A marine crankcase breather oil drain device

Abstract

This invention discloses a crankcase ventilation and oil drainage device for marine engines, belonging to the technical field of marine power auxiliary equipment. The housing contains a coaxial gas collecting cylinder and a continuous zigzag flow guiding structure composed of multi-layered sleeves and staggered upper and lower spacers. The oil-gas mixture enters the gas collecting cylinder after its flow rate is regulated by the axial cavity and valve core, flowing along the zigzag flow guiding structure. Efficient oil-gas separation is achieved through cooling, condensation, and gravity settling. A liquid-holding layer forms a liquid seal, and the overflow pipe can switch between normal separation mode and emergency direct bypass, balancing separation efficiency and flow safety. This device uses upper and lower dual electromagnets to achieve bidirectional magnetic drive of the valve core, ensuring precise and stable back pressure regulation, thorough oil-gas separation, and strong resistance to ship turbulence. It effectively prevents lubricating oil emulsification, entrainment, and abnormal crankcase pressure, and is suitable for various marine engine crankcase ventilation and oil-gas separation systems.

Description

Technical Field

[0001] This invention relates to the field of marine engine auxiliary technology, specifically to a marine crankcase venting and oil draining device. Background Technology

[0002] As a core component of the power system, marine engine crankcases are generally equipped with venting and oil drainage devices. Their core function is to achieve efficient separation of oil-gas mixtures and orderly discharge of gases, preventing outside air from entering and damaging the internal working environment.

[0003] In the existing technology, the mainstream structure of marine crankcase venting and oil draining devices mostly adopts an inverted horn-shaped design. Due to the special shape of this design, it requires additional steel plate rolling and has a high welding difficulty, resulting in high material and labor costs. At the same time, some oil will accumulate at the conical bottom of the tank and cannot be drained, which has some design defects. It not only requires the use of bent plates to form a conical structure, but also does not form a systematic flow separation path.

[0004] Existing devices of this type exhibit numerous insurmountable technical defects under actual marine operating conditions. These defects stem from inherent deficiencies in structural design, and their cumulative effect results in the overall performance of the device failing to meet the stringent requirements of marine engines. Regarding oil-gas separation efficiency, the existing separation mechanism is overly simplistic, exhibiting fundamental structural flaws. On one hand, the oil-gas mixture, after flowing out of the inlet, easily forms disordered diffusion within the casing, resulting in chaotic airflow trajectories. This not only shortens material residence time but also easily leads to gas short-circuiting. Incompletely separated oil-gas mixtures are discharged directly from the outlet, causing severe liquid entrainment, resulting in significant lubricant loss and contamination of subsequent pipelines and equipment. On the other hand, existing simple baffles or guide vanes cannot form a continuous, orderly separation path, and the probability of droplet collision and aggregation is extremely low. For vaporized lubricating oil and fuel vapor, there is a lack of effective condensation enhancement measures, making it difficult to convert them into liquid oil droplets for separation. The problem of incomplete separation is particularly prominent under high-load, high-temperature engine conditions. In addition, the existing device has an unreasonable drainage structure design. The liquid at the bottom of the shell is prone to splashing when the ship is rocking and is re-entrained by the airflow, causing secondary pollution. At the same time, the lack of liquid level balance structure between the separation chambers can easily lead to liquid accumulation and dead zones, which not only affects the separation effect but also accelerates the corrosion of components.

[0005] Finally, the existing device suffers from insufficient structural integration and operational adaptability. The back pressure regulation structure and the oil-gas separation structure are independent of each other, and turbulent airflow can easily interfere with valve core regulation, preventing the two core functions from working together effectively. Furthermore, in situations requiring rapid engine replacement due to engine malfunctions, the existing device lacks an emergency discharge path, which can easily lead to device failure. Additionally, the existing device does not consider the impact of high temperatures on core components.

[0006] In summary, existing marine crankcase venting and oil draining devices have significant shortcomings in terms of oil-gas separation efficiency, operating condition adaptability, and structural reliability. These shortcomings stem from the one-sidedness and limitations of their structural design, and they can no longer meet the development requirements of modern marine engines for high power, high reliability, and low emissions. There is an urgent need to develop a new type of marine crankcase venting and oil draining device that can achieve precise and active back pressure control, efficient and deep oil-gas separation, and has strong operating condition adaptability and high reliability. Summary of the Invention

[0007] The purpose of this invention is to overcome the defects in the prior art and provide a marine crankcase ventilation and oil drainage device.

[0008] To achieve the above objectives, the technical solution of the present invention is as follows: A marine crankcase ventilation and oil drainage device includes a housing with an internal cavity for separating the mixture discharged from the crankcase; an inlet, an outlet, and a drain are connected to the housing. The inlet and outlet are connected to the two ends of the housing, respectively. The other end of the inlet is connected to the crankcase. The outlet is used to discharge the gas components separated by the separation process. The liquid discharge section is connected to the bottom of the housing to discharge the liquid components after separation. The housing is provided with an air intake regulating structure for controlling the airflow. The air intake regulating structure includes an axial cavity, and a valve core is provided along the axial cavity for sliding adjustment. The force on at least one end face of the valve core is controlled and adjusted. The force changes the axial relative position of the valve core, thereby changing the material flow through the axial cavity and establishing an adjustable back pressure in the crankcase.

[0009] Furthermore, the upper end of the axial cavity is a blind end, the inlet is connected to the lower end of the axial cavity and forms an annular valve seat inside the axial cavity, the circumferential sidewall of the axial cavity is provided with a plurality of elongated holes, the distance between the lower end of the elongated holes and the upper edge of the valve seat is not less than the thickness of the valve core, when the valve core moves up and down in the longitudinal direction, the area of ​​the elongated holes on the lower side of the valve core for material flow changes.

[0010] Furthermore, the intake adjustment structure is provided with a magnetic adjustment structure, the valve core is provided with a first magnetic body, and the valve seat is provided with a second magnetic body. The first magnetic body is a permanent magnet, and the second magnetic body is an electromagnet. The second magnetic body is controlled to adjust and change the strength and direction of the magnetic field.

[0011] Furthermore, the magnetic adjustment structure also includes a third magnetic body, which is disposed at the blind end of the upper end of the axial cavity. The third magnetic body is an electromagnet, which can selectively combine with the second magnetic body to act on the valve core.

[0012] Furthermore, a gas collecting cylinder is coaxially sleeved outside the axial cavity, and a flow guiding structure is connected to the rear stage of the gas collecting cylinder. The mixed materials are separated from each other in the flow guiding structure, the separated gas is collected to the outlet and discharged, and the liquid is discharged from the drain section. The flow guiding structure forms a continuous zigzag structure within the shell, so that the starting end of the flow guiding structure is connected to the outlet of the gas collecting cylinder and the ending end is connected to the outlet section.

[0013] Furthermore, the shell has a cylindrical tubular structure, and the shell is provided with end sealing plates at both ends, which are divided into an upper sealing plate and a lower sealing plate. An upper end plate is provided inside the shell near the upper sealing plate. The outlet is connected to the upper sealing plate, and an exhaust collection chamber is formed between the upper end plate and the upper sealing plate. The inlet is located at the center of the lower sealing plate, and the axial cavity is arranged along the axis of the shell. The lower end of the gas collecting cylinder is sealed to the lower sealing plate, and the upper end is the rear outlet. The flow guiding structure includes multiple coaxially arranged sleeve groups. Upper spacer rings and lower spacer rings are arranged sequentially and spaced apart within the sleeve groups, and the height positions of the upper spacer rings and lower spacer rings are staggered to form a continuous folding structure. The upper end of the upper spacer ring is fixedly set on the bottom surface of the upper end plate, and the upper end plate has an annular gap with the inner wall of the shell in the circumferential direction. The lower end of the lower spacer ring is fixedly set on the lower sealing plate.

[0014] Furthermore, a liquid-holding layer is established at the bottom of the housing by a drain section, and the liquid-holding layer is formed on the outer periphery of the gas collecting cylinder; the bottom of the lower partition ring is provided with a connecting hole, and the connecting hole forms a communicating vessel between the annular cavities separated by the lower partition ring.

[0015] Furthermore, the drainage section forms an overflow pipe on the lower sealing plate, the upper end of the overflow pipe forms an overflow port, the overflow port controls the height of the liquid holding layer, and the height of the overflow pipe extending into the lower sealing plate is adjustable; When the overflow pipe is located at a high point, the overflow port is higher than the connecting hole and lower than the lower end of the upper grid ring, so that the flow guiding structure forms a continuous zigzag structure. When the overflow pipe is at the lowest point, the overflow port falls on the lower sealing plate, allowing the inner and outer connecting holes to form a through bypass with a continuous folding structure.

[0016] Furthermore, a cooling structure is provided inside the shell. The sleeve assembly has a cavity structure to form a heat exchange cavity. The cooling structure includes an upper water pipe and a lower water pipe. Both the upper water pipe and the lower water pipe are connected to the heat exchange cavity and establish a cooling cycle.

[0017] The advantages and beneficial effects of this invention are as follows: 1. It adopts a bidirectional magnetic adjustment structure with upper and lower double electromagnets and valve core permanent magnets, which can accurately, quickly and stably control the valve core. It is not affected by ship turbulence and tilting, and can maintain stable back pressure in the crankcase under all working conditions, effectively preventing outside air from entering and causing lubricating oil emulsification and flammable mixture accumulation.

[0018] 2. The casing is equipped with a gas collecting cylinder and a continuous zigzag flow guiding structure, which greatly extends the flow path and residence time of the oil-gas mixture. Combined with the cooling structure of the casing cavity, it realizes forced condensation of oil and gas, significantly improves the efficiency of droplet aggregation and sedimentation, and makes oil-gas separation more thorough, reducing the loss of lubricating oil.

[0019] 3. The bottom liquid holding layer forms a reliable liquid seal to prevent gas leakage and liquid splashing. The lower partition ring connecting holes form a communicating vessel structure to ensure the liquid level balance in each chamber, prevent liquid from accumulating in local dead zones, and reduce the risk of component corrosion.

[0020] 4. The adjustable-height overflow pipe can switch between normal separation mode and emergency direct bypass, taking into account both efficient separation under normal operating conditions and rapid pressure relief and liquid discharge under extreme operating conditions, thereby improving the adaptability and emergency response capability of the unit.

[0021] 5. The overall structure is compact and highly integrated. The functions of cooling circulation, flow separation, magnetic regulation, and liquid seal drainage work together, ensuring stable and reliable operation, long service life, and compatibility with various marine engine crankcase ventilation systems, making it highly practical. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the internal structure of the housing of the present invention; Figure 2 This is a schematic diagram of the structure of the axial cavity magnetic body arrangement in this invention; Figure 3 This is a schematic diagram of the shell flow guiding structure in this invention; Figure 4 This is a schematic diagram of the liquid-holding layer structure formed by the drainage section in this invention; Figure 5 This is a schematic diagram of the emergency emission structure in this invention; Figure 6 This is a schematic diagram of the cooling structure in this invention; In the diagram: 1. Shell; 2. Inlet; 3. Outlet; 4. Drainage section; 5. Axial cavity; 6. Valve core; 7. Valve seat; 8. Long slotted hole; 9. First magnetic body; 10. Second magnetic body; 11. Third magnetic body; 12. Gas collecting cylinder; 13. Flow guiding structure; 14. Upper sealing plate; 15. Lower sealing plate; 16. Upper end plate; 17. Exhaust collection cavity; 18. Rear outlet; 19. Upper spacer; 20. Lower spacer; 21. Sleeve assembly; 22. Annular gap; 23. Liquid holding layer; 24. Connecting hole; 25. Overflow port; 26. Straight bypass; 27. Heat exchange chamber; 28. Water inlet pipe; 29. ​​Water return pipe; 30. Flow guiding pipe. Detailed Implementation

[0023] The specific embodiments of the present invention will be further described below with reference to examples. These examples are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0024] Example 1: A marine crankcase ventilation and oil drainage device includes a housing 1, which forms a receiving cavity inside to separate the mixture discharged from the crankcase within the receiving cavity; an inlet 2, an outlet 3, and a drain 4 are connected to the housing 1. The inlet 2 and outlet 3 are respectively connected to both ends of the housing 1. The other end of the inlet 2 is connected to the crankcase. The outlet 3 is used to discharge the gas components separated by the separation process. The liquid discharge part 4 is connected to the bottom of the housing 1 to discharge the liquid components after separation. Specifically, the shell 1 has a cylindrical tubular structure. In actual processing, the cylindrical tube can be directly cut from finished tubing without the need for additional rolling or manual rolling operations, which greatly saves labor and improves efficiency. The overall cylindrical structure is also relatively regular and easy to fix. The shell 1 has end sealing plates at both ends, namely an upper sealing plate 14 and a lower sealing plate 15, which can form an internal cavity for the separation of mixed materials within the space. The inlet 2 and the drain 4 are connected to the lower sealing plate 15, and the outlet 3 is connected to the upper sealing plate 14. The inlet 2 and the outlet 3 are relatively offset in the radial direction, and the drain 4 is set relatively far away from the inlet 2. When the mixed material enters the shell 1, it collides with the upper sealing plate 14 and moves laterally, increasing the residence time of the mixed material. Under the action of gravity, the liquid in the mixed material separates, and the liquid flows out from the drain 4, while the gas is discharged from the outlet 3.

[0025] In this embodiment, the housing 1 is provided with an air intake regulating structure for controlling airflow. The air intake regulating structure includes an axial cavity 5, and a valve core 6 is slidably adjusted along the axial cavity 5. Specifically, the axial cavity 5 can be arranged along the axis of the housing 1, and the inlet 2 can be inserted into the lower end of the axial cavity 5. The oil-gas mixture is fed into the axial cavity 5 and then flows out from it. The force on at least one end face of the valve core 6 is controlled and adjusted. The force changes the axial relative position of the valve core 6, thereby changing the flow rate of material through the axial cavity 5 and establishing an adjustable back pressure in the crankcase. In this embodiment, the air intake regulating structure forms a limited throttling effect on the mixture, maintaining a relatively smooth flow while partially throttling it, thereby maintaining the internal pressure of the crankcase.

[0026] Furthermore, the upper end of the axial cavity 5 is a blind end, and the inlet 2 connects to the lower end of the axial cavity 5, forming an annular valve seat 7 inside the axial cavity 5. The circumferential sidewall of the axial cavity 5 is provided with multiple elongated holes 8. It can be understood that the mixed oil and gas material enters from the lower end of the axial cavity 5 and flows out through the elongated holes 8 on the side, creating a 90° turning effect of bottom entry and side exit within the axial cavity 5. The distance between the lower end of the elongated hole 8 and the upper edge of the valve seat 7 is not less than the thickness of the valve core 6. The purpose of this design is that when the valve core 6 rests on the valve seat 7 to close the inlet 2, the side of the valve core 6 is not open by the elongated holes 8, which facilitates the closing effect on the inlet 2 and also facilitates control when a small flow rate passes through the elongated holes 8. The valve core 6 rises longitudinally... When the valve core 6 moves downwards, the area of ​​the elongated hole 8 on the lower side of the valve core 6 for material flow changes. Therefore, when the valve core 6 rests on the valve seat 7, the flow rate is zero. As the valve core 6 rises, the opening of the corresponding elongated hole 8 increases (the elongated hole 8 on the lower side of the valve core 6 is the effective opening). Similarly, when the valve core 6 falls, the opening of the elongated hole 8 decreases. This can change the flow rate of the mixture. In actual use, the mixture is usually an oil-gas mixture, in which the gas is the protective gas introduced into the crankcase and the combustible gas or exhaust gas escaping from the piston. The liquid components may include lubricating oil droplets, vaporized lubricating oil, or vaporized fuel oil components. This device establishes back pressure in the crankcase, which can prevent the crankcase from being at the same pressure as the outside air, and prevent outside air from entering the crankcase and causing the internal lubricating oil to emulsify or form a combustible mixture.

[0027] Specifically, the intake adjustment structure includes a magnetic adjustment structure, such as... Figure 1 As shown, the valve core 6 is provided with a first magnetic body 9, and the valve seat 7 is provided with a second magnetic body 10. The first magnetic body 9 is a permanent magnet, and the second magnetic body 10 is an electromagnet. The strength and direction of the magnetic field of the second magnetic body 10 can be controlled and adjusted. It can be understood that the force acting on the lower side of the valve core 6 can be controlled by the mutual attraction or repulsion between the first and second magnetic bodies 10, as well as the magnitude of the current in the second magnetic body 10.

[0028] Specifically, based on the overall weight of the valve core 6, there are two cases: 1. When the mass of the valve core 6 is relatively light, its own weight alone cannot establish a suitable back pressure in the crankcase, resulting in a low back pressure in the crankcase. At this time, the force analysis of the valve core 6 is: the resultant force of the airflow thrust upward and the magnetic attraction downward. The weight of the valve core 6 is negligible due to its lightness.

[0029] By controlling the second magnetic body 10 and the first magnetic body 9 to be in a mutually attractive state, back pressure can be established in the crankcase. The strength of the attraction force on the valve core 6 can be controlled by controlling the strength of the current through the electromagnet, thereby establishing a suitable back pressure. If the back pressure is high, it indicates that there is a lot of material mixed in the crankcase, and the flow rate needs to be increased. At this time, the current can be reduced appropriately to decrease the attraction of the second magnet 10, thereby causing the valve core 6 to move upward appropriately, so that the lower part of the elongated hole 8 is opened more, thereby increasing the material outflow and reducing the back pressure. Conversely, increasing the current can adjust the relative position of the valve core 6 through magnetism, thereby changing the opening of the elongated hole 8 and maintaining a suitable back pressure in the crankcase.

[0030] Second, when the mass of the valve core 6 is relatively heavy, its large mass can even keep it pressed against the valve seat 7, thus preventing the mixture from freely pushing the valve core 6 open under appropriate back pressure, resulting in a large back pressure inside the crankcase; at this time, the force analysis is: the combined force of the magnetic thrust upward + the airflow thrust upward and the downward gravity on the valve core 6.

[0031] The second magnetic body 10 and the first magnetic body 9 are controlled to be in a state of mutual repulsion. By adjusting the current of the second magnetic body 10, the upward repulsive force of the magnetism cancels out the gravity of the valve core 6. In actual use, the current of the second magnetic body 10 is controlled to change the magnitude of the repulsive force. The resultant force of the repulsive force and the airflow thrust is compared with the gravity. When the resultant force is large, the valve core 6 can be pushed upward, further increasing the opening of the elongated orifice, increasing the material throughput and reducing the back pressure. When the resultant force is small, it falls under the action of gravity, closing the opening of the elongated orifice, increasing the back pressure. When the resultant force is equal to the gravity, the valve core 6 can be kept in a suspended state, keeping it suspended at various height positions, thereby maintaining a stable material throughput. In actual use, the above-mentioned adjustment settings can be selected for installation and control as needed; of course, if the ferromagnetic material on the outer periphery of the shell 1 has an adverse effect on the magnetic field, the axial cavity 5 can also be made of magnetic shielding material to avoid the influence of external materials on the internal magnetic force.

[0032] Example 2 Furthermore, the magnetic adjustment structure also includes a third magnetic body 11, such as... Figure 2As shown, the third magnetic body 11 is located at the blind end of the upper part of the axial cavity 5. The third magnetic body 11 is an electromagnet, which can selectively combine with the second magnetic body 10 to act on the valve core 6. This improvement is based on the original dual magnetic body (valve core permanent magnet + lower electromagnet) adjustable back pressure structure. A third magnetic body 11 (electromagnet) is added to the blind end of the upper part of the axial cavity 5. By coordinating the upper and lower dual electromagnets to control the valve core 6, more precise, stable, fast, and all-condition adaptable adjustment of the crankcase back pressure is achieved. The "single-point magnetic attraction / repulsion control" is improved to "upper and lower bidirectional electromagnetic force closed-loop control", which greatly improves the adjustment performance and safety reliability of the device.

[0033] In Example 1, the lower electromagnet attracts / repels the permanent magnet, which, in conjunction with the airflow thrust and the valve core's own weight, adjusts the rise and fall of the valve core 6 and the opening of the elongated orifice 8. This improved example adds a third magnetic element 11, installed at the upper blind end of the axial cavity 5, forming an upper electromagnetic pair with the valve core's permanent magnet. The original structure relied solely on the lower electromagnet; under moderate opening and stable operating conditions, the valve core was prone to slight up-and-down fluctuations, causing the flow area of ​​the elongated orifice 8 to fluctuate, resulting in unstable crankcase back pressure. With the addition of the upper third magnetic element 11, the upper electromagnet generates a downward attraction / repulsion force, precisely matching the upward repulsion / downward attraction force of the lower electromagnet, thus counteracting the force interference caused by the valve core's own weight, airflow pulsation, and ship turbulence; allowing the valve core to hover stably at any height, precisely locking the opening of the elongated orifice 8, and maintaining the crankcase back pressure at the set value without fluctuation or lag. Furthermore, during rapid acceleration, deceleration, and sudden load changes in a ship's engine, the amount of oil and gas in the crankcase changes instantaneously, causing a lag in the original single-electrode adjustment. This improved embodiment allows the upper and lower electromagnets to exert force simultaneously: For rapid widening (excessive back pressure): the upper electromagnet attracts and the lower electromagnet repels, doubling the upward thrust, causing the valve core to move upwards instantly, increasing flow and relieving pressure; for rapid closing (excessive back pressure): the upper electromagnet repels and the lower electromagnet attracts, doubling the downward clamping force, causing the valve core to fall rapidly, reducing flow and pressure buildup. This significantly improves response speed, prevents instantaneous back pressure exceeding limits, and eliminates the risk of lubricating oil emulsification and flammable mixture accumulation.

[0034] Because marine equipment operates in environments of swaying, tilting, and vibration, the valve core is prone to displacement due to inertial forces, and the original structure is easily malfunctioning. The improved system utilizes upper and lower electromagnetic forces to create an axial clamping control force, counteracting lateral / axial inertial interference caused by ship turbulence; the valve core always slides stably along the axial cavity 5 without jamming or deflection, ensuring precise control of the opening of the elongated orifice 8, and the device continues to operate reliably even in harsh marine environments.

[0035] Example 3: Based on the structural design of the aforementioned embodiment, a gas collecting cylinder 12 is coaxially sleeved outside the axial cavity 5, and a flow guiding structure 13 is connected to the rear stage of the gas collecting cylinder 12, such as... Figure 3As shown, the mixture is separated from each other in the flow guide structure 13. The separated gas is collected at the outlet 3 and discharged, while the liquid is discharged from the drain 4. This embodiment adds a gas collecting cylinder 12, a flow guide structure 13, and supporting structures such as an exhaust gas collecting chamber 17 and a sleeve assembly 21. The core purpose is to further enhance the separation effect of the mixture (oil-gas mixture) discharged from the crankcase, optimize the airflow path, reduce liquid entrainment, improve the separation efficiency, stability, and adaptability of the device, and ensure that the dual functions of back pressure control and oil-gas separation work together to meet the stringent working requirements of marine equipment.

[0036] In the aforementioned embodiment, the mixture enters the axial cavity 5 through the inlet 2. After the flow rate is adjusted by the valve core 6, it flows out from the elongated slot 8 in the circumferential direction of the axial cavity 5. Then, it is naturally separated by gravity in the housing 1. The gas is discharged from the upper outlet 3 and the liquid is discharged from the bottom drain 4. However, this natural separation method has problems such as messy flow path, insufficient material retention time, and serious liquid entrainment, resulting in limited separation efficiency.

[0037] As an improvement, the flow guiding structure 13 forms a continuous folding structure inside the housing 1, so that the starting end of the flow guiding structure 13 is connected to the outlet of the gas collecting cylinder 12 and the ending end is connected to the outlet section 3. Specifically, the outlet 3 is connected to the upper sealing plate 14, and the upper end plate 16 and the upper sealing plate 14 form an exhaust collection chamber 17; the inlet 2 is located at the center of the lower sealing plate 15, the axial cavity 5 is arranged along the axis of the housing 1, the lower end of the air collecting cylinder 12 is sealed to the lower sealing plate 15, and the upper end is the rear outlet 18, and the upper end of the air collecting cylinder 12 is connected to the upper end plate 16. This connection can be used to set an air outlet in the circumferential direction as the rear outlet 18; its core function is to initially collect and guide the mixture flowing out of the long waist hole 8 of the axial cavity 5, so as to avoid the diffusion and turbulence of the material as soon as it flows out of the axial cavity 5, and ensure that the mixture can enter the subsequent guiding structure 13 in an orderly manner. At the same time, the air collecting cylinder 12 and the axial cavity 5 are coaxially arranged, which can reduce the airflow resistance and avoid the stability adjustment of the valve core 6 due to airflow turbulence, thus ensuring the accuracy of back pressure control. Secondly, a flow guiding structure 13 is provided after the gas collecting cylinder 12. This flow guiding structure 13 forms a continuous folding structure in the shell 1. Its starting end is connected to the outlet of the gas collecting cylinder 12 and its ending end is connected to the outlet section 3, so as to realize the orderly flow and secondary deep separation of the mixed material from the gas collecting cylinder 12 to the outlet section 3.

[0038] Specifically, the flow guiding structure 13 includes multiple coaxially arranged sleeve groups 21. Upper spacer rings 19 and lower spacer rings 20 are arranged sequentially and spaced apart within the sleeve group 21, and the upper spacer rings and lower spacer rings 20 are arranged with their height positions staggered to form a continuous folding structure. The upper end of the upper spacer ring is fixedly set on the bottom surface of the upper end plate 16. The upper end plate 16 is provided with an annular gap 22 in the circumferential direction between itself and the inner wall of the shell 1. The lower end of the lower spacer ring 20 is fixedly set on the lower sealing plate 15. The sleeve assembly 21 is provided with an upper spacer 19 and a lower spacer 20 arranged at intervals, with the height positions of the upper spacer 19 and the lower spacer 20 being staggered. This staggered arrangement forms a continuous zigzag flow path. The upper end of the upper spacer 19 is fixed to the bottom surface of the upper end plate 16, and the upper end plate 16 has an annular gap 22 with the inner wall of the housing 1. The lower end of the lower spacer 20 is fixed to the lower sealing plate 15. An exhaust collection chamber 17 is also formed between the upper end plate 16 and the original upper sealing plate 14. The outlet 3 is still connected to the upper sealing plate 14, while the inlet 2... The axial cavity 5 is positioned at the center of the lower sealing plate 15 and is arranged along the axis of the housing 1. The gas material that has passed through the baffle flows upward through the circumferential annular gap 22 and enters the exhaust collection cavity 17 at the top for easy discharge. Unlike the first embodiment, in this embodiment, the inlet 2 and the outlet 3 can be arranged coaxially. This is because this embodiment no longer relies on the relative misalignment of the two to change the gas flow direction, but achieves it through the flow guiding structure 13, which can more effectively improve the gas residence time, provide sufficient time for gas-liquid separation, and also make the coaxial pipeline more aesthetically pleasing.

[0039] In this embodiment, the gas collecting cylinder 12 collects the outflowing mixture to prevent material diffusion and guides it smoothly into the subsequent guiding structure 13. The mixture flows along a continuous reversal path, preventing the material from passing directly in a straight line; it can only flow slowly along the reversal path. During this process, the liquid components in the mixture (lubricating oil droplets, vaporized and condensed lubricating oil or fuel oil, etc.) gradually settle under gravity. Furthermore, during the continuous reversal, they constantly collide with the inner wall of the sleeve assembly 21 and the surface of the spacer, causing the tiny droplets to coalesce and form larger droplets, further improving the settling efficiency. The settled liquid components then flow along... The gas flows through the sleeve assembly 21 and the lower partition ring 20 to the lower sealing plate 15, and finally exits from the bottom drain section 4 (a guide pipe 30 can be set at the bottom of each ring and collected to form a total drain section 4); while the gas components continue to flow along a continuous reversal path under the propulsion of the airflow, and finally enter the exhaust collection chamber 17 between the upper end plate 16 and the upper sealing plate 14 through the annular gap 22 between the upper end plate 16 and the inner wall of the shell 1. The exhaust collection chamber 17 can re-collect and buffer the separated gas to avoid the gas flow rate being too fast and causing residual droplets to be entrained. Then the gas is smoothly discharged from the outlet section 3 connected to the upper sealing plate 14, completing the entire oil and gas separation and discharge process.

[0040] The advantages of this embodiment are specifically reflected in the following aspects: First, it significantly improves the oil-gas separation efficiency, prolongs the residence time of the mixture in the device, and increases the probability of droplet collision and aggregation; Second, it optimizes the airflow performance. The gas collecting cylinder 12 is coaxially set with the axial cavity 5, and the continuous zigzag path design of the flow guiding structure 13 is reasonable, which can effectively reduce airflow resistance and avoid airflow turbulence. This ensures the smoothness of gas discharge and avoids the interference of airflow fluctuations on the adjustment of the valve core 6, ensuring the accuracy and stability of the intake adjustment structure in controlling the crankcase back pressure and avoiding back pressure fluctuations caused by airflow turbulence; Third, it improves the working stability of the device. The sleeve assembly 21 and spacer of the flow guiding structure 13 are fixedly installed, making the structure robust. Combined with the sealed connection of the gas collecting cylinder 12, it can effectively resist the effects of harsh working conditions such as ship turbulence, tilting, and vibration, reduce the frequency of device maintenance, and improve its long-term working reliability.

[0041] Example 4: Furthermore, a liquid-holding layer 23 is established at the bottom of the inner part of the housing 1 by the drainage section 4, such as... Figure 4 As shown, the liquid-holding layer 23 is formed on the outer periphery of the gas collecting cylinder 12; the bottom of the lower partition ring 20 is provided with a connecting hole 24, which forms a communicating vessel between the annular cavities separated by the lower partition ring 20. The drain section 4 forms an overflow pipe on the lower sealing plate 15, and the upper end of the overflow pipe opens to form an overflow port 25. The overflow port 25 controls the height of the liquid-holding layer 23, and the height of the overflow pipe extending into the lower sealing plate 15 is adjustable.

[0042] Specifically, in this embodiment, a liquid-holding layer 23 is established at the bottom of the housing 1 by the drain section 4. The specific location of the liquid-holding layer 23 is limited to the outer periphery of the gas collecting cylinder 12, that is, above the lower sealing plate 15, in the annular space between the outer side of the gas collecting cylinder 12 and the inner wall of the housing 1. This structure does not require additional special components. It only relies on the retention and control of the liquid at the bottom by the drain section 4 to naturally form a liquid layer of a certain height. The height of the liquid layer is precisely controlled by the subsequent overflow pipe structure. The core is to use the sealing properties of the liquid itself to fill the gap between the outer periphery of the gas collecting cylinder 12 and the inner wall of the housing 1, forming a natural liquid seal barrier. A connecting hole 24 is added circumferentially at the bottom of the lower partition ring 20 of the original flow guiding structure 13. The connecting hole 24 penetrates the bottom area of ​​the lower partition ring 20 and must ensure that the connecting hole 24 can connect the annular chambers formed by the multiple lower partition rings 20 to each other, ultimately forming a complete communicating vessel structure. Since the flow guiding structure 13 is composed of multiple coaxial sleeve groups 21, and the lower spacer ring 20 is spaced apart in the sleeve group 21, it will divide the annular space around the gas collecting cylinder 12 into multiple independent annular chambers. The setting of the connecting hole 24 can break this independence, so that each chamber can be interconnected, ensuring that the liquid can flow freely between each chamber and maintain the liquid level balance.

[0043] The original drainage section 4 is further optimized so that it forms an overflow pipe on the lower sealing plate 15. The upper opening of the overflow pipe is the overflow port 25. The height of the overflow port 25 directly determines the highest liquid level of the liquid holding layer 23 inside the shell 1 and is the core component for controlling the height of the liquid holding layer 23. The key improvement is that the height of the overflow pipe extending into the lower sealing plate 15 is designed to be adjustable. By adjusting the extension height of the overflow pipe, two different working states can be switched. The specific switching logic is as follows: When the overflow pipe is at the high point, the height of its upper overflow port 25 is higher than the connecting hole 24 at the bottom of the lower partition ring 20 and lower than the lower end of the upper partition ring 19. At this time, the liquid level of the liquid holding layer 23 is restricted by the overflow port 25 to the range of "above the connecting hole 24 and below the upper partition ring 19". The original upper partition ring 19 and lower partition ring 20 in the flow guiding structure 13 are misaligned. The continuous reversal structure formed by the position remains intact, and the mixed material cannot bypass the reversal path and can only flow along the predetermined path; when the overflow pipe is at the low point, the overflow port 25 at its upper end falls directly on the lower sealing plate 15. At this time, the liquid holding layer 23 cannot be formed (or the liquid level is extremely low and cannot play a liquid sealing role). At the same time, the connecting hole 24 at the bottom of the lower partition ring 20 forms a through connection with the overflow port 25 and the liquid discharge part 4, which is equivalent to forming an additional straight bypass 26 on the continuous reversal path of the flow guiding structure 13. Gas can flow out quickly radially through this bypass.

[0044] In this embodiment, the adjustable height of the drain section 4 enables adaptive adjustment under different operating conditions, enhancing the device's versatility and emergency response capabilities. Specifically, the adjustable overflow pipe switches between two operating modes via height adjustment to suit different engine operating conditions: the conventional separation mode (high point of the overflow pipe) ensures the integrity of the continuous return path of the guide structure 13, guaranteeing sufficient oil-gas separation, suitable for normal engine operating conditions and scenarios where the liquid component in the mixture is moderate; such as Figure 5 As shown, the emergency direct-through mode (low point of the overflow pipe) can form a direct bypass 26 to achieve rapid liquid drainage and pressure relief. It is suitable for emergency scenarios such as high engine load, surge in liquid components in the mixture, or slight blockage of the flow guide structure 13, to avoid affecting the normal operation of the device due to excessive liquid accumulation and to improve the device's emergency handling capability.

[0045] Example 5: Furthermore, a cooling structure is also provided inside the housing 1, such as... Figure 6 As shown, the sleeve assembly 21 has a cavity structure to form a heat exchange cavity 27. The cooling structure includes an upper water pipe 28 and a return water pipe 29. Both the upper water pipe 28 and the return water pipe 29 are connected to the heat exchange cavity 27 and establish a cooling cycle.

[0046] This embodiment adds a cooling structure to the existing shell 1, gas collecting cylinder 12, flow guiding sleeve assembly 21, liquid holding layer 23, connecting hole 24, and overflow pipe structure. Specifically, the sleeve assembly 21 constituting the flow guiding structure 13 is configured as a cavity structure, so that the sleeve assembly 21 itself forms a heat exchange cavity 27. At the same time, the cooling structure includes an upper water pipe 28 and a return water pipe 29, both of which are connected to the heat exchange cavity 27 of the sleeve assembly 21, thereby forming a stable cooling circulation path within the heat exchange cavity 27. During operation, external coolant can enter the heat exchange cavity 27 of each layer of sleeve assembly 21 through the upper water pipe 28, absorbing the heat of the oil-gas mixture flowing through the flow guiding structure 13, and then flowing out through the return water pipe 29 to complete the circulation heat exchange. It directly exchanges heat with the high-speed reversing flow of the oil-gas mixture through the wall of the sleeve assembly 21, realizing forced cooling and temperature reduction of the mixture. This improvement enables the oil and gas mixture to reach its condensation temperature more quickly during the cooling process, promoting the rapid condensation of gaseous lubricating oil and fuel vapor into liquid oil droplets. This significantly improves the efficiency of droplet aggregation and sedimentation, while simultaneously reducing the gas temperature and minimizing the thermal impact of high-temperature gas on the housing 1, valve core 6, and magnetic adjustment structure. This prevents abnormal valve core operation, aging of seals, and deterioration of lubricating oil caused by high temperatures. Combined with the original continuous folding flow guide structure 13 and liquid-holding layer 23 liquid seal structure, it further enhances the oil-gas separation effect and improves the operational stability and separation reliability of the device under high engine load and high exhaust temperature conditions. At the same time, the cooling circulation structure is integrated with the original coaxial sleeve-type flow guide structure 13, without occupying additional space inside the housing 1. The structure is compact, with a large heat exchange area and uniform cooling, which can significantly improve the applicable operating conditions and service life of the entire marine crankcase venting and oil draining device.

[0047] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A marine crankcase ventilation and oil drainage device, characterized in that, Includes a housing, the interior of which forms a receiving cavity to separate the mixture discharged from the crankcase; connected to the housing are an inlet, an outlet, and a drain section; The inlet and outlet are connected to the two ends of the housing, respectively. The other end of the inlet is connected to the crankcase. The outlet is used to discharge the gas components separated by the separation process. The liquid discharge section is connected to the bottom of the housing to discharge the liquid components after separation. The housing is provided with an air intake regulating structure for controlling the airflow. The air intake regulating structure includes an axial cavity, and a valve core is provided along the axial cavity for sliding adjustment. The force on at least one end face of the valve core is controlled and adjusted. The force changes the axial relative position of the valve core, thereby changing the material flow through the axial cavity and establishing an adjustable back pressure in the crankcase.

2. The marine crankcase venting and oil draining device according to claim 1, characterized in that, The upper end of the axial cavity is a blind end, and the inlet is connected to the lower end of the axial cavity and forms an annular valve seat inside the axial cavity. The circumferential sidewall of the axial cavity is provided with a plurality of elongated holes. The distance between the lower end of the elongated hole and the upper edge of the valve seat is not less than the thickness of the valve core. When the valve core moves up and down longitudinally, the area of ​​the elongated holes on the lower side of the valve core for material flow changes.

3. The marine crankcase venting and oil draining device according to claim 2, characterized in that, The intake adjustment structure is equipped with a magnetic adjustment structure. The valve core is equipped with a first magnetic body and the valve seat is equipped with a second magnetic body. The first magnetic body is a permanent magnet and the second magnetic body is an electromagnet. The second magnetic body is controlled to adjust and change the strength and direction of the magnetic field.

4. A marine crankcase venting and oil draining device according to claim 3, characterized in that, The magnetic adjustment structure also includes a third magnetic body, which is located at the blind end of the upper end of the axial cavity. The third magnetic body is an electromagnet, which can selectively combine with the second magnetic body to act on the valve core.

5. A marine crankcase venting and oil draining device according to claim 1, characterized in that, A gas collecting cylinder is coaxially sleeved outside the axial cavity. A flow guiding structure is connected to the rear stage of the gas collecting cylinder. The mixture is separated from each other in the flow guiding structure. The separated gas is collected and discharged from the outlet, and the liquid is discharged from the drain section. The flow guiding structure forms a continuous zigzag structure within the shell, so that the starting end of the flow guiding structure is connected to the outlet of the gas collecting cylinder and the ending end is connected to the outlet section.

6. A marine crankcase venting and oil draining device according to claim 5, characterized in that, The shell has a cylindrical tubular structure, and the shell is provided with end sealing plates at both ends, which are divided into an upper sealing plate and a lower sealing plate. An upper end plate is provided inside the shell near the upper sealing plate. The outlet is connected to the upper sealing plate, and an exhaust collection chamber is formed between the upper end plate and the upper sealing plate. The inlet is located at the center of the lower sealing plate, and the axial cavity is arranged along the axis of the shell. The lower end of the air collecting cylinder is sealed to the lower sealing plate, and the upper end is the rear outlet. The flow guiding structure includes multiple coaxially arranged sleeve groups. Upper spacer rings and lower spacer rings are arranged sequentially and spaced apart within the sleeve groups, and the height positions of the upper spacer rings and lower spacer rings are staggered to form a continuous folding structure. The upper end of the upper spacer ring is fixedly set on the bottom surface of the upper end plate, and the upper end plate has an annular gap with the inner wall of the shell in the circumferential direction. The lower end of the lower spacer ring is fixedly set on the lower sealing plate.

7. A marine crankcase venting and oil draining device according to claim 6, characterized in that, The bottom of the housing is provided with a liquid holding layer established by the drain section, and the liquid holding layer is formed on the outer periphery of the gas collecting cylinder; the bottom of the lower partition ring is provided with a connecting hole, and the connecting hole forms a communicating vessel between the annular cavities separated by the lower partition ring.

8. A marine crankcase venting and oil draining device according to claim 7, characterized in that, The drainage section forms an overflow pipe on the lower sealing plate, the upper end of the overflow pipe forms an overflow port, the overflow port controls the height of the liquid holding layer, and the height of the overflow pipe extending into the lower sealing plate is adjustable; When the overflow pipe is located at a high point, the overflow port is higher than the connecting hole and lower than the lower end of the upper grid ring, so that the flow guiding structure forms a continuous zigzag structure. When the overflow pipe is at the lowest point, the overflow port falls on the lower sealing plate, allowing the inner and outer connecting holes to form a through bypass with a continuous folding structure.

9. A marine crankcase venting and oil draining device according to claim 6, characterized in that, The shell is also equipped with a cooling structure. The sleeve assembly is a cavity structure that forms a heat exchange cavity. The cooling structure includes an upper water pipe and a lower water pipe. Both the upper water pipe and the lower water pipe are connected to the heat exchange cavity and establish a cooling cycle.

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