Crankcase ventilation system

Abstract

The utility model provides a crankcase ventilation system. The device comprises a blow-by unit, an exhaust unit and a heat exchange unit, the air cylinder assembly communicates with the blow-by unit and the exhaust unit. The heat exchange unit comprises a heat exchanger; the heat exchanger comprises at least two circulation pipelines, at least one circulation pipeline communicates with the blow-by unit, and the two ends of at least the other circulation pipeline are connected to the exhaust unit in parallel through a leading-in pipeline and a leading-out pipeline correspondingly. The heat exchange unit is used for conducting heat exchange on gas in the exhaust unit so that the gas in the exhaust unit can be exhausted at the preset temperature. The heat exchange unit is used for carrying out heat exchange on the gas in the exhaust unit, so that the exhaust unit can always exhaust the gas with the preset temperature; and water vapor icing can be prevented. In addition, the heat exchange unit is connected to the exhaust unit in parallel, and heat exchange heat of the heat exchange unit just comes from the blow-by unit, so that efficient utilization of heat in the blow-by unit is realized, an external heat source is not needed, resources are saved, and occupied space is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to crankcase ventilation systems. Background Technology

[0002] In existing engines, the crankcase ventilation system plays a crucial role in ensuring normal engine operation. However, in low-temperature environments, the air discharged from the ventilation system contains water vapor, which can easily condense into ice in certain parts of the ventilation system.

[0003] When ice accumulates to a certain extent, it can block ventilation ducts or affect the normal operation of related components, thereby reducing engine performance and even causing engine failure.

[0004] Therefore, there is an urgent need for a crankcase ventilation system to address, to some extent, the technical problems existing in the current technology. Utility Model Content

[0005] The purpose of this application is to provide a crankcase ventilation system that can effectively prevent water vapor in exhaust from freezing in low-temperature environments.

[0006] This application provides a crankcase ventilation system; which is connected to the cylinder assembly; the crankcase ventilation system includes a blow-by unit, an exhaust unit, and a heat exchange unit;

[0007] The cylinder assembly is connected to the blow-by unit and the exhaust unit respectively;

[0008] The heat exchange unit includes a heat exchanger; the heat exchanger includes at least two flow pipes, wherein at least one of the flow pipes is connected to the gas leakage unit, and both ends of at least the other flow pipe are connected in parallel to the exhaust unit via an inlet pipe and an outlet pipe, respectively.

[0009] The heat exchange unit is used to exchange heat with the gas in the exhaust unit so that the gas in the exhaust unit is discharged at a preset temperature.

[0010] In the above technical solution, the heat exchange unit further includes a proportional valve;

[0011] The proportional valve is installed in the inlet pipe and is used to control the flow rate from the inlet pipe to the heat exchanger.

[0012] In the above technical solution, the exhaust unit further includes an exhaust pipe, a turbocharger, and a catalytic converter;

[0013] The exhaust end of the cylinder assembly is connected to the exhaust pipe;

[0014] Both the turbocharger and the catalyst are located in the exhaust pipe, and the turbocharger is close to the cylinder assembly.

[0015] In the above technical solution, the two ends of the heat exchanger are further connected in parallel to the turbocharger through the inlet pipe and the outlet pipe, respectively.

[0016] In the above technical solution, the heat exchange unit further includes a temperature sensor and a controller;

[0017] The temperature sensor is disposed in the exhaust pipe and located at one end of the turbocharger near the cylinder assembly. The temperature sensor is used to detect the real-time temperature of the gas in the exhaust pipe.

[0018] The controller is electrically connected to both the temperature sensor and the proportional valve; the controller can control the opening degree of the proportional valve according to the real-time temperature.

[0019] In the above technical solution, the crankcase ventilation system further includes an air intake unit;

[0020] The air supply unit is connected to both the cylinder assembly and the blow-by unit.

[0021] Therefore, the air supply unit can supply air to the crankcase and carry fuel vapor in the crankcase to the cylinder assembly.

[0022] In the above technical solution, the air supply unit further includes an air supply pipeline and an air filter;

[0023] The air filter is connected to the cylinder assembly via the air supply pipe.

[0024] In the above technical solution, the air intake unit further includes an electronic throttle valve;

[0025] The electronic throttle valve is located in the air intake line and is close to the cylinder assembly.

[0026] In the above technical solution, the gas leakage unit further includes a gas leakage main pipeline, a first load condition component, and a second load condition component;

[0027] One end of the blow-by main pipeline is connected to the cylinder assembly, and the other end is connected to the first load condition assembly and the second load condition assembly respectively.

[0028] The end of the first load condition component that is away from the blow-by main pipeline is connected to the cylinder assembly; the end of the second load condition component that is away from the blow-by main pipeline is connected to the air supply pipeline.

[0029] At least one of the flow pipes of the heat exchanger is connected to the main gas leakage pipeline.

[0030] In the above technical solution, the second load condition component further includes a first branch for gas leakage; the first load condition component includes a second branch for gas leakage.

[0031] Compared with the prior art, this application has the following beneficial effects:

[0032] This application provides a crankcase ventilation system; which is connected to the cylinder assembly; the crankcase ventilation system includes a blow-by unit, an exhaust unit, and a heat exchange unit;

[0033] The cylinder assembly is connected to the blow-by unit and the exhaust unit respectively;

[0034] The heat exchange unit includes a heat exchanger; the heat exchanger includes at least two flow pipes, wherein at least one of the flow pipes is connected to the gas leakage unit, and both ends of at least the other flow pipe are connected in parallel to the exhaust unit via an inlet pipe and an outlet pipe, respectively.

[0035] The heat exchange unit is used to exchange heat with the gas in the exhaust unit so that the gas in the exhaust unit is discharged at a preset temperature.

[0036] In summary, this application utilizes a heat exchange unit to exchange heat with the gas within the exhaust unit, ensuring that the exhaust unit consistently discharges gas at a preset temperature. This prevents water vapor from freezing and thus avoids clogging the exhaust pipe. Furthermore, this application incorporates a heat exchange unit connected in parallel to the exhaust unit, and the heat exchanged by this unit originates precisely from the blow-by unit. This efficient utilization of heat within the blow-by unit eliminates the need for an external heat source, saving resources and reducing space requirements. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the high-pressure tank pressure resistance testing device provided in this application.

[0039] Figure reference numerals: 1-Intake manifold; 2-Cylinder head cover; 3-Cylinder head; 4-Exhaust manifold; 5-Turbocharger; 6-First one-way valve; 7-Second one-way valve; 8-Three-way catalytic converter; 9-Exhaust pipe; 10-Intake pipe; 11-Air filter; 12-Heat exchanger; 13-Proportional valve; 14-Oil-air separator; 15-PCV diaphragm valve; 16-Throttle body; 17-Inlet pipe; 18-Outlet pipe; 19-Blow-by main pipe; 20-Blow-by first branch; 21-Blow-by second branch; 22-Air intake pipe. Detailed Implementation

[0040] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0041] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0042] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0043] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0044] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0045] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0046] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0047] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0048] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0049] When the engine is running, the high-pressure combustible mixture and burned gases in the combustion chamber will leak into the crankcase to some extent through the gap between the piston assembly and the cylinder, causing blow-by. Blow-by consists of unburned fuel vapor, water vapor, and exhaust gases, which dilute the engine oil, reduce its performance, and accelerate its oxidation and deterioration. Water vapor condenses in the engine oil, forming sludge and clogging the oil passages; acidic gases in the exhaust mix with the lubrication system, leading to corrosion and accelerated wear of engine parts; blow-by can also cause excessive pressure in the crankcase, damaging the crankcase seal and causing oil leakage. Therefore, to prevent excessive crankcase pressure, extend the service life of the engine oil, reduce wear and corrosion of parts, and prevent engine oil leaks, a crankcase ventilation system is used to alleviate this problem.

[0050] However, in low-temperature environments, the gases discharged from the crankcase ventilation system contain water vapor, which easily condenses into ice in certain parts of the ventilation system. When the ice accumulates to a certain extent, it can block the ventilation ducts or affect the normal operation of related components, thereby reducing engine performance and even potentially causing engine failure. Based on this technical problem, this application develops a crankcase ventilation system, which is described below in conjunction with… Figure 1 This application provides a detailed description of a crankcase ventilation system.

[0051] This application provides a crankcase ventilation system that is connected to a cylinder assembly; specifically, the crankcase ventilation system includes a blow-by unit, an exhaust unit, and a heat exchange unit.

[0052] The cylinder assembly is connected to the blow-by unit. Furthermore, the cylinder assembly consists of an intake manifold 1, a piston assembly, a cylinder (cylinder head cover 2, cylinder head 3), an exhaust manifold 4, etc. When the engine is working, the high-pressure combustible mixture and the burned gas in the combustion chamber will leak into the blow-by unit through the gap between the piston assembly and the cylinder to a greater or lesser extent.

[0053] The cylinder assembly is also connected to the exhaust unit, through which the exhaust gas produced by the engine is discharged.

[0054] The heat exchange unit includes a heat exchanger; the heat exchanger includes at least two flow pipes, at least one of which is connected to the blow-by unit, and at least the other flow pipe is connected in parallel to the exhaust unit via an inlet pipe 17 and an outlet pipe 18, respectively. Further, the heat exchanger is described in detail with two flow pipes, namely a first flow pipe and a second flow pipe. The first flow pipe is connected in series to the blow-by unit. Because the gas in the blow-by unit has a high temperature (the blow-by unit experiences high temperatures in the crankcase due to the intrusion of high-pressure combustible mixture and burned gas from the combustion chamber), a higher temperature gas will flow through the first flow pipe when it is connected in series to the blow-by unit. The two ends of the second flow pipe are connected in parallel to the exhaust unit via an inlet pipe 17 and an outlet pipe 18, respectively.

[0055] In actual operation, during summer or when the ambient temperature is high, there is no issue of condensation on the exhaust unit due to the high outside temperature. In this case, the exhaust gas can be directly discharged through the exhaust unit. However, in winter or when the ambient temperature is low, the exhaust gas is introduced into the second flow pipe through the inlet pipe 17 and undergoes heat exchange with the first flow pipe in the second flow pipe. This heat exchange with the gas flowing through the second flow pipe results in a higher temperature, and the water flows in the form of water vapor. Finally, the gas is discharged through the outlet pipe and the exhaust unit. This effectively prevents the water vapor in the exhaust gas from freezing in low-temperature environments.

[0056] In summary, this application utilizes a heat exchange unit to exchange heat with the gas within the exhaust unit, ensuring that the exhaust unit consistently discharges gas at a preset temperature. This prevents water vapor from freezing and thus avoids clogging the exhaust pipe 9. Furthermore, this application incorporates a heat exchange unit connected in parallel to the exhaust unit, and the heat exchanged by this unit originates precisely from the blow-by unit. This efficient utilization of heat within the blow-by unit eliminates the need for an external heat source, saving resources and reducing space requirements.

[0057] In this embodiment, further, combined with Figure 1 As shown, the heat exchange unit also includes a proportional valve 13; the proportional valve 13 is disposed in the inlet pipe 17, and by adjusting the opening of the proportional valve 13, the flow rate in the second flow pipe of the heat exchanger guided through the inlet pipe 17 can be controlled.

[0058] In this embodiment, further, combined with Figure 1 As shown, the exhaust unit includes an exhaust pipe 9, a turbocharger 5, and a catalytic converter.

[0059] Specifically, the exhaust end of the exhaust manifold 4 of the cylinder assembly is connected to the exhaust pipe 9; the turbocharger 5 and the catalytic converter are both located in the exhaust pipe 9, and the turbocharger 5 is close to the cylinder assembly.

[0060] Furthermore, the turbocharger 5 is essentially an air compressor that increases the intake air volume by compressing air. It utilizes the inertial force of the exhaust gases from the engine to drive a turbine within the turbine housing. The turbine, in turn, drives a coaxial impeller, which compresses the air supplied through the air filter 11 (described below) and forces it into the cylinders. As the engine speed increases, the exhaust gas velocity and turbine speed also increase synchronously. The impeller then compresses more air into the cylinders. The increased air pressure and density allow for the combustion of more fuel. By correspondingly increasing the fuel quantity and adjusting the engine speed, the engine's output power can be increased.

[0061] Furthermore, the catalytic converter is a three-way catalytic converter 8, which can convert harmful gases such as CO emitted from automobile exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction reactions.

[0062] It is worth noting that the turbine in the turbocharger 5 is located in the exhaust pipe 9, and the impeller in the turbocharger 5 is located in the air intake pipe 22 (air intake pipe 22).

[0063] In this embodiment, further, combined with Figure 1 As shown, the two ends of the heat exchanger are connected in parallel to the two ends of the turbine of the turbocharger 5 through the inlet pipe 17 and the outlet pipe 18, respectively.

[0064] In this embodiment, further, combined with Figure 1 As shown, the heat exchange unit also includes a temperature sensor and a controller.

[0065] Specifically, a temperature sensor is installed in the exhaust pipe 9 and located at the end of the turbocharger 5 near the cylinder assembly. The temperature sensor is used to detect the real-time temperature of the gas in the exhaust pipe 9.

[0066] Specifically, the controller is electrically connected to both the temperature sensor and the proportional valve 13; the controller can control the opening degree of the proportional valve 13 according to the real-time temperature.

[0067] Furthermore, in summer or when the ambient temperature is high (i.e., the heat exchange unit does not need to operate), the controller closes the proportional valve 13, preventing exhaust gas from flowing into the heat exchange unit. In winter or when the ambient temperature is very low, the temperature sensor continuously monitors the gas temperature in the exhaust pipe 9. Once the temperature detected by the temperature sensor is lower than the preset temperature (preferably 10℃), the controller opens the proportional valve 13, guiding the exhaust gas into the heat exchange unit for heat exchange with the colder exhaust gas. Additionally, the controller can adjust the opening of the proportional valve 13 based on the difference between the real-time temperature and the preset temperature. If the difference is large, the controller opens the proportional valve 13 more; if the difference is small, the controller opens the proportional valve 13 less.

[0068] In this embodiment, the crankcase ventilation system further includes an air intake unit.

[0069] Specifically, the air intake unit is connected to both the cylinder assembly and the blow-by unit; the air intake unit can supply air to the crankcase and can carry fuel vapor in the crankcase to the cylinder assembly.

[0070] Furthermore, the air supply unit includes an air supply pipe 22 and an air filter; the air filter is connected to the cylinder assembly through the air supply pipe 22. The air filter filters the supplied air to prevent impurities in the air from entering the cylinder.

[0071] Furthermore, the air intake unit also includes an electronic throttle valve 16; the electronic throttle valve 16 is disposed in the air intake line 22 and is close to the cylinder assembly.

[0072] In this embodiment, further, combined with Figure 1 As shown, the gas leakage unit includes a main gas leakage pipeline 19, a first load condition component, and a second load condition component. The second load condition component includes a first gas leakage branch 20; the first load condition component includes a second gas leakage branch 21.

[0073] Specifically, one end of the blow-by main pipeline 19 is connected to the cylinder assembly, and the other end is connected to the first blow-by branch pipeline 20 and the second blow-by branch pipeline 21, respectively. The end of the second blow-by branch pipeline 21 away from the blow-by main pipeline 19 is connected to the cylinder assembly; the end of the first blow-by branch pipeline 20 away from the blow-by main pipeline 19 is connected to the air supply pipeline 22; at least one flow pipe of the heat exchanger is connected to the blow-by main pipeline 19.

[0074] Furthermore, the first load condition component is used under low load conditions, and the second load condition component is used under high load conditions.

[0075] The crankcase ventilation system described above has the following operating modes:

[0076] (1) Injection + Exhaust Mode: Air Filter 11 → Intake Pipe 10 → Turbocharger 5 Compressor End → CAC Intercooler → Intake Manifold 1 → Intake Passage → Combustion Chamber → Exhaust Pipe 9 → Turbocharger 5 Scroll End → Three-Way Catalytic Converter 8 → Exhaust Pipe 9 → Enter Atmosphere.

[0077] (2) Injection + Heat Exchange + Exhaust Mode: Air Filter 11 → Intake Pipe 10 → Turbocharger 5 Compressor End → CAC Intercooler → Intake Manifold 1 → Intake Passage → Combustion Chamber → Exhaust Pipe 9 → Inlet Pipe 17 → Proportional Two-Way Valve → Heat Exchanger 12 → Outlet Pipe 18 → Three-Way Catalytic Converter 8 → Exhaust Pipe 9 → Enter Atmosphere.

[0078] (3) Heat exchange + low load + exhaust mode: Combustion chamber → Piston ring clearance → Cylinder block crankcase → Cylinder head 3 crankcase → Cylinder case pressure sensor → Oil-gas separator 14 → PCV diaphragm valve → Heat exchanger 12 → First one-way valve 6 → Intake pipe 10 → Turbocharger compressor end → CAC → Intake manifold 1 → Intake passage → Combustion chamber → Exhaust pipe 9 → Turbocharger turbine end → Three-way catalytic converter 8 → Exhaust pipe → Enter the atmosphere.

[0079] (4) Heat exchange + high load + exhaust mode: Combustion chamber → Piston ring clearance → Cylinder block crankcase → Cylinder head 3 crankcase → Cylinder case pressure sensor → Oil-gas separator 14 → PCV diaphragm valve 15 → Heat exchanger 12 → Second one-way valve 7 → Intake manifold 1 → Intake passage → Combustion chamber → Exhaust pipe 9 → Turbocharger vortex → Three-way catalytic converter 8 → Exhaust pipe → Enter the atmosphere.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A crankcase ventilation system; which is connected to a cylinder assembly; characterized in that, The crankcase ventilation system includes a blow-by unit, an exhaust unit, and a heat exchange unit; The cylinder assembly is connected to the blow-by unit and the exhaust unit respectively; The heat exchange unit includes a heat exchanger; the heat exchanger includes at least two flow pipes, wherein at least one of the flow pipes is connected to the gas leakage unit, and both ends of at least the other flow pipe are connected in parallel to the exhaust unit via an inlet pipe and an outlet pipe, respectively. The heat exchange unit is used to exchange heat with the gas in the exhaust unit so that the gas in the exhaust unit is discharged at a preset temperature.

2. The crankcase ventilation system according to claim 1, characterized in that, The heat exchange unit also includes a proportional valve; The proportional valve is installed in the inlet pipe and is used to control the flow rate from the inlet pipe to the heat exchanger.

3. The crankcase ventilation system according to claim 2, characterized in that, The exhaust unit includes an exhaust pipe, a turbocharger, and a catalytic converter; The exhaust end of the cylinder assembly is connected to the exhaust pipe; Both the turbocharger and the catalyst are located in the exhaust pipe, and the turbocharger is close to the cylinder assembly.

4. The crankcase ventilation system according to claim 3, characterized in that, Both ends of the heat exchanger are connected in parallel to the turbocharger via the inlet pipe and the outlet pipe, respectively.

5. The crankcase ventilation system according to claim 3, characterized in that, The heat exchange unit also includes a temperature sensor and a controller; The temperature sensor is disposed in the exhaust pipe and located at one end of the turbocharger near the cylinder assembly. The temperature sensor is used to detect the real-time temperature of the gas in the exhaust pipe. The controller is electrically connected to both the temperature sensor and the proportional valve; the controller can control the opening degree of the proportional valve according to the real-time temperature.

6. The crankcase ventilation system according to claim 1, characterized in that, The crankcase ventilation system also includes an air intake unit; The air supply unit is connected to both the cylinder assembly and the blow-by unit. Therefore, the air supply unit can replenish air to the crankcase and carry fuel vapor in the crankcase to the cylinder assembly.

7. The crankcase ventilation system according to claim 6, characterized in that, The air supply unit includes an air supply pipeline and an air filter; The air filter is connected to the cylinder assembly via the air supply pipe.

8. The crankcase ventilation system according to claim 7, characterized in that, The air intake unit also includes an electronic throttle valve; The electronic throttle valve is located in the air intake line and is close to the cylinder assembly.

9. The crankcase ventilation system according to claim 7, characterized in that, The gas leakage unit includes a gas leakage main pipeline, a first load condition component, and a second load condition component; One end of the blow-by main pipeline is connected to the cylinder assembly, and the other end is connected to the first load condition assembly and the second load condition assembly respectively. The end of the first load condition component that is away from the blow-by main pipeline is connected to the cylinder assembly; the end of the second load condition component that is away from the blow-by main pipeline is connected to the air supply pipeline. At least one of the flow pipes of the heat exchanger is connected to the main gas leakage pipeline.

10. The crankcase ventilation system according to claim 9, characterized in that, The second load condition component includes a first branch for gas leakage; the first load condition component includes a second branch for gas leakage.

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