RU2717864C2 - Method (versions) and engine crankcase ventilation system with supercharging - Google Patents

Abstract

FIELD: engine building.

SUBSTANCE: invention can be used in the internal combustion engines. Methods and systems for venting gases from an engine crankcase into an engine intake are disclosed. In one example, when the engine is supercharged in cruise mode, fuel vapors from the crankcase can be directed to the compressor inlet through the compressor bypass channel and the engine intake manifold. Gases from the crankcase can also be directed into the engine intake system through the throttle valve bypass channel.

EFFECT: invention allows efficient blowdown of crankcase gases at engine operation with different supercharging pressures, as well as at engine operation without supercharging.

19 cl, 10 dwg

Description

Cross reference to related applications

This application is a partial continuation of application for US patent No. 13/660,884 "METHODS AND SYSTEMS FOR MANAGING FUEL VAPORS", filed October 25, 2012, the full text of which is hereby incorporated into this document by reference for all purposes.

Technical field

The present application relates to methods for controlling crankcase ventilation of a supercharged engine.

BACKGROUND / SUMMARY OF THE INVENTION

Systems to reduce vehicle toxicity can be configured to store fuel vapors generated by adding fuel to the tank and generated during daily engine operation in a coal adsorber. In subsequent engine operation, stored vapors may be purged into the engine for combustion. Various approaches can be used to create a vacuum for supplying fuel vapors. For example, the vacuum in the intake manifold created by the rotation of the engine can be used to supply stored fuel vapor. In another example, charge-inlet air may be used directly or indirectly to purge fuel vapors. Another exemplary approach is shown by Alri et al. in US patent 8109259. In it, compressed air is directed through the crankcase to achieve a discharge of the crankcase. Then, the crankcase discharge is mixed with the adsorber discharge containing the stored fuel vapor. The mixed discharge is then purged at the engine inlet.

The authors of the present invention revealed that such an approach may have limited characteristics under conditions when the pressure in the reservoir (or DCK) corresponds to or close to environmental conditions (or DB). In particular, under such conditions, the available degree of rarefaction for purging the fuel vapor may be low, which will lead to a large failure of the vacuum. Reducing the purge rarefaction can lead to incomplete purge and deterioration of emission properties. In addition, in some examples, fuel economy could be sacrificed in favor of increasing the vacuum to purge the fuel, for example, by restarting the engine of a hybrid electric vehicle (GEA), reducing the use of camshaft phase changes or valve lift heights. Other approaches may use electric pumps to purge steam to maintain fuel economy. However, such pumps can be expensive, and electricity to power them can increase the parasitic load, which reduces fuel economy. In addition, under conditions of lower boost pressure, compressed air may not be suitable for purging the crankcase.

In one example, the aforementioned problem can be at least partially solved by a method for a supercharged engine, comprising, in supercharged conditions, creating a vacuum at the first aspirator using a compressor bypass. Then, in a naturally aspirated operating environment, the method comprises increasing the vacuum in the intake manifold by creating a vacuum at the second aspirator using the intake throttle bypass. In addition, under any conditions, the method comprises applying the created vacuum to purge fuel vapors from the adsorber and the crankcase into the intake manifold. Thus, one or more aspirators can be used to increase low vacuum in the intake manifold and increase purge efficiency.

In another example, a method for a supercharged engine may include, under conditions of supercharging, creating a vacuum at the first ejector using a compressor bypass air flow, applying vacuum to the crankcase to draw the fuel vapor into the first ejector, and under cruising conditions during the vapor recovery in the first ejector is the direction of additional fuel vapors from the crankcase to the intake manifold through the crankcase ventilation valve. Thus, under low-boost operating conditions, additional fuel vapors can be purged from the crankcase.

For example, in a naturally aspirated environment, fuel vapors (from the fuel tank) previously stored in the adsorber can be drawn into the engine inlet along with the fuel vapors from the crankcase. In particular, both adsorber vapors and crankcase gases can be drawn into the intake manifold in a first general direction using vacuum in the intake manifold. In an embodiment of the invention, it is possible to increase the vacuum in the intake manifold (for example, when the pressure in the manifold is substantially equal to atmospheric pressure) by directing at least a portion of the intake air through an aspirator installed in the bypass duct of the throttle and creating additional vacuum on the aspirator. Alternatively, vacuum in the intake manifold can be used by directing crankcase gases through the aspirator and creating additional vacuum on the aspirator. Thus, the throttle bypass flow is used to draw in fuel vapors in naturally aspirated conditions.

Under conditions of working with pressurization, fuel vapors from the adsorber and the crankcase can be drawn into the compressor inlet due to the vacuum created in the aspirator installed in the compressor bypass channel. In this regard, both the adsorber vapor and the crankcase gases can be drawn into the intake manifold through the compressor inlet in a first general direction. Thus, the bypass flow of the compressor is used to draw in fuel vapors in supercharged conditions.

In addition, in conditions of operation with a lower boost level, for example, in cruising mode, a small vacuum may be present in the intake manifold (for example, the pressure in the manifold is lower than the barometric pressure within the threshold value). Under these conditions, while fuel vapors from the crankcase can be pulled into the compressor inlet due to the vacuum created on the aspirator installed in the compressor bypass, additional fuel vapors can be pulled from the crankcase directly into the intake manifold due to vacuum in the manifold.

Thus, one or more aspirators installed in the engine system can be successfully used to create additional vacuum to purge the fuel vapor of the adsorber and crankcase. By using the bypass flow of the throttle or crankcase to create a vacuum at the aspirator under naturally aspirated conditions, the vacuum in the intake manifold can be increased under conditions if otherwise a large depression is formed. By using the compressor bypass flow to create a vacuum at another aspirator under pressurized conditions, the created vacuum can be used to draw the fuel vapor of the adsorber and crankcase into the intake manifold with the vapor moving in the same direction as in the case of naturally aspirated operation. In addition, fuel vapors can be removed from the crankcase even in low-pressure applications. Conventional treatment of the fuel vapor from the adsorber and the crankcase, as well as a one-way vapor flow in supercharged and naturally aspirated conditions, reduce the complexity of the system and provide the advantage of using fewer components and which should be achieved without compromising purge efficiency. For example, a single oil separator may be used in a crankcase. By using the available air flow to create a blowdown vacuum on aspirators, the need for special pumps is reduced, which reduces the corresponding parasitic loads. In this way, emission characteristics are improved without reducing fuel economy.

It should be understood that the above brief description is provided only for a simplified presentation of the concepts, which are further disclosed in more detail. It is not intended to determine the key or main distinguishing features of the subject of the present invention, the scope of which is determined by the claims given after disclosure. Further, the claimed subject matter is not limited to the implementation options that eliminate any of the above disadvantages or disadvantages in any other part of the present description.

Brief Description of the Drawings

The subject of this disclosure will be more readily apparent upon reading the following detailed description of non-limiting embodiments with reference to the attached drawings, where:

In FIG. 1-3, an example of an embodiment of an engine system configured to use multiple aspirators to increase vacuum in a manifold for co-purging fuel vapors from a fuel system and a crankcase ventilation system is shown.

In FIG. 4 is a diagram of an example of a change in the depression depression in the manifold when using several aspirators in FIG. 1-3.

In FIG. 5 shows a method of creating a vacuum on a plurality of aspirators in FIG. 1-5 in the conditions of work with pressurization and without pressurization to ensure joint processing of purging fuel vapors and crankcase ventilation.

In FIG. 6, 7 and 8 show further examples of embodiments of an engine system with enhanced crankcase ventilation.

In FIG. Figure 9 shows an example of a method for crankcase ventilation under cruising conditions of a supercharged engine.

In FIG. 10 shows an example of operation with crankcase ventilation under different engine operating conditions.

The implementation of the invention

Methods and systems are presented for increasing the vacuum in the manifold under conditions of operation of a supercharged and naturally aspirated engine due to a vacuum created on a plurality of aspirators connected to an engine system (for example, aspirators and an engine system in FIGS. 1-3 and 6-8). The engine controller may be configured to execute control algorithms, such as the example algorithm in FIG. 5, to remove part of the compressed air through the first aspirator in supercharged conditions, while part of the intake air is discharged through the second aspirator in naturally aspirated conditions to increase the vacuum created for purge operations. In addition, the crankcase can be used with an aspirator to increase the vacuum in the intake manifold. The increased vacuum can then be used to jointly draw fuel vapors from the adsorber of the fuel system and the crankcase ventilation system. Thus, the vacuum in the intake manifold can be increased (FIG. 4) to increase the purge efficiency. Additionally, under conditions of lowering engine boost, crankcase purging can occur simultaneously at the compressor inlet and into the intake manifold (FIG. 9). The engine system may be purged under conditions of supercharged operation, naturally aspirated, and also in conditions with reduced supercharging (FIG. 10). By coordinating and combining the purging of fuel vapors with crankcase ventilation, overall benefits are achieved.

The subject of the present disclosure is further described by way of examples and references to certain illustrated embodiments of the invention. Components that may be substantially the same in one or more embodiments are indicated accordingly and described with minimal repetitions. However, it should be borne in mind that the components designated accordingly in various embodiments of the present disclosure may at least partially vary. It should be understood that the drawings in this disclosure are schematic. The views of the depicted embodiments are usually not shown to scale; the proportions, size of elements, and distinguishing feature numbers may be intentionally distorted so that you can better consider individual distinctive features or relationships.

As for FIG. 1, aspects of an exemplary car engine system 100 are shown. The engine system is configured to burn fuel vapor accumulated in at least one of its components. The engine system 100 comprises a multi-cylinder internal combustion engine, generally indicated at 10, which can be used as part of a vehicle propulsion system. The engine 10 can be controlled, at least in part, by means of a control system comprising a controller 12, as well as by the commands of a driver 130 of a vehicle through an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position (PP) signal.

The engine 10 comprises an air inlet throttle 20 connected in fluid communication with the engine intake manifold 144 via the intake channel 142. Air may enter the intake channel 142 from the air intake system (UHV) comprising an air purifier 33 configured to communicate with the environment, in which the car is located. The position of the inductor 20 can be changed using the controller 12 by means of a signal supplied to an electric motor or an actuator equipped with an inductor 20, which is a configuration commonly referred to as electronic throttle control (ECM). Thus, the throttle 20 can be configured to change the intake of air supplied to the intake manifold 144, and a plurality of cylinders. The mass air flow sensor 58 may be installed in the inlet channel 142 for supplying a mass air flow (MRI) signal. The manifold air pressure sensor 162 may be coupled to the intake manifold 144 to transmit a collector air pressure (DVC) signal to the controller 12.

The engine system 100 may further comprise a turbocharger compressor 14 for providing boost to the intake manifold 144. The compressor 14 may be mechanically coupled and driven by a hot exhaust gas turbine coming from the engine. In the configuration illustrated in FIG. 1, the turbocharger compressor also receives fresh air from the air purifier 33 and directs the compressed air through the intercooler 18. The intercooler cools the compressed air, which then passes through the throttle 20 to the intake manifold 144.

The bypass line 135 of the compressor can be installed parallel to the compressor 14 to exhaust part of the intake air compressed by the compressor 14, back to the area upstream of the compressor. The amount of air discharged through the bypass line 135 can be controlled by opening the compressor bypass valve 106 (PAC). By controlling the PAC 106 and changing the amount of air discharged through the bypass line 135 of the compressor, it is possible to control the boost pressure downstream of the compressor. This, in turn, provides boost control and surge control. In addition, controlling the PAC 106 can reduce the pressure on the air volume between the compressor 14 and the throttle 20 to eliminate noise problems, etc. The compressor inlet pressure sensor 160 is configured to connect directly upstream of the compressor to transmit a compressor inlet pressure (DNVC) signal to the controller 12.

The first aspirator 116 may be connected to a compressor bypass line 135. In particular, the first aspirator 116 may be installed in a first tube 138 mounted parallel to the compressor bypass line 135. Thus, by opening the PAC 106, it is possible to change the amount of compressed air discharged through the compressor bypass line 135 and the aspirator 116. The aspirator may also be called an ejector, a venturi, or a jet pump. Thus, the ejector can be a passive rarefaction device. In some embodiments, the first tube 138 may further comprise a first aspirator control valve 122 mounted upstream of the inlet of the first aspirator 116 to change the flow rate of air passing through the first aspirator 116. For example, during the pressure increase period, the first aspirator control valve 122 may close to accelerate the increase in boost pressure (and thereby reduce turbo holes). In comparison, when the control valve 122 of the first aspirator is opened, when boost boost is not required, vacuum generation can be restored as soon as sufficient boost pressure is established. In one example, the control valve 122 of the first aspirator is closed only with the initial (and strong) driver depressing the accelerator pedal. Thus, under the conditions of working with pressurization at the first aspirator, vacuum is created using the flow of the compressor bypass line. Thus, if the control valve 122 of the first aspirator was constantly open, it is possible to reduce the rate of increase in pressure in the intake manifold during the transition when maximum engine power is required.

The engine system 100 may comprise one or more negative pressure driven devices. For example, the engine system 100 may include a brake booster 140 connected to pads of wheel brakes (not shown) of a vehicle. The brake booster 140, including the brake booster vacuum reservoir 184, may be connected to the intake manifold 144 via a check valve 73. The check valve 73 allows air to enter the intake manifold 144 from the brake booster 140 and restricts air flow to the brake booster 140 from the intake manifold 144. The brake booster 140 may include a vacuum reservoir 184 (or a vacuum cavity) behind the brake booster diaphragm 183 to increase the force exerted by the driver 130 of the car through the brake pedal 152 for I am applying a car wheel brakes (not shown).

The vacuum tank 184 may also receive a vacuum from the aspirator 30 or the intake manifold 144. In particular, part of the intake air may flow from a place upstream of the intake throttle 20 to the intake manifold 144 through the pipe 137. Air flowing through the pipe 137 may pass through the aspirator 30, creating a vacuum at the inlet of the aspirator. The control of the part of the intake air discharged through the aspirator 30, and then the vacuum created on the aspirator 30, can be carried out by the valve 60 of the tube. In addition, a check valve 56 installed between the suction inlet of the aspirator and the brake booster 140 can prevent backflow from the reservoir of the brake booster 184 towards the suction unit 30. The pressure level at the brake booster 140 can be detected by a pressure sensor 146.

The intake manifold 144 is configured to supply intake air or an air-fuel mixture to a plurality of combustion chambers of the engine 10. The combustion chambers may be provided above the crankcase 114 filled with lubricant, in which the pistons of the combustion chambers are configured to reciprocate crankshaft rotation. Reciprocating pistons can be substantially isolated from the crankcase by means of one or more piston rings, which prevent the air-fuel mixture and the gases generated during combustion from entering the crankcase. However, a significant amount of fuel vapor, unburned air and exhaust gas may be passed through piston rings and may eventually enter the crankcase. Additional leaking gases can enter the crankcase, flowing through the oil seal of the intake and exhaust valves. To reduce the adverse effects of fuel vapor on the viscosity of the engine lubricant and to reduce the emission of vapor into the atmosphere, the crankcase may be subject to continuous or periodic ventilation, as described below. Blowing gases in the crankcase can reduce humidity in the crankcase. Thus, humidity and subsequent condensation of moisture in the crankcase may precede the formation of sediment in the engine. In the configuration shown in FIG. 1, the crankcase ventilation valve 28 controls the purge of fuel vapor from the crankcase into the intake manifold through the crankcase vent line 80.

In one embodiment of the invention, the crankcase ventilation valve 28 may be a one-way valve providing continuous discharge of crankcase gases from within the crankcase 114 before being connected to the intake manifold 144. The one-way valve may provide a seal if the flow through the crankcase vent line 80 reverses direction. In another embodiment, the crankcase ventilation valve 28 may change its flow restrictions in response to a drop in pressure (or the rate of flow through it). In yet other examples, the crankcase ventilation valve may be an electronically controlled valve. In this regard, the controller 12 may signal a change in valve position from an open position (or a high flow position) to a closed position (or a low flow position), or vice versa, or any intermediate position between them.

It should be understood that, in connection with the use in this invention, the crankcase ventilation flow means the flow of fuel vapors and gases from the crankcase to the intake manifold through the ventilation line 80. Similarly, in connection with the use in this invention, the return flow in the crankcase means the flow of fuel vapor and gases through the vent line 80 from the intake manifold to the crankcase. Return flow can occur when the pressure in the intake manifold is higher than the pressure in the crankcase (for example, when the engine is supercharged). In some embodiments, a check valve 54 may be coupled between the intake manifold 144 and the crankcase 114 in the vent line 80 to prevent backflow in the crankcase. The fuel vapor pressure in the crankcase 114 may be detected by the crankcase pressure sensor 62.

The sump 114 may include one or more oil separators 96 for separating oil from the crankcase vapors (or flow gas) before blowing the vapors into the intake manifold 144. Only one oil separator 96 is provided since the configuration in FIG. 1 provides unidirectional crankcase ventilation as described below.

If the BD> DVK (for example, in naturally aspirated conditions), fresh air is drawn into the crankcase 114 from the air cleaner 33 through the ventilation pipe 178. The crankcase fuel vapors and gases are then discharged in the first direction through the ventilation line 80, through the check valve 54 and into the inlet manifold 144 using vacuum in the intake manifold. Then, when DVK> DB (for example, under conditions of working with pressurization), crankcase fuel vapors are drawn in the same first direction along the vent line 80 using the vacuum created at the first aspirator 116. Thus, the conditions for working with pressurization may be present when the inlet pressure of the throttle 20 (for example, the pressure at the inlet of the throttle or DVD) is higher than the inlet pressure of the compressor 14 (for example, the pressure at the inlet of the compressor or DnVK). The crankcase fuel vapors may be directed to the compressor inlet 14 from the first aspirator 116 before being fed to the intake manifold 144. A non-return valve 51 installed in a vacuum line between the compressor inlet and the crankcase prevents backflow from the compressor to the crankcase. Thus, the crankcase gases can be drawn into the intake manifold in the same direction through the oil separator 96 under supercharged and naturally aspirated conditions, taking into account unidirectional crankcase ventilation. In this case, unidirectional crankcase ventilation means the gases leaving the crankcase 114 through the oil separator 96, and not through the ventilation pipe 178. Thus, this unidirectional flow reduces the number of components used, since only one oil separator 96 is required at the crankcase outlet to remove oil from leaked gas. In alternate embodiments of a bi-directional flow system, the crankcase vent pipe can transmit flow in both directions. In this regard, almost always providing a vacuum in the ventilation line 80, the flow in the ventilation pipe 178 can almost always be directed from the crankcase 114 to the air cleaner 33.

It should be understood that the DVK can be lower than the DB even in the conditions of working with boost, based on the position of the inlet throttle 20. The conditions of work with the boost can be measured by a pressure sensor at the inlet of the throttle (not shown in FIGS. 1, 2 and 3), set below upstream from the compressor 14 and upstream from the inlet throttle 20. For example, the conditions for working with supercharging may contain conditions in which DVK> DB and the pressure at the inlet of the throttle (DVD) is also greater than DnVK (DVD> DnvK). The naturally aspirated operating conditions may contain a DVD substantially equal to the database. DVDs can also be called boost pressure.

The engine system 100 further comprises a fuel tank 26, which stores volatile liquid fuel burning in the engine 10. In order to avoid the emission of fuel vapor from the fuel tank into the atmosphere, the fuel tank is vented to the atmosphere through an adsorber 22. The adsorber may have a significant capacity for storing hydrocarbon fuel, alcohol fuel and / or essential fuel in an adsorbed state; it can be filled with granules of activated carbon and / or, for example, other material providing a large surface area. Nevertheless, long adsorption of fuel vapors will ultimately lead to a decrease in the capacity of the adsorber for further storage of fuel. Therefore, the adsorber may be periodically purged to remove adsorbed fuel, in accordance with the following disclosure. In the configuration shown in FIG. 1, an adsorber purge valve 118 controls the purge of fuel vapor from the crankcase into the intake manifold via the purge line 82. The check valve 52 is configured to connect to the purge line 82 to prevent backflow from the intake manifold 144 to the adsorber 22.

When purge conditions are met, such as when the adsorber is saturated, the vapors stored in the fuel vapor adsorber 22 can be purged into the intake manifold 144 by opening the adsorber purge valve 118. Despite the fact that one adsorber 22 is shown, it should be understood that any number of adsorbers can be connected to the engine system 100. In one example, the absorber purge valve 118 may be a solenoid valve, wherein opening or closing the valve is accomplished by actuating the adsorber purge valve. The adsorber 22 further comprises a ventilation hole 117 for directing gases from the adsorber 22 to the atmosphere when storing or collecting fuel vapor from the fuel tank 26. The ventilation hole 117 is also configured to allow fresh air to pass into the fuel vapor adsorber 22 while blowing the stored fuel vapor into the intake manifold 144 through the purge line 82 and the purge valve 118. Although in this example, the ventilation hole 117 communicates with fresh unheated air, other modifications may be used. and. The ventilation hole 117 may include an adsorber ventilation valve 120 for adjusting the flow of air and vapor between the adsorber 22 and the atmosphere. Also, a vapor lock valve (not shown) may be installed between the fuel tank 26 and the fuel vapor adsorber 22. Also, a fuel tank pressure sensor (not shown) can be installed in line between the fuel tank 26 and the fuel vapor adsorber 22.

If the BD> DVK (for example, in conditions of operation without boost), the fuel vapor is drawn from the adsorber 22 in the first direction in the purge line 82 into the intake manifold 144 using vacuum in the intake manifold. Then, when the DVD> DnVK (for example, in supercharging conditions), crankcase fuel vapors are drawn in the same first direction along the ventilation line 82 to the compressor inlet using the vacuum created at the first aspirator 116. The fuel vapors are then blown to the intake manifold. Thus, crankcase gases and fuel vapors can be treated equally and jointly moved into the intake manifold in one direction under supercharged and non-supercharged conditions. In the embodiment of FIG. 1, a compressor bypass flow is used to create a vacuum at the first aspirator under boost conditions and use the created vacuum to purge the crankcase and crankcase fuel vapors to the engine inlet under boost conditions. In addition, in an embodiment of the invention, vacuum is used in the intake manifold to purge crankcase fuel vapors and crankcase gases to the engine inlet under naturally aspirated conditions.

The controller 12 can be performed as a microcomputer containing a microprocessor device, input / output ports, an electronic storage medium for running programs and calibration values, random access memory, non-volatile memory and a data bus. The controller 12 can receive various signals from sensors 16 connected to the engine 10, such as an MRV sensor 58, a DVK sensor 162, a crankcase ventilation pressure sensor 62, a DNVK sensor 160, and a throttle inlet pressure (DVD) sensor (660 in FIG. 6 -eight); brake booster pressure sensor 146, etc. In addition, the controller 12 can monitor and adjust the position of different actuators 81 based on data from various sensors. These actuators may include, for example, throttle 20, intake and exhaust valve systems, adsorber purge valve 118, adsorber ventilation valve 117, crankcase ventilation valve 28, PAC 106, aspirator control valves 122 and 60, and compressor 14. Permanent memory electronic storage medium data in the controller 12 can be programmed using machine-readable data, which are instructions executed by the processor to implement the methods described below, as well as other options foreseen, but not specified taken separately. Exemplary control methods and algorithms are disclosed in this application with reference to FIG. 5 and 9.

In FIG. 2 depicts an alternative embodiment 200 of an engine system 10, where the vacuum in the intake manifold is amplified under aspirated operating conditions parallel to the intake throttle. In particular, the second aspirator 216 is mounted in the tube 238 parallel to the inlet throttle 20, also referred to here as the throttle bypass channel 238. The bypass throttle valve 222 can be opened to divert part of the intake air received from the air purifier 33 from the area upstream of the throttle 20, through a tube 238 to the intake manifold 144 downstream of the throttle 20. The air passing through the bypass duct 238 of the throttle may be directed from the inlet of the second aspirator 216 to the outlet of the aspirator. The flow through the aspirator can be used to draw vacuum from the vacuum inlet of the second aspirator 216. By controlling the amount of air discharged through the bypass duct 238 of the throttle, the degree of rarefaction created at the second aspirator 216 can be controlled.

The vacuum generated by the second aspirator 216 can be used in combination with vacuum in the intake manifold under naturally aspirated conditions to move fuel vapor from each crankcase and adsorber to the intake manifold 144 of the engine for purging. A check valve 70 connected to the vacuum inlet of the second aspirator 216 prevents backflow to the aspirator. Through the use of rarefaction in the intake manifold, enlarged by an aspirator, the depression of the vacuum can be reduced, which is formed otherwise, when the DVK approaches or will be equal to the database. As shown in FIG. 4, by reducing the vacuum depression in the manifold, they increase the purge efficiency and significantly reduce the need (to match the need for vacuum in the vacuum depression) in the vacuum pump.

A further embodiment 300 of the invention of the engine system 10 is shown in FIG. 3, wherein the engine system comprises a third aspirator to increase vacuum in the intake manifold. In particular, a third aspirator 316 is installed in the crankcase ventilation line 80 between the crankcase outlet 114 and the intake manifold 144. In the case of naturally aspirated operation, the intake air is supplied from the downstream region of the air purifier 33 to the crankcase 114 through the ventilation pipe 178, and from there the crankcase gases are directed to the compressor inlet through the ventilation line 80. The crankcase flow is used by installing a third aspirator 316 in the ventilation line 80 so that the entire crankcase flow is directed through the third aspirator 316. In one embodiment, ticipate invention, the third aspirator 316 may be an analog of the choke valve, and reduces the need for specially designed ventilation valve (e.g., valve 28 in FIGURE 1-2). In the depicted embodiment, where the third aspirator has the properties of an air damper with a pressure drop of about 10 kPa, the air damper can lead to a constant flow rate at any pressure drop in excess of 10 kPa, for example.

Under boost conditions, the vacuum created on the third aspirator 316 is then used, in addition to the vacuum created on the first aspirator 116, to draw fuel vapor from the crankcase and adsorber into the engine intake manifold. By increasing the vacuum created by the vacuum in the intake manifold and the vacuum created by using the crankcase flow, the vacuum required to purge the fuel vapor can be achieved, in particular under conditions where otherwise a vacuum depression may occur in the manifold, without the need for specially vacuum pump. In supercharged conditions, a compressor bypass can be used at the first aspirator 116, as well as for drawing out the fuel vapor of the purge from the adsorber and crankcase gases along the purge line 82 and the ventilation line 80 to the compressor inlet 14. It should be understood that the fuel vapor from the adsorber and the crankcases are pulled into the intake manifold in a general direction under naturally aspirated conditions. Similarly, the fuel vapor from the adsorber and the crankcase is drawn in at the compressor inlet in the general direction under supercharging conditions. Thus, the configuration allows crankcase gases to flow out of the crankcase in a general direction under supercharged and naturally aspirated conditions, which allows the use of a single oil separator 96 at the outlet of the crankcase. For comparison, a dual-flow configuration would require several oil separators on each side of the crankcase. Thus, the configuration not only provides for the combined processing of the fuel vapor of the adsorber and the crankcase gases, but also the advantages of using fewer components.

Although in FIG. 2 shows an increase in purge rarefaction provided by an intake manifold with a vacuum created using a bypass throttle, and FIG. 3 shows an increase in purge vacuum provided by an intake manifold with a vacuum created by the crankcase, in other embodiments, the engine system may be configured to hold a second aspirator 216 (in FIG. 2) and a third aspirator 316 (in FIG. 3) so that purge vacuum could be increased by throttle bypass and crankcase. It should be understood that in embodiments of the engine of FIG. 1 and 2, a first aspirator 116 is shown that draws fuel vapor from a crankcase 114 through a crankcase ventilation valve 28. In the embodiment of FIG. 3 fuel vapors from the crankcase flow pass through a third aspirator 316 before being directed to the first aspirator 116. Thus, either the crankcase ventilation valve 28 or the third aspirator 316 (or the air damper as the third aspirator) can limit the flow rate of the fuel vapors leaving the crankcase 114 through an oil separator 96. Additionally, either the crankcase ventilation valve 28 or the third aspirator 316 (or the air damper as the third aspirator) can reduce (for example, restrict) the flow rate of fuel vapors from arter 114 into the first aspirator 116 and the second aspirator 216.

Thus, the system of FIG. 1-3 provides a vacuum at the first aspirator using the bypass flow of the compressor in a supercharged operation, providing increased vacuum at the intake manifold by creating a vacuum at the second aspirator using the bypass flow of the intake throttle and / or on the third aspirator using the crankcase in naturally aspirated work. Then, under conditions of working with pressurization and without pressurization, the created vacuum can be used to purge fuel vapors from each adsorber and crankcase into the intake manifold. By combining the fuel vapor from the adsorber in a common purge line, the purge of the adsorber can be better coordinated with crankcase ventilation. By drawing vapors from the adsorber and vapors from the crankcase in a general direction through the oil separator (i.e., one-way flow) under conditions of supercharged and non-supercharged operation, the advantages of using fewer components, for example, reducing the need for multiple oil separators, are provided.

An example of how the embodiment of the invention in FIG. 2-3 provides an increase in vacuum in the intake manifold, shown with reference to FIG. 4. In particular, the circuit 400 includes an upper graph 401 depicting the pressure along the y axis and the compression ratio along the x axis. The bottom graph 402 depicts a vacuum along the y axis and a compression ratio along the x axis. The upper graph 408 shows the throttle inlet pressure (DVD) if the boost pressure regulator of the boost device is closed on graph 408, and the throttle inlet pressure if the boost pressure regulator of the boost device has been adjusted to keep the DVD pressure constant above the DVC on graph 407.

If the pressure in the manifold of the DVK (graph 406) is lower than the barometric pressure of the DB (dashed line), the engine can operate in throttle mode (or without boost). Under such conditions, a purge vacuum to purge the adsorber and crankcase ventilation can be provided by vacuum in the intake manifold (graph 410) or by an aspirator supplying air at the air handling unit (or DVD) and releasing air at the air intake system, for example, suction pump 216 in FIG. 2 (chart 414). When using only DVK to create a vacuum (graph 410), the available blowdown vacuum reaches zero when the DVK is equal to the barometric pressure. If the pressure in the manifold of the DVK (graph 406) is higher than the barometric pressure of the DB (dashed line), the engine can be supercharged. Under such conditions, a purge vacuum for purging the adsorber and crankcase ventilation can be provided by a first aspirator 116 (FIG. 1) connected to a compressor bypass line (graph 412). In particular, the first aspirator 116, operating on charge air, delivers air under pressure at the inlet of the throttle (DVD, 407) and releases under pressure at the inlet of the compressor (DnVK). Therefore, it can begin to increase the vacuum as soon as the DVD exceeds the DNVK. In addition, the lead stream is derived from the difference between plot 407 and DnVK on plot 401, and the lead stream forms a rarefaction curve 412. In other words, plot 414 shows the rarefaction gain obtained from using an aspirator moving from the DB to the DVK, while the plot 412 shows the rarefaction gain obtained from using an aspirator moving from DVD to DNVK.

A second aspirator connected to the bypass line of the throttle can also be used in naturally aspirated conditions to ensure vacuum blowdown. Thus, by itself, the second aspirator can create a vacuum according to the profile in graph 414. As the DCV approaches the DB, the vacuum in the intake manifold decreases until the vacuum is sufficient to purge when the DCK = DB (when the compression ratio is 1). Additionally, under such conditions, neither the first aspirator nor the second aspirator have sufficient vacuum to allow purging. As a result, a depression depression 416 appears when the DCK is equal to the DB. Such a decrease in the presence of purge rarefaction, when the DCI is equal to the DB, leads to a corresponding decrease in the purge efficiency, worsening the emission characteristics.

The power of the second aspirator (for example, the aspirator 216 in FIG. 2) installed between the DVD and the DVK is carried out from the pressure difference (see graph 401) of the DVD 407 and the DVK 406. By using the pressure difference maintained constant (in steady state), a vacuum can be provided overlying the cavity (418). In particular, the depression cavity 418 can be obtained by subtracting the DCE from the DVD. Since the second aspirator, based on the difference in pressure between the DVD and DVK, has a greater difference than the first aspirator, based on the difference in pressure between the DVD and DVK, it can better overlap the depression cavity 418. Those. graph 418 shows the rarefaction gain obtained from using an aspirator moving from a DVD to a DVK.

By using a second aspirator in conjunction with a vacuum in the intake manifold, the vacuum at the inlet can be increased, as shown by dotted line 418, which ensures that there is sufficient vacuum even under such conditions.

As for FIG. 5, it shows a method 500 for operating an engine system with multiple aspirators to increase the vacuum used to co-purge fuel vapors from an adsorber and a crankcase into an intake manifold. Through the use of vacuum from aspirators, the vacuum requirement for purging can be met without reducing fuel economy.

At step 502, the algorithm comprises evaluating and / or measuring engine performance parameters. This may include, for example, engine speed, engine temperature, catalyst temperature, DVK, MRV, OBD, adsorber load, vacuum level in a vacuum tank connected to a vacuum-consuming device, etc. At 504, compliance with the canister purge conditions can be determined. In one example, the adsorber purge conditions can be considered satisfied if the hydrocarbon load (as established or predicted) on the adsorber is above a threshold value. In another example, purge conditions can be considered satisfied if the threshold period or travel distance has passed since the last purge of the adsorber.

If the purge conditions are confirmed, the algorithm proceeds to step 506 to determine if the engine is supercharged. For example, you can compare the DCK with the database to determine the availability of working conditions with boost. If supercharging conditions are present, the algorithm proceeds to perform purging under supercharging conditions in steps 508-510, as described below. Otherwise, if there are no boost conditions, the algorithm proceeds to perform a purge under boost conditions in steps 512-514, as described below.

If the supercharging conditions are confirmed, at step 508, the algorithm contains the direction of a portion of the intake air compressed by the compressor through a first aspirator installed parallel to the compressor bypass, upstream of the engine intake manifold. In particular, the bypass flow of the compressor can be directed through the first aspirator and used to create a vacuum. The first aspirator can be placed in a tube mounted parallel to the bypass line of the compressor. Creating a vacuum at the first aspirator using a compressor bypass can include opening the first valve to divert part of the compressed intake air from the area downstream of the compressor through the tube and through the first aspirator to the area upstream of the compressor. The degree of vacuum at the first aspirator can be changed by the controller by controlling the opening of the compressor bypass valve. In particular, the degree of rarefaction created by the first aspirator can be increased as the opening of the compressor bypass valve increases to divert more compressed air through the first aspirator.

At step 510, the vacuum created at the first aspirator using the compressor bypass can be applied to the fuel system adsorber and crankcase so that fuel vapor is purged from the adsorber and crankcase to the compressor inlet for subsequent purging into the intake manifold. Thus, in conditions of working with supercharging, fuel vapor from the adsorber and crankcase gases are sent to the intake manifold through the inlet to the compressor. Purging fuel vapor from an adsorber comprises opening a purge valve installed between the adsorber and the intake manifold to move fuel vapor from the adsorber along the purge line to the compressor inlet due to the vacuum created in the first aspirator. At the same time, the ventilation valve can be opened so that the crankcase gases are drawn into the compressor inlet through the ventilation line due to the vacuum created in the first aspirator. As shown in FIG. 1-3, the purge line and the vent line can be combined so that the fuel vapor from the adsorber and the crankcase are combined in a common vacuum line and drawn in at the compressor inlet in a first general direction under pressurized conditions. Thus, they provide joint processing of vapors of both types. Fuel vapors drawn in at the compressor inlet can be moved to the intake manifold for subsequent combustion. Both types of vapors can be drawn in substantially at atmospheric pressure. The opening of the purge valve may be based on the desired air-fuel combustion ratio for the engine and the position of the crankcase ventilation valve mounted between the crankcase and the intake manifold.

Returning to step 506, if the working conditions of the supercharged engine are not confirmed, then at step 512, the algorithm contains the use of the intake manifold vacuum at the adsorber and the crankcase for drawing out the fuel vapors for their purging. Thus, in a naturally aspirated environment, fuel vapors from the adsorber and crankcase are sent directly to the intake manifold. Blowing off fuel vapor from an adsorber comprises opening a purge valve installed between the adsorber and the intake manifold to move fuel vapor from the adsorber along the purge line to the intake manifold due to vacuum in the intake manifold created by the rotating engine. At the same time, the ventilation valve can be opened so that the crankcase gases are drawn into the intake manifold through a vent line. As shown in FIG. 1-3, the purge line and the vent line can be combined so that the fuel vapor from the adsorber and the crankcase are combined in a common vacuum line and drawn into the intake manifold in a first general direction under naturally aspirated conditions. Thus, they provide joint processing of vapors of both types. The opening of the purge valve may be based on the desired air-fuel combustion ratio for the engine and the position of the crankcase ventilation valve mounted between the crankcase and the intake manifold. For example, opening a purge valve may be based on whether the ventilation valve is in a high or low flow position.

In an embodiment of the invention, at step 514, the vacuum in the intake manifold can be increased. As indicated above, in the conditions of working with pressurization, the first aspirator in the compressor bypass line provides the vacuum required to purge the fuel vapors and crankcase ventilation. Then, in a naturally aspirated environment, vacuum in the manifold is used to create the vacuum required to purge the fuel vapor and crankcase ventilation. However, under conditions where the DVK is essentially equal to the barometric pressure (DB), the vacuum in the manifold, as well as in the first aspirator, may be insufficient. This leads to the formation of a depression depression. Low vacuum availability under these conditions can reduce purge efficiency. Thus, if the adsorber is not sufficiently purged and the crankcase ventilation is not properly performed, the exhaust emission characteristics may be impaired.

The vacuum in the intake manifold can be selectively increased by creating a vacuum at the second aspirator due to the bypass flow of the intake throttle. The second aspirator can be placed in a tube (or bypass channel of the throttle) mounted parallel to the inlet throttle. Creating a vacuum at the second aspirator using the bypass flow of the throttle may include opening a second valve to divert part of the compressed intake air from the region upstream of the throttle through the tube and through the second aspirator to the region downstream of the throttle. The degree of depression at the second aspirator can be changed by the controller by controlling the opening of the bypass valve of the throttle, the degree of depression at the second aspirator is increased as the bypass valve of the throttle opens. As a complement or alternative, the vacuum in the intake manifold can be increased by directing fuel vapors from the crankcase into the intake manifold with a third aspirator. The vacuum created on the third aspirator can then be used in the adsorber to purge the fuel vapor from the adsorber into the intake manifold. Thus, the crankcase flow can be used to increase the vacuum in the intake manifold.

In one example, when the engine is supercharged, the controller can direct fuel vapors in the first direction from the adsorber and the crankcase of the fuel system to the engine intake manifold due to the vacuum created in the first aspirator connected to the compressor. In particular, a portion of the compressed air may be diverted from the area downstream of the compressor to the area upstream of the compressor through a first pipe (or compressor bypass) installed parallel to the compressor. The diverted portion of the compressed air may be directed through a first aspirator installed in the first tube, and the vacuum may be drawn from the first aspirator. Such a vacuum created at the first aspirator due to the bypass flow of the compressor is then used as a vacuum blowdown under conditions of work with pressurization. Fuel vapors may be directed into the intake manifold through the compressor inlet. Here, the flow rate of compressed air discharged through the first aspirator does not depend on the position of the inlet throttle. The portion of compressed air discharged through the first aspirator into the first tube can be changed by adjusting the first valve in the first tube upstream of the first aspirator. In this way, the created purge vacuum can be changed.

For comparison, when operating the engine without pressurization, the controller can direct fuel vapors from the adsorber and crankcase in the first direction to the intake manifold due to vacuum in the intake manifold. Fuel vapors can be routed directly to the intake manifold. In addition, the vacuum in the intake manifold can be selectively increased by the vacuum created in the second aspirator connected to the intake throttle. In particular, a portion of the intake air may be diverted from an area upstream of the inlet throttle to an area downstream of the throttle through a second pipe (or bypass channel of the throttle) mounted parallel to the throttle. The diverted portion of the intake air may be directed through a second aspirator mounted in the second tube, and the vacuum may be drawn from the second aspirator. Part of the intake air discharged through the second aspirator into the second tube can be changed by adjusting the second valve in the second tube upstream of the second aspirator. Here, the flow rate of the intake air discharged through the second aspirator may be based on the position of the intake throttle.

In addition or optionally, the vacuum in the intake manifold can be selectively increased by a vacuum created on a third aspirator connected to the crankcase. In particular, both crankcase gases and fuel vapors can be drawn into the intake manifold by vacuum in the intake manifold through a vent line through a third aspirator. The crankcase gases can be directed into the intake manifold through a third aspirator, and the vacuum can be drawn through the third aspirator. The fuel vapors can then be directed in the first direction from the adsorber and the crankcase to the intake manifold due to increased vacuum in the intake manifold. Here, a selective increase in vacuum in the intake manifold contains an increase in vacuum in the intake manifold when the pressure in the intake manifold differs from the barometric pressure by a limiting value.

As for FIG. 6, it shows an alternative embodiment 600 of an example engine system 1.00 of FIG. 1, where the first aspirator 116 draws fuel vapors from the crankcase 114 through an oil separator 96, the fuel vapors bypass the crankcase ventilation valve 28. Since the crankcase ventilation valve 28 is not in the way of the flow of fuel vapors leaving the crankcase towards the first aspirator 116, the crankcase ventilation valve 28 cannot restrain (for example, restrict) the flow rate of fuel gases from the crankcase 114 to the first aspirator 116. Note that the adsorber 22 and the corresponding pipe are not shown in FIG. 6 (or FIG. 7 and 8) for simplicity. In addition, the plurality of components shown in Embodiment 600 of FIG. 6 may be similar to those shown in FIG. 1. Accordingly, the same numbering has been applied to these components and they will not be resubmitted.

Similar to the engine system 100 in FIG. 1, the control valve 122 of the first aspirator, installed in series with the first aspirator 116, can regulate the flow rate of compressed air passing through the first aspirator 116. The air passing through the first aspirator 116 through the first tube 138 can provide a vacuum at the first aspirator 116. Thus , the control valve 122 of the first aspirator can control the creation of vacuum at the first aspirator 116 by controlling the air flow through the first tube 138. Therefore, the control valve 122 of the first a piratora can be constantly maintained in the open position during engine operation except for the time when the cranking is required of the turbocharger, for example, under conditions of high acceleration. In one example, control valve 122 of the first aspirator is closed only when the driver first presses the accelerator pedal. Thus, under conditions of working with pressurization at the first aspirator, vacuum is created using the flow of the bypass line of the compressor. In some embodiments, the control valve 122 of the first aspirator may not be present. Here, air flow through the first tube 138 may occur each time there is a pressure differential in the inlet channel 142 between the area after the compressor (for example, a part of the inlet channel downstream of the compressor 14) and the inlet of the compressor 14 (for example, a part of the inlet channel 142 upstream from the compressor 14).

The first aspirator 116 can be fluidly connected to the oil separator 96 of the crankcase 114 through a first ventilation pipe 680 and a second ventilation pipe 684. A check valve 51 connected to the first vacuum inlet of the first aspirator 116 can block the return flow from the first aspirator 116 to the crankcase 114 along the second ventilation pipe 684. The check valve 51 is installed as desired. As shown, a first ventilation pipe 680 and a second ventilation pipe 684 are connected at a node 612. A third ventilation pipe 682 is also shown to be connected to a first ventilation pipe 680 and a second ventilation pipe 684 at a node 612. In other words, a first ventilation pipe 680 exiting the crankcase 114 through the oil separator 96, it may be divided into a second ventilation pipe 684 and a third ventilation pipe 682 in a node 612. In other words, a third ventilation pipe 682 and a second ventilation pipe 684 are combined into a first valve tional tube 680 in the node 612.

The crankcase ventilation valve 28 is installed in the third ventilation pipe 682 downstream of the assembly 612, and therefore can only control the flow of fuel vapor along the third ventilation pipe 682. Thus, the crankcase ventilation valve 28 may not control the flow of fuel vapor from the crankcase 114 through the second ventilation tube 683. In particular, the flow of fuel vapor from the crankcase 114 to the first aspirator 116 may not be controlled by the crankcase ventilation valve 28. Thus, when the control valve 122 of the first aspirator passes a stream of compressed air through the first aspirator 116, and a vacuum is created at the first aspirator 116, fuel vapors from the crankcase 114 can be drawn into the first aspirator 116 through the oil separator 96, through the first vent pipe 680, bypassing the assembly 612, through a second ventilation pipe 684 parallel to the non-return valve 51. In particular, fresh air may flow from an area downstream of the air cleaner 33 and upstream from the compressor 14 to the ventilation pipe 178, and then to the arter 114 through the inlet 616 of the crankcase 114. Fresh air can then exit the crankcase 114 together with fuel vapors in the crankcase 114 through an oil separator 96 at the outlet 618 into the first ventilation pipe 680. In a supercharged environment, when the engine> DB, for example, when the DVK is substantially equal to the pressure at the inlet of the throttle (DVD), as measured by the DVD sensor 660, fuel vapors from the crankcase 114 may flow into the first aspirator 116, bypassing the crankcase ventilation valve 28, as described above. Thus, it is under such conditions that fuel vapors can be removed from the crankcase 114 without controlling the crankcase ventilation valve 28. In addition, fuel vapors from the crankcase may not be routed to the third ventilation pipe 682 when the DVK is larger than the OBD. In addition, the check valve 54 may block air flow from the intake manifold 144 to the crankcase 114.

DVD sensor 660, as shown in FIG. 6 may be installed in the inlet channel 142 downstream of the compressor 14 and upstream of the inlet throttle 20. The DVD sensor 660 may provide an estimate of the boost pressure.

In cruising mode, the engine can operate at a lower boost level (as measured by the DVD sensor 660). In addition, when the engine is operated with reduced boost, the intake throttle 20 can be partially closed, allowing the DVK to be lower than the OBD. Thus, under conditions when the DVD is larger than the DB, the DVK may be lower than the DB depending on the position of the inlet throttle. Thus, in the intake manifold 144 may be a condition of small vacuum (for example, 10 kPa gage). Small vacuum conditions in the intake manifold may contain a DCF less than the DB within the limit value, for example, the DB - DCK ≤ threshold value. In other words, a small vacuum in the intake manifold may be present when the DCS is less than the DB by the threshold limit. The threshold value in one example may be 15 kPa huts. Here, the vacuum in the intake manifold can be at a level of 0 to 15 kPa. In another example, the threshold value may be equal to 20 kPa h. Here, the vacuum in the intake manifold can be at a level of 0 to 20 kPa. Thus, a vacuum in the intake manifold that is greater than the threshold value cannot be considered as small. It should be understood that depression can also be called negative pressure.

When a small vacuum is created in the intake manifold 144 downstream of the intake throttle 20, the crankcase ventilation valve 28 may be opened so that additional fuel vapors flow into the intake manifold 144 through a third ventilation pipe 682 and through a check valve 54 installed in the third ventilation pipe 682 For example, if the crankcase ventilation valve is a valve that changes the flow restriction in response to a pressure drop in it, a small vacuum in the intake manifold 144 may lead to a greater opening to crankcase ventilation valve 28.

In one configuration example, the crankcase ventilation valve 28 may comprise a substantially conical element (also called a cone) mounted inside the valve body, the cone being directed inside the valve body so that its conical end faces the end of the valve body associated with the intake manifold. When there is no vacuum in the intake manifold, for example, with the engine turned off, the spring holds the base of the cone pressed against the end in communication with the crankcase of the valve body so that the crankcase ventilation valve (VK) is in the fully closed position.

When there is a higher degree of vacuum (for example, a vacuum deeper than 50 kPa) in the intake manifold, for example, when the engine is idling or during deceleration, the cone is moved inside the valve body to the end of the valve body associated with the intake manifold, due to a significant increase vacuum in the intake manifold. At this time, the crankcase ventilation valve is substantially closed and the crankcase passes through a small annular opening between the cone and the valve body. Since during engine idling or during deceleration, less leaking gases may form, a small annular hole may be sufficient for crankcase ventilation.

When the vacuum in the intake manifold is at a lower level (for example, from 15 to 50 kPa), for example, in the engine with the throttle not fully open, the cone is moved closer to the end of the valve body associated with the crankcase, and the ventilation flow of the crankcase passes through a larger annular hole between the cone and the valve body. At this time, the crankcase ventilation valve may be partially open. When the engine is running with a partially open throttle, there may be an increased amount of leaked gases in the crankcase as compared to the engine idling or when slowing down, so a larger annular opening may be necessary for crankcase ventilation.

Finally, with a further decrease in vacuum in the intake manifold to lower levels, for example, in cruising mode (for example, from 0 to 15 kPa), the cone is moved much closer to the end of the valve body associated with the crankcase, and the ventilation flow of the engine crankcase passes through a larger annular hole between the cone and the valve body. At this time, the crankcase ventilation valve (for example, the crankcase ventilation valve 28) can be fully open so that the crankcase ventilation flow through the crankcase ventilation valve is larger (for example, maximum). Thus, in this configuration example of the crankcase ventilation valve, as the pressure drop across the crankcase ventilation valve decreases, the opening of the crankcase ventilation valve can be increased.

By increasing the opening of the crankcase ventilation valve 28, an additional stream of fuel vapors from the crankcase 114 can pass through it. These additional fuel vapors passing through the crankcase ventilation valve 28 through the third ventilation pipe 682 can directly (for example, without passing through the first aspirator 116 or not entering the compressor inlet 14) enter the intake manifold 144 at a location 617 downstream of the inlet throttle 20. It should be understood that additional fuel vapors from the crankcase 114 entering directly into the inlet the manifold 144 downstream of the inlet throttle 20 through the third ventilation pipe 682 can be moved at the same time that the fuel vapor from the crankcase 114 passes through the first aspirator 116 to the inlet of the compressor 14 through the first pipe 138. For clarification, in cruising mode when the engine operates with lower boost levels, but with a small vacuum in the intake manifold, the fuel vapors from the crankcase 114 can be removed in parallel in two ways: by the first aspirator 116 to the inlet of the compressor 14 through the first tube 138 and through the vent valve 28 crankcase directly into the intake manifold 144 through the third vent pipe 682. For further explanation, in cruising mode, fresh air entering the crankcase 114 through the vent pipe 178 at the inlet 616 can exit the crankcase 114 at the outlet 618 through the oil separator 96 together with fuel vapors in the crankcase 114. At a node 612, a first portion of the fuel vapor may flow into a second ventilation pipe 684 toward the first aspirator 116, while a second portion (eg, the remaining portion) of fresh air and fuel vapors exiting the crankcase 114 may flow into the third ventilation pipe 682 through the crankcase ventilation valve 28 and enter directly into the intake manifold 144. Alternative embodiments of the invention may include a crankcase ventilation valve 28 installed in the first ventilation pipe 680 instead of the third ventilation pipe 682 .

Thus, under the conditions of a supercharged engine (for example, when DVD> DnVK), and when there is a small vacuum in the intake manifold (for example, 0-15 kPa), additional fuel vapors from the crankcase can be directed along the path with slight restrictions to the side intake manifold. Additionally, at the same time, fuel vapors from the crankcase can also be directed to the first aspirator, providing a faster reduction in the amount of fuel vapors from the crankcase.

As for FIG. 7, it shows an alternative embodiment 700 similar to the embodiments of FIG. 2 and FIG. 6. As in FIG. 2, embodiment 700 of the invention of FIG. 7 comprises an aspirator 216 installed bypassing the inlet throttle 20 within the bypass channel of the throttle 238. As in FIG. 2, the bypass throttle valve 222 can be opened to divert part of the intake air received from the compressor 14 from the region upstream of the intake throttle 20 through a pipe 238 to the intake manifold 144 downstream of the intake throttle 20. Air passing through the bypass channel 238 the throttle, can be directed from the inlet of the second aspirator 216 to the output of the second aspirator 216. The flow through the second aspirator 216 can be used for the vacuum drawn from the vacuum inlet of the second aspirator 216. This vacuum can be used but to the crankcase ventilation valve 28 to draw fuel vapor from the crankcase 114.

FIG. 7 contains many components shown in embodiment 600 of FIG. 6 and embodiment 200 of FIG. 2. Accordingly, the same numbering has been applied to these components and they will not be resubmitted.

The vacuum generated by the second aspirator 216 can be used in combination with a vacuum in the intake manifold under conditions when the exhaust air intake is smaller than the air intake (for example, in naturally aspirated operation and when the air intake is lower than the exhaust air intake), to draw fuel vapors from the crankcase into the intake manifold 144. A non-return valve 70 connected to the vacuum inlet of the second aspirator 216 prevents backflow from the second aspirator 216 to the crankcase 114. The vacuum of the aspirator can increase the vacuum in the intake manifold, in particular when the vacuum level in the inlet knom small reservoir. As shown in FIG. 2, fuel vapors passing through the crankcase ventilation valve 28 from the crankcase 114 can enter the intake manifold 144 downstream of the inlet throttle 20 in one of two ways: through the second aspirator 216 through the bypass channel 238 of the throttle and due to the check valve 54 Handset 738.

Similar to FIG. 6, the first aspirator 116 is fluidly connected to the crankcase 114 through a second ventilation pipe 684 and a first ventilation pipe 680. Additionally, fuel vapors may flow from the crankcase 114 to the first aspirator 116 without passing through the crankcase ventilation valve 28.

In an embodiment 700 of the invention of FIG. 7, the flow of fuel gases from the crankcase 114 under conditions of working with pressurization at DCE> DB and under conditions of operation without pressurization (for example, when DVD = PSU) can be similar to that described above with reference to FIG. 1 and 2. However, under conditions when the DVD is higher than the DB, but the DVK is lower than the DB, for example, at low boost levels with a low vacuum level in the intake manifold, the fuel vapor can be purged from the crankcase 114 in three ways: due to the first aspirator 116, at the expense of the second aspirator 216 and the pipe 738. Thus, at low vacuum levels in the intake manifold, the second aspirator 216 can increase the vacuum level in the intake manifold by creating a vacuum from the bypass flow of the throttle in the bypass channel 238 of the throttle. Thus, due to rarefaction in the intake manifold and rarefaction at the second aspirator 216, fuel vapors from the crankcase 114 can be pulled through the crankcase ventilation valve 28 to the intake manifold 144. Thus, the crankcase ventilation valve 28 can be opened with a small vacuum in the intake manifold. as described above, allowing fuel vapors to pass through it.

To clarify, under conditions when the engine is supercharged with a small vacuum in the intake manifold, fuel vapors flowing from the crankcase 114 exit through the outlet 618 through the oil separator 96 to the first ventilation pipe 680, and in the unit 612 the first part of the fuel vapor is directed into a second ventilation pipe 684 and a first aspirator 116, and then to the inlet of the compressor 14 (or upstream of the compressor 14). At the same time, the remaining part of the fuel vapors (for example, fuel vapors that are not directed to the second ventilation pipe 684) can be sent from the node 612 to the third ventilation pipe 682 and through the crankcase ventilation valve 28. The second part of this remaining part of the fuel vapor can be directed to the second aspirator 216 due to the check valve 70 and then to the intake manifold 144 downstream of the inlet throttle 20, while the third part of the remaining part of the fuel vapor can be sent directly to the inlet manifold 144 through pipe 738 to location 617. In other words, fuel vapors exiting the crankcase may be directed to first aspirator 116, second aspirator 216 and directly to the intake manifold via pipe 738 at the same time.

The throttle bypass valve 222 may be optional, and when the throttle bypass valve 222 is absent, air flow in the bypass channel 238 of the throttle occurs due to the difference between the pressure at the inlet of the throttle and the pressure in the intake manifold (e.g., DVK).

An example system may thus comprise an engine comprising an intake manifold; a compressor installed in the inlet channel to provide charge air charge; compressor bypass installed in bypass of the compressor; a compressor bypass channel comprising a compressor bypass valve; a first aspirator connected to a compressor bypass; throttle installed in the inlet; throttle bypass channel installed bypassing the throttle; a throttle bypass channel comprising a throttle bypass valve; a second aspirator connected to the bypass channel of the throttle; sump; a crankcase outlet in fluid communication with a first aspirator, a second aspirator, and an intake manifold; a crankcase ventilation valve (VK) that controls the flow between the crankcase outlet and the second aspirator or intake manifold; the VK valve does not control the vapor flow between the crankcase outlet and the first aspirator.

The system may further comprise a controller containing machine-readable instructions stored in long-term memory for: under the first condition, the direction of compressed air from the area downstream from the compressor to the area upstream from the compressor through the bypass channel of the compressor, creating a vacuum at the first aspirator, and using vacuum for drawing fuel vapors from the crankcase outlet into a first aspirator; under the second condition - the direction of air from the region upstream from the throttle to the region downstream of the throttle due to the bypass channel of the throttle, creating a vacuum at the second aspirator and using the vacuum to draw additional fuel vapor from the crankcase outlet into the second aspirator, and then into the intake manifold while continuing to draw fuel vapors from the crankcase outlet into the first aspirator. The first condition may contain pressurized conditions and the pressure in the intake manifold is greater than the barometric pressure, and the second condition may include pressurized conditions and the pressure in the intake manifold is lower than the barometric pressure. Fuel vapors sent to the first aspirator may be directed to the compressor inlet before being directed to the intake manifold. In addition, under the second condition, additional fuel vapors can also be directed from the crankcase directly to the intake manifold by a VK valve bypassing the first aspirator and second aspirator.

In FIG. 8 shows yet another alternative embodiment 800 of the invention, similar to embodiment 700 of FIG. 7 and Embodiment 200 of FIG. 2. In addition, the plurality of components shown in Embodiment 800 of FIG. 8 may be similar to those shown in FIG. 7 and FIG. 2. Accordingly, the same numbering has been applied to these components and they will not be resubmitted.

Embodiment 800 of the invention comprises a second aspirator 216 mounted in the bypass channel 838 of the throttle. The throttle bypass channel 838 comprises a throttle bypass valve 828, which may be similar to the crankcase ventilation valve 28 of the previous embodiments. Thus, the throttle bypass flow can be controlled by opening the throttle bypass valve 828. In one example, as described above, the opening of the throttle bypass valve 828 can be changed along with the change in pressure in the throttle bypass valve 828.

Embodiment 800 of the invention also comprises a diaphragm 814 mounted in the pipe 820, which can control the flow of fuel gases in the pipe 820. A check valve 854, mounted in series with the diaphragm 814, provides a flow of fuel gases from the crankcase 114 in the direction of the intake manifold 144 (to location 617 ) and can block the flow from intake manifold 144 towards crankcase 114. Thus, diaphragm 814 can tolerate lower fuel gas velocities during deep vacuum (eg, higher vacuum levels) during final year at the reservoir. In other words, the diaphragm 814 can function as an air damper measuring the crankcase gas flow to the intake manifold 144. If there is no diaphragm 814, the crankcase gas flow directly to the intake manifold may become larger than required, resulting in more air and / or more fuel vapor than required, which will lead to functioning problems. However, if less crankcase gases enter the intake manifold (for example, when the diaphragm 814 dispenses crankcase gas flow), the required air-fuel ratio can be obtained by opening the throttle 20 to increase the air flow rate and / or increase the fuel injection to increase the fuel flow rate.

It should be understood that in the illustrated example embodiment of the invention in FIG. 8, the throttle bypass valve 828 is installed downstream of the second aspirator 216. If the throttle bypass valve 828 is installed as shown (downstream of the second aspirator 216), gases from the crankcase 114 may not bypass the diaphragm 814, even when the throttle bypass valve 828 is closed . In other words, if the throttle bypass valve 828 is closed, the vapors from the crankcase 114 may not be drawn into the second aspirator 216 through the check valve 70.

Similar to FIG. 6 and 7, the fuel vapors from the crankcase 114 can be directed to the first aspirator 116 when the engine is supercharged (DVK> OBD and DVD> OBD), while bypassing the throttle bypass valve 828. In the conditions of operation with supercharging, the flow of fuel vapor from the crankcase through a second aspirator 216, throttle bypass valve 828, or diaphragm 814 may not be present. In naturally aspirated conditions, for example, DVD = DB and DVK <DB, the vacuum level in the intake manifold can be deeper, which allows fuel vapor to flow through the diaphragm 814 into the intake manifold 144. Additionally, the throttle bypass valve 828 can be opened, which allow air to flow from the region upstream of the throttle 20 to the region downstream of the throttle 20 through the bypass channel 838 of the throttle and the second aspirator 216. Due to the vacuum created at the second aspirator 216 due to the bypass flow of the throttle, fuel vapor The fumes and gases from the crankcase 114 can be drawn into the second aspirator 216 and through the throttle bypass valve 828 into the intake manifold 144 downstream of the throttle 20. In naturally aspirated operation, fuel vapors from the crankcase may not be directed to the first aspirator 116.

At lower boost levels present simultaneously with low vacuum levels in the intake manifold, the fuel vapors from the crankcase can also be directed to the first aspirator 116, the second aspirator 216, and to the diaphragm 814. For clarification, fresh air is drawn in through the vent pipe 178 from an area upstream of the compressor 14 to the crankcase 114 through the inlet 616, can blow fuel vapors into the crankcase through an oil separator 96 at the outlet 618 into the first ventilation pipe 680. At a node 612, the first fuel portion more vapors (and fresh air) can flow into the second ventilation pipe 682 towards the first aspirator 116, while the remaining part of the fuel vapor is directed to the pipe 882. Then, at a node 812, the second part of the fuel vapor can be diverted into the pipe 816 in the direction of the second aspirator 216 and through the throttle bypass valve 828 to the inlet channel 142 downstream of the inlet throttle 20 at 617. Additionally, the third part of the fuel vapor (the remaining part) in the node 812 can be directed directly through the diaphragm 814 and the tube 820 directly but in the intake manifold 144 at location 617, bypassing the throttle bypass valve 828. At low vacuum levels in the intake manifold, the diaphragm 814 can provide a lower flow rate relative to the speed of the second aspirator 216 and the throttle bypass valve 828. In other words, the fuel vapor leaving the crankcase 114 in cruise mode, can be directed to the first aspirator 116, the second aspirator 216 and directly to the intake manifold by the diaphragm 814 at the same time.

Thus, fuel vapors in the crankcase can be purged using vacuum in the intake manifold, as well as vacuum created in the first aspirator and second aspirator. By providing additional negative pressure, in addition to that available in the intake manifold, the crankcase can be blown more efficiently and completely, even at low levels of negative pressure in the intake manifold.

Thus, an example of a method for a supercharged engine may include, under supercharging conditions, creating a vacuum at the first ejector using a compressor bypass air flow, applying vacuum to the crankcase to draw the fuel vapor into the first ejector, and under cruising conditions and when pulling the vapor to the first ejector, the direction of additional fuel vapors from the crankcase to the intake manifold in the first direction through the crankcase ventilation valve. The fuel vapors from the crankcase can be drawn into the first ejector without passing through the crankcase ventilation valve. In addition, the cruise mode may include pressurized conditions in which the pressure in the intake manifold is lower than barometric pressure. In one example, the pressure in the intake manifold may be lower than the barometric pressure within a threshold value. In cruising mode, additional fuel vapors from the crankcase can be sent directly to the intake manifold, for example, without passing through the compressor inlet. In cruising mode, the method may further comprise drawing in additional fuel vapors into a second ejector (for example, second aspirator 216) installed bypassing the inlet throttle. In this case, the retraction of additional fuel vapor into the second ejector may include the use of the vacuum created at the second ejector to retract the additional fuel vapor into the second ejector, while the vacuum is created by the bypass flow of the throttle through the second ejector. In addition, in cruising mode, additional fuel vapors from the crankcase can be sent to the intake manifold by a second ejector. The method may also comprise: in naturally aspirated conditions, increasing the vacuum in the intake manifold by creating a vacuum at the second ejector using the bypass flow of the intake throttle and applying vacuum to the crankcase to draw out fuel vapor. Additionally, the method may also include: in conditions of operation without boost, the absence of a flow of fuel gases from the crankcase into the first ejector. In addition, the method may also include blocking the air flow from the first ejector to the crankcase by a check valve. In this case, fuel vapors passing to the first ejector and additional fuel vapors passing to the intake manifold exit the crankcase through a common outlet, for example, an oil separator 96 at the outlet 618.

As for FIG. 9, an exemplary algorithm 900 is presented illustrating crankcase ventilation under various engine operating conditions. In particular, Algorithm 900 describes crankcase ventilation when a supercharged engine is operating, but at lower boost levels with a DCF less than barometric pressure. Thus, the algorithm 900 is disclosed in relation to the systems shown in FIG. 6, 7 and 8, but it must be understood that similar algorithms can be used for other systems without departing from the scope of the present disclosure. The instructions for executing the algorithm 900 may be executed by a controller, for example, a controller 12 in FIG. 1 (and FIGS. 6, 7 and 8), based on instructions stored in the controller memory, and in combination with signals received from engine system sensors, such as the sensors disclosed above, and as shown in FIG. 1, 6, 7, and 8. The controller may use engine drives of the engine system, for example, the drives of FIG. 1, 6, 7 and 8, to adjust its operation in accordance with the algorithms disclosed below.

At step 902, an algorithm 900 evaluates and / or measures the available engine operating parameters. This may include, for example, engine speed, engine temperature, catalyst temperature, DVK, MRV, OBD, DVD, etc. Next, at 904, the algorithm 900 may determine if the supercharged engine is running. In particular, it can be determined whether the DVD and DVK are greater than the barometric pressure (DB). If not, the engine can operate without boost (for example, when the DVD is essentially equal to the database, and the DVK is less than the database). Accordingly, the algorithm 900 proceeds to step 906 to go to step 512 of the algorithm 500 described above. Thus, due to vacuum in the intake manifold (and optionally, vacuum at the second aspirator), fuel vapors from the crankcase and fuel vapor adsorber can be drawn in. Algorithm 900 is then completed.

If the supercharging conditions are confirmed in step 904, the algorithm 900 proceeds to step 908 to determine if the DCE is smaller than the DB in the supercharging conditions. For example, an engine can operate with lower boost levels (as measured by the DVD sensor) and a lower vacuum level in the intake manifold (as measured by the DVC sensor). Thus, the engine can operate in cruising mode.

Otherwise, the algorithm 900 proceeds to step 910 to determine if the engine is supercharged, and the DCV is larger than the database. Accordingly, in step 912, the algorithm 900 proceeds to step 508 of the algorithm 500 described previously. Here, a vacuum can be created at the first aspirator by directing a charge of air through the first aspirator, and this vacuum can be used in the crankcase and adsorber to draw fuel vapor into the first aspirator. These fuel vapors can be directed first to the compressor inlet and then to the intake manifold. Algorithm 900 is then completed.

However, if it is determined in step 908 that the DVK is lower than the DB in the conditions of working with pressurization (for example, the DVD above the DB), the algorithm 900 proceeds to step 914, where crankcase vapors (for example, fuel vapors in the crankcase, also called crankcase gases) are sent simultaneously to the compressor inlet and directly to the intake manifold, as previously described with reference to FIG. 6. In particular, at step 916, a vacuum in the intake manifold can be used to draw fuel vapor from the crankcase directly into the intake manifold, for example, through a third vent pipe 682 in FIG. 6. At the same time, in step 918, charge air can be directed through the first aspirator 116 through the first tube 138 to create a vacuum at the first aspirator. In one example, a compressor bypass valve may be opened to allow compressed air to flow into the first tube 138. The vacuum generated at the first aspirator 116 can be used to draw crankcase gases into the first aspirator, and then these fuel vapors can be directed to the compressor inlet upstream of compressor 14. Thus, fuel vapors drawn from the crankcase into the first aspirator bypass (for example, do not pass through) the crankcase ventilation valve. However, crankcase gases flowing directly to the intake manifold through a third ventilation pipe 682 pass through a crankcase ventilation valve.

At step 920, in alternative embodiments of the invention shown in FIG. 7 and 8, a small vacuum in the intake manifold can be increased by directing a portion of the intake air from the area upstream of the intake throttle 20 through the throttle bypass channel 238 (or the throttle bypass channel 838 and the throttle bypass valve 828 in FIG. 8) and through the second aspirator 216. Then, at step 922, the vacuum created at the second aspirator 216 by the throttle bypass flow in the tube 238 (and the throttle bypass channel 838 in FIG. 8) can be used to draw part of the crankcase vapors from the crankcase into the second aspirate op. In addition, fuel vapors drawn into the second aspirator can then be directed to the intake manifold 144. In addition to fuel vapors drawn into the second aspirator, additional fuel vapors can also be drawn directly into the intake manifold due to rarefaction in the intake manifold, for example, bypassing the check valve 54 through the tube 738 in FIG. 7 or through aperture 814 in FIG. 8. As indicated above, a portion of the fuel gases flowing to the second aspirator and then to the intake manifold 144 passes through the crankcase ventilation valve. Algorithm 900 is then completed.

Thus, an example of a method for a supercharged engine may comprise: when the engine is supercharged, pulling the first part of the fuel vapor from the first opening (e.g., exhaust port 618) of the crankcase into a first aspirator (e.g., first aspirator 116) installed in the compressor bypass while the fuel vapors bypass the crankcase ventilation valve (VK), and when the pressure in the intake manifold is less than barometric pressure and the engine is supercharged, use vacuum in the intake manifold for exhausts the second part of the fuel vapor from the first opening of the crankcase directly into the intake manifold (for example, through the third ventilation pipe 682 in FIG. 6, the pipe 738 in FIG. 7 or the diaphragm 814 in FIG. 8) and pulling the third part of the fuel vapor from the first opening of the crankcase in the second aspirator (for example, second aspirator 216) installed in the bypass channel of the throttle, a third of the fuel vapor passes through the second aspirator into the intake manifold. The second part of the fuel vapor may not pass through the first aspirator or second aspirator, while the second part of the fuel vapor and the third part of the fuel vapor may pass through the valve VK, as shown in FIG. 7.

The first part of the fuel vapor directed to the first aspirator can be directed to the compressor inlet, and then to the intake manifold, while the second part of the fuel vapor and the third part of the fuel vapor can enter the intake manifold without being directed to the compressor inlet. Vacuum can be created at the first aspirator by directing air through the bypass of the compressor and the first aspirator, and vacuum can be created at the second aspirator by directing air through the bypass of the throttle and the second aspirator. The method may further comprise, if the engine is naturally aspirated, and the pressure in the intake manifold is less than the barometric pressure, the absence of the direction of the first part of the fuel vapor to the first aspirator, but the continued movement of the second part of the fuel vapor and the third part of the fuel vapor from the crankcase. The method may also comprise, in pressurized conditions and when the pressure in the intake manifold is higher than barometric pressure, not directing fuel vapors or air through the crankcase ventilation valve. In particular, neither the second part of the fuel vapors, nor the third part of the fuel vapors can pass through the crankcase ventilation valve in supercharged conditions when the engine is> DB. In addition, in supercharged conditions and when the pressure in the intake manifold is higher than barometric pressure, only the first part of the fuel vapor can be directed to the first aspirator.

As for FIG. 10, there is shown a circuit 1000 depicting an example of a stream of fuel vapor from a crankcase under various engine operating conditions. Circuit 1000 contains a crankcase ventilation (VK) stream directed directly to the intake manifold (VKK) on schedule 1002, VK flow to a second aspirator on schedule 1004, VK flow to a first aspirator on schedule 1006, a change in pressure at the inlet of the throttle (also called boost pressure) ) on the graph 1008 (small strokes), the pressure change in the intake manifold (DVK) on the graph 1010 (bold line), the engine speed on the graph 1012 and the position of the accelerator pedal on the graph 1014. Line 1007 is the barometric pressure (DB). Thus, changes in pressure at the inlet of the throttle (ДВД) and ДВК are shown in relation to each other and to the database. All the above graphs are plotted along the y axis, while the time is shown along the x axis. Thus, time increases from left to right along the x axis. The example shown in FIG. 10 may be associated with the systems of FIG. 7 (and / or FIG. 8).

Between t0 and t1, the engine can idle while the pedal is fully released. Accordingly, the DCK (bold line in the graph 1010) can be significantly lower than the DB, while the pressure at the inlet of the throttle can essentially be similar to the DB. Between t0 and t1, boost pressure cannot be generated, and therefore the VK flow to the first aspirator is not possible. However, a lower flow rate of fuel vapor directing directly to the intake manifold is possible, and the second aspirator is indicated by shaded portions 1003 and 1005 in graphs 1002 and 1004, respectively. The shaded areas in graphs 1002 and 1004 may indicate a lower flow rate compared to a significant portion of graphs 1002 and 1004. Since the engine is idling, there is a deeper vacuum in the manifold, and the crankcase ventilation valve may allow a significantly lower flow rate through him. Thus, when the engine is idling, additional fuel vapors from sources such as the crankcase or adsorber may be undesirable. Accordingly, the additional fuel flow from the crankcase can be significantly reduced under idle conditions.

At time t1, the state of pressing the accelerator pedal with a sharp increase in the required torque at the time when the driver completely depresses the pedal is possible. For example, a car can pick up speed in order to match the speed of the highway. In response to an increase in the required torque, the engine speed can be sharply increased (graph 1012), as well as the pressure at the inlet of the throttle (graph 1008). Under these supercharged conditions, the pressure in the manifold may also be higher than the DB. Accordingly, the crankcase ventilation flow can be drawn into the first aspirator at time t1, since under aspirating conditions the first aspirator creates a vacuum. Since the DVK is higher than the DB, the crankcase ventilation flow through the second aspirator or directly into the VPC may be absent.

Between t1 and t2, they continue to work with boost, and the DCV is larger than the DB. Between t1 and t2, the engine speed can be gradually reduced so that in t2 cruising conditions can be achieved, and lower boost levels are created. In addition, at time t2, the DVK falls below the database. Thus, DVK can be lower than the database by a threshold value. Accordingly, the crankcase ventilation flow directly to the VPC can now occur simultaneously with the crankcase ventilation (VK) flow to the second aspirator. In particular, due to the vacuum created at the first aspirator 116, the gases from the crankcase can be drawn into the inlet of the compressor 14, while the vacuum created at the second aspirator 216 can draw additional vapors into the second aspirator 216, and then into the intake manifold at 617. At the same time, a small vacuum in the intake manifold can draw additional crankcase gases directly into the intake manifold (for example, through a pipe 738 in FIG. 7 or through a diaphragm 814 in FIG. 8). Thus, between t2 and t3 at low boost levels, along with a small vacuum in the intake manifold, the crankcase ventilation flow can be directed to the first aspirator, second aspirator and directly to the intake air pump.

At time t3, the pedal can be released gradually and the engine speed can be reduced until the engine is idling again. For example, a car may move off the highway. Similarly to the time between t0 and t1, the crankcase ventilation flow to the first aspirator can now be stopped, since the boost pressure is essentially absent between t3 and t4. However, as between t0 and t1, a smaller amount of crankcase ventilation flow can be directed to the second aspirator and directly to the VPC, as shown by the shaded parts in graphs 1004 and 1002, respectively.

At time t4, the accelerator pedal can be pressed out gradually, which will lead to a smaller increase in the required torque than when the accelerator pedal is pressed at time t1. Here, the engine speed can be increased by a smaller amount and stabilized, while lower boost pressure is created at time t4. For example, a car can move along city streets. Here between t4 and t5 a lower boost level can be provided. Since DVK is higher than the DB between t4 and t5, the crankcase ventilation flow to the second aspirator or directly to the VPC may be absent. However, fuel vapors from the crankcase may not be directed to the first aspirator. At time t5, the engine speed can be reduced by lightly releasing the accelerator pedal. In response, the pressure at the inlet of the throttle is significantly reduced (for example, the DVD may essentially be equal to the DB, as shown), and the DVK is smaller than the DB. The engine can run naturally aspirated starting at t5. Accordingly, the vacuum at the first aspirator may not be created, and the ventilation flow of the crankcase may not be directed to the first aspirator. However, fuel vapors from the crankcase may not be drawn into the second aspirator and directly into the intake manifold.

Thus, crankcase ventilation can be increased under various engine operating conditions. Under pressurized conditions, the vacuum created by the bypass flow of the compressor through the first aspirator can be used to draw fuel vapors from the crankcase. In naturally aspirated operation, the vacuum in the intake manifold can be increased by a second aspirator for more efficient crankcase purge. In addition, under conditions with a lower boost level and low vacuum levels in the intake manifold, the crankcase can be purged into the first aspirator, the second aspirator (if any) and directly into the intake manifold. Fuel vapors directed to the first aspirator can bypass the crankcase ventilation valve, reducing crankcase ventilation restriction. The technical result of providing several ways to purge the fuel vapors of the crankcase is the possibility of more efficient and permanent cleaning of the crankcase. By directing fuel vapors from the crankcase in one direction through a common outlet under any engine operating conditions, system complexity can be reduced and the benefits of using fewer components can be achieved. Thus, costs can be reduced. In this way, emission characteristics improve without reducing fuel economy.

In another representation, an example system may comprise an engine comprising an intake manifold; a compressor installed in the inlet channel to provide charge air charge; compressor bypass installed in bypass of the compressor; wherein the compressor bypass channel comprises a compressor bypass valve; a first aspirator connected to a compressor bypass; throttle installed in the inlet; throttle bypass channel installed bypassing the throttle; wherein the bypass channel of the throttle contains a throttle bypass valve; a second aspirator connected to the bypass channel of the throttle; sump; a crankcase outlet with hydraulic communication with a first aspirator through a first channel, a second aspirator through a second channel and an intake manifold through a third channel; and a diaphragm mounted in the third channel, regulating the flow from the outlet of the crankcase into the intake manifold. The system may also include a crankcase ventilation valve (VK) in the bypass of the throttle, regulating the flow in the bypass of the throttle, the valve VK does not regulate the vapor flow between the outlet of the crankcase and the first aspirator, and the valve VK does not regulate the vapor flow between the outlet of the crankcase and aperture.

It should be noted that the examples of control and evaluation algorithms contained in this application can be used with a variety of engine and / or vehicle system configurations. The control methods and algorithms disclosed in this application can be stored as executable instructions in long-term memory and executed by a control system consisting of a controller and a combination of various sensors, drives, and other engine hardware. The specific algorithms disclosed in this application can be any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Thus, the illustrated various actions, operations and / or functions can be performed in this order, in parallel or in some cases can be skipped. The specified processing order is not necessary to achieve the distinctive features and advantages disclosed in the present application of embodiments of the invention, but serves for the convenience of illustration and description. One or more of the illustrated actions, operations, and / or functions may be performed repeatedly depending on the particular strategy employed. Moreover, the disclosed actions, operations and / or functions may represent in graphical form a code that must be programmed into the long-term memory of the computer-readable computer data storage medium in the engine control system, in which the disclosed actions can be performed by executing instructions in a system containing various engine hardware components in conjunction with an electronic controller.

It should be understood that the configurations and algorithms disclosed in this application are illustrative, and that these specific embodiments of the invention should not be construed as limiting, since numerous modifications are possible. For example, the above technology can be applied in engines with the configuration of cylinders V-6, I-4, I-6, V-12, with 4 opposed cylinders and in engines of other types. The subject of the present disclosure includes all new and non-obvious combinations and subcombinations of various systems and configurations, as well as other distinguishing features, functions and / or properties disclosed in this application.

In the following claims, in particular, certain combinations and subcombinations that are considered new and not obvious are indicated. In such claims, reference may be made to “any” element or “first” element or an equivalent of such an element. It should be understood that such claims may include one or more of these elements, without requiring and not excluding two or more of these elements. Other combinations and subcombinations of the disclosed distinguishing features, functions, elements and / or properties may be included in the claims by changing the existing claims or by introducing new claims in this or a related application. Such claims, regardless of whether they are wider, narrower, equivalent or different in terms of the scope of the idea of the original claims, are also considered to be included in the subject of the present disclosure.

Claims (47)

1. The method of ventilation of the crankcase with a supercharged engine, comprising steps in which: in a supercharged environment, create a vacuum at the first ejector using a bypass air flow of the compressor; and apply vacuum to the crankcase to draw in fuel vapor into the first ejector; in cruising mode and when the fuel vapors are drawn into the first ejector, additional fuel vapors are sent from the crankcase to the intake manifold through the crankcase ventilation valve; and draw additional fuel vapors into a second ejector installed bypassing the intake throttle. 2. The method according to p. 1, in which the fuel vapor from the crankcase is drawn into the first ejector without passing through the crankcase ventilation valve. 3. The method according to p. 1, in which the cruising mode contains working conditions with boost, in which the pressure in the intake manifold is lower than barometric pressure. 4. The method according to p. 3, in which in cruising mode part of the additional fuel vapor from the crankcase is sent directly to the intake manifold. 5. The method according to p. 1, in which the retraction of additional fuel vapor into the second ejector comprises the step of using the vacuum created at the second ejector to retract the additional fuel vapor into the second ejector, the vacuum being created by the bypass flow of the throttle through the second ejector. 6. The method according to p. 1, in which in cruising mode additional fuel vapors from the crankcase are sent to the intake manifold through a second ejector. 7. The method according to p. 1, in which, additionally, under boost conditions, the vacuum in the intake manifold is increased by creating a vacuum at the second ejector using the bypass flow of the intake throttle and vacuum is applied to the crankcase to draw out fuel vapors. 8. The method according to p. 7, in which in addition to the conditions of operation without boost, do not direct the flow of fuel vapor from the crankcase to the first ejector. 9. The method according to p. 1, in which additionally block the air flow from the first ejector to the crankcase through the check valve. 10. The method of claim 1, wherein the fuel vapor passing to the first ejector and the additional fuel vapor passing to the intake manifold exit the crankcase through a common outlet. 11. A method for ventilating a crankcase with a supercharged engine, comprising the steps of: when the engine is supercharged, the first part of the fuel vapor is pulled from the first crankcase opening into the first aspirator installed in the bypass of the compressor, the first part of the fuel vapor bypassing the crankcase ventilation valve (VK); and, when the pressure in the intake manifold is lower than the barometric pressure when the engine is supercharged, use vacuum in the intake manifold to draw a second portion of fuel vapor from the first crankcase opening directly into the intake manifold; and pulling a third of the fuel vapor from the first opening of the crankcase into a second aspirator installed in the bypass channel of the throttle, moreover, the third part of the fuel vapor passes through a second aspirator into the intake manifold. 12. The method according to p. 11, in which the second part of the fuel vapor does not pass through the first aspirator or through the second aspirator, and the second part of the fuel vapor and the third part of the fuel vapor pass through the valve VK. 13. The method according to p. 11, in which the first part of the fuel vapor passing into the first aspirator is directed to the inlet of the compressor, and then to the intake manifold, while the second part of the fuel vapor and the third part of the fuel vapor enter the intake manifold without direction to compressor input. 14. The method according to p. 11, in which the vacuum is created at the first aspirator by passing air through the bypass channel of the compressor and through the first aspirator, and the vacuum is created at the second aspirator by passing air through the bypass channel of the throttle and through the second aspirator. 15. The method according to claim 11, wherein further, when the engine is naturally aspirated and the pressure in the intake manifold is lower than barometric pressure, the first part of the fuel vapor is not directed to the first aspirator, but the second part of the fuel vapor and the third part of the fuel vapor from the crankcase continue to be directed . 16. The method according to p. 11, in which, additionally, in the conditions of working with pressurization and when the pressure in the intake manifold is higher than the barometric pressure, fuel vapors or air are not directed through the VK valve. 17. A system for venting a crankcase with a supercharged engine, comprising: engine intake manifold; a compressor installed in the inlet channel to provide charge air charge; a compressor bypass channel installed bypassing the compressor, comprising a compressor bypass valve; a first aspirator connected to a compressor bypass; throttle installed in the inlet; a throttle bypass channel installed bypassing the throttle comprising a throttle bypass valve; a second aspirator connected to the bypass channel of the throttle; sump; a crankcase outlet in fluid communication with a first aspirator, a second aspirator, and an intake manifold; a crankcase ventilation valve (VK), which regulates the flow between the crankcase outlet and each of the second aspirator and the intake manifold, while the VK valve does not regulate the vapor flow between the crankcase outlet and the first aspirator. 18. The system of claim 17, further comprising a controller configured with machine-readable instructions stored in long-term memory for: under the first condition directing compressed air from an area downstream of the compressor to an area upstream of the compressor through the bypass of the compressor; creating a vacuum in the first aspirator; and using vacuum to draw fuel vapors from the crankcase outlet into the first aspirator; and under the second condition air directions from an area upstream of the throttle to an area downstream of the throttle through the bypass channel of the throttle; creating a vacuum in the second aspirator; using vacuum to draw additional fuel vapor from the crankcase outlet to the second aspirator, and then to the intake manifold, while continuing to draw fuel vapor from the crankcase outlet to the first aspirator. 19. The system according to claim 18, in which the first condition assumes the conditions for working with pressurization and the pressure in the intake manifold is greater than the barometric pressure, while the second condition assumes the conditions for working with pressurization and the pressure in the intake manifold is less than the barometric pressure.

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