Crankcase ventilation structure, crankcase assembly, and vehicle

Abstract

The application provides a crankcase ventilation structure, a crankcase assembly and a vehicle, and belongs to the technical field of vehicle engines, wherein the crankcase ventilation structure is provided with a coarse separation oil blocking component and a fine separation oil blocking component in a large-load ventilation pipeline, efficient gas-liquid separation is achieved, the relative humidity of the gas entering the ventilation pipe is reduced, the icing risk is reduced, and thus the icing problem at the interface between the ventilation pipe inside the crankcase and the air inlet pipe is avoided, the faults caused by icing, such as the oil level gauge falling off, the crankshaft oil seal falling off and the falling ice damaging the supercharger, can be effectively avoided; meanwhile, a first oil storage cavity and a second oil storage cavity are arranged, the two oil storage cavities are used to collect the separated liquid in time, the liquid accumulation in the pipeline is avoided, and the liquid is prevented from being frozen to block the pipeline or the interface in winter.

Description

Technical Field

[0001] This application belongs to the field of vehicle engine technology, and more specifically, relates to a crankcase ventilation structure, a crankcase assembly, and a vehicle. Background Technology

[0002] When the engine is running, gases from the cylinders enter the crankcase through the gaps between the piston, piston rings, and ventilated cylinder block. As the engine load changes, the pressure in the crankcase also changes, requiring regulation by the ventilation system. Especially under heavy load, when the engine is under positive pressure, gases from the cylinders (such as fuel vapor, exhaust gas, and water vapor) are expelled through the crankcase ventilation system.

[0003] Crankcase ventilation systems are typically closed systems. The advantage of a closed system is that it prevents fuel vapors and exhaust gases from being released into the atmosphere and causing environmental pollution. The disadvantage is that in winter, water vapor easily freezes inside the crankcase ventilation pipes and at the interface between the crankcase ventilation pipes and the intake manifold. Ice inside the crankcase can lead to increased crankcase pressure, causing problems such as crankshaft oil seal leaks, oil dipstick detachment, and turbocharger damage. Utility Model Content

[0004] The purpose of this application is to provide a crankcase ventilation structure, a crankcase assembly, and a vehicle, which aims to solve the problem of easy icing inside the crankcase in winter.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a crankcase ventilation structure, including: Ventilation cylinder body; A high-load ventilation line is provided in the ventilation cylinder body. The inlet of the high-load ventilation line is used to connect to the gas outlet of the crankcase. The outlet of the high-load ventilation line is connected to the intake pipe of the crankcase via a ventilation pipe. The high-load ventilation line includes an oil-gas separation chamber. An oil-gas separation structure is disposed within the oil-gas separation chamber. The oil-gas separation structure includes coarse separation oil-blocking components and fine separation oil-blocking components spaced apart along the airflow direction. The coarse separation oil-blocking components have multiple shielding parts for changing the airflow direction. The fine separation oil-blocking components include a front baffle with an air hole and a rear baffle that blocks the air hole outlet. The rear baffle and the front baffle are spaced apart and form an airflow channel. The drain structure includes a first oil storage chamber located on the front side of the fine separation oil baffle assembly and a second oil storage chamber located on the rear side of the fine separation oil baffle assembly.

[0006] In the above technical solution, the crankcase ventilation structure treats the high-load ventilation pipeline as an independent ventilation pipeline to balance the pressure inside the crankcase under high-load conditions.

[0007] An oil-gas separation chamber is installed in a high-load ventilation pipeline. By setting up coarse separation oil-blocking components and fine separation oil-blocking components in the oil-gas separation chamber, a two-stage separation system is formed to achieve efficient separation of liquid and gas in the gas.

[0008] The coarse separation oil-blocking assembly uses multiple shielding parts to form a tortuous flow channel in the ventilation section. When a high flow rate of gas encounters the shielding part, the airflow direction is forced to change. Larger liquid droplets in the gas collide with the surface of the shielding part due to inertia and condense into larger droplets on the surface of the shielding part, so as to achieve preliminary gas-liquid separation.

[0009] The fine separation oil-blocking assembly adopts a structure with air holes on the front baffle and a rear baffle blocking the flow. The gas is blocked on the front baffle, separating some oil droplets and water droplets from the gas. After the gas passes through the air holes, turbulence is formed between the front and rear baffles. The fine oil droplets and water vapor in the gas collide and condense under the action of turbulence. At the same time, the blocking of the air hole outlet by the rear baffle causes the oil droplets and water droplets to adhere to the surface of the rear baffle, achieving deep separation.

[0010] Compared with existing technologies, the crankcase ventilation structure provided in this application features a two-stage gas-liquid separation component that can achieve efficient separation of oil droplets and water vapor, reducing the relative humidity of the gas entering the ventilation duct and minimizing the risk of icing. This avoids the problem of icing inside the ventilation duct and at the interface between the crankcase ventilation duct and the intake manifold, effectively preventing malfunctions such as oil dipstick detachment, crankshaft oil seal detachment, and damage to the turbocharger caused by falling ice. The two oil reservoirs work together to collect the separated liquid in a timely manner, preventing liquid accumulation in the pipeline and preventing liquid freezing and clogging of the pipeline or interface in low winter temperatures.

[0011] In some embodiments, the high-load ventilation line further includes: A high-load internal channel is located inside the ventilation cylinder, and the high-load internal channel is spaced apart from the oil-gas separation chamber; the first end of the high-load internal channel is connected to the oil-gas separation chamber via a high-load valve, and the second end of the high-load internal channel is connected to the ventilation pipe; The airflow direction of the high-load internal channel is opposite to that of the oil-gas separation chamber.

[0012] In the above technical solution, the oil-gas separation chamber and the high-load internal channel form a U-shaped folding flow channel, which is more conducive to the miniaturization design of the ventilation cylinder block, so as to adapt to the scenario of limited engine compartment space such as small displacement engines and hybrid vehicles, and reduce the overall vehicle integration cost.

[0013] When the pressure inside the crankcase fluctuates, the high-load valve can stabilize the airflow velocity by changing its opening degree, avoid airflow impact caused by sudden pressure changes, protect the pipeline interface and internal components, and at the same time ensure that the pressure inside the crankcase is always maintained within a reasonable range, thereby improving the stability of the ventilation system.

[0014] In some embodiments, the coarse separation oil baffle assembly includes: The lower guide plate is located on the side of the inlet of the high-load ventilation pipeline near the shield; Multiple of the aforementioned shielding portions are spaced apart behind the lower air deflector.

[0015] In the above technical solution, the lower guide plate buffers the impact force of the airflow, so that the airflow flows evenly to the shielding part, avoiding incomplete separation caused by excessive local flow velocity, and reducing airflow noise and energy loss. When the airflow flows on the surface of the lower guide plate, some larger droplets have collided and condensed, and are discharged along the lower guide plate, achieving preliminary gas-liquid separation and reducing the separation pressure of the subsequent shielding part.

[0016] In some embodiments, the axial direction of the vent is set at an angle to the length direction of the oil-gas separation chamber.

[0017] In the above technical solution, the change in airflow direction causes the tiny droplets carried in it to collide with the inner wall of the pores due to inertia, achieving pre-separation, increasing the droplet separation pathways, and improving the initial separation effect in the fine separation stage.

[0018] In some embodiments, the front baffle is provided with a plurality of raised ventilation structures, and the air holes are formed on the raised ventilation structures.

[0019] In the above technical solution, the raised ventilation structure increases the effective surface area of ​​the front baffle, expands the gas-liquid contact area, allows more tiny droplets to attach to the surface and condense, achieving preliminary separation. It also changes the local flow trajectory of the airflow, forming multi-dimensional airflow disturbances, and improving the fine separation efficiency.

[0020] In some embodiments, the raised ventilation structure is a conical protrusion, and the diameter of the raised ventilation structure gradually increases along the airflow direction.

[0021] In the above technical solution, the droplets flow along the side wall of the conical protrusion toward the front baffle and finally flow down along the front baffle, further reducing the liquid content in the airflow.

[0022] In some embodiments, the front end of the rear baffle is provided with a longitudinal guide groove.

[0023] In the above technical solution, the longitudinal guide channel ensures that the fine droplets separated in the fine separation stage can be discharged quickly and orderly, avoiding stagnation on the surface of the rear baffle; it reduces the possibility of secondary evaporation, prevents the separated droplets from re-entering the airflow, and ensures the thoroughness of gas-liquid separation; the concentrated flow-guiding effect of the longitudinal guide channel makes the liquid flow more smoothly into the second oil storage chamber.

[0024] In some embodiments, it also includes: A liquid collection box is located at the end of the ventilation pipe and is connected to the intake pipe of the crankcase via a pipe.

[0025] In the above technical solution, when the airflow in the ventilation duct comes into contact with the cold air in the intake duct, the condensed liquid collects in the collection box and is then guided back through a dedicated pipe to prevent accumulation in the ventilation duct. The collection box prevents the gas escaping from the crankcase from directly encountering the water vapor in the cold air entering through the intake duct and causing icing on the pipe wall, and also prevents the ice from falling and damaging the turbocharger blades after melting due to bumps during driving or when the vehicle is stopped and warmed up.

[0026] Secondly, embodiments of this application also provide a crankcase assembly that employs the aforementioned crankcase ventilation structure.

[0027] The above technical solution possesses all the beneficial effects of the aforementioned crankcase ventilation structure. By designing a ventilation cylinder block and oil-gas separation structure, the icing problem inside the crankcase ventilation pipe and at the interface between the crankcase ventilation pipe and the intake pipe can be solved in winter. This effectively prevents malfunctions such as the oil dipstick coming off, the crankshaft oil seal coming off, and damage to the turbocharger from falling ice. The overall layout of the crankcase assembly is more rational, reducing the risk of interference between the crankcase ventilation structure and other components, facilitating the overall assembly and maintenance of the engine, and improving production efficiency. By adopting the aforementioned crankcase ventilation structure, the pressure regulation accuracy, gas-liquid separation efficiency, and environmental adaptability of the crankcase are significantly improved, thereby promoting the optimization of the overall engine performance and ensuring stable, efficient, and reliable engine operation under various operating conditions and environmental conditions.

[0028] Thirdly, embodiments of this application also provide a vehicle that uses the aforementioned crankcase assembly.

[0029] The above technical solution possesses all the beneficial effects of the aforementioned crankcase assembly; it solves the problem of crankcase icing in winter, ensuring stable engine operation under various working conditions, and avoiding the risk of malfunctions such as oil seal leakage, dipstick detachment, and turbocharger damage caused by crankcase ventilation pipe icing in winter. This improves vehicle driving safety and reliability, and reduces the frequency and cost of winter maintenance. The aforementioned crankcase assembly is compatible with various types of fuel vehicles and hybrid vehicles, has broad application value, and provides users with a safer, more reliable, economical, and environmentally friendly driving experience. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the crankcase ventilation structure provided in the embodiments of this application; Figure 2 A schematic diagram of the distribution of high-load ventilation pipelines provided in the embodiments of this application; Figure 3 A schematic diagram showing the distribution of the oil-gas separation structure on the base plate according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the fine separation oil-blocking assembly provided in the embodiments of this application; Figure 5 This is a cross-sectional view of the oil separation and baffle assembly provided in an embodiment of this application; Figure 6 A bottom view of the cylinder block cover provided in an embodiment of this application; Figure 7 This is a cross-sectional view of the ventilator provided in an embodiment of this application; Figure 8 This is a cross-sectional view of the ventilator cylinder provided in an embodiment of this application.

[0032] In the diagram: 10. Ventilation cylinder body; 11. Cylinder body cover; 12. Base plate; 13. Lower guide plate; 14. Upper guide plate; 15. Lower shielding section; 16. High-load internal channel; 17. High-load valve; 18. Auxiliary flow channel; 19. Upper shielding section; 20. Ventilation ducts; 30. First oil storage chamber; 31. Second oil storage chamber; 40. Front baffle; 41. Rear baffle; 42. Longitudinal guide groove; 43. Raised vent structure; 44. Drainage check valve; 45. Air hole; 50. Low-load ventilation pipeline; 51. Inlet valve. Detailed Implementation

[0033] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0034] It should be noted that when an element is referred to as being "set on" another element, it can be directly set on the other element or indirectly set on the other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0035] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0036] Please refer to the following: Figures 1 to 8 The crankcase ventilation structure, crankcase assembly, and vehicle provided in this application are described below. The crankcase ventilation structure includes a ventilation cylinder 10, a high-load ventilation pipe, an oil-gas separation structure, and a drain structure. The high-load ventilation pipe is located within the ventilation cylinder 10. Its inlet connects to the crankcase gas outlet, and its outlet connects to the crankcase intake pipe via a ventilation pipe 20. The high-load ventilation pipe includes an oil-gas separation chamber. The oil-gas separation structure is located within this chamber and includes coarse oil-blocking and fine oil-blocking components spaced apart along the airflow direction. The coarse oil-blocking components have multiple obstructions for changing the airflow direction. The fine oil-blocking components include a front baffle 40 and a rear baffle 41. The front baffle 40 has an air hole 45, and the rear baffle 41 is located behind the front baffle 40, spaced apart from it, and serves to block the outlet of the air hole 45. An airflow channel is formed between the rear baffle 41 and the front baffle 40; the drain structure includes a first oil storage chamber 30 located on the front side of the fine separation oil baffle assembly and a second oil storage chamber 31 located on the rear side of the fine separation oil baffle assembly.

[0037] The crankcase ventilation structure is used to balance the pressure inside the crankcase under different load conditions, keeping the pressure within a reasonable range.

[0038] When the engine is under heavy load, the crankcase is under positive pressure, and the gas inside will rush outward, enter the ventilation cylinder 10, and then be discharged after passing through the ventilation cylinder 10. When the engine is under light load, the crankcase is under negative pressure, and gas needs to enter the crankcase through the ventilation cylinder 10.

[0039] In existing crankcase ventilation structures, water vapor in the exhaust gas is prone to freezing during the exhaust process when it is expelled into the engine intake manifold in winter.

[0040] The crankcase ventilation structure provided in this application allows the gas in the crankcase to be discharged through the high-load ventilation pipe when the engine is under heavy load. To prevent the gas in the crankcase from freezing inside the ventilated cylinder block 10, an oil-gas separation chamber is provided in the high-load ventilation pipe. The oil-gas separation chamber is equipped with a coarse separation oil-blocking component and a fine separation oil-blocking component arranged sequentially from front to back along the airflow direction. By setting the coarse separation oil-blocking component and the fine separation oil-blocking component in the oil-gas separation chamber, a two-stage separation system is formed, achieving efficient separation of liquid and gas.

[0041] The coarse separation oil-blocking assembly uses multiple blocking parts to form a tortuous flow channel in the ventilation section. When a high flow rate of gas encounters the blocking part, the airflow direction is forced to change. Larger liquid droplets in the gas collide with the surface of the blocking part due to inertia and condense into larger droplets on the surface of the blocking part, thereby achieving preliminary gas-liquid separation.

[0042] The fine separation oil-blocking assembly is located behind the coarse separation oil-blocking assembly. After passing through the coarse separation oil-blocking assembly, the gas continues to flow backward until it contacts the fine separation oil-blocking assembly. The fine separation oil-blocking assembly adopts a structure with vents 45 on the front baffle 40 and blocked by the rear baffle 41. The gas is blocked on the front baffle 40, separating some oil droplets and water droplets from the gas. After the gas passes through the vents 45, turbulence is formed between the front baffle 40 and the rear baffle 41. The fine oil droplets and water vapor in the gas collide and condense under the action of turbulence, and then flow downward or adhere to the surface of the rear baffle 41, achieving deep separation.

[0043] The first oil storage chamber 30 is located between the coarse separation component and the fine separation component, and is used to collect large oil droplets and water particles condensed during the coarse separation stage, as well as oil droplets and water separated from the front baffle 40. The second oil storage chamber 31 is located behind the fine separation component, that is, on the side of the fine separation component away from the coarse separation component, and is used to collect small oil droplets and water separated between the front baffle 40 and the rear baffle 41 during the fine separation stage. The first oil storage chamber 30 contains a large volume of liquid and large oil droplet size, which facilitates rapid collection and discharge. The second oil storage chamber 31 contains a small volume of liquid with high purity, which can be recycled separately. A drain check valve 44 can be installed at the lower end of the second oil storage chamber 31. When the liquid level submerges the drain check valve 44, the drain check valve 44 opens, and the liquid flows out.

[0044] The crankcase ventilation structure provided in this application has the following advantages compared with the prior art: (1) The coarse oil separation baffle assembly and the fine oil separation baffle assembly form a two-stage gas-liquid separation assembly, which can achieve efficient separation of oil droplets and water vapor, reduce the relative humidity of the gas entering the ventilation pipe 20, reduce the risk of icing, and thus avoid the problem of icing inside the ventilation pipe 20, the crankcase ventilation pipe 20 and the intake pipe interface, effectively avoiding the failure of the oil dipstick coming off, the crankshaft oil seal coming off, and the damage to the turbocharger caused by falling ice.

[0045] (2) The first oil storage chamber 30 and the second oil storage chamber 31 can collect the separated liquid in time, avoid the liquid from accumulating in the pipeline, and prevent the liquid from freezing and blocking the pipeline or interface in the low temperature of winter; the collected oil can be directly returned to the crankcase to realize resource recycling and further reduce the cost of use.

[0046] Optionally, the ventilated cylinder block 10 includes a base plate 12 and a cylinder block cover 11. The cylinder block cover 11 is positioned above the base plate 12 and engages with it. The cylinder block cover 11 and the base plate 12 together form the inner cavity of the ventilated cylinder block 10. The base plate 12 can be integrated with the cylinder head of the engine. An opening in the base plate 12 forms the inlet of a high-load ventilation pipe.

[0047] The crankcase ventilation structure provided in this application also includes a low-load ventilation pipe 50, which is spaced apart on one side of the high-load ventilation pipe, and the outlet of the low-load ventilation pipe 50 is connected to the negative pressure air inlet 45 of the crankcase.

[0048] The high-load and low-load ventilation lines are spaced 50 mm apart, forming two independent ventilation lines. When the crankcase is under different pressure conditions, the ventilation system can maintain a reasonable airflow state across the entire load range by opening different channels, thus ensuring stable pressure within the crankcase.

[0049] like Figure 7 and Figure 8 As shown, the inlet of the low-load ventilation line 50 is connected to an intake valve 51. The intake valve 51 can be a pressure-controlled check valve, such as a diaphragm-type pressure check valve or a plunger-type pressure check valve. The outlet of the low-load ventilation line 50 is connected to the negative pressure intake port of the crankcase. When the inner cavity of the crankcase is under negative pressure, the high-load ventilation line is closed, and the intake valve 51 of the low-load ventilation line 50 opens under pressure. Airflow enters the low-load ventilation line 50 from the intake valve 51 and then enters the negative pressure intake port of the crankcase below through the low-load ventilation line 50.

[0050] A sealing ring is provided at the outlet of the low-load ventilation line 50. The sealing ring is integrated with the sealing ring of the cylinder block cover 11 to ensure the sealing of the cylinder block cover 11 and the cylinder head / crankcase.

[0051] Within the ventilation cylinder block 10, both a high-load ventilation line and a low-load ventilation line 50 are installed, spaced apart. This ensures that gases of varying flow rates can pass through the lines at appropriate speeds, preventing gas stagnation caused by insufficient flow in a single line under low-load conditions and avoiding water vapor condensation due to gas stagnation. The two separate ventilation lines work together to prevent sudden changes in crankcase pressure during engine load switching.

[0052] See Figure 2 The high-load ventilation pipeline also includes a high-load internal channel 16, which is located inside the ventilation cylinder 10 and is spaced apart from the oil-gas separation chamber. The first end of the high-load internal channel 16 is connected to the oil-gas separation chamber via a high-load valve 17, and the second end of the high-load internal channel 16 is connected to the ventilation pipe 20. The airflow direction of the high-load internal channel 16 is opposite to the airflow direction of the oil-gas separation chamber. The high-load internal channel 16 and the low-load ventilation pipeline 50 are located on opposite sides of the width direction of the oil-gas separation chamber.

[0053] To save space, the inlet of the ventilation duct 20 is located on one side of the inlet of the high-load ventilation duct. The high-load internal channel 16 is spaced apart from the oil-gas separation chamber and flows in opposite directions. For example, the first end of the ventilation cylinder 10 has the inlet of the high-load ventilation duct; the ventilation duct 20 is located at one end of the inlet of the high-load ventilation duct and is separated from the inlet of the high-load ventilation duct. Both the oil-gas separation chamber and the high-load internal channel 16 are distributed along the length of the ventilation cylinder 10, and the oil-gas separation chamber and the high-load internal channel 16 are connected at the second end of the ventilation cylinder 10 through a high-load valve 17. The oil-gas separation chamber and the high-load internal channel 16 form a U-shaped reversing flow channel, which is more conducive to the miniaturization of the ventilation cylinder 10, so as to adapt to the scenario where engine compartment space is tight, such as small-displacement engines and hybrid vehicles, and reduce the overall vehicle integration cost. When the pressure inside the crankcase fluctuates, the high-load valve 17 can stabilize the airflow velocity by changing its opening degree, avoid airflow impact caused by sudden pressure changes, protect the pipeline interface and internal components, and at the same time ensure that the pressure inside the crankcase is always maintained within a reasonable range, thereby improving the stability of the ventilation system.

[0054] After the gas enters the ventilation cylinder 10, it first passes through the oil-gas separation chamber, where the liquid is separated. The remaining gas enters the high-load internal channel 16 through the high-load valve 17, and is then transported to the ventilation pipe 20 by the high-load internal channel 16.

[0055] The high-load valve 17 can be a pressure-controlled check valve, such as a diaphragm-type or plunger-type pressure check valve. The gas passing through the fine separation component must overcome the spring force of the high-load valve 17 to enter the high-load internal channel 16.

[0056] like Figure 7As shown, an auxiliary flow channel 18 is also provided at the first end of the ventilation cylinder 10. The auxiliary flow channel 18 is arranged along the height direction of the ventilation cylinder 10, with one end connected to the high-load internal channel 16 and the other end connected to the ventilation pipe 20.

[0057] See Figure 2 , Figure 3 The coarse separation oil baffle assembly includes a lower guide plate 13, which is located on the side of the inlet of the high-load ventilation pipeline near the shielding part; multiple shielding parts are distributed at intervals behind the lower guide plate 13.

[0058] A lower guide plate 13 and an upper guide plate 14 are installed at the inlet of the high-load ventilation pipeline. The lower guide plate 13 is installed on the bottom plate 12 of the ventilation cylinder 10 and extends upward, forming a first flow channel between the lower guide plate 13 and the top plate of the ventilation cylinder 10. The upper guide plate 14 is installed on the top plate of the ventilation cylinder 10 and extends downward, forming a second flow channel between the upper guide plate 14 and the bottom plate 12 of the ventilation cylinder 10. The upper guide plate 14 is located behind the lower guide plate 13 and is staggered with the lower guide plate 13. The first and second flow channels are connected to form an S-shaped flow channel structure. The airflow enters the ventilation cylinder 10 from the inlet of the high-load ventilation pipeline and enters the oil-gas separation chamber after passing through the S-shaped flow channel structure.

[0059] The lower guide plate 13 has a longitudinal pre-separation guide groove on its front end face. Gas enters the ventilation cylinder 10 from the inlet of the high-load ventilation pipe. Some of the gas collides with the lower guide plate 13 and moves upward along the lower guide plate 13, and then enters the S-shaped flow channel. When the gas collides with the lower guide plate 13, some larger droplets will condense on the lower guide plate 13 and flow downward along the longitudinal pre-separation guide groove and be discharged.

[0060] A triangular reinforcing rib is provided on the rear side of the lower guide plate 13, and the reinforcing rib is fixed on the base plate 12.

[0061] The upper guide vane 14 has an arc-shaped structure, which is used to block the airflow channel formed between the lower guide vane 13 and the top plate of the ventilation cylinder 10. Optionally, the opening side of the upper guide vane 14 faces the inlet of the high-load ventilation duct.

[0062] After the gas collides with the lower guide vane 13 and the upper guide vane 14, some large oil droplets will coalesce and separate. At the same time, the lower guide vane 13 and the upper guide vane 14 work together to guide the airflow into the coarse separation zone in a smooth transition, reducing airflow impact.

[0063] The shielding section can adopt a plate-like structure or a column-like structure. Multiple shielding sections are evenly distributed within the coarse separation area, forming a labyrinthine flow channel around the shielding sections within the coarse separation area. The multiple shielding sections include multiple lower shielding sections 15 and multiple upper shielding sections 19. The lower shielding sections 15 are fixedly connected to the bottom plate 12 of the ventilation cylinder 10, and the upper shielding sections 19 are fixedly connected to the top plate of the ventilation cylinder 10. The upper shielding sections 19 and lower shielding sections 15 are arranged alternately.

[0064] Optionally, the height of the upper shielding part 19 is the same as the height of the lower shielding part 15, and the sum of the heights of the upper shielding part 19 and the lower shielding part 15 is the same as the height of the inner cavity of the ventilation cylinder 10.

[0065] The lower guide plate 13 and the upper guide plate 14 work together to buffer the impact of the airflow, ensuring that the airflow flows evenly towards the shielding section. This avoids incomplete separation caused by excessively high local flow velocities, while also reducing airflow noise and energy loss. As the airflow flows upward along the surface of the lower guide plate 13, some larger droplets collide and coalesce, discharging along the pre-separation guide groove of the lower guide plate 13, achieving preliminary gas-liquid separation and reducing the separation pressure of the subsequent shielding section. The labyrinth-shaped shielding section structure extends the airflow path, increases the gas-liquid contact time, and significantly increases the probability of droplets colliding with the shielding section due to inertia each time the direction changes. This significantly improves the separation efficiency of large-diameter droplets, laying a good foundation for the subsequent fine separation components.

[0066] See figure Figure 2 , Figure 6 The axial direction of the vent 45 is set at an angle to the length direction of the oil-gas separation chamber.

[0067] The angle between the axial direction of the vent 45 and the length direction of the oil-gas separation chamber can be selected as 30°-60°. When the airflow reaches the front baffle 40, because the axial direction of the vent 45 is set at an angle to the length direction of the oil-gas separation chamber, the airflow needs to change its direction of movement and then pass through the front baffle 40 along the axial direction of the vent 45. During the airflow turning process, the tiny droplets in the gas cannot quickly follow the airflow turning due to inertia. Some of the airflow will collide with the front end face of the front baffle 40. After the collision, the droplets adhere to the front end face of the front baffle 40 and flow downward along the front baffle 40, eventually flowing into the first oil storage chamber 30. The gas entering the vent 45 contacts the inner wall of the vent 45 and adheres to the inner wall of the vent 45. Then it flows along the side wall of the vent 45 to the outlet of the vent 45, and finally flows downward along the rear end face of the front baffle 40, eventually flowing into the second oil storage chamber 31.

[0068] The angle of the vent 45 causes the airflow to rotate and accelerate as it passes through it. After the airflow exits at high speed from the vent 45, it impacts the rear baffle 41. Blocked by the rear baffle 41, the airflow changes direction again, flowing upwards or downwards. The droplet's trajectory becomes more chaotic in the turbulent flow, increasing the probability of impact. Upon impacting the rear baffle 41, the droplets adhere to its surface, completing fine separation.

[0069] The change in airflow direction causes the tiny droplets it carries to collide with the inner wall of the pore 45 due to inertia, increasing the pathways for droplet separation and improving the initial separation effect in the fine separation stage.

[0070] Optionally, two side slots are provided in the oil-gas separation chamber, and the two side slots are symmetrically arranged on the two inner side walls of the cylinder block cover 11 in the width direction. The two sides of the front baffle 40 are respectively engaged in the two side slots.

[0071] The front baffle 40 is set at an angle to the length direction of the ventilation cylinder 10, and the air hole 45 opened on the front baffle 40 is set along the thickness direction of the front baffle 40.

[0072] The rear baffle 41 is connected to the front baffle 40 and is parallel to the front baffle 40. Side plates are provided on both sides of the rear baffle 41 in the width direction, and both side plates are fixedly connected to the front baffle 40, forming a longitudinal airflow channel between the rear baffle 41 and the front baffle 40. To improve installation stability, a lower side plate is provided at the bottom of the rear baffle 41, extending forward until it connects with the front baffle 40. Several holes for liquid to pass through are provided on the lower side plate.

[0073] See Figure 2 , Figures 4 to 6 The front baffle 40 is provided with multiple raised ventilation structures 43, and air holes 45 are opened on the raised ventilation structures 43.

[0074] The raised ventilation structure 43 protrudes forward along the thickness direction of the front baffle 40, forming a flow guiding structure. When the gas from the coarse separation flows into the fine separation area, it first contacts the raised ventilation structure 43, and the airflow is dispersed. Then, it is guided by the front baffle 40 to form airflow disturbance on the front end face of the front baffle 40, increasing liquid collision in the airflow. In addition, the raised ventilation structure 43 increases the contact area between the airflow and the front baffle 40, providing more adhesion space for subsequent droplet separation.

[0075] The raised ventilation structure 43 can be conical and protrude from the front end face of the front baffle 40. The diameter of the raised ventilation structure 43 gradually increases along the airflow direction.

[0076] The raised ventilation structure 43 increases the effective surface area of ​​the front baffle 40, expands the gas-liquid contact area, allows more tiny droplets to attach to the surface and condense, achieving preliminary separation. It also changes the local flow trajectory of the airflow, forming multi-dimensional airflow disturbances and improving the fine separation efficiency.

[0077] The vent 45 is opened on the raised ventilation structure 43, which increases the length of the vent 45, prolongs the contact time between the airflow and the vent wall, and restricts the direction of the airflow. After the airflow flows out of the vent 45, it impacts the rear baffle 41 vertically. The airflow collides with the rear baffle 41, and some droplets directly adhere to the surface of the rear baffle 41. After the droplets condense, they flow downward along the rear baffle 41.

[0078] See Figure 2 , Figures 4 to 6 The raised ventilation structure 43 is a conical protrusion, and the diameter of the raised ventilation structure 43 gradually increases along the airflow direction. The raised ventilation structure 43 is a conical protrusion, and the air hole 45 is opened along the central axis of the conical protrusion along the axial direction of the raised ventilation structure 43.

[0079] The airflow velocity is higher at the small end of the conical protrusion, which can quickly separate larger inertial droplets. The droplets flow along the side wall of the conical protrusion toward the front baffle 40 and finally flow down along the front baffle 40, further reducing the liquid content in the airflow. The streamlined design of the conical surface reduces airflow resistance and avoids airflow vortices caused by sharp structures, ensuring ventilation efficiency under heavy loads.

[0080] See Figure 2 , Figure 5 The front end of the rear baffle 41 is provided with a longitudinal guide groove 42.

[0081] After passing through the vent 45 of the front baffle 40, the airflow enters the space between the front baffle 40 and the rear baffle 41, creating turbulence between them. Tiny droplets collide and coalesce, adhering to the front surface of the rear baffle 41. The longitudinal guide groove 42 extends along the height of the rear baffle 41, forming a dedicated liquid drainage channel.

[0082] The droplets attached to the rear baffle 41 gradually converge under the action of gravity, flow downward along the longitudinal guide groove 42, and finally flow into the second oil storage chamber 31 through the hole in the lower side plate, thus avoiding secondary evaporation or dripping into the pipeline caused by the droplets flowing randomly on the surface of the rear baffle 41.

[0083] The longitudinal guide channel 42 ensures that the fine droplets separated in the fine separation stage can be discharged quickly and orderly, avoiding stagnation on the surface of the rear baffle 41; it reduces the possibility of secondary evaporation, prevents the separated droplets from re-entering the airflow, and ensures the thoroughness of gas-liquid separation; the concentrated flow-guiding effect of the longitudinal guide channel 42 makes the liquid flow more smoothly into the second oil storage chamber 31.

[0084] In another embodiment, the crankcase ventilation structure further includes a liquid collection box, which is located at the end of the ventilation pipe 20 and is connected to the crankcase intake pipe via a pipe.

[0085] Even after two-stage separation, the airflow discharged through the high-load ventilation duct may still have a very small amount of tiny liquid droplets remaining. These droplets flow along the ventilation duct 20 with the gas. At the junction of the ventilation duct 20 and the crankcase intake pipe, the very small amount of liquid in the gas will freeze upon direct contact with the cold air entering from the outside. Therefore, a liquid collection box is placed at the end of the ventilation duct 20 as the last liquid interception barrier before the airflow enters the crankcase intake pipe.

[0086] When the airflow in the ventilation duct 20 comes into contact with the cold air in the intake duct, the condensed liquid is collected in the collection box and then guided back through a special pipe to avoid accumulation in the ventilation duct 20. This prevents the gas coming out of the crankcase from meeting the water vapor in the cold air entering through the intake duct and causing icing on the pipe wall, and also prevents ice from falling and damaging the turbocharger blades after being bumped during driving or melting when the car is stopped.

[0087] Based on the same inventive concept, this application also provides a crankcase assembly that adopts the above-mentioned crankcase ventilation structure.

[0088] The crankcase assembly, through the design of the ventilated cylinder block 10 and the oil-gas separation structure, makes the high-load ventilation line and the low-load ventilation line 50 completely independent. The two independent ventilation lines can control the direction of crankcase gas pressure according to different engine load conditions, thereby keeping it within a reasonable pressure range throughout the entire process.

[0089] Compared with the prior art, the crankcase assembly provided in this application has all the beneficial effects of the aforementioned crankcase ventilation structure; by using the ventilation cylinder block 10 and the oil-gas separation structure, the problem of ice formation inside the crankcase ventilation pipe and at the interface between the crankcase ventilation pipe and the intake pipe is solved in winter, thereby effectively preventing malfunctions such as the oil dipstick coming off, the crankshaft oil seal coming off, and the falling ice damaging the turbocharger after freezing.

[0090] By adopting the aforementioned crankcase ventilation structure, this assembly significantly improves the crankcase's pressure regulation accuracy, gas-liquid separation efficiency, and environmental adaptability, thereby promoting the optimization of the engine's overall performance and ensuring stable, efficient, and reliable engine operation under various operating conditions and environmental environments.

[0091] Based on the same inventive concept, this application also provides a vehicle that uses the above-mentioned crankcase assembly.

[0092] The vehicle provided in this application, compared with the prior art, has all the beneficial effects of the aforementioned crankcase assembly; it solves the problem of crankcase icing in winter, ensures stable engine operation under various working conditions, avoids the risk of oil seal leakage, oil dipstick detachment, turbocharger damage, and other failures caused by crankcase ventilation pipe icing in winter, improves vehicle driving safety and reliability, and reduces winter maintenance frequency and costs.

[0093] The aforementioned crankcase assembly is compatible with various types of fuel vehicles and hybrid vehicles, and has broad application value, providing users with a safer, more reliable, economical, and environmentally friendly driving experience.

[0094] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A crankcase ventilation structure, characterized in that, include: Ventilation cylinder body (10); A high-load ventilation pipeline is provided inside the ventilation cylinder (10). The inlet of the high-load ventilation pipeline is used to connect to the gas outlet of the crankcase. The outlet of the high-load ventilation pipeline is connected to the intake pipe of the crankcase via the ventilation pipe (20). The high-load ventilation pipeline includes an oil-gas separation chamber. An oil-gas separation structure is provided inside the oil-gas separation chamber. The oil-gas separation structure includes a coarse separation oil-blocking assembly and a fine separation oil-blocking assembly that are spaced apart along the airflow direction. The coarse separation oil-blocking assembly has multiple blocking parts for changing the airflow direction. The fine separation oil-blocking assembly includes a front baffle (40) with an air hole (45) and a rear baffle (41) that blocks the outlet of the air hole (45). The rear baffle (41) is spaced apart from the front baffle (40) and forms an airflow channel. The drain structure includes a first oil storage chamber (30) located on the front side of the fine separation oil blocking assembly and a second oil storage chamber (31) located on the rear side of the fine separation oil blocking assembly.

2. The crankcase ventilation structure as described in claim 1, characterized in that, The high-load ventilation pipeline also includes: A high-load internal channel (16) is located inside the ventilation cylinder (10), and the high-load internal channel (16) is spaced apart from the oil-gas separation chamber; the first end of the high-load internal channel (16) is connected to the oil-gas separation chamber by means of a high-load valve (17), and the second end of the high-load internal channel (16) is connected to the ventilation pipe (20); The airflow direction of the high-load internal channel (16) is opposite to the airflow direction of the oil-gas separation chamber.

3. The crankcase ventilation structure as described in claim 1, characterized in that, The coarse separation oil baffle assembly includes: The lower guide plate (13) is located on the side of the inlet of the high-load ventilation pipeline near the shield; Multiple of the aforementioned shielding portions are spaced apart behind the lower guide plate (13).

4. The crankcase ventilation structure as described in claim 1, characterized in that, The axial direction of the vent (45) is set at an angle to the length direction of the oil-gas separation chamber.

5. The crankcase ventilation structure as described in claim 1, characterized in that, The front baffle (40) is provided with a plurality of raised ventilation structures (43), and the air holes (45) are opened on the raised ventilation structures (43).

6. The crankcase ventilation structure as described in claim 5, characterized in that, The raised ventilation structure (43) is a conical protrusion, and the diameter of the raised ventilation structure (43) gradually increases along the airflow direction.

7. The crankcase ventilation structure as described in claim 1, characterized in that, The rear baffle (41) has a longitudinal guide groove (42) at its front end.

8. The crankcase ventilation structure as described in claim 1, characterized in that, Also includes: A liquid collection box is located at the end of the ventilation pipe (20) and is connected to the intake pipe of the crankcase via a pipe.

9. A crankcase assembly, characterized in that, The crankcase ventilation structure described in any one of claims 1-8 is adopted.

10. A vehicle, characterized in that, The crankcase assembly as described in claim 9 is adopted.

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