Crankcase ventilation system, engine and vehicle

Abstract

A crankcase ventilation system, an engine and a vehicle. The crankcase ventilation system (100) comprises: a cylinder head cover (1); and a Venturi structure (3), the Venturi structure (3) being built in the cylinder head cover (1).

Description

Crankcase ventilation system, engine and vehicle

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202510185734.X, filed on February 19, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and in particular to a crankcase ventilation system, an engine, and a vehicle. Background Technology

[0004] In related technologies, crankcase ventilation systems involve numerous connecting pipes and components, occupying a large space and incurring high costs, while also increasing the complexity of pipe layout. Furthermore, the increased number of pipes reduces the overall system's sealing performance, and there is a risk of pipes aging and detaching over long-term use. Summary of the Invention

[0005] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a crankcase ventilation system that saves engine space, reduces the number of engine parts, lowers engine costs, and provides good sealing.

[0006] This application also proposes an engine that includes the crankcase ventilation system described above.

[0007] This application also proposes a vehicle that includes the engine described above.

[0008] A crankcase ventilation system according to an embodiment of this application includes: a cylinder head cover; and a venturi structure, wherein the venturi structure is built into the cylinder head cover.

[0009] According to the crankcase ventilation system of this application embodiment, by integrating the venturi structure within the cylinder head cover, many pipes and components related to the venturi structure and cylinder head cover can also be integrated within the cylinder head cover. This saves piping, engine space, reduces the number of engine parts, simplifies the structure, and lowers engine costs. Furthermore, since many pipes are integrated within the cylinder head cover, they do not age due to long-term use, avoiding the problems of external pipes aging at high temperatures and easily detaching, thus preventing exhaust gas leakage and enhancing sealing.

[0010] According to some embodiments of this application, it further includes: a crankcase located below the cylinder head cover; a first oil-gas separator integrated on the cylinder head cover, the venturi structure having a desorption chamber, the inlet of the first oil-gas separator communicating with the crankcase, and the outlet of the first oil-gas separator communicating with the desorption chamber inside the cylinder head cover.

[0011] According to some embodiments of this application, the cylinder head cover has a Venturi outlet and a Venturi drive port communicating with the desorption chamber. The crankcase ventilation system further includes: an intake manifold, one end of which is connected to an intake passage; a turbocharger, the outlet of which is connected to the end of the intake manifold opposite to the intake passage; an air filter, the outlet of which is connected to the inlet of the turbocharger; the Venturi outlet is connected between the air filter and the turbocharger via an outlet connecting pipe; and the Venturi drive port is connected between the turbocharger and the intake manifold via a drive pipe.

[0012] According to some embodiments of this application, it further includes: a first one-way valve, which is integrated on the cylinder head cover and connected in series between the outlet of the first oil-gas separator and the desorption chamber, allowing oil and gas to flow from the first oil-gas separator to the desorption chamber only.

[0013] According to some embodiments of this application, it further includes: a PRV valve, the PRV valve being integrated on the cylinder head cover and connected in series between the outlet of the first oil-gas separator and the desorption chamber.

[0014] According to some embodiments of this application, the cylinder head cover has a Venturi outlet communicating with the desorption chamber. The Venturi outlet is located on the upper surface of the cylinder head cover, and an outlet pipe is provided at the Venturi outlet, with the outlet pipe extending upward.

[0015] In some embodiments of this application, the air outlet connection pipe includes: a quick-connect fitting connected to the Venturi air outlet; and a connection pipe body, one end of which is inserted into the quick-connect fitting, and the other end of which is connected between the air filter and the booster.

[0016] In some embodiments of this application, the quick-connect fitting has a mounting hole, and the crankcase ventilation system further includes a pressure sensor disposed in the mounting hole for detecting the pressure at the venturi outlet.

[0017] In some embodiments of this application, it further includes: an intercooler connected in series between the turbocharger and the intake manifold, wherein the end of the drive pipe opposite to the venturi drive port is connected to the intercooler.

[0018] In some embodiments of this application, it further includes: an air supply pipe, one end of which is connected to the crankcase, and the other end of which is connected between the air filter and the turbocharger.

[0019] In some embodiments of this application, a second one-way valve is further included, which is connected in series with the air supply pipe and allows air to flow only from the air filter to the crankcase.

[0020] In some embodiments of this application, a second oil-gas separator is further included, which is integrated on the cylinder head cover, with its inlet connected to the crankcase and its outlet connected to the intake manifold.

[0021] In some embodiments of this application, the outlet of the second oil-gas separator is connected to the intake manifold via a connecting channel, a portion of which is located inside the cylinder head cover.

[0022] In some embodiments of this application, a PCV valve is further included, which is connected between the outlet of the second oil-gas separator and the air inlet.

[0023] According to some embodiments of this application, the cylinder head cover has a Venturi drive port communicating with the desorption chamber, and an injector is provided within the Venturi structure. The injector has an injection hole communicating with the desorption chamber and the Venturi drive port. The cross-sectional area of ​​the injection hole gradually decreases in the direction toward the desorption chamber, and the injector is detachably disposed within the cylinder head cover; and / or, the cylinder head cover has a Venturi outlet communicating with the desorption chamber, and a diffuser is provided within the Venturi structure. The diffuser has a diffusion hole communicating with the desorption chamber and the Venturi outlet. The cross-sectional area of ​​the diffusion hole gradually increases in the direction away from the desorption chamber, and the diffuser is detachably disposed within the cylinder head cover.

[0024] The engine according to an embodiment of this application includes the crankcase ventilation system described above.

[0025] According to the engine embodiments of this application, by setting the aforementioned crankcase ventilation system, the venturi structure is integrated within the cylinder head cover. Many pipes and components related to the venturi structure and cylinder head cover can also be integrated within the cylinder head cover, saving piping, engine space, reducing the number of engine parts, simplifying the structure, and lowering engine costs. Furthermore, since many pipes are integrated within the cylinder head cover, pipe aging due to long-term use is prevented, avoiding the problems of external pipes being prone to high-temperature aging and detachment, thereby preventing exhaust gas leakage and enhancing sealing.

[0026] The vehicle according to an embodiment of this application includes the engine described above.

[0027] According to the vehicle embodiment of this application, by configuring the aforementioned engine, including the aforementioned crankcase ventilation system, the venturi structure is integrated within the cylinder head cover. Many pipes and components related to the venturi structure and cylinder head cover can also be integrated within the cylinder head cover, saving piping, engine space, reducing the number of engine parts, simplifying the structure, and lowering engine costs. Furthermore, since many pipes are integrated within the cylinder head cover, pipe aging due to long-term use is prevented, avoiding the problems of external pipes being prone to high-temperature aging and detachment, thereby preventing exhaust gas leakage and enhancing sealing.

[0028] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0030] Figure 1 is a perspective view of the cylinder head cover and its attached structures of a crankcase ventilation system according to an embodiment of this application.

[0031] Figure 2 is a perspective view of the cylinder head cover and its attached structures of the crankcase ventilation system according to an embodiment of the present application, wherein the drive pipe and the exhaust connection pipe are not shown.

[0032] Figure 3 is a perspective view of the exhaust connection pipe of the crankcase ventilation system according to an embodiment of this application;

[0033] Figure 4 is a connection diagram of the crankcase ventilation system according to an embodiment of this application;

[0034] Figure 5 is a cross-sectional view of the cylinder head cover of the crankcase ventilation system according to an embodiment of the present application at the PRV valve and the first check valve.

[0035] Figure 6 is a schematic diagram of the airflow direction in the first one-way valve of the crankcase ventilation system according to an embodiment of the present application;

[0036] Figure 7 is a schematic diagram of the airflow direction in the desorption chamber of the crankcase ventilation system according to an embodiment of this application;

[0037] Figure 8 is a cross-sectional view of the venturi structure of the crankcase ventilation system according to an embodiment of this application;

[0038] Figure 9 is a cross-sectional view of the venturi structure of the crankcase ventilation system according to an embodiment of the present application from another angle;

[0039] Figure 10 is a schematic diagram of a vehicle according to an embodiment of this application.

[0040] Reference numerals: 10000, Vehicle; 1000, Engine; 100, Crankcase ventilation system; 1, Cylinder head cover; 2, Crankcase; 3, Venturi structure; 31, Desorption chamber; 32, Venturi outlet; 33, Outlet pipe; 34, Venturi drive port; 35, Drive pipe; 36, Injector; 361, Injection orifice; 37, Diffuser; 371, Diffuser orifice; 38, Outlet connecting pipe; 381, Quick connector; 3811, Mounting hole; 382, ​​Connecting pipe body; 4, First oil-gas separator; 41, First check valve; 42, PRV valve; 5, Air supply pipe; 51, Second check valve; 6, Second oil-gas separator; 61, Connecting passage; 62, PCV valve; 7, Third check valve; 81. Intake manifold; 82. Turbocharger; 83. Air filter; 84. Intercooler; 85. Throttle body; 86. Cylinder head; 87. Oil pan; a. Drive airflow; b. Blow-by; c. Air-fuel mixture. Detailed Implementation

[0041] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0042] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used 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. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0044] The crankcase ventilation system 100 according to an embodiment of this application is described below with reference to Figures 1-9.

[0045] As shown in Figures 1 and 2, and in conjunction with Figure 4, the crankcase ventilation system 100 includes: a cylinder head cover 1 and a venturi structure 3.

[0046] Specifically, the Venturi structure 3 is integrated inside the cylinder head cover 1. Since the Venturi structure 3 is integrated inside the cylinder head cover 1, many pipes and components related to the Venturi structure 3 and the cylinder head cover 1 can also be integrated inside the cylinder head cover 1. This can save pipes, save space in the engine 1000, reduce the number of parts in the engine 1000, simplify the structure, and reduce the cost of the engine 1000.

[0047] In addition, since many pipes are integrated inside the cylinder head cover 1, the pipes will not age due to long-term use, avoiding the problem of external pipes being prone to high-temperature aging and easy to fall off, thereby preventing exhaust gas leakage and enhancing sealing.

[0048] According to the crankcase ventilation system 100 of this application embodiment, by integrating the Venturi structure 3 inside the cylinder head cover 1, many pipes and components related to the Venturi structure 3 and the cylinder head cover 1 can also be integrated inside the cylinder head cover 1. This saves pipework, saves space in the engine 1000, reduces the number of parts in the engine 1000, simplifies the structure, and lowers the cost of the engine 1000. In addition, since many pipes are integrated inside the cylinder head cover 1, the pipes will not age due to long-term use, avoiding the problems of external pipes being prone to high-temperature aging and easy detachment, thereby preventing exhaust gas leakage and enhancing sealing.

[0049] As shown in Figures 1 and 2, and in conjunction with Figure 4, the crankcase ventilation system 100HIA includes a crankcase 2 and a first oil-gas separator 4. The crankcase 2 is located below the cylinder head cover 1. The venturi structure 3 has a desorption chamber 31 (refer to Figure 8). The first oil-gas separator 4 is integrated into the cylinder head cover 1. The inlet of the first oil-gas separator 4 is connected to the crankcase 2, and the outlet of the first oil-gas separator 4 is connected to the desorption chamber 31 inside the cylinder head cover 1. When the engine 1000 is operating, a portion of the high-pressure mixed gas in the combustion chamber enters the crankcase 2 through the gap between the piston rings and the cylinder bore, forming blow-by gas b. This blow-by gas b enters the intake system of the engine 1000 through the crankcase ventilation system 100 and finally enters the combustion chamber to participate in combustion.

[0050] The inlet of the first oil-gas separator 4 is connected to the crankcase 2, and the outlet of the first oil-gas separator 4 is connected to the desorption chamber 31. Blow-by gas b in the crankcase 2 enters the first oil-gas separator 4 for oil-gas separation, and the separated gas enters the desorption chamber 31. In this application, both the first oil-gas separator 4 and the Venturi structure 3 are integrated onto the cylinder head cover 1, making the first oil-gas separator 4 and the Venturi structure 3 integrated. Furthermore, the outlet of the first oil-gas separator 4 and the desorption chamber 31 are connected within the cylinder head cover 1, eliminating the need for a separate desorption pipeline to connect the outlet of the first oil-gas separator 4 and the desorption chamber 31. This saves space in the engine 1000, reduces the number of engine parts, and lowers the engine 1000 cost. Moreover, by reducing the desorption pipeline between the outlet of the first oil-gas separator 4 and the desorption chamber 31, the pipeline will not age due to long-term use, avoiding the problems of external pipes being prone to high-temperature aging and detachment, thus preventing exhaust gas leakage and ensuring good sealing.

[0051] In some embodiments of this application, as shown in Figures 1 and 2, the cylinder head cover 1 has a Venturi outlet 32 ​​and a Venturi drive port 34 communicating with the desorption chamber 31. As shown in Figure 4, the crankcase ventilation system 100 also includes an intake manifold 81, a turbocharger 82, and an air filter 83.

[0052] Specifically, one end of the intake manifold 81 is connected to the intake passage, thereby connecting to the combustion chamber. The intake passage is located on the cylinder head 86, which is situated between the cylinder head cover 1 and the crankcase 2. The intake manifold 81 primarily distributes air to the intake passages of each cylinder. The outlet of the turbocharger 82 is connected to the end of the intake manifold 81 opposite to the intake passage, and the outlet of the air filter 83 is connected to the inlet of the turbocharger 82. The turbocharger 82 pre-compresses the air before it is supplied to the combustion chamber of the cylinder to increase air density, increase intake volume, increase power, improve fuel economy, and improve emissions. The air filter 83 filters out dust and sand particles from the air, ensuring that sufficient clean air enters the cylinder. This prevents suspended dust in the air from being sucked into the cylinder, accelerating the wear of the piston assembly and cylinder. Furthermore, larger particles entering between the piston and cylinder can cause severe "cylinder scoring."

[0053] The Venturi outlet 32 ​​is connected between the air filter 83 and the turbocharger 82 via the outlet connecting pipe 38, and the Venturi drive port 34 is connected between the turbocharger 82 and the intake manifold 81 via the drive pipe 35. Referring to Figures 4 and 8, under the high-load and full-load conditions of the engine 1000, after the turbocharger 82 intervenes, under the action of the turbocharger 82, air passes through the air filter 83, part of which enters the intake manifold 81 and then enters the combustion chamber for combustion. A very small portion enters the desorption chamber 31 through the drive pipe 35 and the Venturi drive port 34. When the high-pressure airflow passes through the injection hole 361, a negative pressure is formed in the desorption chamber 31. The blow-by gas b in the crankcase 2 enters the desorption chamber 31 after passing through the first oil-gas separator 4. It mixes with the air entering from the Venturi drive port 34 and is discharged through the Venturi outlet 32 ​​to the upstream side of the turbocharger 82 to participate in the next cycle.

[0054] Since the venturi outlet 32 ​​is connected to the outlet of the air filter 83, condensate will accumulate at the venturi outlet 32 ​​during short-term operation of the engine 1000 in winter, which may lead to icing. After the venturi outlet 32 ​​is blocked by ice, the airflow entering the venturi drive port 34 through the drive pipe 35 will enter the crankcase 2 through the desorption chamber 31 and the first oil-gas separator 4, increasing the loss of the boosted airflow and causing the crankcase 2 pressure to increase. This will not only increase the fuel consumption of the engine 1000, but also cause the front and rear oil seals of the crankshaft to leak.

[0055] In some other embodiments of this application, the Venturi structure 3 of this application may be without the Venturi drive port 34, and is used when the naturally aspirated engine 1000 has no drive pressure.

[0056] In some embodiments of this application, as shown in FIG4, and in conjunction with FIG5 and FIG6, the crankcase ventilation system 100 further includes a first one-way valve 41. The first one-way valve 41 is integrated on the cylinder head cover 1 and connected in series between the outlet of the first oil-gas separator 4 and the desorption chamber 31, allowing only oil and gas to flow from the first oil-gas separator 4 to the desorption chamber 31. This prevents the Venturi outlet 32 ​​after the air filter 83 from freezing and becoming blocked, causing the airflow from the Venturi drive port to pass through the desorption chamber 31 and the first oil-gas separator 4 into the crankcase 2 of the engine 1000, while also eliminating the risk of oil leakage from the front and rear oil seals of the crankshaft.

[0057] In some embodiments of this application, as shown in Figures 1 and 2, the Venturi outlet 32 ​​is located on the upper surface of the cylinder head cover 1, and an outlet pipe 33 is provided at the Venturi outlet 32, extending upward. This avoids condensate from remaining in the outlet pipe 33, thereby eliminating the risk of condensate freezing and blocking the Venturi outlet 32. This also prevents the airflow from the Venturi drive port 34 from passing through the desorption chamber 31 and the first oil-gas separator 4 into the crankcase 2 of the engine 1000 after the Venturi outlet 32 ​​after the air filter 83 freezes and becomes blocked, thus eliminating the risk of oil leakage from the front and rear oil seals of the crankcase.

[0058] In some embodiments of this application, a third one-way valve 7 is arranged below the first one-way valve 41 to allow condensate to return to the crankcase 2 in a timely manner, preventing ice buildup in the upper cavity of the first one-way valve 41. Additionally, an oil pan 87 is provided at the bottom of the crankcase 2.

[0059] In some embodiments of this application, as shown in Figures 2 and 4, the crankcase ventilation system 100 further includes a PRV (pressure regulating valve) 42. The PRV valve 42 is integrated on the cylinder head cover 1 and connected in series between the outlet of the first oil-gas separator 4 and the desorption chamber 31. The PRV valve 42 can be used to regulate the pressure inside the crankcase 2, ensuring that the negative pressure inside the crankcase 2 is not too high (< -10 kPa), ensuring the reliability of the engine 1000 and the normal operation of the entire crankcase ventilation system 100.

[0060] In some embodiments of this application, the PRV valve 42 is located between the first check valve 41 and the outlet of the first oil-gas separator 4.

[0061] In some embodiments of this application, as shown in Figures 1 and 3, the air outlet connecting pipe 38 includes a quick-connect fitting 381 and a connecting pipe body 382. The quick-connect fitting 381 is inserted into the Venturi air outlet 32. One end of the connecting pipe body 382 is connected to the quick-connect fitting 381, and the other end is connected between the air filter 83 and the booster 82. Thus, the connection between the quick-connect fitting 381 and the Venturi air outlet 32 ​​can be achieved through the insertion of the quick-connect fitting 381, facilitating the connection between the air outlet connecting pipe 38 and the Venturi air outlet 32.

[0062] Furthermore, an exhaust pipe 33 is provided at the venturi outlet 32, and a quick-connect fitting 381 is inserted into the exhaust pipe 33 for connection.

[0063] In some embodiments of this application, as shown in FIG3, the quick-connect fitting 381 has a mounting hole 3811, and the crankcase ventilation system 100 also includes a pressure sensor (not shown), which is disposed in the mounting hole 3811 and is used to detect the pressure at the venturi outlet 32. By detecting the pressure at the venturi outlet 32 ​​by the pressure sensor, leakage faults caused by pipeline damage can be monitored, thereby addressing the need for leak diagnosis in regions with stringent emission regulations and meeting the stringent OBD (On-Board Diagnostics) monitoring requirements of North American regulations. In this case, the pressure sensor can meet the emission requirements.

[0064] In some embodiments of this application, as shown in FIG4, the crankcase ventilation system 100 further includes an intercooler 84, which is connected in series between the turbocharger 82 and the intake manifold 81. One end of the drive pipe 35 facing away from the venturi drive port 34 is connected to the intercooler 84. The intercooler 84 is used to reduce the temperature of the high-temperature air after turbocharging, increase the intake air density, increase the intake air volume, and thus increase the power of the engine 1000.

[0065] In addition, a throttle body 85 is provided between the intercooler 84 and the intake manifold 81. The throttle body 85 is a valve that controls how much air the engine 1000 intakes.

[0066] In some embodiments of this application, as shown in FIG4, the crankcase ventilation system 100 further includes an air supply pipe 5. One end of the air supply pipe 5 is connected to the crankcase 2, and the other end is connected between the air filter 83 and the turbocharger 82. When the crankcase 2 is under negative pressure, due to the pressure difference between the position after the air filter 83 and the crankcase 2, a portion of fresh air enters the crankcase 2 through the air supply pipe 5, which can alleviate the risk of sludge formation and oil emulsification.

[0067] Furthermore, as shown in Figure 4, the crankcase ventilation system 100 also includes a second one-way valve 51, which is connected in series with the air supply pipe 5. This valve allows only filtered clean gas to flow from the air filter 83 to the crankcase 2. This allows for air supply to the crankcase 2 even when it is under negative pressure, and prevents blow-by gas b from flowing through the air supply pipe 5 towards the location after the air filter 83, thus avoiding unseparated oil from entering components such as the turbocharger 82 and the Venturi structure 3.

[0068] In some embodiments of this application, as shown in FIG4, the crankcase ventilation system 100 further includes a second oil-gas separator 6, which is integrated on the cylinder head cover 1. The inlet of the second oil-gas separator 6 is connected to the crankcase 2, and the outlet of the second oil-gas separator 6 is connected to the intake manifold, thereby connecting to the combustion chamber through the intake manifold. When the engine 1000 is idling or under low load conditions, due to the negative pressure in the intake manifold 81, under the action of the pressure difference between the crankcase 2 and the intake manifold 81, the blow-by gas b in the crankcase 2 passes through the second oil-gas separator 6 and enters the intake manifold of the engine 1000, and finally enters the combustion chamber to participate in combustion.

[0069] Furthermore, as shown in Figures 1, 2, and 4, the outlet of the second oil-gas separator 6 is connected to the intake manifold via a connecting channel 61. Specifically, the outlet of the second oil-gas separator 6 is connected to the intake manifold via a connecting channel 61. This facilitates the connection between the outlet of the second oil-gas separator 6 and the intake manifold. Part of the connecting channel 61 is located inside the cylinder head cover 1, and another part is located in the cylinder head 86. This avoids the pipes freezing and blocking gas flow in winter, which could create positive pressure in the crankcase 2, posing a risk of oil leakage from the crankcase 2 oil seal. It also meets the OBD diagnostic exemption requirements, while reducing pipe layout, thus reducing costs and increasing efficiency.

[0070] In some embodiments of this application, as shown in FIG4, the crankcase ventilation system 100 further includes a PCV (Positive Crankcase Ventilation) valve 62, which is connected between the outlet of the second oil-gas separator 6 and the intake manifold. The PCV valve 62 can regulate the flow rate of the connecting passage 61, thereby controlling the pressure. Furthermore, under high load and full load conditions in the engine 1000, after the turbocharger 82 intervenes, the intake manifold 81 is under positive pressure, and the PCV valve 62 can act as a one-way valve to prevent gas in the intake manifold 81 from entering the crankcase 2.

[0071] In some embodiments of this application, as shown in FIG8, the cylinder head cover 1 has a Venturi drive port 34 communicating with the desorption chamber 31. An injector 36 is provided within the Venturi structure 3. The injector 36 has an injection hole 361 communicating with the desorption chamber 31 and the Venturi drive port 34. The cross-sectional area of ​​the injection hole 361 gradually decreases in the direction towards the desorption chamber 31. The injector 36 is detachably disposed within the cylinder head cover 1. The injector 36 is produced modularly, thus allowing for the replacement of different injectors 36 to meet varying desorption flow rates (engine 1000 piston leakage), thereby changing the injection hole 361 to different sizes to satisfy requirements, thus reducing manufacturing costs and time.

[0072] In some embodiments of this application, the injection hole 361 is tapered. Of course, this application is not limited to this. In the plane passing through the central axis of the injection hole 361, the outline of the injection hole 361 can be hyperbolic.

[0073] In some embodiments of this application, as shown in FIG8, the cylinder head cover 1 has a Venturi outlet 32 ​​communicating with the desorption chamber 31. A diffuser 37 is provided within the Venturi structure 3. The diffuser 37 has a diffuser hole 371 communicating with the desorption chamber 31 and the Venturi outlet 32. The cross-sectional area of ​​the diffuser hole 371 gradually increases in the direction away from the desorption chamber 31. The diffuser 37 is detachably disposed within the cylinder head cover 1. The diffuser 37 is modularly produced, thus allowing for the replacement of different diffusers 37 to meet varying desorption flow rates (engine 1000 piston leakage), thereby changing the size of the diffuser hole 371 to satisfy the requirements, thus reducing manufacturing costs and time.

[0074] In this application, referring to Figures 5-9, when the engine 1000 is working, a portion of the high-pressure mixed gas in the combustion chamber will enter the crankcase 2 through the gap between the piston rings and the cylinder bore to form blow-by gas b. This blow-by gas b will eventually enter the intake system of the engine 1000 through the first oil-gas separator 4 or the second oil-gas separator 6 of the crankcase ventilation system 100 and the crankcase 2 ventilation pipe, and finally enter the combustion chamber to participate in combustion.

[0075] When the engine is idling at 1000 rpm or under low load, the second oil-gas separator 6 is connected to the intake manifold of the combustion chamber. Under the action of intake negative pressure, the blow-by gas b in the crankcase 2 passes through the second oil-gas separator 6 and returns to the engine combustion chamber at 1000 rpm for re-combustion through the PCV valve 62. At the same time, the pressure in the crankcase 2 is kept negative. At this time, the pressure is controlled by the plunger-type PCV valve 62.

[0076] Under high and full load conditions of engine 1000, after turbocharger 82 engages, the intake manifold is under positive pressure, PCV valve 62 functions as a one-way valve, and the second oil-gas separator 6 is disconnected from the intake manifold. At this time, crankcase 2 is connected to the upstream side of turbocharger 82. The gas in crankcase 2 that has passed through the first oil-gas separation is drawn to the upstream side of turbocharger 82 due to the negative pressure effect of the venturi, and finally returns to the combustion chamber of engine 1000 for re-combustion.

[0077] Specifically, the reliable function of the Venturi structure 3 in this application is achieved by the high-pressure driving airflow a (high-pressure gas after supercharging, which generates negative pressure when passing through the Venturi structure 3, hence referred to as driving airflow a) from the intercooler 84 after intercooling, passing through the driving pipe 35, entering the desorption chamber 31 from the Venturi driving port 34. When passing through the injection port 361, due to the gradual decrease in flow area, the gas velocity increases. According to Bernoulli's principle, the pressure on the same streamline decreases, thus forming a jet of negative pressure of a certain length L in the desorption chamber 31 behind the injection port 361. The crankcase blow-by gas b, under the negative pressure suction, converges with the driving airflow a through the diffuser port 371 to form a mixed gas c, which flows into the upstream side of the supercharger 82 through the Venturi outlet 32, and finally enters the combustion chamber of the engine 1000 to participate in combustion.

[0078] The Venturi-type crankcase ventilation system 100 of this application is highly reliable. After the blow-by gas b from the crankcase 2 passes through the first oil-gas separator 4, it passes through the PRV valve 42, and then through the first one-way valve 41 before entering the desorption chamber 31 of the Venturi structure 3. The first one-way valve 41 effectively prevents the driving airflow a from flowing back into the crankcase 2 through the desorption chamber 31 when the Venturi outlet 32 ​​is blocked, thus preventing the crankcase 2 pressure from increasing to positive pressure and eliminating the risk of oil leakage from the front and rear crankshaft oil seals.

[0079] This application completely eliminates the need to install the crankcase 2 desorption pipe, reducing the cost of engine 1000, while also meeting the requirement that the crankcase 2 pressure is negative throughout the entire universal characteristics of engine 1000.

[0080] Furthermore, according to the emission requirements for crankcase 2 pollutants in GB18352.6-2016 "Limits and Measurement Methods for Pollutant Emissions from Light-Duty Vehicles," the measured crankcase 2 pressure must not exceed the atmospheric pressure at the time of measurement under all specified operating conditions. Therefore, regardless of whether the engine 1000 is used in a gasoline vehicle or a hybrid vehicle, it must meet the requirement that the crankcase 2 pressure is negative.

[0081] The engine 1000 according to an embodiment of this application is described below.

[0082] The engine 1000 according to an embodiment of this application includes the crankcase ventilation system 100 described above.

[0083] According to the embodiment of this application, the engine 1000 integrates the venturi structure 3 within the cylinder head cover 1 by providing the aforementioned crankcase ventilation system 100. Many pipes and components related to the venturi structure 3 and the cylinder head cover 1 can also be integrated within the cylinder head cover 1, saving piping, reducing engine space, decreasing the number of engine parts, simplifying the structure, and lowering engine cost. Furthermore, since many pipes are integrated within the cylinder head cover 1, pipe aging due to long-term use is prevented, avoiding the problems of external pipes aging at high temperatures and easily detaching, thus preventing exhaust gas leakage and enhancing sealing.

[0084] The following describes a vehicle 10000 according to an embodiment of this application.

[0085] As shown in Figure 10, the vehicle 10000 according to an embodiment of this application includes the engine 1000 described above.

[0086] According to the vehicle 10000 of this application embodiment, by setting the above-mentioned engine 1000, including the above-mentioned crankcase ventilation system 100, the venturi structure 3 is built-in and integrated into the cylinder head cover 1. Many pipes and components related to the venturi structure 3 and the cylinder head cover 1 can also be integrated into the cylinder head cover 1, which can save pipes, save space in the engine 1000, reduce the number of parts in the engine 1000, simplify the structure, and reduce the cost of the engine 1000. In addition, since many pipes are integrated into the cylinder head cover 1, the pipes will not age due to long-term use, avoiding the problems of external pipes being prone to high-temperature aging and easy detachment, thereby preventing exhaust gas leakage and enhancing sealing.

[0087] The configuration and operation of the engine 1000 of the vehicle 10000 according to the embodiments of this application are known to those skilled in the art and will not be described in detail here.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0089] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A crankcase ventilation system, characterized in that, include: Cylinder head cover (1); Venturi structure (3), which is built into the cylinder head cover (1).

2. The crankcase ventilation system according to claim 1, characterized in that, Also includes: Crankcase (2), the crankcase (2) is located below the cylinder head cover (1); The first oil-gas separator (4) is integrated on the cylinder head cover (1). The venturi structure (3) has a desorption chamber (31). The inlet of the first oil-gas separator (4) is connected to the crankcase (2). The outlet of the first oil-gas separator (4) is connected to the desorption chamber (31) inside the cylinder head cover (1).

3. The crankcase ventilation system according to claim 2, characterized in that, The cylinder head cover (1) has a Venturi outlet (32) and a Venturi drive port (34) communicating with the desorption chamber (31), and the crankcase ventilation system (100) further includes: An intake manifold (81), one end of which is connected to the intake passage; A supercharger (82), the outlet of which is connected to the end of the intake manifold (81) opposite to the intake passage; An air filter (83) is provided, the outlet of which is connected to the inlet of the supercharger (82). The venturi outlet (32) is connected between the air filter (83) and the supercharger (82) via an outlet connecting pipe (38). The venturi drive port (34) is connected between the supercharger (82) and the intake manifold (81) via a drive pipe (35).

4. The crankcase ventilation system according to claim 2 or 3, characterized in that, Also includes: The first check valve (41) is integrated on the cylinder head cover (1) and connected in series between the outlet of the first oil-gas separator (4) and the desorption chamber (31), allowing oil and gas to flow from the first oil-gas separator (4) to the desorption chamber (31).

5. The crankcase ventilation system according to any one of claims 2-4, characterized in that, Also includes: PRV valve (42), which is integrated on the cylinder head cover (1) and connected in series between the outlet of the first oil-gas separator (4) and the desorption chamber (31).

6. The crankcase ventilation system according to any one of claims 2-5, characterized in that, The cylinder head cover (1) has a Venturi outlet (32) that communicates with the desorption chamber (31). The Venturi outlet (32) is located on the upper surface of the cylinder head cover (1). An exhaust pipe (33) is provided at the Venturi outlet (32) and extends upward.

7. The crankcase ventilation system according to claim 3, characterized in that, The air outlet connection pipe (38) includes: A quick-connector (381) is connected to the Venturi outlet (32); The connecting pipe body (382) has one end inserted into the quick connector (381) and the other end connected between the air filter (83) and the booster (82).

8. The crankcase ventilation system according to claim 7, characterized in that, The quick-connect fitting (381) has a mounting hole (3811), and the crankcase ventilation system (100) further includes: A pressure sensor is disposed in the mounting hole (3811) and is used to detect the pressure at the venturi outlet (32).

9. The crankcase ventilation system according to claim 3, characterized in that, Also includes: An intercooler (84) is connected in series between the turbocharger (82) and the intake manifold (81), and the end of the drive pipe (35) facing away from the venturi drive port (34) is connected to the intercooler (84).

10. The crankcase ventilation system according to claim 3, characterized in that, Also includes: The air supply pipe (5) is connected at one end to the crankcase (2) and at the other end to the air filter (83) and the turbocharger (82).

11. The crankcase ventilation system according to claim 10, characterized in that, Also includes: The second one-way valve (51) is connected in series with the air supply pipe (5) and allows air to flow only from the air filter (83) to the crankcase (2).

12. The crankcase ventilation system according to any one of claims 2-11, characterized in that, Also includes: The second oil-gas separator (6) is integrated on the cylinder head cover (1). The inlet of the second oil-gas separator (6) is connected to the crankcase (2), and the outlet of the second oil-gas separator (6) is connected to the intake manifold.

13. The crankcase ventilation system according to claim 12, characterized in that, The outlet of the second oil-gas separator (6) is connected to the intake manifold through a connecting channel (61), part of which is located inside the cylinder head cover (1).

14. The crankcase ventilation system according to claim 12 or 13, characterized in that, Also includes: PCV valve (62) is connected between the outlet of the second oil-gas separator (6) and the air intake.

15. The crankcase ventilation system according to any one of claims 2-14, characterized in that, The cylinder head cover (1) has a Venturi drive port (34) communicating with the desorption chamber (31). The Venturi structure (3) is provided with an injector (36). The injector (36) has an injection hole (361) communicating with the desorption chamber (31) and the Venturi drive port (34). In the direction toward the desorption chamber (31), the cross-sectional area of ​​the injection hole (361) gradually decreases. The injector (36) is detachably disposed in the cylinder head cover (1). And / or, the cylinder head cover (1) has a Venturi outlet (32) communicating with the desorption chamber (31), and the Venturi structure (3) is provided with a diffuser (37). The diffuser (37) has a diffuser hole (371) communicating with the desorption chamber (31) and the Venturi outlet (32). In the direction away from the desorption chamber (31), the cross-sectional area of ​​the diffuser hole (371) gradually increases. The diffuser (37) is detachably disposed in the cylinder head cover (1).

16. An engine, characterized in that, Includes the crankcase ventilation system (100) according to any one of claims 1-15.

17. A vehicle, characterized in that, Includes the engine (1000) according to claim 16.

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