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EP0870908B1 - Crankcase ventilation system for internal combustion engine - Google Patents

Crankcase ventilation system for internal combustion engine Download PDF

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Publication number
EP0870908B1
EP0870908B1 EP98104570A EP98104570A EP0870908B1 EP 0870908 B1 EP0870908 B1 EP 0870908B1 EP 98104570 A EP98104570 A EP 98104570A EP 98104570 A EP98104570 A EP 98104570A EP 0870908 B1 EP0870908 B1 EP 0870908B1
Authority
EP
European Patent Office
Prior art keywords
oil
head cover
cylinder
ventilation device
cylinder head
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.)
Expired - Lifetime
Application number
EP98104570A
Other languages
German (de)
French (fr)
Other versions
EP0870908A1 (en
Inventor
Klaus Bruchner
Michael Dohn
Ralf Kaufmann
Fritz Kreitmann
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0870908A1 publication Critical patent/EP0870908A1/en
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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
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
    • 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
    • F01M2013/0488—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with oil trap in the return conduit to the crankcase

Definitions

  • the invention relates to a ventilation device for a crankcase of an internal combustion engine according to the preamble of claim 1.
  • a generic venting device is from DE 35 09 439 C2 known.
  • the ventilation device has one in one Cylinder head cover of the internal combustion engine integrated oil separator on which is formed from an upper part and a bottom part is.
  • the upper part is in one piece with the cylinder head cover connected and has baffles for oil separation.
  • the invention has for its object a ventilation device to create that uses existing space, easily and is inexpensive to manufacture, as well as a time and cost saving Assembly enables.
  • a major advantage of the invention is that it is small Space requirement of the ventilation device and the achieved thereby Weight saving.
  • the gradient of the oil separator in the cross-engine direction creates space for the valve train, in particular for the valve actuation lever of the internal combustion engine.
  • the cylinder head cover can be made as flat as possible.
  • the slope in the transverse direction of the engine causes one Enlargement of the seal contact area.
  • the oil separator also has a gradient in the longitudinal direction of the engine from Entry to the oil outlet on, making the oil outlet geodetic is lower than the inlet for the ventilation gases and thus the oil separated in the oil separator flows towards the oil outlet.
  • the oil separator works thereby in addition to the labyrinth separator as a volume separator.
  • the parting plane of the oil separator advantageously runs between a plate-shaped base part and a trough-shaped Upper part, which creates the in the tub-shaped upper part arranged ridges sealing after installing the oil separator also arranged on the plate-shaped base part plate-shaped seal rests. With a course the parting line through the webs i.e.
  • the oil leak from the oil separator is designed as a siphon and prevents unwanted inflow of ventilation gases through the oil outlet in the oil separator countercurrent to oil.
  • a pre-separator within the Cylinder head cover bulkheads provided together with a chainshaft from the camshaft chamber essentially separate so that only the vent gases over get a passage into the camshaft space and that Spray oil on before entering the camshaft chamber the bulkheads are roughly separated.
  • the camshaft space is not flooded by the spray oil.
  • the different The lengths of the partition bars depend on the direction of rotation of the crankshaft dependent, the shorter bulkhead a free one Cross section, the passage mentioned above, for the vent gas from the chain shaft into the camshaft space.
  • the cylinder head cover is preferably made from a die-cast part formed, whereby no further deburring other than Processing steps are necessary.
  • the entry into the oil separator expediently points Slits with lamellas and caused by its design another external oil separation, i.e. an oil separation, which takes place outside the actual oil separator.
  • an oil separation which takes place outside the actual oil separator.
  • the first external oil separation takes place as already mentioned by means of the bulkheads in the chain shaft. It also prevents the chain shaft facing away as well the arrangement facing the cylinder head cover side wall and Design of the entry of a transfer of spray oil the camshaft space.
  • the upper part of the oil separator advantageously has one Partition surface in which a catch groove is provided for the seal is.
  • a catch groove is provided for the seal is.
  • FIG. 1 shows a ventilation device 1 for a crankcase of an internal combustion engine, not shown here in an inclined installation position.
  • a cylinder head on the crankcase 2 attached, covered by a cylinder head cover 3 is, the cylinder head cover 3 over a bottom Chain shaft 4 described in more detail (see FIG. 2) and one Camshaft space 5 of the cylinder head 2 extends.
  • the cylinder head cover 3 is preferably by a die-cast aluminum educated.
  • the venting device 1 has a substantially in the Cylinder head cover 3 integrated oil separator 6 on one an intake system of the internal combustion engine, not shown here opposite side 7 of the cylinder head cover 3 in the direction a motor longitudinal axis 8 (see Fig. 2).
  • the oil separator 6 comprises one piece with the cylinder head cover 3 formed upper part 9 and a covering the upper part 9, plate-shaped bottom part 10, 9 the oil separator 6 formed as baffles webs 11 are a labyrinth as shown in FIG. 3 and the oil separation serve.
  • FIG. 2 shows the cylinder head cover 3 with the oil separator 6, the upper part 9 and the fastening screws 12 with the upper part 9 connected bottom part 10 of the oil separator 6 form a box-shaped housing. Between upper part 9 and bottom part 10 of the oil separator 6 is one shown in FIG. 1 Seal 13 arranged.
  • the plate-shaped bottom part 10 of the oil separator 6 has an inlet 14 for the Vent gases and an oil outlet 15 for the separated Oil on.
  • the inlet 14 consists of several diagonally to the engine longitudinal axis 8 extending slots 16 with fins 17 for Protection against splash oil from the camshaft chamber 5.
  • the oil outlet 15 comprises a cast on the bottom part 10
  • the height of the weirs 20 is designed such that the oil drain tube 18 in all swivel angles of the internal combustion engine always below the oil level in the oil pocket 19 lies, i.e. the swivel angle determines the contour of the oil pocket 19.
  • the oil drain tube 18 has two at its free end 21 Bevels 22 and 23 on the one hand, a closure of the oil drain tube 18 in the event of a possible bump on the ground prevent the oil pocket 19 and on the other hand the freedom of movement of the oil drain tube 18 within the through the oil pocket 19 given tolerances.
  • the oil drain tube 18 can thus be arranged as close as possible to the bottom of the oil pocket 19 his.
  • the chain shaft 4 and the camshaft space 5 are inside the cylinder head cover 3 by two spaced and Partition webs 25, 26 running in the direction of a vertical axis 24 and a camshaft bearing arranged between the bulkheads 25, 26 27 in addition to the camshaft, not shown here separated from each other, which prevents penetration of spray oil a on a drive wheel 28 rotating control chain 29 from the Chain slot 4 is prevented.
  • the different length of the Isolation webs 25, 26 depend on the direction of rotation D Timing chain 29, viewed in the direction of rotation D of timing chain 29 on the shorter bulkhead 26 the longer bulkhead 25 follows. That through the timing chain 29 in the cylinder head cover 3 entrained oil mainly flows over the longer bulkhead 25 back into the chain shaft 4.
  • the shorter bulkhead 26 leaves a passage 30 for the path of the vent gas free in the camshaft chamber 5.
  • the oil separator 6 has both a slope G L (see FIG. 3) running in the direction of the longitudinal axis 8 of the engine from the inlet 14 to the oil outlet 15 and a slope G Q (see FIG. 1) extending in the direction of a transverse engine axis 31, the oil outlet 15 is arranged at the geodetically lowest point.
  • the slope of the oil separator 6 in the transverse direction of the motor axis 31 is substantially eliminated in the inclined installation position of the internal combustion engine, so that a parting plane 32 between the top part 9 and the bottom part 10 of the oil separator 6 or a parting surface 32a of the top part 9 and a parting surface 32b of the bottom part 10 in the Horizontal lies (see Fig. 1).
  • FIG. 3 shows a side view of the cylinder head cover 3 with the integrally molded upper part 9 of the oil separator 6.
  • the webs 11 of the upper part 9 forming the labyrinth are compared to the separating surface 32a of the upper part 9 set back somewhat in the direction of the motor vertical axis 24, so that the seal 13 in the assembled state of the oil separator 6 rests firmly on the separating surface 32a of the upper part 9 which runs at an angle ⁇ to the motor transverse axis 31 due to the gradient G Q (see FIG. 1) and thus is tightly clamped between the upper part 9 and the bottom part 10.
  • the forces acting on the seal 13 run at an angle ⁇ to the motor transverse axis 31 in contrast to the forces of the fastening screws 12 acting in the direction of the motor vertical axis 24.
  • the oil separator 6 is in the upper part via an intake port 33 9 in connection with the intake system of the internal combustion engine.
  • the intake manifold 33 is molded onto the cylinder head cover 3, wherein a first portion 33a of the intake port 33 in Direction of the motor vertical axis 24 and a second section 33b in Direction of the motor transverse axis 31, i.e. over the cylinder head cover 3, runs (see also Fig. 2).
  • the two perpendicular to each other extending sections 33a, 33b on the one hand enable one Deflection of the vent gas from that facing away from the intake system to the side of the internal combustion engine facing the intake system and on the other hand a die-cast-compatible production the cylinder head cover 3.
  • a free end 34 of the intake manifold 33 has a partially molded one for manufacturing reasons Bead 35, which slides on a drawn on the nozzle 33 Hose prevented.
  • Bead 35 which slides on a drawn on the nozzle 33 Hose prevented.
  • One because of the inclined Installation position of the motor beveled rib 36 is in the upper part 9 formed at the transition in the intake manifold 33, so that no Oil is drawn into the intake port 33.
  • Fig. 4 shows the parting surface 32b of the bottom part 10 on which the Seal 13 can rest.
  • the seal 13 can be both pure Elastomer seal as well as a sandwich seal be, the sandwich seal one between two rubber layers inlaid metal layer.
  • the pressing of the Elastomer seal in the so-called shunt method is through arranged on the bottom part 10 in the area of the fastening screws 12
  • Spacers 37 limited in the assembled state of the oil separator 6 on the separating surface 32a of the upper part 9 rest and thus a space defined for the seal 13 form between bottom part 10 and top part 9.
  • the sandwich seal is pressed in the so-called main closing procedure.
  • the spacers 37 serve at the same time as holding elements for the seal 13 the bottom part 10 contact elements 38 for positioning the bottom part 10 on the upper part 9, which cooperate with the upper part 9 and also as holding elements for the seal 13 serve.
  • Fig. 3 are in the area of the contact elements 38 following the parting surface 32a of the upper part 9 thickenings 39, which can also be trapezoidal, arranged to enlarge the contact surface of the seal 13.
  • the separating surface 32a of the upper part 9 also has one Catch groove 40, in which the seal 13 in the assembled State of the oil separator 6 presses.
  • venting are those when operating the internal combustion engine resulting ventilation gases derived from the crankcase and reach over the chain shaft 4 in the extension of the bulkhead 26 arranged passage 30 in the camshaft space 5, with a first pre-separation of the in oil particles carried along with the ventilation gases at the bulkheads 25, 26 takes place.
  • the vent gases flow over the Passage 30 into the camshaft space 5 and experience one 180 ° deflection, making it suitable for a second pre-separation a wall of the cylinder head cover 3 and then against the fins 17 of the inlet 14 bounce into the oil separator 6.
  • the entrance 14 is designed such that the one described above Vent gas flow or deflection forms and also no spray oil from the camshaft chamber 5 into the oil separator 6 can inject.
  • vent gases pass through inlet 14 in the oil separator 6.
  • the rest in the ventilation gases entrained oil particles now separate in the oil separator 6 and will be here via the oil outlet 15 not shown, in the cylinder head 2 and in the crankcase arranged oil return through which the separated Oil particles then in a likewise not shown Oil pan at the lower end of the crankcase are traceable.
  • the de-oiled vent gases are discharged through the intake port 33 the intake system located after the oil separator 6 fed to the internal combustion engine and then the motor Combustion mixed.
  • the webs 11 of the upper part 9, which are designed as baffles, are arranged in such a way that the vent gas stream entering the oil separator 6 is deflected several times, the webs 11 running diagonally to the longitudinal axis 8 of the engine and the separated oil leading to the oil outlet 15.
  • the oil particles of the ventilation gases hit the webs 11, settle there and flow via the base part 10 into the oil outlet 15.
  • the oil separator 6 is designed both as a volume separator and as a labyrinth separator, the transition from small to large cross sections and long ways to calm the oil-containing venting gas and baffles to deflect the venting gas stream enable oil separation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Description

Die Erfindung bezieht sich auf eine Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a ventilation device for a crankcase of an internal combustion engine according to the preamble of claim 1.

Eine gattungsgemäße Entlüftungsvorrichtung ist aus der DE 35 09 439 C2 bekannt. Die Entlüftungsvorrichtung weist einen in eine Zylinderkopfhaube der Brennkraftmaschine integrierten Ölabscheider auf, der aus einem Oberteil und einem Bodenteil gebildet ist. Das Oberteil ist einstückig mit der Zylinderkopfhaube verbunden und weist Schikanen zur Ölabscheidung auf. Diese Ausführung der Entlüftungsvorrichtung beansprucht allerdings viel Bauraum im Zylinderkopf, insbesondere im Bereich der Nockenwelle, was sich bei der Dimensionierung und somit auch beim Gewicht der Zylinderkopfhaube bemerkbar macht.A generic venting device is from DE 35 09 439 C2 known. The ventilation device has one in one Cylinder head cover of the internal combustion engine integrated oil separator on which is formed from an upper part and a bottom part is. The upper part is in one piece with the cylinder head cover connected and has baffles for oil separation. This execution the venting device, however, requires a lot Installation space in the cylinder head, especially in the area of the camshaft, which changes in the dimensioning and thus also in the weight the cylinder head cover is noticeable.

Zum allgemeinen technischen Hintergrund wird noch auf die DE 37 13 210 C2 verwiesen.For the general technical background, reference is made to DE 37 13 210 C2 referenced.

Der Erfindung liegt die Aufgabe zugrunde, eine Entlüftungsvorrichtung zu schaffen, die vorhandenen Bauraum nutzt, leicht und kostengünstig herstellbar ist, sowie eine zeit- und kostensparende Montage ermöglicht.The invention has for its object a ventilation device to create that uses existing space, easily and is inexpensive to manufacture, as well as a time and cost saving Assembly enables.

Diese Aufgabe wird erfindungsgemäß durch die im Kennzeichen des Patentanspruchs 1 gegebenen Merkmale gelöst.This object is achieved by the in the characteristic of Features given claim 1 solved.

Ein wesentlicher Vorteil der Erfindung besteht im geringen Platzbedarf der Entlüftungsvorrichtung und der dadurch erreichten Gewichtsersparnis. Das Gefälle des Ölabscheiders in Motorquerachsenrichtung schafft Platz für den Ventiltrieb, insbesondere für die Ventilbetätigungshebel der Brennkraftmaschine. Die Zylinderkopfhaube kann möglichst flach ausgestaltet werden. Gleichzeitig bewirkt das Gefälle in Motorquerachsenrichtung eine Vergrößerung der Dichtungsauflagefläche. Der Ölabscheider weist ebenfalls ein Gefälle in Motorlängsachsenrichtung vom Eintritt zum Ölaustritt auf, wodurch der Ölaustritt geodätisch tiefer liegt als der Eintritt für die Entlüftungsgase und somit das im Ölabscheider abgeschiedene Öl zum Ölaustritt hin fließt. Infolge dieses Gefälles in Motorlängsachsenrichtung nimmt der Querschnitt der Abscheidestrecke zu (Diffusorwirkung), wodurch die Strömungsgeschwindigkeit der Entlüftungsgase in Motorlängsachsenrichtung abnimmt und eine Beruhigung des Entlüftungsgases erfolgt, die eine Ölabscheidung bewirkt. Der Ölabscheider wirkt dadurch zusätzlich zum Labyrinthabscheider als Volumenabscheider. Die Trennebene des Ölabscheiders verläuft vorteilhafterweise zwischen einem plattenförmigen Bodenteil und einem wannenförmigen Oberteil, wodurch die im wannenförmigen Oberteil angeordneten Stege nach der Montage des Ölabscheiders dichtend an der am plattenförmigen Bodenteil angeordneten ebenfalls plattenförmig ausgebildeten Dichtung anliegt. Bei einem Verlauf der Trennebene durch die Stege d.h. bei einer Ausbildung der Stege sowohl im Oberteil als auch im Bodenteil des Ölabscheiders, müßte nicht nur Dichtungsmaterial direkt auf die Stege aufgebracht werden, sondern die Stege müßten nach der Montage des Ölabscheiders auch noch exakt aufeinander treffen um eine gute Abdichtung zu bewirken. Der Ölaustritt des Ölabscheiders ist als Siphon ausgebildet und verhindert ein ungewolltes Einströmen von Entlüftungsgasen durch den Ölaustritt in den Ölabscheider im Gegenstrom zum Öl.A major advantage of the invention is that it is small Space requirement of the ventilation device and the achieved thereby Weight saving. The gradient of the oil separator in the cross-engine direction creates space for the valve train, in particular for the valve actuation lever of the internal combustion engine. The The cylinder head cover can be made as flat as possible. At the same time, the slope in the transverse direction of the engine causes one Enlargement of the seal contact area. The oil separator also has a gradient in the longitudinal direction of the engine from Entry to the oil outlet on, making the oil outlet geodetic is lower than the inlet for the ventilation gases and thus the oil separated in the oil separator flows towards the oil outlet. As a result of this gradient in the engine longitudinal axis direction, the Cross-section of the separating section too (diffuser effect), whereby the flow velocity of the ventilation gases in the engine longitudinal axis direction decreases and a calming of the vent gas takes place, which causes oil separation. The oil separator works thereby in addition to the labyrinth separator as a volume separator. The parting plane of the oil separator advantageously runs between a plate-shaped base part and a trough-shaped Upper part, which creates the in the tub-shaped upper part arranged ridges sealing after installing the oil separator also arranged on the plate-shaped base part plate-shaped seal rests. With a course the parting line through the webs i.e. when training the Webs in both the top and bottom of the oil separator, would not only have sealing material directly on the webs be applied, but the webs would have to be after assembly of the oil separator also meet exactly by one to effect good sealing. The oil leak from the oil separator is designed as a siphon and prevents unwanted inflow of ventilation gases through the oil outlet in the oil separator countercurrent to oil.

Bevorzugt sind zur Bildung eines Vorabscheiders innerhalb der Zylinderkopfhaube Abschottstege vorgesehen, die zusammen mit einem Nockenwellenlager den Kettenschacht vom Nockenwellenraum im wesentlichen abtrennen, so daß nur die Entlüftungsgase über einen Durchtritt in den Nockenwellenraum gelangen und das Spritzöl bereits vor dem Eintritt in den Nockenwellenraum an den Abschottstegen grob abgeschieden wird. Der Nockenwellenraum wird somit nicht vom Spritzöl überflutet. Die unterschiedlichen Längen der Abschottstege sind von der Drehrichtung der Kurbelwelle abhängig, wobei der kürzere Abschottsteg einen freien Querschnitt, den oben erwähnten Durchtritt, für das Entlüftungsgas aus dem Kettenschacht in den Nockenwellenraum freiläßt.Are preferred to form a pre-separator within the Cylinder head cover bulkheads provided together with a chainshaft from the camshaft chamber essentially separate so that only the vent gases over get a passage into the camshaft space and that Spray oil on before entering the camshaft chamber the bulkheads are roughly separated. The camshaft space is not flooded by the spray oil. The different The lengths of the partition bars depend on the direction of rotation of the crankshaft dependent, the shorter bulkhead a free one Cross section, the passage mentioned above, for the vent gas from the chain shaft into the camshaft space.

Vorzugsweise ist die Zylinderkopfhaube aus einem Druckgußteil gebildet, wodurch außer dem anschließenden Entgraten keine weiteren Bearbeitungsschritte notwendig sind.The cylinder head cover is preferably made from a die-cast part formed, whereby no further deburring other than Processing steps are necessary.

Zweckmäßigerweise weist der Eintritt in den Ölabscheider Schlitze mit Lamellen auf und bewirkt durch seine Ausgestaltung eine weitere externe Ölabscheidung, d.h. eine Ölabscheidung, die außerhalb des eigentlichen Ölabscheiders erfolgt. Die in den Nockenwellenraum einströmenden Entlüftungsgase erfahren zuerst eine 180°-Umlenkung und prallen gegen eine Wand der Zylinderkopfhaube sowie gegen die Lamellen des Eintritts, bevor sie nach der zweiten externen Ölabscheidung durch die Schlitze in den Ölabscheider eintreten. Die erste externe Ölabscheidung erfolgt wie bereits erwähnt mittels der Abschottstege im Kettenschacht. Ferner verhindert die dem Kettenschacht abgewandte sowie der Zylinderkopfhauben-Seitenwand zugewandte Anordnung und Ausgestaltung des Eintritts einen Übertritt von Spritzöl aus dem Nockenwellenraum.The entry into the oil separator expediently points Slits with lamellas and caused by its design another external oil separation, i.e. an oil separation, which takes place outside the actual oil separator. In the vent gases flowing into the camshaft chamber experience first a 180 ° deflection and hit a wall of the cylinder head cover as well as against the slats of entry before they after the second external oil separation through the slots in enter the oil separator. The first external oil separation takes place as already mentioned by means of the bulkheads in the chain shaft. It also prevents the chain shaft facing away as well the arrangement facing the cylinder head cover side wall and Design of the entry of a transfer of spray oil the camshaft space.

Das Oberteil des Ölabscheiders weist vorteilhafterweise eine Trennfläche auf, in der eine Fangnut für die Dichtung vorgesehen ist. In montiertem Zustand des Ölabscheiders quillt die Dichtung in die Fangnut, was einen sogenannten Verkrallungseffekt bewirkt und ein Herausrutschen der Dichtung verhindert.The upper part of the oil separator advantageously has one Partition surface in which a catch groove is provided for the seal is. When the oil separator is installed, it swells Seal in the catch groove, what is called a claw effect causes and prevents the seal from slipping out.

Weitere Ausgestaltungen und Vorteile der Erfindung gehen aus der Beschreibung hervor. Further configurations and advantages of the invention go out the description.

Ein Ausführungsbeispiel der Erfindung ist im folgenden in drei Zeichnungen näher erläutert, und zwar zeigen:

Fig. 1
einen Schnitt durch einen Zylinderkopf einer Brennkraftmaschine, der von einer Zylinderkopfhaube abgedeckt ist, mit einer erfindungsgemäßen Entlüftungsvorrichtung für ein Kurbelgehäuse einer Brennkraftmaschine, wobei die Entlüftungsvorrichtung einen Ölabscheider aufweist, welcher aus einem Oberteil und einem Bodenteil besteht,
Fig. 2
eine Ansicht von unten auf die perspektivisch dargestellte Zylinderkopfhaube mit dem einstückig mit der Zylinderkopfhaube verbundenen Oberteil und dem das Oberteil abdeckenden Bodenteil des Ölabscheiders gemäß Fig. 1,
Fig. 3
einen Ausschnitt einer Seitenansicht auf die Zylinderkopfhaube mit dem Oberteil des Ölabscheiders gemäß Fig. 1 und 2, wobei im Oberteil Schikanen zur Ölabscheidung ausgebildet sind, und
Fig. 4
eine Innenansicht auf das Bodenteil des Ölabscheiders.
An embodiment of the invention is explained in more detail below in three drawings, namely:
Fig. 1
1 shows a section through a cylinder head of an internal combustion engine, which is covered by a cylinder head cover, with a ventilation device according to the invention for a crankcase of an internal combustion engine, the ventilation device having an oil separator, which consists of an upper part and a bottom part,
Fig. 2
2 shows a view from below of the cylinder head cover shown in perspective with the upper part connected in one piece to the cylinder head cover and the bottom part of the oil separator covering the upper part according to FIG. 1,
Fig. 3
a section of a side view of the cylinder head cover with the upper part of the oil separator according to FIGS. 1 and 2, wherein baffles for oil separation are formed in the upper part, and
Fig. 4
an interior view of the bottom part of the oil separator.

Fig. 1 zeigt eine erfindungsgemäße Entlüftungsvorrichtung 1 für ein hier nicht dargestelltes Kurbelgehäuse einer Brennkraftmaschine in geneigter Einbaulage. Am Kurbelgehäuse ist ein Zylinderkopf 2 befestigt, der von einer Zylinderkopfhaube 3 abgedeckt ist, wobei sich die Zylinderkopfhaube 3 über einen unten näher beschriebenen Kettenschacht 4 (siehe Fig. 2) und einen Nockenwellenraum 5 des Zylinderkopfes 2 erstreckt. Die Zylinderkopfhaube 3 ist vorzugsweise durch ein Druckgußteil aus Aluminium gebildet.1 shows a ventilation device 1 for a crankcase of an internal combustion engine, not shown here in an inclined installation position. There is a cylinder head on the crankcase 2 attached, covered by a cylinder head cover 3 is, the cylinder head cover 3 over a bottom Chain shaft 4 described in more detail (see FIG. 2) and one Camshaft space 5 of the cylinder head 2 extends. The cylinder head cover 3 is preferably by a die-cast aluminum educated.

Die Entlüftungsvorrichtung 1 weist einen im wesentlichen in die Zylinderkopfhaube 3 integrierten Ölabscheider 6 auf, der an einer einem hier nicht dargestellten Ansaugsystem der Brennkraftmaschine abgewandten Seite 7 der Zylinderkopfhaube 3 in Richtung einer Motorlängsachse 8 (siehe Fig. 2) verläuft. Der Ölabscheider 6 umfaßt ein einstückig mit der Zylinderkopfhaube 3 ausgebildetes Oberteil 9 sowie ein das Oberteil 9 abdeckendes, plattenförmig ausgebildetes Bodenteil 10, wobei am Oberteil 9 des Ölabscheiders 6 als Schikanen ausgebildete Stege 11 angeformt sind, die gemäß Fig. 3 ein Labyrinth bilden und der Ölabscheidung dienen.The venting device 1 has a substantially in the Cylinder head cover 3 integrated oil separator 6 on one an intake system of the internal combustion engine, not shown here opposite side 7 of the cylinder head cover 3 in the direction a motor longitudinal axis 8 (see Fig. 2). The oil separator 6 comprises one piece with the cylinder head cover 3 formed upper part 9 and a covering the upper part 9, plate-shaped bottom part 10, 9 the oil separator 6 formed as baffles webs 11 are a labyrinth as shown in FIG. 3 and the oil separation serve.

Fig. 2 zeigt die Zylinderkopfhaube 3 mit dem Ölabscheider 6, wobei das Oberteil 9 und das über Befestigungsschrauben 12 mit dem Oberteil 9 verbundene Bodenteil 10 des Ölabscheiders 6 ein kastenförmiges Gehäuse bilden. Zwischen Oberteil 9 und Bodenteil 10 des Ölabscheiders 6 ist eine in Fig. 1 dargestellte Dichtung 13 angeordnet. Das plattenförmig ausgebildete Bodenteil 10 des Ölabscheiders 6 weist einen Eintritt 14 für die Entlüftungsgase und einen Ölaustritt 15 für das abgeschiedene Öl auf. Der Eintritt 14 besteht aus mehreren diagonal zur Motorlängsachse 8 verlaufenden Schlitzen 16 mit Lamellen 17 zum Schutz gegen Spritzöl aus dem Nockenwellenraum 5.2 shows the cylinder head cover 3 with the oil separator 6, the upper part 9 and the fastening screws 12 with the upper part 9 connected bottom part 10 of the oil separator 6 form a box-shaped housing. Between upper part 9 and bottom part 10 of the oil separator 6 is one shown in FIG. 1 Seal 13 arranged. The plate-shaped bottom part 10 of the oil separator 6 has an inlet 14 for the Vent gases and an oil outlet 15 for the separated Oil on. The inlet 14 consists of several diagonally to the engine longitudinal axis 8 extending slots 16 with fins 17 for Protection against splash oil from the camshaft chamber 5.

Der Ölaustritt 15 umfaßt ein an das Bodenteil 10 angegossenes Ölablaufröhrchen 18 auf, das gemäß Fig. 1 in eine Öltasche 19 eintaucht, welche durch im Zylinderkopf 2 angeformte Wehre 20 gebildet ist. Die Höhe der Wehre 20 ist derart ausgelegt, daß das Ölablaufröhrchen 18 in allen Schwenkwinkeln der Brennkraftmaschine immer unterhalb des Ölspiegels in der Öltasche 19 liegt, d.h. die Schwenkwinkel bedingen die Kontur der Öltasche 19. Das Ölablaufröhrchen 18 weist an seinem freien Ende 21 zwei Abschrägungen 22 und 23 auf, die einerseits ein Verschließen des Ölablaufröhrchens 18 bei einem eventuellen Anstoßen am Boden der Öltasche 19 verhindern und andererseits die Freigängigkeit des Ölablaufröhrchens 18 innerhalb der durch die Öltasche 19 gegebenen Toleranzen ermöglichen. Das Ölablaufröhrchen 18 kann somit möglichst dicht am Boden der Öltasche 19 angeordnet sein. The oil outlet 15 comprises a cast on the bottom part 10 Oil drain tube 18, which according to FIG. 1 in an oil pocket 19th immersed by weirs 20 formed in the cylinder head 2 is formed. The height of the weirs 20 is designed such that the oil drain tube 18 in all swivel angles of the internal combustion engine always below the oil level in the oil pocket 19 lies, i.e. the swivel angle determines the contour of the oil pocket 19. The oil drain tube 18 has two at its free end 21 Bevels 22 and 23 on the one hand, a closure of the oil drain tube 18 in the event of a possible bump on the ground prevent the oil pocket 19 and on the other hand the freedom of movement of the oil drain tube 18 within the through the oil pocket 19 given tolerances. The oil drain tube 18 can thus be arranged as close as possible to the bottom of the oil pocket 19 his.

Der Kettenschacht 4 und der Nockenwellenraum 5 sind innerhalb der Zylinderkopfhaube 3 durch zwei voneinander beabstandete und in Richtung einer Hochachse 24 verlaufende Abschottstege 25, 26 und einem zwischen den Abschottstegen 25, 26 angeordneten Nokkenwellenlager 27 nebst hier nicht dargestellter Nockenwelle voneinander getrennt, wodurch ein Eindringen von Spritzöl durch eine auf einem Antriebsrad 28 umlaufende Steuerkette 29 aus dem Kettenschacht 4 verhindert wird. Die unterschiedliche Länge der Abschottstege 25, 26 ist abhängig von der Drehrichtung D der Steuerkette 29, wobei in Drehrichtung D der Steuerkette 29 gesehen auf den kürzeren Abschottsteg 26 der längere Abschottsteg 25 folgt. Das durch die Steuerkette 29 in die Zylinderkopfhaube 3 mitgerissene Öl fließt hauptsächlich über den längeren Abschottsteg 25 wieder in den Kettenschacht 4 ab. Der kürzere Abschottsteg 26 läßt einen Durchtritt 30 für den Weg des Entlüftungsgases in den Nockenwellenraum 5 frei.The chain shaft 4 and the camshaft space 5 are inside the cylinder head cover 3 by two spaced and Partition webs 25, 26 running in the direction of a vertical axis 24 and a camshaft bearing arranged between the bulkheads 25, 26 27 in addition to the camshaft, not shown here separated from each other, which prevents penetration of spray oil a on a drive wheel 28 rotating control chain 29 from the Chain slot 4 is prevented. The different length of the Isolation webs 25, 26 depend on the direction of rotation D Timing chain 29, viewed in the direction of rotation D of timing chain 29 on the shorter bulkhead 26 the longer bulkhead 25 follows. That through the timing chain 29 in the cylinder head cover 3 entrained oil mainly flows over the longer bulkhead 25 back into the chain shaft 4. The shorter bulkhead 26 leaves a passage 30 for the path of the vent gas free in the camshaft chamber 5.

Der Ölabscheider 6 weist sowohl ein in Richtung der Motorlängsachse 8 vom Eintritt 14 zum Ölaustritt 15 verlaufendes Gefälle GL (siehe Fig. 3) als auch ein in Richtung einer Motorquerachse 31 verlaufendes Gefälle GQ (siehe Fig. 1) auf, wobei der Ölaustritt 15 am geodätisch tiefsten Punkt angeordnet ist. Die Schräge des Ölabscheiders 6 in Motorquerachsenrichtung 31 wird in der geneigten Einbaulage der Brennkraftmaschine im wesentlichen aufgehoben, so daß eine Trennebene 32 zwischen Oberteil 9 und Bodenteil 10 des Ölabscheiders 6 bzw. eine Trennfläche 32a des Oberteiles 9 und eine Trennfläche 32b des Bodenteiles 10 in der Horizontalen liegt (siehe Fig. 1).The oil separator 6 has both a slope G L (see FIG. 3) running in the direction of the longitudinal axis 8 of the engine from the inlet 14 to the oil outlet 15 and a slope G Q (see FIG. 1) extending in the direction of a transverse engine axis 31, the oil outlet 15 is arranged at the geodetically lowest point. The slope of the oil separator 6 in the transverse direction of the motor axis 31 is substantially eliminated in the inclined installation position of the internal combustion engine, so that a parting plane 32 between the top part 9 and the bottom part 10 of the oil separator 6 or a parting surface 32a of the top part 9 and a parting surface 32b of the bottom part 10 in the Horizontal lies (see Fig. 1).

Fig. 3 zeigt eine Seitenansicht der Zylinderkopfhaube 3 mit dem einstückig angeformten Oberteil 9 des Ölabscheiders 6. Um eine ausreichende Dichtheit zwischen Oberteil 9 und Bodenteil 10 zu gewährleisten, sind die das Labyrinth ausbildenden Stege 11 des Oberteils 9 im Vergleich zu der Trennfläche 32a des Oberteils 9 in Richtung der Motorhochachse 24 etwas zurückgesetzt, so daß die Dichtung 13 in montiertem Zustand des Ölabscheiders 6 fest auf der aufgrund des Gefälles GQ in einem Winkel α zur Motorquerachse 31 verlaufenden Trennfläche 32a des Oberteiles 9 aufliegt (siehe Fig. 1) und somit zwischen Oberteil 9 und Bodenteil 10 dichtend eingeklemmt ist. Die auf die Dichtung 13 einwirkenden Kräfte verlaufen in einem Winkel α zur Motorquerachse 31 im Gegensatz zu den in Richtung der Motorhochachse 24 wirkenden Kräften der Befestigungsschrauben 12.3 shows a side view of the cylinder head cover 3 with the integrally molded upper part 9 of the oil separator 6. In order to ensure sufficient tightness between the upper part 9 and the bottom part 10, the webs 11 of the upper part 9 forming the labyrinth are compared to the separating surface 32a of the upper part 9 set back somewhat in the direction of the motor vertical axis 24, so that the seal 13 in the assembled state of the oil separator 6 rests firmly on the separating surface 32a of the upper part 9 which runs at an angle α to the motor transverse axis 31 due to the gradient G Q (see FIG. 1) and thus is tightly clamped between the upper part 9 and the bottom part 10. The forces acting on the seal 13 run at an angle α to the motor transverse axis 31 in contrast to the forces of the fastening screws 12 acting in the direction of the motor vertical axis 24.

Der Ölabscheider 6 steht über einen Ansaugstutzen 33 im Oberteil 9 mit dem Ansaugsystem der Brennkraftmaschine in Verbindung. Der Ansaugstutzen 33 ist an die Zylinderkopfhaube 3 angeformt, wobei ein erster Abschnitt 33a des Ansaugstutzens 33 in Richtung der Motorhochachse 24 und ein zweiter Abschnitt 33b in Richtung der Motorquerachse 31, d.h. über der Zylinderkopfhaube 3, verläuft (siehe auch Fig. 2). Die beiden senkrecht zueinander verlaufenden Abschnitte 33a, 33b ermöglichen einerseits eine Umlenkung des Entlüftungsgases von der dem Ansaugsystem abgewandten zu der dem Ansaugsystem zugewandten Seite der Brennkraftmaschine und andererseits eine druckgußgerechte Fertigung der Zylinderkopfhaube 3. Ein freies Ende 34 des Ansaugstutzens 33 weist einen aus Fertigungsgründen nur partiell angeformten Wulst 35 auf, der ein Abrutschen eines auf den Stutzen 33 aufgezogenen Schlauches verhindert. Eine aufgrund der geneigten Einbaulage des Motors abgeschrägte Rippe 36 ist im Oberteil 9 am Übergang in den Ansaugstutzens 33 ausgebildet, so daß kein Öl in den Ansaugstutzen 33 gezogen wird.The oil separator 6 is in the upper part via an intake port 33 9 in connection with the intake system of the internal combustion engine. The intake manifold 33 is molded onto the cylinder head cover 3, wherein a first portion 33a of the intake port 33 in Direction of the motor vertical axis 24 and a second section 33b in Direction of the motor transverse axis 31, i.e. over the cylinder head cover 3, runs (see also Fig. 2). The two perpendicular to each other extending sections 33a, 33b on the one hand enable one Deflection of the vent gas from that facing away from the intake system to the side of the internal combustion engine facing the intake system and on the other hand a die-cast-compatible production the cylinder head cover 3. A free end 34 of the intake manifold 33 has a partially molded one for manufacturing reasons Bead 35, which slides on a drawn on the nozzle 33 Hose prevented. One because of the inclined Installation position of the motor beveled rib 36 is in the upper part 9 formed at the transition in the intake manifold 33, so that no Oil is drawn into the intake port 33.

Fig. 4 zeigt die Trennfläche 32b des Bodenteiles 10, an der die Dichtung 13 anliegen kann. Die Dichtung 13 kann sowohl als reine Elastomerdichtung als auch als Sandwichdichtung ausgeführt sein, wobei die Sandwichdichtung eine zwischen zwei Gummischichten eingelegte Metallschicht umfaßt. Die Pressung der Elastomerdichtung im sogenannten Nebenschlußverfahren ist durch am Bodenteil 10 im Bereich der Befestigungsschrauben 12 angeordnete Abstandshalter 37 begrenzt, die in montiertem Zustand des Ölabscheiders 6 auf der Trennfläche 32a des Oberteiles 9 aufliegen und somit einen für die Dichtung 13 definierten Raum zwischen Bodenteil 10 und Oberteil 9 bilden. Bei der Sandwichdichtung kann aufgrund der Metallschicht auf Abstandshalter 37 verzichtet werden. Die Pressung der Sandwichdichtung erfolgt im sogenannten Hauptschlußverfahren. Die Abstandshalter 37 dienen gleichzeitig als Haltelemente für die Dichtung 13. Ferner weist das Bodenteil 10 Anlageelemente 38 zur Positionierung des Bodenteils 10 auf dem Oberteil 9 auf, die mit dem Oberteil 9 zusammenwirken und ebenfalls gleichzeitig als Halteelemente für die Dichtung 13 dienen.Fig. 4 shows the parting surface 32b of the bottom part 10 on which the Seal 13 can rest. The seal 13 can be both pure Elastomer seal as well as a sandwich seal be, the sandwich seal one between two rubber layers inlaid metal layer. The pressing of the Elastomer seal in the so-called shunt method is through arranged on the bottom part 10 in the area of the fastening screws 12 Spacers 37 limited in the assembled state of the oil separator 6 on the separating surface 32a of the upper part 9 rest and thus a space defined for the seal 13 form between bottom part 10 and top part 9. With the sandwich seal due to the metal layer on spacer 37 to be dispensed with. The sandwich seal is pressed in the so-called main closing procedure. The spacers 37 serve at the same time as holding elements for the seal 13 the bottom part 10 contact elements 38 for positioning the bottom part 10 on the upper part 9, which cooperate with the upper part 9 and also as holding elements for the seal 13 serve.

Wie aus Fig. 3 ersichtlich, sind im Bereich der Anlageelemente 38 im Anschluß an die Trennfläche 32a des Oberteiles 9 Verdikkungen 39, welche ebenfalls trapezförmig ausgebildet sein können, zur Vergrößerung der Auflagefläche der Dichtung 13 angeordnet. Die Trennfläche 32a des Oberteils 9 weist zudem eine Fangnut 40 auf, in welche sich die Dichtung 13 im montierten Zustand des Ölabscheiders 6 einpreßt.As can be seen from Fig. 3, are in the area of the contact elements 38 following the parting surface 32a of the upper part 9 thickenings 39, which can also be trapezoidal, arranged to enlarge the contact surface of the seal 13. The separating surface 32a of the upper part 9 also has one Catch groove 40, in which the seal 13 in the assembled State of the oil separator 6 presses.

Bei der Entlüftung werden die beim Betrieb der Brennkraftmaschine entstehenden Entlüftungsgase aus dem Kurbelgehäuse abgeleitet und erreichen über den Kettenschacht 4 den in der Verlängerung des Abschottsteges 26 angeordneten Durchtritt 30 in den Nockenwellenraum 5, wobei eine erste Vorabscheidung der in den Entlüftungsgasen mitgeführten Ölpartikel an den Abschottstegen 25, 26 erfolgt. Die Entlüftungsgase strömen über den Durchtritt 30 in den Nockenwellenraum 5 ein und erfahren eine 180°-Umlenkung, wodurch sie für eine zweite Vorabscheidung gegen eine Wand der Zylinderkopfhaube 3 und anschließend gegen die Lamellen 17 des Eintritts 14 in den Ölabscheider 6 prallen. Der Eintritt 14 ist derart gestaltet, daß sich die oben beschriebene Entlüftungsgasströmung bzw. -umlenkung ausbildet und auch kein Spritzöl aus dem Nockenwellenraum 5 in den Ölabscheider 6 einspritzen kann. Über den Eintritt 14 gelangen die Entlüftungsgase in den Ölabscheider 6. Die restlichen in den Entlüftungsgasen mitgeführten Ölpartikel scheiden sich nun im Ölabscheider 6 ab und werden über den Ölaustritt 15 einem hier nicht dargestellten, im Zylinderkopf 2 sowie im Kurbelgehäuse angeordneten Ölrücklauf zugeführt, durch den die abgeschiedenen Ölpartikel anschließend in eine ebenfalls nicht dargestellte Ölwanne am unteren Ende des Kurbelgehäuses zurückführbar sind. Die entölten Entlüftungsgase werden über den Ansaugstutzen 33 dem im Anschluß an den Ölabscheider 6 befindlichen Ansaugsystem der Brennkraftmaschine zugeleitet und anschließend der motorischen Verbrennung zugemischt.When venting are those when operating the internal combustion engine resulting ventilation gases derived from the crankcase and reach over the chain shaft 4 in the extension of the bulkhead 26 arranged passage 30 in the camshaft space 5, with a first pre-separation of the in oil particles carried along with the ventilation gases at the bulkheads 25, 26 takes place. The vent gases flow over the Passage 30 into the camshaft space 5 and experience one 180 ° deflection, making it suitable for a second pre-separation a wall of the cylinder head cover 3 and then against the fins 17 of the inlet 14 bounce into the oil separator 6. The entrance 14 is designed such that the one described above Vent gas flow or deflection forms and also no spray oil from the camshaft chamber 5 into the oil separator 6 can inject. The vent gases pass through inlet 14 in the oil separator 6. The rest in the ventilation gases entrained oil particles now separate in the oil separator 6 and will be here via the oil outlet 15 not shown, in the cylinder head 2 and in the crankcase arranged oil return through which the separated Oil particles then in a likewise not shown Oil pan at the lower end of the crankcase are traceable. The de-oiled vent gases are discharged through the intake port 33 the intake system located after the oil separator 6 fed to the internal combustion engine and then the motor Combustion mixed.

Die als Schikanen ausgebildeten Stege 11 des Oberteiles 9 sind so angeordnet, daß der in den Ölabscheider 6 eintretende Entlüftungsgasstrom mehrfach umgelenkt wird, wobei die Stege 11 diagonal zur Motorlängsachse 8 verlaufen und das abgeschiedene Öl zum Ölaustritt 15 führen. Die Ölpartikel der Entlüftungsgase treffen dabei auf die Stege 11 auf, schlagen sich dort nieder und fließen über das Bodenteil 10 in den Ölaustritt 15. Da der Ölaustritt 15 im Bodenteil 10 des Ölabscheiders 6 in Einbaulage der Brennkraftmaschine aufgrund des Gefälles GL des Ölabscheiders 6 in Motorlängsachsenrichtung 8 geodätisch tiefer liegt als der Eintritt 14 in den Ölabscheider 6 ergibt sich im Zusammenwirken mit der im Oberteil 9 nahe des Ansaugstutzens 33 angeordneten Rippe 36 zum Rückhalten des Öles, daß das im Ölabscheider 6 abgeschiedene Öl nur in den Ölaustritt 15 gelangt und nicht in den Ansaugstutzen 33 gezogen wird. Der Ölabscheider 6 ist sowohl als Volumenabscheider als auch als Labyrinthabscheider ausgebildet, wobei der Übergang von kleine auf große Querschnitte und lange Wege zur Beruhigung des ölhaltigen Entlüftungsgases sowie Schikanen zur Umlenkung des Entlüftungsgasstromes eine Ölabscheidung ermöglichen.The webs 11 of the upper part 9, which are designed as baffles, are arranged in such a way that the vent gas stream entering the oil separator 6 is deflected several times, the webs 11 running diagonally to the longitudinal axis 8 of the engine and the separated oil leading to the oil outlet 15. The oil particles of the ventilation gases hit the webs 11, settle there and flow via the base part 10 into the oil outlet 15. Since the oil outlet 15 in the base part 10 of the oil separator 6 in the installed position of the internal combustion engine due to the gradient G L of the oil separator 6 in Motor longitudinal axis direction 8 is geodetically lower than the inlet 14 in the oil separator 6 results in cooperation with the rib 36 arranged in the upper part 9 near the intake port 33 for retaining the oil that the oil separated in the oil separator 6 only gets into the oil outlet 15 and not in the intake manifold 33 is pulled. The oil separator 6 is designed both as a volume separator and as a labyrinth separator, the transition from small to large cross sections and long ways to calm the oil-containing venting gas and baffles to deflect the venting gas stream enable oil separation.

Claims (5)

  1. Ventilation device, for a crankcase of an internal combustion engine, onto which a cylinder head, which is covered by a cylinder-head cover, is attached, whereby the ventilation device has an oil trap, provided with baffles, which is substantially integrated into the cylinder-head cover and which is formed, as a single part, by an upper section and a base section, whereby the oil trap has an intake, an intake connection connected to the intake system of the internal combustion engine, and an oil outlet, and whereby the baffles of the oil trap are formed by crosspieces of the upper section,
    characterized in that
    the oil trap (6) shows an incline (IL) running, from the intake (14) to the oil outlet (15), in the direction of the lengthwise axis (8) of the engine, and an incline (IT) running in the direction of a transverse axis (31) of the engine, and in that the oil outlet (15) of the oil trap (6) comprises an oil outlet tube (18) which is immersed in an oil well (19) which is formed by well walls (20) formed in the cylinder head (2).
  2. Ventilation device in accordance with claim 1,
    characterized in that
    the cylinder-head cover (3) covers a channel well (4) and a camshaft space (5), whereby partitioning crosspieces (25, 26) are provided, within the cylinder-head cover (3) between the channel well (4) and the camshaft space (5), to form an initial separator.
  3. Ventilation device in accordance with claim 1,
    characterized in that
    the cylinder-head cover (3) is formed by a die cast piece.
  4. Ventilation device in accordance with claim 1,
    characterized in that
    the intake (14) in the oil trap (6) has slots (16) with laminae (17).
  5. Ventilation device in accordance with claim 1,
    characterized in that
    the upper section (9) of the oil trap (6) has a separating surface (32a) in which a catch groove (40) for a seal (13) is provided.
EP98104570A 1997-04-11 1998-03-13 Crankcase ventilation system for internal combustion engine Expired - Lifetime EP0870908B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19715061 1997-04-11
DE19715061A DE19715061C2 (en) 1997-04-11 1997-04-11 Ventilation device for a crankcase of an internal combustion engine

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EP0870908A1 EP0870908A1 (en) 1998-10-14
EP0870908B1 true EP0870908B1 (en) 2001-12-05

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DE19715061C2 (en) 1999-01-21
ES2168695T3 (en) 2002-06-16
DE59802287D1 (en) 2002-01-17
EP0870908A1 (en) 1998-10-14
DE19715061A1 (en) 1998-10-15

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