Crankcase ventilation system and vehicle

Abstract

The invention discloses a crankcase ventilation system and a vehicle, and relates to the technical field of vehicles, the crankcase ventilation system comprises an engine, an air inlet main path and an oil-gas separator, the engine comprises a cylinder body, an oil pan, a crankcase and a cylinder cover, and the oil pan, the crankcase and the cylinder cover are sequentially arranged on the cylinder body from bottom to top; the air inlet main path is communicated with an air inlet of the cylinder cover; a gas inlet of the oil-gas separator is communicated with one side, in the first direction, of the cylinder body, a gas outlet of the oil-gas separator is communicated with the gas inlet main path, and the communication position of the gas inlet of the oil-gas separator and the cylinder body is located below a piston in the crankcase. According to the technical scheme, gas in the crankcase can be rapidly exhausted, the moving path is short, the gas is not prone to condensation and flows back to engine oil of the oil pan, and the problem of engine oil emulsification is solved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a crankcase ventilation system and a vehicle. Background Art

[0002] Part of the exhaust gas generated by engine combustion will leak into the crankcase through the gap between the piston ring and the cylinder wall. The exhaust gas in the crankcase needs to be extracted in time to avoid excessive gas pressure in the crankcase, which will cause the crankcase oil seal to fail and leak oil, causing the combustion exhaust gas to leak into the atmosphere and pollute the environment. In addition, the engine combustion exhaust gas contains a large amount of water vapor. If it is not discharged in time, it will mix with the engine oil in the oil pan and cause the engine oil to emulsify. Modern engines are equipped with a crankcase forced ventilation system, which is used to separate the mixed gas in the crankcase through the oil-gas separator, and then guide the remaining gas into the intake manifold and finally enter the combustion chamber to be burned.

[0003] Please refer to the attached Figure 1 The oil-gas separator of the existing crankcase ventilation system is generally arranged on the cylinder head cover on the top of the engine. The piston leakage needs to flow from the crankcase at the bottom of the engine to the oil-gas separator on the top, which requires a long path. When the gas flows, it contacts the colder wall surface, which will cause water vapor to condense continuously and flow back into the oil pan, causing the oil to emulsify. Summary of the invention

[0004] The main purpose of the present invention is to propose a crankcase ventilation system and a vehicle, aiming to at least solve the technical problem in the related art that the crankcase piston leakage gas needs to flow through a long path to the oil-gas separator, and when the gas flows, it contacts the colder wall surface, which causes the water vapor to continuously condense and flow back into the oil pan, resulting in oil emulsification.

[0005] To achieve the above object, the present invention provides a crankcase ventilation system, comprising:

[0006] The engine comprises a cylinder block and an oil pan, a crankcase and a cylinder head which are sequentially arranged on the cylinder block from bottom to top;

[0007] an air intake main passage connected to the air intake port of the cylinder head; and

[0008] An oil-gas separator, whose air inlet is connected to one side of the cylinder body in the first direction, whose air outlet is connected to the main air intake path, and whose connecting point between the air inlet of the oil-gas separator and the cylinder body is located below the piston in the crankcase.

[0009] In one embodiment, the oil-gas separator is connected to an oil storage tank below, and the air inlet passage of the oil-gas separator is located above the oil storage tank.

[0010] In one embodiment, a cover plate located below the air intake passage is disposed on a side wall of the oil storage tank close to the cylinder body, the cover plate is inclined from top to bottom in a direction away from the cylinder body and there is a gap between the cover plate and a side wall of the oil storage tank away from the cylinder body; and / or,

[0011] The oil storage tank is provided with a drain pipe connected with the inner cavity thereof.

[0012] In one embodiment, the main intake path is provided with an air filter, a supercharger, an intercooler, a throttle valve and an intake manifold in sequence, and the intake manifold is connected to the intake port of the cylinder head; and

[0013] The crankcase ventilation system further comprises:

[0014] A low load path, one end of which is connected to the gas outlet of the oil-gas separator and the other end of which is connected to the intake manifold, and a first one-way valve is provided on the low load path;

[0015] The high load path has one end connected to the air outlet of the oil-gas separator and the other end connected to the air inlet of the supercharger. An air pump and a second one-way valve are arranged on the high load path.

[0016] In one embodiment, an oil baffle plate is provided in the oil pan and is located below the crankcase, and the oil baffle plate is located below the connection between the air inlet of the oil-gas separator and the cylinder body;

[0017] An opening is arranged between the end of the oil baffle away from the oil-gas separator and the oil pan.

[0018] In one embodiment, the oil baffle is provided with a heating element, and the heating element is used to heat the oil baffle.

[0019] In one embodiment, the main intake path is provided with an air filter, a supercharger, an intercooler, a throttle valve and an intake manifold in sequence, and the intake manifold is connected to the intake port of the cylinder head;

[0020] The crankcase ventilation system also includes an air supply circuit, one end of which is connected to the air outlet of the air filter element, and the other end is connected to the oil pan and is located between the oil baffle and the oil level in the oil pan. A third one-way valve is provided on the air supply circuit.

[0021] In one embodiment, the connecting point between the air supply passage and the oil pan is arranged on one side of the oil-gas separator.

[0022] In one embodiment, the size of the oil pan and the oil baffle in the first direction is larger than the upper portion of the oil pan, so that the opening is offset from the airflow direction of the piston leakage in the crankcase in the first direction.

[0023] The present invention further provides a vehicle, the vehicle comprising a crankcase ventilation system, the crankcase ventilation system comprising:

[0024] The engine comprises a cylinder block and an oil pan, a crankcase and a cylinder head which are sequentially arranged on the cylinder block from bottom to top;

[0025] an air intake main passage connected to the air intake port of the cylinder head; and

[0026] An oil-gas separator, whose air inlet is connected to one side of the cylinder body in the first direction, whose air outlet is connected to the main air intake path, and whose connecting point between the air inlet of the oil-gas separator and the cylinder body is located below the piston in the crankcase.

[0027] In the technical solution of the present invention, the air inlet of the oil-gas separator is connected to the side of the cylinder body in the first direction, the air outlet of the oil-gas separator is connected to the main air intake path, and the connection point between the air inlet of the oil-gas separator and the cylinder body is located below the piston in the crankcase. With such arrangement, the gas in the crankcase can directly enter the oil-gas separator on the side of the cylinder body after being discharged downward, and after separation by the oil-gas separator, enter the main air intake path and then enter the combustion chamber. In this way, the gas in the crankcase can be quickly discharged, the activity path is short, and it is not easy to condense and flow back into the engine oil in the oil pan, thereby reducing the problem of engine oil emulsification. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0029] Figure 1 It is a structural schematic diagram of a crankcase ventilation system in the prior art;

[0030] Figure 2 A schematic structural diagram of an embodiment of a crankcase ventilation system provided by the present invention.

[0031] Description of Figure Numbers:

[0032] 100. Crankcase ventilation system; 1. Oil pan; 11. Oil baffle; 12. Opening; 2. Crankcase; 3. Cylinder head; 4. Main intake line; 41. Air filter element; 42. Supercharger; 43. Intercooler; 44. Throttle valve; 45. Intake manifold; 5. Oil-gas separator; 51. Oil storage tank; 52. Cover plate; 53. Drain pipe; 6. Low-load line; 61. First non-return valve; 7. High-load line; 71. Vacuum pump; 72. Second non-return valve; 8. Air supply line; 81. Third non-return valve.

[0033] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0036] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0037] Part of the exhaust gas generated by engine combustion will leak into the crankcase through the gap between the piston ring and the cylinder wall. The exhaust gas in the crankcase needs to be extracted in time to avoid excessive gas pressure in the crankcase, which will cause the crankcase oil seal to fail and leak oil, causing the combustion exhaust gas to leak into the atmosphere and pollute the environment. In addition, the engine combustion exhaust gas contains a large amount of water vapor. If it is not discharged in time, it will mix with the engine oil in the oil pan and cause the engine oil to emulsify. Modern engines are equipped with a crankcase forced ventilation system, which is used to separate the mixed gas in the crankcase through the oil-gas separator, and then guide the remaining gas into the intake manifold and finally enter the combustion chamber to be burned.

[0038] The oil-gas separator of the existing crankcase ventilation system is generally arranged on the cylinder head cover on the top of the engine. Piston leakage needs to flow from the crankcase at the bottom of the engine to the oil-gas separator on the top, which requires a long path. When the gas flows, it contacts the colder wall surface, which will cause water vapor to condense continuously and flow back into the oil pan, causing the oil to emulsify.

[0039] See Figure 1 The traditional crankcase forced ventilation system is equipped with several pipelines. Pipeline 1 is a low-load pipeline, one end of which is connected to the crankcase oil-gas separator and the other end is connected to the intake manifold. A one-way valve is set in pipeline 1. When the engine is running at a low load, the negative pressure of the manifold is relatively large, and the gas in the crankcase is extracted into the intake manifold through pipeline 1, and finally enters the combustion chamber and burns. In order to avoid excessive negative pressure in the crankcase, which causes the piston leakage to increase and eventually affects the engine oil consumption, pipeline 2 is set. Pipeline 2 is an air supply pipeline, one end of which is connected to the crankcase and the other end is connected to the intake pipe after the air filter. When the negative pressure in the crankcase is large, the fresh gas after the air filter is supplemented to the crankcase through pipeline 2 air supply pipeline. To avoid excessive negative pressure in the crankcase, a one-way valve is set in pipeline 2, and the gas can only flow from the air filter to the crankcase. A pipeline three is also provided, which is a high-load path, one end of which is connected to the crankcase oil-gas separator, and the other end is connected to the intake pipe after the air filter. When the engine is under heavy load, the intake manifold is under positive pressure (supercharged engine), the crankcase gas cannot be extracted through the low-load path, and the air pressure after the air filter is lower than the atmospheric pressure. The crankcase gas is extracted to the intake pipe after the air filter through the high-load path.

[0040] When the vehicle is driving in a cold area and the engine is running at a low load, the crankcase exhaust gas contains a lot of water because the gas in the engine crankcase is the product of engine combustion. These exhaust gases are extracted to the intake manifold through the engine low load path and directly enter the combustion chamber to be burned. When the load is low, the crankcase air supply path replenishes low-temperature fresh air to the crankcase. The low-temperature gas mixed with the exhaust gas in the crankcase will cause the water vapor in the mixed gas to condense into liquid and mix into the oil pan, resulting in an increase in the water content of the oil. When the engine is running at a low temperature and a high load, the exhaust gas is extracted to the intake pipe after the air filter through the high load path of the crankcase. Due to the small negative pressure after the air filter, the extraction effect of the crankcase gas through the high load path is poor, and the piston exhaust gas stays in the crankcase for a long time. When the crankcase exhaust gas contacts the colder crankcase body, oil pan oil, etc., it will condense into liquid water and enter the oil pan oil, resulting in an increase in the water content of the oil. In addition, the oil-gas separator of the existing crankcase ventilation system is generally arranged on the cylinder head cover on the top of the engine. Piston leakage needs to flow from the crankcase at the bottom of the engine to the oil-gas separator on the top, which requires a long path. When the gas flows, it contacts the colder wall surface, which will cause water vapor to continuously condense and flow back into the oil pan, causing the oil to emulsify.

[0041] The main purpose of the present invention is to propose a crankcase ventilation system and a vehicle, aiming to at least solve the technical problem in the related art that the crankcase piston leakage gas needs to flow through a long path to the oil-gas separator, and when the gas flows, it contacts the colder wall surface, which causes the water vapor to continuously condense and flow back into the oil pan, resulting in oil emulsification.

[0042] See also Figure 2 In one embodiment of the present invention, the crankcase ventilation system 100 includes an engine, an air intake main path 4 and an oil-gas separator 5, wherein the engine includes a cylinder body and an oil pan 1, a crankcase 2 and a cylinder head 3 which are sequentially arranged on the cylinder body from bottom to top; the air intake main path 4 is connected to an air intake port of the cylinder head 3; the air intake port of the oil-gas separator 5 is connected to a side of the cylinder body in a first direction, the air outlet of the oil-gas separator 5 is connected to the air intake main path 4, and the connection point between the air intake port of the oil-gas separator 5 and the cylinder body is located below the piston in the crankcase 2.

[0043] In the technical solution of the present invention, the air inlet of the oil-gas separator 5 is connected to one side of the cylinder body in the first direction, the air outlet of the oil-gas separator 5 is connected to the main air intake path 4, and the connection point between the air inlet of the oil-gas separator 5 and the cylinder body is located below the piston in the crankcase 2. With such arrangement, after the piston in the crankcase 2 leaks downward, it can directly enter the oil-gas separator 5 on the side of the cylinder body, and after separation by the oil-gas separator 5, it enters the main air intake path 4 and then enters the combustion chamber. In this way, the gas in the crankcase 2 can be quickly discharged, the activity path is short, and it is not easy to condense and flow back to the engine oil in the oil pan 1, thereby reducing the problem of engine oil emulsification.

[0044] In some embodiments, an oil storage tank 51 is connected to the bottom of the oil-gas separator 5, and the air intake passage of the oil-gas separator 5 is located above the oil storage tank 51; in this way, after the exhaust gas is separated by the oil-gas separator 5, the separated liquid engine oil and liquid water will fall into the oil storage tank 51 and be collected. Since the density of liquid water is greater than that of liquid engine oil, the liquid engine oil will be suspended on the liquid water. As the liquid in the oil storage tank 51 continues to accumulate, the liquid engine oil can flow back to the oil pan 1 through the air intake passage of the oil-gas separator 5, while the liquid water is stored in the oil storage tank 51.

[0045] It is understandable that when the liquid level in the oil storage tank 51 is high, when the separated liquid engine oil and liquid water droplets fall thereon, splashing may occur, causing the liquid water to flow back into the oil pan 1 along the air intake passage of the oil-gas separator 5, causing the engine oil to emulsify and affecting the lubrication performance; in order to reduce the possibility of liquid water splashing into the oil pan 1, in some embodiments, a side wall of the oil storage tank 51 close to the cylinder body is provided with a cover plate 52 located below the air intake passage, and the cover plate 52 is inclined from top to bottom in a direction away from the cylinder body and the cover plate 52 is spaced apart from the side wall of the oil storage tank 51 away from the cylinder body; with such a configuration, the separated liquid engine oil and liquid water will fall on the cover plate 52, and since the cover plate 52 is inclined, the liquid water will fall on the cover plate 52 when it falls thereon When the cover plate 52 is on the cover body, there is a horizontal component force away from the cover body, which reduces the possibility of liquid water flowing back into the oil pan 1, and the liquid water can also fall into the oil tank 51 from the gap between the cover plate 52 and the oil tank 51 along the inclined cover plate 52, and when the liquid level in the oil tank 51 is high, the engine oil can also flow back into the oil pan 1 through the gap between the cover plate 52 and the oil tank 51; during driving, even if the liquid level in the oil tank 51 is high, due to the setting of the cover plate 52, it is difficult for the liquid level to directly cross the cover plate 52 and enter the oil pan 1 when it fluctuates, and even if the liquid in the oil tank 51 splashes onto the cover plate 52, it can flow back into the oil tank 51 along the inclined cover plate 52 under the action of gravity.

[0046] In order to discharge the excess water in the oil storage tank 51, in some embodiments, the oil storage tank 51 is provided with a drain pipe 53 connected to its inner cavity; thus, after a period of use, the water in the oil storage tank 51 can be discharged through the drain pipe 53 to prevent the excessive water in the oil storage tank 51 from overflowing the cover plate 52 and flowing back into the oil pan 1. Usually, within the maintenance mileage, the liquid water in the oil storage tank 51 is unlikely to accumulate beyond the cover plate 52, and the liquid in the oil storage tank 51 can be emptied through the drain pipe 53 each time maintenance is performed. Of course, a valve or a plug needs to be provided on the drain pipe 53.

[0047] In order to meet the different working conditions of the engine, in some embodiments, the main intake path 4 is provided with an air filter 41, a supercharger 42, an intercooler 43, a throttle 44 and an intake manifold 45 in sequence, and the intake manifold 45 is connected to the air intake port of the cylinder head 3. The crankcase ventilation system 100 also includes a low-load path 6 and a high-load path 7. One end of the low-load path 6 is connected to the air outlet of the oil-gas separator 5, and the other end is connected to the intake manifold 45. A first one-way valve 61 is provided on the low-load path 6, one end of the high-load path 7 is connected to the air outlet of the oil-gas separator 5, and the other end is connected to the air intake port of the supercharger 42, and an air pump 71 and a second one-way valve 72 are provided on the high-load path 7.

[0048] When the engine is started at low temperature and runs at a small load, the throttle valve 44 is opened very small, the negative pressure of the intake manifold is relatively large (generally -50 to 70 kPa), and the exhaust gas in the crankcase 2 is extracted into the intake manifold 45 through the low load path 6, and finally enters the combustion chamber and is burned. At this time, the air pump 71 of the high load path 7 is closed, and the pressure of the high load path 7 is much greater than the negative pressure of the intake manifold 45, so the gas in the crankcase 2 only flows through the low load path 6, and the high load path 7 is provided with the second one-way valve 72, so the gas after the air filter will not be reversely extracted into the intake manifold 45 through the high load path 7.

[0049] When the engine is started at low temperature and runs at medium to high load, the throttle valve 44 is opened at a large degree, and under the boosting effect of the supercharger 42, the pressure in the intake manifold is relatively large and is positive. At this time, the exhaust gas in the crankcase 2 cannot enter the intake manifold through the low load path 6. At this time, the air extractor 71 of the high load path is turned on, and the piston leakage is separated by the oil-gas separator 5. The remaining exhaust gas is extracted by the air extractor of the high load path to the air filter 41 and then the main intake path 4, and finally enters the combustion chamber and is burned.

[0050] It can be understood that the exhaust gas of the crankcase 2 usually flows downward, and the oil pan 1 is arranged below the crankcase 2. The exhaust gas can directly contact the engine oil in the oil pan 1, causing the entry of liquid water. Therefore, in some embodiments, the oil pan 1 is provided with an oil baffle plate 11 located below the crankcase 2. The oil baffle plate 11 is located below the connection between the air inlet of the oil-gas separator 5 and the cylinder body, and an opening 12 is provided between the end of the oil baffle plate 11 away from the oil-gas separator 5 and the oil pan 1. With such arrangement, when the engine is started at low temperature and runs at low load, when the piston moves downward in the power stroke, the piston leakage enters the crankcase 2. At this time, the piston leakage has a certain speed. The piston leakage flows directly downward and collides with the oil baffle 11. After the air flow is rebounded, it is sucked away by the larger negative pressure generated by the intake manifold 45, and does not enter the oil pan 1 and mix with the engine oil; when the engine is started at low temperature and runs at medium to high load, the air extractor 71 is in the open state, the piston leakage flows downward, collides with the oil baffle 11, and then rebounds and is extracted due to the action of the air extractor 71. After separation by the oil-gas separator 5, the remaining exhaust gas is sucked by the exhaust fan of the high load path to the air filter 41 and then the main intake path 4, and finally enters the combustion chamber and is burned.

[0051] Since the exhaust gas of the crankcase 2 will flow downward until it collides with the oil baffle 11, in a low-temperature environment, the exhaust gas is likely to encounter the cold oil baffle 11 and condense, which may cause liquid water to flow into the oil pan 1 through the oil baffle 11. Therefore, in some embodiments, the oil baffle 11 is provided with a heating element, and the heating element is used to heat the oil baffle 11. With such a configuration, when the engine is started at a low temperature, that is, the oil baffle 11 is heated by the heating element, when the exhaust gas in the crankcase 2 falls on the high-temperature oil baffle 11, it basically does not condense into water, but enters the oil-gas separator 5. After being separated, the liquid water is stored in the oil storage tank 51.

[0052] The present design does not limit the specific form of the heating element, and the heating element can be electromagnetic heating, infrared heating, or resistance heating, etc.

[0053] In order to be able to adjust the air pressure in the crankcase 2, in some embodiments, the crankcase ventilation system 100 also includes an air supply circuit 8, one end of the air supply circuit 8 is connected to the air outlet of the air filter element 41, and the other end is connected to the oil pan 1 and is located between the oil baffle 11 and the oil level in the oil pan 1, and a third one-way valve 81 is provided on the air supply circuit 8; with such a configuration, when the engine is running at a small load after low-temperature start-up, due to the large negative pressure in the intake manifold 45, in order to adjust the pressure in the crankcase 2, fresh air can be added to the crankcase 2 through the air supply circuit 8 to prevent the crankcase 2 from being subjected to too much negative pressure due to the extraction of the intake manifold 45 , which affects the consumption of engine oil. Since the other end of the air supply path 8 is connected to the oil pan 1 and is located below the oil baffle 11, after fresh air enters the oil pan 1, it will encounter the oil baffle 11 heated by the heating element, so that the fresh air is heated and then enters the crankcase 2 through the opening 12. The heated fresh air will not cause condensation of the exhaust gas when it contacts the exhaust gas of the crankcase 2. When the engine is started at low temperature and runs at medium and high loads, the gas pressure in the crankcase 2 will drop due to the suction effect of the exhaust fan 71. In order to avoid excessive negative pressure in the crankcase 2, fresh air can also be supplemented through the air supply path 8.

[0054] There are many connection positions between the air supply circuit 8 and the oil pan 1, which can be but are not limited to being connected to the two side walls of the oil pan 1 in the first direction. It can be understood that if the connection point between the air supply circuit 8 and the oil pan 1 is located on the side of the oil pan 1 close to the opening 12, that is, away from the oil-gas separator 5, even if the fresh air in the air supply circuit 8 has an initial velocity along the first direction when it just enters the oil pan 1, the crankcase 2 is in a negative pressure state. After the fresh air enters, it is easy to directly pass through the opening 12 and enter the crankcase 2, and it is impossible to contact the oil baffle 11 heated by the heating element, so that the low-temperature fresh air contacts the exhaust gas of the crankcase 2 and condenses. In order to ensure that the fresh air in the air supply circuit 8 contacts the oil baffle 11 as much as possible, in some embodiments, please refer to Figure 2 The air supply path 8 is connected to the side of the oil pan 1 close to the oil-gas separator 5; with such an arrangement, after the fresh air enters the oil pan 1, it can come into contact with the oil baffle 11 more, so that the fresh air is heated up and the occurrence of condensation is reduced.

[0055] It is understandable that when the exhaust gas of the crankcase 2 leaks downward, it may directly contact the oil in the oil pan 1 through the opening 12. In order to reduce the direct contact, in some embodiments, please refer to Figure 2The size of the oil pan 1 and the oil baffle plate 11 in the first direction is larger than the upper part of the oil pan 1, so that the opening 12 is set in the first direction offset from the air flow direction of the piston leakage in the crankcase 2; with this arrangement, the oil baffle plate 11 can completely cover the bottom of the crankcase 2, and in the absence of external force, the exhaust gas of the crankcase 2 can all fall on the oil baffle plate 11 after being discharged downward, and in conjunction with the negative pressure of the intake manifold 45 or the suction effect of the exhaust gas of the crankcase 2 by the exhaust fan 71 of the high-load path 7, the exhaust gas of the crankcase 2 also has a tendency to move in the direction away from the opening 12, thereby ensuring the contact between the exhaust gas and the oil baffle plate 11.

[0056] The present invention also proposes a vehicle, which includes a crankcase ventilation system 100. The specific structure of the crankcase ventilation system 100 refers to the above-mentioned embodiments. Since the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0057] In the technical solution of the present invention, the air inlet of the oil-gas separator 5 is connected to one side of the cylinder body in the first direction, the air outlet of the oil-gas separator 5 is connected to the main air intake path 4, and the connection point between the air inlet of the oil-gas separator 5 and the cylinder body is located below the piston in the crankcase 2. With such arrangement, after the piston in the crankcase 2 leaks downward, it can directly enter the oil-gas separator 5 on the side of the cylinder body, and after separation by the oil-gas separator 5, it enters the main air intake path 4 and then enters the combustion chamber. In this way, the gas in the crankcase 2 can be quickly discharged, the activity path is short, and it is not easy to condense and flow back to the engine oil in the oil pan 1, thereby reducing the problem of engine oil emulsification.

[0058] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A crankcase ventilation system, It is characterized in that include: The engine comprises a cylinder block and an oil pan, a crankcase and a cylinder head which are sequentially arranged on the cylinder block from bottom to top; An air intake main passage connected to an air intake port of the cylinder head; as well as, An oil-gas separator, whose air inlet is connected to one side of the cylinder body in the first direction, whose air outlet is connected to the main air intake path, and whose connecting point between the air inlet of the oil-gas separator and the cylinder body is located below the piston in the crankcase.

2. The crankcase ventilation system according to claim 1, It is characterized in that The lower part of the oil-gas separator is connected with an oil storage tank, and the air inlet passage of the oil-gas separator is located above the oil storage tank.

3. The crankcase ventilation system according to claim 2, It is characterized in that A cover plate located below the air inlet passage is disposed on a side wall of the oil storage tank close to the cylinder body, the cover plate is inclined from top to bottom in a direction away from the cylinder body and there is a gap between the cover plate and a side wall of the oil storage tank away from the cylinder body; and / or, The oil storage tank is provided with a drain pipe connected with the inner cavity thereof.

4. The crankcase ventilation system of claim 1, It is characterized in that The main air intake path is provided with an air filter, a supercharger, an intercooler, a throttle valve and an intake manifold in sequence, and the intake manifold is connected to the air intake port of the cylinder head; and The crankcase ventilation system further comprises: A low load path, one end of which is connected to the gas outlet of the oil-gas separator and the other end of which is connected to the intake manifold, and a first one-way valve is provided on the low load path; The high load path has one end connected to the air outlet of the oil-gas separator and the other end connected to the air inlet of the supercharger. An air pump and a second one-way valve are arranged on the high load path.

5. The crankcase ventilation system according to claim 4, It is characterized in that An oil baffle plate is provided in the oil pan and is located below the crankcase, and the oil baffle plate is located below the connection between the air inlet of the oil-gas separator and the cylinder body; An opening is arranged between the end of the oil baffle plate away from the oil-gas separator and the oil pan.

6. The crankcase ventilation system according to claim 5, It is characterized in that The oil baffle plate is provided with a heating element, and the heating element is used to heat the oil baffle plate.

7. The crankcase ventilation system of claim 6, It is characterized in that The crankcase ventilation system also includes an air supply circuit, one end of which is connected to the air outlet of the air filter element, and the other end is connected to the oil pan and is located between the oil baffle and the oil level in the oil pan. A third one-way valve is provided on the air supply circuit.

8. The crankcase ventilation system of claim 7, It is characterized in that The connecting point between the air supply path and the oil pan is arranged at one side of the oil-gas separator.

9. The crankcase ventilation system of claim 5, It is characterized in that The size of the oil pan and the oil baffle in the first direction is larger than the upper portion of the oil pan, so that the opening is offset from the air flow direction of the piston leakage in the crankcase in the first direction.

10. A vehicle, It is characterized in that Comprising a crankcase ventilation system as claimed in any one of claims 1 to 9.

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