Active crankcase ventilation system for a boosted, intercooled engine
Patent Information
- Application Number
- CN202522258830.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-26
- Publication Date
- 2026-09-22
- Estimated Expiration
- 2035-10-26
AI Technical Summary
[0012]与现有技术相比，本实用新型的曲轴箱抽油气系统不但设有能在发动机处于低负荷时将曲轴箱内的油气进行分离排出的呼吸装置，而且还配设有能在发动机处于高工况时通过主动抽气的方式将曲轴箱内的油气进行分离排出的主动抽油气机构。从而使本实用新型能在增压中冷发动机不同工况运行时，自适应调节曲轴箱压力；在高工况时，曲轴箱内部压力高，中冷器前或后增压空气压力高，抽油气装置产生负压，能高效地抽出油气，使曲轴箱内产生负压力，产生的负压可以降低曲轴箱内部混合气的浓度，降低爆炸风险及爆炸的能量。同时曲轴箱内部的负压力，还消除了含有润滑油油气的混合气利用内外压力差从曲轴前后端间隙及曲轴箱盖板、凸轮轴箱盖板等不平处产生的缝隙渗漏出去的可能性，也就消除了渗漏的混合气遇到外部相对冷却的环境会凝结形成油污附着在发动机表面造成污染的现象，从而保持了发动机表面的清洁。在在发动机处于低工况时，由于燃烧室漏气量小，曲轴箱内部压力不高，混合气浓度低，中冷器前或后增压空气压力较低，抽油气作用弱，曲轴箱内部压力能通过呼吸器装置释放出去，从而实现内外部压力的平衡，降低爆炸的风险，减少渗漏。
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Figure CN224785790U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of engines, and in particular to an active crankcase oil extraction system for a turbocharged intercooled engine. Background Technology
[0002] When an engine is running, the high-temperature, high-pressure gases produced by fuel combustion in the combustion chamber can seep down into the crankcase through the piston ring gaps, increasing the crankcase pressure. In gas engines using natural gas or other combustible gases as fuel, these downflowing high-temperature, high-pressure gases contain some combustible gases. Prolonged downflow can increase the concentration of combustible gases in the crankcase, thus increasing the risk of explosion. Simultaneously, the lubricating oil required for lubrication and cooling by the crankshaft and other moving parts in the engine crankcase is heated, thrown out, and dispersed by the high-speed rotation of these components, forming oil vapor. This oil vapor mixes with the downflowing high-temperature, high-pressure gases, forming a combustible mixture containing a certain concentration of lubricating oil vapor. This mixture, along with the increased pressure in the crankcase, poses a risk of explosion if not addressed promptly. Furthermore, it may leak out through gaps in the crankshaft clearances, crankcase cover plates, camshaft cover plates, and other uneven areas. The leaked mixture will condense in the relatively cool external environment, forming oil stains that adhere to the engine surface, causing pollution. Summary of the Invention
[0003] The technical problem to be solved by this utility model is to provide an active crankcase oil extraction system for a turbocharged intercooled engine that is simple in structure, reasonably designed, can effectively reduce the air pressure in the crankcase, and can effectively separate the oil and gas in the crankcase and reduce the lubricating oil loss, in view of the current status of the prior art.
[0004] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: An active crankcase oil-gas extraction system for a turbocharged intercooled engine includes a breather device mounted on the crankcase that separates and discharges oil and gas from the crankcase when the engine is under low load; the breather device is connected to a lubricating oil switch device that controls the supply of lubricating oil; the crankcase is also equipped with an active oil-gas extraction mechanism that separates and discharges oil and gas from the crankcase by active air extraction when the engine is under high operating conditions; the active oil-gas extraction mechanism includes a primary separation device located above the crankcase, a secondary separation device located outside the crankcase, and an oil-gas extraction device; the exhaust port of the primary separation device is connected to the oil and gas inlet of the secondary separation device; the exhaust port of the secondary separation device is connected to the negative pressure port of the oil-gas extraction device; the exhaust port of the oil-gas extraction device is connected to the outside via an external pipe; the booster port of the oil-gas extraction device and the control port of the lubricating oil switch device are both connected to the exhaust pipe before or after the intercooler.
[0005] To optimize the above technical solution, the specific measures also include: The aforementioned breathing device consists of a breathing apparatus body, an oil-gas separator filter, a baffle, a cover plate, and an oil return pipe. The breathing apparatus body is fixedly mounted on the crankcase via the cover plate, which has a breathing channel formed in it to connect the crankcase and the breathing apparatus body. The oil return pipe is installed on the bottom surface of the breathing apparatus body and connects to the inside of the crankcase. The oil-gas separator filter and the baffle are both located inside the breathing apparatus body.
[0006] The aforementioned lubricating oil switch device consists of a switch body, a plunger, and a return spring. The switch body has an axially extending plunger cavity and a lubricating oil inlet and a lubricating oil outlet that are radially connected to the plunger cavity. The opening of the plunger cavity constitutes the control air port of the lubricating oil switch device. The plunger is slidably disposed in the plunger cavity to control the on / off connection between the lubricating oil inlet and the lubricating oil outlet. The return spring is press-fitted to the bottom of the plunger cavity via the plunger. The lubricating oil outlet is connected to the oil inlet formed at the lower end of the breather body, and the lubricating oil inlet is connected to the engine's lubricating oil system.
[0007] The aforementioned primary separation device includes a longitudinally arranged separation sleeve, with an oil and gas inlet on the bottom surface of the separation sleeve and an exhaust port on the top surface of the separation sleeve; the upper part of the separation sleeve is provided with a separation pipe for separating oil and gas, and multiple baffles are alternately arranged on the inner wall of the lower part of the separation sleeve. The aforementioned baffle is set with its free end tilted downwards, and the angle between the baffle and the horizontal plane is 10 degrees; small filter holes are evenly distributed on the circumference of the separation tube, and the exhaust port of the primary separation device is connected to the secondary separation device through the first pipeline.
[0008] The aforementioned secondary separation device consists of a separation tank and multiple filter screens arranged sequentially inside the separation tank; one side of the separation tank has an oil and gas inlet for connecting to the first pipeline, and the other side of the separation tank has an exhaust port; the horizontal height of the exhaust port of the separation tank is higher than the horizontal height of the oil and gas inlet of the separation tank; a drain valve is installed on the bottom surface of the separation tank.
[0009] The aforementioned oil and gas extraction device includes an oil and gas extraction body, a first constriction port, and a second constriction port; the booster port and the exhaust port of the oil and gas extraction device are formed on both sides of the oil and gas extraction body, and the booster port and the exhaust port on the oil and gas extraction body are coaxially connected; the negative pressure port is formed on the bottom surface of the oil and gas extraction body; the first constriction port screw is installed in the booster port, the second constriction port screw is installed in the exhaust port of the oil and gas extraction body, and the negative pressure port is connected to the exhaust port of the secondary separation device through a second pipeline.
[0010] The large-diameter end of the first constriction mentioned above is connected to one air outlet end of the three-way fitting via a third pipeline, and the other air outlet end of the three-way fitting is connected to the control air port of the lubricating oil switch device via a fourth pipeline; the air inlet end of the three-way fitting is connected to the exhaust pipe before or after the intercooler.
[0011] The small-diameter end of the first constriction is coaxially aligned with the small-diameter end of the second constriction, and there is an adsorption chamber between the small-diameter ends of the first and second constrictions that allows air in the negative pressure port to be drawn in; the large-diameter end of the second constriction is connected to the outer tube, and multiple adsorption channels that can draw in air from the negative pressure port are formed at the connection between the small-diameter end and the large-diameter end of the second constriction in an arc shape; the diameter of the small-diameter end of the second constriction is larger than the diameter of the small-diameter end of the first constriction.
[0012] Compared with existing technologies, the crankcase oil-gas extraction system of this invention not only has a breathing device that can separate and discharge oil and gas in the crankcase when the engine is under low load, but also an active oil-gas extraction mechanism that can actively extract oil and gas in the crankcase when the engine is under high operating conditions. This allows the invention to adaptively adjust the crankcase pressure under different operating conditions of a turbocharged intercooled engine. Under high operating conditions, the internal pressure of the crankcase is high, and the pressure of the boost air before or after the intercooler is high. The oil-gas extraction device generates negative pressure, which can efficiently extract oil and gas, creating negative pressure in the crankcase. This negative pressure reduces the concentration of the air-fuel mixture inside the crankcase, reducing the risk of explosion and the energy of an explosion. Simultaneously, the negative pressure inside the crankcase eliminates the possibility of the lubricating oil-air mixture leaking out through gaps in the crankshaft front and rear end clearances and uneven areas such as the crankcase cover and camshaft cover, utilizing the internal and external pressure differences. This also eliminates the possibility of leaked mixture condensing into oil stains upon encountering a relatively cool external environment, thus keeping the engine surface clean. When the engine is under low operating conditions, due to the small amount of air leakage in the combustion chamber, the low pressure inside the crankcase, and the low mixture concentration, the pressure of the boost air before or after the intercooler is also low, resulting in weak oil extraction. The internal pressure of the crankcase can be released through the breather device, thereby achieving a balance between internal and external pressures, reducing the risk of explosion, and minimizing leakage. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the structure of the breathing device of this utility model; Figure 3 This is a schematic diagram of the structure of the lubricating oil switch device of this utility model; Figure 4 This is a schematic diagram of the structure of the primary separation device of this utility model; Figure 5 This is a schematic diagram of the structure of the two-stage separation device of this utility model; Figure 6 This is a schematic diagram of the structure of the oil and gas extraction device of this utility model. Detailed Implementation
[0014] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.
[0015] Figures 1 to 6 This is a schematic diagram of the structure of this utility model.
[0016] The attached figures are labeled as follows: crankcase 1, breathing device 2, breathing device body 21, oil-gas separator filter 22, baffle 23, cover plate 24, breathing channel 24a, oil return pipe 25, lubricating oil switch device 3, switch body 31, plunger chamber 31a, lubricating oil inlet 31b, lubricating oil outlet 31c, plunger 32, return spring 33, primary separation device 4, separation sleeve 41, separation pipe 42, partition 43, secondary separation device 5, separation barrel 51, filter screen 52, drain valve 53, oil-gas extraction device 6, oil-gas extraction body 61, adsorption chamber 61a, first constriction 62, second constriction 63, adsorption channel 63a, tee sleeve 7, exhaust pipe 8, first pipeline 91, second pipeline 92, third pipeline 93, fourth pipeline 94, outer pipe 95.
[0017] like Figures 1 to 6As shown, this utility model discloses an active crankcase oil-gas extraction system for a turbocharged intercooled engine. This system includes a breather device 2 mounted on the crankcase 1, capable of separating and expelling oil and gas within the crankcase 1 when the engine is under low load. The oil inlet of the breather device 2 is connected to a lubricating oil switch device 3 via a screw connection, which controls the opening and closing of the lubricating oil passage to the breather device 2. The crankcase 1 of this utility model not only has a breather device 2 that separates the pressurized oil and gas generated within the crankcase 1 and discharges the separated air when the engine is under low operating conditions, but also an active oil-gas extraction mechanism that actively extracts and discharges oil and gas within the crankcase 1 when the engine is under high operating conditions. The active oil-gas extraction mechanism of this utility model includes a primary separation device 4 located above the crankcase 1, a secondary separation device 5 located outside the crankcase 1, and an oil-gas extraction device 6. According to Bernoulli's principle, the oil extraction device 6 utilizes the negative pressure generated when the pressurized air from the intercooler flows through it at high speed to efficiently extract and separate the oil and gas in the crankcase 1, creating a negative pressure within the crankcase 1. This negative pressure effectively reduces the concentration of the air-fuel mixture inside the crankcase 1, thereby reducing the risk of explosion and the energy of the explosion. The active oil extraction mechanism is configured as follows: the exhaust port of the primary separator 4 is connected to the oil and gas inlet of the secondary separator 5, achieving secondary oil and gas separation in series. The exhaust port of the secondary separator 5 is connected to the negative pressure port of the oil extraction device 6. The exhaust port of the oil extraction device 6 is connected to the outside atmosphere via an external pipe 95. The pressurization port of the oil extraction device 6 and the control port of the lubricating oil switch device 3 are both connected to the exhaust pipe 8 before or after the intercooler. In this way, the pressurized air generated by the intercooler can be divided into two paths: one path goes to the oil-gas extraction device 6 to achieve automatic oil-gas extraction, and the other path goes to the lubricating oil switch device 3 to open the lubricating oil supply channel when the engine is under high load, ensuring that the crankshaft in the crankcase receives sufficient lubrication during high-speed operation. This invention effectively reduces the oil-gas pressure in the crankcase, lowers the oil-gas concentration, reduces the risk of explosion and energy, eliminates oil-gas leakage, and reduces the lubricating oil consumption rate of the diesel engine. In this invention, the oil in the oil-gas mixture is engine oil, and the gas in the oil-gas mixture is crankcase gas.
[0018] In the embodiments, as shown Figure 1 and Figure 2As shown, the breathing device 2 of this utility model consists of a breathing device body 21, an oil-gas separation filter 22, a baffle 23, a cover plate 24, and an oil return pipe 25. The breathing device body 21 is mounted on the cover plate 24, and then fixedly mounted on the crankcase 1 via the cover plate 24. The cover plate 24 has a breathing channel 24a formed therein for connecting the crankcase 1 and the breathing device body 21. The breathing channel 24a is a channel for the discharge of oil and gas in the crankcase 1. The oil return pipe 25 is installed on the bottom surface of the breathing device body 21 and connects to the inside of the crankcase 1. The oil-gas separation filter 22 and the baffle 23 are both disposed inside the breathing device body 21. The baffle 23 is suspended and fixed in the inner cavity of the breathing device body 21 and divides the inner cavity of the breathing device body 21 into two interconnected chambers at the bottom; the two chambers include a left chamber and a right chamber. The oil-gas separation filter 22 of this utility model is installed in the left chamber of the breathing device body 21.
[0019] like Figure 2 As shown, when there is no lubricating oil at the bottom of the inner cavity of the breather body 21, i.e., when the engine is under low load and the lubricating oil switch device 3 is not open, the oil and gas in the crankcase 1 can enter the left cavity through the breather channel 24a, the right cavity, and the connection between the bottoms of the two cavities. When the oil-containing gas passes through the oil-gas separator filter 22, the oil and gas are separated in the oil-gas separator filter 22. The separated oil condenses in the oil-gas separator filter 22 and eventually forms oil droplets. After the oil droplets fall off, they can flow back into the crankcase 1 through the return oil pipe 25, while the air separated by the oil-gas separator filter 22 is discharged into the atmosphere through the exhaust port above the left cavity. Figure 1 As shown, when the engine is under high load, the lubricating oil switch device 3 opens to supply oil to the breathing device 2. When there is lubricating oil at the bottom of the inner cavity of the breathing device body 21 and the height of the lubricating oil submerges the baffle 23, the oil and gas in the crankcase 1 cannot be discharged through the breathing device 2 because the connection between the left and right cavities of the breathing device body 21 is blocked. Instead, it needs to be discharged through the oil extraction device 6.
[0020] In the embodiments, as shown Figure 3As shown, the lubricating oil switch device 3 of this utility model consists of a switch body 31, a plunger 32, and a return spring 33. The switch body 31 is formed with an axially extending plunger cavity 31a and a lubricating oil inlet 31b and a lubricating oil outlet 31c radially connected to the plunger cavity 31a. The opening of the plunger cavity 31a constitutes the control air port of the lubricating oil switch device 3. The plunger 32 is slidably disposed in the plunger cavity 31a to control the on / off connection between the lubricating oil inlet 31b and the lubricating oil outlet 31c. The return spring 33 is press-fitted to the bottom of the plunger cavity 31a via the plunger 32. The return spring 33 is used to forcefully drive the plunger 32 to move upward and reset after the pressure of the control air port disappears. The lubricating oil outlet 31c is connected to the oil inlet formed at the lower end of the breather body 21, and the lubricating oil inlet 31b is connected to the engine's lubricating oil system. When the pressurized air discharged before or after the intercooler acts on the control air port, and the pressure of the pressurized air is greater than the pressure of the return spring 33, the pressurized air will push the plunger 32 to compress the return spring 33 and move it downward, opening the passage between the lubricating oil inlet 31b and the lubricating oil outlet 31c, so that the lubricating oil can enter the inner cavity of the breather body 21 through the lubricating oil switch device 3.
[0021] In the embodiments, as shown Figure 4 As shown, the primary separation device 4 of this utility model includes a longitudinally arranged separation sleeve 41. The bottom surface of the separation sleeve 41 is provided with an oil-gas inlet that allows oil and gas from the crankcase 1 to enter. The exhaust port of the primary separation device 4 is located on the top surface of the separation sleeve 41. A separation pipe 42 for separating the incoming oil and gas is provided in the upper part of the separation sleeve 41. Small filter holes are evenly distributed on the circumference of the separation pipe 42. Multiple baffles 43 are staggered on the inner wall of the lower part of the separation sleeve 41, below the separation pipe 42. The staggered baffles 43 allow the oil and gas to advance in a tortuous manner, changing the oil-gas path. The baffles 43 are arranged with their free ends tilted downwards, and the baffles 43 have a 10-degree angle of inclination with the horizontal plane. The exhaust port of the primary separation device 4 is connected to the secondary separation device 5 via a first pipe 91. The oil and gas entering the primary separation device 4 are separated in the separation pipe 42. The separated oil falls into the crankcase 1, while the separated air enters the secondary separation device 5 via the first pipe 91.
[0022] like Figure 5 As shown, the secondary separation device 5 of this utility model consists of a separation tank 51 and multiple filter screens 52 arranged sequentially within the separation tank 51. One side of the separation tank 51 has an oil / gas inlet for connection to the first pipeline 91, and the other side has an exhaust port. The exhaust port of the separation tank 51 is at a higher level than the oil / gas inlet. A drain valve 53 is installed on the bottom surface of the separation tank 51. The filter screen 52 of this utility model is a baffle with numerous small holes. The air separated by the primary separation device 4 still contains a certain amount of oil. When the oil-air mixture with a relatively low oil content passes through the small holes on the filter screen 52, the oil is adsorbed on the small holes on the filter screen 52, thus filtering and separating oil, gas and water. Then the water can be released periodically through the drain valve 53.
[0023] In the embodiments, as shown Figure 6 As shown, the oil extraction gas device 6 of this utility model includes an oil extraction gas body 61, a first constriction 62, and a second constriction 63. The booster port and exhaust port of the oil extraction gas device 6 are formed on both sides of the oil extraction gas body 61, and the booster port and exhaust port on the oil extraction gas body 61 are coaxially connected. The negative pressure port of the oil extraction gas device 6 is formed on the bottom surface of the oil extraction gas body 61. The first constriction 62 is spirally installed in the booster port, and the second constriction 63 is spirally installed in the exhaust port of the oil extraction gas body 61. The negative pressure port is connected to the exhaust port of the secondary separation device 5 through the second pipeline 92.
[0024] In this embodiment, the large-diameter end of the first constriction 62 of the present invention is connected to one air outlet end of the three-way fitting 7 via the third pipe 93, and the other air outlet end of the three-way fitting 7 is connected to the control air port of the lubricating oil switch device 3 via the fourth pipe 94; the air inlet end of the three-way fitting 7 is connected to the exhaust pipe 8 before or after the intercooler.
[0025] In this embodiment, the small-diameter end of the first constriction 62 and the small-diameter end of the second constriction 63 are coaxially aligned, and an adsorption chamber 6a is formed between the small-diameter ends of the first constriction 62 and the second constriction 63, allowing air from the negative pressure port to be drawn in. The large-diameter end of the second constriction 63 is connected to the outer tube 95. Multiple adsorption channels 63a, capable of secondary air intake from the negative pressure port, are formed at the connection between the small-diameter end and the large-diameter end of the second constriction 63 with equal arcuate curvature. The diameter of the small-diameter end of the second constriction 63 is larger than that of the small-diameter end of the first constriction 62. When pressurized air passes through the first constriction 62, the flow velocity increases due to the reduced cross-sectional area of the small-diameter end of the first constriction 62, while the larger area of the adsorption chamber 6a reduces the outlet pressure, generating a negative pressure that draws in gas from the negative pressure port. Similarly, when passing through the second constriction 63, a negative pressure is generated, further enhancing the intake of gas from the negative pressure port.
[0026] The above embodiments provide a systematic and detailed description of the present utility model. These are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. An active crankcase oil-gas extraction system for a turbocharged intercooled engine, comprising a breather (2) installed on the crankcase (1) capable of separating and discharging oil and gas in the crankcase (1) when the engine is under low load; the breather (2) is connected to a lubricating oil switch (3) for controlling the supply of lubricating oil; characterized in that: The crankcase (1) is also equipped with an active oil extraction mechanism that can actively extract oil and gas in the crankcase (1) to separate and discharge oil and gas when the engine is under high operating conditions. The active oil extraction mechanism includes a primary separation device (4) located above the crankcase (1), a secondary separation device (5) located outside the crankcase (1), and an oil extraction device (6). The exhaust port of the primary separation device (4) is connected to the oil and gas inlet of the secondary separation device (5). The exhaust port of the secondary separation device (5) is connected to the negative pressure port of the oil extraction device (6). The exhaust port of the oil extraction device (6) is connected to the outside through an external pipe (95). The booster port of the oil extraction device (6) and the control port of the lubricating oil switch device (3) are both connected to the exhaust pipe (8) before or after the intercooler.
2. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 1, characterized in that: The breathing device (2) consists of a breathing device body (21), an oil-gas separator filter (22), a baffle (23), a cover plate (24), and an oil return pipe (25). The breathing device body (21) is fixedly installed on the crankcase (1) via the cover plate (24), and the cover plate (24) has a breathing channel (24a) for connecting the crankcase (1) and the breathing device body (21). The oil return pipe (25) is installed on the bottom surface of the breathing device body (21) and connects to the inside of the crankcase (1). The oil-gas separator filter (22) and the baffle (23) are both located inside the breathing device body (21).
3. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 2, characterized in that: The lubricating oil switch device (3) consists of a switch body (31), a plunger (32), and a return spring (33). The switch body (31) is formed with an axially extending plunger cavity (31a) and a lubricating oil inlet (31b) and a lubricating oil outlet (31c) that are radially connected to the plunger cavity (31a). The cavity opening of the plunger cavity (31a) constitutes the control air port of the lubricating oil switch device (3). The plunger (32) is slidably disposed in the plunger cavity (31a) to control the on / off connection between the lubricating oil inlet (31b) and the lubricating oil outlet (31c). The return spring (33) is press-fitted to the bottom of the plunger cavity (31a) via the plunger (32). The lubricating oil outlet (31c) is connected to the oil inlet formed at the lower end of the breather body (21). The lubricating oil inlet (31b) is connected to the engine's lubricating oil system.
4. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 3, characterized in that: The primary separation device (4) includes a longitudinally arranged separation sleeve (41), the bottom surface of which is provided with an oil and gas inlet, and the exhaust port of the primary separation device (4) is provided on the top surface of the separation sleeve (41); the upper part of the separation sleeve (41) is provided with a separation pipe (42) for separating oil and gas, and multiple baffles (43) are alternately arranged on the inner wall of the lower part of the separation sleeve (41).
5. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 4, characterized in that: The partition (43) is set with its free end tilted downwards, and the angle between the partition (43) and the horizontal plane is 10 degrees; the separation pipe (42) has filter holes evenly distributed on its circumference, and the exhaust port of the primary separation device (4) is connected to the secondary separation device (5) through the first pipeline (91).
6. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 5, characterized in that: The secondary separation device (5) consists of a separation tank (51) and a plurality of filter screens (52) arranged in sequence inside the separation tank (51); one side of the separation tank (51) is formed with an oil and gas inlet for connecting to the first pipeline (91), and the other side of the separation tank (51) is formed with an exhaust port; the horizontal height of the exhaust port of the separation tank (51) is higher than the horizontal height of the oil and gas inlet of the separation tank (51); a drain valve (53) is installed on the bottom surface of the separation tank (51).
7. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 6, characterized in that: The oil extraction gas device (6) includes an oil extraction gas body (61), a first constriction (62), and a second constriction (63); the booster port and the exhaust port of the oil extraction gas device (6) are formed on both sides of the oil extraction gas body (61), and the booster port and the exhaust port on the oil extraction gas body (61) are coaxially connected; the negative pressure port is formed on the bottom surface of the oil extraction gas body (61); the first constriction (62) is spirally installed in the booster port, the second constriction (63) is spirally installed in the exhaust port of the oil extraction gas body (61), and the negative pressure port is connected to the exhaust port of the secondary separation device (5) through the second pipeline (92).
8. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 7, characterized in that: The large-diameter end of the first constriction (62) is connected to one outlet end of the three-way fitting (7) via the third pipe (93), and the other outlet end of the three-way fitting (7) is connected to the control port of the lubricating oil switch device (3) via the fourth pipe (94); the inlet end of the three-way fitting (7) is connected to the exhaust pipe (8) before or after the intercooler.
9. The active crankcase oil extraction system for a turbocharged intercooled engine according to claim 8, characterized in that: The small-diameter end of the first constriction (62) is coaxially aligned with the small-diameter end of the second constriction (63), and there is an adsorption chamber (6a) between the small-diameter ends of the first constriction (62) and the second constriction (63) that allows air in the negative pressure port to be drawn in; the large-diameter end of the second constriction (63) is connected to the outer tube (95), and multiple adsorption channels (63a) that can draw in air from the negative pressure port a second time are formed at the connection between the small-diameter end and the large-diameter end of the second constriction (63) with equal arc; the diameter of the small-diameter end of the second constriction (63) is larger than the diameter of the small-diameter end of the first constriction (62).