Ventilation system of crankcase, engine and vehicle

Abstract

The utility model discloses a ventilation system of a crankcase, an engine and a vehicle. The ventilation system of the crankcase comprises the crankcase and a ventilation device, the venturi valve is provided with a first gas inlet, a first gas outlet and a desorption port; the supercharger is provided with a second air inlet and a second air outlet which are communicated with each other, the second air inlet is communicated with the external atmosphere, the second air outlet is communicated with the first air inlet, and the first air outlet is communicated with the second air inlet. Therefore, the first air inlet is communicated with the second air outlet, so that the pressure of the first air inlet is the same as that of the second air outlet, and the first air outlet is communicated with the second air inlet, so that the pressure of the first air outlet is the same as that of the second air inlet, and the supercharger can provide driving pressure for the Venturi valve; therefore, the ventilation system of the crankcase can adjust the pressure in the crankcase more accurately.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a crankcase ventilation system, an engine and a vehicle. Background Art

[0002] In order to ensure that the crankcase in the power system of the engine is in a negative pressure environment, an operating system that generates negative pressure using an evacuation device is generally used. The evacuation device provides a negative pressure operating system for the crankcase ventilation system in the turbocharged engine air system under all operating conditions. If the vehicle does not naturally generate negative pressure (such as negative pressure generated by the intake manifold), a separate negative pressure source is required to operate such a device. For example, in some supercharged engines where the intake manifold pressure is usually higher than the atmospheric pressure, the intake manifold negative pressure can be replaced or increased by the negative pressure from the evacuation device.

[0003] In the prior art, the evacuation device does not have a pressure regulating device, and the flow design of the evacuation device does not take into account the impact of the engine intake volume and the performance of the supercharger. In addition, the prior art cannot accurately meet the negative pressure requirements of the crankcase system, and there are risks such as leakage and environmental pollution. Setting up a separate negative pressure source will cause excessive energy consumption of the vehicle. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a crankcase ventilation system, which can accurately adjust the crankcase pressure.

[0005] Another object of the present invention is to provide an engine.

[0006] Another object of the present invention is to provide a vehicle.

[0007] According to the ventilation system of the crankcase of the embodiment of the utility model, it includes: a crankcase; a Venturi valve, the Venturi valve has a first air inlet, a first air outlet and a desorption port, the desorption port is selectively connected with the air outlet of the crankcase, the first air inlet and the desorption port are both connected with the first air outlet; a supercharger, the supercharger is provided with a second air inlet and a second air outlet which are interconnected, the second air inlet is connected with the external atmosphere, the second air outlet is connected with the first air inlet, and the first air outlet is connected with the second air inlet.

[0008] Therefore, by setting the first air inlet and the second air outlet to be connected, the pressure of the first air inlet can be made the same as the pressure of the second air outlet, and by setting the first air outlet and the second air inlet to be connected, the pressure of the first air outlet can be made the same as the pressure of the second air inlet, so that the supercharger can provide driving pressure for the Venturi valve, thereby allowing the crankcase ventilation system to more accurately adjust the pressure inside the crankcase.

[0009] In some examples of the present invention, the ventilation system of the crankcase also includes a pressure regulating valve, which includes a third air inlet and a third air outlet that are interconnected, the third air inlet is connected to the air outlet of the crankcase, and the third air outlet is selectively connected to the desorption port.

[0010] In some examples of the present invention, the crankcase ventilation system further includes a first one-way valve, and the first one-way valve is connected between the third air outlet and the desorption port.

[0011] In some examples of the present invention, the crankcase ventilation system further includes an oil-gas separator, the oil-gas separator is in communication with the crankcase, and an air outlet of the oil-gas separator is in communication with the third air inlet.

[0012] In some examples of the present invention, the crankcase ventilation system also includes a cylinder head, which is connected between the crankcase and the oil-gas separator, and at least one of the air inlet and the desorption port of the cylinder head is selectively connected to the third air outlet.

[0013] In some examples of the present invention, the crankcase ventilation system further includes a second one-way valve, wherein the second one-way valve is connected between the third air outlet and the air inlet of the cylinder head.

[0014] In some examples of the present invention, the ventilation system of the crankcase further includes a supplementary air flow passage, one end of which is connected to the external air, and the other end of which is connected to the air inlet of the crankcase.

[0015] In some examples of the present invention, the crankcase ventilation system further includes a third one-way valve, and the third one-way valve is connected between the other end of the supplementary air passage and the air intake of the crankcase.

[0016] The engine according to the utility model comprises the ventilation system of the crankcase mentioned above.

[0017] The vehicle according to the utility model comprises the engine described above.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a partial schematic diagram of a power system according to an embodiment of the utility model;

[0021] Figure 2 Schematic diagram of a Venturi valve according to an embodiment of the utility model

[0022] Figure 3 is a schematic diagram of a pressure regulating valve according to an embodiment of the utility model;

[0023] Figure 4 It is a characteristic diagram of the driving pressure-driving flow rate of the Venturi valve according to an embodiment of the utility model;

[0024] Figure 5 is a Venturi valve driving pressure-desorption pressure characteristic diagram according to an embodiment of the utility model;

[0025] Figure 6 is a characteristic diagram of a pressure regulating valve according to an embodiment of the utility model;

[0026] Figure 7 Crankcase pressure distribution diagram of the prior art solution;

[0027] Figure 8 It is a crankcase pressure distribution diagram according to an embodiment of the utility model.

[0028] Reference numerals:

[0029] 1000, engine;

[0030] 100. Ventilation system;

[0031] 1. Crankcase; 101. Oil-gas separator; 102. Cylinder head; 103. Air inlet of crankcase; 104. Cylinder head cover; 105. Intake manifold; 106. Throttle valve;

[0032] 2. Venturi valve; 201. first air inlet; 202. first air outlet; 203. desorption outlet;

[0033] 3. Supercharger; 301. Second air inlet; 302. Second air outlet;

[0034] 4. pressure regulating valve; 401. third air inlet; 402. third air outlet; 403. spring; 404. diaphragm;

[0035] 5. First one-way valve; 6. Second one-way valve;

[0036] 7. air supply channel; 701. third one-way valve;

[0037] 8. Small load ventilation channel;

[0038] 9. Intercooler; 901. Fourth air inlet; 902. Fourth air outlet;

[0039] 10. Air filter; 110. Fifth air inlet; 120. Fifth air outlet. DETAILED DESCRIPTION

[0040] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0041] Reference below Figure 1-Figure 3 A ventilation system 100 of a crankcase 1 according to an embodiment of the present invention is described. The ventilation system 100 of a crankcase 1 of the present invention may be applied to an engine 1000 . The engine 1000 of the present invention may be applied to a vehicle.

[0042] Combination Figure 1 As shown, the ventilation system 100 of the crankcase 1 according to the utility model can mainly include: a crankcase 1, a venturi valve 2 and a supercharger 3, wherein the venturi valve 2 has a first air inlet 201, a first air outlet 202 and a desorption port 203, and the desorption port 203 is selectively connected to the air outlet of the crankcase 1. Specifically, a venturi valve 2 is provided in the ventilation system 100 of the crankcase 1, and the desorption port 203 of the venturi valve 2 is connected to the air outlet of the crankcase 1, so that the gas that jumps into the crankcase 1 can flow into the venturi valve 2 through the air outlet of the crankcase 1 and the desorption port 203, ensuring the normal flow of the airflow, thereby preventing the gas pressure in the crankcase 1 from increasing and ensuring the stability of the negative pressure of the crankcase 1. When the desorption port 203 is connected to the air outlet of the crankcase 1, the pressure of the desorption port 203 is balanced with the pressure of the air outlet of the crankcase 1. In this way, the desorption pressure of the desorption port 203 of the Venturi valve 2 can be used to adjust the pressure at the air outlet of the crankcase 1, thereby adjusting the internal pressure of the crankcase 1.

[0043] In addition, the desorption port 203 is selectively connected to the gas outlet of the crankcase 1, so that the gas outlet of the crankcase 1 and the desorption port 203 can be switched on and off, so that the gas entering the crankcase 1 can selectively flow to the venturi valve 2, and then the regulation of the internal pressure of the crankcase 1 by the venturi valve 2 can be controlled. The gas flowing out of the gas outlet of the crankcase 1 enters the venturi valve 2 through the desorption port 203, and the gas flow rate flowing out through the first gas outlet 202 is the desorption flow rate of the venturi valve 2, and the gas pressure at the desorption port 203 of the venturi valve 2 is the desorption pressure of the venturi valve 2.

[0044] Furthermore, the first air inlet 201 and the desorption port 203 of the venturi valve 2 are both connected to the first air outlet 202, so that after entering the venturi valve 2 through the first air inlet 201 and the desorption port 203, the gas can flow out of the venturi valve 2 through the first air outlet 202. In the venturi valve 2, the pressure of the first air inlet 201 is higher than the pressure of the first air outlet 202, so that a pressure difference can be formed between the first air inlet 201 and the first air outlet 202 of the venturi valve 2, and the pressure difference is the driving pressure of the venturi valve 2, so that the gas can be ensured to flow into the venturi valve 2 from the desorption port 203, and the desorption pressure of the desorption port 203 of the venturi valve 2 can be ensured to be stable, so that the internal pressure of the crankcase 1 can be adjusted by the desorption pressure of the venturi valve 2.

[0045] Further, the supercharger 3 is provided with a second air inlet 301 and a second air outlet 302 which are interconnected, the second air inlet 301 is connected to the external atmosphere, the second air outlet 302 is connected to the first air inlet 201, and the first air outlet 202 is connected to the second air inlet 301. Specifically, the ventilation system 100 of the crankcase 1 in the utility model also borrows the supercharger 3 in the engine 1000, the supercharger 3 has a second air inlet 301 and a second air outlet 302 which are interconnected, the second air inlet 301 is connected to the external atmosphere, the gas in the external atmosphere can enter the supercharger 3 through the second air inlet 301, and then the supercharger 3 pressurizes this part of the gas, and the high-pressure gas after the supercharging is completed flows out of the supercharger 3 through the second air outlet 302, so at both ends of the supercharger 3, the pressure of the second air outlet 302 is higher than the pressure of the second air inlet 301. In addition, the gas pressurized by the supercharger 3 flows out of the supercharger 3 from the second air outlet 302 and then flows to the first air inlet 201, flows into the Venturi valve 2 from the first air inlet 201, and then flows out of the Venturi valve 2 from the first air outlet 202. The gas flow rate is the driving flow rate of the Venturi valve 2.

[0046] Furthermore, in the present invention, the first air inlet 201 of the venturi valve 2 is connected to the second air outlet 302 of the supercharger 3, so that the pressure of the first air inlet 201 of the venturi valve 2 can be the same as the pressure of the second air outlet 302 of the supercharger 3. The first air outlet 202 of the venturi valve 2 is connected to the second air inlet 301 of the supercharger 3, so that the pressure of the first air outlet 202 of the venturi valve 2 can be the same as the pressure of the second air inlet 301 of the supercharger 3. In this way, the pressure difference between the second air inlet 301 and the second air outlet 302 of the supercharger 3 can be used to provide the venturi valve 2 with a more stable and reliable driving pressure, so as to improve the accuracy and reliability of the ventilation system 100 of the crankcase 1 in regulating the negative pressure in the crankcase 1. The driving pressure of the Venturi valve 2 can allow gas to pass through the desorption port 203 to generate the desorption pressure of the Venturi valve 2, so that the desorption port 203 of the Venturi valve 2 is connected to the gas outlet of the crankcase 1, and the pressure in the crankcase 1 can be adjusted by the desorption pressure of the Venturi valve 2.

[0047] The utility model adopts a venturi valve 2 and uses a supercharger 3 to generate a negative pressure source, which can not only save the energy of the engine 1000, but also prevent the engine 1000 from having adverse effects such as excessive energy consumption, engine performance degradation, and worsening fuel consumption, and can also provide a suitable negative pressure source for adjusting the negative pressure of the crankcase 1, which is more conducive to achieving the negative pressure of the crankcase 1. The first air inlet 201 of the venturi valve 2 takes air from between the second air outlet 302 of the supercharger 3 and the intercooler 9, and the air intake position is close to one end of the second air outlet 302, which can make full use of the pressure source to the maximum extent, and the boosting capacity of the supercharger 3 can be improved according to actual needs. The first air outlet 202 of the Venturi valve 2 is connected to the pressure front of the supercharger 3. Under the premise of achieving design reliability, the connection position between the first air outlet 202 and the pressure front of the supercharger 3 can be made as close to the pressure wheel of the supercharger 3 as possible to make full use of the negative pressure source. In this way, the pressure difference between the first air inlet 201 and the first air outlet 202 of the Venturi valve 2 can be increased, the driving pressure of the Venturi valve 2 can be increased, and the negative pressure of the crankcase 1 can be further achieved.

[0048] In an embodiment of the utility model, the desorption port 203 of the venturi valve 2 is integrated with the oil-gas separator 101 on the engine, which can reduce the pipeline development in the ventilation system, prevent gas leakage, and reduce the manufacturing cost of the ventilation system. The first air inlet 201 is connected to the second air outlet 302 through a pipeline, and a quick-connect plug can be used for connection, including but not limited to a SAE quick-connect plug with a diameter of 9.49 mm. The first air outlet 202 is connected to the second air inlet 301 through a pipeline, and a quick-connect plug can be used for connection, including but not limited to a SAE quick-connect plug with a diameter of 15.82 mm, which is conducive to reducing compression, ensuring the driving pressure stability of the venturi valve 2, and improving the anti-icing ability of the ventilation system.

[0049] Combination Figure 1 and Figure 3 As shown, the ventilation system 100 of the crankcase 1 also includes a pressure regulating valve 4, which includes a third air inlet 401 and a third air outlet 402 that are interconnected, the third air inlet 401 is connected to the air outlet of the crankcase 1, and the third air outlet 402 is selectively connected to the desorption port 203. Specifically, a pressure regulating valve 4 is also provided in the ventilation system 100 of the crankcase 1 of the utility model to adjust the negative pressure in the crankcase 1. The pressure regulating valve 4 includes a third air inlet 401 and a third air outlet 402 that are interconnected, so that the gas can flow smoothly between the third air inlet 401 and the third air outlet 402, and the normal operation of the ventilation system 100 of the crankcase 1 can be ensured. The pressure regulating valve 4 also includes a spring 403 and a diaphragm 404, and the pressure of the third air inlet 401 and the third air outlet 402 can be adjusted by using the elastic force of the spring 403 and the diaphragm 404. The third air inlet 401 is connected to the air outlet of the crankcase 1, so that the pressure of the air outlet of the crankcase 1 can be the same as the pressure of the third air inlet 401. The third air outlet 402 is selectively connected to the desorption port 203, so that when the third air outlet 402 is connected to the desorption port 203, the pressure of the desorption port 203 is the same as that of the third air outlet 402. When the third air outlet 402 is not connected to the desorption port 203, the gas will not pass through the desorption port 203, so that the pressure of the third air outlet 402 is not affected by the desorption pressure of the venturi valve 2.

[0050] In this way, when the third air outlet 402 is connected to the desorption port 203, the pressure of the third air outlet 402 is the same as the desorption pressure of the Venturi valve 2. At this time, the desorption flow direction remains unchanged, and the desorption pressure will not change. The pressure of the third air inlet 401 is the same as the internal pressure of the crankcase 1. When the internal pressure of the crankcase 1 changes, the spring 403 and the diaphragm 404 in the pressure regulating valve 4 can change the gas flow between the third air inlet 401 and the third air outlet 402 by telescopic movement, thereby adjusting the pressure of the third air inlet 401, and then the internal pressure of the crankcase 1 can be adjusted.

[0051] In the utility model, the design of the venturi valve 2 and the pressure regulating valve 4 can effectively achieve the crankcase 1 pressure within the design range without causing adverse effects such as large energy loss of the power system, reduced engine performance and worse fuel consumption.

[0052] Combination Figure 1 and Figure 3As shown, the ventilation system 100 of the crankcase 1 also includes a first one-way valve 5, and the first one-way valve 5 is connected between the third air outlet 402 and the desorption port 203. Specifically, the desorption port 203 is provided between the third air outlet 402 of the pressure regulating valve 4 and the desorption port 203 of the venturi valve 2, so that the unidirectionality of the gas flowing from the third air outlet 402 of the pressure regulating valve 4 to the desorption port 203 of the venturi valve 2 can be ensured, and the excessive pressure at the air outlet of the crankcase 1 can be prevented from causing the gas to flow back from the desorption port 203 of the venturi valve 2 to the air outlet of the crankcase 1, thereby ensuring the reliability of the regulation of the internal pressure of the crankcase 1 by the venturi valve 2 in the utility model.

[0053] Combination Figure 1 As shown, the ventilation system 100 of the crankcase 1 also includes an oil-gas separator 101, which is connected to the crankcase 1, and the gas outlet of the oil-gas separator 101 is connected to the third air inlet 401. Specifically, when a small amount of gas in the engine combustion chamber jumps into the crankcase 1, some oil droplets are also injected along with the gas. If the oil-gas mixture in the crankcase 1 directly enters the ventilation system, on the one hand, the oil droplets will emulsify or freeze in a low temperature environment, which will easily cause the ventilation system to be blocked, which will affect the effect of the ventilation system and make it impossible to ensure the negative pressure of the crankcase 1. On the other hand, it will cause an increase in the consumption of engine oil, resulting in an increase in the energy consumption of the vehicle. Therefore, an oil-gas separator 101 is provided in the crankcase 1, and the air outlet of the oil-gas separator 101 is connected to the third air inlet 401, so that the oil and gas flowing into the ventilation system can first pass through the oil-gas separator 101 for oil-gas separation, and the oil droplet content in the separated gas is reduced. Such gas entering the ventilation system can not only ensure the excellent circulation of the ventilation system, but also improve the utilization rate of the engine oil, thereby helping to reduce the fuel consumption of the vehicle.

[0054] Combination Figure 1As shown, the ventilation system 100 of the crankcase 1 also includes a cylinder head 102, which is connected between the crankcase 1 and the oil-gas separator 101, and at least one of the air inlet and the desorption port 203 of the cylinder head 102 is selectively connected to the third air outlet 402. Specifically, the ventilation system 100 of the crankcase 1 includes a small load ventilation channel, which is connected to the third air outlet 402 and the air inlet of the cylinder head 102, so that the gas in the pressure regulating valve 4 can flow back to the combustion chamber of the engine directly through the air inlet of the cylinder head 102. At least one of the desorption port 203 and the air inlet of the cylinder head 102 is selectively connected to the third air outlet 402, so that the engine can selectively use ventilation ducts with different flow paths under different operating conditions, so as to ensure negative pressure in the crankcase 1 under different operating conditions of the engine. In the present invention, the small load ventilation passage is integrated in the cylinder head cover 104 and the interior of the cylinder, which can avoid leakage and also avoid oil emulsification, freezing and other faults in winter or low temperature environment.

[0055] Furthermore, the cylinder head 102 is connected between the crankcase 1 and the oil-gas separator 101. When blow-by occurs in the engine 1000, the blow-by gas in the crankcase 1 can flow through the cylinder head 102 and finally flow into the oil-gas separator 101. This not only ensures that the gas flows out of the crankcase 1 to ensure the stability of the internal pressure of the crankcase 1, but also, after the oil-gas mixture in the crankcase 1 enters the oil-gas separator 101, the gas and oil droplets can be separated. This prevents the oil from affecting the pressure of the ventilation system 100 of the crankcase 1, which is beneficial to improve the accuracy of the crankcase 1 pressure regulation by the ventilation system 100 of the crankcase 1.

[0056] Furthermore, a blow-by gas channel is connected between the air outlet of the crankcase 1 and the air inlet of the oil-gas separator 101, and the blow-by gas channel passes through the cylinder head 102 and the cylinder head cover 104 in sequence, so that the blow-by gas in the crankcase 1 can flow smoothly from the air outlet of the crankcase 1 to the air inlet of the oil-gas separator 101, so as to ensure that the blow-by gas in the crankcase 1 can all flow into the oil-gas separator 101, so as to ensure the working reliability of the oil-gas separator 101 in the ventilation system 100 of the crankcase 1.

[0057] According to the embodiment of the utility model, the third air outlet 402 of the pressure regulating valve 4 is connected to two flow paths, the first flow path is a small load ventilation channel, at this time, the third air outlet 402 is connected to the air inlet of the cylinder head 102, and is disconnected from the desorption port 203, and the gas passes through the pressure regulating valve 4, the small load ventilation channel and the air channel in the cylinder head 102, and finally enters the combustion chamber of the engine. The third air outlet 402 in the second flow path is connected to the desorption port 203, and is disconnected from the air inlet of the cylinder head 102, and the gas flows through the pressure regulating valve 4, the first one-way valve 5, the venturi valve 2 and the supercharger 3, and enters the combustion chamber of the engine after being pressurized by the supercharger 3.

[0058] According to an embodiment of the utility model, an intake manifold 105 is connected between the supercharger 3 and the cylinder head 102 of the engine, and the gas that jumps into the crankcase 1 is sucked into the intake system of the engine through the ventilation system. In the low-speed load area, the crankcase 1 will generate a large negative pressure. This situation will cause a large amount of engine oil to be sucked into the intake system of the engine along with the jump-in gas and participate in the combustion, thereby causing the engine oil to be burned and seriously affecting the engine performance and reliability. The ventilation system 100 of the crankcase 1 of the utility model can adjust the internal pressure of the crankcase 1 according to the pressure regulating valve 4 and the venturi valve 2 to reduce the pressure fluctuation in the crankcase 1 and keep the internal pressure of the crankcase 1 within a reasonable range.

[0059] Furthermore, in the present invention, the preset pressure value of the intake manifold 105 is set to be approximately -5 kPa, and the preset pressure of the intake manifold 105 can be set for different displacements of the engine and different technical solutions. When the relative pressure of the intake manifold 105 does not exceed the preset pressure of the intake manifold 105, the pressure in the crankcase 1 is stable, the third air outlet 402 is connected to the air inlet of the cylinder head 102, and is disconnected from the desorption port 203. The oil-gas mixture that jumps into the crankcase 1 is separated by the oil-gas separator 101, and can directly enter the combustion chamber of the engine through the air passage in the cylinder head 102 through the pressure regulating valve 4.

[0060] When the relative pressure of the intake manifold 105 exceeds the preset pressure of the intake manifold 105 and is negative pressure, the pressure in the crankcase 1 is lower than the preset value, and the third air outlet 402 is connected to the air inlet and the desorption port 203 of the cylinder head 102 at the same time. The oil-gas mixture that rushes into the crankcase 1 is separated by the oil-gas separator 101, and then partially flows into the first flow channel through the pressure regulating valve 4 and directly enters the air channel of the cylinder head 102, and the other part of the gas can pass through the desorption port 203 and the Venturi valve 2 and then flow into the supercharger 3. At this time, the desorption port 203 of the Venturi valve 2 generates a desorption pressure, and the internal pressure of the crankcase 1 can be adjusted by the pressure regulating valve 4 to ensure the stability of the internal pressure of the crankcase 1.

[0061] When the relative pressure of the intake manifold 105 is positive, the pressure in the crankcase 1 is too low, the third air outlet 402 is completely connected with the desorption port 203 and disconnected from the air inlet of the cylinder head 102, and the oil-gas mixture that jumps into the crankcase 1 is separated by the oil-gas separator 101, and then all enters the venturi valve 2 through the pressure regulating valve 4 and the first check valve 5, and then flows to the second air inlet 301 located before the supercharging pressure, at this time, the desorption port 203 of the venturi valve 2 generates desorption pressure, and the pressure regulating valve 4 can be used to adjust the internal pressure of the crankcase 1 to ensure the stability of the internal pressure of the crankcase 1. Further, when all the blow-by gas in the crankcase 1 enters the venturi valve 2 through the first check valve 5, the specific design of the pressure regulating valve 4 and the venturi valve 2 in the utility model can be matched, so that the minimum driving pressure of the venturi valve 2 can be achieved at low engine speed, and the minimum driving pressure of the venturi valve 2 in the utility model is 5kPa.

[0062] Combination Figure 1 As shown, the ventilation system 100 of the crankcase 1 further includes a second one-way valve 6, which is connected between the third air outlet 402 and the air inlet of the cylinder head 102. Specifically, a second one-way valve 6 is further provided between the pressure regulating valve 4 and the air inlet of the cylinder head 102, and the second one-way valve 6 can ensure the one-way flow of gas from the pressure regulating valve 4 to the air inlet of the cylinder head 102, and can ensure the flow reliability in the ventilation system after the gas-oil separation outlet flows out, thereby ensuring the reliability of the ventilation system 100 of the crankcase 1.

[0063] Combination Figure 1 As shown, the ventilation system 100 of the crankcase 1 also includes a supplementary air passage 7, one end of which is connected to the outside air, and the other end is connected to the air inlet 103 of the crankcase 1. Specifically, the air inlet 103 of the crankcase 1 is connected to the outside air, so that after the gas that has entered the crankcase 1 flows out of the crankcase 1, the gas volume in the crankcase 1 is reduced, the internal pressure drops, and the outside air can flow to the air inlet 103 of the crankcase 1 through the supplementary air flow, which can increase the gas volume in the crankcase 1, thereby increasing the internal pressure of the crankcase 1 to ensure the stability of the crankcase 1, and can make the overall airflow of the ventilation system 100 of the crankcase 1 in a better circulation, which is beneficial to improving the service life of the engine oil and the engine.

[0064] Combination Figure 1As shown, the ventilation system 100 of the crankcase 1 further includes a third one-way valve 701, which is connected between the other end of the supplementary flow passage 7 and the air inlet 103 of the crankcase 1. Specifically, the third one-way valve 701 is provided in the supplementary flow passage 7, and the third one-way valve 701 is fixed on the crankcase 1 and is connected to one end of the supplementary flow passage 7, so that the unidirectionality of the air flow in the supplementary flow passage 7 can be limited, and the gas can be ensured to flow from the external atmosphere into the crankcase 1, which can not only ensure the working reliability of the supplementary flow passage 7, but also prevent the crankcase 1 from leaking, and ensure the stability of the internal pressure of the crankcase 1.

[0065] In an embodiment of the utility model, the air inlet 103 of the crankcase 1 is located below the engine, and the oil-gas separator 101 is located above the engine. In this way, the gas inlet and outlet of the crankcase 1 can be arranged at intervals, which is beneficial to the stability of the airflow in the crankcase 1, and further can improve the internal pressure stability of the crankcase 1.

[0066] According to the embodiment of the utility model, the ventilation system 100 of the crankcase 1 can be applied to the engine 1000, so that the ventilation system 100 of the crankcase 1 can generate a suitable negative pressure source by borrowing the supercharger 3 in the power system, which can not only save the energy of the power system, but also enable the ventilation system 100 of the crankcase 1 to provide a suitable negative pressure source for adjusting the internal pressure of the crankcase 1 to ensure the stability of the internal pressure of the crankcase 1. The engine 1000 also includes an intercooler 9 and an air filter 10, and the intercooler 9 has a fourth air inlet 901 and a fourth air outlet 902, the fourth air inlet 901 is connected to the second air outlet 302 of the supercharger 3, and the fourth air outlet 902 is connected to the throttle 106 on the intake manifold 105 to reduce the intake temperature of the engine.

[0067] Furthermore, the air filter 10 has a fifth air inlet 110 and a fifth air outlet 120, the fifth air inlet 110 is connected to the outside atmosphere, and the fifth air outlet 120 is connected to the second air inlet 301 of the supercharger 3, and the outside air enters the engine 1000 through the fifth air inlet 110, and after being filtered by the air filter 10, it flows to the supercharger 3. In the embodiment of the utility model, one end of the supplementary air passage 7 away from the third one-way valve 701 is connected to the fifth air outlet 120, so that the filtered air can enter the crankcase 1, dust and impurities can be prevented from entering the engine combustion chamber, and the normal operation of the engine can be ensured.

[0068] According to other embodiments of the utility model, the first air inlet 201 of the Venturi valve 2 can also be connected to a position between the fourth air outlet 902 and the throttle 106. Because the fourth air inlet 901 is connected to the second air outlet 302, and the fourth air outlet 902 is connected to the fourth air inlet 901, in the embodiments of the utility model, it can also be ensured that the pressure of the first air inlet 201 of the Venturi valve 2 is higher than the pressure of the first air outlet 202, thereby ensuring the driving pressure reliability of the Venturi valve 2.

[0069] Figure 5 This is the driving pressure-desorption pressure characteristic diagram of Venturi valve 2. Figure 5 As shown, under the same driving pressure, the smaller the desorption flow of the venturi valve 2, the smaller the desorption pressure of the desorption port 203, and the easier it is to achieve a negative pressure in the crankcase 1. In the embodiment of the utility model, the desorption flow is the sum of the leakage amount of the engine combustion chamber into the crankcase 1 and the air supply amount of the outside atmosphere. In this way, the desorption pressure of the venturi valve 2 can be reduced by reasonably reducing the engine leakage amount and the outside air supply amount. In addition, the structure of the venturi valve 2 can be changed to reduce the desorption pressure under a certain driving pressure. It should be noted that reducing the desorption pressure while the driving pressure remains unchanged will increase the desorption flow.

[0070] Combination Figure 5 As shown, under the same desorption flow rate, the greater the driving pressure of the venturi valve 2, the smaller the desorption pressure, so the internal pressure of the crankcase 1 can be reduced by increasing the post-compression pressure of the supercharger 3 of the engine under a certain working condition. Through the ventilation system 100 of the crankcase 1 of the utility model, when the crankcase 1 blows through the second flow channel, the supercharger 3 can be specifically designed and matched to achieve a driving pressure of the venturi valve 2 exceeding 5kPA at the lowest engine speed.

[0071] In the embodiment of the present invention, the first air inlet 201 and the air inlet of the throttle valve 106 are both connected to the second air outlet 302 . Figure 4 The driving pressure-driving flow characteristic diagram of Venturi valve 2 is shown in Figure 2. Figure 4 It can be seen that when the driving pressure of the venturi valve 2 is greater, the driving flow rate is greater, and the intake loss after the engine is supercharged is greater. The utility model confirms the calibration of the engine, and the maximum driving flow rate of the venturi valve 2 is set as a part of the maximum intake volume of the engine, and through the reasonable design of the venturi valve 2, the desorption capacity of the venturi valve 2 is maximized, and the desorption pressure can be achieved between -1kPa and -15kPa, thereby ensuring that the venturi valve 2 of the utility model can provide a suitable negative pressure source for the internal pressure of the crankcase 1.

[0072] Figure 6 This is the characteristic diagram of the pressure regulating valve 4. Figure 6As shown, the pressure regulating valve 4 can adjust the outlet pressure from 0 to -80 kPa to 0 to -5 kPa to prevent the risk of leakage and contamination caused by too low internal pressure in the crankcase 1. The desorption pressure at the desorption port 203 of the venturi valve 2 is between -1 kPa and -15 kPa. After the pressure is adjusted by the pressure regulating valve 4 and the pressure loss of the separation structure and pipeline in the oil-gas separator 101 is removed, the pressure of 0 to -5 kPa can be achieved under most engine working conditions. In an embodiment of the utility model, the inner diameters of the first air outlet 202 and the desorption port 203 of the venturi valve 2 can be designed to be as large as possible, so that the pressure at the first air outlet 202 can be reduced as much as possible, and when the boost pressure of the supercharger 3 is small or the pressure loss of the pipeline is large, the negative pressure of the crankcase 1 can still be achieved.

[0073] According to an embodiment of the present invention, an engine 1000 equipped with the ventilation system 100 of the crankcase 1 of the present invention can be applied to a vehicle. Figure 7 Crankcase pressure distribution diagram of the prior art solution, Figure 8 This is the pressure distribution diagram of the crankcase 1 in the utility model, combined with Figure 7 and Figure 8 As shown, the design and arrangement of the Wenchuri valve 2 and the pressure regulating valve 4 of the utility model can greatly reduce the area where the crankcase 1 pressure is positive, and can optimize the positive pressure area in the crankcase 1 pressure distribution diagram to a large extent, thereby making the control program setting of the hybrid vehicle model better, which is beneficial to reducing engine fuel consumption and improving vehicle power retention and NVH performance.

[0074] In the description of the present invention, it needs to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "circumferential", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0075] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0076] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A crankcase ventilation system, It is characterized in that include: Crankcase (1); A venturi valve (2), the venturi valve (2) comprising a first air inlet (201), a first air outlet (202) and a desorption port (203), the desorption port (203) being selectively connected to the air outlet of the crankcase (1), and the first air inlet (201) and the desorption port (203) being both connected to the first air outlet (202); A supercharger (3), wherein the supercharger (3) is provided with a second air inlet (301) and a second air outlet (302) which are connected to each other, wherein the second air inlet (301) is connected to the external atmosphere, the second air outlet (302) is connected to the first air inlet (201), and the first air outlet (202) is connected to the second air inlet (301).

2. The crankcase ventilation system according to claim 1, It is characterized in that It also comprises a pressure regulating valve (4), the pressure regulating valve (4) comprising a third air inlet (401) and a third air outlet (402) which are interconnected, the third air inlet (401) being connected to the air outlet of the crankcase (1), and the third air outlet (402) being selectively connected to the desorption port (203).

3. The crankcase ventilation system according to claim 2, It is characterized in that It also includes a first one-way valve (5), wherein the first one-way valve (5) is connected between the third gas outlet (402) and the desorption port (203).

4. The crankcase ventilation system according to claim 2, It is characterized in that It also comprises an oil-gas separator (101), the oil-gas separator (101) being in communication with the crankcase (1), and the air outlet of the oil-gas separator (101) being in communication with the third air inlet (401).

5. The crankcase ventilation system according to claim 4, It is characterized in that It also includes a cylinder head (102), wherein the cylinder head (102) is connected between the crankcase (1) and the oil-gas separator (101), and at least one of the air inlet and the desorption port (203) of the cylinder head (102) is selectively connected to the third air outlet (402).

6. The crankcase ventilation system according to claim 5, It is characterized in that It also includes a second one-way valve (6), wherein the second one-way valve (6) is connected between the third air outlet (402) and the air inlet of the cylinder head (102).

7. The crankcase ventilation system according to claim 1, It is characterized in that It also comprises a supplementary air passage (7), one end of which is connected to the outside air, and the other end of which is connected to the air inlet (103) of the crankcase (1).

8. The crankcase ventilation system according to claim 7, It is characterized in that It also includes a third one-way valve (701), which is connected between the other end of the supplementary gas flow passage (7) and the air inlet (103) of the crankcase (1).

9. An engine, It is characterized in that include: A ventilation system (100) for a crankcase (1) according to any one of claims 1 to 8.

10. A vehicle, It is characterized in that include: The engine (1000) as claimed in claim 9.

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