Crankcase ventilation device for engine, hydrogen fuel engine and hydrogen fuel automobile

Abstract

The utility model discloses a crankcase ventilation device for an engine, a hydrogen fuel engine and a hydrogen fuel automobile. The crankcase ventilation device comprises a transmission assembly, a ventilation assembly and a ventilation assembly, the waste gas treatment assembly comprises an oil-gas separation part and a gas suction part, a power element of the gas suction part is in transmission connection with the power output end of the transmission assembly, and a gas suction opening of the gas suction part communicates with a separation cavity of the oil-gas separation part; the oil-gas separation component is provided with an oil outlet and a waste gas inlet, and the oil outlet is communicated with an oil pan of an engine crankcase. In the working process, the device drives the waste gas treatment assembly to act to exhaust waste gas in the crankcase through the crankshaft linkage transmission assembly of the engine, so that the waste gas in the crankcase is not left, and the device has the advantage of being wide in application range and can be applied to the hydrogen fuel engine to ensure the working reliability and safety of the hydrogen fuel engine; the hydrogen fuel engine can also be applied to hydrogen fuel automobiles.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile engines, in particular to a crankcase ventilation device for an engine and a hydrogen fuel engine. The hydrogen fuel engine can be applied to hydrogen fuel vehicles. Background Art

[0002] An engine is a machine that can convert other forms of energy into mechanical energy, including internal combustion engines (reciprocating piston engines), external combustion engines (Stirling engines, steam engines, etc.), jet engines, electric motors, etc. For example, internal combustion engines usually convert chemical energy into mechanical energy. The term engine can be applied to power generation devices, or it can refer to the entire machine that includes the power device (such as automobile engines, aircraft engines, etc.).

[0003] When the engine is working, the high-pressure combustible mixture and burned gas in the combustion chamber will more or less leak into the crankcase through the gap between the piston group and the cylinder, causing blowby. The components of blowby are unburned fuel gas, water vapor and exhaust gas, which will dilute the engine oil, reduce the performance of the engine oil, and accelerate the oxidation and deterioration of the engine oil. When water vapor condenses in the engine oil, it will form sludge and block the oil circuit; the acidic gas in the exhaust gas will mix into the lubrication system, which will cause corrosion of engine parts and accelerate the wear of engine parts, and there is a problem of affecting the durability of the engine; blowby will also make the crankcase pressure too high and destroy the crankcase seal, causing oil leakage and loss.

[0004] In order to prevent the crankcase pressure from being too high, extend the service life of the engine oil, reduce the wear and corrosion of parts, and prevent engine oil leakage, crankcase ventilation must be implemented. In addition, in order to meet increasingly stringent emission requirements and improve economy, the crankcase ventilation system must also be designed during the automobile engine design process.

[0005] The crankcase ventilation device refers to a device that sends the leaked gas in the engine crankcase into the intake system in addition to the engine oil, so that excessive pressure and temperature will not be generated in the crankcase, protecting the lubricating oil, reducing wear and corrosion of parts, and at the same time recovering combustible gas to reduce pollution.

[0006] In order to avoid the above problems, in the prior art, most engines use a passive closed crankcase ventilation system, which means that the negative pressure of the intake system is used to drive and remove the exhaust gas in the crankcase. Taking into account the idle fuel consumption and stability, when the engine intake demand increases, the closed crankcase ventilation system cannot discharge the exhaust gas in time, and the exhaust gas in the crankcase will remain, which will also affect the durability of the engine; for example, the intake demand of hydrogen fuel engines is large. Compared with traditional fuel engines, hydrogen fuel engines are more likely to allow the exhaust gas between the piston and the cylinder to enter the crankcase, and after the hydrogen concentration reaches a certain range, it is very easy to produce the risk of explosion, and the closed crankcase ventilation system in the prior art cannot meet the conditions for the exhaust gas to be discharged in time. Therefore, the closed crankcase ventilation system in the prior art has the problem of a small scope of application.

[0007] For example, Chinese utility model patent CN217440129U discloses a crankcase ventilation system for a supercharged engine. When the engine is working, the air flow rate in the intake pipe is fast, and the pressure of the fresh air decreases after passing through the air filter, resulting in the air pressure in the pipeline after the air filter being lower than the atmospheric pressure. The blow-by gas in the blow-by gas chamber is sucked into the intake pipe on the downstream side of the air filter through the first ventilation pipe. Under various engine working conditions, the blow-by gas amount flowing out of the first ventilation pipe is designed to be greater than the blow-by gas amount generated by the engine. Compared with the air flow rate in the intake pipe, the flow rate of the fresh air in the second ventilation pipe is much slower. Although the air pressure in the second ventilation pipe is slightly lower than the atmospheric pressure, it is higher than the air pressure in the first ventilation pipe. In this way, a pressure difference is generated between the two, and the fresh air will enter the crankcase through the air filter, the second ventilation pipe, and the one-way valve, thereby replacing the blow-by gas in the crankcase. However, when this crankcase ventilation system for a supercharged engine is working, the air in the engine crankcase is discharged by forming a negative pressure between the second ventilation pipe and the first ventilation pipe. With this arrangement, when the amount of blowby gas generated in the engine crankcase is large, even if the diameter of the second ventilation pipe is increased, there is a risk that the exhaust gas cannot be discharged in time due to the excessively fast exhaust gas generation rate. For example, when applied to a hydrogen-powered engine, under the premise of an increased demand for intake volume, a lot of blowby gas will be generated in the engine crankcase. At this time, through this exhaust method with pipeline pressure difference, on the one hand, there is a risk that the blowby gas will be mixed with the fresh gas, and on the other hand, there may be a risk that the blowby gas cavity and the second ventilation pipe will not have time to discharge the blowby gas. Therefore, this crankcase ventilation system for a supercharged engine has the disadvantage of a small scope of application.

[0008] Therefore, the engine crankcase ventilation device in the prior art has the problem of a small application range. Utility Model Content

[0009] The utility model aims to solve the problem that the engine crankcase ventilation device in the prior art has a small application range.

[0010] To solve the above problems, an embodiment of the utility model provides a crankcase ventilation device for an engine, comprising: a transmission assembly, the transmission assembly is arranged on one side of the engine crankshaft, and the power input end of the transmission assembly is drivingly connected to the engine crankshaft; an exhaust gas treatment assembly, the exhaust gas treatment assembly comprises an oil-gas separation component and an air intake component, the oil-gas separation component is fixedly connected to the air intake component, the power element of the air intake component is drivingly connected to the power output end of the transmission assembly, and the air intake port of the air intake component is connected to the separation chamber of the oil-gas separation component; and the oil-gas separation component has an oil outlet and an exhaust gas inlet, the oil outlet is connected to the oil pan of the engine crankcase, and the exhaust gas in the engine crankcase enters the oil-gas separation component through the exhaust gas inlet; the air intake component has an air outlet, and the air outlet is used to be connected to the exhaust gas recirculation system of the engine.

[0011] By adopting the above technical solution, when the crankcase ventilation device for the engine is in use, when the engine crankshaft is linked to the transmission assembly to rotate, the transmission assembly drives the power element of the air intake component to operate, and the exhaust gas in the engine crankcase is sucked from the exhaust gas inlet into the separation chamber of the oil-gas separation component for oil-gas separation, and the oil is recovered from the oil outlet to the oil pan of the engine crankcase, and the exhaust gas is discharged from the outlet. Since the transmission assembly is connected to the engine crankshaft, when the speed of the car increases, the engine crankshaft speed increases, and the oil-liquid mixed exhaust gas in the engine crankcase increases; and the transmission assembly is connected to the engine crankshaft, then the transmission assembly will also obtain a larger power source to drive the power element of the air intake component to operate, and the power element obtains more power, thereby improving the working efficiency of the air intake component.

[0012] Therefore, when the engine crankcase ventilation device is applied to engines of different models, the engine crankshaft linkage transmission assembly can drive the air intake component to discharge the exhaust gas in the crankcase, so that the exhaust gas in the crankcase will not remain, the durability of the engine is better, and it can be used not only for ordinary fuel engines but also for hydrogen fuel engines. Therefore, it has the advantage of a wide range of applications.

[0013] Furthermore, since the oil outlet of the oil-gas separation component is connected to the oil pan of the engine crankcase, the air intake component has an air outlet, which is used to connect to the exhaust gas recirculation system of the engine. Therefore, through this arrangement, the exhaust gas in the engine crankcase can be recycled, reducing the waste of resources.

[0014] In summary, the crankcase ventilation device for the engine has the advantage of a wide range of applications on the one hand, and also has the advantage of saving resources on the other hand.

[0015] According to the engine crankcase ventilation device provided by the embodiment of the utility model, the oil-gas separation component is configured as an active oil-gas separator, and the air intake component is configured as a rotary vane negative pressure pump; wherein the inner cavity of the rotary vane negative pressure pump is connected to the separation chamber through the air intake port.

[0016] By adopting the above technical solution, during use, the engine crankshaft linkage transmission assembly drives the power element on the rotary vane negative pressure pump to operate, so that the rotary vane negative pressure pump sucks the exhaust gas in the engine crankcase from the exhaust gas inlet, and the exhaust gas is separated into oil and gas by the active oil-gas separator, and the oil enters the oil pan from the oil outlet; after the gas is sucked into the inner cavity of the rotary vane negative pressure pump, it is discharged to the engine's exhaust gas recirculation system through the outlet. The oil-gas separation component is set as an active oil-gas separator, and when the exhaust gas enters, the oil and gas separation effect is better. The air intake component is set as a rotary vane negative pressure pump, and the linkage transmission assembly can be driven by the engine crankshaft to output power to the power element in the rotary vane negative pressure pump, so that the rotary vane negative pressure pump has a better effect when inhaling.

[0017] According to the engine crankcase ventilation device provided in the embodiment of the utility model, the inner cavity includes an intake chamber, a compression chamber and an exhaust chamber arranged in sequence, and the intake chamber and the exhaust chamber are connected to each other through the compression chamber; wherein, the power element is arranged in the compression chamber, the intake port is opened in the intake chamber, the intake chamber is connected with the separation chamber through the intake port, and the outlet port is opened in the exhaust chamber and connected to the exhaust gas recirculation system of the engine.

[0018] With the above technical solution, when the crankcase ventilation device for the engine is in use, the power element moves in the compression chamber, thereby forming a negative pressure, sucking the exhaust gas from the exhaust gas inlet, and then performing oil-gas separation in the separation chamber; the exhaust gas enters the intake chamber, and then enters the exhaust chamber through the compression chamber to be discharged. In this process, due to the presence of multiple chambers, the storage capacity of the exhaust gas is large, avoiding the problem of the exhaust gas staying at the exhaust gas inlet.

[0019] According to the engine crankcase ventilation device provided in the embodiment of the utility model, the transmission assembly includes: a camshaft, a first connecting member and a second connecting member, one end of the camshaft is transmission-connected to the engine crankshaft, and the other end is fixedly and detachably connected to one end of the first connecting member, the other end of the first connecting member is detachably connected to one end of the second connecting member, and the other end of the second connecting member is transmission-connected to the power element.

[0020] By adopting the above technical solution, the first connecting member and the camshaft and the second connecting member are fixedly and detachably connected, which facilitates disassembly and installation when repairing the crankcase ventilation device for the engine.

[0021] According to the crankcase ventilation device for an engine provided by an embodiment of the utility model, a threaded hole is provided at the other end of the camshaft, the first connecting member is configured as a connecting bolt, and the second connecting member is configured as a connecting shaft; wherein the connecting bolt is divided into a threaded section and a torque transmission section, the threaded section is adapted to the threaded hole to fixedly connect the camshaft and the connecting bolt, a keyway is provided on the end wall of the torque transmission section close to the connecting shaft, a connecting key adapted to the keyway is protrudingly provided at one end of the connecting shaft, the connecting key is engaged with the keyway to non-rotatably connect the connecting bolt and the connecting shaft, and the other end of the connecting shaft is transmission-connected to the power element.

[0022] By adopting the above technical solution, when installing the crankcase ventilation device for the engine, the threaded section of the connecting bolt extends into the threaded hole so that the connecting bolt is fixedly and detachably connected to the camshaft, and the connecting shaft is key-connected to the torque transmission section through a connecting key. Through this installation method, on the one hand, the crankcase ventilation device for the engine has the advantages of a shorter axial dimension and a smaller occupied space; on the other hand, the key connection makes the torque transmission effect of the transmission component better.

[0023] According to an embodiment of the present utility model, the engine crankcase ventilation device further includes an air supply pipe, one end of which is connected to the air outlet, and the other end of which is connected to the engine air intake.

[0024] By adopting the above technical solution, an air pipe is set up, and the gas exhausted through the air outlet can be discharged to the engine air intake through the air pipe, and the exhaust gas is recycled, which also reduces pollution to the environment.

[0025] According to the engine crankcase ventilation device provided by the embodiment of the utility model, the oil-gas separation component and the air intake component are arranged side by side, and the exhaust gas inlet is opened on the end wall of the oil-gas separation component away from the air intake component.

[0026] By adopting the above technical solution, when the intake component inhales exhaust gas, since the exhaust gas inlet is located on the end wall of the intake component away from the oil-gas separation component, the space around the exhaust gas inlet is larger, and the exhaust gas around the exhaust gas inlet can be quickly sucked into the separation chamber, thereby reducing the residence time of the exhaust gas in the crankcase and achieving a better exhaust gas treatment effect.

[0027] According to the engine crankcase ventilation device provided in the embodiment of the utility model, the air intake component also includes a fixed shell, the oil-gas separation component also includes a mounting shell, and the mounting shell is fixedly connected to the fixed shell; wherein the separation chamber is located in the mounting shell, and the exhaust gas inlet and the oil outlet are both opened on the peripheral side wall of the mounting shell.

[0028] By adopting the above technical solution and arranging the separation chamber in the installation shell, the space utilization rate of the oil-gas separation component can be improved.

[0029] Furthermore, an embodiment of the present utility model also discloses a hydrogen fuel engine, including a crankcase ventilation device for the engine.

[0030] When the above scheme is adopted, since the hydrogen fuel engine has a large intake demand and produces a large amount of exhaust gas when working, and it is very easy to produce the risk of explosion after the hydrogen concentration reaches a certain range. Therefore, when the engine crankcase ventilation device is applied to the hydrogen fuel engine, the hydrogen fuel engine is under high load, the engine crankshaft speed is accelerated, and a large amount of exhaust gas is produced; since the transmission component of the engine crankcase ventilation device is connected to the engine crankshaft transmission, the transmission component will also obtain a larger power source to drive the power element on the intake component to move, the power element obtains more power, and then improves the working efficiency of the intake component, quickly discharges the exhaust gas in the crankcase of the hydrogen fuel engine, and ensures the reliability and safety of the hydrogen fuel engine.

[0031] Furthermore, an embodiment of the present utility model also discloses a hydrogen fuel vehicle, including a hydrogen fuel engine.

[0032] By adopting the above scheme, when the hydrogen fuel engine is applied to a hydrogen fuel vehicle, the risk of explosion due to increased engine exhaust gas volume when the hydrogen fuel vehicle is driving at high speed is avoided; at the same time, the safety performance of the hydrogen fuel vehicle is also improved.

[0033] The beneficial effects of the utility model are:

[0034] The utility model provides a crankcase ventilation device for an engine, a hydrogen fuel engine and a hydrogen fuel vehicle, comprising: a transmission component, the power input end of the transmission component is connected to the engine crankshaft by transmission; an exhaust gas treatment component, the exhaust gas treatment component comprises an oil-gas separation component and an air intake component, the oil-gas separation component is fixedly connected to the air intake component, the power element of the air intake component is connected to the power output end of the transmission component by transmission, and the air intake port of the air intake component is connected to the separation chamber of the oil-gas separation component; the oil-gas separation component has an oil outlet and an exhaust gas inlet, and the oil outlet is connected to the oil pan of the engine crankcase. When working, the device drives the exhaust gas treatment component to move through the engine crankshaft linkage transmission component to discharge the exhaust gas in the crankcase, so that the exhaust gas in the crankcase will not remain, has the advantage of a wide range of applications, and can be applied to hydrogen fuel engines to ensure the reliability and safety of the hydrogen fuel engine, and the hydrogen fuel engine can be applied to hydrogen fuel vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram of the overall structure of a crankcase ventilation device for an engine provided by an embodiment of the utility model;

[0036] Figure 2A schematic diagram of the overall structure of the exhaust gas treatment assembly provided by an embodiment of the utility model;

[0037] Figure 3 A side view and a front view of a connecting bolt in an embodiment provided by the utility model;

[0038] Figure 4 A schematic diagram of the overall structure of a camshaft in an implementation manner provided in an embodiment of the utility model.

[0039] Description of reference numerals:

[0040] 1. Exhaust gas treatment components;

[0041] 10. Oil and gas separation components;

[0042] 100, separation chamber; 101, exhaust gas inlet; 102, oil outlet; 103, active oil-gas separator; 104, mounting housing;

[0043] 11. Air suction components;

[0044] 110, air outlet; 111, rotary vane negative pressure pump; 112, inner cavity; 113, fixed outer shell;

[0045] 2. Transmission components;

[0046] 20. Camshaft;

[0047] 201, threaded hole;

[0048] 21. a first connecting member;

[0049] 210. Connecting bolts;

[0050] 2101, threaded section; 2102, torque transmission section; 2103, keyway;

[0051] 22. a second connecting member;

[0052] 220, connecting shaft;

[0053] 2201. Connect key. DETAILED DESCRIPTION

[0054] When the engine is working, the combustible mixture in the combustion chamber and the exhaust gas after combustion can enter the crankcase through the gap between the piston and the cylinder wall and the gap between the piston ring opening. In addition, when the supercharger is working, some leakage will flow into the crankcase from the intermediate body of the supercharger. Therefore, a crankcase ventilation mechanism is usually set to discharge the exhaust gas in the crankcase in time to prevent the pressure of the crankcase from increasing, avoiding oil leakage and engine damage.

[0055] The crankcase ventilation devices in the prior art are mostly divided into two types: natural ventilation and forced ventilation. The working principle of the forced ventilation crankcase ventilation device is: it is set to automatically adjust the amount of gas in the crankcase that enters the cylinder. When the engine is working, the vacuum degree of the intake pipe acts on the positive crankcase ventilation valve, attracting fresh air from the filter through the air hose into the valve cover, and then into the crankcase through the valve cover hole, and mixes with the gas leaked from the combustion chamber. Finally, under the attraction of the intake manifold, it flows upward through the cylinder head hole, through the valve cover and the PCV valve, enters the intake manifold, and then enters the combustion chamber through the intake valve for combustion. The working principle of the naturally ventilated crankcase is: a ventilation pipe is set on the crankcase, and an air filter is installed on the pipe. When the pressure in the crankcase increases, the gas leaked into the crankcase is discharged through the ventilation pipe.

[0056] When the above two crankcase ventilation devices are used, the exhaust gas is discharged by increasing the pressure in the crankcase or changing the pressure in the intake manifold. When the engine crankshaft speed increases and the amount of exhaust gas generated in the crankcase is large, there is a problem that the exhaust gas cannot be discharged in time. Moreover, when the above two crankcase ventilation devices are applied to an engine with a large amount of exhaust gas, there will also be a problem of residual exhaust gas in the crankcase. Therefore, the prior art has the problem that the application scope of the engine crankcase ventilation device is small.

[0057] In order to solve the above problems, the utility model provides a crankcase ventilation device for an engine, comprising: a transmission component and an exhaust gas treatment component, wherein the power input end of the transmission component is connected to the engine crankshaft by transmission; the exhaust gas treatment component comprises an oil-gas separation component and an air intake component, wherein the oil-gas separation component is fixedly connected to the air intake component, the power element of the air intake component is connected to the power output end of the transmission component by transmission, and the air intake port of the air intake component is connected to the separation chamber of the oil-gas separation component. When the engine is working, since the transmission component is connected to the engine crankshaft by transmission, when the speed of the car increases, the engine crankshaft speed increases, and the oil-liquid mixed exhaust gas in the engine crankcase increases; and since the transmission component is connected to the engine crankshaft by transmission, the transmission component will also obtain a larger power source to drive the power element on the air intake component to move, and the power element obtains more power, thereby improving the working efficiency of the air intake component, so that the exhaust gas in the crankcase will not remain.

[0058] Therefore, when in use, the engine crankcase ventilation device provided by the utility model can automatically adjust the speed of absorbing and treating exhaust gas by the rotation speed of the engine crankshaft, and has the advantage of a wide range of applications.

[0059] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0060] like Figure 1 As shown, the utility model provides a crankcase ventilation device for an engine, comprising: an exhaust gas treatment component 1 and a transmission component 2, the transmission component 2 is arranged on one side of the engine crankshaft, and the power input end of the transmission component 2 is drivingly connected to the engine crankshaft; the exhaust gas treatment component 1 comprises an oil-gas separation component 10 and an air intake component 11, the oil-gas separation component 10 is fixedly connected to the air intake component 11, the power element of the air intake component 11 is drivingly connected to the power output end of the transmission component 2, and the air intake port of the air intake component 11 is communicated with the separation chamber 100 of the oil-gas separation component 10; and the oil-gas separation component 10 has an oil outlet 102 and an exhaust gas inlet 101, the oil outlet 102 is communicated with the oil pan of the engine crankcase, and the exhaust gas in the engine crankcase enters the oil-gas separation component 10 through the exhaust gas inlet 101; the air intake component 11 has an air outlet 110, and the air outlet 110 is used to be connected to the exhaust gas recirculation system of the engine.

[0061] Specifically, the working principle of the engine crankcase ventilation device provided in this embodiment is as follows:

[0062] When the crankcase ventilation device for the engine is in use, the engine crankshaft is linked to the transmission component 2 to rotate, and the transmission component 2 drives the power element of the air intake component 11 to operate, and the exhaust gas in the engine crankcase is sucked into the separation chamber 100 of the oil-gas separation component 10 from the exhaust gas inlet 101 for oil-gas separation, and the oil is recovered from the oil outlet 102 to the oil pan of the engine crankcase, and the exhaust gas is discharged from the outlet 110. Since the transmission component 2 is connected to the engine crankshaft in a driving manner, when the speed of the car increases, the engine crankshaft speed increases, and the oil-liquid mixed exhaust gas in the engine crankcase increases; and since the transmission component 2 is connected to the engine crankshaft in a driving manner, the transmission component 2 will also obtain a larger power source to drive the power element (not shown in the figure) on the air intake component 11 to operate, and the power element obtains more power, thereby improving the working efficiency of the air intake component 11.

[0063] Therefore, when the engine crankcase ventilation device is applied to engines of different models, the engine crankshaft linkage transmission component 2 can drive the exhaust gas treatment component 1 to discharge the exhaust gas in the crankcase, so that the exhaust gas in the crankcase will not remain, and the durability of the engine is better. In addition, the power element of the air intake component 11 can adjust the air intake rate of the air intake component 11 according to the rotation speed of the engine crankshaft, thereby changing the exhaust gas treatment rate of the engine crankcase ventilation device, so that the durability of the engine is better, and it can be used not only for ordinary fuel engines, but also for hydrogen fuel engines. Therefore, the engine crankcase ventilation device has the advantage of a wide range of applications.

[0064] Furthermore, since the oil outlet 102 of the oil-gas separation component 10 is connected to the oil pan of the engine crankcase, the air intake component 11 has an air outlet 110, and the air outlet 110 is used to connect to the exhaust gas recirculation system of the engine. Therefore, through this arrangement, the exhaust gas in the engine crankcase can be recycled and the waste of resources can be reduced.

[0065] In summary, the crankcase ventilation device for the engine has the advantage of a wide range of applications on the one hand, and also has the advantage of saving resources on the other hand.

[0066] Furthermore, the engine crankcase ventilation device can be arranged inside the engine crankcase, and can also be arranged outside the engine crankcase.

[0067] In one embodiment, when the internal space of the engine crankcase is relatively large, the engine crankcase ventilation device is arranged in the engine crankcase, and the power input end of the transmission assembly 2 is drivingly connected to the engine crankshaft.

[0068] In another embodiment, when the internal space of the engine crankcase is small, the engine crankcase ventilation device is arranged outside the engine crankcase, and an exhaust gas outlet and a through port are provided on the engine crankcase, the exhaust gas outlet is connected to the exhaust gas inlet 101, and the power input end of the transmission assembly 2 extends into the engine crankcase through the through port and is connected to the engine crankshaft. In addition, a seal is provided at both the exhaust gas outlet and the through port.

[0069] It should be noted that the components of exhaust gas are: unburned fuel gas, water vapor and oil vapor in the engine crankcase.

[0070] The specific structure and arrangement of the exhaust gas treatment component 1 and the transmission component 2 in the crankcase ventilation device for the engine are further described in detail below:

[0071] like Figure 2 As shown, the exhaust gas treatment component 1 includes an oil-gas separation component 10 and an air intake component 11, wherein the oil-gas separation component 10 can be set to be an active oil-gas separator, a gravity separation type oil-gas separator, a collision coalescence type oil-gas separator and a cyclone separation type oil-gas separator, etc.

[0072] The air suction component 11 can be configured as: a rotary vane negative pressure pump 111, a centrifugal negative pressure pump, a root negative pressure pump, etc.

[0073] It should be noted that the power element may be a rotating blade in the rotary vane negative pressure pump 111 , a guide blade in a centrifugal negative pressure pump, and an impeller in a root negative pressure pump.

[0074] In one embodiment, the oil-gas separation component 10 is configured as an active oil-gas separator 103, and the air intake component 11 is configured as a rotary vane negative pressure pump 111; wherein the inner cavity 112 of the rotary vane negative pressure pump 111 is connected to the separation chamber 100 of the active oil-gas separator 103 through the air intake port.

[0075] Specifically, the rotary blades on the rotary vane negative pressure pump 111 are driven to rotate by the engine crankshaft linkage transmission component 2, so that the rotary vane negative pressure pump 111 sucks the exhaust gas in the engine crankcase from the exhaust gas inlet 101, and the exhaust gas is separated from the oil and gas by the separation chamber 100 of the active oil-gas separator 103, and the oil enters the oil pan from the oil outlet 102; the gas is sucked into the inner cavity 112 of the rotary vane negative pressure pump 111, and then discharged to the exhaust gas recirculation system of the engine through the outlet 110. The oil-gas separation component 10 is set as the active oil-gas separator 103, and when the exhaust gas enters, the separation effect of oil and gas is better. The air intake component 11 is set as the rotary vane negative pressure pump 111, and the power can be output to the rotary blades in the rotary vane negative pressure pump 111 through the engine crankshaft linkage transmission component 2. Furthermore, the rotating blades can adjust the suction rate of the rotary vane negative pressure pump 111 according to the rotation speed of the engine crankshaft, thereby changing the exhaust gas treatment rate of the crankcase ventilation device for the engine, resulting in better suction effect and a wider range of applications.

[0076] More specifically, the rotating blades of the rotary vane negative pressure pump 111 do not need to be driven by a motor, and the rotating blades of the rotary vane negative pressure pump 111 can be driven by the engine crankshaft linkage transmission assembly 2 to rotate and inhale air. Therefore, the engine crankcase ventilation device also has the advantage of cost saving.

[0077] Furthermore, in this embodiment, the inner cavity 112 of the rotary vane negative pressure pump 111 includes an intake chamber, a compression chamber (not shown in the figure) and an exhaust chamber (not shown in the figure) arranged in sequence, and the intake chamber and the exhaust chamber are connected to each other through the compression chamber; wherein, the rotary blade is arranged in the compression chamber, the intake port is opened in the intake chamber, the intake chamber (not shown in the figure) is connected with the separation chamber 100 through the intake port, and the outlet port 110 is opened in the exhaust chamber and connected to the exhaust gas recirculation system of the engine.

[0078] Specifically, when the crankcase ventilation device for the engine is in use, the rotating blades rotate in the compression chamber, thereby forming a negative pressure, sucking the exhaust gas from the exhaust gas inlet 101, and then performing oil-gas separation in the separation chamber 100; the exhaust gas enters the intake chamber, and then enters the exhaust chamber through the compression chamber to be discharged. In this process, due to the presence of multiple chambers, the storage capacity of the exhaust gas is large, avoiding the problem of the exhaust gas staying at the exhaust gas inlet 101.

[0079] In another embodiment, the oil-gas separation component 10 is configured as a cyclone separation type oil-gas separator, and the air intake component 11 is configured as a centrifugal negative pressure pump; wherein the inner cavity of the centrifugal negative pressure pump is connected to the separation chamber 100 of the cyclone separation type oil-gas separator through the air intake port.

[0080] In another embodiment, the oil-gas separation component 10 is configured as a collision-coalescing type oil-gas separator, and the air intake component 11 is configured as a rotary vane negative pressure pump 111; wherein the inner cavity 112 of the rotary vane negative pressure pump 111 is connected to the separation chamber 100 of the collision-coalescing type oil-gas separator through the air intake port.

[0081] like Figures 1 to 4 As shown, the transmission assembly 2 includes: a camshaft 20, a first connecting member 21 and a second connecting member 22. One end of the camshaft 20 is connected to the engine crankshaft in a transmission manner, and the other end is fixedly and detachably connected to one end of the first connecting member 21. The other end of the first connecting member 21 is detachably connected to one end of the second connecting member 22, and the other end of the second connecting member 22 is connected to the power element in a transmission manner. The first connecting member 21 is fixedly and detachably connected to the camshaft 20 and the second connecting member 22, so that the engine crankcase ventilation device is easy to disassemble and install when the engine crankcase ventilation device is repaired.

[0082] In one embodiment, a threaded hole 201 is provided at the other end of the camshaft 20, the first connecting member 21 is configured as a connecting bolt 210, and the second connecting member 22 is configured as a connecting shaft 220; wherein the connecting bolt 210 is divided into a threaded section 2101 and a torque transmission section 2102, the threaded section 2101 is adapted to the threaded hole 201 to fixedly connect the camshaft 20 and the connecting bolt 210, a keyway 2103 is provided on the end wall of the torque transmission section 2102 close to the connecting shaft 220, a connecting key 2201 adapted to the keyway 2103 is protrudingly provided at one end of the connecting shaft 220, the connecting key 2201 is engaged with the keyway 2103 to non-rotatably connect the connecting bolt 210 and the connecting shaft 220, and the other end of the connecting shaft 220 is transmission-connected to the power element.

[0083] Specifically, when installing the engine crankcase ventilation device, the threaded section 2101 of the connecting bolt 210 extends into the threaded hole 201 so that the connecting bolt 210 is fixedly and detachably connected to the camshaft 20, and the connecting shaft 220 is key-connected to the torque transmission section 2102 via the connecting key 2201. Through this installation method, on the one hand, the engine crankcase ventilation device has the advantages of a shorter axial dimension and a smaller occupied space; on the other hand, the key connection makes the torque transmission effect of the transmission assembly 2 better.

[0084] In another embodiment, a rivet hole is provided at the other end of the camshaft 20, the first connecting member 21 is configured as a rivet, and the second connecting member is configured as a transmission rod; wherein the rivet is divided into a connecting section and a torque transmission section, and the connecting section is adapted to the rivet hole to fixedly connect the camshaft 20 and the rivet; a threaded connecting hole is provided on the end wall of the torque transmission section close to the transmission rod, one end of the transmission rod is provided with an external thread, and the end of the transmission rod with the external thread is extended into the connecting hole to non-rotatably connect the rivet and the transmission rod together, and the other end of the transmission rod is transmission-connected to the power element.

[0085] It should be noted that the camshaft 20 is driven by the timing belt or timing chain of the engine, and the timing belt or timing chain is driven by the engine crankshaft timing gear. That is, the camshaft 20 is an inherent component in the engine, which is used to control the opening and closing of the valve.

[0086] Furthermore, the installation relationship between the oil-gas separation component 10 and the air intake component 11 in the exhaust gas treatment component 1 is further explained below.

[0087] In the embodiment disclosed in the utility model, the air intake component 11 further includes a fixed housing 113, and the oil-gas separation component 10 further includes a mounting housing 104, and the mounting housing 104 is fixedly connected to the fixed housing 113; wherein the separation chamber 100 is located in the mounting housing 104, and the exhaust gas inlet 101 and the oil outlet 102 are both provided on the peripheral side wall of the mounting housing 104. The separation chamber 100 is arranged in the mounting housing 104, which can improve the space utilization rate of the oil-gas separation component 10.

[0088] It should be noted that the exhaust gas inlet 101 and the oil outlet 102 are both communicated with the separation chamber 100 .

[0089] Specifically, the fixed connection method can be bolt connection, rivet connection, welding, etc.

[0090] In one embodiment, threaded holes are provided in both the mounting housing 104 and the fixing housing 113. Bolts pass through the threaded holes to achieve fixed connection between the mounting housing 104 and the fixing housing 113.

[0091] In another embodiment, the mounting housing 104 and the fixing housing 113 are welded to each other.

[0092] Furthermore, in the embodiment disclosed in the utility model, the engine crankcase ventilation device further includes an air delivery pipe (not shown in the figure), one end of which is connected to the air outlet 110, and the other end is connected to the engine air intake. By providing the air delivery pipe, the gas exhausted through the air outlet 110 can be exhausted to the engine air intake through the air delivery pipe, and the exhaust gas can be recycled, thereby reducing pollution to the environment.

[0093] Furthermore, if Figure 1 As shown, in the embodiment disclosed in the present utility model, the oil-gas separation component 10 and the air intake component 11 are arranged side by side, and the exhaust gas inlet 101 is opened on the end wall of the oil-gas separation component 10 away from the air intake component 11 .

[0094] Specifically, when the intake component 11 inhales exhaust gas, since the exhaust gas inlet 101 is located on the end wall of the intake component 11 away from the oil-gas separation component 10, the space around the exhaust gas inlet 101 is larger, and the exhaust gas around the exhaust gas inlet 101 can be quickly inhaled into the separation chamber 100, thereby reducing the residence time of the exhaust gas in the crankcase and improving the exhaust gas treatment effect.

[0095] The utility model also provides a hydrogen fuel engine, comprising a crankcase ventilation device for the engine.

[0096] Specifically, since the hydrogen fuel engine has a large intake demand and produces a large amount of exhaust gas when it is working, and it is very easy to have the risk of explosion after the hydrogen concentration reaches a certain range. Therefore, when the engine crankcase ventilation device is applied to the hydrogen fuel engine, the hydrogen fuel engine is under high load, the engine crankshaft speed is accelerated, and a large amount of exhaust gas is produced; since the transmission component 2 of the engine crankcase ventilation device is connected to the engine crankshaft transmission, the transmission component 2 will also obtain a larger power source to drive the power element on the intake component 11 to operate, and the power element obtains more power, thereby improving the working efficiency of the intake component 11, and quickly discharges the exhaust gas in the crankcase of the hydrogen fuel engine, ensuring the reliability and safety of the operation of the hydrogen fuel engine.

[0097] The utility model also provides a hydrogen fuel vehicle, comprising a hydrogen fuel engine.

[0098] Specifically, when the hydrogen fuel engine is applied to a hydrogen fuel vehicle, it avoids the risk of an increase in engine exhaust gas when the hydrogen fuel vehicle is running at high speed, and the risk of explosion is very likely to occur after the hydrogen concentration reaches a certain range; at the same time, it improves the safety performance of the hydrogen fuel vehicle.

[0099] The above is an explanation of the implementation mode of the present invention by specific specific embodiments. Those skilled in the art can easily understand other advantages and functions of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation mode. On the contrary, the purpose of introducing the utility model in conjunction with the implementation mode is to cover other options or modifications that may be extended based on the claims of the present utility model. In order to provide a deep understanding of the present utility model, the above description will include many specific details. The present utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the present utility model and the features in the embodiments can be combined with each other.

[0100] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0101] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0102] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0103] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

Claims

1. A crankcase ventilation device for an engine, characterized in that: include: A transmission assembly, wherein the transmission assembly is disposed on one side of the engine crankshaft, and a power input end of the transmission assembly is drivingly connected to the engine crankshaft; An exhaust gas treatment component, the exhaust gas treatment component comprises an oil-gas separation component and an air intake component, the oil-gas separation component is fixedly connected to the air intake component, a power element of the air intake component is transmission-connected to a power output end of the transmission component, and an air intake port of the air intake component is in communication with a separation chamber of the oil-gas separation component; and The oil-gas separation component has an oil outlet and an exhaust gas inlet, the oil outlet is connected to the oil pan of the engine crankcase, and the exhaust gas in the engine crankcase enters the oil-gas separation component through the exhaust gas inlet; the air intake component has an air outlet, and the air outlet is used to connect to the exhaust gas recirculation system of the engine.

2. The engine crankcase ventilation device according to claim 1, characterized in that: The oil-gas separation component is configured as an active oil-gas separator, and the air suction component is configured as a rotary vane negative pressure pump; wherein, The inner cavity of the rotary vane negative pressure pump is communicated with the separation chamber through the air suction port.

3. The engine crankcase ventilation device according to claim 2, characterized in that: The inner cavity comprises an air suction cavity, a compression cavity and an exhaust cavity arranged in sequence, and the air suction cavity and the exhaust cavity are connected to each other through the compression cavity; wherein, The power element is arranged in the compression chamber, the air intake port is opened in the air intake chamber, the air intake chamber is connected with the separation chamber through the air intake port, and the air outlet is opened in the exhaust chamber and connected with the exhaust gas recirculation system of the engine.

4. The engine crankcase ventilation device according to claim 1, characterized in that: The transmission assembly includes: a camshaft, a first connecting member and a second connecting member, one end of the camshaft is drivingly connected to the engine crankshaft, and the other end is fixedly and detachably connected to one end of the first connecting member, the other end of the first connecting member is detachably connected to one end of the second connecting member, and the other end of the second connecting member is drivingly connected to the power element.

5. The engine crankcase ventilation device according to claim 4, characterized in that: The other end of the camshaft is provided with a threaded hole, the first connecting member is provided as a connecting bolt, and the second connecting member is provided as a connecting shaft; wherein, The connecting bolt is divided into a threaded section and a torque transmission section. The threaded section is adapted to the threaded hole to fixedly connect the camshaft and the connecting bolt. A keyway is provided on the end wall of the torque transmission section close to the connecting shaft. A connecting key adapted to the keyway is protruding from one end of the connecting shaft. The connecting key is engaged with the keyway to non-rotatably connect the connecting bolt and the connecting shaft. The other end of the connecting shaft is transmission-connected to the power element.

6. The engine crankcase ventilation device according to claim 1, characterized in that: The crankcase ventilation device also includes an air delivery pipe, one end of which is connected to the air outlet, and the other end of which is connected to the engine air intake.

7. The engine crankcase ventilation device according to claim 1, characterized in that: The oil-gas separation component and the air intake component are arranged side by side, and the exhaust gas inlet is opened on the end wall of the oil-gas separation component away from the air intake component.

8. The engine crankcase ventilation device according to claim 7, characterized in that: The air intake component further includes a fixed shell, and the oil-gas separation component further includes a mounting shell, and the mounting shell is fixedly connected to the fixed shell; wherein, The separation chamber is located in the installation shell, and the exhaust gas inlet and the oil outlet are both opened on the peripheral side wall of the installation shell.

9. A hydrogen fuel engine, characterized in that: The invention comprises a crankcase ventilation device for an engine as claimed in any one of claims 1 to 8.

10. A hydrogen fuel vehicle, characterized in that: Comprising the hydrogen fuel engine as claimed in claim 9.

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