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; a large-load gas guide flow path and a small-load gas guide flow path are further formed in the oil-gas separator, the large-load gas guide flow path is suitable for being communicated with an air filter gas inlet pipeline, the small-load gas guide flow path is suitable for being communicated with a cylinder cover gas inlet channel, and the oil-gas separation cavity is suitable for being selectively communicated with the large-load gas guide flow path or the small-load gas guide flow path. The large-load gas guide flow path and the small-load gas guide flow path are located on the two sides of the oil-gas separation cavity respectively. According to the oil-gas separator, the large-load gas guide flow path and the small-load gas guide flow path are both arranged in the oil-gas separator, the structure can be simplified, the integration degree is improved, arrangement is convenient, the arrangement cost is reduced, the running reliability of an engine can be guaranteed, the performance of the engine is improved, and the running stability of a vehicle is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, and in particular to an oil-gas separator and an engine having the oil-gas separator. Background Technology

[0002] With the development of the national economy and the continuous improvement of people's living standards, vehicles are becoming increasingly important in daily life and travel. The stability of vehicle performance during operation is a key consideration in vehicle manufacturing. All existing vehicles are equipped with engines to provide power. Engine operation produces oil vapor; to ensure engine efficiency and improve emissions, oil droplets in the oil vapor must be separated using an oil-gas separator.

[0003] When the engine is under different operating conditions, the flow rate of oil and gas and the amount of oil droplets produced are different. In order to ensure the normal operation of the engine under different operating conditions, the oil-gas separator can be set with different pipelines for different operating conditions. However, the existing oil-gas separator pipelines are connected to the outside of the oil-gas separator, occupying a lot of space and being limited by the engine boundary, making the layout difficult and leaving room for improvement. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an oil-gas separator with a simple structure, high integration, and easy layout, which can reduce manufacturing costs and ensure engine reliability, thereby improving engine performance and ensuring vehicle operational stability.

[0005] According to an embodiment of the present invention, an oil-gas separator is formed within the oil-gas separator, the oil-gas separator being adapted to communicate with a crankcase; wherein, a high-load airflow path and a low-load airflow path are also formed within the oil-gas separator, the high-load airflow path being adapted to communicate with an air filter intake pipe, the low-load airflow path being adapted to communicate with a cylinder head intake manifold, and the oil-gas separator being adapted to selectively communicate with either the high-load airflow path or the low-load airflow path to exhaust towards either the high-load airflow path or the low-load airflow path, the high-load airflow path and the low-load airflow path being located on opposite sides of the oil-gas separator.

[0006] According to the embodiments of the present invention, the oil-gas separator is constructed by incorporating both a high-load and a low-load airflow path within the oil-gas separator, with the high-load and low-load airflow paths positioned on opposite sides of the oil-gas separation chamber. This simplifies the structure of the oil-gas separator, improves its integration, facilitates its placement on the engine, reduces installation costs, and allows the oil-gas separator to deliver separated gas through the high-load airflow path when the engine is under high load, and through the low-load airflow path when the engine is under low load. This ensures engine reliability, improves engine performance, guarantees vehicle stability, and provides better performance with a wider range of applications.

[0007] According to some embodiments of the present invention, the oil-gas separator with high load and low load both extend along the length of the oil-gas separator.

[0008] According to some embodiments of the present invention, in the oil-gas separator, the airflow direction in the oil-gas separation chamber is opposite to the airflow direction in the high-load guiding airflow path;

[0009] And / or, the airflow direction in the oil-gas separation chamber is opposite to the airflow direction in the low-load guiding airflow path.

[0010] According to some embodiments of the present invention, at least one of the high-load airflow path and the low-load airflow path includes a pressure-stabilizing section, which is constructed as an arc-shaped section.

[0011] According to some embodiments of the present invention, the oil-gas separator of the high-load airflow path includes at least one first pressure-stabilizing section, wherein the first pressure-stabilizing section is configured to protrude toward the low-load airflow path.

[0012] And / or, the low-load airflow path includes at least one second voltage-stabilizing section, the second voltage-stabilizing section being configured to protrude toward the high-load airflow path.

[0013] According to some embodiments of the present invention, the oil-gas separator is further provided with an air inlet and an air supply inlet, and the air supply inlet is adapted to be connected to the crankcase, the air inlet is adapted to be connected to the air filter intake pipe, and the high-load airflow path is configured to be connected from the air inlet to the air supply inlet or from the oil-gas separation chamber to the air inlet.

[0014] According to some embodiments of the present invention, the oil-gas separator is provided with a one-way air supply valve at the air supply port, and the one-way air supply valve is used to unidirectionally guide the air supply port from the high-load airflow path to the crankcase.

[0015] 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.

[0016] According to some embodiments of the present invention, 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, and the following condition is satisfied: b≥c.

[0017] 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.

[0018] This utility model also proposes an engine.

[0019] The engine according to an embodiment of the present invention includes the oil-gas separator described in any of the above claims.

[0020] The engine and the oil-gas separator described above have the same advantages over the prior art, which will not be repeated here.

[0021] 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

[0022] 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:

[0023] Figure 1 This is a cross-sectional view of an oil-gas separator according to an embodiment of the present invention. Figure 1 ;

[0024] Figure 2 This is a cross-sectional view of an oil-gas separator according to an embodiment of the present invention. Figure 2 ;

[0025] Figure 3 This is a partial structural schematic diagram of an oil-gas separator according to an embodiment of the present utility model.

[0026] Figure label:

[0027] Oil-gas separator 100,

[0028] Oil-gas separation chamber 1, gas inlet 11, oil-gas separation section 12, gas inlet 2, high-load guiding gas flow path 3, first pressure stabilizing section 31, high-load gas outlet check valve 32, one-way gas replenishment valve 33, low-load guiding gas flow path 4, low-load gas outlet check valve 41, second pressure stabilizing section 42, PCV valve 5. Detailed Implementation

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] The following is for reference. Figures 1-3 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.

[0034] like Figures 1-3 As 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 a low-load airflow path 4. The high-load airflow path 3 is adapted to communicate with the air filter intake pipe, and the low-load airflow path 4 is adapted to communicate with the cylinder head intake manifold. The oil-gas separation chamber 1 is adapted to selectively communicate with either the high-load airflow path 3 or the low-load airflow path 4 to exhaust gas towards either the high-load airflow path 3 or the low-load airflow path 4. The high-load airflow path 3 and the low-load airflow path 4 are located on opposite sides of the oil-gas separation chamber 1.

[0035] 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.

[0036] 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 and a low-load airflow path 4. The oil-gas separation chamber 1 is suitable for selectively connecting with the high-load airflow path 3 or the low-load airflow path 4 to exhaust towards the high-load airflow path 3 or the low-load airflow path 4. That is, the oil-gas separation chamber 1 can be connected with the high-load airflow path 3 to exhaust towards the high-load airflow path 3, or the oil-gas separation chamber 1 can be connected with the low-load airflow path 4 to exhaust towards the low-load airflow path 4.

[0037] 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, and the gas after oil-gas separation in the oil-gas separation chamber 1 can flow into the high-load airflow path 3. When the engine is under low load, the flow rate of oil and gas generated in the crankcase is relatively small, resulting in a smaller 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 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.

[0038] Furthermore, 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's combustion chamber to deliver filtered fresh air into the engine's combustion chamber. After the gas is separated from the oil, it flows to the high-load airflow path 3 and then through the high-load ventilation pipe into the air filter intake pipe. It then flows into the combustion chamber along with the fresh air through the air filter intake pipe to continue participating in combustion. Similarly, the low-load airflow path 4 can be connected to the cylinder head intake manifold through the low-load ventilation pipe. The cylinder head intake manifold can also be connected to the engine's combustion chamber. After the gas is separated from the oil, it flows to the low-load airflow path 4 and then through the low-load ventilation pipe into the cylinder head intake manifold. It then flows into the combustion chamber through the cylinder head intake manifold to continue participating in combustion, thereby improving environmental friendliness.

[0039] In addition, the oil-gas separation chamber 1, the high-load airflow path 3, and the low-load airflow path 4 are all located within the oil-gas separator 100. The high-load airflow path 3 and the low-load airflow path 4 are respectively located on both sides of the oil-gas separation chamber 1. After the oil and gas are separated in the oil-gas separation chamber 1, under high-load conditions, the gas can be transported to the high-load airflow path 3, and under low-load conditions, the gas can be transported to the low-load airflow path 4. By setting the high-load airflow path 3 and the low-load airflow path 4 on both sides of the oil-gas separation chamber 1, the distance that the oil-gas separation chamber 1 needs to transport gas to the high-load airflow path 3 or the low-load airflow path 4 can be shortened. This also improves the compactness of the high-load airflow path 3, the low-load airflow path 4, and the oil-gas separation chamber 1 within the oil-gas separator 100, thereby reducing the size of the oil-gas separator 100 and improving its lightweight nature.

[0040] Thus, by placing both the high-load airflow path 3 and the low-load airflow path 4 within the oil-gas separator 100, and by placing the high-load airflow path 3 and the low-load airflow path 4 on opposite sides of the oil-gas separation chamber 1, the structure of the oil-gas separator 100 can be simplified, the integration of the oil-gas separator 100 can be improved, and the arrangement of the oil-gas separator 100 on the engine can be facilitated, reducing installation costs. When the engine is under high load, the oil-gas separator 100 can deliver the separated gas through the high-load airflow path 3, and when the engine is under low load, the oil-gas separator 100 can deliver the separated gas through the low-load airflow path 4, thereby ensuring the reliability of engine operation, improving engine performance, and ensuring the stability of vehicle operation.

[0041] According to the embodiment of the present invention, the oil-gas separator 100 is constructed by placing both the high-load airflow path 3 and the low-load airflow path 4 within the oil-gas separator 100, and placing the high-load airflow path 3 and the low-load airflow path 4 on both sides of the oil-gas separation chamber 1. This simplifies the structure of the oil-gas separator 100, improves its integration, facilitates its placement on the engine, reduces installation costs, and allows the oil-gas separator 100 to deliver separated gas through the high-load airflow path 3 when the engine is under high load, and through the low-load airflow path 4 when the engine is under low load. This ensures engine reliability, improves engine performance, guarantees vehicle stability, provides better performance, and has a wider range of applications.

[0042] In some embodiments, both the high-load airflow path 3 and the low-load airflow path 4 extend along the length of the oil-gas separator 100.

[0043] Specifically, both the high-load airflow path 3 and the low-load airflow path 4 are configured to extend along the length of the oil-gas separator 100, and the high-load airflow path 3 and the low-load airflow path 4 are respectively located on both sides of the oil-gas separation chamber 1. That is, the oil-gas separation chamber 1 can also be configured to extend along the length of the oil-gas separator 100 to ensure the size of the oil-gas separation chamber 1, thereby ensuring the reliability of oil-gas separation. Furthermore, setting the extension length of the high-load airflow path 3 and the low-load airflow path 4 to be relatively long can increase the time that the gas flows in the high-load airflow path 3 and the low-load airflow path 4, reduce the gas flow rate, avoid excessive flow rate when the gas flows into the combustion chamber, and ensure the stability of engine operation.

[0044] In some embodiments, the airflow direction in the oil-gas separation chamber 1 is opposite to the airflow direction in the high-load guiding airflow path 3.

[0045] Specifically, the high-load airflow path 3 is located on one side of the oil-gas separation chamber 1. Under high-load conditions, the high-load airflow path 3 can be connected to the oil-gas separation chamber 1. The gas flow direction in the oil-gas separation chamber 1 is opposite to the gas flow direction in the high-load airflow path 3. That is, after the oil and gas enter the oil-gas separation chamber 1 in the first direction for oil-gas separation, the separated gas can enter the high-load airflow path 3 and flow in the second direction. The first direction and the second direction are opposite, so that the high-load airflow path 3 can be set close to one side of the oil-gas separation chamber 1 to reduce the space occupied by the oil-gas separator 100 along the length direction and improve the overall compactness and integration of the oil-gas separator 100.

[0046] In other embodiments, the airflow direction in the oil-gas separation chamber 1 is opposite to the airflow direction in the low-load guiding airflow path 4.

[0047] Specifically, the low-load airflow path 4 is located on the other side of the oil-gas separation chamber 1. Under low-load conditions, the low-load airflow path 4 can be connected to the oil-gas separation chamber 1. The gas flow direction in the oil-gas separation chamber 1 is opposite to the gas flow direction in the low-load airflow path 4. That is, after the oil and gas enter the oil-gas separation chamber 1 along the first direction for oil-gas separation, the separated gas can enter the low-load airflow path 4 and flow along the second direction. The first direction and the second direction are opposite, so that the low-load airflow path 4 can be set close to the other side of the oil-gas separation chamber 1, thereby reducing the space occupied by the oil-gas separator 100 along the length direction and improving the overall compactness and integration of the oil-gas separator 100.

[0048] In some embodiments, at least one of the high-load airflow path 3 and the low-load airflow path 4 includes a voltage stabilizing section, which is constructed as an arc-shaped section.

[0049] Specifically, at least one of the high-load airflow path 3 and the low-load airflow path 4 includes a voltage stabilizing section. The voltage stabilizing section can be provided only in the high-load airflow path 3, only in the low-load airflow path 4, or both the high-load airflow path 3 and the low-load airflow path 4 can be provided with voltage stabilizing sections. The configuration is flexible. In this embodiment, both the high-load airflow path 3 and the low-load airflow path 4 are provided with voltage stabilizing sections.

[0050] Furthermore, the pressure stabilizing section 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, and at least part of the low-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 air filter intake pipe or cylinder head intake port, thereby reducing problems such as lubrication and abnormal noise caused by excessive internal engine pressure fluctuations and ensuring the stability of engine operation.

[0051] In some embodiments, the high-load airflow path 3 includes at least one first voltage-stabilizing section 31, which is configured to protrude toward the low-load airflow path 4.

[0052] Specifically, the high-load airflow path 3 is provided with at least one first voltage stabilizing section 31, that is, the high-load airflow path 3 may be provided with one, two or three first voltage stabilizing sections 31. In this embodiment, for example... Figure 1 As shown, there are two first pressure stabilizing sections 31. The two first pressure stabilizing sections 31 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 first pressure stabilizing sections 31 in sequence, so that the flow direction and flow rate 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.

[0053] In actual setup, the number of first pressure-stabilizing sections 31 can be adjusted according to the length of the high-load gas flow path 3 and the requirements for gas stability. That is, when the length of the high-load gas flow path 3 is long or the requirements for gas stability are high, the number of first pressure-stabilizing sections 31 can be increased; when the length of the high-load gas flow path 3 is short or the requirements for gas stability are low, the number of first pressure-stabilizing sections 31 can be reduced, thus providing high flexibility in setup.

[0054] In addition, the first pressure stabilizing section 31 is constructed as an arc-shaped section and protrudes towards the low-load airflow path 4. That is, the first pressure stabilizing section 31 can protrude 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.

[0055] In other embodiments, the low-load airflow path 4 includes at least one second voltage-stabilizing section 42, which is configured to protrude toward the high-load airflow path 3.

[0056] Specifically, the low-load airflow path 4 is provided with at least one second voltage-stabilizing section 42, that is, the low-load airflow path 4 may be provided with one, two or three second voltage-stabilizing sections 42. In this embodiment, for example... Figure 2 As shown, the second pressure stabilizing section 42 is set to 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 second pressure stabilizing section 42, 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 into the cylinder head intake port.

[0057] In actual setup, the number of second pressure-stabilizing sections 42 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 second pressure-stabilizing sections 42 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 second pressure-stabilizing sections 42 can be reduced, thus providing high flexibility in setup.

[0058] In addition, the second pressure stabilizing section 42 is constructed as an arc-shaped section and protrudes towards the high-load airflow path 3. That is, the second pressure stabilizing section 42 can protrude 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 oil-gas separator 100 is further provided with an air inlet 2 and an air supply inlet, and the air supply inlet is adapted to be connected to the crankcase, the air inlet 2 is adapted to be connected to the air filter intake pipe, and the high-load airflow path 3 is configured to be connected from the air inlet 2 to the air supply inlet or from the oil-gas separation chamber 1 to the air inlet 2.

[0060] Specifically, such as Figure 1 and Figure 3 As shown, the oil-gas separator 100 is provided with an airflow port 2, which is connected to the high-load guiding airflow path 3. The airflow port 2 is located at the end of the high-load guiding airflow path 3 away from the end connected to the oil-gas separation chamber 1. The high-load guiding airflow path 3 is configured to connect from the oil-gas separation chamber 1 to the airflow port 2, and the high-load guiding airflow path 3 can be connected to the air filter intake pipe through the airflow port 2. That is, the gas separated in the oil-gas separation chamber 1 can flow into the high-load guiding airflow path 3, and then flow into the air filter intake pipe through the airflow port 2, so as to flow into the combustion chamber through the air filter intake pipe to participate in the engine operation and ensure the environmental protection of the engine operation.

[0061] Furthermore, such as Figure 3 As shown, the oil-gas separator 100 is also provided with an air inlet, which is configured to be connected to the crankcase. The high-load airflow path 3 is configured to connect from the airflow inlet 2 to the air inlet. That is, the fresh air filtered in the air filter intake pipe can flow through the airflow inlet 2 to the high-load airflow path 3, and then to the air inlet, so as to flow into the crankcase through the air inlet. This allows for air replenishment into the crankcase, which dilutes the blow-by gas in the crankcase and improves the reliability of the oil-gas separation chamber 1 in separating oil and gas.

[0062] 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.

[0063] Specifically, fresh air can circulate into the crankcase through the air intake, and as... Figure 3 As 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.

[0064] 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.

[0065] In some other embodiments, the oil-gas separator 100 is also provided with a high-load outlet check valve 32, which is used to unidirectionally guide the oil-gas separation chamber 1 to the high-load guide flow path 3.

[0066] Specifically, the oil-gas separator 100 is also equipped with a high-load outlet check valve 32. The high-load outlet check valve 32 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 32 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 32 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.

[0067] And such as Figures 2-3 As shown, the oil-gas separator 100 is also equipped with a PCV valve 5 and a low-load outlet check valve 41. The PCV valve 5 and the low-load outlet check valve 41 can be sequentially arranged at the connection between the low-load guide flow path 4 and the oil-gas separation chamber 1. The low-load outlet check valve 41 is configured to conduct unidirectionally from the oil-gas separation chamber 1 to the low-load guide flow path 4, so that the gas in the oil-gas separation chamber 1 that has undergone oil-gas separation can flow sequentially through the PCV valve 5 and the low-load outlet check valve 41 to the low-load guide flow path 4. The PCV valve 5 can regulate the pressure of the gas. The gas after pressure regulation can flow through the low-load guide flow path 4 to 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.

[0068] 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, the diameter of the airflow port 2 is set as c, and the following condition is met: b≥c.

[0069] 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 a part of the high-load airflow path 3 is set as a bend section. The air outlet 2 is connected to the bend section. 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 the condition is satisfied that b≥c. 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.

[0070] 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.

[0071] Specifically, such as Figure 3 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.

[0072] 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... Figures 1-2 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.

[0073] 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.

[0074] This utility model also proposes an engine.

[0075] The engine according to the present invention includes the oil-gas separator 100 of any of the above claims.

[0076] According to the engine of this utility model embodiment, by setting both the high-load airflow path 3 and the low-load airflow path 4 inside the oil-gas separator 100, and setting the high-load airflow path 3 and the low-load airflow path 4 on both sides of the oil-gas separation chamber 1, the structure of the oil-gas separator 100 can be simplified, the integration of the oil-gas separator 100 can be improved, and the arrangement of the oil-gas separator 100 on the engine can be facilitated, reducing the installation cost. Furthermore, when the engine is under high load, the oil-gas separator 100 can deliver the separated gas through the high-load airflow path 3, and when the engine is under low load, the oil-gas separator 100 can deliver the separated gas through the low-load airflow path 4. This ensures the reliability of engine operation, improves engine performance, ensures vehicle operation stability, has better performance, and has a wider range of applications.

[0077] 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.

[0078] 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 includes a high-load airflow path and a low-load airflow path. The high-load airflow path is adapted to connect with the air filter intake pipe, and the low-load airflow path is adapted to connect with the cylinder head intake manifold. The oil-gas separation chamber is adapted to selectively connect with either the high-load or low-load airflow path to exhaust towards either the high-load or low-load airflow path. The high-load and low-load airflow paths are located on opposite sides of the oil-gas separation chamber.

2. The oil-gas separator according to claim 1, characterized in that, Both the high-load airflow path and the low-load airflow path extend along the length of the oil-gas separator.

3. The oil-gas separator according to claim 1, characterized in that, The airflow direction in the oil-gas separation chamber is opposite to the airflow direction in the high-load guiding airflow path; And / or, the airflow direction in the oil-gas separation chamber is opposite to the airflow direction in the low-load guiding airflow path.

4. The oil-gas separator according to claim 1, characterized in that, At least one of the high-load airflow path and the low-load airflow path includes a voltage stabilizing section, which is constructed as an arc-shaped section.

5. The oil-gas separator according to claim 4, characterized in that, The high-load airflow path includes at least one first voltage-stabilizing section, which is configured to protrude toward the low-load airflow path. And / or, the low-load airflow path includes at least one second voltage-stabilizing section, the second voltage-stabilizing section being configured to protrude toward the high-load airflow path.

6. The oil-gas separator according to any one of claims 1-5, characterized in that, The oil-gas separator is further provided with an air inlet and an air supply inlet, and the air supply inlet is adapted to be connected to the crankcase, the air inlet is adapted to be connected to the air filter intake pipe, and the high-load airflow path is configured to be connected from the air inlet to the air supply inlet or from the oil-gas separation chamber to the air inlet.

7. The oil-gas separator according to claim 6, 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.

8. The oil-gas separator according to claim 6, 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.

9. 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.

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

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