A high-power gas engine crankcase forced closed ventilation system

Abstract

The utility model relates to the technical field of engine crankcase, and disclose a kind of high-power gas engine crankcase forced closed ventilation system, including air filter, the air filter right part fixed mounting has intake pipe, the intake pipe right part fixed mounting has mixer, the mixer upper part fixed mounting has gas intake pipe, the mixer right part is fixedly connected with supercharger by pipeline, the supercharger bottom fixed mounting has supercharger mounting seat, the supercharger right part is fixedly connected with intercooler by pipeline, the intercooler right part fixed mounting has after intercooling intake pipe, using supercharger generates negative pressure, and air is forcedly inhaled into intake pipe, and flame arrester prevents backfire into oil-gas separator, and damper controls crankcase to keep constant negative pressure value, ensure that gas engine works stably, and oil-gas is separated after passing through oil-gas separator and then enters engine to participate in combustion, not only prevent the environmental pollution of oil-gas emptying, and improve the efficiency of gas engine.

Description

Technical Field

[0001] This utility model relates to the field of engine crankcase technology, and in particular to a forced closed ventilation system for a high-power gas engine crankcase. Background Technology

[0002] The crankcase is one of the core components of an internal combustion engine. It is mainly used to house the crankshaft, connecting rods, and other moving parts, and undertakes key functions such as lubrication, heat dissipation, and sealing. Its structure is usually divided into two parts: the upper crankcase and the lower crankcase. The upper crankcase is often cast as one piece with the cylinder block and has crankshaft bearing seats machined inside to support the rotation of the crankshaft. The lower crankcase is the oil pan, and its main function is to store lubricating oil and seal the bottom of the crankcase. The crankcase is mostly made of cast iron or aluminum alloy. The former has high strength and low cost, while the latter has significant advantages in lightweight design and is suitable for high-performance engines.

[0003] In the prior art, high-power gas engines are widely used in scenarios requiring high power output or large-scale energy conversion due to their high efficiency, environmental friendliness, and strong fuel adaptability. However, because high-power gas engines have a large amount of oil and gas, they lack suitable PCV control valves, and their crankcase ventilation often adopts an open ventilation system, directly venting the oil and gas, which greatly pollutes the environment. Therefore, in order to solve the above problems, this utility model proposes a forced closed ventilation system for the crankcase of a high-power gas engine. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a forced closed-loop ventilation system for the crankcase of a high-power gas engine. It utilizes a turbocharger to generate negative pressure, forcibly drawing permeable air into the intake pipe. A flame arrester prevents backfire from entering the oil-gas separator, and a damper controls the crankcase to maintain a constant negative pressure value, ensuring stable operation of the gas engine. Oil and gas are separated by the oil-gas separator before entering the engine for combustion. This not only prevents environmental pollution from exhaust gas vents but also improves the efficiency of the gas engine.

[0005] This utility model provides the following technical solution: a forced closed ventilation system for a high-power gas engine crankcase, including an air filter, an intake pipe fixedly installed on the right side of the air filter, a mixer fixedly installed on the right side of the intake pipe, a gas intake pipe fixedly installed on the upper part of the mixer, a turbocharger fixedly connected to the right side of the mixer via a pipe, a turbocharger mounting base fixedly installed at the bottom of the turbocharger, an intercooler fixedly connected to the right side of the turbocharger via a pipe, an intercooler rear intake pipe fixedly installed on the right side of the intercooler, a crankcase fixedly installed at the other end of the intercooler rear intake pipe, piston blow-by in the crankcase cavity, an oil pan fixedly installed at the bottom of the crankcase, and lubricating oil separated by the oil-gas separator returning to the bottom of the oil pan by gravity, effectively reducing the engine's lubricating oil consumption rate. Simultaneously, the separated oil and gas participate in combustion, improving the efficiency of the gas engine.

[0006] Preferably, a turbocharger return oil pipe is fixedly installed on the left side of the oil pan, and the other end of the turbocharger return oil pipe is fixedly connected to the bottom of the turbocharger mounting base. A turbocharger supply oil pipe is fixedly installed on the left side of the air filter and below the turbocharger return oil pipe, and the other end of the turbocharger supply oil pipe is fixedly connected to the bottom of the turbocharger mounting base. The oil and gas in the return oil chamber of the turbocharger mounting base enter the turbocharger oil-gas separator through the turbocharger vent pipe, and after separation, enter the vent collection pipe through the vent valve of the turbocharger vent pipe.

[0007] Preferably, a turbocharger oil-gas separator return pipe is fixedly installed on the left side of the oil pan and below the turbocharger oil supply pipe. A crankcase oil-gas separator return pipe is fixedly connected to the left side of the turbocharger oil-gas separator return pipe. A crankcase vent pipe is fixedly installed on the left side of the crankcase. A turbocharger vent pipe is fixedly installed on the upper part of the turbocharger mounting base and to the left of the turbocharger. The oil and gas in the crankcase enter the crankcase oil-gas separator through the crankcase vent pipe, and after separation, enter the vent collection pipe through the crankcase vent pipe air valve.

[0008] Preferably, a turbocharger oil-gas separator is fixedly connected to the left end of the turbocharger vent pipe, the bottom of the turbocharger oil-gas separator is fixedly connected to the return oil pipe of the turbocharger oil-gas separator, a turbocharger vent pipe air valve is fixedly connected to the left side of the turbocharger oil-gas separator through a pipe, a crankcase oil-gas separator is fixedly connected to the upper end of the return oil pipe of the crankcase oil-gas separator, and the left end of the crankcase vent pipe is fixedly connected to the crankcase oil-gas separator. Both oil-gas separators are equipped with pressure detection devices. The pressure value is used to adjust the two sets of vent pipe air valves to keep the pressure value within a reasonable range and to monitor the degree of clogging of the oil-gas separator filter element in real time.

[0009] Preferably, the crankcase oil-gas separator is fixedly connected to a crankcase vent valve via a pipe on the left side, and a vent manifold is fixedly connected to the left side of the crankcase vent valve. The vent manifold is fixedly connected to the turbocharger vent valve, and a flame arrester is fixedly connected to the upper end of the vent manifold. The flame arrester is fixedly connected to the bottom end of the intake pipe. A flame arrester is installed at the front end of the vent manifold to prevent backfire from the gas engine from entering the oil-gas separator and to ensure the safety of the gas engine.

[0010] Compared with the prior art, the present invention has the following beneficial effects:

[0011] By utilizing the negative pressure at the front end of the turbocharger in the gas engine, the vents from the crankcase and the turbocharger are forcibly drawn into the intake manifold. Adjustment of the choke maintains a constant negative pressure value in the crankcase and turbocharger oil return chamber, reducing the contact time between the lubricating oil and high-temperature blow-by gases, lowering the degree of lubricating oil oxidation, and preventing engine oil leakage. The negative pressure in the turbocharger oil return chamber facilitates oil return from the turbocharger, preventing turbocharger oil leakage. The oil-gas separator effectively reduces engine oil consumption. The separated oil and gas participate in combustion, improving the efficiency of the gas engine. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the structure of this utility model;

[0013] Figure 2 This utility model Figure 1 Enlarged diagram of point A in the middle.

[0014] In the diagram: 1. Air filter; 2. Intake pipe; 3. Mixer; 4. Gas intake pipe; 5. Turbocharger; 6. Turbocharger mounting base; 7. Intercooler; 8. Intercooler rear intake pipe; 9. Piston blow-by; 10. Crankcase; 11. Oil pan; 12. Turbocharger return oil pipe; 13. Turbocharger supply oil pipe; 14. Turbocharger oil-gas separator return oil pipe; 15. Crankcase oil-gas separator return oil pipe; 16. Crankcase vent pipe; 17. Turbocharger vent pipe; 18. Turbocharger oil-gas separator; 19. Turbocharger vent pipe damper; 20. Crankcase oil-gas separator; 21. Crankcase vent pipe damper; 22. Vent manifold; 23. Flame arrester. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0016] Please see Figures 1-2A forced closed-loop ventilation system for a high-power gas engine crankcase includes an air filter 1, an intake pipe 2 fixedly mounted on the right side of the air filter 1, a mixer 3 fixedly mounted on the right side of the intake pipe 2, a gas intake pipe 4 fixedly mounted on the upper part of the mixer 3, a turbocharger 5 fixedly connected to the right side of the mixer 3 via a pipe, a turbocharger mounting base 6 fixedly mounted on the bottom of the turbocharger 5, an intercooler 7 fixedly connected to the right side of the turbocharger 5 via a pipe, an intercooler rear intake pipe 8 fixedly mounted on the right side of the intercooler 7, a crankcase 10 fixedly mounted at the other end of the intercooler rear intake pipe 8, piston blow-by 9 existing in the inner cavity of the crankcase 10, an oil pan 11 fixedly mounted at the bottom of the crankcase 10, a turbocharger return oil pipe 12 fixedly mounted on the left side of the oil pan 11, and the other end of the turbocharger return oil pipe 12 connected to the turbocharger. The bottom of the mounting base 6 is fixedly connected. A turbocharger oil supply pipe 13 is fixedly installed on the left side of the air filter 1, below the turbocharger return oil pipe 12. The other end of the turbocharger supply oil pipe 13 is fixedly connected to the bottom of the turbocharger mounting base 6. A turbocharger oil-gas separator return oil pipe 14 is fixedly installed on the left side of the oil pan 11, below the turbocharger supply oil pipe 13. A crankcase oil-gas separator return oil pipe 15 is fixedly connected to the left side of the turbocharger oil-gas separator return oil pipe 14. A crankcase vent pipe 16 is fixedly installed on the left side of the crankcase 10. A turbocharger vent pipe 17 is fixedly installed on the upper part of the turbocharger mounting base 6, to the left of the turbocharger 5. A turbocharger oil-gas separator 18 is fixedly connected to the left end of the turbocharger vent pipe 17. The bottom of the turbocharger oil-gas separator 18 is fixedly connected to the turbocharger oil-gas separator return oil pipe 14. The turbocharger oil-gas separator 18 is connected to a turbocharger vent valve 19 via a pipe on its left side. The crankcase oil-gas separator 20 is fixedly connected to the upper end of the crankcase oil-gas separator return pipe 15. The left end of the crankcase vent pipe 16 is fixedly connected to the crankcase oil-gas separator 20. The crankcase oil-gas separator 20 is connected to a crankcase vent valve 21 via a pipe on its left side. A vent collection pipe 22 is fixedly connected to the left side of the crankcase vent valve 21. The vent collection pipe 22 is fixedly connected to the turbocharger vent valve 19. A flame arrester 23 is fixedly connected to the upper end of the vent collection pipe 22. The flame arrester 23 is fixedly connected to the bottom end of the intake pipe 2. The oil and gas in the return chamber of the turbocharger mounting base 6 enter the turbocharger oil-gas separator 18 through the turbocharger vent pipe 17, and after separation... The oil and gas from the crankcase 10 enter the crankcase oil-gas separator 20 through the crankcase vent valve 19 and the crankcase vent pipe 16. After separation, the oil enters the crankcase vent pipe 22 through the crankcase vent valve 21. A flame arrester 23 is installed at the front end of the vent pipe 22 to prevent backfire from the gas engine from entering the oil-gas separator. Both oil-gas separators are equipped with pressure detection devices to detect the pressure value of the oil-gas intake. This pressure value is used to adjust the two sets of vent valves to maintain the pressure value at a reasonable negative pressure. The negative pressure turbocharger return oil chamber is conducive to the return of oil from the turbocharger, prevents oil leakage from the turbocharger, and monitors the degree of clogging of the oil-gas separator filter element in real time. The lubricating oil separated by the oil-gas separator returns to the bottom of the oil pan 11 by gravity.This effectively reduces engine oil consumption, and the separated oil and gas participate in combustion, improving the efficiency of the gas turbine engine.

[0017] Working principle: The oil and gas in the return oil chamber of the turbocharger mounting base 6 enter the turbocharger oil-gas separator 18 through the turbocharger vent pipe 17. After separation, it enters the vent manifold 22 through the turbocharger vent pipe valve 19. The oil and gas in the crankcase 10 enter the crankcase oil-gas separator 20 through the crankcase vent pipe 16. After separation, it enters the vent manifold 22 through the crankcase vent pipe valve 21. A flame arrester 23 is installed at the front end of the vent manifold 22 to prevent backfire from the gas engine from entering the oil-gas separator. Both oil-gas separators are equipped with pressure detection devices to detect the pressure value of the oil-gas intake. The pressure value is used to adjust the two sets of vent pipe valves to keep the pressure value at a reasonable negative pressure. The degree of blockage of the oil-gas separator filter element is monitored in real time. The lubricating oil separated by the oil-gas separator returns to the bottom of the oil pan 11 by gravity.

Claims

1. A forced closed-loop ventilation system for the crankcase of a high-power gas engine, comprising an air filter (1), characterized in that: An intake pipe (2) is fixedly installed on the right side of the air filter (1). A mixer (3) is fixedly installed on the right side of the intake pipe (2). A gas intake pipe (4) is fixedly installed on the upper part of the mixer (3). A turbocharger (5) is fixedly connected to the right side of the mixer (3) via a pipe. A turbocharger mounting base (6) is fixedly installed at the bottom of the turbocharger (5). An intercooler (7) is fixedly connected to the right side of the turbocharger (5) via a pipe. An intercooler rear intake pipe (8) is fixedly installed on the right side of the intercooler (7). A crankcase (10) is fixedly installed at the other end of the intercooler rear intake pipe (8). Piston blow-by (9) exists in the inner cavity of the crankcase (10). An oil pan (11) is fixedly installed at the bottom of the crankcase (10).

2. The forced closed ventilation system for a high-power gas engine crankcase according to claim 1, characterized in that: A turbocharger return oil pipe (12) is fixedly installed on the left side of the oil pan (11). The other end of the turbocharger return oil pipe (12) is fixedly connected to the bottom of the turbocharger mounting base (6). A turbocharger supply oil pipe (13) is fixedly installed on the left side of the air filter (1) and below the turbocharger return oil pipe (12). The other end of the turbocharger supply oil pipe (13) is fixedly connected to the bottom of the turbocharger mounting base (6).

3. The forced closed ventilation system for a high-power gas engine crankcase according to claim 2, characterized in that: A turbocharger oil-gas separator return pipe (14) is fixedly installed on the left side of the oil pan (11) and below the turbocharger oil supply pipe (13). A crankcase oil-gas separator return pipe (15) is fixedly connected to the left side of the turbocharger oil-gas separator return pipe (14). A crankcase vent pipe (16) is fixedly installed on the left side of the crankcase (10). A turbocharger vent pipe (17) is fixedly installed on the upper part of the turbocharger mounting base (6) and to the left of the turbocharger (5).

4. The forced closed ventilation system for a high-power gas engine crankcase according to claim 3, characterized in that: The turbocharger vent pipe (17) is fixedly connected to the left end of the turbocharger oil-gas separator (18). The bottom of the turbocharger oil-gas separator (18) is fixedly connected to the turbocharger oil-gas separator return oil pipe (14). The left side of the turbocharger oil-gas separator (18) is fixedly connected to the turbocharger vent pipe air valve (19) through a pipe. The upper end of the crankcase oil-gas separator return oil pipe (15) is fixedly connected to the crankcase oil-gas separator (20). The left end of the crankcase vent pipe (16) is fixedly connected to the crankcase oil-gas separator (20).

5. A forced closed-loop ventilation system for a high-power gas engine crankcase according to claim 4, characterized in that: The crankcase oil-gas separator (20) is fixedly connected to the crankcase vent valve (21) via a pipe on the left side. The crankcase vent valve (21) is fixedly connected to the vent pipe manifold (22) on the left side. The vent pipe manifold (22) is fixedly connected to the turbocharger vent valve (19). The upper end of the vent pipe manifold (22) is fixedly connected to a flame arrester (23). The flame arrester (23) is fixedly connected to the bottom end of the intake pipe (2).

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