lubricant reservoir 238 includes a housing 250 that defines an interior section 252 of the lubricant reservoir 238 that stores lubricant (eg, oil).

[0036] Figure 2 2. Crankcase 254 is also shown. Crankcase 254 houses crankshaft 226. Crankcase housing 256 may serve as at least a portion of the boundary of crankcase 254. In addition, in one example, cylinder block 204 may also form the boundary of crankcase 254.

[0037] Figure 2Also shown is a crankcase ventilation system 258. The crankcase ventilation system 258 includes a ventilation duct 260 that extends through the crankcase housing 256 into the crankcase 254. Thus, a first end 262 of the ventilation duct 260 opens into the crankcase. The ventilation duct 260 extends between the crankcase 254 and the intake duct 216. A crankcase ventilation valve 264 is also coupled to the ventilation duct 260. When sufficient vacuum is generated in the intake duct 216 and crankcase ventilation flow is required, the crankcase ventilation valve 264 can be opened. The crankcase ventilation valve 264 can be controlled via a pressure gradient between the intake system and the crankcase. In one example, the crankcase ventilation valve and oil separator pressure drop requirements can be determined based on the engine structure and operating conditions. It will be appreciated that the controller 100 can Figure 2 and Figure 3 The valves, sensors, etc. shown send and receive signals therefrom. For example, the controller 100 can adjust the operation of the crankcase ventilation valve 264, the lubricant pump 232, the air flow damper 210, the lubricant valve 244, etc.

[0038] The engine system 202 includes an air flow baffle 210. The engine system 202 may also include a lubricant reservoir 238, a lubricant pump 232, and / or a crankshaft 226. The air flow baffle 210 is positioned below the crankshaft (e.g., vertically below the crankshaft) and above the lubricant pump 232 (e.g., vertically above the lubricant pump). The air flow baffle 210 is also shown positioned within the lubricant reservoir 238. It will be appreciated that in other examples, the air flow baffle 210 may extend into the crankcase 254. Thus, in some examples, the air flow baffle 210 may be attached (e.g., fixedly attached) to the lubricant reservoir housing 250 and / or the crankcase housing 256.

[0039] The air flow baffle 210 is shown including a deflector 266. The deflector 266 is positioned within an inclined section 268 of the base 270 of the tray. However, other deflector positions are contemplated. In the closed position, the deflector 266 can be aligned with an upper surface 274 of the inclined section 268 to significantly reduce (e.g., block) crankcase airflow through the air flow baffle. The deflector 266 is movably coupled (e.g., pivotally coupled) to the base 270. In particular, the deflector 266 is designed to pivot about a deflector pivot axis 272. However, deflectors with alternative adjustment mechanisms are contemplated.

[0040] Figure 2Also shown are a fixed deflector 276 and an opening 278 in the air flow baffle 210. The opening 278 allows lubricant to drain through the air flow baffle and into the lubricant reservoir 238. In this way, lubricant accumulation on the air flow baffle can be avoided, thereby reducing interference between the lubrication system 230 and the air flow baffle 210. Consequently, the efficiency of the lubrication system 230 can be improved.

[0041] An actuator 280 configured to adjust the position of the deflector is shown coupled to the deflector. It will be appreciated that in other examples, a single actuator can actuate all of the deflectors, or an actuator can actuate more than one deflector. In one example, the actuator 280 can be a hydraulic actuator that controls the position of the deflector 266 (e.g., a shutter) via hydraulics. However, other suitable actuators are contemplated.

[0042] Arrow 282 indicates the general direction of crankcase airflow around the air flow baffle 210. Thus, when the deflector 266 is in the closed position, crankcase gas flow through the interior of the air flow baffle 210 is substantially prevented. However, in other examples, when the deflector 266 is in the closed position, crankcase airflow through the air flow baffle may be significantly reduced. Figure 2 As shown, the crankcase gases are directed toward the periphery of the air flow baffle plate near the lubricant reservoir housing 250. Thus, the disturbance of the crankcase gases to the lubricant 283 (e.g., oil) in the lubricant reservoir 238 is reduced, thereby reducing lubricant aeration. It will be appreciated that the air flow pattern around the air flow baffle plate 210 has a greater Figure 2 The greater complexity shown.

[0043] It will be appreciated that the air flow damper 210 (eg, actuator 280 ), the lubricant valve 244 , the crankcase ventilation valve 264 , the lubricant pump 232 , and / or the direct fuel injector 228 may be configured to operate from Figure 1 The controller 100 shown receives control signals and can also send signals to controllers. Figure 2 Also shown is an engine speed sensor 284 coupled to the crankshaft 226. It will be appreciated that the engine speed sensor 284 may provide a Figure 1 The controller 100 is shown sending the signal.

[0044] Figure 2 The deflector 266 is shown in the closed position, while Figure 3 The engine system 202 is shown with the air flow baffle 210, wherein the deflector is in the open position. It will be appreciated that the actuator 280 can be commanded to place the deflector 266 in the open position. In particular, as Figure 3As shown, the deflector 266 pivots about the deflector pivot axis 272, extending the deflector away from the base 270 of the air flow baffle 210. When the deflector 266 moves in this manner, an opening 300 in the air flow baffle 210 is revealed. However, other deflector adjustment kinematics are contemplated. When the opening 300 is revealed, crankcase gases can flow through the air flow baffle 210. Thus, when the deflector 266 moves from the closed position to the open position, the flow rate of the crankcase gases through the air flow baffle increases. Conversely, when the deflector 266 moves from the open position to the closed position, the flow rate of the crankcase gases through the air flow baffle decreases. Arrow 302 illustrates the general direction of air flow through the opening 300. However, it will be appreciated that the air flow patterns in the crankcase and through the opening are more complex than shown.

[0045] In the fully open configuration, the deflector 266 can be arranged perpendicular to the base 270 of the air flow baffle 210. However, other orientations between the fully open deflector and the base of the air flow baffle are contemplated. Conversely, in the closed position, the deflector 266 can be parallel to the base 270 of the air flow baffle. However, other orientations between the closed deflector and the base are contemplated, such as angles of 2°, 5°, 10°, etc. formed between the deflector and the base. In the open position, the deflector 266 allows gas to flow from the crankcase 254 through the air flow baffle 210 to the lubricant reservoir 238.

[0046] When the deflector 266 is opened, lubricant can also flow through the opening 300 to increase lubricant drainage. Lubricant also drains through the opening 278 adjacent to the fixed deflector 276. Arrow 304 indicates the general path of lubricant flow through the opening 278. As a result, lubricant can be more efficiently drained into the lubricant reservoir 238.

[0047] It will be appreciated that in one instance, when the engine is operating at a speed above a threshold speed (e.g., 5,000 RPM, 5,500 RPM, 6,000 RPM, etc.), the deflector 266 in the air flow baffle 210 may be positioned to Figure 3 Conversely, when the engine is operating at a speed below a threshold speed, the deflector 266 in the air flow baffle 210 may be positioned Figure 2 in the closed configuration shown.

[0048] In another example, as engine speed increases, the deflector 266 in the air flow baffle 210 may be positioned Figure 3 Thus, in this example, as the engine speed decreases, the deflector can be placed in the open configuration. Figure 2 In the closed configuration shown. Figure 5 、 Figure 6 and Figure 7 The control strategy for the deflectors in the air flow baffle is discussed in more detail.

[0049] Figure 3 Again, engine 200 , engine system 202 , cylinder block 204 , cylinder head 206 , combustion chamber 208 , piston 220 , piston rod 224 , crankshaft 226 , crankcase housing 256 , and engine speed sensor 284 are shown. Figure 3 Also shown are intake valve 214 , exhaust valve 212 , intake conduit 216 , exhaust conduit 218 , direct fuel injector 228 , lubricant pump 232 , lubricant valve 244 , lubricant line 242 , nozzle 246 , lubricant reservoir 238 , crankcase ventilation system 258 , ventilation conduit 260 , and crankcase ventilation valve 264 .

[0050] Figure 4 A perspective view of an exemplary air flow baffle 400 is shown. Figure 4 The air flow baffle 400 shown is Figure 2 and Figure 3 An example of the airflow baffle 210 is shown. Thus, the airflow baffle 400 may be included in Figure 2 and Figure 3 In the engine system 202 shown. In addition, Figure 4 The air flow baffle 400 shown can be Figure 1 The controller 100 is shown receiving signals to adjust the operation of the air flow damper.

[0051] The air flow baffle 400 includes a first end 402, a second end 404, a first side 406, and a second side 408. The air flow baffle 400 also includes a flange 410 configured to attach to a section of a crankcase housing, cylinder block, lubricant reservoir housing, or the like.

[0052] The air flow baffle 400 includes different deflector groups 412, each group having a plurality of deflectors 414. As shown, the plurality of deflectors included in each group overlap each other, Figure 4 The closed position is shown. However, in other examples, the deflectors in each group can be spaced apart from each other. Each deflector group is positioned at a different longitudinal position along the airflow baffle 400. However, in other examples, the airflow baffle can include deflectors that extend longitudinally downward along the length of the baffle. It will be appreciated that a variety of deflector profiles are contemplated that enable the flow profile of the airflow baffle to be actively adjusted. It will also be appreciated that the second side 408 of the airflow baffle 210 can include deflector groups similar to those of the first side 406 of the airflow baffle.

[0053] Figure 4The deflector 414 is shown as a louver. In the example shown, each of the louvers has a similar geometry. However, in other examples, the profile of the louvers can vary, for example, within and / or between groups of louvers. In particular, in the example shown, the louvers have a length 416 that is greater than their width 418. Additionally, the top surface 420 of the deflector is shown as being substantially flat. However, other louver geometries are contemplated. For example, the louvers can have a curved (e.g., convex or concave) upper surface and / or can be tapered in the longitudinal or lateral directions.

[0054] Arrow 422 indicates when the deflector 414 moves from Figure 4 The direction of deflector movement when shifting from the closed position to the open position is shown. In one example, the deflector groups 412 can be adjusted accordingly. That is, each of the deflectors 414 can be opened / closed by a corresponding amount. However, in other examples, the deflector groups 412 can be adjusted independently. For example, a first deflector group can be opened while another deflector group can be closed, or the degree of opening or closing within different deflector groups can vary between deflector groups and / or within specific deflectors within a group. For example, a first deflector group can be opened while another deflector group can be closed. The change in deflector opening can be determined based on engine operating conditions. For example, the deflectors can be closed when the engine is operating at a speed above a threshold speed, and opened when the engine is operating at a speed below the threshold speed. In other examples, the degree of opening of the deflectors can decrease as the engine speed increases. Correspondingly, the degree of opening of the deflectors can increase as the engine speed decreases.

[0055] Figures 2 to 4An example configuration with relative positioning of various components is shown. If shown as being in direct contact with each other or directly coupled, then in at least one example, such elements can be referred to as being in direct contact or directly coupled, respectively. Similarly, in at least one example, elements shown as being adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. As an example, components arranged in coplanar contact with each other can be referred to as being in coplanar contact. As another example, in at least one example, elements positioned apart from each other with only a space between them and no other components can be referred to as being in coplanar contact. As another example, elements shown as being above / below each other, on opposite sides, or on the left / right side of each other can be referred to as being in coplanar contact relative to each other. Additionally, as shown in the figure, in at least one example, the topmost element or the highest point of an element can be referred to as the "top" of a component, while the bottommost element or the lowest point of an element can be referred to as the "bottom" of a component. As used herein, top / bottom, upper / lower, above / below can be relative to the longitudinal axis of the drawing and are used to describe the positioning of elements in the drawing relative to each other. Thus, in one example, an element shown as being above other elements is positioned vertically above the other elements. As yet another example, the shapes of elements depicted in the drawings may be referred to as having those shapes (e.g., such as circular, straight, flat, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Furthermore, in one example, elements shown as being within another element or shown as being outside another element may be referred to as intersecting elements or intersecting each other.

[0056] Figure 5 A method 500 of operating an engine system having an air flow baffle with an adjustable deflector is shown. The method 500 and other methods described herein may be described with respect to the above Figures 1 to 4 The method 500 and other methods described herein may be implemented by the engine and piston heating system described herein, or in other examples, by other suitable engine and piston heating systems. Instructions for executing the method 500 and other methods described herein may be provided by a controller based on instructions stored in a (e.g., non-transitory) memory that are executable by the controller and in conjunction with sensors from the engine and corresponding systems, such as those described above with reference to FIG. Figures 1 to 4 According to the method described below, the controller may use engine actuators of the engine system to adjust engine operation.

[0057] At 502, the method includes operating the engine at an engine speed. It will be appreciated that the engine speed may be adjusted based on a signal from a pedal position sensor or other suitable acceleration request sensor. Furthermore, it will be appreciated that operating the engine at an engine speed includes operating the engine to perform combustion.

[0058] At 504, the method includes determining engine operating conditions. Engine operating conditions may include engine speed, engine load, intake air flow rate, engine temperature, exhaust flow rate, exhaust gas composition, engine vibration, crankcase ventilation flow rate, etc. Engine operating conditions may be determined based on signals sent from various sensors in the engine and / or determined (e.g., calculated) based on signals from the sensors.

[0059] At 506, the method includes determining whether the engine is operating at a speed greater than a threshold speed. In some examples, the threshold speed may be 4,000 RPM, 4,500 RPM, or 5,000 RPM. In another example, oil pressure may be a criterion that may be used to determine the return flow rate to the oil pump and the condition of the air flow damper.

[0060] If it is determined that the engine is not operating at a speed greater than the threshold speed (NO at 506 ), the method proceeds to 508 . At 508 , the method includes maintaining the degree of opening of the deflector in the air flow baffle. For example, the deflector may be maintained in a fully open or partially open position. Thus, the air flow baffle may be operated with the deflector in the open position. In this manner, crankcase gases may flow through the air flow baffle, and lubricant expelled through the air flow baffle may be increased. In other examples, the deflector may be moved to a fully open or partially open position, or the degree of opening of the deflector may be increased at 508 .

[0061] On the other hand, if it is determined that the engine is operating at a speed greater than the threshold speed (yes at 506), the method proceeds to 510. At 510, the method includes reducing the degree of opening of the deflector. In this way, the flow rate of crankcase gases through the air flow baffle is reduced. In one example, reducing the degree of opening of the deflector may include placing the deflector in a closed position. Thus, the air flow baffle may be operated with the deflector in the closed position. As previously described, in the closed position, crankcase gases may be substantially blocked from passing through the opening in the air flow baffle. However, in other examples, reducing the degree of opening of the deflector may include placing the deflector in a partially closed position. Furthermore, as previously described, adjusting the degree of opening or closing of the deflector may include pivoting the deflector about a pivot at one end.

[0062] At 512, the method includes determining whether the engine is operating at a speed below a threshold speed. It will be appreciated that operating conditions may be determined again before or during step 512. If it is determined that the engine is not operating at a speed below the threshold speed (NO at 512), the method proceeds to 514. At 514, the method includes maintaining the position of the deflector. For example, the deflector may be maintained in a closed position.

[0063] However, if it is determined that the engine is operating at a speed below the threshold speed (YES at 512), the method proceeds to 516. At 516, the method includes decreasing the degree of opening of the deflector. In one example, increasing the degree of opening of the deflector may include moving the deflector to a partially open or fully open position.

[0064] It will be appreciated that steps 506, 510, 512, and 516 may be included in a more general step of adjusting the flow profiles of a plurality of deflectors in an air flow baffle based on engine speed. In this manner, the air flow baffle may be adjusted to suit current engine operating conditions.

[0065] At 518, the method includes determining whether crankcase ventilation is increasing. The position of the crankcase ventilation valve and / or the intake manifold pressure may be used to determine whether crankcase ventilation is increasing. In other examples, it may be determined whether the flow rate of the crankcase ventilation gas exceeds a threshold.

[0066] If it is determined that crankcase ventilation has not increased (NO at 518), the method proceeds to 520. At 520, the method includes maintaining the current engine speed threshold. However, if it is determined that crankcase ventilation has increased (YES at 518), the method proceeds to 522, where the method includes decreasing the engine speed threshold. In this way, the engine speed threshold can be decreased when the crankcase ventilation system causes increased turbulence in the crankcase and lubricant reservoir. Consequently, the deflector in the air flow baffle can be closed at lower engine speeds to reduce lubricant aeration.

[0067] Figure 6 Another method 600 of operating an engine system having an air flow baffle with an adjustable deflector is shown. As described above, the method may be performed with respect to Figures 1 to 4 The invention may be implemented with the described engines and engine systems, or may be implemented with other suitable engines and engine systems.

[0068] At 602 , the method includes determining engine operating conditions. The operating conditions may include engine speed, engine load, intake air flow rate, engine temperature, exhaust flow rate, exhaust gas composition, engine vibration, crankcase ventilation flow rate, etc. It will be appreciated that the engine may be operated according to the aforementioned operating conditions.

[0069] At 604, the method includes determining whether the engine speed is increasing. If the engine speed is increasing (yes at 604), the method proceeds to 606. At 606, the method includes decreasing the degree of opening of the deflector in the air flow baffle. For example, the deflector in the air flow baffle may be placed in a closed or partially closed position. However, if the engine speed is not increasing (no at 604), the method proceeds to 608. At 608, the method includes determining whether the engine speed is decreasing. If the engine speed is decreasing (yes at 608), the method proceeds to 610. At 610, the method includes increasing the degree of opening of the deflector in the air flow baffle. On the other hand, if the engine speed is not decreasing (no at 608), the method moves to 612. At 612, the method includes maintaining the degree of opening of the deflector in the air flow baffle. It will be appreciated that in other examples, steps 604 and 608 may include determining whether the engine is operating at a speed above a threshold speed or below a threshold speed, respectively.

[0070] At 614, the method includes determining whether engine vibration is greater than a threshold. If engine vibration is greater than the threshold (yes at 614), the method moves to 616, where the method includes reducing the degree of opening of the deflector in the air flow baffle. As will be appreciated, vibration can be a catalyst for lubricant aeration, and therefore the air flow baffle profile can be responsively adjusted based on changes in engine vibration. In this way, the deflector in the air flow baffle can be closed during high-vibration phases to reduce lubricant aeration. If engine vibration is not greater than the threshold (no at 614), the method moves to 618, where the method includes maintaining the position of the deflector in the air flow baffle. Method 600 enables the flow profile of the air flow baffle to be adjusted to reduce lubricant aeration as engine speed increases and to increase lubricant drainage as engine speed decreases.

[0071] Now turn Figure 7 , graph 700 illustrates example engine system control signals and signals such as Figures 1 to 6 The engine speed and crankcase ventilation flow rate curves described in . Figure 7 The examples are drawn essentially to scale, but the individual points are not labeled with numerical values. Therefore, the relative differences in timing can be estimated by the plotted dimensions. However, other relative timings can be used if desired. In addition, the time for each of the curves and plots is represented on the x-axis. It will also be appreciated that Figure 7 The graphs in FIG. 5 are exemplary in nature, and in other examples, the timing, thresholds, etc. of the control signals may vary.

[0072] Continue to refer Figure 7, curve 702 illustrates engine speed (along the y-axis). Signal 704 indicates a control signal sent to an airflow baffle having an adjustable deflector. Curve 706 illustrates the flow rate of crankcase gases entering the intake system. Control signal 704 sent to the airflow baffle is shown as including two values ​​(i.e., open and closed). However, it will be appreciated that more limited adjustments are possible, such as gradually or continuously adjusting the deflector to place it in different partially open positions. For example, the deflector may have multiple positions with different degrees of opening. Thus, each of the different deflector positions allows a different amount of crankcase airflow to pass through the airflow baffle. In this way, the degree of deflector opening / closing can be fine-tuned based on engine operating conditions.

[0073] At t1, the engine speed exceeds a threshold engine speed 708. The threshold engine speed can be determined using the techniques previously discussed. In response to the engine speed exceeding the threshold engine speed, a control signal 704 sent to the air flow damper becomes "open." Consequently, the deflector in the air flow damper is opened to allow crankcase gases to flow therethrough and lubricant to drain through the air flow damper.

[0074] At t2, the engine speed drops below a threshold engine speed 708. In response to the engine speed dropping below the threshold engine speed 708, the control signal 704 sent to the air flow damper becomes "closed" to reduce (e.g., prevent) the flow of crankcase gases through the openings in the air flow damper. Thus, when in the closed configuration, the air flow damper reduces flow interference between the crankcase gases and the lubricant in the lubricant reservoir, thereby reducing lubricant aeration.

[0075] At t3, the crankcase ventilation flow rate exceeds a threshold value 710. When the crankcase ventilation flow rate exceeds the threshold value 710, the threshold engine speed 708 is responsively reduced. In response to the crankcase ventilation flow rate exceeding the threshold value, the control signal 704 sent to the air flow damper becomes "open." Figure 7 The control strategy shown enables the flow profile of the air flow baffle to be modified based on engine speed and crankcase ventilation flow, so that the air flow baffle can provide different functions (e.g., oil aeration reduction and increased oil drainage) to adapt to different engine conditions. Therefore, the efficiency of the lubrication system is improved.

[0076] The engine systems and methods described herein have the technical effect of reducing lubricant aeration during high engine speeds and increasing lubricant drainage during lower engine speeds, thereby improving lubrication system efficiency over a wide range of engine operating conditions.

[0077] The present invention is further described in the following paragraphs. In one aspect, a method of operating an engine system is provided, the method comprising: operating the engine to perform a combustion operation; determining an engine speed; and adjusting a flow profile of a plurality of deflectors in an air flow baffle plate positioned in a crankcase based on the engine speed.

[0078] In another aspect, an engine system is provided, comprising: a lubricant reservoir that receives lubricant from a lubricated component; a lubricant pump positioned in the lubricant reservoir; a crankshaft positioned vertically in a crankcase above the lubricant reservoir and receiving rotational input from a piston rod; an air flow baffle plate positioned vertically between the lubricant pump and the crankshaft, the air flow baffle plate including a plurality of deflectors extending longitudinally along the air flow baffle plate; and code stored in a memory, the code executable by a processor to increase an opening degree of the plurality of deflectors in response to a decrease in engine speed.

[0079] In another aspect, a method of operating an engine system is provided, the method comprising: operating the engine at an engine speed greater than a threshold; and in response to operating the engine at the engine speed greater than the threshold, adjusting a position of a flow deflector in an air flow baffle to reduce a flow rate of crankcase gas through an opening in the air flow baffle.

[0080] In any one or combination of the aspects herein, adjusting the flow profile of the deflector in the air flow baffle may include increasing the opening degree of the deflector when the engine speed is less than a threshold; and decreasing the opening degree of the deflector when the engine speed is greater than the threshold.

[0081] In any one or combination of the aspects herein, the method may further include adjusting the threshold based on a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0082] In any one or combination of the aspects herein, adjusting the threshold may include decreasing the threshold in response to an increase in a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0083] In any one or combination of the aspects herein, the method may further include adjusting a flow profile of the plurality of deflectors based on engine vibration.

[0084] In any one or combination of aspects herein, adjusting the deflectors may include, for each of the deflectors, rotating the deflector about a pivot at one end.

[0085] In any one or combination of the aspects herein, the plurality of deflectors may be louvers.

[0086] In any one or combination of aspects herein, the louver may have a length greater than a width.

[0087] In any one or combination of the aspects herein, the plurality of deflectors may pivot about the pivot axis during an increase in the degree of opening of the plurality of deflectors.

[0088] In any one or combination of the aspects herein, the engine system may further include code stored in the memory, the code executable by the processor to decrease an opening degree of the plurality of deflectors in response to an increase in engine speed.

[0089] In any one or combination of the aspects herein, the increase in engine speed may include an increase in engine speed above a threshold.

[0090] In any one or combination of the aspects herein, the engine system may further include code stored in the memory, executable by the processor to adjust the threshold based on a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0091] In any one or combination of the aspects herein, adjusting the threshold may include increasing the threshold in response to a decrease in the flow rate of crankcase gases entering the intake system through the crankcase ventilation system; or decreasing the threshold in response to an increase in the flow rate of crankcase gases entering the intake system through the crankcase ventilation system.

[0092] In any one or combination of the aspects herein, the engine system may further include code stored in the memory, the code executable by the processor to increase an opening degree of the plurality of deflectors based on engine vibration.

[0093] In any one or combination of the aspects herein, the method may include: operating the engine at an engine speed less than a threshold; and in response to operating the engine at the engine speed less than the threshold, adjusting positions of a plurality of deflectors in the air flow baffle to increase a flow rate of crankcase gas through an opening in the air flow baffle.

[0094] In any one or combination of the aspects herein, the method may further include adjusting the threshold based on a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0095] In any one or combination of the aspects herein, adjusting the threshold may include at least one of: increasing the threshold in response to a decrease in the flow rate of crankcase gases into the intake system through the crankcase ventilation system; and decreasing the threshold in response to an increase in the flow rate of crankcase gases into the intake system through the crankcase ventilation system.

[0096] In any one or combination of the aspects herein, adjusting the position of the plurality of deflectors may include, for each of the deflectors, rotating the deflector at one end about a deflector pivot axis.

[0097] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators, and other engine hardware. The specific routines described herein can represent any number of processing strategies, such as one or more of event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations, and / or functions shown can be performed in the order shown, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. Depending on the specific strategy being used, one or more of the actions, operations, and / or functions shown can be repeatedly performed. In addition, the described actions, operations, and / or functions can be graphically represented as code that will be programmed into the non-transitory memory of a computer-readable storage medium in the engine control system, wherein the described actions are performed by executing the instructions in a system including a combination of various engine hardware components and an electronic controller.

[0098] It will be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be construed in a limiting sense, as numerous variations are possible. For example, the above technology can be applied to V-6, inline 4-cylinder, inline 6-cylinder, V-12, opposed 4-cylinder, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and / or properties disclosed herein.

[0099] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include one or more such elements and neither require nor exclude a combination of two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims herein or in a related application. Such claims, whether larger, smaller, equal, or different in scope to the original claims, are also deemed to be included within the scope of the subject matter of the present disclosure.

[0100] According to the present invention, a method of operating an engine system includes operating an engine to perform combustion; determining an engine speed; and adjusting a flow profile of a plurality of deflectors in an air flow baffle positioned in a crankcase based on the engine speed.

[0101] According to one embodiment, adjusting the flow profile of the deflector in the air flow baffle includes increasing the opening degree of the deflector when the engine speed is less than a threshold; and decreasing the opening degree of the deflector when the engine speed is greater than the threshold.

[0102] According to one embodiment, the above invention is further characterized in that the threshold value is adjusted based on the flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0103] According to one embodiment, adjusting the threshold value includes decreasing the threshold value in response to an increase in the flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0104] According to one embodiment, the above invention is further characterized by adjusting the flow profiles of the plurality of deflectors based on engine vibrations.

[0105] According to one embodiment, adjusting the deflectors includes, for each of the deflectors, rotating the deflector about a pivot at one end.

[0106] According to the present invention, an engine system is provided, the engine system having: a lubricant reservoir that receives lubricant from a lubricated component; a lubricant pump that is positioned in the lubricant reservoir; a crankshaft that is vertically positioned in a crankcase above the lubricant reservoir and receives rotational input from a piston rod; an air flow baffle plate that is vertically positioned between the lubricant pump and the crankshaft, the air flow baffle plate including a plurality of deflectors extending longitudinally along the air flow baffle plate; and code stored in a memory, the code being executable by a processor to: increase an opening degree of the plurality of deflectors in response to a decrease in engine speed.

[0107] According to one embodiment, the plurality of deflectors are louvers.

[0108] According to one embodiment, the louver has a length that is greater than its width.

[0109] According to one embodiment, the plurality of deflectors pivots about the pivot axis during an increase in the degree of opening of the plurality of deflectors.

[0110] According to one embodiment, the above invention is further characterized by code stored in the memory, the code being executable by the processor to reduce the degree of opening of the plurality of deflectors in response to an increase in engine speed.

[0111] According to one embodiment, the increase in engine speed comprises an increase in engine speed above a threshold value.

[0112] According to one embodiment, the above invention is further characterized by code stored in the memory, the code being executable by the processor to adjust the threshold based on a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0113] According to one embodiment, adjusting the threshold value includes increasing the threshold value in response to a decrease in the flow rate of crankcase gases into the intake system through the crankcase ventilation system; or decreasing the threshold value in response to an increase in the flow rate of crankcase gases into the intake system through the crankcase ventilation system.

[0114] According to one embodiment, the above invention is further characterized by code stored in the memory, the code executable by the processor to increase the degree of opening of the plurality of deflectors based on engine vibration.

[0115] According to the present invention, a method of operating an engine system includes: operating the engine at an engine speed greater than a threshold; and in response to operating the engine at the engine speed greater than the threshold, adjusting a position of a flow deflector in an air flow baffle to reduce a flow rate of crankcase gas through an opening in the air flow baffle.

[0116] According to one embodiment, the above invention is further characterized by: operating the engine at an engine speed less than a threshold; and in response to operating the engine at the engine speed less than the threshold, adjusting the positions of the plurality of deflectors in the air flow baffle plate to increase the flow rate of crankcase gas through the openings in the air flow baffle plate.

[0117] According to one embodiment, the above invention is further characterized in that the threshold value is adjusted based on the flow rate of crankcase gases through the crankcase ventilation system into the intake system.

[0118] According to one embodiment, adjusting the threshold comprises at least one of: increasing the threshold in response to a decrease in the flow rate of crankcase gases into the intake system through the crankcase ventilation system; and decreasing the threshold in response to an increase in the flow rate of crankcase gases into the intake system through the crankcase ventilation system.

[0119] According to one embodiment, adjusting the position of the plurality of deflectors includes, for each of the deflectors, rotating the deflector at one end about a deflector pivot axis.

Claims

1. A method of operating an engine system, the method comprising: operating the engine to perform combustion; Determine engine speed; as well as A flow profile of a plurality of deflectors positioned in an air flow baffle plate in a crankcase is adjusted based on the engine speed.

2. The method of claim 1 , wherein adjusting the flow profile of the deflector in the air flow baffle comprises: increasing the opening degree of the deflector when the engine speed is less than a threshold; and reducing the opening degree of the deflector when the engine speed is greater than the threshold. 3 . The method of claim 2 , further comprising adjusting the threshold based on a flow rate of crankcase gases through a crankcase ventilation system into an intake system. 4 . The method of claim 3 , wherein adjusting the threshold comprises decreasing the threshold in response to an increase in a flow rate of crankcase gases through the crankcase ventilation system into the intake system. 5 . The method of claim 1 , further comprising adjusting flow profiles of the plurality of deflectors based on engine vibration.

6. The method of claim 1, wherein adjusting the deflectors comprises, for each of the deflectors, rotating the deflector about a pivot at one end.

7. An engine system, comprising: a lubricant reservoir that receives lubricant from a lubricated component; a lubricant pump positioned in the lubricant reservoir; a crankshaft positioned vertically in the crankcase above the lubricant reservoir and receiving rotational input from the piston rod; an air flow baffle plate positioned vertically between the lubricant pump and the crankshaft, the air flow baffle plate including a plurality of deflectors extending longitudinally along the air flow baffle plate; as well as Code stored in the memory, the code being executable by the processor to: The degree of opening of the plurality of deflectors is increased in response to a decrease in engine speed.

8. The engine system of claim 7, wherein the plurality of deflectors are louvers.

9. The engine system of claim 8, wherein the louver has a length greater than a width. 10 . The engine system of claim 7 , wherein the plurality of deflectors pivot about a pivot axis during the increase in the degree of opening of the plurality of deflectors.

11. The engine system of claim 7, further comprising code stored in memory, executable by the processor to decrease an opening degree of the plurality of deflectors in response to an increase in engine speed.

12. The engine system of claim 11, wherein the increase in engine speed comprises an increase in engine speed above a threshold.

13. The engine system of claim 12 further comprising code stored in memory, the code executable by the processor to adjust the threshold based on a flow rate of crankcase gases through the crankcase ventilation system into the intake system.

14. The engine system of claim 13, wherein adjusting the threshold comprises: The threshold is increased in response to a decrease in the flow rate of crankcase gas into the intake system through the crankcase ventilation system; or the threshold is decreased in response to an increase in the flow rate of crankcase gas into the intake system through the crankcase ventilation system.

15. The engine system of claim 7, further comprising code stored in memory, executable by the processor to increase an opening degree of the plurality of deflectors based on engine vibration.

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