Efficient oil-gas separator for engine

Abstract

The efficient oil-gas separator for the engine comprises a separator shell, a filtering structure and a one-way valve structure, the filtering structure is installed in the separator shell and communicated with an oil-gas separation cavity and an air pressure adjusting cavity respectively, the separator shell is fixedly connected with an oil baffle plate located in the oil-gas separation cavity, and the oil baffle plate is fixedly connected with the air pressure adjusting cavity. The oil baffle is located between the mixed gas inlet and the filtering structure, the one-way valve structure is installed on the separator shell and communicated with the air pressure adjusting cavity, the one-way valve structure is provided with an air supplementing hole, and the separator shell is provided with a supercharger communicating pipe communicated with the air pressure adjusting cavity. The oil-gas separator has the advantages that the air pressure environment between a crankcase and the oil-gas separator is stable, it is guaranteed that separated oil can smoothly flow back into the crankcase through the oil return pipe and the oil return opening, and the engine oil carrying-out amount of gas exhausted through the oil-gas separator is reasonable.

Description

Technical Field

[0001] This utility model relates to the technical field of oil-gas separators, specifically to a high-efficiency oil-gas separator for engines. Background Technology

[0002] An oil-gas separator is typically installed at the engine crankcase breather or exhaust pipe to separate oil and gas in the emissions of an internal combustion engine. The crankcase carries the engine crankshaft and related transmission mechanisms; it is not only the location of the crankshaft but also crucial for ensuring stable engine operation.

[0003] Chinese utility model patent CN210858864U discloses an oil-gas separator and an engine. The oil-gas separator includes a housing, an intake channel at the bottom of the housing, an outlet channel at the top of the housing, a filter plate between the outlet channel and the intake channel, and the outlet of the intake channel facing away from the filter plate. Multiple plates are arranged inside the housing for gas to collide within the housing. A supplementary air channel is provided at the bottom of the housing. The engine includes the aforementioned oil-gas separator, with one separator located on the exhaust side of the engine. The separated gas has a low oil content.

[0004] like Figure 1 and Figure 2 As shown, after the air-fuel mixture in the crankcase enters the oil-fuel separator, it first passes through the oil drain plate 1. Some of the oil in the mixture adheres to the oil drain plate 1 and falls to the coarse separator return port by gravity, flowing back into the engine. After passing through the oil drain plate 1, the air-fuel mixture comes into contact with the oil absorbent cotton 2. The oil absorbent cotton 2 absorbs most of the oil in the air-fuel mixture. The oil absorbed by the oil absorbent cotton 2 flows back into the engine from the fine separator return port. After passing through the oil absorbent cotton 2, the oil content in the mixture is already low, and it is discharged through the crankcase vent pipe and the PCV valve vent pipe.

[0005] The oil-gas separator is connected to the crankcase and turbocharger on the engine at both ends. When the negative pressure at one end of the turbocharger is less than the negative pressure in the crankcase, more gas from the turbocharger will flow through the oil-gas separator into the crankcase, causing a sharp increase in the gas pressure in the crankcase, reducing the stability of the crankcase gas pressure, and affecting the smooth return of oil from the oil-gas separator to the crankcase. Utility Model Content

[0006] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide a high-efficiency oil-gas separator for engines, which includes a separator housing, a filter structure and a one-way valve structure. This high-efficiency oil-gas separator for engines has the advantage of a stable gas pressure environment between the crankcase and the oil-gas separator.

[0007] To achieve the above-mentioned objectives, the technical solution adopted by this utility model is as follows:

[0008] A high-efficiency oil-gas separator for an engine includes a separator housing, a filter structure, and a one-way valve structure. The separator housing has an oil-gas separation chamber and a pressure regulating chamber. The separator housing has a mixed gas inlet communicating with the oil-gas separation chamber. The filter structure is installed inside the separator housing and communicates with both the oil-gas separation chamber and the pressure regulating chamber. An oil baffle plate is fixedly connected to the separator housing and is located inside the oil-gas separation chamber. The oil baffle plate is located between the mixed gas inlet and the filter structure. The one-way valve structure is installed on the separator housing and communicates with the pressure regulating chamber. The one-way valve structure has a gas injection port. The separator housing has a turbocharger connecting pipe communicating with the pressure regulating chamber. A return gas pipe is fixedly connected to the separator housing.

[0009] This setup achieves the advantage of a stable gas pressure environment between the crankcase and the oil-gas separator, ensuring that the separated oil can flow smoothly back into the crankcase through the return oil pipe and return oil port, and that the amount of oil carried out by the gas discharged through the oil-gas separator is reasonable.

[0010] Preferably, the filter structure includes a baffle and filter cotton. The baffle has filter holes and a locking rod is fixedly connected to it. A buckle is fixedly connected to the end of the locking rod away from the baffle. The filter cotton is located between the baffle and the buckle and is engaged with the buckle.

[0011] This setup enables the filter cotton to absorb oil from the oil-gas mixture.

[0012] Preferably, the separator housing is fixedly connected to an oil return pipe that communicates with the air pressure regulating chamber.

[0013] This setting reduces oil loss from the crankcase.

[0014] Preferably, the return oil pipe has a narrow opening, a return oil cover is installed at the bottom of the return oil pipe, the return oil cover has a return oil hole, and a ball bearing is provided between the return oil cover and the narrow opening, the width of the ball bearing being greater than that of the narrow opening and the return oil hole.

[0015] This design prevents unseparated gas from entering the pressure regulating chamber through the oil return pipe, thus preventing excessive oil carryover from the gas.

[0016] Preferably, the one-way valve structure includes a connecting column, a sealing plate, and an elastic element. The connecting column is fixedly connected to the separator housing, and the sealing plate is slidably connected to the connecting column. The side wall of the connecting column is provided with a connecting hole, and the air inlet is located at the top of the connecting column and communicates with the outside of the separator housing. The connecting hole communicates with the air inlet. The upper and lower ends of the elastic element abut against the separator housing and the sealing plate, respectively, and the air inlet is located above the sealing plate.

[0017] This configuration enables the use of gas from the turbocharger and pressure regulating chamber to supply air to the engine intake manifold through the connecting hole and the air inlet.

[0018] Preferably, the connecting post passes through the sealing plate, and the width of the connecting post gradually decreases from bottom to top.

[0019] This setup improves the seal between the connecting post and the sealing plate by using connecting posts whose width gradually increases from top to bottom.

[0020] Preferably, the one-way valve structure further includes a guide sleeve, and the sealing plate is slidably connected to the guide sleeve.

[0021] This design improves the stability of the sealing plate when it moves up and down.

[0022] Preferably, the elastic element is a spring.

[0023] This setup enables the application of elastic force to the sealing plate via an elastic element.

[0024] Preferably, the return air pipe is located below the turbocharger connecting pipe.

[0025] This configuration allows the gas to flow more smoothly between the booster connecting pipe and the return pipe.

[0026] Preferably, the return air pipe is rotatably connected to a diaphragm, and a torsion spring is provided between the diaphragm and the return air pipe to drive the diaphragm to block the return air pipe. The return air pipe is fixedly connected to a locking block that engages with the upper side of the diaphragm.

[0027] This design prevents the oil-air mixture in the crankcase, which contains a lot of engine oil, from entering the air pressure regulating chamber.

[0028] Compared with the prior art, this utility model has achieved beneficial technical effects:

[0029] 1. When the negative pressure in the intake manifold is less than the negative pressure in the turbocharger, there is no situation where the turbocharger replenishes air into the intake manifold. Part of the gas after oil-gas separation flows to the turbocharger through the turbocharger connecting pipe, and the other part flows to the crankcase through the return pipe, keeping the negative pressure in the crankcase relatively stable. When the negative pressure in the intake manifold is greater than the negative pressure in the turbocharger, there is a situation where the turbocharger replenishes air into the intake manifold. Simultaneously, the gas after oil-gas separation enters the pressure regulating chamber, while the gas in the turbocharger flows into the pressure regulating chamber through the turbocharger connecting pipe. The pressure in the pressure regulating chamber increases, pushing the baffle upwards against the elastic force of the elastic element. This causes the baffle to move above the connecting hole, allowing part of the gas in the pressure regulating chamber to enter the engine's intake manifold through the connecting hole and the replenishment hole to complete the replenishment. The other part flows to the crankcase through the return pipe, maintaining a balance between the pressure in the crankcase and the oil-gas separator.

[0030] 2. The air in the pressure regulating chamber and the turbocharger has less moisture and impurities. By using the air in the pressure regulating chamber and the turbocharger to replenish the engine intake, the amount of moisture and impurities entering the engine can be reduced, which can improve the engine's working stability and extend its service life.

[0031] 3. It achieves the advantage of a stable gas pressure environment between the crankcase and the oil-gas separator, ensuring that the separated oil can flow smoothly back into the crankcase through the oil return pipe and oil return port, and that the amount of oil carried out by the gas discharged through the oil-gas separator is reasonable. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of the oil-gas separator when it is installed on the crankcase cover in the background technology of this utility model;

[0033] Figure 2 This is a schematic diagram of the internal structure of oil-gas separation in the background technology of this utility model;

[0034] Figure 3 This is a schematic diagram of the structure of a high-efficiency oil-gas separator for an engine according to an embodiment of this utility model;

[0035] Figure 4 This is a schematic diagram of the internal structure of a high-efficiency oil-gas separator for an engine according to an embodiment of this utility model;

[0036] Figure 5 This is a schematic diagram of the filter structure in an embodiment of this utility model;

[0037] Figure 6 This is a schematic diagram of the one-way valve structure in an embodiment of this utility model;

[0038] Figure 7 This is a schematic diagram of the return air pipe in an embodiment of this utility model;

[0039] Figure 8 This is a schematic diagram of the bottom structure of a high-efficiency oil-gas separator for an engine according to an embodiment of this utility model.

[0040] The technical features referred to by the various reference numerals in the accompanying drawings are as follows:

[0041] 1. Oil drain plate; 2. Oil absorbent cotton; 11. Separator housing; 12. Oil-gas separation chamber; 13. Air pressure regulating chamber; 14. Mixed air inlet; 15. Oil return port; 16. Turbocharger connecting pipe; 21. Oil baffle plate; 22. Baffle; 23. Filter through hole; 24. Filter cotton; 25. Clamping rod; 26. Buckle; 31. Oil return pipe; 32. Narrow opening; 33. Oil return cover; 34. Oil return hole; 35. Ball bearing; 41. Connecting column; 42. Connecting hole; 43. Air inlet hole; 44. Sealing plate; 45. Elastic element; 46. Guide sleeve; 51. Air return pipe; 52. Diaphragm; 53. Torsion spring; 54. Clamping block; 61. Crankcase cover. Detailed Implementation

[0042] To make the objectives, technical solutions and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the embodiments. However, the scope of protection of this utility model is not limited to the specific embodiments described below.

[0043] refer to Figure 3-8 A high-efficiency oil-gas separator for engines includes a separator housing 11, a filter structure, and a one-way valve structure. The separator housing 11 is mounted on a crankcase cover 61.

[0044] The separator housing 11 contains an oil-gas separation chamber 12 and a pressure regulating chamber 13. The separator housing 11 has a mixed-gas inlet 14 communicating with the oil-gas separation chamber 12. An oil baffle 21 is fixedly connected to the separator housing 11 within the oil-gas separation chamber 12, positioned between the mixed-gas inlet 14 and the filter structure. The separator housing 11 has a turbocharger connecting pipe 16 communicating with the pressure regulating chamber 13. A return air pipe 51 is fixedly connected to the separator housing 11. The separator housing 11 has an oil return port 15 located below the oil baffle 21. Both the oil return port 15 and the oil return pipe 31 communicate with the oil passages within the engine. The turbocharger connecting pipe 16 communicates with the turbocharger on the engine. The air intake port 43 communicates with the intake manifold on the engine. Both the mixed-gas inlet 14 and the return air pipe 51 communicate with the crankcase.

[0045] The filter structure is installed inside the separator housing 11 and is connected to both the oil-gas separation chamber 12 and the pressure regulating chamber 13. The filter structure includes a baffle 22 and filter cotton 24. The baffle 22 has a filter through-hole 23 and a locking rod 25 is fixedly connected to it. A buckle 26 is fixedly connected to the end of the locking rod 25 away from the baffle 22. The filter cotton 24 is located between the baffle 22 and the buckle 26, and is engaged with the buckle 26. The buckle 26 secures the filter cotton 24, thus fixing it in place at the filter through-hole 23. Gas in the oil-gas separation chamber 12 flows through the filter through-hole 23 onto the filter cotton 24, allowing the filter cotton 24 to absorb oil from the gas, thereby achieving the function of absorbing oil from the oil-gas mixture.

[0046] The separator housing 11 is fixedly connected to an oil return pipe 31 that communicates with the air pressure regulating chamber 13. Oil drawn out by the filter cotton 24 gathers into droplets and flows downwards to the oil return pipe 31 under gravity. The oil is then returned to the crankcase via the oil return pipe 31, reducing oil loss from the crankcase. The oil return pipe 31 has a narrow opening 32, and an oil return cap 33 is installed at the bottom of the oil return pipe 31. The oil return cap 33 has an oil return hole 34, and a ball bearing 35 is positioned between the oil return cap 33 and the narrow opening 32. The width of the ball bearing 35 is greater than that of the narrow opening 32 and the oil return hole 34. When the oil in the oil return pipe 31 flows downwards, the ball bearing 35 falls onto the oil return cap 33 under gravity and cannot completely block the oil return hole 34. Oil from the oil return pipe 31 then enters the crankcase through the oil return hole 34. When the gas in the crankcase tends to enter the pressure regulating chamber 13 through the oil return pipe 31, the gas pushes the ball 35 upward and blocks the narrow opening 32, thereby preventing the gas that has not undergone oil-gas separation from entering the pressure regulating chamber 13 through the oil return pipe 31, and preventing the amount of oil carried out by the gas from being too high.

[0047] A one-way valve structure is installed on the separator housing 11 and communicates with the air pressure regulating chamber 13. The one-way valve structure has an air inlet 43. The one-way valve structure includes a connecting post 41, a sealing plate 44, and an elastic element 45. The connecting post 41 is fixedly connected to the separator housing 11, and the sealing plate 44 is slidably connected to the connecting post 41. The side wall of the connecting post 41 has a connecting hole 42. The air inlet 43 is located at the top of the connecting post 41 and communicates with the outside of the separator housing 11. The connecting hole 42 communicates with the air inlet 43. The upper and lower ends of the elastic element 45 abut against the separator housing 11 and the sealing plate 44, respectively. The air inlet 43 is located above the sealing plate 44. When the negative pressure in the intake manifold is less than the negative pressure in the turbocharger, air is not supplied to the engine intake manifold through the gas in the turbocharger. The elastic element 45 drives the sealing plate 44 to move below the connecting hole 42, so that the gas in the air pressure regulating chamber 13 cannot enter the connecting hole 42 and the air inlet 43. When the negative pressure in the intake manifold is greater than the negative pressure in the turbocharger, the gas in the turbocharger replenishes the engine intake manifold. Since the turbocharger is connected to the pressure regulating chamber through the turbocharger connecting pipe 16, the pressure difference on both sides of the sealing plate 44 can push the sealing plate 44 to move above the connecting hole 42 against the elastic force of the elastic element 45. This realizes the function of replenishing the engine intake manifold with the gas in the turbocharger and the pressure regulating chamber through the connecting hole 42 and the air replenishment hole 43.

[0048] A connecting post 41 passes through a sealing plate 44, and its width gradually decreases from bottom to top. When the elastic element 45 applies downward pressure to the sealing plate 44, it causes the sealing plate 44 to press tightly against the connecting post 41, which gradually increases in width from top to bottom. This improves the sealing performance between the connecting post 41 and the sealing plate 44. The one-way valve structure also includes a guide sleeve 46, to which the sealing plate 44 is slidably connected. The guide sleeve 46 guides the sealing plate 44 to move vertically, improving the stability of the sealing plate 44 during vertical movement. The elastic element 45 is a spring, which applies elastic force to the sealing plate 44.

[0049] The return pipe 51 is located below the turbocharger connecting pipe 16. The return pipe 51 is positioned near the end of the turbocharger connecting pipe 16, allowing gas to flow relatively smoothly between the turbocharger connecting pipe 16 and the return pipe 51. A diaphragm 52 is rotatably connected to the return pipe 51. A torsion spring 53 is provided between the diaphragm 52 and the return pipe 51 to drive the diaphragm 52 to block the return pipe 51. A locking block 54 is fixedly connected to the return pipe 51 and engages with the upper side of the diaphragm 52.

[0050] This embodiment has the following advantages:

[0051] The air-fuel mixture in the crankcase enters the oil-fuel separator 12 through the mixture inlet 14. The mixture comes into contact with the oil baffle 21, causing the oil contained in the mixture to adhere to it. The oil adhering to the baffle 21 accumulates into droplets, which then fall under gravity to the oil return port 15 and flow back into the engine. After passing through the baffle 21, the mixture passes through the filter holes 23 and comes into contact with the filter cotton 24. The filter cotton 24 absorbs most of the oil in the mixture, and the absorbed oil flows back into the engine through the oil return pipe 31. Since the oil content in the mixture is already low after passing through the filter cotton 24, it is then discharged into the turbocharger through the pressure regulating chamber 13 and the turbocharger connecting pipe 16.

[0052] When the negative pressure in the intake manifold is less than the negative pressure in the turbocharger, there is no situation where the turbocharger replenishes air into the intake manifold. Part of the gas after oil-gas separation flows to the turbocharger through the turbocharger connecting pipe 16, and the other part flows to the crankcase through the return pipe 51, keeping the negative pressure in the crankcase basically stable. When the negative pressure in the intake manifold is greater than the negative pressure in the turbocharger, there is a situation where the turbocharger replenishes air into the intake manifold. At the same time, the gas after oil-gas separation enters the pressure regulating chamber 13, and the gas in the turbocharger flows into the pressure regulating chamber 13 through the turbocharger connecting pipe 16. The pressure in the pressure regulating chamber 13 increases and pushes the baffle 22 upward against the elastic force of the elastic element 45, causing the baffle 22 to move above the connecting hole 42. This allows part of the gas in the pressure regulating chamber 13 to enter the engine's intake manifold through the connecting hole 42 and the replenishment hole 43 to complete the replenishment, while the other part flows to the crankcase through the return pipe 51, keeping the pressure in the crankcase and the oil-gas separator balanced.

[0053] The air in the pressure regulating chamber 13 and the turbocharger contains less moisture and impurities. By using the air in the pressure regulating chamber 13 and the turbocharger to replenish the engine intake, the amount of moisture and impurities entering the engine can be reduced, which can improve the engine's working stability and extend its service life.

[0054] This achieves the advantage of a stable gas pressure environment between the crankcase and the oil-gas separator, ensuring that the separated oil can flow smoothly back into the crankcase through the oil return pipe 31 and the oil return port 15, and that the amount of oil carried out by the gas discharged through the oil-gas separator is reasonable.

[0055] When the gas in the pressure regulating chamber 13 flows into the crankcase through the return pipe 51, the gas pushes the diaphragm 52 to rotate against the elastic force of the torsion spring 53, preventing the diaphragm 52 from blocking the return pipe 51. This allows the gas in the pressure regulating chamber 13 to flow back into the crankcase through the return pipe 51. However, when the pressure in the crankcase is high, the torsion spring 53 drives the diaphragm 52 to block the return pipe 51. At this time, the locking block 54 positions and supports the diaphragm 52, thereby preventing the oil-gas mixture in the crankcase containing a lot of engine oil from entering the pressure regulating chamber 13.

[0056] Based on the disclosure and teachings of the above specification, those skilled in the art can make changes and modifications to the above embodiments. Therefore, this utility model is not limited to the specific embodiments disclosed and described above, and some modifications and changes to the utility model should also fall within the protection scope of the claims of this utility model. Furthermore, although some specific terms are used in this specification, these terms are only for convenience of explanation and do not constitute any limitation on the utility model.

Claims

1. A high efficiency oil-gas separator for an engine, characterized by: The oil-gas separator comprises a separator shell (11), a filter structure and a one-way valve structure, the separator shell (11) is internally provided with an oil-gas separation cavity (12) and a gas pressure adjusting cavity (13), the separator shell (11) is provided with a mixed gas inlet (14) communicated with the oil-gas separation cavity (12), the filter structure is installed in the separator shell (11) and communicated with the oil-gas separation cavity (12) and the gas pressure adjusting cavity (13) respectively, the separator shell (11) is fixedly connected with an oil baffle (21) located in the oil-gas separation cavity (12), the oil baffle (21) is located between the mixed gas inlet (14) and the filter structure, the one-way valve structure is installed on the separator shell (11) and communicated with the gas pressure adjusting cavity (13), the one-way valve structure is provided with a gas supplement hole (43), the separator shell (11) is provided with a supercharger communication pipe (16) communicated with the gas pressure adjusting cavity (13), and the separator shell (11) is fixedly connected with a gas return pipe (51).

2. The high efficiency oil-air separator for engine as claimed in claim 1 wherein: The filter structure comprises a baffle (22) and filter cotton (24), the baffle (22) is provided with a filter through hole (23), the baffle (22) is fixedly connected with a clamping rod (25), one end of the clamping rod (25) away from the baffle (22) is fixedly connected with a buckle (26), the filter cotton (24) is located between the baffle (22) and the buckle (26), and the filter cotton (24) is clamped with the buckle (26).

3. The high efficiency oil-air separator for engine as claimed in claim 2 wherein: The separator shell (11) is fixedly connected with an oil return pipe (31) communicated with the gas pressure adjusting cavity (13).

4. The high efficiency oil-air separator for engines according to claim 3, characterized in that: The oil return pipe (31) is internally provided with a narrow opening (32), the bottom of the oil return pipe (31) is provided with an oil return cover (33), the oil return cover (33) is provided with an oil return hole (34), and the oil return cover (33) and the narrow opening (32) are provided with a ball (35) therebetween, the width of the ball (35) is greater than that of the narrow opening (32) and the oil return hole (34).

5. The high efficiency oil-air separator for engines as claimed in claim 1 wherein: The one-way valve structure comprises a connecting column (41), a sealing plate (44) and an elastic member (45), the connecting column (41) is fixedly connected with the separator shell (11), the sealing plate (44) is slidingly connected with the connecting column (41), the side wall of the connecting column (41) is provided with a communication hole (42), the gas supplement hole (43) is arranged at the top of the connecting column (41) and communicated to the outside of the separator shell (11), the communication hole (42) is communicated with the gas supplement hole (43), the upper and lower ends of the elastic member (45) are respectively abutted with the separator shell (11) and the sealing plate (44), and the gas supplement hole (43) is located above the sealing plate (44).

6. The high efficiency oil-air separator for an engine according to claim 5, characterized by: The connecting column (41) is arranged in the sealing plate (44), and the width of the connecting column (41) gradually decreases from bottom to top.

7. The high efficiency oil-air separator for engines according to claim 6, characterized in that: The one-way valve structure further comprises a guide sleeve (46), and the sealing plate (44) is slidingly connected with the guide sleeve (46).

8. The high efficiency oil-air separator for engines as claimed in claim 5 wherein: The elastic member (45) is a spring.

9. The high efficiency oil-air separator for engines of claim 1, wherein: The gas return pipe (51) is located below the supercharger communication pipe (16).

10. The high efficiency oil-air separator for engines as claimed in claim 1 wherein: The back gas pipe (51) is rotationally connected with a diaphragm (52), a torsion spring (53) is arranged between the diaphragm (52) and the back gas pipe (51) to drive the diaphragm (52) to block the back gas pipe (51), and the back gas pipe (51) is fixedly connected with a clamping block (54) clamped on the upper side of the diaphragm (52).

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