CN115217577B - Triton adjuster, triton adjustment system and triton adjustment method - Google Patents
Triton adjuster, triton adjustment system and triton adjustment method Download PDFInfo
- Publication number
- CN115217577B CN115217577B CN202110650188.4A CN202110650188A CN115217577B CN 115217577 B CN115217577 B CN 115217577B CN 202110650188 A CN202110650188 A CN 202110650188A CN 115217577 B CN115217577 B CN 115217577B
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- stator
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- rotor
- eccentricity
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- 238000000034 method Methods 0.000 title claims abstract description 16
- GPRLSGONYQIRFK-MNYXATJNSA-N triton Chemical compound [3H+] GPRLSGONYQIRFK-MNYXATJNSA-N 0.000 title 3
- 230000001105 regulatory effect Effects 0.000 claims abstract description 31
- 238000000926 separation method Methods 0.000 abstract description 14
- 230000001276 controlling effect Effects 0.000 abstract description 7
- 239000007789 gas Substances 0.000 description 68
- 238000009423 ventilation Methods 0.000 description 29
- 230000000875 corresponding effect Effects 0.000 description 9
- 230000001965 increasing effect Effects 0.000 description 9
- 239000003921 oil Substances 0.000 description 7
- 239000010705 motor oil Substances 0.000 description 5
- 230000004907 flux Effects 0.000 description 4
- 230000003750 conditioning effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 239000003570 air Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- 238000010790 dilution Methods 0.000 description 1
- 239000012895 dilution Substances 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
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- 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
-
- 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
- F01M2013/0088—Rotation speed
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a crank regulator, a crank regulating system and a crank regulating method, wherein a base is provided with a concave cavity, an air inlet and an air outlet; the rotor is rotatably arranged in the concave cavity, a plurality of blades are arranged on the outer side of the rotor, and the rotating area of each blade covers the air inlet and the air outlet; the stator is movably arranged in the concave cavity, the stator is provided with a cylindrical through cavity and sleeved outside the rotor, the outer ends of the blades are abutted to the inner wall of the through cavity, and the adjacent two blades and the through cavity are enclosed to form an air cavity; the actuator controls the adjusting rod to push the stator, and adjusts the eccentricity of the stator and the rotor so as to adjust the volume of the air cavity corresponding to the air outlet; the larger the eccentricity of the stator and the rotor is, the smaller the volume of the air cavity corresponding to the air outlet is; the smaller the eccentricity of the stator and the rotor, the larger the volume of the air cavity corresponding to the air outlet. The crank regulator is used for accurately controlling and regulating the flow of gas entering the crankcase, and improves the oil-gas separation efficiency.
Description
Technical Field
The invention relates to the technical field of crankcase ventilation, in particular to a crank regulator, a crank regulating system and a crank regulating method.
Background
In the working process of the vehicle engine, part of mixed gas of air, fuel oil and engine oil and burnt exhaust gas are easy to mix and then are blown into the crankcase through the piston ring, and excessive mixed gas is condensed in the crankcase to thin lubricating oil, and the engine oil is easy to deteriorate and corrode parts, so that the crankcase is damaged. Therefore, it is necessary to provide a crankcase ventilation system in the engine, to extract the combustible mixture and the combustion exhaust gas (collectively referred to as "crankcase ventilation gas") from the crankcase, and to separate oil from gas in the crankcase ventilation body, so as to achieve the purposes of prolonging the service life of engine oil, reducing corrosion of parts, and the like.
In a traditional crankcase ventilation system, an oil return hole and an oil-gas separator are arranged on a cylinder head cover in a mode of taking air above the cylinder head cover, and the separation efficiency of the oil-gas separator depends on the crankcase ventilation effect. However, according to the working condition difference of the engine, the crankcase also has different ventilation requirements, the crankcase ventilation system in the prior art is difficult to efficiently adapt to the ventilation requirements of the crankcase, and the problem of insufficient crankcase ventilation is easy to occur, so that the oil-gas separation efficiency is poor; alternatively, the crankcase has a crank regulator, but it is difficult for the conventional crank regulator to precisely control the gas flow rate of the crankcase.
Disclosure of Invention
The embodiment of the invention provides a crank regulator, a crank regulating system and a crank regulating method, which are used for solving the problems that the oil-gas separation efficiency is poor and the crank regulator is difficult to accurately control the gas flow of a crankcase.
In one aspect, embodiments of the present invention provide a crank regulator for regulating the flow of gas into a crankcase, the crank regulator comprising a base, a rotor, a stator, a vane assembly, and an electrical regulating assembly;
the base is provided with a concave cavity, an air inlet and an air outlet;
the vane assembly includes a plurality of vanes for driving a flow of gas; the rotor is rotatably arranged in the concave cavity, a plurality of blades are arranged on the outer side of the rotor, and the rotating area of each blade covers the air inlet and the air outlet;
the stator is movably arranged in the concave cavity, the stator is provided with a cylindrical through cavity and sleeved outside the rotor, the outer end of each blade is abutted to the inner wall of the through cavity, and two adjacent blades and the through cavity are enclosed to form an air cavity;
the electric adjusting assembly comprises an adjusting rod and an actuator connected with the adjusting rod, the adjusting rod is connected with the stator, and the actuator is used for controlling the adjusting rod to push the stator and adjusting the eccentricity of the stator and the rotor so as to adjust the volume of the air cavity corresponding to the air outlet;
when the eccentricity of the stator and the rotor is larger, the volume of the air cavity corresponding to the air outlet is smaller;
the smaller the eccentricity of the stator and the rotor, the larger the volume of the air cavity corresponding to the air outlet.
Preferably, the electrical conditioning assembly further comprises an elastic member; the stator is provided with a connecting part; one end of the elastic piece is abutted with the base, and the other end of the elastic piece is abutted with the connecting part; the connecting part is clamped with the adjusting rod;
the stator is hinged with the base;
when the adjusting rod slides in a first direction, the connecting part is pushed to extrude the elastic piece, the stator rotates around the hinged position of the stator and the base, and the eccentric distance between the stator and the rotor is increased; or,
when the adjusting rod slides to the second direction, the elastic piece resets and pushes the connecting part so that the stator rotates around the hinged position of the stator and the base, and the eccentric distance between the stator and the rotor is reduced.
Preferably, a sliding groove for sliding the adjusting rod is formed in the bottom wall of the concave cavity, and the sliding groove is used for enabling the adjusting rod to reciprocate between the first direction and the second direction.
Preferably, a plurality of limiting grooves are formed in the outer edge of the rotor, each blade is inserted into the limiting groove in a telescopic and movable mode, and the outer end of each blade is abutted to the inner wall of the through cavity.
Preferably, the blade assembly further comprises two inner limiting rings for connecting the same ends of a plurality of the blades; the two end surfaces of the rotor are respectively provided with a circular limiting concave cavity, each limiting concave cavity is used for accommodating the inner limiting ring, and two sides of the inner end of each blade are respectively abutted to the outer side of the corresponding inner limiting ring; the circle centers of the two inner limiting rings are positioned on the axis of the through cavity.
Preferably, the bottom wall of the cavity is provided with an air inlet cavity communicated with the air inlet and an air outlet cavity communicated with the air outlet.
Preferably, the air inlet or the air outlet is provided with a one-way valve.
Preferably, the crank adjuster further includes a rotating shaft, one end of the rotating shaft is connected to the rotor, and the other end of the rotating shaft is connected to the engine.
In another aspect, embodiments of the present invention provide a crank adjustment system comprising a crankcase, a crank body passage, an oil-gas separator, and a crank adjuster as described in any one of claims 1-8; one end of the curved breather passage is connected with the crankcase, and the other end is connected with the oil-gas separator; the curved regulator communicates with the curved gas passageway.
In another aspect, an embodiment of the present invention provides a method for controlling a crank regulator as described above to regulate a flow of gas into a crankcase, comprising:
acquiring real-time load and real-time rotating speed of an engine;
determining a real-time eccentricity based on the real-time engine load and the real-time engine speed;
and adjusting the adjusting rod according to the real-time eccentricity to adjust the gas flow entering the crankcase.
Preferably, the determining the real-time eccentricity based on the real-time engine load and the real-time engine speed comprises:
if the real-time rotating speed of the engine is larger than the first rotating speed and not larger than the second rotating speed, obtaining the maximum load and the maximum eccentric distance of the engine at the real-time rotating speed of the engine; determining the real-time eccentricity according to the maximum load, the maximum eccentric distance, the real-time load and the real-time rotating speed of the engine at the real-time rotating speed of the engine;
if the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentric distance is 0;
wherein the first rotational speed is less than the second rotational speed.
The embodiment of the invention provides a crank regulator, a crank regulating system and a crank regulating method, wherein the crank regulator can simply and conveniently realize accurate control of the eccentricity between a rotor and a stator through an actuator and a regulating rod, and the regulating precision of the eccentricity of the rotor and the stator is improved; and meanwhile, the gas flow entering the crankcase is regulated by regulating the eccentric distance between the rotor and the stator so as to meet the ventilation requirement of the crankcase and improve the oil-gas separation efficiency.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments of the present invention will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a perspective view of a damper in accordance with one embodiment of the present invention;
FIG. 2 is a schematic view of the stator and rotor of FIG. 1 with an eccentricity of 0;
FIG. 3 is a schematic view of the structure in which the eccentricity of the stator and rotor of FIG. 1 is the maximum eccentricity;
FIG. 4 is an exploded view of FIG. 3;
FIG. 5 is a schematic view of the base of FIG. 1;
FIG. 6 is another schematic view of the base of FIG. 1;
FIG. 7 is a schematic diagram of the construction of a crank adjustment system;
FIG. 8 is a schematic diagram of the gas flow configuration of the flexible regulating system;
FIG. 9 is a flow chart of a method of regulating a crank in an embodiment of the invention;
FIG. 10 is another flow chart of a method of regulating a crank in an embodiment of the invention.
Description of the drawings:
10. a crank regulator; 11. a base; 111. a cavity; 1111. an air inlet cavity; 1112. an air outlet cavity; 1113. a sliding groove; 112. an air inlet; 113. an air outlet; 12. a rotor; 121. a limit groove; 122. limiting the concave cavity; 13. a stator; 131. a cavity is communicated; 132. a connection part; 14. a blade assembly; 141. a blade; 142. an inner limit ring; 143. an air cavity; 15. an electrical conditioning assembly; 151. an adjusting rod; 152. an actuator; 153. an electrical interface; 154. an elastic member; 16. a one-way valve; 17. a rotating shaft; 18. a seal ring; 19. a cover plate;
20. a crankcase;
30. a curved airway passage; 31. a first channel; 32. a second channel;
40. an oil-gas separator;
50. an air cleaner;
60. an air intake duct; 61. a throttle valve;
70. a cylinder head;
80. a cylinder head cover.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
In the description of the present invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships that are based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the present invention and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
The invention provides a crank regulator 10 which is applied to a crank regulating system and is used for regulating the flow of gas entering a crank case 20 so as to improve the oil-gas separation efficiency.
As shown in fig. 1-6, the crank regulator 10 includes a base 11, a rotor 12, a stator 13, a vane assembly 14, and an electrical adjustment assembly 15; the base 11 has a cavity 111, an air inlet 112, and an air outlet 113; the vane assembly 14 includes a plurality of vanes 141 for driving the flow of gas; the rotor 12 is rotatably installed at the cavity 111, a plurality of blades 141 are installed at the outer side of the rotor 12, and a rotation area of the blades 141 covers the air inlet 112 and the air outlet 113; the stator 13 is movably arranged in the concave cavity 111, the stator 13 is provided with a cylindrical through cavity 131 and sleeved outside the rotor 12, the outer ends of the blades 141 are abutted to the inner wall of the through cavity 131, and the adjacent two blades 141 and the through cavity 131 are enclosed to form an air cavity 143; the electric adjusting assembly 15 comprises an adjusting rod 151 and an actuator 152 connected with the adjusting rod 151, the adjusting rod 151 is connected with the stator 13, the actuator 152 is used for controlling the adjusting rod 151 to push the stator 13, and the eccentricity of the stator 13 and the rotor 12 is adjusted to adjust the volume of the corresponding air cavity 143 at the air outlet 113; the larger the eccentricity of the stator 13 and the rotor 12, the smaller the volume of the corresponding air chamber 143 at the air outlet 113; the smaller the eccentricity of the stator 13 with the rotor 12, the larger the volume of the corresponding air chamber 143 at the air outlet 113.
In this embodiment, the eccentricity between the rotor 12 and the stator 13 can be simply and conveniently controlled by the actuator 152 and the adjusting rod 151, so that the adjustment accuracy of the eccentricity between the rotor 12 and the stator 13 can be improved, if the eccentricity is adjusted by adopting a pneumatic valve, the eccentricity is fixed, and the problem of adjusting the real-time eccentricity cannot be solved; meanwhile, the flow rate of gas entering the crankcase 20 is adjusted by adjusting the eccentricity between the rotor 12 and the stator 13, so that the ventilation requirement of the crankcase 20 is met, and the oil-gas separation efficiency is improved. Specifically, as shown in fig. 2, the process of adjusting the eccentricity between the rotor 12 and the stator 13 by the actuator 152 and the adjustment lever 151 is: when the actuator 152 does not push the adjusting rod 151, the volumes of the air chambers 143 enclosed between the adjacent two blades 141 and the through chamber 131 are equal when the eccentricities of the rotor 12 and the stator 13 are 0. When the actuator 152 pushes the adjustment lever 151, the eccentricity of the rotor 12 and the stator 13 is changed according to the distance of pushing the adjustment lever 151, at this time, the volumes of the air chambers 143 enclosed between the adjacent two blades 141 and the through chamber 131 are not equal, and the volumes of the air chambers 143 located at the air outlets 113 are minimum, specifically, when one air chamber 143 passes through the air inlet 112, air enters and fills the air chamber 143, the volumes of the air chambers 143 are gradually compressed as the rotor 12 rotates, that is, the air in the air chamber 143 is compressed, and when the air chamber 143 rotates to the air outlet 113, the air in the air chamber 143 is higher than the air pressure of the air inlet 112, and thus, the air in the air chamber 143 flows out from the air outlet 113. Since the volume of the gas contained in the gas chamber 143 is constant, the smaller the volume of the gas chamber 143, the greater the pressure of the compressed air in the gas chamber, so that the adjustment of the eccentricity of the stator 13 and the rotor 12 corresponds to the final adjustment of the pressure of the gas flowing out of the air outlet 113. In other words, the eccentricity between the rotor 12 and the stator 13 is positively correlated with the air pressure of the air outlet 113: the greater the eccentricity of the two, the greater the air pressure flowing out from the air outlet 113, the greater the air flux per unit time; the smaller the eccentricity of the two, the smaller the air pressure flowing out from the air outlet 113, the smaller the air flux per unit time.
It will be appreciated that when the eccentricity is 0 or the eccentricity is other than 0, but the eccentricity is fixed, the flow rate of the gas entering the crankcase 20 can be adjusted by controlling the rotational speed of the rotor 12 to meet the ventilation requirement of the crankcase 20 in order to meet the ventilation requirement of the crankcase 20, thereby improving the oil-gas separation efficiency.
As an example, as shown in fig. 2-4, the electrical conditioning assembly 15 further includes a resilient member 154; the stator 13 is provided with a connecting portion 132; one end of the elastic member 154 abuts against the base 11, and the other end abuts against the connecting portion 132; the connecting part 132 is clamped with the adjusting rod 151; the stator 13 is hinged with the base 11; when the adjusting lever 151 slides in the first direction, the connecting part 132 is pushed to press the elastic member 154, the stator 13 rotates around the hinged position of the stator 13 and the base 11, and the eccentricity between the stator 13 and the rotor 12 is increased; alternatively, when the adjustment lever 151 is slid in the second direction, the elastic member 154 returns to push the connection portion 132 so that the stator 13 rotates around the position where the stator 13 is hinged to the base 11, and the eccentricity between the stator 13 and the rotor 12 becomes smaller.
In this embodiment, one end of the elastic member 154 is abutted against the base 11, the other end is abutted against the connecting portion 132, and the connecting portion 132 is engaged with the adjusting rod 151, so when the actuator 152 controls the adjusting rod 151 to slide in the first direction, the connecting portion 132 presses the elastic member 154, and the stator 13 rotates around the position where the stator 13 is hinged to the base 11, so that the eccentricity between the stator 13 and the rotor 12 becomes larger, and at this time, the first direction is a direction approaching the upper end of the base 11, and the rotation direction of the stator 13 is a counterclockwise direction; when the adjusting lever 151 is pushed to move the connecting portion 132 in the second direction, the elastic member 154 is reset, and the stator 13 rotates around the hinge position of the stator 13 and the base 11, so that the eccentricity between the stator 13 and the rotor 12 becomes smaller, and at this time, the first direction is a direction away from the upper end of the base 11, and the rotation direction of the stator 13 is a clockwise direction. The eccentric distance between the stator 13 and the rotor 12 is accurately controlled through the components of the adjusting rod 151, the elastic piece 154 and the controller, the gas flow entering the crankcase 20 is adjusted, and the gas flow entering the crankcase 20 is accurately controlled.
In this embodiment, the base 11 is hinged to the stator 13 through a pin shaft, so as to realize flexible rotation of the stator 13.
As an example, as shown in fig. 5 and 6, the bottom wall of the cavity 111 is provided with a sliding groove 1113 for sliding the adjusting lever 151, and the sliding groove 1113 is used for reciprocating the adjusting lever 151 between the first direction and the second direction.
In the present embodiment, when the adjustment lever 151 moves to the uppermost end of the sliding groove 1113 in the first direction, the stator 13 and the rotor 12 reach the maximum eccentric distance; when the adjustment lever 151 moves to the lowermost end of the sliding groove 1113 in the second direction, the stator 13 and the rotor 12 reach a minimum eccentricity of 0. In this embodiment, the eccentricity of the stator 13 and the rotor 12 can be simply and conveniently controlled precisely by the adjusting rod 151, and the gas flow entering the crankcase 20 is adjusted, so that the gas flow entering the crankcase 20 is controlled precisely. The uppermost end of the sliding groove 1113 is the position of the sliding groove 1113 closest to the upper end of the base 11.
As an example, as shown in fig. 4, the outer edge of the rotor 12 is provided with a plurality of limiting grooves 121, each vane 141 is movably inserted into the limiting groove 121, and the outer end of each vane 141 abuts against the inner wall of the through cavity 131.
In this embodiment, the vane 141 can slide in the limiting groove 121, which corresponds to the vane 141 being telescopic with respect to the rotor 12; the outer ends of the blades 141 are abutted to the inner wall of the through cavity 131, so that the blades 141 and the rotor 12 can be prevented from being deviated. Since the stator 13 and the rotor 12 are eccentrically disposed, when the blades 141 are rotated to different positions, they are restricted by the through cavities 131, and the lengths of the different blades 141 between the inner wall of the stator 13 and the outer wall of the rotor 12 are different, so that the volumes of the air cavities 143 formed by the different blades 141 are also different. Wherein, the vane 141 at the air outlet 113 has a smaller length capable of extending out of the limiting groove 121, that is, the air chamber 143 at the air outlet 113 has a smaller volume, and the air chamber 143 is compressed closer to the air outlet 113 during rotation, thereby compressing the air therein, increasing the air pressure, thereby increasing the air pressure of the air outlet 113, and increasing the air flow.
As an example, as shown in fig. 2-4, the vane assembly 14 further includes two inner stop collars 142 for connecting the same ends of the plurality of vanes 141; the two end surfaces of the rotor 12 are respectively provided with a circular limit concave cavity 122, each limit concave cavity 122 is used for accommodating an inner limit ring 142, and two sides of the inner end of each blade 141 are respectively abutted to the outer sides of the corresponding inner limit rings 142; the centers of the two inner limiting rings 142 are positioned on the axis of the through cavity 131.
In this embodiment, since the lengths of the blades 141 are the same, the outer ends of the blades 141 are abutted to the inner wall of the cavity 111, and the inner ends of the blades 141 are abutted to the outer wall of the inner limiting ring 142, the centers of the two inner limiting rings 142 are located on the axis of the through cavity 131, that is, the inner limiting rings 142 are concentric with the stator 13, so that all the blades 141 can synchronously move in the radial direction of the rotor 12, and when the stator 13 rotates in a position relative to the rotor 12, all the blades 141 are driven to float together relative to the rotor 12, so as to realize the adjustment of the length of the blades 141 between the inner wall of the stator 13 and the outer wall of the rotor 12, thereby playing a role in adjusting the volume of the air cavity 143.
As an example, as shown in fig. 1, the crank regulator 10 further includes a rotation shaft 17, one end of the rotation shaft 17 is connected to the rotor 12, and the other end of the rotation shaft 17 is connected to the engine.
In general, the higher the engine load, the faster the engine speed, and the more gas leaks into the crankcase 20 through the piston rings, and at this time, the speed of the curved breather flow needs to be increased.
In this embodiment, one end of the rotary shaft 17 is connected to the rotor 12, and the other end is connected to the engine. The rotational speed of the rotor 12 is thus increased by an increase in the engine rotational speed and varies in the same direction as the engine rotational speed to thereby enhance the flow of the curved breather automatically following the increase in the engine rotational speed and to thereby reduce the effect of enhancing the flow of the curved breather automatically following the decrease in the engine rotational speed. The speed of the curved ventilation body flowing into the oil-gas separator 40 is increased, the oil-gas separation efficiency is improved, meanwhile, the residence time of the curved ventilation body in the crankcase 20 is shortened, and the problems of deterioration and thinning of engine oil in the crankcase 20 are effectively solved.
As an example, as shown in fig. 1-4, the bottom wall of the cavity 111 is provided with an air inlet 1111 connected to the air inlet 112 and an air outlet 1112 connected to the air outlet 113.
In this embodiment, the damper 10 further includes cover plates 19 mounted on opposite end surfaces of the base 11, the cover plates 19 including front and rear cover plates for sealing the cavity 111 to ensure that the damper 10 regulates the flow of crankcase 20 gases in accordance with the crankcase 20 ventilation requirements. Specifically, the air intake chamber 1111 is provided with a bottom wall of the cavity 111, but does not penetrate the bottom wall of the cavity 111; the front cover plate is sealed at the opening end of the cavity 111 to seal the whole cavity 111. The air outlet cavity 1112 is provided with a bottom wall of the cavity 111 and penetrates through the bottom wall of the cavity 111, so that the air outlet cavity 1112 is communicated with the air outlet 113, and the cavity 111 is guaranteed to be better in tightness. And the front cover plate is provided with a hole through which the rotating shaft 17 passes, and a hole through which the air outlet 113 is connected to the outside; a rear cover plate is mounted on the bottom wall of the cavity 111 for mounting the actuator 152 and the electrical interface 153, and the rear cover plate is provided with a cover plate 19 groove corresponding to the sliding groove 1113 for sliding the adjustment lever 151.
Optionally, as shown in fig. 1, a hole through which the rotary shaft 17 passes is formed in the front cover plate, and an air outlet 113 is connected to an external hole, and a sealing ring 18 is provided to seal the hole from air leakage in the damper 10, so that air pressure of the damper 10 is changed, thereby affecting the adjustment performance of the damper 10.
As an example, as shown in fig. 4, the air inlet 112 or the air outlet 113 is provided with a check valve 16. In this embodiment, when the rotor 12 rotates, air flows out of the crank regulator 10 through the air outlet chamber 1112, and the check valve 16 is opened by the pressure difference of the air circulation to suck the air in the pipeline behind the air cleaner 50 into the cavity 111, thereby regulating the air flow rate of the crank regulator 10. Similarly, a check valve 16 may be provided at the air outlet 113 to regulate the air flow rate of the damper 10.
Further, since the rotational speed variation of the engine is not completely one-to-one synchronized with the ventilation demand of the crankcase 20, there is also a case of an unsynchronized condition of both at the time of actual control. For example, when the engine speed or load increases beyond a specified value, in order to avoid introducing excessive fresh air into the engine to ensure that the internal pressure of the crankcase 20 is within a normal range, the ventilation flow of the crankcase 20 needs to be reduced, and at this time, the eccentricity may be changed by the electrical adjustment assembly 15, and the air flow of the crankcase 20 may be adjusted to more accurately match the actual ventilation requirement while maintaining the rotational speed of the rotor 12. In other embodiments, the rotational speed of the rotor 12 in the crank adjuster 10 may be controlled by other control units, which will not be described herein.
The present invention provides a crank adjustment system, as shown in fig. 7 and 8, comprising a crankcase 20, a crank air passage 30, an oil-gas separator 40, and the crank adjuster 10 described above; one end of the curved breather passage 30 is connected with the crankcase 20, and the other end is connected with the oil-gas separator 40; the curved regulator 10 communicates with a curved gas passage 30.
The crank air passage 30 includes a first passage 31 and a second passage 32 which are communicated with each other, wherein the first passage 31 is connected to the crankcase 20, the second passage 32 is connected to the gas-oil separator 40, the first passage 31 is arranged in a vertical direction, the second passage 32 is arranged in a horizontal direction, the crank air regulator 10 is arranged on the second passage 32, and the crank air regulator 10 blows crank air in the horizontal direction so that the crank air flows from a position where the second passage 32 is connected to the gas-oil separator 40.
Specifically, the crank adjustment system further includes an air cleaner 50, an intake duct 60, a cylinder head 70, and a cylinder head cover 80; one end of an air intake pipe 60 is connected with the air cleaner 50, and the other end of the air intake pipe 60 is connected with an engine air intake passage of the cylinder head 70; the air inlet 112 of the damper 10 is connected to the air intake duct 60, and the air outlet 113 of the damper 10 is connected to the damper passage 30. When the engine is running, external air is filtered by the air cleaner 50, and a part of the air enters the crankcase 20 through the throttle valve 61 of the air intake duct 60; another portion enters the air inlet 112 of the crank throw regulator 10 through the air intake duct 60 and flows into the crank throw body passage 30 surrounded by the cylinder head 70 and the cylinder head cover 80 after being regulated by the crank throw regulator 10; at this time, according to the ventilation requirement of the crankcase 20, the eccentricity between the rotor 12 and the stator 13 can be simply and conveniently controlled by the actuator 152 and the adjusting rod 151, when the air cavity 143 passes through the air inlet 112, air enters and fills the air cavity 143, the volume of the air cavity 143 is gradually compressed along with the rotation of the rotor 12, that is, the air in the air cavity 143 is compressed, when the air cavity 143 rotates to the air outlet 113, the air in the air cavity 143 is higher than the air pressure of the air inlet 112, therefore, the air in the air cavity 143 flows out from the air outlet 113, and the air outlet 113 is connected with the curved ventilation channel 30, so that the flow of the curved ventilation gas in the curved ventilation channel 30 can be accurately adjusted, and the oil-gas separation efficiency is improved.
Thus, the crank regulator 10 of the present embodiment may regulate the crankcase gas flow by: first, the rotational speed of the rotor 12 is adjusted to adjust the speed at which the curved gas flows to the gas-oil separator 40; when the rotation speed of the rotor 12 is high, the speed of the curved air flowing to the oil-gas separator 40 is high; when the rotational speed of the rotor 12 is slow, the speed at which the curved gas flows to the gas-oil separator 40 is slow. Secondly, the eccentric distance of the stator 13 and the rotor 12 is adjusted to adjust the speed of the curved ventilation body flowing to the oil-gas separator 40; when the eccentricity is larger, the air flux is larger, and the speed of the curved air flowing to the oil-gas separator 40 is high; as the eccentricity is smaller, the gas flux is smaller, and the velocity of the curved gas flowing to the gas-oil separator 40 is slower.
The present invention provides a method of regulating a crank passage for controlling the crank passage regulator 10 described above to regulate the flow of gas into the crankcase 20, as shown in fig. 9, comprising:
s901: and acquiring the real-time load and the real-time rotating speed of the engine.
The real-time load of the engine refers to the load born by the engine at the current moment. The real-time rotating speed of the engine is the number of turns of the crankshaft in unit time at the current moment.
In this embodiment, the sensor may be set to collect data of the engine, so as to obtain the real-time load of the engine and the real-time rotation speed of the engine.
S902: the real-time eccentricity is determined based on the real-time load of the engine and the real-time rotational speed of the engine.
In the embodiment, an eccentricity formula is adopted to calculate the real-time load of the engine and the real-time rotating speed of the engine to obtain the real-time eccentricity, and technical support is provided for precisely controlling the eccentricity.
S903: the adjustment lever is adjusted according to the real-time eccentricity to adjust the gas flow into the crankcase.
The real-time eccentricity is the eccentricity of the stator 13 and the rotor 12 at the current time.
In this embodiment, the actuator 152 controls the adjusting rod 151 to slide along the sliding groove 1113 according to the real-time load of the engine and the real-time rotation speed of the engine, so that the connecting part 132 is pushed by the adjusting rod 151, so that the stator 13 rotates around the hinged position of the stator 13 and the base 11, the eccentricity of the stator 13 and the rotor 12 is adjusted steplessly, and the adjustment precision of the eccentricity of the stator 13 and the rotor 12 is improved; simultaneously, the flow rate of gas entering the crankcase 20 can be accurately adjusted by adjusting the real-time eccentricity, so that the oil-gas separation efficiency is improved; meanwhile, the eccentric distance of the stator 13 and the rotor 12 is accurately adjusted by the adjusting rod 151 under the control of the actuator 152 of the electric adjusting assembly, so that the adjusting step is simplified, and the working efficiency is improved.
The crank regulating method provided by the embodiment determines the real-time eccentricity based on the real-time load of the engine and the real-time rotating speed of the engine; the adjusting rod is adjusted according to the real-time eccentricity to adjust the gas flow entering the crankcase 20, so that the eccentricity of the stator 13 and the rotor 12 is adjusted steplessly, and the adjustment precision of the eccentricity of the rotor 12 and the stator 13 is improved; and simultaneously, the flow rate of gas entering the crankcase 20 can be accurately regulated by regulating the real-time eccentricity, so that the oil-gas separation efficiency is improved.
As an example, as shown in fig. 10, step S902, that is, determining the real-time eccentricity based on the real-time load of the engine and the real-time rotational speed of the engine, includes:
s1001: if the real-time rotating speed of the engine is larger than the first rotating speed and not larger than the second rotating speed, obtaining the maximum load and the maximum eccentric distance of the engine under the real-time rotating speed of the engine; and determining the real-time eccentricity according to the maximum load, the maximum eccentricity, the real-time load and the real-time rotating speed of the engine.
The first rotating speed is preset, and the number of turns of the crankshaft in unit time is set. The second rotational speed is preset, and the number of turns of the crankshaft in unit time is set. The maximum load of the engine at the real-time rotation speed of the engine is the maximum load which the engine can bear at the real-time rotation speed of the engine. The maximum eccentricity is the maximum distance between the center of the stator 13 and the center of the rotor 12. In this embodiment, the first rotational speed is less than the second rotational speed. For example, the first rotational speed may be 1250r/min; the second rotation speed may be 3000r/min, which is not limited herein.
In the embodiment, when the real-time rotation speed of the engine is greater than the first rotation speed and not greater than the second rotation speed, namely, the first rotation speed is less than or equal to r1 and less than or equal to the second rotation speed, wherein r1 is the real-time rotation speed of the engine; the real-time eccentricity of the stator 13 and the rotor 12 needs to be adjusted in real time, and at this time, an eccentricity formula is used for calculation, and the eccentricity formula is as follows: real-time eccentricity= (engine real-time speed/3000) (engine real-time load/maximum load of engine at engine real-time speed) × maximum eccentricity.
S1002: if the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentric distance is 0.
When the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentric distance is 0, at the moment, only the rotating speed of the rotor 12 is controlled through the rotating shaft 17, the effect of reinforcing the flow of the crank ventilation body is weakened by automatically following the reduction of the rotating speed of the engine, so that the gas flow entering the crankcase 20 is regulated, the speed of separating the crank ventilation body from the oil-gas separator 40 is further increased, the oil-gas separation efficiency is improved, the residence time of the crank ventilation body in the crankcase 20 is shortened, and the problems of deterioration and dilution of engine oil in the crankcase 20 are effectively solved.
According to the crank regulating method provided by the embodiment, when the real-time rotating speed of the engine is larger than the first rotating speed and not larger than the second rotating speed, the maximum load and the maximum eccentric distance of the engine under the real-time rotating speed of the engine are obtained; according to the maximum load, the maximum eccentric distance, the real-time load and the real-time rotating speed of the engine, the real-time eccentric distance is determined, the gas flow entering the crankcase 20 is accurately controlled through the adjusting rod, the ventilation requirement of the crankcase 20 is met, and the oil-gas separation efficiency is improved; when the real-time rotating speed of the engine is not greater than the first rotating speed or the real-time rotating speed of the engine is greater than the second rotating speed, the real-time eccentric distance is 0.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
Claims (9)
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