Oil-gas separator and engine

Abstract

The utility model provides an oil-gas separator and an engine, an oil-gas separation cavity is formed in the oil-gas separator, and the oil-gas separation cavity is suitable for being communicated with a crankcase; wherein a large-load gas guide flow path is further formed in the oil-gas separator, the oil-gas separator is further provided with a gas flow opening and a gas supplementing opening, the gas supplementing opening is suitable for being communicated with the crankcase, and the large-load gas guide flow path is arranged to be communicated from the gas flow opening to the gas supplementing opening or communicated from the oil-gas separation cavity to the gas flow opening. According to the oil-gas separator disclosed by the embodiment of the utility model, the large-load gas guide flow path is arranged to be communicated from the gas flow port to the gas supply port or communicated from the oil-gas separation cavity to the gas flow port, so that the structure of the oil-gas separator can be simplified, the integration level of the oil-gas separator is improved, and the oil-gas separation cavity and the large-load gas guide flow path are both formed in the oil-gas separator; the arrangement of the oil-gas separator on the engine is facilitated, the arrangement cost is reduced, the operation reliability of the engine can be ensured, the engine performance is improved, the operation stability of a vehicle is ensured, and the use effect is better.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle manufacturing technical field especially, relate to an oil gas separator and have the engine of this oil gas separator. BACKGROUND

[0002] With the development of national economy and the continuous improvement of people's living standards, vehicles are more and more important in life travel, and the stability of vehicle performance when running is a problem that needs to be considered when producing and manufacturing vehicles. The existing vehicle is provided with an engine to provide running power for the vehicle. The engine will produce oil gas when running, in order to ensure the economy of engine operation and improve the emission, the oil droplets in the oil gas need to be separated by the oil gas separator.

[0003] When the engine is running, the oil gas in the crankcase can be transported to the oil gas separator for separation, and the separated gas can be transported back to the combustion chamber for combustion through the gas return pipeline, and the outside can transport gas into the crankcase through the air supplement pipeline to dilute the oil gas in the crankcase, so that the concentration of the oil gas transported to the oil gas separator is low, which can improve the separation effect of the oil gas separator, and the existing oil gas separator gas return pipeline and air supplement pipeline are independent pipelines and connected outside the oil gas separator, which occupies a large space and is limited by the engine boundary, which is difficult to arrange, and there is room for improvement. SUMMARY

[0004] The utility model aims at solving one of the technical problems in the prior art. To this end, the utility model provides an oil gas separator, which is simple in structure, high in integration, easy to arrange, can reduce manufacturing cost, and can ensure the reliability of engine operation, so as to improve the performance of engine and ensure the stability of vehicle operation.

[0005] According to the oil gas separator of the utility model embodiment, the oil gas separation cavity is formed in the oil gas separator, and the oil gas separation cavity is adapted to communicate with the crankcase; wherein, the oil gas separator further forms a large load gas guide flow path, the oil gas separator is further provided with an air flow port and an air supplement port, and the air supplement port is adapted to communicate with the crankcase, and the large load gas guide flow path is set to be communicated from the air flow port to the air supplement port or communicated from the oil gas separation cavity to the air flow port.

[0006] According to the oil-gas separator provided by the embodiment of the utility model, the large-load air guide flow path is set to be communicated from the air flow port to the air supplement port or from the oil-gas separation cavity to the air flow port, so that the oil-gas separation cavity can discharge the separated gas through the large-load air guide flow path, and the crankcase can be supplemented with air through the large-load air guide flow path, the structure of the oil-gas separator can be simplified, the integration of the oil-gas separator can be improved, the oil-gas separation cavity and the large-load air guide flow path are both formed in the oil-gas separator, the oil-gas separator is convenient to arrange on the engine, the setting cost is reduced, the operation reliability of the engine can be ensured, the engine performance is improved, the operation stability of the vehicle is ensured, the use effect is better, and the application range is wider.

[0007] According to the oil-gas separator provided by some embodiments of the utility model, the air supplement port is provided with a one-way air supplement valve, and the one-way air supplement valve is used for one-way communication from the large-load air guide flow path to the crankcase.

[0008] And / or, the oil-gas separator is further provided with a large-load air outlet one-way valve, and the large-load air outlet one-way valve is used for one-way communication from the oil-gas separation cavity to the large-load air guide flow path.

[0009] According to the oil-gas separator provided by some embodiments of the utility model, the air flow port is located at one end of the large-load air guide flow path, and the large-load air outlet one-way valve and the air supplement port are both located at the other end of the large-load air guide flow path.

[0010] According to the oil-gas separator provided by some embodiments of the utility model, at least part of the large-load air guide flow path is configured as a bending part, and at least part of the oil-gas separation cavity is located between the two ends of the large-load air guide flow path.

[0011] Wherein, the air flow guide part is configured as an air flow guide inclined surface, and the included angle between the air flow guide inclined surface and the extension direction of the air flow port is a, and satisfies: 90°≤a≤180°.

[0012] According to the oil-gas separator provided by some embodiments of the utility model, the air flow guide part is configured as an air flow guide inclined surface, and the included angle between the air flow guide inclined surface and the extension direction of the air flow port is a, and satisfies: 90°≤a≤180°.

[0013] According to the oil-gas separator provided by some embodiments of the utility model, the large-load air guide flow path comprises at least one pressure stabilizing section, and the pressure stabilizing section is configured as an arc section.

[0014] According to the oil-gas separator provided by some embodiments of the utility model, the distance between the bottom of the air flow port and the bottom of the large-load air guide flow path is b, the diameter of the air flow port is c, and b≥c is satisfied.

[0015] According to some embodiments of the present invention, the oil-gas separator has an air intake for connecting the oil-gas separator to the crankcase, and at least two oil-gas separation sections are provided in the oil-gas separator, the oil-gas separation sections being located between the air intake and the high-load airflow path.

[0016] According to some embodiments of the present invention, the oil-gas separator further includes a low-load airflow path inside the oil-gas separator, which is used to selectively connect the oil-gas separation chamber to the cylinder head intake pipe.

[0017] This utility model also proposes an engine.

[0018] The engine according to the present invention includes the oil-gas separator described in any of the above embodiments.

[0019] The engine and the oil-gas separator described above have the same advantages over the prior art, which will not be repeated here.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a cross-sectional view of an oil-gas separator according to an embodiment of the present invention. Figure 1 ;

[0023] Figure 2 This is a cross-sectional view of an oil-gas separator according to an embodiment of the present invention. Figure 2 .

[0024] Figure label:

[0025] Oil-gas separator 100,

[0026] Oil-gas separation chamber 1, gas inlet 11, oil-gas separation section 12, gas outlet 2, high-load guiding gas path 3, pressure stabilizing section 31, gas flow guide section 31, one-way gas replenishment valve 33, high-load gas outlet one-way valve 34, low-load guiding gas path 4. Detailed Implementation

[0027] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0028] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0029] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0030] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0031] The following is for reference. Figures 1-2 The oil-gas separator 100 according to the embodiment of the present utility model has a simple structure, high integration, and is easy to arrange. It can reduce manufacturing costs and ensure the reliability of engine operation, thereby improving engine performance and ensuring vehicle operation stability.

[0032] like Figures 1-2As shown, according to an embodiment of the present invention, an oil-gas separator 100 has an oil-gas separation chamber 1 formed therein, which is adapted to communicate with the crankcase. The oil-gas separator 100 also has a high-load airflow path 3, and is further provided with an airflow port 2 and a supplementary airflow port. The supplementary airflow port is adapted to communicate with the crankcase, and the high-load airflow path 3 is configured to either connect the airflow port 2 to the supplementary airflow port or connect the oil-gas separation chamber 1 to the airflow port 2.

[0033] The oil-gas separator 100 is installed above the cylinder head cover, which in turn is installed above the cylinder head. The cylinder head can seal the cylinder from the top of the cylinder block to form a combustion chamber. During engine operation, blow-by gas is generated in the crankcase. This blow-by gas includes gas leaking into the crankcase from the piston rings and cylinder gap, fresh air added to the crankcase, gas entering the crankcase from the vacuum pump, and oil mist formed by splashed engine oil. After being separated by oil-gas separator, the blow-by gas can be mixed with fresh air through the flow channel and then flow back into the cylinder for reaction, ensuring the reliability of engine operation.

[0034] Specifically, the oil-gas separator 100 has an oil-gas separation chamber 1 inside, which can be connected to the crankcase, so that the oil and gas in the crankcase can be transported to the oil-gas separation chamber 1 for oil-gas separation. The separated gas can be transported to the combustion chamber to continue to participate in combustion, thereby reducing pollutant emissions and improving environmental protection. The oil-gas separator 100 also has a high-load airflow path 3 inside, and the oil-gas separator 100 is also provided with an airflow port 2. The high-load airflow path 3 is configured to connect the oil-gas separation chamber 1 to the airflow port 2, that is, the oil-gas separation chamber 1 can be connected to the high-load airflow path 3 to exhaust towards the high-load airflow path 3.

[0035] When the engine is under high load, the flow rate of oil and gas generated in the crankcase is relatively large, resulting in a large amount of oil and gas being delivered to the oil-gas separation chamber 1. At this time, the oil-gas separation chamber 1 can be connected to the high-load airflow path 3. The gas after oil-gas separation in the oil-gas separation chamber 1 can flow into the high-load airflow path 3. The high-load airflow path 3 can be connected to the air filter intake pipe through the high-load ventilation pipe. The air filter intake pipe can be connected to the engine combustion chamber to deliver filtered fresh air into the engine combustion chamber. After the gas after oil-gas separation flows into the high-load airflow path 3, it can flow into the air filter intake pipe through the high-load ventilation pipe, and then flow into the combustion chamber together with the fresh air through the air filter intake pipe to continue to participate in combustion.

[0036] Furthermore, the oil-gas separator 100 is also provided with an air inlet, which can be connected to the crankcase. The high-load airflow path 3 is configured to connect from the airflow port 2 to the air inlet. That is, the high-load airflow path 3 can be connected to the crankcase through the air inlet, and the airflow port 2 and the air inlet are connected through the high-load airflow path 3. The airflow port 2 can be connected to the air filter intake pipe through the high-load ventilation pipe, so that fresh air in the air filter intake pipe can flow to the airflow port 2, and then flow to the air inlet through the high-load airflow path 3, so that it can flow into the crankcase. Thus, the crankcase can be replenished with air through the high-load airflow path 3 to dilute the oil and gas in the crankcase and improve the reliability of the oil-gas separator 100.

[0037] Thus, when the engine is under high load, the oil-gas separation chamber 1 can deliver the separated gas to the high-load airflow path 3, allowing the gas to be delivered to the engine's combustion chamber through the air filter intake pipe. The crankcase can also be replenished with gas through the high-load airflow path 3, thereby eliminating the need for a separate gas replenishment channel, simplifying the structure of the oil-gas separator 100, improving the integration of the oil-gas separator 100, reducing installation costs, and facilitating the placement of the oil-gas separator 100 on the engine. This reduces installation costs, ensures engine reliability, improves engine performance, and guarantees vehicle stability.

[0038] According to the embodiment of the present invention, the oil-gas separator 100 is configured to connect the high-load airflow path 3 from the airflow port 2 to the air supply port or from the oil-gas separation chamber 1 to the airflow port 2. This allows the oil-gas separation chamber 1 to discharge the separated gas through the high-load airflow path 3, and allows the crankcase to be supplied with gas through the high-load airflow path 3. This simplifies the structure of the oil-gas separator 100, improves its integration, and since both the oil-gas separation chamber 1 and the high-load airflow path 3 are formed inside the oil-gas separator 100, it facilitates the arrangement of the oil-gas separator 100 on the engine, reduces installation costs, ensures engine operating reliability, improves engine performance, ensures vehicle operating stability, has better performance, and a wider range of applications.

[0039] In some embodiments, a one-way air supply valve 33 is provided at the air supply port, which is used to unidirectionally guide the air supply port from the high-load airflow path 3 to the crankcase.

[0040] Specifically, fresh air can flow through the high-load airflow path 3 to the air inlet, and then through the air inlet to the crankcase, and as... Figure 1As shown, a one-way air injection valve 33 is provided at the air injection port, and the one-way air injection valve 33 is used to guide the air injection port from the high-load airflow path 3 to the crankcase in one direction. That is, the one-way air injection valve 33 allows the gas to flow only from the high-load airflow path 3 to the crankcase, so as to inject gas into the crankcase through the high-load airflow path 3. This can prevent the blow-by gas in the crankcase that has not undergone oil-gas separation from being directly discharged into the air filter intake pipe through the high-load airflow path 3 and then into the combustion chamber.

[0041] In this way, the blow-by gas in the crankcase can be diluted while ensuring the reliability of engine operation. Furthermore, by replenishing the crankcase with air through the high-load airflow path 3, the number of air replenishment channels can be reduced, thereby improving the integration of the engine and enhancing its lightweight design.

[0042] In some other embodiments, the oil-gas separator 100 is also provided with a high-load outlet check valve 34, which is used to unidirectionally guide the oil-gas separation chamber 1 to the high-load guide flow path 3.

[0043] Specifically, the oil-gas separator 100 is also equipped with a high-load outlet check valve 34. The high-load outlet check valve 34 can be set at the connection between the high-load guide flow path 3 and the oil-gas separation chamber 1. The high-load outlet check valve 34 is set to be unidirectional from the oil-gas separation chamber 1 to the high-load guide flow path 3. This allows the gas in the oil-gas separation chamber 1 that has undergone oil-gas separation to flow through the high-load outlet check valve 34 to the high-load guide flow path 3, and then to the air filter intake pipe. This prevents fresh air from directly flowing into the oil-gas separation chamber 1 through the high-load guide flow path 3, ensuring the oil-gas separation effect and ensuring that the separated gas is discharged from the oil-gas separator 100, thereby improving engine operating efficiency.

[0044] In some embodiments, the air outlet 2 is located at one end of the high-load guiding airflow path 3, and the high-load outlet check valve 34 and the air supply port are both located at the other end of the high-load guiding airflow path 3.

[0045] Specifically, gas can be supplied between the high-load airflow path 3 and the air filter intake pipe through the airflow port 2, and as... Figure 1 As shown, the air outlet 2 is located at one end of the high-load airflow path 3, and the high-load outlet check valve 34 and the air inlet are both located at the other end of the high-load airflow path 3. That is, the gas in the oil-gas separation chamber 1 can flow through the high-load outlet check valve 34 to one end of the high-load airflow path 3 and flow to the other end of the high-load airflow path 3, so as to flow through the air outlet 2 to the air filter intake pipe. The fresh air in the air filter intake pipe can enter the other end of the high-load airflow path 3 through the air outlet 2, so as to flow to one end of the high-load airflow path 3, and then flow to the crankcase through the air inlet located at one end of the high-load airflow path 3.

[0046] In this way, the gas flowing through the high-load airflow path 3 to the air filter intake pipe and the fresh air flowing through the high-load airflow path 3 to the crankcase both need to flow through the complete high-load airflow path 3, so that the gas and fresh air can be stabilized in the high-load airflow path 3, thereby reducing the pressure fluctuation of the gas, which in turn reduces the lubrication and abnormal noise problems caused by excessive pressure fluctuation inside the engine, and ensures the stability of engine operation.

[0047] In some embodiments, at least a portion of the high-load airflow path 3 is configured as a bend, and at least a portion of the oil-gas separation chamber 1 is located between the two ends of the high-load airflow path 3.

[0048] Specifically, at least a portion of the high-load guiding flow path 3 is constructed as a bend, that is, the high-load guiding flow path 3 is constructed as a non-linear flow channel. This allows the gas velocity and direction to be changed when the gas flows in the high-load guiding flow path 3 due to impact with the inner wall surface of the high-load guiding flow path 3, thereby reducing gas pressure fluctuations. Furthermore, since at least a portion of the high-load guiding flow path 3 is constructed as a bend, at least a portion of the oil-gas separation chamber 1 is located between the two ends of the high-load guiding flow path 3, thereby improving the compactness of the internal structure of the oil-gas separator 100, reducing the overall volume of the oil-gas separator 100, and improving weight reduction.

[0049] Among them, an airflow guide section 31 is formed in one end of the high-load airflow path 3, and the airflow at the airflow port 2 is adapted to be guided by the airflow guide section 31 and flow around at least part of the oil-gas separation chamber 1 to the other end of the high-load airflow path 3.

[0050] Specifically, such as Figure 1 As shown, an airflow guide section 31 is formed in one end of the high-load airflow path 3. That is, the airflow guide section 31 is set close to the airflow port 2. The gas in the air filter intake pipe can enter one end of the high-load airflow path 3 through the airflow port 2. The airflow at the airflow port 2 can be guided by the airflow guide section 31 and flow around at least part of the oil-gas separation chamber 1 to the other end of the high-load airflow path 3. This allows the airflow guide section 31 to change the direction and speed of the airflow, and allows the airflow to flow around the outside of the oil-gas separation chamber 1, reducing airflow fluctuations and improving the internal compactness of the oil-gas separator 100, thus ensuring the reliability of the oil-gas separator 100.

[0051] In some embodiments, the airflow guide 31 is configured as an airflow guide slope, and the angle between the airflow guide slope and the extension direction of the airflow port 2 is set as α, which satisfies: 90°≤α≤180°.

[0052] Specifically, the airflow guide 31 is disposed at one end of the high-load airflow path 3, and as shown in the figure. Figure 1As shown, the airflow guide 31 is constructed as a guide slope, that is, the airflow guide 31 is inclined. The included angle between the airflow guide slope and the extension direction of the airflow port 2 is set as α, and satisfies: 90°≤α≤180°. That is, the included angle α between the airflow guide slope and the extension direction of the airflow port 2 can be set to 90°, 100°, 110°, 120°, 130°, 140°, 150°, 160°, 170°, 180°, or other values ​​between 90° and 180°.

[0053] Thus, when the airflow enters one end of the high-load airflow path 3 through the airflow port 2, it can first collide with the airflow guide slope. The airflow guide slope can guide the airflow, thereby changing the direction and speed of the airflow. Moreover, the airflow guide slope is inclined towards the outside of the oil-gas separator 100, so that the airflow guide slope can bypass at least part of the oil-gas separation chamber 1, improving the compactness of the inside of the oil-gas separator 100 and reducing the space occupied by the oil-gas separator 100.

[0054] In some embodiments, the high-load airflow path 3 includes at least one voltage-stabilizing section 31, which is configured as an arc-shaped section.

[0055] Specifically, the high-load airflow path 3 is provided with at least one voltage-stabilizing section 31, that is, the high-load airflow path 3 may be provided with one, two, or three voltage-stabilizing sections 31. In this embodiment, for example... Figure 1 As shown, there are two pressure stabilizing sections 31, which are distributed at intervals along the extension direction of the high-load airflow path 3. When the engine is under high load, the gas after oil-gas separation can flow into the high-load airflow path 3. When flowing along the high-load airflow path 3, it can flow through the two pressure stabilizing sections 31 in sequence, so that the flow direction and velocity of the gas can be adjusted twice to reduce the pressure fluctuation of the gas and ensure the stability of the gas when it flows into the air filter intake pipe.

[0056] Furthermore, the pressure stabilizing section 31 can be constructed as an arc-shaped section, that is, at least part of the high-load airflow path 3 is constructed as an arc-shaped section. When the gas flows to the arc-shaped section, the flow direction and velocity of the gas change to reduce the pressure fluctuation of the gas. This can ensure the stability of the airflow to the air filter intake pipe, thereby reducing problems such as lubrication and abnormal noise caused by excessive pressure fluctuation inside the engine, and ensuring the stability of engine operation.

[0057] In actual setup, the number of pressure stabilizing sections 31 can be adjusted according to the length of the high-load airflow path 3 and the requirements for gas stability. That is, when the length of the high-load airflow path 3 is long or the requirements for gas stability are high, the number of pressure stabilizing sections 31 can be increased; when the length of the high-load airflow path 3 is short or the requirements for gas stability are low, the number of pressure stabilizing sections 31 can be reduced, thus providing high flexibility in setup.

[0058] In addition, the pressure stabilizing section 31 is constructed as an arc-shaped section and protrudes towards the inside of the oil-gas separator 100, thereby reducing the space occupied by the outside of the oil-gas separator 100, reducing the volume of the oil-gas separator 100, improving the integration of the oil-gas separator 100, and facilitating the arrangement of the oil-gas separator 100.

[0059] In some embodiments, the distance between the bottom of the airflow port 2 and the bottom of the high-load airflow path 3 is set as b, and the diameter of the airflow port 2 is set as c, and the following condition is met: b≥c.

[0060] Specifically, one end of the high-load airflow path 3 is provided with an air outlet 2. The gas in the high-load airflow path 3 can flow to the air filter intake pipe through the air outlet 2. At least part of the high-load airflow path 3 is constructed as a bend. The air outlet 2 is connected to the bend. The distance between the bottom of the air outlet 2 and the bottom of the high-load airflow path 3 is set as b. The diameter of the air outlet 2 is set as c, and b≥c is satisfied. Thus, in the horizontal direction, the air outlet 2 is located above the main body of the high-load airflow path 3, so that after the fresh air flows into the high-load airflow path 3 through the air outlet 2, it can flow towards the bottom of the high-load airflow path 3. This can change the flow rate and direction of the airflow to reduce the pressure fluctuation of the gas and ensure the stability of the gas when it flows into the crankcase.

[0061] In some embodiments, the oil-gas separation chamber 1 is provided with an air intake port 11 for communicating the oil-gas separation chamber 1 with the crankcase, and the oil-gas separation chamber 1 is provided with at least two oil-gas separation sections 12, which are located between the air intake port 11 and the high-load airflow path 3.

[0062] Specifically, such as Figure 1 As shown, an air intake 11 is provided in the oil-gas separation chamber 1. The air intake 11 can be connected to the crankcase. The oil and gas in the crankcase can be transported to the oil-gas separation chamber 1 through the air intake 11. A baffle is provided at the air intake 11. When the oil and gas flow to the air intake 11, they can hit the baffle, so that the baffle can perform preliminary separation of oil and gas.

[0063] Furthermore, the oil-gas separation chamber 1 is also provided with at least two oil-gas separation sections 12, that is, the oil-gas separation sections 12 can be configured as two, three, or four, etc. In this embodiment, for example... Figure 1 As shown, there are two oil-gas separation sections 12, which are located between the gas inlet 11 and the high-load guiding flow path 3. The two oil-gas separation sections 12 are distributed separately along the gas flow direction, so that oil and gas can be separated multiple times in the oil-gas separation chamber 1 to ensure the reliability of gas separation.

[0064] In actual setup, the two oil-gas separation sections 12 can be respectively configured as an impact grid and an impact orifice plate. The impact grid is set close to the gas intake port 11, and the impact orifice plate is set away from the gas intake port 11, so that the gas can first flow to the impact grid for coarse separation, and then flow to the impact orifice plate for fine separation, so as to ensure the separation effect and improve the cleanliness of the gas.

[0065] In some embodiments, a low-load airflow path 4 is also formed inside the oil-gas separator 100, which is used to selectively connect the oil-gas separation chamber 1 to the cylinder head intake pipe.

[0066] Specifically, such as Figure 1 As shown, the oil-gas separator 100 also forms a high-load airflow path 3 and a low-load airflow path 4. The oil-gas separation chamber 1 is adapted to selectively connect with the low-load airflow path 4 to exhaust gas towards the low-load airflow path 4. That is, the oil-gas separation chamber 1 can connect with the low-load airflow path 4 to exhaust gas towards the low-load airflow path 4. When the engine is under low load, the oil-gas flow rate generated in the crankcase is less, resulting in less oil-gas being delivered to the oil-gas separation chamber 1. At this time, the oil-gas separation chamber 1 can connect with the low-load airflow path 4, and the gas after oil-gas separation in the oil-gas separation chamber 1 can flow into the low-load airflow path 4.

[0067] Furthermore, the low-load airflow path 4 can be connected to the cylinder head intake passage through the low-load ventilation pipe. The cylinder head intake passage can also be connected to the combustion chamber of the engine. After the gas is separated from the oil, it flows to the low-load airflow path 4 and then to the cylinder head intake passage through the low-load ventilation pipe. It then flows to the combustion chamber through the cylinder head intake passage to continue to participate in combustion, thereby improving environmental protection.

[0068] Furthermore, the oil-gas separator 100 is also equipped with a PCV valve and a low-load exhaust check valve. The PCV valve and the low-load exhaust check valve can be sequentially installed at the connection between the low-load guide flow path 4 and the oil-gas separation chamber 1. The low-load exhaust check valve is configured to conduct unidirectionally from the oil-gas separation chamber 1 to the low-load guide flow path 4, thereby allowing the gas that has undergone oil-gas separation in the oil-gas separation chamber 1 to flow sequentially through the PCV valve and the low-load exhaust check valve into the low-load guide flow path 4. The PCV valve can regulate the pressure of the gas, and the regulated gas can flow through the low-load guide flow path 4 into the cylinder head intake port, which can ensure the oil-gas separation effect and ensure that the separated gas is discharged from the oil-gas separator 100, thereby improving the engine operating efficiency.

[0069] In addition, at least one voltage stabilizing section 31 can also be provided in the low-load airflow path 4, that is, one, two or three voltage stabilizing sections 31 can be provided in the low-load airflow path 4. In this embodiment, for example... Figure 1As shown, a pressure stabilizing section 31 is set as one. When the engine is under low load, the gas after oil-gas separation can flow into the low load guide flow path 4. When flowing along the low load guide flow path 4, it can flow through a pressure stabilizing section 31, so that the flow direction and flow rate of the gas can be adjusted once to reduce the pressure fluctuation of the gas and ensure the stability of the gas when it flows to the cylinder head intake port.

[0070] Furthermore, the pressure stabilizing section 31 can be constructed as an arc-shaped section, that is, at least part of the small-load airflow path 4 is constructed as an arc-shaped section. When the gas flows to the arc-shaped section, the flow direction and velocity of the gas change to reduce the pressure fluctuation of the gas. This can ensure the stability of the airflow to the cylinder head intake port, thereby reducing problems such as lubrication and abnormal noise caused by excessive pressure fluctuation inside the engine, and ensuring the stability of engine operation.

[0071] In actual setup, the number of pressure stabilizing sections 31 can be adjusted according to the length of the low-load gas flow path 4 and the requirements for gas stability. That is, when the length of the low-load gas flow path 4 is long or the requirements for gas stability are high, the number of pressure stabilizing sections 31 can be increased, and when the length of the low-load gas flow path 4 is short or the requirements for gas stability are low, the number of pressure stabilizing sections 31 can be reduced, thus providing high flexibility in setup.

[0072] In addition, the pressure stabilizing section 31 is constructed as an arc-shaped section and protrudes towards the inside of the oil-gas separator 100, thereby reducing the space occupied by the outside of the oil-gas separator 100, reducing the volume of the oil-gas separator 100, improving the integration of the oil-gas separator 100, and facilitating the arrangement of the oil-gas separator 100.

[0073] This utility model also proposes an engine.

[0074] The engine according to the present invention includes the oil-gas separator 100 of any of the above claims.

[0075] According to the engine of this utility model embodiment, by setting the high-load airflow path 3 to connect from the airflow port 2 to the air replenishment port or from the oil-gas separation chamber 1 to the airflow port 2, the oil-gas separation chamber 1 can discharge the separated gas through the high-load airflow path 3, and the crankcase can be replenished with gas through the high-load airflow path 3. This simplifies the structure of the oil-gas separator 100, improves the integration of the oil-gas separator 100, and since both the oil-gas separation chamber 1 and the high-load airflow path 3 are formed inside the oil-gas separator 100, it is convenient to arrange the oil-gas separator 100 on the engine, reduces the installation cost, ensures the reliability of engine operation, improves engine performance, ensures vehicle operation stability, has better use effect, and has a wider range of applications.

[0076] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0077] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An oil-gas separator, characterized in that, The oil-gas separator has an oil-gas separation chamber, which is adapted to communicate with the crankcase. The oil-gas separator also has a high-load airflow path, and the oil-gas separator is also provided with an airflow port and an air supply port. The air supply port is adapted to be connected to the crankcase, and the high-load airflow path is configured to connect from the airflow port to the air supply port or from the oil-gas separation chamber to the airflow port.

2. The oil-gas separator according to claim 1, characterized in that, The air inlet is equipped with a one-way air inlet valve, which is used to unidirectionally guide the air inlet from the high-load airflow path to the crankcase. And / or, the oil-gas separator is further provided with a high-load outlet check valve, which is used to unidirectionally open the oil-gas separation chamber to the high-load guide gas flow path.

3. The oil-gas separator according to claim 2, characterized in that, The air outlet is located at one end of the high-load airflow path, and the high-load outlet check valve and the air supply port are both located at the other end of the high-load airflow path.

4. The oil-gas separator according to claim 3, characterized in that, At least a portion of the high-load airflow path is constructed as a bend, and at least a portion of the oil-gas separation chamber is located between the two ends of the high-load airflow path. Wherein, an airflow guide is formed in one end of the high-load airflow path, and the airflow at the airflow port is adapted to be guided by the airflow guide and flow around at least part of the oil-gas separation chamber to the other end of the high-load airflow path.

5. The oil-gas separator according to claim 4, characterized in that, The airflow guide is constructed as an airflow guide slope, and the angle between the airflow guide slope and the extension direction of the airflow port is set as α, which satisfies: 90°≤α≤180°.

6. The oil-gas separator according to claim 1, characterized in that, The high-load airflow path includes at least one voltage-stabilizing section, which is constructed as an arc-shaped section.

7. The oil-gas separator according to claim 1, characterized in that, The distance between the bottom of the airflow inlet and the bottom of the high-load airflow path is set as b, and the diameter of the airflow inlet is set as c, satisfying that b ≥ c.

8. The oil-gas separator according to claim 1, characterized in that, The oil-gas separation chamber is provided with an air intake for connecting the oil-gas separation chamber to the crankcase. The oil-gas separation chamber is provided with at least two oil-gas separation sections, which are located between the air intake and the high-load airflow path.

9. The oil-gas separator according to claim 1, characterized in that, The oil-gas separator also has a low-load airflow path inside, which is used to selectively connect the oil-gas separation chamber to the cylinder head intake pipe.

10. An engine, characterized in that, The oil-gas separator includes any one of claims 1-9.

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