U.S. patent application number 09/776361 was filed with the patent office on 2002-08-08 for crankcase ventilation system.
Invention is credited to Gallagher, Shawn, Shea, Dennis, Wright, David.
Application Number | 20020104517 09/776361 |
Document ID | / |
Family ID | 25107169 |
Filed Date | 2002-08-08 |
United States Patent
Application |
20020104517 |
Kind Code |
A1 |
Shea, Dennis ; et
al. |
August 8, 2002 |
CRANKCASE VENTILATION SYSTEM
Abstract
A crankcase ventilation system for a turbocharger internal
combustion engine comprises an internal combustion engine having a
crankcase and an exhaust stack, a turbocharger for providing a
supply of pressurized air to the engine, eductor tubing connected
between the crankcase and the exhaust stack for ventilating the
crankcase, and a conduit connected between the turbocharger and
eductor tubing.
Inventors: |
Shea, Dennis; (Grove City,
PA) ; Wright, David; (Umatilla, OR) ;
Gallagher, Shawn; (Erie, PA) |
Correspondence
Address: |
David H. Chervitz
Polster, Lieder, Woodruff & Lucchesi, L.C.
763 South New Ballas Road
St. Louis
MO
63141
US
|
Family ID: |
25107169 |
Appl. No.: |
09/776361 |
Filed: |
February 2, 2001 |
Current U.S.
Class: |
123/572 |
Current CPC
Class: |
Y02T 10/12 20130101;
Y02T 10/121 20130101; F02M 25/06 20130101 |
Class at
Publication: |
123/572 |
International
Class: |
F02B 025/06 |
Claims
1. A crankcase ventilation system for a turbocharged internal
combustion engine comprising: an internal combustion engine having
a crankcase for holding lubricating oil and receiving blow-by gas
and an exhaust stack for receiving exhaust gas under pressure and
directing it away from the engine; a turbocharger for providing a
supply of pressurized combustion air to the engine; eductor tubing
connected between the crankcase and the exhaust stack for
ventilating the crankcase; and a conduit extending between the
pressurized side of the turbocharger and to a point adjacent to the
eductor tubing for directing pressurized gas to flow in fluid
communication with the eductor tubing for increasing vacuum.
2. The crankcase ventilation system of claim 1 wherein the conduit
comprises an end having an orifice open to the eductor tubing.
3. The crankcase ventilation system of claim 2 wherein the orifice
is sized to increase vacuum between the crankcase and eductor
tubing.
4. The crankcase ventilation system of claim 2 wherein the conduit
comprises another end which opens to the pressure side of the
turbocharger to direct a portion of the pressurized air from the
turbocharger.
5. The crankcase ventilation system of claim 1 wherein the eductor
tubing has an angled end which opens into the exhaust stack to
create vacuum to ventilate the crankcase and the conduit opens to
an orifice being positioned along an axis of the eductor to
increase vacuum.
6. The crankcase ventilation system of claim 5 wherein the
increased vacuum is proportional to the compressed air pressure and
the speed of the turbocharger.
7. The crankcase ventilation system of claim 1 wherein the conduit
comprises an end having an orifice which is sized to ventilate the
crankcase.
8. A kit for retrofitting a turbocharger internal combustion engine
having a crankcase, an exhaust stack, a turbocharger for providing
a supply of pressurized intake air to the engine, and eductor
tubing connected between the crankcase and the exhaust stack for
ventilating the crankcase, the kit comprising a conduit for
connecting between the turbocharger and eductor tubing, the conduit
having a first end and a second end, and a first connector for
connecting the first end of the conduit to the turbocharger and a
second connector for connecting the second end of the conduit to
eductor tubing.
9. The kit of claim 8 wherein the conduit has a predetermined
length which spans the distance between the turbocharger and
eductor tubing.
10. The kit of claim 8 wherein the conduit has a length and the
length is adjustable to span the distance between the turbocharger
and eductor tubing.
11. The kit of claim 8 wherein the connectors comprise clamps.
12. The kit of claim 8 wherein the connectors comprise seals.
13. A method for increasing crankcase vacuum for a turbocharged
internal combustion engine having a crankcase, an exhaust stack, a
turbocharger for providing a supply of pressurized intake air to
the engine, and eductor tubing connected between the crankcase and
the exhaust stack for ventilating the crankcase, the method
comprises directing pressured combustion air from the turbocharger
to the eductor tubing through the conduit.
14. The method of claim 13 further comprising the step of providing
an orifice at an end of the conduit with the orifice being sized to
properly ventilate gas from the crankcase.
15. The method of claim 13 further comprising the step of providing
an orifice at an end of the conduit with the orifice being
positioned along an axis of the exhaust.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] None.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[0002] Not Applicable.
BACKGROUND OF THE INVENTION
[0003] The present invention relates to a crankcase ventilation
system in an internal combustion engine, and more particularly, to
a crankcase ventilation system for a turbocharger internal
combustion engine for increasing pressure to properly ventilate
crankcase gases.
[0004] Internal combustion engines, which may be gasoline or diesel
powered, produce combustion gas which is blown out of an engine
combustion chamber into a crankcase through a small clearance
between a piston and a cylinder. Additionally, compressed air may
leak through oil seals to be circulated within the crankcase. This
results in blow-by gas being produced within the crankcase which
requires venting. The blow-by gas consists of a pressurized mixture
of air, exhaust gas, and oil. The blow-by gas causes deterioration
of engine lubricating oil within the crankcase and oil seals within
the engine. If the blow-by gas is left unvented and the oil seals
are allowed to deteriorate, then engine oil will leak through the
engine and into the exhaust system. Sufficient ventilation of the
blow-by gas is required and is typically accomplished by use of an
eductor tubing. An eductor tubing is connected between the
crankcase of the engine and the exhaust stack. The eductor tubing
provides a vacuum which vents blow-by gas from the crankcase to the
exhaust stack. However, over time, due to engine wear,
deterioration of parts within the engine, and other conditions, the
vacuum created with use of the eductor tubing decreases due to the
increase in the volume of air and gas in the crankcase. The vacuum
created decreases to such an extent that the blow-by gas may not be
properly ventilated from the crankcase. If this persists, then
damage may occur to the engine in the form of damage to the
crankcase pan, oiling leaking or being burned into the atmosphere,
or complete engine failure. In order to prevent the decrease in
vacuum due to engine wear or other factors, it would be
advantageous to compensate for this decrease in vacuum.
BRIEF SUMMARY OF THE INVENTION
[0005] Briefly stated, a crankcase ventilation system for a
turbocharged internal combustion engine is provided which comprises
an internal combustion engine having a crankcase for holding
lubricating oil and receiving blow-by gas and an exhaust stack for
receiving exhaust gas from the engine and directing it away from
the engine, a turbocharger for providing a supply of pressurized
combustion air to the engine, eductor tubing connected between the
crankcase and the exhaust stack for ventilating the crankcase, and
a conduit extending between the pressurized side of the
turbocharger to a point adjacent the eductor tubing for directing
pressurized gas to flow in fluid communication with the eductor
tubing for increasing vacuum.
[0006] In one aspect, a crankcase ventilation system for a
turbocharger internal combustion engine is provided which comprises
an internal combustion engine having a crankcase and an exhaust
stack, a turbocharger for providing a supply of pressurized
combustion air to the engine, eductor tubing connected between the
crankcase and the exhaust stack for creating vacuum for ventilating
the crankcase, and a conduit for directing a portion of the
pressurized air from the turbocharger to flow in fluid
communication with the eductor tubing for increasing vacuum.
[0007] In another aspect, a kit for retrofitting a turbocharger
internal combustion engine having a crankcase, an exhaust stack, a
turbocharger for providing a supply of pressurized intake air to
the engine, and eductor tubing connected between the crankcase and
the exhaust stack for ventilating the crankcase is provided which
comprises a conduit for connecting between the turbocharger and to
a point adjacent the eductor tubing, the conduit having a first end
and a second end, and a connector for connecting the first end of
the conduit to the turbocharger and a second connector for
connecting the second end of the conduit to eductor tubing.
[0008] A method for increasing crankcase vacuum for a turbocharger
internal combustion engine having a crankcase, an exhaust stack, a
turbocharger for providing a supply of pressurized intake air to
the engine, and eductor tubing connected between the crankcase and
the exhaust stack for ventilating the crankcase is provided which
comprises directing combustion air from the turbocharger to flow in
fluid communication with the eductor tubing for increasing
vacuum.
[0009] The foregoing and other objects, features, and advantages of
the invention as well as presently preferred embodiments thereof
will become more apparent from the reading of the following
description in connection with the accompanying drawings.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0010] In the accompanying drawings which form part of the
specification:
[0011] FIG. 1 is a schematic representation of a crankcase
ventilation system for a turbocharger internal combustion engine
constructed according to the present invention;
[0012] FIG. 2 is an enlarged partial schematic representation of a
conduit of the crankcase ventilation system; and
[0013] FIG. 3 is a diagrammatic representation of a crankcase
ventilation system for a turbocharged internal combustion engine
constructed according to the present invention.
[0014] Corresponding reference numerals indicate corresponding
parts throughout the several figures of the drawings.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0015] The following detailed description illustrates the invention
by way of example and not by way of limitation. The description
clearly enables one skilled in the art to make and use the
invention, describes several embodiments, adaptations, variations,
alternatives, and uses of the invention, including what is
presently believed to be the best mode of carrying out the
invention.
[0016] With reference now to FIG. 1, a crankcase ventilation system
10 is illustrated comprising an internal combustion engine 12
having a crankcase 14 and an exhaust stack 16. The system 10 also
has a turbocharger 18 for providing a supply of pressurized air to
the engine 12. Although not shown, the turbocharger 18 may also
include an intercooler. Eductor tubing 20 is connected between the
crankcase 14 and the exhaust stack 16 for ventilating blow-by gas
from the crankcase 14. A separator 22, such as an oil separator or
filter, may be connected in line with the eductor tubing 20 for
filtering out any oil from the gas being vented from the crankcase
14. The crankcase 14 is used to hold lubricating oil and to receive
blow-by gas from the engine 12. The exhaust stack 16 is used to
receive exhaust gas under pressure and to direct the gas away from
the engine 12.
[0017] The eductor tubing 20 comprises an exhaust eductor section
24 which is elbow shaped and also comprises an exhaust eductor pipe
26 having an end 28 cut off at an angle. The pipe 26 and the end 28
are positioned within the exhaust stack 16. Exhaust flow in the
exhaust stack 16 moves past the end 28 and creates a vacuum in
eductor tubing 20. The vacuum in eductor tubing 20 draws gasses,
such as blow-by gas, from the crankcase 14 through the oil
separator 22 to be ejected into the exhaust stack 16. Eductor
tubing 20 creates a slight vacuum, about 1 to 5 inches of water, in
the crankcase 14 which is used for evacuating gases and preventing
oil leaks from the crankcase 14. Eductor tubing 20 may comprise a
tube or a hose and the exhaust eductor section 24 may be separate
from eductor tubing 20. The exhaust eductor section 24 serves as an
eductor air inlet and the pipe 26 functions as an eductor air
outlet.
[0018] The crankcase vacuum created by eductor tubing 20 is very
sensitive to the flow of gas being evacuated from the crankcase 14.
As more air is introduced into the crankcase 14, such as by
deterioration of oil seals, leaks in the crankcase 14, compressed
air passing a seal in the turbocharger 18, or by engine 12 aging
and component wear, the vacuum created by eductor tubing 20 is
reduced. This additional flow requiring evacuation or ventilation
from the crankcase 14 reduces the vacuum created by eductor tubing
20 to a point where it will be positive pressure.
[0019] In order to provide additional vacuum to eductor tubing 20,
a conduit or hose 30 is connected between the compressed air side
or the pressurized side of the turbocharger 18 and to a point
adjacent to the eductor tubing 20 for directing pressurized gas to
flow in fluid communication with the eductor tubing 20 for
increasing vacuum. The conduit 30 has an orifice 32 which is
positioned along an axis of the eductor pipe 26. A small amount of
high pressure air is sprayed through the orifice 32. The high
velocity air from the turbocharger 18 mixes with the gas from the
crankcase 14 and this increases the flow rate of the mixture
through the eductor pipe 26. As a result, additional suction or
vacuum is provided to the crankcase 14 which is proportional to the
compressed air pressure and the speed of the turbocharger 18. The
orifice 32 is calibrated or sized to optimize the vacuum of the
crankcase 14 or to properly ventilate gas from the crankcase 14.
The amount of pressurized air being diverted from the turbocharger
18 is minimal so as not to impact the fuel efficiency of the engine
12. Further, since the compressed air being diverted from
turbocharger 18 is accomplished prior to the intercooler, the
conduit 30 must be able to withstand temperatures of up to
400.degree. F.
[0020] Although the conduit 30 has been described as being
positioned prior to the intercooler associated with the
turbocharger 18, it is also possible and contemplated to position
the conduit 30 after the intercooler. This would require that the
length of the conduit 30 be longer and additional clamping be used
to connect the conduit 30 to or near the intercooler. In this
particular arrangement, the pressured air would be diverted from
the intercooler to the orifice 32. The conduit 30 is used to
provide additional vacuum to eductor tubing 20.
[0021] FIG. 2 depicts an enlarged partial schematic representation
of the conduit 30 of the crankcase ventilation system 10. The
conduit 30 has an end 34 which is inserted into the eductor 24 of
eductor tubing 20. The end 34 has the orifice 32 which is
positioned within the eductor 24 and along an axis of the eductor
24. Although not shown, another end of the conduit 30 is connected
to or in flow communication with the turbocharger 18. Eductor
tubing 20 is also illustrated being positioned outside of the
exhaust stack 16. The eductor 24 has the pipe 26 inserted into the
exhaust stack 16 with the end 28 being cut off at an angle. With
this construction, a small amount of pressurized air is diverted
from the turbocharger 18 to provide additional vacuum in eductor
tubing 20. The pressurized air from the turbocharger 18 is sprayed
through the orifice 32 and mixed with the gas from the crankcase
14. Examples of the conduit 30 include hoses, pipes, tubing, or any
suitable conduit which allows air to flow therein.
[0022] Referring now to FIG. 3, a crankcase ventilation system 50
is shown which may be employed in a kit form to retrofit an
existing engine 52, such as a locomotive diesel turbocharger
engine. The crankcase ventilation system 50 is used to provide
additional vacuum for ventilating a crankcase 54 of the engine 52.
The engine 52 also comprises a turbocharger 56 and an exhaust stack
58. Eductor tubing 60 is connected between the crankcase 54 and the
exhaust stack 58. A conduit 62, such as a hose or other suitable
tubing, is provided having a first end 64 and a second 66. Eductor
tubing 60 is also shown to have an elbow shaped eductor 68 having
an exhaust eductor pipe 70 having an angled end 72 within the
exhaust stack 58. The first end 64 of the conduit 62 is clamped,
connected, or attached to the turbocharger 56 and the second or
other end 66 of the conduit 62 is connected to eductor tubing 60 or
to the eductor 68. It may be necessary to drill holes into the
turbocharger 56 and eductor tubing 60 or the eductor 68 in order to
insert the conduit 62. Further, various seals may be used to seal
both ends 64 and 66 of the conduit 62 to prevent air from escaping.
As discussed previously, the eductor 68 may be separate from
eductor tubing 60. For example, a suitable connector 74 may be used
to connect or interface eductor tubing 60 and the eductor 68
together.
[0023] The end 66 of the conduit 62 is inserted into the eductor
68. Although not shown, the end 66 has an orifice which is
positioned along an axis of the eductor 68. The orifice is used to
spray pressurized air from the turbocharger 56 into the eductor 68.
The high velocity air is mixed with the gas from the crankcase 54
and this increases the flow rate of the mixture through the eductor
68. This results in additional suction or vacuum to properly
ventilate gas from the crankcase. As discussed previously, the
orifice is calibrated or sized to optimize the vacuum of the
crankcase 54. Additionally, the conduit 62 may be a predetermined
length or the length may be adjusted by cutting one or both of the
ends 64 and 66 to size. For example, the length of the conduit 62
may need to be adjusted or cut to span the distance between where
the turbocharger 56 is located and where the eductor 68 of eductor
tubing 60 is positioned. Further, the end 64 of the conduit 62 may
be connected after the intercooler (not shown) instead of the
turbocharger 56.
[0024] Accordingly, a technical effect of the disclosed crankcase
ventilation system is to increase the vacuum in a crankcase of a
turbocharger internal combustion engine. The crankcase ventilation
system of the present invention with its increased vacuum
capability may be applied in a turbocharger internal combustion
engine, such as a turbocharger diesel engine, where effective
ventilation of blow-by gas from a crankcase is required.
[0025] In view of the above, it will be seen that the several
objects of the invention are achieved and other advantageous
results are obtained. As various changes could be made in the above
constructions without departing from the scope of the invention, it
is intended that all matter contained in the above description or
shown in the accompanying drawings shall be interpreted as
illustrative and not in a limiting sense.
* * * * *