Detachable oil-gas separator

Abstract

The utility model discloses a detachable oil-gas separator, relates to a blow-by treatment device for a crankcase of an internal combustion engine, and is suitable for a scene in which a filter element rotor needs to be regularly maintained. The air purifier structurally comprises a shell assembly, an air inlet assembly, a filter element rotor assembly and a driving assembly, and rapid maintenance is achieved through modular design. The driving assembly drives the impeller to rotate through the spraying holes by means of high-pressure engine oil, the center shaft and the filter element rotor assembly are driven to rotate at a high speed, and oil in blow-by gas of the crankcase is separated by means of centrifugal force. The separated gas is discharged from the gas outlet, and the oil liquid flows back to the crankcase through the oil return opening. The filter element rotor assembly can be replaced only by disassembling the air inlet assembly, so that the maintenance cost is reduced; the high-speed rotation stability is improved by adopting the constraint of'circumferential limiting matched with spring axial pressing 'and double-bearing supporting; the conical structure assists in assembly, and the sealing element ensures the sealing performance of the interface. The problems that a traditional integral type separator is complex in maintenance, and a rotor is prone to moving are solved, and the separator is suitable for engines of passenger vehicles, commercial vehicles and engineering machinery.

Description

Technical Field

[0001] This utility model relates to a crankcase blow-by treatment device for internal combustion engines, specifically a centrifugal filter-type oil-gas separator with a modular and detachable structure, which is particularly suitable for application scenarios that require regular maintenance of the filter rotor. Background Technology

[0002] The oil-gas separator is a core component of the crankcase ventilation system of an internal combustion engine. Its main function is to separate oil droplets and impurities from crankcase blow-by gas, preventing oil from entering the combustion chamber with the gas (leading to carbon buildup and worsened emissions) or being directly emitted into the atmosphere (causing environmental pollution and oil loss). In existing technologies, centrifugal oil-gas separators are widely used in passenger car, commercial vehicle, and construction machinery engines due to their high separation efficiency and adaptability to high oil-gas concentration scenarios. A typical centrifugal oil-gas separator usually consists of an intake channel, a filter rotor assembly, a drive mechanism (such as an impeller and motor), and a housing assembly. Its working principle is as follows: crankcase blow-by gas enters the separator through the intake channel. The drive mechanism drives the separator rotor (filter rotor assembly) to rotate at high speed, using centrifugal force to throw oil droplets in the oil-gas mixture against the inner wall of the housing assembly. The separated clean gas enters the intake manifold through the outlet to participate in secondary combustion, while the oil flows back to the crankcase along the inner wall.

[0003] The core structure of existing centrifugal oil-gas separators is an integrated design, meaning the air intake channel, separation rotor, drive mechanism, and housing assembly are fixed together as an inseparable unit by bolts or welding. This design was significant in the early stages of technological development.

[0004] Compact structure: The axial dimension is shortened after the integration of various components, which can meet the installation requirements of the narrow space of the engine compartment;

[0005] Cost controllable: Reduce assembly steps (such as eliminating inter-module seals) to lower production and material costs;

[0006] High reliability: Reduces the number of connection interfaces and lowers the risk of leakage under vibration conditions.

[0007] Despite the advantages of the integral structure mentioned above, as engine technology develops towards higher power density and longer lifespan, its shortcomings are becoming increasingly apparent. The specific manifestations and causes are as follows:

[0008] (a) The maintenance process is complicated and the cost of replacing the filter element is high.

[0009] When the filter element (filter layer) of the separator rotor becomes clogged or fails due to long-term use, the entire separator (including the connection between the intake pipe, drive mechanism and housing assembly) must be disassembled to remove the filter element, which increases maintenance time and may damage the sealing surface of the housing assembly due to repeated disassembly. Accordingly, this patent designs a structure that allows replacement of the filter element rotor assembly by simply disassembling the intake port assembly.

[0010] (ii) The filter element rotor is prone to axial movement when rotating at high speed.

[0011] The separate rotor (including the filter element) is fixed to the central shaft by a single limiting structure (such as upper bolt tightening or lower key connection). When rotating at high speed, axial movement may occur due to vibration or assembly errors, causing the rotor to collide with the housing assembly, produce abnormal noise, or even break.

[0012] Correspondingly, this patent establishes a composite constraint route of "circumferential limiting + spring axial compression", which achieves bidirectional dynamic stability through the cooperation between the upper end cover center hole structure and the center shaft (circumferential limiting) and the elastic compression of the lower end cover spring (axial pre-tightening).

[0013] (iii) Impurities are discharged through a dedicated oil drain hole, which is prone to clogging.

[0014] After separation, impurities such as engine oil and carbon particles need to flow back to the crankcase through a dedicated oil drain hole at the bottom of the housing assembly. The oil drain hole has a small diameter and is prone to blockage due to impurity accumulation after long-term use, which prevents the engine oil from flowing back (accumulating in the housing assembly) and may even be carried back by clean gas, resulting in a decrease in separation efficiency.

[0015] Correspondingly, this patent establishes a "structural gap functionalization" impurity discharge route, using the oil-throwing gap 231 between the upper end cover 21 and the lower end cover 23 as an impurity channel, and directly throwing impurities to the inner wall of the housing assembly 32 through centrifugal force.

[0016] (iv) The alignment requirements for the central shaft and bearing assembly are high, and the assembly efficiency is low.

[0017] The assembly of the center shaft top and the bearing relies on the chamfer at the shaft end for guidance. Because the chamfer length is short (1-2mm), precise alignment is required during assembly; otherwise, it can easily lead to scratches on the inner ring of the bearing and increase assembly time.

[0018] Correspondingly, this patent establishes an optimized assembly route of "conical guidance", which extends the guide stroke through the conical structure 311 at the top of the central shaft 31, reduces the difficulty of centering, and eliminates the need for precise centering.

[0019] In summary, existing centrifugal oil-gas separators, due to their integral structural design, single limiting method, reliance on dedicated oil drain holes, and short chamfer assembly techniques, suffer from significant shortcomings in terms of ease of maintenance, high-speed stability, reliability of impurity removal, and assembly efficiency. They can no longer meet the demands of modern engines for "low maintenance costs, high reliability, and highly automated assembly." Therefore, a novel oil-gas separator structure is urgently needed to address these issues, breaking through the path dependence of existing technologies and achieving a comprehensive goal of simplified maintenance, improved stability, and optimized efficiency. Utility Model Content

[0020] The purpose of this invention is to provide a detachable oil-gas separator that enables rapid replacement of the core filter component of the oil-gas separator.

[0021] To achieve the above objectives, the detachable oil-gas separator of this utility model includes a housing assembly, an air inlet and an air outlet disposed on the housing assembly, a base connected to the bottom of the housing assembly, and an oil return port disposed on the base. The housing assembly contains a filter element rotor assembly and a drive unit. The drive unit drives the filter element rotor assembly to rotate to separate the oil from the crankcase blow-by gas entering from the air inlet. The separated gas is discharged from the air outlet, and the separated oil is discharged from the oil return port.

[0022] The air inlet and the upper bearing assembly connected to the air inlet constitute the air inlet assembly;

[0023] The filter element rotor assembly has a filter layer;

[0024] The drive assembly includes the base, the oil return port, the drive unit, and the central shaft;

[0025] The upper middle part of the central shaft is detachably connected to the filter element rotor assembly and is used to drive the filter element rotor assembly to rotate. The central shaft is driven by the drive unit.

[0026] The drive unit includes an impeller and a nozzle for driving the impeller; the impeller is connected to the bottom of the central shaft;

[0027] The air inlet assembly is detachably mounted on the drive assembly and the housing assembly, and the upper bearing assembly of the air inlet assembly is rotatably connected to the upper end of the central shaft.

[0028] A sealing element is pressed between the air inlet assembly and the top of the housing assembly to achieve a seal.

[0029] The filter rotor assembly includes an upper end cover, a lower end cover, and a filter layer fixed between the two. The upper end cover has a central hole structure fixed in the center, and a central shaft is inserted into the central hole structure. The radial cross-section of the part of the central shaft inserted into the central hole structure is polygonal. The central hole structure is adapted to the central shaft and forms a circumferentially limited and axially unconstrained connection structure.

[0030] The upper end face of the hole wall of the central hole structure serves as the supporting surface of the upper end cap;

[0031] The drive assembly also includes a spring that supports the lower end cover upward and applies an axial elastic force to the filter rotor assembly, so that the support surface of the upper end cover contacts the upper bearing of the upper bearing assembly.

[0032] The upper end of the central shaft has a tapered structure, which is used to guide the assembly of the upper bearing assembly with the central shaft.

[0033] The sealing element is a radial seal or an axial seal.

[0034] The drive assembly further includes a lower bearing assembly, which has a lower bearing disposed on the base, and the lower end of the central shaft is rotatably connected to the lower bearing assembly.

[0035] The nozzle is disposed on the base and is used to spray oil onto the impeller to drive the impeller to rotate.

[0036] An oil-throwing gap is provided between the upper end cover and the lower end cover. The separated oil is thrown to the inner wall of the housing assembly through the oil-throwing gap under the action of centrifugal force.

[0037] This utility model has the following advantages:

[0038] With its modular design (inlet assembly 1 / filter rotor assembly 2 / drive assembly 3), the filter rotor assembly 2 can be replaced simply by disassembling the inlet assembly 1, avoiding the high maintenance costs associated with traditional whole-assembly replacement. The sealing element 13 ensures the sealing of the module interface to prevent air leakage; the central shaft 31 rotates synchronously with the filter rotor assembly 2 to maintain centrifugal separation efficiency.

[0039] After disassembling the air inlet assembly 1, the filter rotor assembly 2 can be pulled out axially directly, while the impeller 35 and central shaft 31 of the drive assembly 3 remain in their original positions, avoiding repeated disassembly and assembly that could damage precision components.

[0040] The sealing element 13 forms a dynamic sealing interface under radial / axial compression, adapting to the engine vibration environment and ensuring the overall sealing performance and operational stability of the separator.

[0041] The central hole structure 211 of the upper end cover 21 cooperates with the central shaft 31 to form a circumferentially limited and axially unconstrained connection structure, ensuring that there is no circumferential slippage when the filter element rotor assembly 2 rotates at high speed, maintaining the stability of the centrifugal force field, and allowing the filter element rotor assembly 2 to move axially relative to the central shaft after the air inlet assembly 1 is disassembled, thereby facilitating the disassembly of the filter element rotor assembly 2.

[0042] The upper end cover, lower end cover, and filter layer form a closed separation chamber to prevent untreated gas from short-circuiting downstream. The axial force of the spring 33 presses the filter element rotor assembly 2 to prevent it from axially shifting during rotation, ensuring that the upper end cover 21 is in close contact with the upper bearing 121 to block the gas leakage path; when disassembled and reassembled, the spring 33 automatically resets to ensure assembly consistency.

[0043] The tapered structure 311 has a guiding function during assembly (eliminating the need for strict alignment before assembly), automatically corrects the coaxiality of the upper bearing assembly 12 and the central shaft 31, avoids uneven wear, shortens the alignment adjustment time during maintenance, and improves operational efficiency.

[0044] Radial seals (such as O-rings) adapt to radial pressure fluctuations, while axial seals (such as flat gaskets) resist axial vibrations. Dual modes are available to match different engine operating conditions.

[0045] The lower bearing assembly 34 and the upper bearing assembly 12 form a double support structure, which suppresses the radial sway of the central shaft 31 when it rotates at high speed and ensures the dynamic balance accuracy of the filter element rotor assembly 2.

[0046] The nozzle 37 is used to connect the high-pressure section of the motor vehicle lubricating oil (engine oil) circuit. The high-pressure engine oil is directionally sprayed through the nozzle 37 to the impeller 35, converting hydraulic energy into mechanical energy, which drives the central shaft and filter element rotor assembly 2 to rotate, providing power for the centrifugal separation mechanism.

[0047] Waste engine oil flows back into the motor vehicle crankcase (connected to the lubrication circuit) through the closed-loop return port 361, without any additional oil consumption.

[0048] The oil-throwing gap 231 serves as part of the oil centrifugal discharge channel, using rotational centrifugal force to directionally throw impurities toward the inner wall of the housing assembly 32, preventing oil droplets from re-entering the airflow. Attached Figure Description

[0049] Figure 1 This is an exploded structural diagram of the present invention.

[0050] Figure 2 This is an exploded structural diagram of the present invention, with cross-sectional views of the air inlet assembly 1 and the drive assembly 3, and a three-dimensional view of the filter rotor assembly 2.

[0051] Figure 3 This is a cross-sectional structural diagram of the present invention.

[0052] The component and drawing references are summarized below:

[0053] 1. An air inlet assembly, consisting of an air inlet 11 and an upper bearing assembly 12, is detachably mounted on the drive assembly 3 and the housing assembly 32.

[0054] 11. Air inlet, located on housing assembly 32, is used to introduce crankcase blow-by air.

[0055] The upper bearing assembly 12 is connected to the air inlet 11, and the upper bearing 121 inside it is rotatably connected to the upper end of the central shaft 31.

[0056] The upper bearing 121 is located inside the upper bearing assembly 12 and is in contact with the support surface 212 of the upper end cover 21.

[0057] 13. Sealing element, pressed between the top of the air inlet assembly 1 and the housing assembly 32.

[0058] 2. Filter element rotor assembly, having filter layer 22, including upper end cover 21, lower end cover 23 and filter layer 22 fixed between the two, and detachably connected to central shaft 31.

[0059] 21 The upper end cap has a central hole structure 211 fixed in the center, and the upper end face of the hole wall serves as a support surface 212.

[0060] The 211 center hole structure is set in the center of the upper end cover 21, and is adapted to the central shaft 31 to form a connection structure with circumferential limiting and axial unrestrained.

[0061] The 212 support surface, namely the upper end face of the hole wall of the central hole structure 211, is in contact with the upper bearing 121.

[0062] 22 Filter layer, fixed between upper end cover 21 and lower end cover 23.

[0063] The lower end cover 23 has an oil-slinging gap 231 between it and the upper end cover 21, and the bottom is supported upward by a spring 33.

[0064] 231 is an oil-slinging gap, located between the upper end cover 21 and the lower end cover 23, used to sling the separated oil onto the inner wall of the housing assembly 32 under centrifugal force.

[0065] The drive assembly includes a base 36, an oil return port 361, a drive unit, and a central shaft 31.

[0066] The central shaft 31 is detachably connected to the filter element rotor assembly 2 at its upper middle part and rotatably connected to the lower bearing assembly 34 at its lower end. The top end is a conical structure 311, which is driven to rotate by the impeller of the drive unit.

[0067] The 311 tapered structure, located at the upper end of the central shaft 31, is used to guide the assembly of the upper bearing assembly 12 with the central shaft 31.

[0068] The housing assembly 32 contains a filter rotor assembly 2 and a drive unit, with an air inlet 11 and an air outlet 321 on it, and a base 36 connected to the bottom.

[0069] 321 is an outlet, located on housing assembly 32, used to discharge the separated gas.

[0070] Spring 33 supports the lower end cover 23 upwards and applies axial elastic force to the filter element rotor assembly 2.

[0071] The lower bearing assembly 34 has a lower bearing 341, which is mounted on the base 36 and rotatably connected to the lower end of the central shaft 31.

[0072] 341 Lower bearing, located within lower bearing assembly 34.

[0073] The impeller 35 is connected to the bottom of the central shaft 31 and is driven to rotate by the oil sprayed from the nozzle 37.

[0074] The base 36 is connected to the bottom of the housing assembly 32 and has an oil return port 361, a spray hole 37 and a lower bearing assembly 34.

[0075] The 361 oil return port is located on the base 36 and is used to discharge the separated oil.

[0076] The 37 nozzle, located on the base 36, is used to spray oil onto the impeller 35 to drive the impeller 35 to rotate. Detailed Implementation

[0077] like Figures 1 to 3 As shown, this utility model discloses a detachable oil-gas separator, comprising a housing assembly 32, an air inlet 11 (located at the top of the housing assembly 32 and used to introduce crankcase blow-by gas) and an air outlet 321 (located on the side of the housing assembly 32 and used to discharge filtered clean gas), a base 36 connected to the bottom of the housing assembly 32, and an oil return port 361 disposed on the base 36. The housing assembly 32 contains a filter element rotor assembly 2 and a drive unit. The drive unit drives the filter element rotor assembly 2 to rotate to separate the oil from the crankcase blow-by gas entering from the air inlet 11. The separated gas is discharged from the air outlet 321, and the separated oil is discharged from the oil return port 361 (and flows back into the crankcase). Its characteristic is that:

[0078] The air inlet 11 and the upper bearing assembly 12 connected to the air inlet 11 constitute the air inlet assembly 1;

[0079] The filter element rotor assembly 2 has a filter layer 22;

[0080] Drive assembly 3 includes the base 36, the oil return port 361, the drive unit, and the central shaft 31;

[0081] The upper middle part of the central shaft 31 is detachably connected to the filter element rotor assembly 2 and is used to drive the filter element rotor assembly 2 to rotate (circumferential limit between the two). The central shaft 31 is driven by the drive unit.

[0082] The drive unit includes an impeller 35 and a nozzle 37 for driving the impeller 35 (introducing high-pressure engine oil, i.e., lubricating oil, from the motor vehicle); the impeller 35 is connected to the bottom of the central shaft 31;

[0083] The air inlet assembly 1 is detachably mounted on the drive assembly 3 and the housing assembly 32, and the upper bearing assembly 12 of the air inlet assembly 1 is rotatably connected to the upper end of the central shaft 31.

[0084] A sealing element 13 is pressed between the air inlet assembly 1 and the top of the housing assembly 32 to achieve a seal.

[0085] With its modular design (inlet assembly 1 / filter rotor assembly 2 / drive assembly 3), the filter rotor assembly 2 can be replaced simply by disassembling the inlet assembly 1, avoiding the high maintenance costs associated with traditional whole-assembly replacement. The sealing element 13 ensures the sealing of the module interface to prevent air leakage; the central shaft 31 rotates synchronously with the filter rotor assembly 2 to maintain centrifugal separation efficiency.

[0086] The sealing element 13 is an O-ring or a metal gasket; the connection between modules adopts a flange bolt or snap-fit ​​structure; the central shaft 31 and the filter element rotor assembly 2 are circumferentially limited by a spline or a D-shaped plane.

[0087] After disassembling the air inlet assembly 1, the filter rotor assembly 2 can be pulled out axially directly, while the impeller 35 and central shaft 31 of the drive assembly 3 remain in their original positions, avoiding repeated disassembly and assembly that could damage precision components.

[0088] The sealing element 13 forms a dynamic sealing interface under radial / axial compression, adapting to the engine vibration environment.

[0089] The filter element rotor assembly 2 includes an upper end cover 21, a lower end cover 23, and a filter layer 22 fixed between the two. The upper end cover 21 has a central hole structure 211 fixed in the center. A central shaft 31 is inserted into the central hole structure 211. The radial cross section of the part of the central shaft 31 inserted into the central hole structure 211 is polygonal. The central hole structure 211 is adapted to the central shaft 31 and forms a connection structure that is circumferentially limited and axially unconstrained.

[0090] The central hole structure 211 of the upper end cover 21 cooperates with the central shaft 31 to form a circumferentially limited and axially unconstrained connection structure, ensuring that there is no circumferential slippage when the filter element rotor assembly 2 rotates at high speed, maintaining the stability of the centrifugal force field, and facilitating the axial movement of the filter element rotor assembly 2 relative to the central shaft, thereby facilitating the disassembly of the filter element rotor assembly 2.

[0091] The upper and lower caps and the filter layer form a closed separation chamber to prevent untreated gas from short-circuiting downstream. The filter layer 22 is made of stainless steel sintered mesh or porous ceramic material.

[0092] The upper end face of the hole wall of the central hole structure 211 serves as the support surface 212 of the upper end cover 21;

[0093] The drive assembly 3 also includes a spring 33, which supports the lower end cover 23 upward and applies an axial elastic force to the filter rotor assembly 2, so that the support surface 212 of the upper end cover 21 contacts the upper bearing 121 of the upper bearing assembly 12.

[0094] The axial elastic force of spring 33 presses the filter element rotor assembly 2 to prevent it from moving axially during rotation, ensuring that the upper end cover 21 is in close contact with the upper bearing 121 to block the gas leakage path; when disassembled and reassembled, spring 33 automatically resets to ensure assembly consistency.

[0095] Spring 33 is a disc spring or a cylindrical helical spring; the preload of spring 33 ranges from 50 to 200 N (adjusted according to rotor mass and speed; the design principle is that the greater the rotor mass or the higher the speed, the greater the preload of spring 33 should be).

[0096] The upper end of the central shaft 31 is a tapered structure 311, which is used to guide the assembly of the upper bearing assembly 12 with the central shaft 31.

[0097] The tapered structure 311 serves as a guide during assembly (eliminating the need for strict alignment before assembly), automatically correcting the coaxiality of the upper bearing assembly 12 and the central shaft 31, preventing uneven wear, shortening the alignment adjustment time during maintenance, and improving operational efficiency. The surface hardness of the tapered structure 311 is ≥ HRC55 (carburized).

[0098] The sealing element 13 can be a radial seal or an axial seal. Radial seals (such as O-rings) accommodate radial pressure fluctuations, while axial seals (such as flat gaskets) resist axial vibrations. Both modes are selectable to match different engine operating conditions. When using a radial seal, the sealing element 13 can be made of fluororubber (oil temperature resistant up to 200°C); when using an axial seal, the sealing element 13 can be a metal spiral wound gasket with an embedded spring.

[0099] The drive assembly 3 further includes a lower bearing assembly 34, which has a lower bearing 341 mounted on the base 36. The lower end of the central shaft 31 is rotatably connected to the lower bearing assembly 34. The lower bearing assembly 34 and the upper bearing assembly 12 form a double-support structure, suppressing radial sway during high-speed rotation of the central shaft 31 and ensuring the dynamic balance accuracy of the filter element rotor assembly 2. The lower bearing 341 is a needle roller bearing or a sliding bearing.

[0100] The nozzle 37 is disposed on the base 36 and is used to spray engine oil onto the impeller 35 to drive the impeller 35 to rotate. The nozzle 37 is used to connect to the high-pressure section of the vehicle's lubricating oil (engine oil) circuit. High-pressure engine oil is directionally sprayed onto the impeller 35 through the nozzle 37, converting hydraulic energy into mechanical energy, driving the central shaft and filter element rotor assembly 2 to rotate, providing power for the centrifugal separation mechanism. Waste engine oil flows back into the vehicle's crankcase (connected to the lubricating oil circuit) through the return oil port 361 in a closed loop, with no additional oil consumption.

[0101] An oil-throwing gap 231 is provided between the upper end cap 21 and the lower end cap 23. The separated oil is thrown through the oil-throwing gap 231 to the inner wall of the housing assembly 32 under centrifugal force. The oil-throwing gap 231 serves as part of the oil centrifugal discharge channel, using rotational centrifugal force to directionally throw impurities towards the inner wall of the housing assembly 32, preventing oil droplets from re-entering the airflow. Preferably, multiple oil-throwing gaps 231 are evenly distributed circumferentially.

[0102] Direction definition: With the axis of the central shaft 31 as the axial direction, the direction outward from the center is the radial direction, and the oil and gas flow direction is the crankcase → separator → downstream as the positive flow direction.

[0103] The working process of this utility model is as follows.

[0104] 1. Static state before startup.

[0105] The housing assembly 32 is fixedly connected to the base 36, and the central shaft 31 is rotatably supported on the base 36 via the lower bearing assembly 34. The lower end of the spring 33 abuts against the base 36, and the upper end abuts against the lower end cover 23, pushing the filter element rotor assembly 2 upward, so that the support surface 212 of the upper end cover 21 and the upper bearing 121 in the air inlet assembly 1 maintain a constant axial pressure. The central hole structure 211 forms a circumferential limit with the central shaft 31, ensuring that the filter element rotor assembly 2 can rotate synchronously with the central shaft 31. The sealing element 13 forms a removable and reassembleable sealing interface between the air inlet assembly 1 and the housing assembly 32.

[0106] 2. Drive the establishment of rotation.

[0107] High-pressure oil from the engine oil pump enters the base through an external pipeline and is ejected at high speed towards the impeller 35 through the nozzle 37. Under the impact of oil pressure, the impeller 35 drives the central shaft 31 to rotate at high speed; due to the circumferential limiting effect of the central hole structure 211, the filter element rotor assembly 2 rotates synchronously at high speed with the central shaft 31, generating a centrifugal force field.

[0108] 3. Crankcase blow-by.

[0109] The blow-by gas from the crankcase enters the intake assembly 1 through the intake port 11, passes through the upper bearing assembly 12, and then enters the internal cavity of the filter element rotor assembly 2. The gas first passes through the dispersion filtration effect of the filter layer 22, where larger droplets are intercepted; then, under the centrifugal force generated by high-speed rotation, residual oil, water, and other impurities are thrown to the outside of the filter layer 22 and radially pass through the oil-throwing gap 231 to impact the inner wall of the housing assembly 32, forming a highly efficient gas-liquid separation.

[0110] 4. Clean air is discharged.

[0111] The separated clean gas flows along the inner cavity of the housing assembly 32 and is finally discharged from the outlet (321) into the engine intake manifold or subsequent treatment and emission system to complete the gas purification cycle.

[0112] 5. Oil recovery.

[0113] The ejected oil and other impurities flow downwards along the inner wall of the housing assembly 32, collect in the area of ​​the lower bearing assembly 34, flow into the inner cavity of the base 36 through the central hole of the lower bearing (341), and finally return to the crankcase oil pan through the oil return port 361 along with the drive oil, thus realizing oil recovery and recirculation.

[0114] 6. Maintenance and replacement phase.

[0115] When the filter element rotor assembly 2 reaches its maintenance mileage and needs replacement, after removing the connecting bolts between the air inlet assembly 1 and the housing assembly 32, simply pull out the air inlet assembly 1 axially to release the seal of the sealing element 13. Once the filter element rotor assembly 2 is freed from axial constraint, it can be removed as a whole along the central shaft 31. The new filter element rotor assembly 2 is automatically guided by the central hole structure 211 and the tapered structure 311 of the central shaft 31, allowing for quick assembly. Then, the air inlet assembly 1 is pressed in and the seal is restored. Finally, the connecting bolts between the removed air inlet assembly 1 and the housing assembly 32 are tightened. The entire maintenance process does not require disassembly of the housing assembly 32, base 36, or central shaft 31, significantly reducing downtime and maintenance costs.

[0116] The above embodiments are only used to illustrate and not limit the technical solutions of this utility model. Although the utility model has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the utility model without departing from the spirit and scope of the utility model. Any modifications or partial substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A detachable oil-gas separator, comprising a housing assembly (32), an air inlet (11) and an air outlet (321) disposed on the housing assembly (32), a base (36) connected to the bottom of the housing assembly (32), and an oil return port (361) disposed on the base (36), wherein the housing assembly (32) is provided with a filter element rotor assembly (2) and a drive unit, the drive unit being used to drive the filter element rotor assembly (2) to rotate to separate the oil in the crankcase blow-by gas entering from the air inlet (11), the separated gas being discharged from the air outlet (321), and the separated oil being discharged from the oil return port (361), characterized in that: The air inlet (11) and the upper bearing assembly (12) connected to the air inlet (11) constitute the air inlet assembly (1). The filter element rotor assembly (2) has a filter layer (22); The drive assembly (3) includes the base (36), the oil return port (361), the drive unit, and the central shaft (31). The upper middle part of the central shaft (31) is detachably connected to the filter element rotor assembly (2) and used to drive the filter element rotor assembly (2) to rotate. The central shaft (31) is driven by the drive unit. The drive unit includes an impeller (35) and a nozzle (37) for driving the impeller (35); the impeller (35) is connected to the bottom of the central shaft (31); The air inlet assembly (1) is detachably mounted on the drive assembly (3) and the housing assembly (32), and the upper bearing assembly (12) of the air inlet assembly (1) is rotatably connected to the upper end of the central shaft (31).

2. The detachable oil-gas separator according to claim 1, characterized in that: A sealing element (13) is pressed between the top of the air inlet assembly (1) and the housing assembly (32) to achieve a seal.

3. The detachable oil-gas separator according to claim 2, characterized in that: The filter element rotor assembly (2) includes an upper end cover (21), a lower end cover (23), and a filter layer (22) fixed between the two. The upper end cover (21) has a central hole structure (211) fixed in the center. A central shaft (31) is inserted into the central hole structure (211). The radial cross section of the part of the central shaft (31) inserted into the central hole structure (211) is polygonal. The central hole structure (211) is adapted to the central shaft (31) and forms a circumferentially limited and axially unconstrained connection structure.

4. The detachable oil-gas separator according to claim 3, characterized in that: The upper end face of the hole wall of the central hole structure (211) serves as the support surface (212) of the upper end cap (21). The drive assembly (3) also includes a spring (33) that supports the lower end cover (23) upward and applies an axial elastic force to the filter rotor assembly (2) so that the support surface (212) of the upper end cover (21) contacts the upper bearing (121) of the upper bearing assembly (12).

5. The detachable oil-gas separator according to claim 2, characterized in that: The upper end of the central shaft (31) is a tapered structure (311) used to guide the assembly of the upper bearing assembly (12) with the central shaft (31).

6. The detachable oil-gas separator according to claim 2, characterized in that: The sealing element (13) is a radial seal or an axial seal.

7. The detachable oil-gas separator according to claim 2, characterized in that: The drive assembly (3) further includes a lower bearing assembly (34), which has a lower bearing (341) disposed on the base (36), and the lower end of the central shaft (31) is rotatably connected to the lower bearing assembly (34).

8. The detachable oil-gas separator according to any one of claims 1 to 7, characterized in that: The nozzle (37) is disposed on the base (36) for spraying oil onto the impeller (35) to drive the impeller (35) to rotate.

9. The detachable oil-gas separator according to claim 3, characterized in that: An oil-throwing gap (231) is provided between the upper end cover (21) and the lower end cover (23). The separated oil is thrown to the inner wall of the housing assembly (32) through the oil-throwing gap (231) under the action of centrifugal force.

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