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EP3101242B1 - Generation de depression dans un boitier de manivelle pour la reduction du nombre de particules - Google Patents

Generation de depression dans un boitier de manivelle pour la reduction du nombre de particules Download PDF

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Publication number
EP3101242B1
EP3101242B1 EP16001016.1A EP16001016A EP3101242B1 EP 3101242 B1 EP3101242 B1 EP 3101242B1 EP 16001016 A EP16001016 A EP 16001016A EP 3101242 B1 EP3101242 B1 EP 3101242B1
Authority
EP
European Patent Office
Prior art keywords
crankcase
line
pressure
charge air
combustion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP16001016.1A
Other languages
German (de)
English (en)
Other versions
EP3101242A1 (fr
Inventor
Franz Werner Prümm
Ralf Steinert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP3101242A1 publication Critical patent/EP3101242A1/fr
Application granted granted Critical
Publication of EP3101242B1 publication Critical patent/EP3101242B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F01M2013/0022—Breather valves electromagnetic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0038—Layout of crankcase breathing systems
    • F01M2013/0044—Layout of crankcase breathing systems with one or more valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0077—Engine parameters used for crankcase breather systems
    • F01M2013/0094—Engine load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M2013/027—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with a turbo charger or compressor

Definitions

  • the invention relates to a device for an internal combustion engine, in particular a gas engine or another internal combustion engine, which can be operated using an internal combustion engine method.
  • the device is used in particular to generate negative pressure in a crankcase, expediently to reduce the number of particle emissions and / or to vent the crankcase.
  • the invention further relates to a corresponding operating method.
  • DE102008029904 A1 describes a known device for venting a crankcase of a supercharged internal combustion engine.
  • the oil ash mainly consists of very small particles, which is why the emission of the number of particles is affected more than the emission of the particle mass.
  • An object of the invention is to provide a way to reduce the number of particles emitted.
  • the invention provides a device expediently for an internal combustion engine and in particular for generating negative pressure in a crankcase and / or for venting the crankcase.
  • the device comprises a combustion chamber, a crankcase and at least one oil separator connected to the crankcase.
  • the device also includes at least one pressure setting device for setting a negative pressure in the crankcase in order to preferably reduce the pressure difference between the crankcase and the combustion chamber.
  • the reduced pressure difference between the combustion chamber and the crankcase causes a reduced oil input into the combustion chamber and / or a reduced reverse blow-by and thus in particular a reduced exhaust gas particle number emission, for. B. in the operating phases of idling, low load and / or thrust of the internal combustion engine.
  • the internal combustion engine expediently comprises a motor vehicle engine.
  • the crankcase is connected via a line device (e.g. ventilation device, line, line system, etc.) at a connection point to a charge air supply line for supplying charge air into the combustion chamber.
  • a line device e.g. ventilation device, line, line system, etc.
  • the connection point is preferably arranged on the charge air supply line between a throttle element and the combustion chamber.
  • the line device can comprise an oil separator and / or a pressure setting device.
  • the pressure setting device can be integrated in the oil separator or can be arranged outside the oil separator.
  • the oil separator of the line device is preferably connected to the crankcase via a ventilation element (e.g. ventilation line, ventilation nozzle, etc.) and / or an oil return device (e.g. oil return line, oil return nozzle, etc.).
  • the oil return device is useful for returning oil to the crankcase.
  • the venting element expediently serves to vent the crankcase.
  • the oil return device can e.g. B. have a check valve.
  • the line device comprises a control device which is designed to restrict the setting of the negative pressure in the crankcase to the operating state of idling, low load and / or thrust of the internal combustion engine.
  • the control means can also serve to prevent air from flowing back into the crankcase and / or to restrict the working range of the line device to the connection point.
  • the control means is preferably a shut-off valve.
  • the control means can be electrically controllable, e.g. B. from an engine control unit for controlling the internal combustion engine or limit switch, it can also, for. B. be pneumatically actuated with an appropriate limit control or it can be designed as a self-switching vacuum valve.
  • the control means is preferably arranged between the connection point to the charge air supply line and the pressure setting device.
  • the line device has a check valve.
  • the check valve is arranged between the connection point to the charge air supply line and the pressure setting device.
  • the line device is preferably connected in the charge air flow direction behind a throttle element to the charge air supply line.
  • the connection point can be formed behind a throttle element of the charge air supply line.
  • the line device can open into the charge air supply line between the combustion chamber and a throttle element of the charge air supply line.
  • the throttle element can, for. B. be a throttle valve.
  • the device can have an exhaust gas turbocharger.
  • a ventilation line branches off from the line device and the ventilation line is used for connection to an inlet connection upstream of a compressor of a turbocharger.
  • the vent line itself can have a check valve.
  • the device can have a line device (e.g. ventilation device, line, line system, etc.).
  • a line device e.g. ventilation device, line, line system, etc.
  • the line device is used in particular for connection to an inlet connection upstream of a compressor of a turbocharger.
  • the line device may comprise an oil separator and / or a pressure setting device.
  • the pressure setting device can be integrated in the housing of the oil separator or can be arranged outside the housing of the oil separator.
  • the oil separator of the line device is preferably connected to the crankcase via a ventilation element (e.g. ventilation line, ventilation socket, etc.) and an oil return device (eg oil return line, oil return socket, etc.).
  • the oil return device is useful for returning oil to the crankcase.
  • the venting element expediently serves to vent the crankcase.
  • the oil return device can e.g. B. have a check valve.
  • the line device can expediently have a check valve between the pressure setting device and the inlet connection.
  • pressure setting is preferably to be interpreted broadly within the scope of the invention and can be useful, for. B. include a pressure control or a pressure control.
  • line is preferably to be interpreted broadly within the scope of the invention and can expediently, for. B. include flexible or rigid lines, pipes, hoses, connecting pieces, interfaces, etc.
  • the line device is preferably a venting device.
  • the line device is preferably a ventilation device.
  • the invention is not restricted to a device as described here, but also comprises a motor vehicle, preferably a commercial vehicle, in particular a bus or a truck, with a device as disclosed herein.
  • a motor vehicle preferably a commercial vehicle, in particular a bus or a truck
  • the invention relates to an operating method, in particular for a device as disclosed herein and / or carried out with a device as disclosed herein.
  • the device thus comprises a combustion chamber, a crankcase and at least one oil separator connected to the crankcase.
  • a vacuum is set in the crankcase by means of at least one pressure setting device in order to expediently reduce the pressure difference between the crankcase and the combustion chamber.
  • the operating method is used in particular to generate negative pressure in a crankcase and / or to vent a crankcase.
  • Figure 1 shows a schematic representation of a device V for an internal combustion engine.
  • the device V comprises a crankcase 1, a line device (ventilation device) X and an exhaust gas turbocharger 7.
  • the exhaust gas turbocharger 7 comprises, as usual, a turbine 8 and a compressor 9. An air filter 10 is arranged in front of it.
  • the reference numeral 21 denotes charge air to the charge air cooler, not shown.
  • the device V or the internal combustion engine comprises the crankcase 1, one or more combustion chambers 4, one or more pistons 3, a crank mechanism 12, one or more cylinder heads 2, with one or more exhaust valves 5 and one or more intake valves 6.
  • the reference number 13 indicates an oil level in the crankcase 1.
  • the line device X connects the crankcase 1 at a connection point A in the charge air flow direction 22.1 behind a throttle valve 11 of a charge air supply line 22 to the charge air supply line 22.
  • the charge air supply line 22 serves to supply charge air into the combustion chamber 4, in particular to the inlet valve 6 or a charge air manifold.
  • the reference symbol 22.1 denotes the charge air from the charge air cooler (not shown) or the flow direction of the charge air in the charge air supply line 22.
  • the line device X comprises an oil separator 16.1 and a pressure setting device 17.1 for the crankcase pressure (for example a pressure regulator).
  • the oil separator 16.1 is connected to the crankcase 1 via a crankcase ventilation connection 14.1 on the one hand and via an oil return line 14.3 and 14.4.
  • a check valve 18.2 is arranged in the oil return line 14.3, 14.4.
  • the oil separator 16.1 is connected to the pressure setting device 17.1 via a line 14.2.
  • the line device X also includes a check valve 18.1 and / or a controllable shut-off valve 19 between the pressure setting device 17.1 and the connection point A.
  • the reference number 14.5 shows the line between the check valve 18.1 and the shut-off valve 19, while the reference number 14.6 shows the line between the shut-off valve 19 and shows the connection point A.
  • the shut-off valve 19 is arranged between the connection point A and the check valve 18.1.
  • a preferably T-shaped pipe or hose line 15 leads to a vent line 14.14 provided with a check valve 18, which is for connection to an inlet connection E serves in front of the compressor 9 of the turbocharger 7, in particular between the compressor 9 and the air filter 10.
  • the line 14.14 leads, in particular in the case of turbocharged engines, to the inlet connection E upstream of the compressor 9 of the turbocharger 7.
  • the line 14.14 is open when the pressure downstream of the throttle valve 11 exceeds the pressure upstream of the compressor 9.
  • the check valve 18.1 is closed or the shut-off valve 19 is closed.
  • the line from the pressure setting device 17.1 via the connection point A into the charge air supply line 22 is open when the pressure upstream of the compressor 9 exceeds the pressure downstream of the throttle valve 11, which is particularly the case when the engine or the motor vehicle is idling, under low load or overrun.
  • the check valve 18.3 is closed. Due to the low pressure after the throttle valve 11, a high negative pressure can be generated in the crankcase 1.
  • the pressure in the crankcase 1 is regulated via the pressure setting device 17.1 to regulate the negative pressure of the crankcase 1 to a predetermined target value. If the pressure after the throttle valve 11 exceeds the target value, the pressure after the throttle valve 11 is minimal in the crankcase 1. If the pressure after the throttle valve 11 exceeds the pressure upstream of the compressor 9, the line 14.14 which is now open has the effect that a pressure in the region of the pressure upstream of the compressor 9 is established in the crankcase 1.
  • the switchover between the lines upstream of the compressor 9 (line 14.14) and after the throttle valve 11 (line device X) is preferably carried out via a valve control by means of independently opening and closing valves, advantageously check valves. It should be mentioned that the line 14.14 and / or the valve control can be omitted in naturally aspirated engines.
  • Figure 2 shows a device V according to another embodiment of the invention.
  • the device V initially comprises a crankcase 1 and a line device X, which can be configured essentially as in the previous exemplary embodiment.
  • the line device X the Figure 2 differs in particular from the line device X Figure 1 that no line 14.14 branches off from it.
  • line 14.7 In place of the preferably T-shaped pipe or hose line 15 there is line 14.7, which is designed without branches so that an oil separator 16.2 and a pressure setting device 17.2 are not connected to the inlet connection E upstream of the compressor 9.
  • the line 14.7 connects the pressure setting device 17.2 with a check valve 18.1.
  • the device V the Figure 2 However, comprises a line device (ventilation device) Y.
  • the line device Y connects the crankcase 1 to the inlet connection E upstream of the compressor 9 of the turbocharger 7.
  • the line device Y comprises an oil separator 16.3 and a pressure setting device 17.3.
  • the pressure setting device 17.3 is connected to the oil separator 16.3 via a line or connecting piece 14.9.
  • the oil separator 16.3 is connected to the crankcase 1 via a line element 14.8 and an oil return line 14.10, 14.11 having a check valve 18.4.
  • the line device Y has a check valve 18.3 between the pressure setting device 17.3 and the inlet connection E.
  • a vent line 14.12 connects the pressure setting device 17.3 to the check valve 18.3, while a vent line 14.13 connects the check valve 18.3 to the inlet port E.
  • the pressure setting devices serve to set a negative pressure of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 in order to reduce the pressure difference between the crankcase 1 and the combustion chamber 4, which consequently leads to a reduced reverse -Blow-By and thus leads to a reduced number of emitted particles.
  • the reduction in the number of emitted particles results in particular from the fact that the so-called reverse blow-by is reduced because of the reduced pressure difference between combustion chamber 4 and crankcase 1, and in turn the oil input from the crankcase 1 into the combustion chamber 4 is reduced.
  • the generation of negative pressure of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 is limited in particular to the critical operating states of idling, low load and overrun, which can be achieved by the controllable shut-off valve 19.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (16)

  1. Dispositif (V) pour un moteur à combustion interne, en particulier pour la génération d'une dépression dans un carter de vilebrequin (1) et/ou pour la ventilation d'un carter de vilebrequin (1), avec:
    un carter de vilebrequin (1),
    au moins une chambre de combustion (4),
    au moins un séparateur d'huile (16) qui est en communication avec le carter de vilebrequin (1), et
    au moins un dispositif de réglage de pression (17), qui est conçu pour régler en fonctionnement une dépression dans le carter de vilebrequin (1), de telle manière que la différence de pression entre le carter de vilebrequin (1) et la chambre de combustion (4) soit réduite de manière adéquate,
    dans lequel le carter de vilebrequin (1) est relié par un système de conduites (X) à un point de raccordement (A) avec une conduite d'amenée d'air de suralimentation (22) pour amener de l'air de suralimentation dans la chambre de combustion (4), dans lequel le système de conduites (X) comprend un moyen de commande (19) et le moyen de commande (19) sert à limiter le réglage de la dépression dans le carter de vilebrequin (1) à l'état de fonctionnement de ralenti, de faible charge et/ou de poussée du moteur à combustion interne, et
    caractérisé en ce que le système de conduites (X) comprend un clapet anti-retour (18.1) entre le dispositif de réglage de pression (17.1, 17.2) et le point de raccordement (A).
  2. Dispositif (V) selon la revendication 1, dans lequel le système de conduites (X) comprend un séparateur d'huile (16.1, 16.2) et un dispositif de réglage de pression (17.1, 17.2).
  3. Dispositif (V) selon la revendication 2, dans lequel le séparateur d'huile (16.1, 16.2) est raccordé au carter de vilebrequin (1) par un élément de ventilation (14.1) et un dispositif de retour d'huile (14.3, 14.4) et le dispositif de retour d'huile (14.3, 14.4) présente de préférence un clapet anti-retour (18.2).
  4. Dispositif (V) selon l'une quelconque des revendications 1 à 4, dans lequel le système de conduites (X) comprend un moyen de commande (19) et le moyen de commande (19) sert pour au moins une des actions suivantes: empêcher un reflux d'air dans le carter de vilebrequin (1) et/ou limiter la plage de travail du système de conduites (X) vers le point de raccordement (A) .
  5. Dispositif (V) selon l'une quelconque des revendications 1 à 4, dans lequel le système de conduites (X) présente le clapet anti-retour (18.1) entre le dispositif de réglage de pression (17.1, 17.2) et le moyen de commande (19).
  6. Dispositif (V) selon l'une quelconque des revendications 1 à 5, dans lequel le système de conduites (X) est raccordé, dans la direction d'écoulement de l'air de suralimentation (22.1) après un élément d'étranglement (11) de la conduite d'amenée d'air de suralimentation (22), à la conduite d'amenée d'air de suralimentation (22) .
  7. Dispositif (V) selon l'une quelconque des revendications 1 à 6, dans lequel une conduite de ventilation (14.14) est dérivée du système de conduites (X) et la conduite de ventilation (14.14) sert pour la connexion à un raccord d'entrée (E) dans la direction d'écoulement avant un compresseur (9) d'un turbocompresseur (7).
  8. Dispositif (V) selon la revendication 7, dans lequel la conduite de ventilation (14.14) est dérivée entre le clapet anti-retour (18.1) et le dispositif de réglage de pression (17.1, 17.2) et présente de préférence elle-même un clapet anti-retour (18.3).
  9. Dispositif (V) selon l'une quelconque des revendications précédentes, dans lequel le carter de vilebrequin (1) est relié par un dispositif de conduites (Y) à un raccord d'entrée (E) dans la direction d'écoulement avant un compresseur (9) d'un turbocompresseur (7).
  10. Dispositif (V) selon la revendication 9, dans lequel le dispositif de conduites (Y) comprend un séparateur d'huile (16.3) et un dispositif de réglage de pression (17.3).
  11. Dispositif (V) selon la revendication 10, dans lequel le séparateur d'huile (16.3) est raccordé au carter de vilebrequin (1) par un élément de ventilation (14.8) et un dispositif de retour d'huile (14.10, 14.11) et le dispositif de retour d'huile (14.10, 14.11) comprend de préférence un clapet anti-retour (18.4).
  12. Dispositif (V) selon l'une quelconque des revendications 9 à 11, dans lequel le dispositif de conduites (Y) présente un clapet anti-retour (18.3) entre le dispositif de réglage de pression (17.3) et le raccord d'entrée (E).
  13. Dispositif (V) selon l'une quelconque des revendications précédentes, dans lequel ledit au moins un dispositif de réglage de pression (17.1, 17.2, 17.3) sert à régler une dépression de 0,1 à 500 mbar, de préférence de plus de 100, 150, 200, 250, 300 ou même de plus de 500 mbar dans le carter de vilebrequin (1), afin de réduire la différence de pression entre le carter de vilebrequin (1) et la chambre de combustion (4), ce qui conduit ensuite de manière adéquate à un Blow-by inverse réduit et dès lors à un nombre réduit de particules émises.
  14. Moteur à combustion interne, de préférence moteur à gaz ou autre moteur à combustion interne avec procédé de combustion selon le cycle Otto, avec un dispositif (V) selon l'une quelconque des revendications précédentes.
  15. Véhicule automobile, de préférence véhicule utilitaire, avec un moteur à combustion interne selon la revendication 14.
  16. Procédé de conduite d'un dispositif (V) avec au moins une chambre de combustion (4), un carter de vilebrequin (1) et au moins un séparateur d'huile (16) en communication avec le carter de vilebrequin (1), réalisé avec un dispositif (V) selon l'une quelconque des revendications 1 à 13, dans lequel on règle une dépression dans le carter de vilebrequin (1) au moyen d'au moins un dispositif de réglage de pression (17), afin de réduire de manière adéquate la différence de pression entre le carter de vilebrequin (1) et la chambre de combustion (4).
EP16001016.1A 2015-06-03 2016-05-04 Generation de depression dans un boitier de manivelle pour la reduction du nombre de particules Active EP3101242B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015007155.6A DE102015007155A1 (de) 2015-06-03 2015-06-03 Unterdruckerzeugung im Kurbelgehäuse zur Partikelzahlreduzierung

Publications (2)

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EP3101242A1 EP3101242A1 (fr) 2016-12-07
EP3101242B1 true EP3101242B1 (fr) 2019-12-18

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Country Link
EP (1) EP3101242B1 (fr)
CN (1) CN106246288B (fr)
BR (1) BR102016012309B1 (fr)
DE (1) DE102015007155A1 (fr)
RU (1) RU2721626C2 (fr)

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Publication number Priority date Publication date Assignee Title
DE102015007154A1 (de) * 2015-06-03 2016-12-08 Man Truck & Bus Ag Unterdruckerzeugung im Kurbelgehäuse zur Partikelzahlreduzierung
DE102020005105A1 (de) 2020-08-20 2022-02-24 Daimler Ag Kurbelgehäuseentlüftung für eine Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs
CN115182804A (zh) * 2022-07-12 2022-10-14 东风康明斯发动机有限公司 发动机闭式曲轴箱呼吸系统和气驱动呼吸方法

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RU2016121865A (ru) 2017-12-07
DE102015007155A1 (de) 2016-12-08
CN106246288B (zh) 2022-10-04
BR102016012309B1 (pt) 2022-05-03
RU2016121865A3 (fr) 2019-11-21
EP3101242A1 (fr) 2016-12-07
BR102016012309A2 (pt) 2016-12-06
RU2721626C2 (ru) 2020-05-21
CN106246288A (zh) 2016-12-21

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