Patent Application
20090044791
The present invention relates to positive crankcase ventilation systems for use with internal combustion engines.
Positive crankcase ventilation (PCV) systems have been used within internal combustion engines to reduce emission of contaminants by recirculating blow-by gases and crankcase vapors, or PCV gases, into combustion chambers of the internal combustion engine for subsequent burning therein. This is commonly accomplished by conducting the PCV gases from a crankcase defined by the internal combustion engine into an intake system or intake manifold where it is subsequently drawn into the combustion chambers. If the gases are drawn into an intake manifold, a PCV valve is generally required to control the amount of gas flow because the manifold vacuum varies greatly and generally inversely to the amount of PCV gases required to be recirculated. However, where the PCV gases are recirculated into the air intake system, it has been generally satisfactory to control the gas flow by means of an orifice.
The gases which enter the PCV system from the crankcase and flow to the combustion chambers can have oil particles suspended therein. The oil particles can travel through the PCV system, with the PCV gases, to the intake system and combustion chambers in which they are burned with the air and fuel. If the amount of such oil particles becomes excessive, the engine emissions and oil consumption can increase. Therefore, PCV systems can include a filter device for separating oil particles from the gases to reduce the amount of oil which flows to, and is burned within, the combustion chambers. Such a filter device can include a semi-permeable filter element through which the PCV gases flow. The filter element typically has small openings or interstices through which the PCV gases, and the oil particles contained therein, must pass. The openings are sufficiently sized so that the oil is strained from the PCV gases and remains in the filter element. The filter element can become clogged with oil and thereby obstruct the gas flow therethrough. An additional consideration is freezing or icing of the PCV system in cold climates. Condensed water in the PCV system can gather and freeze, obstructing the gas flow or allowing icing of intake system components. Mounting the PCV system components internally to the engine will reduce the risk of icing.
A positive crankcase ventilation (PCV) system is provided for an internal combustion engine having an engine block defining a crankcase volume containing gases and oil particles suspended therein. The PCV system includes a shaft member rotatably supported within the engine block and defining a generally cylindrical cavity extending longitudinally within the shaft member. The shaft member further defines at least one orifice operable to communicate the gases and oil particles from the crankcase volume to the generally cylindrical cavity.
A cover member is removably mounted to the engine block and is operable to enclose at least a portion of the shaft member. The cover member at least partially defines a PCV feed passage and an oil drain passage. A hollow tube member is formed on the cover member and at least a portion of the tube member is coaxially received within the generally cylindrical cavity of the shaft member to define an outer region and an inner region of the generally cylindrical cavity. The outer region is in communication with the oil drain passage and the inner region is in communication with the PCV feed passage.
A centrifugal separator is disposed within the generally cylindrical cavity and is operable to effect rotation of the gases and oil particles within the generally cylindrical cavity. At least a portion of the oil particles are forced to the outer region of the generally cylindrical cavity by the centrifugal separator for communication to the oil drain passage. Additionally, at least a portion of the gases are communicated from the inner region to the PCV feed passage.
The above features and advantages of the present invention are readily apparent from the following detailed description of the best modes for carrying out the invention when taken in connection with the accompanying drawings.
Referring to the drawings wherein like reference numbers correspond to like or similar components throughout the several views there is schematically depicted in
A first gear member 24 is mounted to the crankshaft 16 for unitary rotation therewith, while a second gear member 26 is mounted to the shaft member 18 for unitary rotation therewith. The first and second gear members 24 and 26 are meshingly engaged with one another to maintain rotational timing between the crankshaft 16 and the shaft member 18. Those skilled in the art of engine design will recognize other means for maintaining rotational timing between the crankshaft 16 and the shaft member 18, for example a chain drive system.
A cover member 28 is removably mounted to the engine block 12 and is operable to partially enclose the shaft member 18. An end portion 30 of the crankshaft 16 extends through the cover member 28. A rotary seal 32, such as a lip seal, is mounted to the cover member 28 and is operable to sealingly engage the end portion 30 of the crankshaft 16 to effect sealing of the crankcase volume 14. The cover member 28 is preferably formed from cast metal or composite material and includes a tube member 34 extending therefrom. The cover member defines a positive crankcase ventilation (PCV) feed passage 36 and an oil drain passage 38. The oil drain passage 38 includes a one-way check valve 40. A rotary seal 42 is mounted to the cover member 28 and sealingly engages the shaft member 18.
The shaft member 18 includes an inner wall 43 which defines a generally cylindrical cavity 44 that extends longitudinally along the shaft member 18 and has a diameter, indicated as D in
The shaft member 18, centrifugal separator 48, and the cover member 28 cooperate to form a portion of a PCV system, generally indicated at 56. During operation of the internal combustion engine 10, the PCV system 56 is effective to introduce gases, indicated by arrow 58, from within the crankcase volume 14 into a combustion chamber (not shown) of the internal combustion engine 10 for combustion therein. The gases 58 may include air and blow-by gases.
Additionally, the gases 58 typically include an amount of oil entrained therein. To maintain low exhaust emissions and oil consumption, it is desirable to remove the oil from the gases 58 prior to introduction to the combustion chamber of the internal combustion engine 10.
The gases 58 enter the PCV system 56 though the orifices 46 defined by the shaft member 18. The gases 58 are subsequently introduced to the centrifugal separator 48 which, by virtue of the rotation of the shaft member 18, is operable to impart rotational motion or swirl to the gases 58. The centrifugal forces exerted on the gases 58 as a result of the rotational motion cause the relatively heavy oil droplets or particles, indicated as arrows 60, to be forced outward toward the inner wall 43 of the shaft member 18, while the relatively light PCV gases, indicated by arrows 62, remain centrally located within the generally cylindrical cavity 44.
At least a portion of the oil particles 60 is introduced to the outer region 52 for subsequent introduction to the oil drain passage 38 to be communicated to the crankcase volume 14. At least a portion of the PCV gases 62 is introduced to the inner region 54 to be communicated to the PCV feed passage 36 for subsequent introduction to the combustion chamber of the internal combustion engine 10.
An orifice 64 is defined by the cover member 28 and is operable to provide communication between the PCV feed passage 36 and the oil drain passage 38. The orifice 64 enables oil particles 60 contained within the PCV gases that have fallen out of suspension within the PCV feed passage 36 to drain through the oil drain passage 38 for reintroduction to the crankcase volume 14. The one-way check valve 40 is operable to allow the free flow of oil particles 60 into the crankcase volume 14, while blocking the entry of gases 58 from within the crankcase volume 14 into the oil drain passage 38.
The orifices 46 are positioned upstream of the centrifugal separator at a distance A, while the centrifugal separator 48 is positioned upstream of the tube member 34 at a distance B. In a non-limiting example embodiment, the distance A will be at least two times the diameter D of the generally cylindrical cavity 44, while the distance B will be at least ten times the diameter D of the generally cylindrical cavity 44. In another example embodiment, the shaft member 18 is disposed within the crankcase volume 14 is a quiescent area or an area of low windage such that the oil entrained within the gases 58 is minimized.
Referring now to
Referring now to
While the best modes for carrying out the invention have been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims.
This application claims the benefit of U.S. Provisional Application 60/955,984, filed Aug. 15, 2007, which is hereby incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 60955984 | Aug 2007 | US |
