Crankcase ventilation pressure management for turbocharged engine

Abstract

A crankcase ventilation system for a turbocharged engine has full bi-directional flow for an idle state and a boosted state. A PCV valve provides air flow from the crankcase to the intake manifold in the idle state. A restriction in a first vent line limits fresh air into the crankcase in the idle state. A PCV bypass permits a one-way flow into the crankcase via a second vent line bypassing the PCV valve in the boosted state. A pressure relief valve in communication with the first vent line is configured to bypass the restriction in the boosted state when a pressure in the crankcase exceeds a threshold pressure. In a preferred embodiment, the PCV bypass is configured to bypass both the PCV valve and a pull separator (i.e., oil separator at the second vent line) in the boosted state.

Claims

1. A vehicle comprising: an internal combustion engine with an intake manifold receiving fresh air via an inlet duct, wherein the engine includes a crankcase; a turbocharger having a compressor with an inlet coupled to the inlet duct and an outlet coupled to the intake manifold, the engine and turbocharger having an idle state and a boosted state; a first vent line communicating between the crankcase and the inlet duct; and a second vent line communicating between the crankcase and the intake manifold; a PCV valve in communication with the second vent line responsive to a vacuum pressure in the intake manifold to allow air flow from the crankcase to the intake manifold in the idle state; a restriction in communication with the first vent line configured to limit a flow of fresh air via the first vent line into the crankcase in the idle state; a PCV bypass configured to permit a one-way flow into the crankcase via the second vent line bypassing the PCV valve in the boosted state; and a pressure relief valve in communication with the first vent line configured to bypass the restriction in the boosted state when a pressure in the crankcase exceeds a threshold pressure.

2. The vehicle of claim 1 further comprising: a pull separator in communication with the second vent line; and a push separator in communication with the first vent line; wherein the PCV bypass is configured to bypass both the PCV valve and the pull separator in the boosted state.

3. The vehicle of claim 1 wherein the PCV bypass is comprised of a check valve.

4. A ventilation system for a crankcase of a combustion engine with a turbocharger, comprising: a PCV valve and a fresh air restriction cooperating to clear crankcase gases and maintain a crankcase vacuum in an idle state; and a PCV bypass and a relief valve cooperating to clear crankcase gases and limit a positive crankcase pressure in a boosted state.

5. The ventilation system of claim 4 further comprising: a first vent line coupling the restriction and the relief valve to a fresh air inlet of the turbocharger; and a second vent line coupling the PCV valve and the PCV bypass to an intake manifold of the engine.

6. The ventilation system of claim 5 further comprising: a pull separator in communication with the second vent line; and a push separator in communication with the first vent line; wherein the PCV bypass is configured to bypass both the PCV valve and the pull separator.

7. The ventilation system of claim 4 wherein the PCV bypass is comprised of a check valve.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 depicts a turbocharged internal combustion engine with a conventional crankcase ventilation arrangement.

(2) FIG. 2 depicts an improved ventilation system of the present invention with flow indicated during an idle state.

(3) FIG. 3 depicts an improved ventilation system of the present invention with flow indicated during a boosted state.

(4) FIG. 4 is cross-sectional views showing one embodiment of a push separator incorporating a flow restriction and a pressure relief.

(5) FIG. 5 is a cross-sectional view of one embodiment of a PCV bypass comprising a check valve.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

(6) Referring to FIG. 1, an internal combustion engine 10 in an automotive vehicle includes a plurality of cylinders. One cylinder is shown, which includes a combustion chamber 11 and cylinder walls 12 with piston 13 positioned therein and connected to crankshaft 14. Combustion chamber 11 communicates with an intake manifold 15 and exhaust manifold 16 via respective intake and exhaust valves operated by respective cams.

(7) Engine 10 may preferably utilize direct fuel injection and an electronic distributorless ignition system as known in the art. Fresh outside air is conducted to engine 10 via an air filter 20, a throttle body 21, and an air inlet duct 22 connected to intake manifold 15. Combustion products exiting exhaust manifold 16 are conducted via a conduit 23 to a catalytic converter 24 on their way to an exhaust system (not shown). A turbocharging system is comprised of a turbine 25 positioned in the exhaust gas flow before catalytic converter 24 and coupled to a compressor 26 by a driveshaft 27. Exhaust gases passing through turbine 25 drive a rotor assembly which in turn rotates driveshaft 27. In turn, driveshaft 27 rotates an impeller included in compressor 26 thereby increasing the density of the air delivered to combustion chamber 11. In this way, the power output of the engine may be increased. One or more bypass valves (such as a wastegate) may be provided for turbine 25 and/or compressor 26 that are controlled in a desired manner to activate or deactivate turbocharging according to engine loading.

(8) Crankcase 30 refers to a crankcase volume that may be defined in part by an oil pan 31 and a cam cover 32, for example. When an air-fuel mixture is combusted in engine combustion chamber 11, a small portion of combusted gas may enter crankcase 30 through the piston rings. This gas is referred to as blowby gas. To prevent this untreated gas from being directly vented into the atmosphere, a positive crankcase ventilation (PCV) system is utilized which includes a first vent line (breather) 33 and a second vent line 34. First vent line 33 is coupled between cam cover 32 and the low pressure side of compressor 26 such as at throttle body 21 (or alternatively at any other position along air inlet duct 22). Second vent line 34 is connected to crankcase 30 near oil pan 31 and to the high pressure side of compressor 26 (e.g., to intake manifold 15). Oil separators 35 and 37 are preferably included at the connections of vent lines 33 and 34 to crankcase 30 to remove entrained oil from any gases being returned to the engine air intake.

(9) During engine idling and low load conditions when turbocharger compressor 26 is not activated, a vacuum pressure in intake manifold 15 causes a crankcase ventilation flow in which fresh air enters crankcase 30 via first vent line 33 and leaves crankcase 30 via second vent line 34. A one-way check valve 38 (e.g., a conventional PCV valve) in second vent line 34 allows flow in this direction. A restriction 36 in first vent line 36 has a size (i.e., flow capacity) that limits the amount of fresh air allowed to enter crankcase 30, wherein the flow capacity is selected to maintain a desired vacuum pressure in crankcase 30 during the idle state. When compressor 26 is activated during a high load condition such as wide-open throttle, pressure in intake manifold 15 increases to a pressure higher than the pressure in crankcase 30. Reverse flow in second vent line 34 is blocked by check valve 38. Excessive accumulation of blowby gas in crankcase 30 is avoided by allowing a reverse flow in first vent line 33. The sizing of restriction 36 has been a tradeoff between the desire to have a sufficiently small flow capacity during idle to maintain a desirable negative pressure in crankcase 30 (which would be lost if an unlimited amount of fresh air could enter via first vent line 33) and a desire to have a sufficiently large flow capacity during high engine load so that a high pressure buildup in crankcase 30 is avoided. As stated above, the lack of fresh air supply to the crankcase can lead to oil degradation and other issues.

(10) The invention introduces a supply of fresh air for ventilating a crankcase under all conditions, including an idle state and a boost state, for a vehicle system 40 shown in FIG. 2. An engine 41 includes a crankcase 42 which accumulates blowby gases 44 which enter crankcase 42 bypassing piston 43. Fresh air enters inlet duct 45 and passes through a turbocharger compressor 46 past throttle 47 and into intake manifold 50.

(11) A first vent line 51 communicates between crankcase 42 and inlet duct 45 via a push oil-air separator 54 and a restriction 53. A pressure relief valve 55 is placed in parallel with restriction 53 between first vent line 51 and push separator 54. A second vent line 52 is communicates between intake manifold 50 and crankcase 42 via a PCV valve 56 and a pull oil separator 57. A PCV bypass 58 is configured to permit one-way flow into crankcase 42 via second vent line 52 bypassing PCV valve 56 in the boosted state. In a preferred embodiment, PCV bypass 58 also bypasses pull separator 57 which would otherwise introduce a large pressure drop that the relatively high flow rates seen under the boosted state.

(12) FIG. 2 shows PCV flow in the idle state of engine 41 which is driven by vacuum pressure in intake manifold 50. Thus, fresh air flows via first vent line 51 through restriction 53 and push separator 54 into crankcase 42 for mixing with blowby gases 44. The mixture flows through pull separator 57 and PCV valve 46 into intake manifold 50 for ingestion by engine 41. The flow capacities for restriction 53, pull separator 57, and PCV valve 56 can be tailored for the idle state without making any significant trade-offs for the flow requirements for the boosted state.

(13) In the boosted state shown in FIG. 3, increased pressure in the intake manifold 50 drives a flow of fresh air via second vent line 52 through PCV bypass 58 and into crankcase 42. The fresh air mixes with blowby gases 44, and the mixture is extracted via push separator 54 into first vent line 51 and inlet duct 45. As pressure in crankcase 42 initially rises above atmospheric pressure, the mixture flows through restriction 53. As pressure in crankcase 42 builds further, pressure relief valve 55 opens to provide a bypass around restriction 53, thereby limiting the positive pressure in crankcase 42. In one preferred embodiment, pressure relief valve 55 is activated at a crankcase pressure of about 2.5 kPa. Relief valve 55 may be activated not only during a boosted state but may also provide a pressure relief in the event of engine backfire. Moreover, the flow capacities for PCV bypass 58, push separator 54, and pressure relief valve 55 can be tailored for the boosted state without making any significant trade-offs for the flow requirements for the idle state. Thus, the invention decouples the two sides of the ventilation system, allowing appropriate specification of the parameters for each system component for its specific purpose and enabling complete control of crankcase pressure under all operating conditions.

(14) FIG. 4 shows another embodiment for the restriction and pressure relief components in the first vent line. This embodiment employs a dual-acting valve having a flow capacity which varies depending upon the direction of air flow in order to simultaneously obtain optimized performance for limiting the inflow of fresh air during engine idling and fully venting blowby gas during high engine load. Air-oil separator 60, which may be integrated with a cam cover, includes an inlet 61 for connecting to the first vent line, an outlet 62 for connecting to the crankcase, and plurality of internal baffles 63 which collect oil and return it to the crankcase via drains 64. A sealing wall 65 partitions oil separator 60 into two separate chambers which are selectably coupled by dual-acting valve 66. Valve 66 includes a large opening 68 in sealing wall 65 which is configured to provide a large flow capacity during blowby flow from the crankcase. A movable flap 68 is arranged to cover opening 67 and has a smaller orifice 69 aligned with opening 60 configured to provide a smaller flow capacity for fresh air flowing in the direction into the crankcase. Movable flap 68 is coupled at a pivot point to sealing wall 65 by a fastening pin. Movable flap 68 may preferably be comprised of a flat spring formed of sheet metal or other material that naturally returns to a flat configuration against opening 67 as shown in FIG. 4.

(15) FIG. 5 shows an embodiment of a PCV bypass comprising a check valve 70. A valve body 71 includes an opening 72 with a valve seat 73 for receiving a plunger 74 which is normally disposed against seat 73 by a spring 75. During the boosted state, a reverse PCV flow indicated by arrow 76 lifts plunger 74 off from valve seat 73 to provide a desired flow capacity for providing fresh air into the crankcase. Valve body 71 is adaptable for use as a separate device connected in a vent line or as an integral device formed with a connector, for example.